• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a motorization assembly for a wheel of a vehicle, said assembly comprising a final gear (12), comprising an output shaft (121), the wheel being mounted on the output shaft (121), and an input axis (122), the input (122) and output (121) axes of the final gear (12) being connected by at least one reduction stage (123); and comprising a main motor (20), adapted to provide a torque to the wheel via the output shaft (121) of the final gear (12), characterized in that it further comprises a secondary hydraulic motor (30) to radial pistons mounted on the input shaft (122) of the final gear (12) and adapted to provide the wheel (R) additional torque to the torque of the main motor (20) via the output shaft (121) of the final reducer (12).
    公开号:FR3022860A1
    申请号:FR1456231
    申请日:2014-06-30
    公开日:2016-01-01
    发明作者:Jean Heren
    申请人:Poclain Hydraulics Industrie；
    IPC主号:
    专利说明:

    [0001] GENERAL TECHNICAL FIELD The invention relates to the field of vehicles equipped with hydraulic drive means.
    [0002] STATE OF THE ART It is known to use hydraulic apparatus for carrying out the driving of vehicles, with particular applications for agricultural machines (harvester type or combine harvester) or construction site. For example, harvesters operate in two different modes: - The so-called working condition, in which the harvester comprises a harvesting head and is loaded by the grain (30 to 40 t), and the speed range generally ranges from 3 to 15km / h depending on the material and the raw material harvested, - The so-called transfer condition, in which the harvester is neither loaded (15 to 20t) in grain nor has a harvesting head, and the speed range can reach 40 km / h. This type of harvester is used only 300 to 400 hours per year, resulting in a low life stress. In order to allow the harvesting machine to evolve in both these conditions, the current motorization solutions (see FIG. 1, from Combine Harvesters, Formagri Collection) of a harvester machine use a gearbox assembly Al at 2, 3 or 4 gears (for example 3 forward and 1 reverse). At the output of this assembly A1, there is generally a differential A2 and brakes A3 (disc or drum) and a final reduction stage A4 (7 to 10 times) in each front wheel A5 of the harvester. The gearbox 30 is connected to a clutch A6 which is driven by a pulley controlled by a variable speed drive A7. The harvester is powered by an axial piston hydraulic motor, of fixed or variable displacement, fed by a pump with variable displacement. Such an engine is said to be fast: up to 5000 rpm and it typically comprises (see FIG. 1b) a plurality of parallel axial pistons B1 coming into contact with an inclined plane B2, connected to a shaft B3, the inclination of plan to vary the movement of the axial pistons B1 and thus the engine displacement. Such an axial piston hydraulic motor has only one active piston stroke per revolution. FIGS. 2a, 2b and 2c show solutions of the prior art, with different embodiments, which involve one or more motors: according to a first embodiment represented in FIG. 2a, a single hydraulic motor with axial pistons 10 involves a single gearbox 11 comprising a differential, said box then distributing the torque on each of the left wheel Rg and Rd right via a final reduction stage 12g, 12d (Figure 2a). A brake 13g, 13d of each wheel is interposed on the output shaft of the gearbox 11, between said gearbox and the gearbox 12g, 12d. In such a configuration, because of the presence of the gearbox, the motor can be fixed or variable displacement. According to a second embodiment represented in FIG. 2b, two axial piston hydraulic motors 10g, 10d each drive a gearbox 11g, 11d, and then each distributing the torque on the left wheels Rg and Rd right as previously (FIG. ). In this embodiment also a final reduction stage 12g, 12d is provided at each wheel Rg, Rd and two brakes 13g, 13d are between said stage 12g, 12d and the gearbox. There is no differential. In such a configuration, because of the presence of gearboxes, the motor can be fixed or variable displacement. According to a third embodiment shown in FIG. 2c, two axial piston hydraulic motors 10g, 10d can be mounted on the axis of rotation of the wheels Rg, Rd with the gearbox 12g, 12d and the brakes 13g, 13d (FIG. ). In such a configuration, the motor is variable displacement, or even highly variable, to allow the adaptation of the speed of the machine, both in working condition and the transfer condition. Because of a rustic mechanism and very different modes of condition, the vehicles of the prior art have difficulties in optimizing the engine speed despite the use of the gearbox 11 and, in particular, it is necessary to stop to change the condition mode (work and transfer). The axial piston motor has limitations as to the necessary torque according to the condition modes (work and transfer). Despite the variability of the displacement and the gearboxes, this motor is not adapted to provide the best speed of rotation or the best torque. In addition, the doubling of gearboxes in some cases requires double checking and double lubrication, and the use of a differential sometimes requires additional devices to guarantee the traction of the front wheels. In addition, it is important to be able to limit the mass of the system as well as to keep the space between the left and right wheels as free as possible, that is to say where objects to cross or work pass (the grains in the case of a harvester).
