Power take-off device and automobile thereof

Abstract

The application relates to a power taking device and an automobile thereof, which comprises a first power taking assembly, a second power taking assembly and an output assembly, the first power taking assembly comprises a first driving mechanism, a first power taking mechanism, a first gear shifting mechanism and a first gear shifting gear, the first driving mechanism and the first gear shifting gear are in driving connection with the first power taking mechanism, the first gear shifting mechanism is coaxially arranged with the first gear shifting gear, and one end of the first gear shifting mechanism is selectively engaged with the first driving mechanism and the first gear shifting gear; the second power taking assembly comprises a second driving mechanism, a second power taking mechanism, a second gear shifting mechanism and a second gear shifting gear, the second driving mechanism and the second gear shifting gear are in driving connection with the second power taking mechanism, the second gear shifting mechanism is coaxially arranged with the second gear shifting gear, and one end of the second gear shifting mechanism is selectively engaged with the second driving mechanism and the second gear shifting gear; the other end of the first gear shifting mechanism and the other end of the second gear shifting mechanism are in driving connection with the output assembly.

Description

Technical Field

[0001] This application relates to the field of transmissions, and more particularly to a power take-off device and its automobile. Background Technology

[0002] There are two existing methods for controlling the power take-off (PTO) of transmissions in new energy commercial vehicles. The first is stationary PTO: when the vehicle is stationary and requires PTO, the driver presses the PTO switch. The vehicle controller sends a PTO signal to the transmission controller, which in turn controls the PTO relay via a low-level signal, driving the PTO solenoid valve. Compressed gas enters the PTO cylinder through the solenoid valve, pushing the PTO engagement sleeve to engage the PTO's working gear. The PTO is then controlled by the accelerator pedal or cruise control, operating at the target speed of the power motor. The second method is driving PTO: after the vehicle is stationary and under high voltage, it is first engaged in starting gear, and the PTO engages using the same method as the stationary PTO. The vehicle is then driven by pressing the accelerator pedal or using cruise control, and the PTO operates simultaneously during this process. After the PTO operation ends, the vehicle stops, the PTO switch is turned off, the PTO solenoid valve is de-energized, and the PTO automatically returns to its initial neutral position, disengaging.

[0003] However, existing power take-off (PTO) solutions for transmissions have the following problems: when the vehicle is stopped, only one PTO can be controlled, which cannot meet the needs of multiple superstructures; at low vehicle speeds, the existing PTO cannot reach the required speed and function for power take-off due to the low speed of the power motor, thus failing to meet the requirements of automatic unloading at low vehicle speeds for dump trucks; when the PTO is in motion, it cannot perform gear shifting, and if gear shifting is required, the vehicle must be stopped and the PTO must be operated again, which is troublesome and time-consuming. Summary of the Invention

[0004] This application provides a power take-off device and its automobile, which can solve the problem in the related art that the power take-off device cannot realize the gear shifting function when taking power while driving.

[0005] In a first aspect, embodiments of this application provide a power take-off device, comprising: a first power take-off assembly, a second power take-off assembly, and an output assembly. The first power take-off assembly includes a first drive mechanism, a first power take-off mechanism, a first shifting mechanism, and a first shifting gear. The first drive mechanism and the first shifting gear are both driveably connected to the first power take-off mechanism. The first shifting mechanism and the first shifting gear are coaxially arranged, and one end of the first shifting mechanism is selectively engaged with the first drive mechanism and the first shifting gear. The second power take-off assembly includes a second drive mechanism, a second power take-off mechanism, a second shifting mechanism, and a second shifting gear. The second drive mechanism and the second shifting gear are both driveably connected to the second power take-off mechanism. The second shifting mechanism and the second shifting gear are coaxially arranged, and one end of the second shifting mechanism is selectively engaged with the second drive mechanism and the second shifting gear. The other end of the first shifting mechanism and the other end of the second shifting mechanism are both driveably connected to the output assembly.

[0006] In some embodiments, the first driving mechanism includes a first power motor and a first driving gear, wherein the first driving gear is connected to the first power motor and is also connected to the first power take-off mechanism in a transmission manner.

[0007] In some embodiments, the first power take-off mechanism includes: a first power take-off unit, a first connecting shaft, a first driven gear, and a first driving gear; the first connecting shaft is connected to the first power take-off unit; the first driven gear is sleeved and fixed on the first connecting shaft and is drivenly connected to the first drive mechanism; the first driving gear is sleeved and fixed on the first connecting shaft and is drivenly connected to the first shift gear.

