U.S. patent number 3,865,209 [Application Number 05/375,797] was granted by the patent office on 1975-02-11 for electrically driven industrial vehicles.
Invention is credited to Toru Aihara, Kouichi Kimura.
United States Patent |
3,865,209 |
Aihara , et al. |
February 11, 1975 |
ELECTRICALLY DRIVEN INDUSTRIAL VEHICLES
Abstract
An electrically driven vehicle employs an induction motor as a
drive train motor with a gear matching transmission connecting it
with the drive train of the vehicle so the transmission matches its
rotational speed to be compatible with the drive train arrangements
of a conventionally-driven diesel engine drive train at several
different frequencies of its alternating power source, which is
supplied through a cable connecting the vehicle to a suitable power
source. In addition, the induction drive motor may be configured
for four- or six-pole operation, whereby switching therebetween
will provide a dual operating speed range for the motor at any
single frequency of the power source, giving the machine additional
flexibility.
Inventors: |
Aihara; Toru (Sagamihara-shi,
JA), Kimura; Kouichi (Zama-shi, JA) |
Family
ID: |
13939234 |
Appl.
No.: |
05/375,797 |
Filed: |
July 2, 1973 |
Foreign Application Priority Data
|
|
|
|
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Jul 28, 1972 [JA] |
|
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47-88306 |
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Current U.S.
Class: |
180/65.1; 310/83;
318/12 |
Current CPC
Class: |
B60K
1/00 (20130101); B60L 50/10 (20190201); B60L
9/26 (20130101); B60L 2220/12 (20130101); F02B
3/06 (20130101); Y02T 10/70 (20130101); B60L
2200/40 (20130101); Y02T 10/7072 (20130101); Y02P
90/60 (20151101) |
Current International
Class: |
B60L
9/00 (20060101); B60L 9/26 (20060101); B60K
1/00 (20060101); F02B 3/00 (20060101); F02B
3/06 (20060101); B60l 015/06 (); B60l 009/16 () |
Field of
Search: |
;180/2,65R
;310/83,129,160,166 ;321/64 ;318/11,12 |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
Primary Examiner: Reeves; Robert B.
Assistant Examiner: Rolla; Joseph J.
Attorney, Agent or Firm: Phillips, Moore, Weissenberger
Lempio & Strabala
Claims
What is claimed is:
1. In an alternating current electrically driven industrial vehicle
compatible with both 50- and 60-cycle operations having a drive
train and a vehicle transmission, an electric drive comprising:
an electrical induction motor having an output shaft mounted on
said vehicle, said induction motor having at least two operable
pole configurations;
a secondary transmission operably disposed between said output
shaft and the vehicle transmission operable to connect said
induction motor to said vehicle transmission at differing gear
ratios compatible with both 50- and 60-cycle operation of said
induction motor whereby the input to said vehicle transmission will
be the same at both 50- and 60-cycle operation of said induction
motor;
switching means connected to said induction motor and operable to
connect alternate pole configurations of said motor to an
alternating power source; and
means connecting said switching means to an alternating electrical
power source whereby the speed of the vehicle can be varied both by
said vehicle transmission and by selection of at least two
different pole configurations of said induction motor, thereby more
efficiently adapting the vehicle capability to its working
requirements.
2. The electric drive defined in claim 1 wherein the electrical
induction motor has a four- and a six-pole configuration.
Description
BACKGROUND OF THE INVENTION
When a vehicle is powered by an induction motor connected to a
source of alternating current, the speed of the induction motor
will be dependent upon the frequency of the alternating current
source. Thus, it is desirable to have an arrangement whereby the
operation of the vehicle powered in this manner may be reasonably
constant when the alternating current source has one of several
standardized frequencies.
In the past, vehicles such as track-type or wheel-type tractor
loaders or tractors used in construction or earth-moving operations
have been generally powered by diesel engines. As a result, these
machines are noisy and generate exhaust gases which are frequently
regulated by anti-pollution laws. Further, a substantial portion of
the noises which are ascribed to these machines result from the
combustion occurring within the engine along with the operation of
the auxiliary equipment such as the radiator fan. Thus, there has
been a desire to reduce the noise level of such vehicles and also
to eliminate the noxious ingredients of the exhaust gases from the
diesels, which are generally CO.sub.2, CO, hydrocarbons and
nitrogen oxides, which pose extreme difficulties in confined spaces
such as tunnels and the like, where these gases can be lethal to
human life.