    [0003] None of the solutions of the prior art is fully satisfactory. PRESENTATION OF THE INVENTION The purpose of the invention is to propose a motorization assembly that does not have the drawbacks of the prior art.
    [0004] In particular, an object of the invention is to propose a motorization assembly that can operate in an optimized manner in the two modes (work, transfer) characterized by different speeds and masses of loading, and therefore in particular torque requirements (and in rotation speed) different. Another object of the invention is to provide a set of reduced space and mass motorization. In this regard, the subject of the invention is a motorization assembly for a wheel of a vehicle, said assembly comprising: a final gearbox, comprising an output shaft, the wheel being mounted on the output shaft, and an input axis, the output input axes of the final gearbox being connected by at least one reduction stage; - a main motor, adapted to provide a torque to the wheel via the output shaft of the final gear, assembly further comprising a radial piston hydraulic secondary motor mounted on the input shaft of the final gear and adapted to provide the wheel additional torque to the main motor torque via the output shaft of the final gear.
    [0005] Indeed, the main engine makes it possible to bring to the vehicle the necessary speed for the mode in transfer condition, and the secondary hydraulic motor makes it possible to bring more torque when the vehicle is in working condition (in full displacement or in cubic capacity partial), said vehicle frequently having a higher mass than during the transfer condition and operating on more difficult terrain (type fields, yards, slopes, obstacles, etc.). Such a set offers better yields with reduced complexity of implementation.
    [0006] In addition, the change of mode can be done without having to stop the vehicle and torque management by the main and secondary engines can be done dynamically.
    [0007] Finally, thanks to the addition of a secondary hydraulic motor, the vehicle is exempted from a part of the mechanical components, such as the gearbox and the differential (when the two wheels of an axle are equipped). which removes a dead weight at the wheels. Such an assembly also makes it possible to reduce the space between the wheels and thus to free up space, for example for a system for transporting harvested grain. Advantageously, the invention comprises the following characteristics, taken alone or in combination - the main motor is a radial piston hydraulic motor mounted on the output shaft of the final gearbox, - the main hydraulic motor has a displacement greater than the cubic capacity of the secondary hydraulic motor, - At least one radial piston hydraulic motor has a variable displacement, - The set comprises an intermediate gearbox, comprising an output shaft and an input shaft, the input and output shafts of the intermediate gearbox being connected by at least one reduction stage, and the output shaft of the intermediate gearbox being coincident with the input shaft of the gearbox, - the main motor is an axial piston hydraulic motor mounted on the input shaft of the intermediate reducer, - the radial piston secondary hydraulic motor is disengageable so that only the main motor provides a torque to the wheel, - the whole further comprises a brake system mounted on the input shaft of the final gearbox, - the radial piston secondary hydraulic motor is of rotary cam type and fixed cylinder block, - the pistons of the secondary hydraulic motor are retractable so to no longer be in contact with the cam, to allow disengagement of said motor, - the hydraulic motors are powered by a variable displacement pump. The invention also relates to a system comprising an axle and two wheels rotatably mounted on the axle, the system further comprising two assemblies as previously described, each assembly being adapted to motor each wheel. The invention also relates to a vehicle, comprising a motorization system as previously described. Finally, the invention relates to a method of adding or removing torque, using a previously described device, characterized in that it comprises a step of disengaging the secondary engine when the speed of the vehicle is greater than 20km / h. PRESENTATION OF THE FIGURES Other characteristics, objects and advantages of the invention will emerge from the description which follows, which is purely illustrative and nonlimiting, and which should be read with reference to the appended drawings, in which: FIG. Fig. 1b shows an axial piston motor, - Figs. 2a, 2b, 2c show various embodiments of a prior art system, - Figs. 3a, 3b, 3c show a first embodiment according to the invention, - Figures 4a, 4b, 4c show a second embodiment, - Figure 5 shows the maximum tensile force as a function of the speed, according to a mode embodiment of the invention, - Figures 6a, 6b show the characteristics of the assembly according to the first and second embodiments, - Figure 7 shows schematically a portion of a hydraulic piston engine s radial, - Figure 8 shows the maximum traction force allowed according to a complementary embodiment, said 4x4. DETAILED DESCRIPTION With reference to FIGS. 3a, 3b and 4a, 4b, an engine assembly 1 according to the invention will be described. The motor assembly 1 is adapted to allow a vehicle to evolve in the two conditions known as work and transfer previously explained.
