Onboard power take-off system and engineering vehicles

Abstract

The present application discloses a vehicle-mounted power take-off system and an engineering vehicle, and relates to the technical field of engineering machinery. The vehicle-mounted power take-off system includes a transfer case, a vehicle-mounted power take-off air circuit, and an auxiliary power take-off air circuit. The shift mechanism of the transfer case includes a neutral position and an on-board gear position; the vehicle-mounted power take-off air circuit is externally connected to a first air supply source, and the vehicle-mounted power take-off air circuit is connected to the shift mechanism, which is used to control the shift mechanism to switch from the neutral position to the on-board gear position; the auxiliary power take-off air circuit is connected to the shift mechanism, which is used to control the shift mechanism to switch from the neutral position to the on-board gear position when the vehicle-mounted power take-off air circuit fails. The present application discloses that when the vehicle-mounted power take-off air circuit fails, the shift mechanism can be driven to switch from the neutral position to the on-board gear position by the airflow provided by the auxiliary power take-off air circuit, thereby ensuring the normal operation of the vehicle-mounted power take-off system. When applied to engineering vehicles, it can ensure the normal operation or continued operation of the vehicle, avoid affecting the project progress due to shutdown maintenance, and reduce economic losses.

Description

Technical Field

[0001] The present application relates to the technical field of engineering machinery, and in particular to an on-board power take-off system and an engineering vehicle. Background Art

[0002] In existing construction machinery, such as common truck cranes, the lifting equipment of the truck crane is arranged on the vehicle chassis and is stably supported by the outriggers during operation.

[0003] Some existing single-engine vehicles utilize a transfer case for power takeoff, requiring the transfer case to be in neutral. The transfer case's upshift gear draws air from the neutral air path via an air intake solenoid valve, forming an air intake channel. Consequently, when the transfer case is in neutral, the neutral solenoid valve connected to the intake line is energized, allowing air from the intake line to enter. This then controls the air intake solenoid valve to energize the air intake channel, thereby shifting the transfer case to upshift gear and preparing for power takeoff.

[0004] Due to the relatively harsh operating and working environment of cranes, as well as the aging of components due to long-term use, valves or pipes may become damaged and leak during crane operation, making it impossible to activate the upper gear and thus unable to take power from the crane. This further results in the crane being unable to start or continue operations, losing its operating capacity and requiring it to be shut down for repairs, seriously affecting project progress and causing economic losses. Summary of the Invention

[0005] The purpose of this application is to provide a vehicle power take-off system and an engineering vehicle to solve the deficiencies in the prior art.

[0006] To achieve the above objectives, in a first aspect, the present application provides a vehicle power take-off system, comprising:

[0007] A transfer case, wherein the shift mechanism of the transfer case includes a neutral gear position and a loading gear position;

[0008] an on-board power-taking air circuit, externally connected to a first air supply source, and the on-board power-taking air circuit is connected to the shift mechanism, for controlling the shift mechanism to switch from the neutral gear position to the on-board gear position; and

[0009] The auxiliary power-taking air circuit is connected to the shift mechanism, and the auxiliary power-taking air circuit is used to control the shift mechanism to switch from the neutral gear position to the boarding gear position when the boarding power-taking air circuit fails.

[0010] As a further improvement of the above technical solution:

[0011] In combination with the first aspect, in a possible implementation, the vehicle power taking gas path includes:

[0012] a neutral solenoid valve, configured to be connected to the first air supply source, the neutral solenoid valve being coordinated with the neutral position of the shift mechanism;

[0013] a main air supply line, wherein an air inlet end of the main air supply line is connected to the neutral solenoid valve, and an air outlet end of the main air supply line is connected to the shift mechanism; and

[0014] The first control valve group is arranged on the main air supply pipeline. When the shift mechanism is in the neutral position, the neutral solenoid valve is energized, and the main air supply pipeline is controlled to be conductive through the first control valve group to drive the shift mechanism to switch from the neutral position to the boarding gear position.

[0015] In combination with the first aspect, in a possible embodiment, the first control valve group includes a first valve, a power take-off solenoid valve and a second valve arranged along the air flow delivery direction of the main air supply pipeline, and the first valve and the second valve are respectively used to control the on-off of the main air supply pipeline on both sides of the inlet and outlet of the power take-off solenoid valve.

[0016] In combination with the first aspect, in one possible implementation, the first valve and the second valve are respectively a first one-way valve and a second one-way valve, wherein the conduction direction of the second one-way valve is the same as the output direction of the airflow in the main air supply pipeline, and when the power take-off solenoid valve is energized, the conduction direction of the first one-way valve is switched to control the on / off of the main air supply pipeline; or

[0017] The first valve is a first switch valve or a first reversing valve, and the second valve is a second one-way valve or a second switch valve.