To avoid some of the problems noted above, vehicles of this type
have been provided with electric drive systems. Normally, in
confined locations such as tunnels, power to the electrically
driven drive can be supplied by cables connecting the vehicle to a
suitable power source. While the electric drive will reduce the
noise problems to some extent and also reduces the noxious exhaust
gases, other problems are often experienced with such drive
systems.
One of the problems is that the rotating speed of an induction
motor is determined by the frequency of the alternating current
supplied to it. Further, the current designs of induction motors or
machines are not generally compatible with the operating speeds of
an ordinary diesel engine at the conventional 50 and 60 cycle
frequencies of alternating current sources. As a result, an
induction motor cannot be substituted for a diesel engine in a
conventional vehicle without adversely affecting the operation of
the vehicle or completely redesigning the drive train thereof. The
vehicle will generally lose tractive effort and have increased work
cycle time on any given job, reducing the overall operating
efficiency.
As indicated, the total drive train design of the vehicle can be
changed to be compatible with the electric drive system, but such a
redesign is somewhat costly.
Furthermore, even if such a design change in the drive train was
effected, the frequency of alternating sources which would be
utilized to supply power to the induction motor of the vehicle
varys from country to country, and in certain countries, from area
to area within that country. Thus, if the vehicle is designed for a
particular frequency, it would only be compatible with power
sources having the frequency required by its design. Otherwise, the
overall operation of the vehicle would not be efficient unless a
power source having the proper frequency is available.
Furthermore, if the induction motor operating the drive train
operates the auxiliary equipment of the machine such as the
hydraulic pumps and the like, these hydraulic circuits will also be
adversely affected if the improper frequency is utilized to power
the vehicle.
It is appreciated that a brush-type electric motor might be
employed as an alternative to the induction motor, and a heavy-duty
rectifier employed between the motor and the alternating current
source, so that the speed of the electric drive can be controlled
continuously over a wide range of operating speeds. However, this
type of arrangement has a much higher cost, and it requires
considerably more maintenance than vehicles powered with inductions
machines, the latter being the less complicated of the two systems.
As a result, it is desirable to employ the less expensive, more
reliable induction motor where possible in vehicle drives.
In view of the above, it is an object of the current invention to
provide an electric drive for earthmoving vehicles employing an
induction motor by equipping the vehicle with a transmission gear
means between the induction motor and the drive system by which the
input speed to the drive train can be maintained constant, even
though the frequency of the alternating current source changes.
Another object of this invention is to provide an electric drive
system for a conventional vehicle which has been designed for
diesel engine drive without adversely affecting the machine
operation.
Another object of the current invention is the provision of an
electric drive for vehicles which employs an induction motor with
several pole configurations so that it may be operated at two
different speeds when connected to an alternating current source
having a fixed frequency, thereby providing a low and high speed
operating range.
Another object of this invention is connecting the hydraulic pump
of the vehicle to the transmission gear means so that the rotating
speed of the pump also will be essentially constant at different
frequencies of the alternating current sources that might be
utilized.
SUMMARY OF THE INVENTION
The above objects can be accomplished in a conventional industrial
vehicle by providing it with a drive train which includes an
induction motor as its drive motor, a transmission gear means
connecting the induction motor to its conventional drive system
operable to change the output speed of the induction motor to a
speed compatible with that required by the drive train, and a
hydraulic pump connected to the output of the transmission gear
means whereby the hydraulic circuits of the vehicle likewise will
be operated in an efficient manner. Also, the invention includes
the utilization of an induction motor having several pole
configurations so that it can be operated at at least two speeds
from an AC power source having a constant fixed frequency.