[0008] In some embodiments, the first shifting mechanism includes: a first shifting shaft, a first shifting engagement sleeve, and a first transmission gear. The first shifting engagement sleeve is fixed to one end of the first shifting shaft and is disposed between the first driving mechanism and the first shifting gear, and selectively meshes with the first driving mechanism and the first shifting gear. The first transmission gear is sleeved and fixed to the other end of the first shifting shaft and is connected to the output assembly for transmission.

[0009] In some embodiments, the second drive mechanism includes a second power motor and a second drive gear, wherein the second drive gear is connected to the second power motor and is also connected to the second power take-off mechanism in a transmission manner.

[0010] In some embodiments, the second power take-off mechanism includes: a second power take-off unit, a second connecting shaft, a second driven gear, and a second driving gear. The second connecting shaft is connected to the second power take-off unit. The second driven gear is sleeved and fixed on the second connecting shaft and is drivenly connected to the second drive mechanism. The second driving gear is sleeved and fixed on the second connecting shaft and is drivenly connected to the second shift gear.

[0011] In some embodiments, the second shifting mechanism includes: a second shifting shaft, a second shifting engagement sleeve, and a second transmission gear. The second shifting engagement sleeve is fixed to one end of the second shifting shaft and is disposed between the second drive mechanism and the second shifting gear, and selectively meshes with the second drive mechanism and the second shifting gear. The second transmission gear is sleeved and fixed to the other end of the second shifting shaft and is connected to the output assembly for transmission.

[0012] In some embodiments, the first shift gear is sleeved on the first shift mechanism via a needle roller gear; the second shift gear is sleeved on the second shift mechanism via a needle roller gear.

[0013] In some embodiments, the output assembly includes an output gear and an output flange, wherein the first shifting mechanism and the second shifting mechanism are both connected to the output gear in a transmission manner; and the output flange is fixedly connected to one end of the output gear.

[0014] Secondly, embodiments of this application provide an automobile, which includes: a power take-off device as described above.

[0015] The beneficial effects of the technical solutions provided in this application include:

[0016] This application provides a power take-off device and its vehicle. By setting a first drive mechanism, a first power take-off mechanism, a second drive mechanism, and a second power take-off mechanism, and adopting a power uninterrupted power system structure with dual power take-off mechanism and dual drive mechanism, each drive mechanism has an independent mechanical deceleration transmission path. The first shift mechanism of the first power take-off assembly and the second shift mechanism of the second power take-off assembly can work independently. The power of the first drive mechanism and the second drive mechanism is coupled and output at the output assembly to achieve the effect of uninterrupted power. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 This is a schematic diagram of the overall structure provided for an embodiment of this application.

[0019] In the diagram: 1. First power take-off assembly; 10. First drive mechanism; 100. First power motor; 101. First drive gear; 11. First power take-off mechanism; 110. First power take-off unit; 111. First connecting shaft; 112. First driven gear; 113. First driving gear; 12. First shifting mechanism; 120. First shifting engagement sleeve; 121. First shifting shaft; 122. First transmission gear; 13. First shifting gear;

[0020] 2. Second power take-off assembly; 20. Second drive mechanism; 200. Second power motor; 201. Second drive gear; 21. Second power take-off mechanism; 210. Second power take-off unit; 211. Second connecting shaft; 212. Second driven gear; 213. Second driving gear; 22. Second shifting mechanism; 220. Second shifting engagement sleeve; 221. Second shifting shaft; 222. Second transmission gear; 23. Second shifting gear;

[0021] 3. Output assembly; 30. Output gear; 31. Output flange. Detailed Implementation

[0022] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments of the present application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present application.

[0023] See Figure 1 This application provides a power take-off device and its vehicle, which can solve the problem in the related art that the power take-off device cannot realize the shifting function when taking power while driving.