[0018] In combination with the first aspect, in a possible implementation manner, the first valve is the first reversing valve, and the first reversing valve is an electromagnetic reversing valve;

[0019] The vehicle power take-off system further includes an air pressure detection sensor, the electric control end of which is electrically connected to the first reversing valve, and the air pressure detection sensor is used to detect the air pressure between the second valve and the power take-off solenoid valve in real time;

[0020] When the air pressure detected by the air pressure detection sensor is lower than a preset value, the first reversing valve is controlled to cut off the main air supply pipeline.

[0021] In combination with the first aspect, in one possible implementation, the auxiliary power taking air circuit includes:

[0022] An auxiliary air supply line, the air outlet of the auxiliary air supply line being connected to the shift mechanism, and the air inlet of the auxiliary air supply line being connected to the steering air system of the engineering vehicle or an external second air supply source; and

[0023] The second control valve group is arranged on the auxiliary air supply pipeline. The second control valve group drives the shift mechanism to switch from the neutral gear position to the boarding gear position by controlling the conduction of the auxiliary air supply pipeline.

[0024] In combination with the first aspect, in a possible embodiment, the second control valve group includes a third valve and a fourth valve arranged along the air flow delivery direction of the auxiliary air supply pipeline, and the third valve and the fourth valve are respectively used to control the on and off of the auxiliary air supply pipeline.

[0025] In combination with the first aspect, in one possible implementation, the third valve and the fourth valve are respectively a third one-way valve and a fourth one-way valve, wherein the conduction direction of the fourth one-way valve is the same as the airflow direction in the auxiliary air supply pipeline, and the auxiliary air supply pipeline is controlled to be on and off by switching the conduction direction of the third one-way valve; or

[0026] The third valve is a third switch valve or a second reversing valve, and the fourth valve is the fourth one-way valve or a fourth switch valve.

[0027] In combination with the first aspect, in a possible implementation manner, the third valve is the second reversing valve, and the second reversing valve is an electromagnetic reversing valve;

[0028] The vehicle power take-off system further includes an air pressure detection sensor, the electric control end of which is electrically connected to the second reversing valve, and the air pressure detection sensor is used to detect the air pressure in the vehicle power take-off air circuit in real time;

[0029] When the air pressure detected by the air pressure detection sensor is lower than a preset value, the second reversing valve is controlled to conduct the auxiliary air supply pipeline.

[0030] To achieve the above objectives, in a second aspect, the present application further provides an engineering vehicle, comprising:

[0031] lifting gear; and

[0032] A chassis assembly, the lifting device is arranged on the chassis assembly, and the chassis assembly includes the on-vehicle power take-off system provided according to the first aspect above.

[0033] Compared with the prior art, the present invention has the following advantages:

[0034] The present application provides a vehicle-mounted power take-off system and an engineering vehicle, wherein the vehicle-mounted power take-off system includes a transfer case, a vehicle-mounted power take-off air circuit, and an auxiliary power take-off air circuit. During normal power take-off, the shift mechanism of the transfer case is in the neutral position, and the airflow provided by the first air supply source drives the shift mechanism from the neutral position to the vehicle-mounted gear position through the vehicle-mounted power take-off air circuit to prepare for power take-off. When a gas leak occurs in the valve in the vehicle-mounted power take-off air circuit, the power take-off air pressure that drives the shift mechanism through the vehicle-mounted power take-off air circuit is insufficient or there is no air pressure, thereby making it impossible to switch the shift mechanism from the neutral position to the vehicle-mounted gear position, that is, the vehicle-mounted power take-off air circuit fails. At this time, the vehicle-mounted power take-off air circuit can be closed, and the airflow provided in the auxiliary power take-off air circuit can be used to drive the shift mechanism from the neutral position to the vehicle-mounted gear position, thereby ensuring the normal operation of the vehicle-mounted power take-off system and ensuring subsequent successful power take-off. When applied to engineering vehicles, it can ensure the normal operation or continued operation of the vehicle, avoid affecting the project progress due to downtime for maintenance, and reduce economic losses.