    [0008] The motor assembly 1 is adapted to motorize a wheel. FIG. 3a shows two drive assemblies 1, for the left wheel Rg and the right wheel Rd. For reasons of symmetry, only one set 1 will be described in detail. The drive unit 1 of a wheel R therefore comprises: a final gear 12 comprising an output shaft 121, the wheel R being mounted on the output shaft 121 and an input axis 122, the axes of input 122 and output 121 being connected by at least one reduction stage 123; - A main motor 20, adapted to provide a torque to the wheel R, via the output shaft 121 of the final gear 12. - A radial piston hydraulic secondary motor 30, mounted on the input shaft 122 of the final gearbox 12 and adapted to provide the wheel R additional torque to the torque of the main motor 10 via the output shaft 121 of the final gear 12.
    [0009] The torque is transmitted to the wheel R by the output shaft 121. Typically, the output shaft 121 is adapted to be fixed integrally in rotation to a hub Rm of the wheel R. The wheel R is therefore driving.
    [0010] The wheel R, and more precisely the hub Rm, can be fixed freely in rotation on an axle E. The output shaft 121 and the axle E are then coaxial but free in rotation, the axle E simply having a function of support (carrying axle). Alternatively, the vehicle may not have an axle, and wheels, engines, etc. are mounted directly assembled on a chassis of the vehicle. The device of the invention does not require specially adapted hub Rm and can thus be mounted as standard on vehicles.
    [0011] The main motor can be a heat engine or an electric motor. Preferably, it is a hydraulic motor. The final gearbox The final gearbox 12 offers a reduction ratio typically between 7 and 10, in order to increase the torque available at the wheel R. It will have been understood that in the final gearbox 12, it is the axis of output 121 which rotates less quickly than the input axis 122 and that conversely, the torque of the output shaft 121 is greater than the torque of the input shaft 121. The hydraulic secondary motor The hydraulic secondary motor 30 radial piston has been described in particular in documents FR 2 996 267 and FR 2 996 176. With reference to Figure 7, it is advantageously a motor having a lobed cam 310 and having a plurality of pistons 320 to The cylinder block 330 is integral with an axle 340 and rotates relative to the lobed cam 310. The pistons 320 move back and forth in contact with the cylinder. lobed cam 310 when said pistons 320 are pressurized, thereby causing the rotation of the axis 340 relative to the lobed cam 31. The assembly is housed in a housing (not shown in the figures). The lobed cam 31 has for example six lobes and the cylinder block 330 comprises eight cylinders. During a complete revolution of the axis 340 with respect to the lobed cam 31, forty-eight complete active cycles are thus observed. The secondary engine 30 may be variable displacement in order to offer several possibilities of speed and torque within the so-called working condition. For this, the set includes control controls displacements (explained later). The secondary motor 30 is disengageable so as to provide a torque only when necessary, that is to say essentially in working condition. In particular, there are two devices for disengaging the motor: - Either the motor 30 is disengageable, that is to say that the axis 34 can be disengaged from the cylinder block 33 by suitable means (see the document FR 1 259,193); Either the pistons 32 are retractable inside the cylinder block 33, so that they are no longer in contact with the lobed cam 31. Springs may be used. This embodiment is preferred. Brake system On the input shaft 122 of the final gearbox 12 is advantageously a brake system 13, adapted to slow down and / or stop the rotation of said shaft 122. The brake system 13 may comprise a disc brake (The disc is then integral with the axis 122 and the jaws can come to grip said disc) or a drum brake (a bell is then integral with the axis 122 and jaws can come to press against the bell).