BRIEF DESCRIPTION OF DRAWINGS
FIG. 1 is an elevation of an electrically driven vehicle in
accordance with the present invention, having parts broken away to
show additional internal detail;
FIG. 2 is a block diagram illustrating the drive system and a
compatible hydraulic system for a vehicle configured with the
electric drive as shown in FIG. 1;
FIG. 3 is a hydraulic schematic of the circuit for controlling a
hydraulic winch motor which can be utilized to wind up or pay out
an electric power supply cable by which the vehicle is connected to
a suitable alternating power source;
FIG. 4 is an enlarged view of the matching gear transmission that
is employed to match the output speed of the induction motor to the
drive train of the electrically driven vehicle shown in FIG. 1;
FIG. 5 is an electrical schematic circuit of the vehicle shown in
FIG. 1; and
FIG. 6 is a plan of the electrical control panel on the vehicle
shown in FIG. 1.
DESCRIPTION OF A PREFERRED EMBODIMENT
Referring to FIG. 1, a track-type earthmoving vehicle 1, such as a
tractor loader, includes an undercarriage 2 including supporting
endless tracks 3 on which the vehicle 1 moves in its longitudinal
direction. An electric drive motor 5 is mounted on a main frame 4
of the undercarriage 2, and the tractor has a hydraulically
operated bucket 6. In the embodiment shown in the drawings, a
multiple pole induction motor 5 is employed that preferably has a
4-pole configuration and a 6-pole configuration. The employment of
the several pole configuration induction motor is for the purpose
of operating the vehicle safely and easily at either a low or high
speed range. However, an induction motor having only a 4-pole
configuration can be used. The induction motor 5 is powered by
alternating current source supplied through a suitable electrical
cable. The output of the motor is transmitted to the drive system
of the vehicle 1 and also the hydraulic pump for operating the
bucket 6.
The transmission of power from the drive motor 5 to the drive train
system of the vehicle 1 will be briefly described in reference to
FIGS. 1 and 2. An output shaft 7 of the motor 5 is connected to an
input shaft 10 of a transmission gear means 9 through a flexible
coupling 8. An output shaft 11 of the transmission gear means 9 is
connected to an input shaft 14 of a torque converter 13 through a
flexible coupling 12. As is shown in FIG. 2, the output of the
torque converter 13 is serially connected to a transmission 15, a
steering clutch 16, a final drive 17 and a sprocket 18. Each
sprocket 18 drivingly engages an endless track 3. Accordingly, by
operating a lever of a transmission shift means 19, the vehicle 1
can be moved longitudinally on the endless tracks 3. On a plate 20
disposed above the main frame 4, an oil cooling fan 22 is provided
for cooling the oil for the torque converter 13. The oil for the
torque converter 13 enters an oil cooler 21 through a pipe 24, is
cooled there, and returns to the torque converter 13 through a pipe
25.
An auxiliary output shaft 26 of the transmission gear means 9 is
connected to a hydraulic pump 27 that is driven by the drive motor
5 through the gear means 9. A hydraulic tank 29 which is mounted on
a member 28 at the back of the vehicle 1 includes part of a
hydraulic circuit (not shown) which controls a hydraulic cylinder
which operates the bucket 6.
In the embodiment shown in the drawings, a hydraulic motor 31 is
mounted at the back of the vehicle 1 which drives a device for
winding or unwinding an electric power supply cable (not shown)
according to the movement of the vehicle. This cable supplies
alternating current to the drive motor 5 as well as other
electrical devices on the vehicle. The details of the cable winding
and unwinding device are disclosed in U.S. Pat. No. 3,632,906 to
Aihara et al, which description is incorporated herein. The
hydraulic motor 31 is controlled by a hydraulic circuit 32 and an
oil cooler 33 and a cooling fan 36 driven by an electric motor 35
are mounted on the member 28 disposed at the rear of the vehicle 1.
Oil from the hydraulic circuit 32 enters the oil cooler 33 through
a pipe 37, is cooled there, and returns through a pipe 38. The
drive motor 5 as well as electric motors 23 and 35 are controlled
by a control circuit 65, as will be described below.
The hydraulic circuit 32 will be described in reference to FIG. 3.