[0035] Other features and advantages of the present application will be described in detail in the subsequent detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] The accompanying drawings are used to provide a further understanding of the present application and constitute a part of the specification. Together with the following detailed description, they are used to explain the present application. It should be understood that the following drawings only illustrate certain embodiments of the present application and should not be considered as limiting the scope. A person of ordinary skill in the art can also derive other relevant drawings based on these drawings without inventive effort. In the drawings:

[0037] Figure 1 A schematic diagram of a module of a vehicle power take-off system provided in the first embodiment of the present application is shown;

[0038] Figure 2 The following is a schematic structural diagram of a first on-vehicle power take-off system provided in the second embodiment of the present application;

[0039] Figure 3 A schematic structural diagram of a second vehicle power take-off system provided in the second embodiment of the present application is shown;

[0040] Figure 4 A schematic structural diagram of a third vehicle power take-off system provided in the second embodiment of the present application is shown;

[0041] Figure 5 A schematic structural diagram of a fourth on-vehicle power take-off system provided in Example 2 of the present application is shown;

[0042] Figure 6 A structural schematic diagram of a vehicle power take-off system provided in Example 3 of the present application is shown.

[0043] Description of reference numerals:

[0044] 100, transfer case; 110, shift mechanism; 111, neutral position; 112, entry position;

[0045] 200, power take-off air line for the vehicle; 210, neutral gear solenoid valve; 220, main air supply line; 230, first control valve group; 231, first check valve; 232, power take-off solenoid valve; 233, second check valve; 234, first on-off valve; 235, first reversing valve; 236, second on-off valve;

[0046] 300, auxiliary power taking air circuit; 310, auxiliary air supply pipeline; 320, second control valve group; 321, third one-way valve; 322, fourth one-way valve; 323, third on-off valve; 324, second reversing valve; 325, fourth on-off valve;

[0047] 400, first gas supply source;

[0048] 500, steering air system; 510, steering air solenoid valve; 520, steering valve;

[0049] 600, second gas supply source;

[0050] 700. Air pressure detection sensor. DETAILED DESCRIPTION

[0051] The following describes the specific implementation of the embodiment of the present application in detail with reference to the accompanying drawings. It should be understood that the specific implementation described herein is only used to illustrate and explain the embodiment of the present application and is not intended to limit the embodiment of the present application.

[0052] It should be noted that, unless there is any conflict, the embodiments and features in the embodiments of this application can be combined with each other.

[0053] In the embodiments of the present application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or position relationship, are based on the orientation or position relationship shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present application.

[0054] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of the technical features being referred to. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features. Throughout the description of this application, "plurality" means two or more, unless otherwise specifically defined.

[0055] In this application, unless otherwise expressly specified or limited, terms such as "mounted," "connected," "connect," and "fixed" should be understood in a broad sense. For example, they may refer to fixed connections, detachable connections, or integration; mechanical connections or electrical connections; direct connections or indirect connections through an intermediate medium; and internal connections between two components or interactions between two components. Those skilled in the art will understand the specific meanings of these terms in this application based on specific circumstances.

[0056] The present application will be described in detail below with reference to the accompanying drawings and in conjunction with exemplary embodiments.

[0057] Example 1

[0058] See also Figure 1 , this embodiment provides a vehicle power take-off system, which is applied to engineering vehicles.

[0059] In this embodiment, the vehicle power take-off system includes a transfer case 100, a vehicle power take-off air circuit 200, and an auxiliary power take-off air circuit 300. The transfer case 100 includes a shift mechanism 110, which includes a neutral position 111 and a vehicle power take-off position 112.

[0060] In this embodiment, the shift mechanism 110 is driven by airflow. Optionally, the shift mechanism 110 is a shift cylinder.

[0061] Furthermore, the vehicle power supply circuit 200 is externally connected to the first air supply source 400 , and the vehicle power supply circuit 200 is connected to the shift mechanism 110 , for controlling the shift mechanism 110 to switch from the neutral position 111 to the vehicle gear position 112 through airflow.

[0062] The auxiliary power-taking air circuit 300 is connected to the shift mechanism 110 . The auxiliary power-taking air circuit 300 is used to drive the shift mechanism 110 to switch from the neutral position 111 to the boarding gear position 112 through airflow when the boarding power-taking air circuit 200 fails.

[0063] As can be seen, the onboard power-taking air circuit 200 and the auxiliary power-taking air circuit 300 are two independent air circuits. When the onboard power-taking system is operating normally, the onboard power-taking air circuit 200 controls the shift mechanism 110 through airflow to shift from neutral position 111 to onboard gear position 112 in preparation for power-taking, while the auxiliary power-taking air circuit 300 is not involved. If a gas leak occurs in a valve or interface in the onboard power-taking air circuit 200, the power-taking air pressure driving the shift mechanism 110 through the onboard power-taking air circuit 200 is insufficient or absent, preventing the shift mechanism 110 from shifting from neutral position 111 to onboard gear position 112, effectively rendering the onboard power-taking air circuit 200 inoperative. In this case, the auxiliary power-taking air circuit 300 can be activated. Before activation, the onboard power-taking air circuit 200 must be closed to prevent interference from the onboard power-taking air circuit 200 with the auxiliary power-taking air circuit 300 and to prevent safety hazards caused by continued gas leakage. Then the auxiliary power taking air circuit 300 is opened, and the airflow provided by the auxiliary power taking air circuit 300 drives the shift mechanism 110 to switch from the neutral gear 111 to the vehicle gear 112 to prepare for power taking, thereby ensuring that the power taking action can be carried out normally.