    [0012] The braking system is advantageously placed before the final gear 12 so as to brake to an axis (the input axis 121 of the final gear 12) whose torque is low (because the speed of rotation is high): the torque of braking is therefore less important.
    [0013] Alternatively, the brake system 13 may be provided on another axis of the transmission chain. Application When the device of the invention is applied to two wheels of the same axle, the device allows the vehicle to have several modes of operation, one being particularly suitable for the so-called working condition and another being particularly suitable for the transfer condition. In the case of the transfer condition, only the main engine 20 provides power to the wheel R: the transfer condition requires a high speed (from 20 to 40 km / h for example) and a low torque (road, low vertical, unladen vehicle, etc.), which are therefore provided by the main motor 20. In the case of the working condition, the secondary motor 30 and the main motor 20 provide power to the wheel R: the condition of work requires a low speed (less than 20 km / h) and a large torque (fields, high altitude, loaded vehicle etc.), which are therefore provided by the two motors 20, 30. The possibility of having a variable displacement for the secondary motor 30 makes it possible to improve the modularity of the assembly within the very condition of the so-called working condition (several different speeds and torques). By variable is meant, for the secondary motor 30, switchable on several levels and not continuously variable (as for the technologies plateau or broken axis).
    [0014] The main 20 and secondary 30 engines are powered by a hydraulic pump 40, preferably of variable displacement, in particular to be able to vary the rotation speed of the main motor 20 and thus vary the speed of the vehicle, and two directions of flow, in order to be able to reverse the direction of rotation of the motor and thus of the wheels. The hydraulic pump 40 is for example powered by a thermal or electric motor (not shown in the figures). The main 20 and secondary 30 engines share the flow rate of the hydraulic pump 40, which limits the maximum speed of the vehicle when the secondary engine 30 is activated. The invention is particularly in two embodiments that will be presented.
    [0015] First Embodiment According to the first embodiment shown in FIGS. 3a, 3b, 3c, the main motor 20 is a radial piston hydraulic motor of the same type as the secondary engine 30.
    [0016] In this first embodiment, the main motor 20 is mounted on the output shaft 121 of the gearbox 12, so that the main motor 20 directly transmits its torque and its rotational speed to the wheel R, that is to say say without reducer. Indeed, the main radial piston engine 20 has a rotational speed range corresponding to the speed of rotation of the wheels R of the vehicle in the transfer condition. Thus, by directly coupling said motor 20 and the wheel R, it is possible to obtain the desired speeds (the speed of the vehicle depending of course on the diameter of the wheel R).
    [0017] The displacement of the main engine 20 may be greater than the displacement of the secondary engine 30. The main engine 20, which is a radial piston hydraulic motor, may also be of variable displacement, in order to increase the number of possible speeds in condition transfer and work. Second Embodiment According to the second embodiment shown in FIGS. 4a, 4b, 4c, the main motor 20 is a hydraulic motor with axial pistons. In this second embodiment, the assembly further comprises an intermediate reducer 14, comprising an output axis 141 and an input axis 142, the input and output axes 142 142 being connected by at least one stage of 143. The output axis 141 of the intermediate reducer 14 coincides with the input axis 122 of the final gear 12. By confused, it is understood that they are coaxial and integral in rotation (by fixing, welding, etc.. ), or that it is the same physical axis. Like the final gear 12, the output shaft 141 of the intermediate gear 14 rotates less rapidly than the input shaft 142 of the intermediate gearbox 14. The reduction ratio is typically between 2 and 6. The hydraulic motor axial piston is, as has been explained above, a so-called fast engine, that is to say that its rotation speed range can reach 5000 rpm, with an optimum operation (efficiency and noise mainly) between 1000 and 1500 rpm. For both embodiments In FIG. 5 is shown the drawbar pull (in English), which corresponds to the maximum load that can be drawn (adhesion coefficient of 0.7, total power of 150kW). This effort is in particular an affine function of the couple. It will be noted that the low-speed traction force is essentially provided by the secondary radial piston engine (3 different configurations), the traction force provided by the main engine 20 remaining almost constant from 0 to 20 km / h.