Oil from the hydraulic tank 29 is sent by rotation of hydraulic
pump 27 to a flow divider 40 through a pipe 39A, and enters a
change-over valve 43 through a check valve 41 and a pipe 42A. The
change-over valve 43 includes a solenoid 44, which is electrically
controlled. When the solenoid 44 is in the excited state, the oil
that has entered the change-over valve 43 enters the hydraulic
motor 31 through a pipe 45A to drive it and exhaust oil is drained
through a pipe 46. When the solenoid is not in the excited state,
the oil that has entered the change-over valve 43 is drained
through a pipe 45B. Furthermore, in order to maintain the pressure
constant, a relief valve 48B is provided in this hydraulic circuit
32 on pipe 42B branched from the pipe 42A which connects the
change-over valve 43 and flow divider 40. A relief valve 48A is
provided on a pipe 47 which leads to the change-over valve 43. Oil
from the relief valve passes through the pipe 37, enters the oil
cooler 35, is cooled there, and then drained through the pipe
38.
The excitation of the solenoid 44 can be controlled by a
microswitch (not shown) which synchronizes with the operation of
the lever of the transmission shift device 19.
The transmission gear means 9 will be described in detail in
reference to FIG. 4. The transmission gear means 9 includes an
input shaft 10 connected to the output shaft 7 of the drive motor 5
by the coupling 8, a first output shaft 11 connected to the input
shaft 14 of the torque converter 13 of the drive system by means of
coupling 12, and a second output shaft 26 connected to the
hydraulic pump 27. The input shaft 10 is rotatably supported by a
bearing 49. A spline is formed at the central part of the input
shaft 10, and at this part, a gear member 50 consisting of a first
gear 51, a second gear 52 and a connecting boss 53 is provided so
that it is movable in the axial direction but is not rotatable
relative to the input shaft 10. The first output shaft 11 is
rotatably supported by a bearing 54 and has a third gear 55 and a
fourth gear 56 secured thereto. The second output shaft 26 is
rotatably supported by a bearing 57, and to this shaft is fixed a
fifth gear 58 engaged with the fourth gear 56 secured to the first
output shaft 11. The gear member 50 can move in the axial direction
between a first position shown by the solid line and a second
position shown by the broken line. At the first position, the
second gear 52 comes into engagement with the fourth gear 56 fixed
to the first output shaft 11, and at the second position, the first
gear 51 comes into engagement with the third gear 55 fixed to the
first output shaft 11. Accordingly, when the gear member 50 is
situated at the first position, the rotation of the input shaft 10
is transmitted to the first output shaft 11 through the second and
fourth gears. This rotation is then transmitted to the second
output shaft 26 through the fourth and fifth gears. When the gear
member 50 is located at the second position, the rotation of the
input shaft 10 is transmitted to the first output shaft 11 through
the first and third gears, and then to the second output shaft 26
through the fourth and fifth gears.
The gear member 50 further includes a lever 60 fixed to the boss
53, and a rod 64 whose one end is pivotally connected at 61 to a
base 62 of the transmission gear means 9 and whose other end is
connected pivotally to a gear shifter 63 fitted slidably in a
groove formed in the boss 53. By operating the lever 60, the gear
member 50 is moved from the first position to the second or
vice-versa.
When the frequency of alternating current to be supplied to motor 5
having four-pole configuration and also a six-pole configuration is
50 Hz or 60 Hz, the gear ratio is for example as follows:
Table 1 ______________________________________ Related The rotating
Frequency Number rotating Gear speeds of the of speed of ratio
first and poles motor second output (rpm) shafts (rpm)
______________________________________ 4 1500 2nd gear/ 2020 50 Hz
4th gear 6 1000 1350 =31/23=1.35 4 1800 1st gear/ 2020 60 Hz 3rd
gear 6 1200 1350 =28/25=1.12
______________________________________
As is shown in Table 1, even if the frequency of the alternating
current changes from 50 Hz to 60 Hz, the rotating speed to be
transmitted to the first and second output shafts can be maintained
constant by moving the gear member 50 from the first position to
the second position operating the lever 60. It will also be
understood that by this transmission gear means 9, the related
rotating speed of the drive motor 5 is increased to a rotational
speed approximating the rotating speed of an ordinary diesel
engine. Accordingly, it is possible to change a vehicle designed
for a diesel engine to an electrically driven vehicle, without any
change in design of the drive train.