[0064] Furthermore, in this embodiment, a chassis assembly is also provided, which includes a chassis body and the above-mentioned onboard power take-off system, wherein the onboard power take-off system is arranged on the chassis body.

[0065] Furthermore, in this embodiment, an engineering vehicle is also provided, which includes a lifting device and the aforementioned chassis assembly, wherein the lifting device is disposed on the chassis assembly and takes power from the lifting device via the vehicle power take-off system.

[0066] Therefore, applying the on-board power take-off system to engineering vehicles can ensure the normal operation or continued operation of the vehicle, avoid affecting the project progress due to shutdown and maintenance, and reduce economic losses.

[0067] Example 2

[0068] See also Figure 1 、 Figure 2 、 Figure 3 and Figure 4 This embodiment provides a vehicle power take-off system for use in engineering vehicles. This embodiment is an improvement based on the technology of the above embodiment 1. Compared with the above embodiment 1, the difference is that:

[0069] See also Figure 1 and Figure 2 In this embodiment, the vehicle power taking air circuit 200 includes a neutral solenoid valve 210 , a main air supply pipeline 220 and a first control valve group 230 .

[0070] The neutral solenoid valve 210 is connected to the external first air supply source 400 and is in operative relationship with the neutral position 111 of the shift mechanism 110. It is understood that in this embodiment, when the shift mechanism 110 is switched to the neutral position 111, the corresponding neutral solenoid valve is energized and opened; otherwise, the neutral solenoid valve 210 is de-energized and closed.

[0071] The air inlet of the main air supply line 220 is connected to the neutral solenoid valve 210, and the air outlet of the main air supply line 220 is connected to the shift mechanism 110. Therefore, when the neutral solenoid valve 210 is energized, the air flow provided by the first air supply source 400 will enter the main air supply line 220 through the neutral solenoid valve 210.

[0072] The first control valve group 230 is disposed on the main gas supply pipeline 220 , and the first control valve group 230 can control the on-off of the main gas supply pipeline 220 .

[0073] Therefore, in this embodiment, when the shift mechanism 110 is in the neutral position 111, the neutral solenoid valve 210 is energized, and the airflow provided by the first air supply source 400 enters the main air supply line 220 through the neutral solenoid valve 210. The first control valve assembly 230 then controls the main air supply line 220 to be open, so that the airflow entering the main air supply line 220 enters the shift mechanism 110 from the outlet end of the main air supply line 220, thereby driving the shift mechanism 110 to shift from the neutral position 111 to the boarding position 112.

[0074] Specifically, the first control valve assembly 230 includes a first valve, a power take-off solenoid valve 232, and a second valve arranged along the airflow direction of the main air supply pipeline 220. The first valve and the second valve are used to control the flow of air from the main air supply pipeline 220 to the inlet and outlet of the power take-off solenoid valve 232, respectively.

[0075] It can be understood that the first valve is used to control the airflow provided by the first air supply source 400 to enter the power take-off solenoid valve 232; the second valve is used to prevent the airflow of the auxiliary power take-off air circuit 300 from entering the power take-off solenoid valve 232, thereby improving the reliability of use.

[0076] Furthermore, in this embodiment, the first valve is a first one-way valve 231, and the second valve is a second one-way valve 233. The conduction direction of the second one-way valve 233 is the same as the output direction of the airflow in the main air supply line 220. When the shift mechanism 110 is performing normal power take-off shifting, i.e., the boarding power take-off air line 200 is normal, the conduction direction of the first one-way valve 231 is consistent with the conduction direction of the second one-way valve 233. At this time, simply energizing the power take-off solenoid valve 232 will open the main air supply line 220, i.e., the airflow provided by the first air supply source 400 will enter the shift mechanism 110 along the main air supply line 220, thereby driving the shift mechanism 110 to shift from the neutral position 111 to the boarding gear position 112.