    [0018] FIGS. 6a and 6b show two tables with the different values of rotations of the wheels, the motors, the input shaft of the final gearbox, the engine speeds and their power, according to different modes of operation, respectively for the first and the second embodiments.
    [0019] The assumptions include the following: - load in working condition of 36t, in transfer condition of 16t, - radius under load of the wheels (under load) before 91.1 cm and rear of 63.1 cm, - maximum pressure the 450 bar pump; flow rate of 391.5 l / min (or 195.75 per wheel); maximum speed of 2700 rpm; cubic capacity of 145 cc, - reduction rate of the final reducer of 7.64, - reduction rate of the intermediate reducer of 5.6, - total efficiency of 0.9. In transfer condition, only the main motor 20 operates.
    [0020] For the first embodiment: typically, a rotation of the main radial piston engine of about 115 rpm corresponds to a wheel rotation speed of about 115 rpm (engine mounted directly on the axis of rotation of the engine). the wheel R). Such a rotational speed corresponds to a speed of 40km / h. The engine is then at a power of 72kW. For the second embodiment: typically, a rotation of the axial piston main motor 20 of approximately 5000 rpm corresponds to a rotational speed of the output shaft 141 of the intermediate gear 14 - and therefore the input axis 122 of the final gearbox 12 - of approximately 890 rpm (ie the reduction ratio of the final gearing of 5.6) and at a speed of the output shaft 121 of the final gearbox 12 - and therefore of the wheel - from 115 about rpm (ie the reduction ratio of the intermediate reducer of about 7.5). Such a rotational speed corresponds to a speed of 40km / h. The engine is then at a power of 72kW. In working condition, the two motors 20, 30 operate with different values of rotations according to the desired speed. The secondary motor 30 takes the flow from the main motor 20 and the lower the speed, the lower the secondary motor 30 provides the power. It is thus possible to define several possible combinations of power distribution between the two motors 20, 30.
    [0021] Note that the torque per wheel increases when the speed of the vehicle decreases. In particular, for the second embodiment, in working condition, the main axial piston engine 20 rotates at a speed below 2500 rpm, which is optimal for this hydraulic motor technology. Hydraulic Drawings FIGS. 3c and 4c show a hydraulic diagram for two motorization assemblies 1 each mounted on a wheel Rg, Rd, according to the two embodiments. The diagrams will be described for a single engine assembly 1, the second being connected as the first in parallel. The motors 20, 30 comprise intake orifices 21, 31 and discharge ports 22, 32.
    [0022] The inlet 21 and discharge port 22 of the main motor 20 are connected to a main inlet line 23 and a main return line 24, the two lines 23, 24 being connected to the hydraulic pump 40.
    [0023] The inlet 31 and discharge port 32 of the secondary engine 30 are connected to a secondary intake line 33 and a secondary return line 34, the two lines being connected to a distributor A 'which can connect them either to the pump 40, or a drainage D which goes to an oil reservoir Res.
    [0024] The hydraulic pump 40 is adapted to inject oil under pressure, typically up to around 400 bars. The circuit also comprises a booster pump 41 and a booster line 42 in particular to maintain a minimum pressure in the inlet lines 50 and return 51 (the complete booster circuit is not shown in the diagrams). In accordance with Figures 3c, 4c, an embodiment of the hydraulic circuit will be described. - A valve A (in the figure: 3 ports / 2 positions) controls a distributor A '(5 ports / 3 positions) using the boost pressure. o In a disengaged position, the valve A 'connects the inlet ports 31 and discharge 32 of the secondary engine 30 to the tank, o In an engaged position, the valve A' connects the inlet port 31 of the secondary engine 30 at the supply line 50 and the discharge port 32 at the return line, o In a transition position, the valve A 'allows to put in direct communication the inlet lines 31, return 32, and the hydraulic pump 40. - A valve B (in the figure: 3 ports / 2 positions), - A valve C (in the figure: 3 ports / 2 positions), In transfer condition, the valve A connects the reservoir Res to the pilot valve chamber A 'and the inlet 32 and return 33 of the secondary engine 30 (valve A in position 0 and distributor A' in the disengaged position). The secondary motor 30 is disengaged and is therefore not powered, so that the pressure is delivered only to the inlet port 21 of the main engine 20. When it is desired to switch in working condition, the valve A switches and then connects the feed lines 33 and return 34 of the secondary engine 30 to the booster line 42 (valve A in position 1 and distributor A 'still in the disengaged position), so that said lines 33, 34 are progressively to the boost pressure as the pistons 320 come into contact with the cam 310. As soon as said pistons 320 are in contact with the cam 310, the boost pressure comes cause the translation of the dispenser valve A 'which passes through the intermediate position, which mitigates the transition between the boost pressure and the high pressure (to prevent system damage, jolts, etc.), then the distributor A 'is placed in the engaged position, so that the ligns 33 supply and return 34 of the secondary motor are connected to the pump 40.
