Parking power take-off device for mechanical transmission, hybrid power take-off system and method of use

Abstract

The application discloses a parking power taking device for a mechanical transmission, a hybrid power taking system and a use method. The parking power taking device is characterized in that a left transmission gear and a first power taker are respectively connected to two ends of a left intermediate shaft in a transmission auxiliary gearbox, and the first power taker is further connected with a driving device. In this way, a power source is provided by the driving device, and the power is sequentially transmitted to the first power taker, the left intermediate shaft, the left transmission gear, an auxiliary gearbox driving gear, a right transmission gear and a second power taker, and finally transmitted to an upper assembly by the second power taker, so that the upper assembly is ensured to take power in the case that an engine is off, and work is completed. The parking power taking device has the advantages of simple structure, transmission route not passing through a transmission main gearbox, reduced transmission route, higher efficiency, high economic benefit of the product, no need of running of a subsequent parking power taking engine, reduced fuel consumption and high economy of the whole vehicle.

Description

Technical Field

[0001] This invention belongs to the field of transmission technology, specifically relating to a parking power take-off device, a hybrid power take-off system, and a method of using a mechanical transmission. Background Technology

[0002] A power take-off (PTO) is one or more sets of transmission gears, also known as a power output device. It is generally composed of a gearbox, clutch, and controller, and is connected to the low-gear or auxiliary gearbox output shaft to output power to external working devices, such as lifting pumps.

[0003] Currently, after a power take-off (PTO) is installed in a transmission, the PTO is mainly used in two modes: driving PTO and parking PTO. Parking PTO occurs when the vehicle is stationary, and the vehicle's superstructure operates. Common examples include cranes and dump trucks. Since the vehicle is stationary, the power transmission from the transmission's main shaft is interrupted. However, the engine still needs to operate to enable the PTO. In this case, the engine power is transmitted through the transmission's main and auxiliary gearboxes, via an intermediate shaft, to the PTO. This transmission route is too long, resulting in low transmission efficiency. Furthermore, the engine only drives the PTO, leading to significant fuel consumption and poor overall vehicle economy, as well as substantial resource waste. Summary of the Invention

[0004] To address the technical problem of enabling the power take-off (PTO) to operate without starting the engine, this invention provides a parking PTO device for a mechanical transmission, a hybrid PTO system, and a method of use. With a simple structure and a more efficient and cleaner power arrangement, the engine can be shut off while the parking PTO is operating, greatly reducing resource waste and significantly improving the overall vehicle economy.

[0005] To achieve the above objectives, the present invention adopts the following technical solution:

[0006] A parking power take-off device for a mechanical transmission, including a transmission auxiliary gearbox;

[0007] The auxiliary gearbox is provided with a left intermediate shaft and a right intermediate shaft.

[0008] One end of the left intermediate shaft of the auxiliary gearbox is meshed with a left transmission gear, and the other end of the left intermediate shaft of the auxiliary gearbox is keyed with a first power take-off.

[0009] One end of the right intermediate shaft of the auxiliary gearbox is meshed with a right transmission gear, and the other end of the right intermediate shaft of the auxiliary gearbox is keyed with a second power take-off.

[0010] The left drive gear and the right drive gear are connected by meshing with the auxiliary gearbox drive gear;

[0011] One end of the first power take-off is connected to the left intermediate shaft of the auxiliary gearbox, and the other end of the first power take-off is connected to a drive device.

[0012] One end of the second power take-off is connected to the right intermediate shaft of the auxiliary gearbox, and the other end of the second power take-off is connected to the upper assembly.

[0013] Furthermore, the drive device includes a power supply and a motor;

[0014] The power supply and the motor are connected by wires;

[0015] The motor is connected to the first power take-off via a drive shaft.

[0016] Furthermore, the power source is either an on-board power supply or an external power grid.

[0017] Furthermore, the superstructure assembly includes a superstructure; the superstructure is connected to the second power take-off.

[0018] Furthermore, a pump is provided between the superstructure and the second power take-off.

[0019] Furthermore, the pump and the second power take-off are connected by a power take-off drive shaft.