[0077] If the power take-off solenoid valve 232 is damaged and leaks gas, or if gas leaks occur at the interface of the power take-off solenoid valve 232, the pressure of the airflow entering the shift mechanism 110 through the main air supply line 220 will decrease, resulting in the inability to drive the shift mechanism 110 from the neutral position 111 to the boarding position 112. To prevent interference between the boarding power take-off air circuit 200 and the auxiliary power take-off air circuit 300, the first one-way valve 231 can be switched so that the conduction direction of the first one-way valve 231 is opposite to the conduction direction of the second one-way valve 233. As a result, the first one-way valve 231 blocks the flow of air in the main air supply line 220.

[0078] It should also be noted that because the conduction direction of the second one-way valve 233 is the same as the airflow direction of the main air supply pipeline 220, the second one-way valve 233 can prevent the reverse flow of air in the main air supply pipeline 220. When the conduction direction of the first one-way valve 231 is switched to the opposite direction of the conduction direction of the second one-way valve 233, the inlet and outlet of the power take-off solenoid valve 232 are now blocked by the first and second one-way valves 231, 233, thereby facilitating subsequent maintenance and replacement of the power take-off solenoid valve 232.

[0079] In addition, due to the function of the second one-way valve 233, when gas leakage occurs in the valve component or interface in the main air supply pipeline 220, the airflow provided by the auxiliary power air circuit 300 to the shift mechanism 110 will not enter the main air supply pipeline 220, thereby ensuring the stability of the airflow pressure provided by the auxiliary power air circuit 300 to the shift mechanism 110, and further ensuring the normal operation of the shift mechanism 110.

[0080] Optionally, the power take-off solenoid valve 232 is a two-position three-way solenoid valve.

[0081] In some embodiments, the first one-way valve 231 is switched by manually reversing the first one-way valve 231 .

[0082] In some embodiments, first one-way valve 231 may be a first pneumatic one-way valve. Upon installation, the first pneumatic one-way valve has a default conduction direction opposite to that of second one-way valve 233. Thus, during normal power draw, airflow drives the valve core of the first pneumatic one-way valve to move, causing the first pneumatic one-way valve to conduct, thereby ensuring that main air supply line 220 is open. In the event of a gas leak in a valve component or interface in main air supply line 220, simply stop the airflow driving the first pneumatic one-way valve, causing the valve core to return to its original position. At this point, the first pneumatic one-way valve is closed, preventing the airflow provided by first air supply source 400 from passing through.

[0083] Please also refer to Figure 3 In yet other embodiments, the first valve may be the first on-off valve 234, and the second valve may continue to be the second one-way valve 233. Thus, during normal power draw, the first on-off valve 234 opens, allowing airflow. In the event of a gas leak from a valve or interface in the main gas supply line 220, the first on-off valve 234 closes, preventing the flow of air from the first gas source 400. Alternatively, the second valve may be the second on-off valve 236, where both the first on-off valve 234 and the second on-off valve 236 are ball valves, thereby achieving purely manual control.

[0084] See also Figure 6 In yet other embodiments, the first valve may be a first reversing valve 235. Thus, when a gas leak occurs in a valve component or interface in the main gas supply line 220, the current state of the first reversing valve 235 can be switched to prevent airflow from entering the power take-off solenoid valve 232. Alternatively, the first reversing valve 235 may be a solenoid reversing valve. Thus, the switching of the first reversing valve 235 can be electrically controlled, making operation more convenient.

[0085] See also Figure 1 and Figure 2 In this embodiment, the auxiliary power taking air circuit 300 includes an auxiliary air supply pipeline 310 and a second control valve group 320 .

[0086] The outlet of the auxiliary air supply line 310 and the outlet of the main air supply line 220 are combined into a single pipe, which is then connected to the shift mechanism 110. The air inlet of the auxiliary air supply line 310 can be directly connected to the engineering vehicle's steering air system 500. As will be appreciated, when the engineering vehicle is parked, the steering air solenoid valve 510 of the steering air system 500 is energized to supply air to the steering valve 520, ensuring proper steering operation. Directly drawing air from the steering air system 500 simplifies the piping layout, ensuring both the onboard power take-off system and the steering function function properly without interfering with each other.

[0087] The second control valve assembly 320 is disposed on the auxiliary air supply line 310. The second control valve assembly 320 controls the flow of the auxiliary air supply line 310 to drive the shift mechanism 110 to shift from the neutral position 111 to the on-board gear position 112. It will be appreciated that the second control valve assembly 320 is activated when a gas leak occurs at the power take-off solenoid valve 232 or the interface on the main air supply line 220. Under normal circumstances, the second control valve assembly 320 blocks the flow of the auxiliary air supply line 310, preventing airflow from the steering air system 500 from entering the shift mechanism 110 and preventing airflow from the main air supply line 220 from entering the auxiliary air supply line 310.