In the embodiment shown in the drawings, two different frequencies
are considered, but it is possible to adapt the gear means to
changes of the frequency in three or more ways by combining gears
in three or more pairs. Furthermore, in the embodiment shown, the
rotating speed to be transmitted to the hydraulic motor is
maintained constant irrespective of the frequency. Where it is not
necessary to maintain pump speed at a constant value, the hydraulic
pump 27 can be driven directly from the drive motor 5 without the
medium of the transmission gear means 9.
FIG. 5 shows an example of an electric circuit for controlling the
operation of the vehicle 1. An induction motor 5 having a six-pole
configuration 5A and a four-pole configuration 5B and electric
motors 23 and 35 for driving oil cooling fans are shown connected
to a three-phase alternate current electric source S through
switches. A control circuit 65 is also connected to the electric
source S through a transformer 66. The operation of the circuit is
as follows: When a switch 67A of the control circuit 65 is closed,
relays 68 and 69 are excited and normally open contacts 68A and 69A
are closed. As a result, the electric motor 23 and 35 start to be
driven. Electric current is also supplied to an electric service
meter 70. If desired, current is also supplied to an illuminating
light 72 by closing a switch 71.
Either one of the switches 67B or 67C is selected according to the
operating environment of the vehicle 1. When it is desired to
operate the vehicle 1 at a relatively low speed, (for example, when
the vehicle runs in a tunnel for the site of operation), the switch
67B is closed, and when it is desired to operate it at a relatively
high speed, the switch 67C is closed. When the switch 67B is
closed, the relay 73 is excited to close the normally open contact
73A. As a result, power is supplied to the six-pole configuration
5A of the induction motor 5. On the other hand, when the switch 67C
is closed, the relay 74 is excited to close the normally open
contact 74A. As a result, power is supplied to the four-pole
configuration 5B.
In the circuit shown in FIG. 5, a leakage detector 77 having a
solenoid 76 for opening a circuit breaker 75, an ammeter 78, and a
voltmeter can be provided in order to secure operating safety.
By referring to FIG. 6 which shows a control panel 80 of the
vehicle 1, a switch mechanism 67 for operating the three switches
67A, 67B and 67C of the control circuit 65 will be described. These
switches are operated by a single lever (not shown). When the lever
is at the position 81, these switches are all open. When the lever
is moved to the position of 81A, the switch 67A is closed, and the
switches 67B and 67C remain open. When the lever 81 is moved to the
position 81B, the switches 67A and 67B are closed but the switch
67C remains open. Further, when the lever is transferred to the
position 81C, the switches 67A and 67C are closed, and the switch
67B is open.
The performance of an electric driven tractor loader in accordance
with this invention was compared with that of a diesel engine
driven tractor loader, and the results are shown in Table 2 below.
The tractor loaders used in this test had a capacity of 11 tons,
and were the same except for the drive motor 5 and its
accessories.
Table 2 ______________________________________ Diesel engine
Electrically driven driven tractor tractor loader loader
______________________________________ Main motor Diesel engine
Three-phase cage-type (Rating: 96 PS, induction motor (Rating: 2200
rpm) 60 Hz 440 V - 70 KW, 1770 rpm; 50 Hz 400 V - 70 KW, 1460 rpm)
(Gear ratio of the gear means: 60 Hz - 1.12 50 Hz - 1.35) Speed of
the tractor loader (Km/h) Forward movement 1 3.0 2.8 2 5.6 5.4 3
9.3 9.1 Backward movement 1 3.6 3.4 2 6.8 6.6 3 11.3 11.1
______________________________________
Since the electrically driven vehicles in accordance with this
invention include transmission gear means, the speeds of the
vehicle performance are constant irrespective of the frequency of
alternating current used. Further, the performance is substantially
the same as a diesel engine driven vehicle having the same
structure except the drive motor and its accessories.
While the present invention has been described with reference to
the preferred embodiment shown in the accompanying drawings, it
should be understood that various changes and modifications in the
minute parts of the drive may be made without departing from the
spirit and scope of the invention.
* * * * *