[0020] A method of using a parking power take-off device for a mechanical transmission, based on the aforementioned parking power take-off device for a mechanical transmission, includes the following steps:

[0021] With the auxiliary gearbox in neutral, start the drive unit to rotate the first power take-off (PTO). The first PTO drives the left transmission gear through the left intermediate shaft of the auxiliary gearbox. The left transmission gear drives the right transmission gear through the auxiliary gearbox drive gear. The right transmission gear drives the second PTO through the right intermediate shaft of the auxiliary gearbox, ultimately driving the upper structure to work. The PTO operation is then completed when the vehicle is stopped.

[0022] A hybrid power take-off system includes a parking power take-off device for a mechanical transmission, comprising a transmission main gearbox, wherein the transmission main gearbox is meshed with a drive gear of the auxiliary gearbox via a main gearbox spindle.

[0023] Furthermore, an auxiliary gearbox synchronizer is provided inside the auxiliary gearbox, and an auxiliary gearbox main shaft is interspersed within the auxiliary gearbox synchronizer.

[0024] Furthermore, one end of the auxiliary gearbox spindle is connected to a flange, and the other end of the auxiliary gearbox spindle can be engaged with the main gearbox spindle through the auxiliary gearbox synchronizer.

[0025] Compared with the prior art, the present invention has the following beneficial effects:

[0026] This invention provides a parking power take-off device for a mechanical transmission. It employs a left drive gear and a first power take-off unit respectively meshing at both ends of the left intermediate shaft of the auxiliary gearbox within the auxiliary gearbox. The first power take-off unit is also connected to a drive device. In this way, the drive device provides a power source and transmits power sequentially to the first power take-off unit, the left intermediate shaft of the auxiliary gearbox, the left drive gear, the auxiliary gearbox drive gear, the right drive gear, and the second power take-off unit. Finally, the second power take-off unit transmits the power to the upper structure assembly, thus ensuring that the upper structure assembly can take off power even when the engine is off, thereby completing the operation.

[0027] This invention provides a parking power take-off device for mechanical transmissions. It has a simple structure and not only eliminates the power transmission route from the main transmission box, reducing the transmission path and increasing efficiency, but also has high economic benefits. The subsequent parking power take-off engine does not need to run, reducing fuel consumption and improving the overall vehicle economy.

[0028] Preferably, the drive device of the present invention uses a power supply and a motor. By using cleaner electrical energy, it is more environmentally friendly. Furthermore, when the vehicle is stopped and power is taken off, the engine stops running and the vehicle relies on the motor, which reduces overall vehicle noise and significantly improves comfort.

[0029] More preferably, the power source of the present invention is a vehicle-mounted power source or an external power grid. Using a vehicle-mounted power source allows the use of the electrical energy stored in the vehicle's battery to power the entire device, making operation simple and convenient. Using an external power grid can meet the needs of various operating scenarios and also meet the operating requirements of high-power superstructures.

[0030] Furthermore, the superstructure assembly of the present invention includes a superstructure and a pump disposed between the superstructure and the second power take-off. The function of the pump is to provide lifting force to the superstructure to realize the lifting action of the superstructure.

[0031] The present invention also provides a method for using a parking power take-off device for a mechanical transmission. This method is based on the above-mentioned parking power take-off device for a mechanical transmission. By adopting this method, it is possible to achieve parking power take-off even when the engine is started and then turned off, thereby completing the superstructure operation. This method is simple to operate and convenient for operators to implement.

[0032] This invention also provides a hybrid power take-off system, including the parking power take-off device for the aforementioned mechanical transmission, and a transmission main gearbox meshing with the auxiliary gearbox drive gear. When the power is depleted, the engine can be started, and the engine drives the transmission main gearbox to work, which in turn drives the auxiliary gearbox drive gear through the main gearbox spindle, ultimately providing a power source for the second power take-off unit, so that the power take-off unit can continue to take power and complete the upper structure operation. This system can be applied to a variety of actual operation scenarios and can be selected and adjusted according to the actual scenario requirements, so that the working time is longer. Attached Figure Description

[0033] Figure 1 This is a schematic diagram of a parking power take-off device for a mechanical transmission provided in an embodiment of the present invention;

[0034] Figure 2 A schematic diagram showing the working state of a parking power take-off device for a mechanical transmission according to an embodiment of the present invention;

[0035] Figure 3 This is a flowchart illustrating the usage method of a parking power take-off device for a mechanical transmission, as provided in an embodiment of the present invention.