[0088] The second control valve group 320 includes a third valve and a fourth valve arranged along the air flow conveying direction of the auxiliary air supply pipeline 310 , and the third valve and the fourth valve are respectively used to control the on-off of the auxiliary air supply pipeline 310 .

[0089] In this embodiment, the third valve is a third one-way valve 321, and the fourth valve is a fourth one-way valve 322. The conduction direction of the fourth one-way valve 322 is the same as the direction of airflow in the auxiliary air supply line 310. Initially, the conduction direction of the third one-way valve 321 is opposite to the conduction direction of the fourth one-way valve 322. At this time, due to the action of the fourth one-way valve 322, the airflow in the main air supply line 220 cannot enter the auxiliary air supply line 310 and can only enter the shift mechanism 110. Due to the action of the fourth one-way valve 322, the airflow from the steering air system 500 cannot enter the auxiliary air supply line 310, and thus does not interfere with each other.

[0090] Therefore, when the power take-off solenoid valve 232 is damaged and gas leakage occurs, or gas leakage occurs at the interface of the power take-off solenoid valve 232, the air supply of the main air supply pipeline 220 is first blocked by the first one-way valve 231, and then the conduction direction of the third one-way valve 321 is switched so that the conduction direction of the third one-way valve 321 is consistent with the conduction direction of the fourth one-way valve 322, thereby redirecting the air flow of the air path system 500 along the auxiliary air supply pipeline 310 to enter the shift mechanism 110, so as to drive the shift mechanism 110 to switch from the neutral position 111 to the on-board gear position 112, thereby ensuring the normal operation of the on-board power take-off system and ensuring the subsequent successful power take-off.

[0091] In some embodiments, the third one-way valve 321 is switched by manually reversing the third one-way valve 321 .

[0092] In some embodiments, the third one-way valve 321 may be a second pneumatically controlled one-way valve. The default conduction direction of the second pneumatically controlled one-way valve upon installation is opposite to that of the fourth one-way valve 322. When the auxiliary power take-off circuit 300 is not in operation, the fourth one-way valve 322 is in a closed state, preventing airflow from the steering air system 500 from entering the auxiliary air supply line 310. When power is required through the auxiliary power take-off circuit 300, the valve core of the second pneumatically controlled one-way valve is controlled by airflow, causing it to open. Airflow from the steering air system 500 enters the auxiliary air supply line 310 and then enters the shift mechanism 110 from the outlet of the auxiliary air supply line 310, driving the shift mechanism 110 from the neutral position 111 to the onboard gear position 112, thereby ensuring normal operation of the onboard power take-off system and subsequent successful power take-off.

[0093] Please also refer to Figure 4 In other embodiments, the third one-way valve 321 can be replaced by the third switch valve 323, and the fourth valve continues to use the fourth one-way valve 322. Therefore, when the auxiliary power-taking air circuit 300 is not taking power, the third switch valve 323 is closed and does not allow airflow to pass through. When a gas leak occurs in the valve component or interface in the main air supply pipeline 220 and the auxiliary power-taking air circuit 300 is started, the third switch valve 323 is opened to allow the airflow in the steering air circuit system 500 to pass through. Figure 5 As shown, optionally, the fourth valve may also be a fourth switch valve 325 , wherein both the third switch valve 323 and the fourth switch valve 325 are ball valves, thereby achieving pure manual control.

[0094] See also Figure 6 In some other embodiments, the third valve may also be selected as a second reversing valve 324. Thus, when a gas leak occurs in the valve component or interface in the main air supply pipeline 220, the second control valve group 320 is enabled. Specifically, by switching the current state of the second reversing valve 324, the air flow provided by the steering air system 500 enters the shift mechanism 110 along the auxiliary air supply pipeline 310 to drive the shift mechanism 110 to switch from the neutral position 111 to the on-board gear position 112, thereby ensuring the normal operation of the on-board power take-off system and ensuring subsequent successful power take-off.

[0095] Furthermore, the first reversing valve 235 may be selected as an electromagnetic reversing valve, whereby the switching of the first reversing valve 235 may be electrically controlled, which is more convenient in operation.

[0096] Please also refer to Figure 5 In some embodiments, the auxiliary power-taking air circuit 300 further includes a second air source 600 , which is connected to the air inlet of the auxiliary air supply line 310 to provide the airflow required for power-taking. Compared to the aforementioned method of directly drawing air from the steering air system 500 , a separate second air source 600 is required.