    [0025] Advantageously, again with reference to FIGS. 3c and 4c, the radial piston engines (secondary engine 30 and main motor 20 according to the embodiment) may be of variable displacement: for this reason, each radial piston engine may comprise: - a line 25, connected via the valves B (for the secondary engine 30) and / or C (for the main engine 20 in the case of the first embodiment), or to the drainage (valves B and C in position 0), either at the booster line 42 (valve B and C in position 1), - a casing drainage line 26, 36, connected directly to Res reservoir with respect to the main motor 20. For the secondary engine 30, the casing drainage line 36 comprises: a pressure limiter 43 connected to the drainage D and calibrated to the pressurization pressure of the casing, generally 1 to 2 bars above the drainage pressure, an anti-check valve; return 44 (passing in the direction Res tank towards line of drainage casing 36) connected to the drain D, and - a flow limiter 45 connected to the booster line 42. Such an arrangement allows a flow of fluid drainage D to the casing drain line 36 while allowing to limit the pressure. The arrangement also makes it possible to take a small amount of flow in the booster line 42 to have a slight overpressure (of the order of 1 bar) in the casing drainage line 36 of the secondary engine 30. ensure that the pistons 320 are returned to the cylinder block 330 during disengagement (the force of the springs may not be sufficient depending on the speed and the centrifugal force).
    [0026] By switching valves B and / or C (depending on the embodiment) from position 0 to position 1, the boost pressure makes it possible to change the displacement of radial piston hydraulic motors.
    [0027] It is thus possible to define several combinations of speed and / or torque, in each of the two transfer and working conditions. In the second embodiment, the main axial piston engine 20 is also connected to the drainage by a crankcase drainage line 27. As previously mentioned, the secondary engine 30 is activated only when the vehicle is in good condition. working. The working condition may in particular be started either by a choice of a driver of the vehicle, or by detection and analysis of speeds.
    [0028] The secondary engine 30 is automatically disengaged as soon as the speed of the vehicle exceeds a threshold speed, typically 20km / h. More generally, the work mode is coupled with the commissioning of work tools (typically harvesting tools in the case of a harvester) and functions that are not used in the transfer phase. In the same way, the switching of the valves A, B, C can be done by choice of the driver or by detection of a speed. It is thus possible to define operating ranges to which correspond certain positions of the valves A, B, C. Mode 4x4 According to a complementary embodiment, the invention is advantageously supplemented by hydraulic motors 30 with radial pistons on the non-motorized wheels by the main motor 20 (4x4 mode). The rear wheels are then directly driven (no reducer) by the hydraulic motors 30. Thus, they are activated 20 at very low speed (less than 15 km / h) when working conditions are very difficult. In transfer condition or easy work, the motors are disengaged. Figure 8 shows the maximum tensile stress for a 4x4 mode. Note that the effort is greater than that provided by the second embodiment. This is due to the two additional engines. Alternatively, said hydraulic radial piston motors are connected to a reducer similar to the final gear 12 and can provide additional torque to the vehicle, while providing improved traction.