[0036] Figure label:

[0037] Power supply - 1; Wire - 2; Motor - 3; First power take-off - 4; Auxiliary gearbox - 5; Left drive gear - 6; Auxiliary gearbox left intermediate shaft - 7; Auxiliary gearbox drive gear - 8; Main gearbox - 9; Auxiliary gearbox main shaft - 10; Auxiliary gearbox right intermediate shaft - 11; Right drive gear - 12; Auxiliary gearbox synchronizer - 13; Second power take-off - 14; Power take-off drive shaft - 15; Pump - 16; Upper structure - 17; Flange - 18. Detailed Implementation

[0038] This invention provides a parking power take-off device for a mechanical transmission, including a transmission auxiliary gearbox 5;

[0039] The auxiliary gearbox 5 is provided with a left intermediate shaft 7 and a right intermediate shaft 11.

[0040] One end of the left intermediate shaft 7 of the auxiliary gearbox is meshed with a left transmission gear 6, and the other end of the left intermediate shaft 7 of the auxiliary gearbox is keyed with a first power take-off 4;

[0041] One end of the right intermediate shaft 11 of the auxiliary gearbox is meshed with a right transmission gear 12, and the other end of the right intermediate shaft 11 of the auxiliary gearbox is keyed with a second power take-off 14.

[0042] The left drive gear 6 and the right drive gear 12 are connected by meshing with the auxiliary gearbox drive gear 8;

[0043] One end of the first power take-off (PTO) 4 is connected to the left intermediate shaft 7 of the auxiliary gearbox, and the other end of the first PTO 4 is connected to a drive device, which includes a power supply 1 and a motor 3. The power supply 1 and the motor 3 are connected by a wire 2. The motor 3 is meshed with the first PTO 4 through a drive shaft. Here, the power supply 1 can be an on-board power supply or an external power grid.

[0044] One end of the second power take-off (PTO) 14 is connected to the right intermediate shaft 11 of the auxiliary gearbox, and the other end of the second PTO 14 is connected to an upper assembly, which includes an upper assembly 17. The upper assembly 17 is connected to the second PTO 14, and a pump 16 is provided between the upper assembly 17 and the second PTO 14. The pump 16 and the second PTO 14 are meshed and connected through a PTO drive shaft 15.

[0045] A method of using a parking power take-off device for a mechanical transmission, based on the above-mentioned parking power take-off device for a mechanical transmission, includes the following steps:

[0046] With the auxiliary gearbox 5 in neutral, start the drive unit to drive the first power take-off (PTO) 4 to rotate. The first PTO 4 drives the left transmission gear 6 to rotate via the left intermediate shaft 7 of the auxiliary gearbox. The left transmission gear 6 drives the right transmission gear 12 to rotate via the drive gear 8 of the auxiliary gearbox. The right transmission gear 12 drives the second PTO 14 to rotate via the right intermediate shaft 11 of the auxiliary gearbox, ultimately driving the upper structure to work and completing the power take-off process when the vehicle is stopped.

[0047] The present invention also provides a hybrid power take-off system, including the parking power take-off device for a mechanical transmission as described above, and further including a transmission main housing 9, wherein the transmission main housing 9 is meshed with the auxiliary housing drive gear 8 via the main housing main shaft.

[0048] The auxiliary gearbox 5 is equipped with an auxiliary gearbox synchronizer 13, and an auxiliary gearbox main shaft 10 is interposed within the auxiliary gearbox synchronizer 13. One end of the auxiliary gearbox main shaft 10 is connected to a flange 18, and the other end of the auxiliary gearbox main shaft 10 can be engaged with the main gearbox main shaft through the auxiliary gearbox synchronizer 13.