[0097] In other embodiments, the auxiliary power supply circuit 300 may also draw air from the first air supply source 400 .

[0098] Compared with the existing technology, the vehicle power take-off system provided in this embodiment has the following advantages:

[0099] 1. Under normal circumstances, the vehicle power take-off system can ensure that the vehicle power take-off and steering functions can work normally without affecting each other;

[0100] 2. When the power take-off solenoid valve 232 is damaged and leaks, the main air supply pipeline 220 can be prevented from leaking by switching the first one-way valve 231 or the first on-off valve 234. At the same time, the auxiliary power take-off pipeline 300 ensures the normal operation of the vehicle power take-off system, avoiding the risks of directly connecting the pipelines to achieve short-term power take-off, thereby ensuring safety.

[0101] 3. The leakage problem can be quickly handled on site to ensure the continuity of construction and avoid huge economic losses caused by stopping construction during on-site maintenance;

[0102] 4. Compared with the economic losses caused by stopping construction and the safety hazards caused by leakage, the vehicle power take-off system provided by this embodiment has a simple structure, low cost, and is safer and more reliable.

[0103] Example 3

[0104] See also Figure 1 and Figure 6 This embodiment provides a vehicle power take-off system. This embodiment is an improvement made on the technical basis of the above-mentioned embodiment 2. Compared with the above-mentioned embodiment 2, the difference is:

[0105] In this embodiment, the first valve is the first reversing valve 235 ; the third valve is the second reversing valve 324 , wherein both the first reversing valve 235 and the second reversing valve 324 are electromagnetic reversing valves.

[0106] The vehicle power take-off system further includes an air pressure detection sensor 700, the electric control end of the air pressure detection sensor 700 is electrically connected to the first reversing valve 235 and the second reversing valve 324 respectively, the detection end of the air pressure detection sensor 700 is connected to the main air supply pipeline 220 between the second valve and the power take-off solenoid valve 232, and the air pressure detection sensor 700 is used to detect the air pressure between the second valve and the power take-off solenoid valve (232) in real time.

[0107] Therefore, when gas leakage occurs in the valve or interface in the main air supply pipeline 220, the air pressure detected by the air pressure detection sensor 700 is lower than the preset value, and the air pressure detection sensor 700 sends a control signal to control the first reversing valve 235 to cut off the main air supply pipeline 220, and control the second reversing valve 324 to open the auxiliary air supply pipeline 310.

[0108] Optionally, in this embodiment, the second valve can be selected as an electromagnetic ball valve, which is electrically connected to the air pressure detection sensor 700. Under normal power-taking conditions, the electromagnetic ball valve is open. When gas leakage occurs in the valve or interface in the main air supply pipeline 220, the air pressure detection sensor 700 is used to send a control signal to control the electromagnetic ball valve to close.

[0109] The vehicle power take-off system provided in this embodiment is a purely electronically controlled circuit. The circuit protection operation is automatically completed and the state switches automatically without manual operation. It has a high degree of intelligence and improves work efficiency.

[0110] In addition, an alarm device (not shown) may be provided. When the air pressure detected by the air pressure detection sensor 700 is lower than a preset value, the alarm device activates an alarm to remind the operator that there is a leak.

[0111] Optionally, the alarm device may be a buzzer or a speaker to provide an audible alarm signal, or an LED light to provide a light alarm.

[0112] The above describes in detail the optional implementation methods of the embodiments of the present application in conjunction with the accompanying drawings. However, the embodiments of the present application are not limited to the specific details of the above implementation methods. Within the technical concept of the embodiments of the present application, various simple modifications can be made to the technical solutions of the embodiments of the present application, and these simple modifications all fall within the scope of protection of the embodiments of the present application.

[0113] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any appropriate manner unless there is any contradiction. In order to avoid unnecessary repetition, the embodiments of this application will no longer separately describe various possible combinations.

[0114] In addition, the various implementation methods of the embodiments of the present application can be arbitrarily combined, as long as they do not violate the ideas of the embodiments of the present application, they should also be regarded as the contents disclosed in the embodiments of the present application.