    权利要求:
    Claims (13)
    [0001]
    REVENDICATIONS1. Motor assembly (1) for a wheel (R) of a vehicle, said assembly comprising: - a final gear (12), comprising an output shaft (121), the wheel (R) being mounted on the axis an output axis (121), and an input axis (122), the input (122) and output (121) axes of the final gear (12) being connected by at least one reduction stage (123), - a main motor (20), adapted to provide a torque to the wheel (R) via the output shaft (121) of the final gear (12), characterized in that it further comprises a secondary motor (30) hydraulic with radial pistons mounted on the input shaft (122) of the final gear (12) and adapted to supply to the wheel (R) an additional torque to the torque of the main motor (20) via the output shaft (121) of the final gear (12).
    [0002]
    2. An assembly according to claim 1, characterized in that the main motor (20) is a radial piston hydraulic motor mounted on the output shaft (121) of the final gear (12).
    [0003]
    3. The assembly of claim 2, wherein the main hydraulic motor (20) has a displacement greater than the displacement of the secondary hydraulic motor (30).
    [0004]
    4. An assembly according to one of claims 2 to 3, wherein at least one radial piston hydraulic motor (20, 30) has a variable displacement.
    [0005]
    An assembly according to claim 1, further comprising an intermediate gear (14), comprising an output shaft (141) and an input axis (142), the input (142) and output (141) axes. of the intermediate gear (14) being connected by at least one reduction stage (143), and the output shaft (141) of the intermediate gear (14) coinciding with the input axis (122) of the final gear (12). ), characterized in that the main motor (20) is an axial piston hydraulic motor mounted on the input shaft (142) of the intermediate gear (14).
    [0006]
    6. An assembly according to any one of the preceding claims, wherein the radial piston secondary hydraulic motor (30) is disengageable so that only the main motor (20) provides a torque to the wheel (R).
    [0007]
    An assembly according to any one of the preceding claims, further comprising a brake system (13) mounted on the input shaft (122) of the final gear (12).
    [0008]
    8. An assembly according to any one of the preceding claims, wherein the radial piston secondary hydraulic motor (30) is of rotating cam type (310) and fixed cylinder block. 20
    [0009]
    9. An assembly according to the preceding claim, wherein the pistons (320) of the secondary hydraulic motor (30) are retractable so as not to be in contact with the cam (310), to allow disengagement of said motor (30). 25
    [0010]
    An assembly according to any one of the preceding claims, wherein the hydraulic motors (20, 30) are powered by a variable displacement pump (40). 30
    [0011]
    11.A motorization system, comprising two wheels (R) rotatably mounted, characterized in that it further comprises two assemblies (1) according to any one of the preceding claims, each assembly (1) being adapted to motorize each a wheel (R).
    [0012]
    Vehicle, comprising a drive system according to claim 11.
    [0013]
    13.Procédé contribution or removal of torque, with the aid of an assembly according to any one of claims 1 to 10, characterized in that it comprises a step of disengagement of the secondary motor (30) when the vehicle speed is greater than a threshold speed.
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    引用文献:
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    DE102010042801A1|2010-10-22|2012-04-26|Zf Friedrichshafen Ag|Hydrostatic single-wheel drive for combine harvester and chaff-cutter, has hydrostatic drive unit with hydraulic motors, gear boxes as summation gearboxes and combined assembly with planetary gear, driving brake and wheel bearing|CN107150585A|2016-03-02|2017-09-12|熵零技术逻辑工程院集团股份有限公司|A kind of engineering running gear|
    CN107150584A|2016-03-02|2017-09-12|熵零技术逻辑工程院集团股份有限公司|A kind of running gear|
    FR3057845A1|2016-10-25|2018-04-27|Poclain Hydraulics Industrie|VEHICLE DRIVE ASSISTANCE SYSTEM COMPRISING AN OPEN HYDRAULIC CIRCUIT|
    CN110168256A|2016-10-25|2019-08-23|波克兰液压工业设备公司|Vehicle drive assisting system including open hydraulic circuit|
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    优先权:
    申请号 | 申请日 | 专利标题
    FR1456231A|FR3022860B1|2014-06-30|2014-06-30|TRANSMISSION COMBINING TWO ENGINES INCLUDING A RADIAL PISTON HYDRAULIC ENGINE|FR1456231A| FR3022860B1|2014-06-30|2014-06-30|TRANSMISSION COMBINING TWO ENGINES INCLUDING A RADIAL PISTON HYDRAULIC ENGINE|
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