[0049] Example 1

[0050] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0051] This embodiment provides a parking power take-off device for a mechanical transmission, the structure of which is as follows: Figure 1 As shown, motor 3 is splinedly connected to the first power take-off 4, the first power take-off 4 is splinedly connected to the left intermediate shaft 7 of the auxiliary gearbox, and the right intermediate shaft 11 of the auxiliary gearbox is splinedly connected to the second power take-off 14. The second power take-off 14 is connected to the pump 16 through the power take-off drive shaft 15, and then the pump 16 is connected to the upper structure 17 of the vehicle.

[0052] The specific working principle of this embodiment is as follows:

[0053] like Figure 2As shown, when the transmission needs to achieve parking power take-off, the auxiliary gearbox 5 is first put into neutral, so that the auxiliary gearbox main shaft 10 is disconnected from the transmission main gearbox 9. Then, the vehicle power supply or external power grid is connected to start the motor 3. The motor 3 drives the first power take-off 4 to rotate. The power is transmitted to the left drive gear 6 through the auxiliary gearbox left intermediate shaft 7. Through the meshing of the internal gears, the power is transmitted to the auxiliary gearbox drive gear 8, the right drive gear 12, and the auxiliary gearbox right intermediate shaft 11 in sequence. Finally, the auxiliary gearbox right intermediate shaft 11 transmits the power to the second power take-off 14. The second power take-off 14 transmits the power to the pump 16 through the power take-off drive shaft 15. The pump 16 used here can be an oil pump. The oil pump finally provides power to the upper structure 17 to perform various vehicle operations. The entire power transmission route is as follows: Power supply 1—Wire 2—Motor 3—First power take-off 4—Left intermediate shaft of auxiliary gearbox 7—Left transmission gear 6—Drive gear of auxiliary gearbox 8—Right transmission gear 12—Right intermediate shaft of auxiliary gearbox 11—Second power take-off 14—Power take-off drive shaft 15—Pump 16—Upper structure 17. Based on this route, the total speed ratio of the entire transmission system of the parking power take-off device for the mechanical transmission can be calculated as: Z2 / Z1×Z4 / Z3×Z5 / Z4×Z7 / Z6. By adjusting the above gear specifications, the total transmission speed ratio suitable for the working conditions can be adjusted. Z1-Z7 represent the number of teeth or diameter of each gear, respectively. The total speed ratio of the parking power take-off device transmission system provided in this embodiment is obtained through the above speed ratio calculation formula. If the final calculation result is less than 1, the transmission system is an acceleration system; conversely, if the final calculation result is greater than 1, the transmission system is a deceleration system.

[0054] Example 2

[0055] like Figure 2 As shown, Embodiment 2 provides a hybrid power take-off system, including the parking power take-off device for the mechanical transmission provided in Embodiment 1. The auxiliary gearbox drive gear of Embodiment 2 is also meshed with the transmission main gearbox. When the power is exhausted, the engine can be started, and the transmission main gearbox 9 is driven by the engine. In turn, the auxiliary gearbox drive gear 8 is driven by the main shaft of the main gearbox, and finally provides a power source for the second power take-off 14, so that the power take-off can continue to complete the upper structure operation. This system can be applied to a variety of actual operation scenarios, and can be selected and adjusted according to the actual scenario requirements, so that the working time is longer.

[0056] Its working principle is as follows:

[0057] When the power supply is exhausted, motor 3 is turned off, the first power take-off 4 is disconnected, and the engine is started. At this time, the auxiliary gearbox synchronizer 13 is still in neutral, and the main shaft of the main gearbox and the auxiliary gearbox main shaft 10 are disconnected. After the engine starts, it drives the transmission main gearbox 9 to work. The transmission main gearbox 9 transmits power to the auxiliary gearbox drive gear 8, and then through the right transmission gear 12 and the right intermediate shaft 11 of the auxiliary gearbox, it transmits power to the second power take-off 14. The second power take-off 14 transmits power to the pump 16 through the power take-off drive shaft 15. The pump 16 used here can be an oil pump or other hydraulic pumps. Finally, the pump 16 provides power to the upper structure 17 to perform various vehicle operations.