Claims

1. A vehicle power take-off system, characterized in that: include: A transfer case (100), wherein the shift mechanism (110) of the transfer case (100) comprises a neutral position (111) and a boarding position (112); an onboard power supply circuit (200) externally connected to a first air supply source (400), and the onboard power supply circuit (200) is connected to the shift mechanism (110) for controlling the shift mechanism (110) to switch from the neutral position (111) to the onboard gear position (112); and an auxiliary power-taking air circuit (300) connected to the shift mechanism (110), the auxiliary power-taking air circuit (300) being used to control the shift mechanism (110) to switch from the neutral position (111) to the boarding gear position (112) when the boarding power-taking air circuit (200) fails; The vehicle power supply circuit (200) comprises: A neutral solenoid valve (210) is used to connect to the first air supply source (400), the neutral solenoid valve (210) being in coordinated cooperation with the neutral position (111) of the shift mechanism (110); a main air supply pipeline (220), wherein an air inlet end of the main air supply pipeline (220) is connected to the neutral solenoid valve (210), and an air outlet end of the main air supply pipeline (220) is connected to the shift mechanism (110); and A first control valve group (230) is provided on the main air supply pipeline (220); when the shift mechanism (110) is in the neutral position (111), the neutral solenoid valve (210) is energized, and the main air supply pipeline (220) is controlled to be conductive via the first control valve group (230), thereby driving the shift mechanism (110) to switch from the neutral position (111) to the boarding position (112); The first control valve group (230) comprises a first valve, a power take-off solenoid valve (232), and a second valve arranged along the airflow conveying direction of the main air supply pipeline (220), the first valve and the second valve being respectively used to control the on-off of the main air supply pipeline (220) at both sides of the inlet and outlet of the power take-off solenoid valve (232); wherein the first valve and the second valve are respectively a first one-way valve (231) and a second one-way valve (233); wherein the conduction direction of the second one-way valve (233) is the same as the output direction of the airflow in the main air supply pipeline (220); and when the power take-off solenoid valve (232) is energized, the conduction direction of the first one-way valve (231) is switched to control the on-off of the main air supply pipeline (220); or The first valve is a first switch valve (234) or a first reversing valve (235), and the second valve is a second one-way valve (233) or a second switch valve (236).

2. The vehicle power take-off system according to claim 1, characterized in that: The first valve is the first reversing valve (235), and the first reversing valve (235) is an electromagnetic reversing valve; The vehicle power take-off system further comprises an air pressure detection sensor (700), the electric control end of the air pressure detection sensor (700) being electrically connected to the first reversing valve (235), and the air pressure detection sensor (700) being used to detect the air pressure between the second valve and the power take-off solenoid valve (232) in real time; When the air pressure detected by the air pressure detection sensor (700) is lower than a preset value, the first reversing valve (235) is controlled to cut off the main air supply pipeline (220).

3. The vehicle power take-off system according to claim 1, characterized in that: The auxiliary power taking gas circuit (300) comprises: an auxiliary air supply pipeline (310), wherein the air outlet end of the auxiliary air supply pipeline (310) is connected to the shift mechanism (110), and the air inlet end of the auxiliary air supply pipeline (310) is used to connect to the steering air system (500) of the engineering vehicle or an external second air supply source (600); and The second control valve group (320) is provided on the auxiliary air supply pipeline (310), and the second control valve group (320) controls the auxiliary air supply pipeline (310) to be conductive, thereby driving the shift mechanism (110) to switch from the neutral gear position (111) to the boarding gear position (112).

4. The vehicle power take-off system according to claim 3, characterized in that: The second control valve group (320) comprises a third valve and a fourth valve arranged along the airflow conveying direction of the auxiliary air supply pipeline (310), and the third valve and the fourth valve are respectively used to control the on-off of the auxiliary air supply pipeline (310).

5. The vehicle power take-off system according to claim 4, characterized in that: The third valve and the fourth valve are respectively a third one-way valve (321) and a fourth one-way valve (322), wherein the conduction direction of the fourth one-way valve (322) is the same as the air flow conveying direction in the auxiliary air supply pipeline (310), and the on-off of the auxiliary air supply pipeline (310) is controlled by switching the conduction direction of the third one-way valve (321); or The third valve is a third switch valve (323) or a second reversing valve (324), and the fourth valve is a fourth one-way valve (322) or a fourth switch valve (325).

6. The vehicle power take-off system according to claim 5, characterized in that: The third valve is the second reversing valve (324), and the second reversing valve (324) is an electromagnetic reversing valve; The vehicle power take-off system further comprises an air pressure detection sensor (700), the electric control end of the air pressure detection sensor (700) being electrically connected to the second reversing valve (324), and the air pressure detection sensor (700) being used to detect the air pressure in the vehicle power take-off air circuit (200) in real time; When the air pressure detected by the air pressure detection sensor (700) is lower than a preset value, the second reversing valve (324) is controlled to conduct the auxiliary air supply pipeline (310).

7. An engineering vehicle, characterized in that: include: lifting gear; and Chassis assembly, the lifting device is arranged on the chassis assembly, and the chassis assembly includes the vehicle power take-off system according to any one of claims 1-6.

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