[0058] Although the embodiments of the present invention have been described above in conjunction with the accompanying drawings and examples, the present invention is not limited to the specific embodiments and application fields described above. The specific embodiments described above are merely illustrative and instructive, and not restrictive. Those skilled in the art, guided by the specification, can make many other modifications without departing from the scope of the claims of the present invention, and all of these modifications are within the scope of protection of the present invention.

Claims

1. A parking power take-off device for a mechanical transmission, characterized in that, Including the auxiliary gearbox (5); The auxiliary gearbox (5) is provided with a left intermediate shaft (7) and a right intermediate shaft (11). One end of the left intermediate shaft (7) of the auxiliary gearbox is meshed with a left transmission gear (6), and the other end of the left intermediate shaft (7) of the auxiliary gearbox is keyed with a first power take-off (4). One end of the right intermediate shaft (11) of the auxiliary gearbox is meshed with a right transmission gear (12), and the other end of the right intermediate shaft (11) of the auxiliary gearbox is keyed with a second power take-off (14). The left drive gear (6) and the right drive gear (12) are connected by meshing through the auxiliary gearbox drive gear (8); One end of the first power take-off (4) is connected to the left intermediate shaft (7) of the auxiliary box, and the other end of the first power take-off (4) is connected to a drive device; One end of the second power take-off (14) is connected to the right intermediate shaft (11) of the auxiliary box, and the other end of the second power take-off (14) is connected to the upper assembly; The auxiliary gearbox (5) is provided with an auxiliary gearbox synchronizer (13), and the auxiliary gearbox main shaft (10) is interspersed in the auxiliary gearbox synchronizer (13). One end of the auxiliary gearbox spindle (10) is connected to a flange (18), and the other end of the auxiliary gearbox spindle (10) can be engaged with the main gearbox spindle through the auxiliary gearbox synchronizer (13).

2. The parking power take-off device for a mechanical transmission according to claim 1, characterized in that, The drive device includes a power supply (1) and a motor (3); The power supply (1) and the motor (3) are connected by wires (2); The motor (3) is connected to the first power take-off (4) via a transmission shaft.

3. A parking power take-off device for a mechanical transmission according to claim 2, characterized in that, The power source (1) is either an on-board power source or an external power grid.

4. A parking power take-off device for a mechanical transmission according to claim 1, characterized in that, The upper assembly includes an upper assembly (17); the upper assembly (17) is connected to the second power take-off (14).

5. A parking power take-off device for a mechanical transmission according to claim 4, characterized in that, A pump (16) is provided between the upper device (17) and the second power take-off (14).

6. A parking power take-off device for a mechanical transmission according to claim 5, characterized in that, The pump (16) and the second power take-off (14) are connected by a power take-off drive shaft (15).

7. A method of using a parking power take-off device for a mechanical transmission, based on the parking power take-off device for a mechanical transmission according to any one of claims 1-6, characterized in that, Includes the following steps: With the transmission auxiliary gearbox (5) in neutral, start the drive unit to drive the first power take-off (4) to rotate. The first power take-off (4) drives the left transmission gear (6) to rotate through the left intermediate shaft (7) of the auxiliary gearbox. The left transmission gear (6) drives the right transmission gear (12) to rotate through the auxiliary gearbox drive gear (8). The right transmission gear (12) drives the second power take-off (14) to rotate through the right intermediate shaft (11) of the auxiliary gearbox. Finally, the upper structure is driven to work, and the power take-off is completed when the vehicle stops.

8. A hybrid power take-off system, comprising a parking power take-off device for a mechanical transmission as described in any one of claims 1-6, characterized in that, It includes a transmission main gearbox (9), which is meshed with the auxiliary gearbox drive gear (8) via the main gearbox spindle.

9. A hybrid power take-off system according to claim 8, characterized in that, The auxiliary gearbox (5) is provided with an auxiliary gearbox synchronizer (13), and the auxiliary gearbox main shaft (10) is interspersed in the auxiliary gearbox synchronizer (13).

10. A hybrid power take-off system according to claim 9, characterized in that, One end of the auxiliary gearbox spindle (10) is connected to a flange (18), and the other end of the auxiliary gearbox spindle (10) can be engaged with the main gearbox spindle through the auxiliary gearbox synchronizer (13).

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