[0024] In a first aspect, an embodiment of this application provides a power take-off device, comprising: a first power take-off assembly 1, a second power take-off assembly 2, and an output assembly 3. The first power take-off assembly 1 includes a first drive mechanism 10, a first power take-off mechanism 11, a first shifting mechanism 12, and a first shifting gear 13. The first drive mechanism 10 and the first shifting gear 13 are both drively connected to the first power take-off mechanism 11. The first shifting mechanism 12 and the first shifting gear 13 are coaxially arranged, and one end of the first shifting mechanism 12 is selectively connected to the first drive mechanism 10 and the first shifting gear 13. 3. Engagement; The second power take-off assembly 2 includes a second drive mechanism 20, a second power take-off mechanism 21, a second shifting mechanism 22, and a second shifting gear 23. The second drive mechanism 20 and the second shifting gear 23 are both connected to the second power take-off mechanism 21. The second shifting mechanism 22 and the second shifting gear 23 are coaxially arranged, and one end of the second shifting mechanism 22 is selectively engaged with the second drive mechanism 20 and the second shifting gear 23. The other end of the first shifting mechanism 12 and the other end of the second shifting mechanism 22 are both connected to the output assembly 3.

[0025] In this application, by setting a first drive mechanism 10, a first power take-off mechanism 11, a second drive mechanism 20, and a second power take-off mechanism 21, a power system structure with dual power take-off mechanism and dual drive mechanism is adopted, so that each drive mechanism has an independent mechanical deceleration transmission path, the first shift mechanism 12 of the first power take-off assembly 1 and the second shift mechanism 22 of the second power take-off assembly 2 can work independently, and the power of the first drive mechanism 10 and the second drive mechanism 20 is coupled and output at the output assembly 3 to achieve the effect of uninterrupted power.

[0026] The first drive mechanism 10 includes a first power motor 100 and a first drive gear 101. The first drive gear 101 is connected to the first power motor 100 and is also connected to the first power take-off mechanism 11.

[0027] In this embodiment, the first power motor 100 is a high-speed motor, and the high-speed motor uses a three-stage parallel helical gear for speed reduction. The output shaft of the first power motor 100 is fixedly connected to the first drive gear 101. When the first power motor 100 is working, it drives the first drive gear 101 to start rotating.

[0028] Furthermore, the first power take-off mechanism 11 includes: a first power take-off unit 110, a first connecting shaft 111, a first driven gear 112, and a first driving gear 113. The first connecting shaft 111 is connected to the first power take-off unit 110. The first driven gear 112 is sleeved and fixed on the first connecting shaft 111 and is connected to the first drive mechanism 10. The first driving gear 113 is sleeved and fixed on the first connecting shaft 111 and is connected to the first shift gear 13.

[0029] The first connecting shaft 111 connects the first power take-off (PTO) 110, the first driven gear 112, and the first driving gear 113. The first driven gear 112 and the first PTO 110 are fixed at both ends of the first connecting shaft 111, and the first driving gear 113 is located between the first driven gear 112 and the first PTO 110. The first driven gear 112 meshes with the first drive gear 101 to form the first-stage reduction mechanism in the first power take-off assembly 1; the reduction ratio of this first-stage reduction mechanism is i1. Since there is only one-stage reduction mechanism between the first PTO 110 and the first power motor 100, the first PTO 110 operates more efficiently than a traditional two-stage PTO.

[0030] Furthermore, the first shifting mechanism 12 includes: a first shifting shaft 121, a first shifting engagement sleeve 120, and a first transmission gear 122. The first shifting engagement sleeve 120 is fixed to one end of the first shifting shaft 121 and is disposed between the first driving mechanism 10 and the first shifting gear 13, and selectively meshes with the first driving mechanism 10 and the first shifting gear 13. The first transmission gear 122 is sleeved and fixed to the other end of the first shifting shaft 121 and is connected to the output assembly 3 in a transmission manner.

[0031] In this embodiment, the first shift engagement sleeve 120 and the first transmission gear 122 are coaxially arranged, that is, the first shift engagement sleeve 120 and the first transmission gear 122 are respectively fixed to both ends of the first shift shaft 121. The first shift gear 13 is disposed between the first shift engagement sleeve 120 and the first transmission gear 122, and the first shift gear 13 is sleeved on the first shift shaft 121 of the first shift mechanism 12 through a needle roller gear. The first shift engagement sleeve 120 is disposed between the first drive gear 101 and the first shift gear 13, and one end of the first shift mechanism 12 is selectively engaged with the first drive gear 101 and the first shift gear 13.

[0032] The first shift gear 13 meshes with the first drive gear 113, forming the second-stage reduction mechanism in the first power take-off assembly 1. It should be noted that... (See also...) Figure 1 As shown, although a first-stage reduction mechanism and a second-stage reduction mechanism are provided between the first power take-off 110 and the first power motor 100, since the first-stage reduction mechanism will directly drive the first connecting shaft 111 to output power from the first power take-off 110 when it is working, there is still only one-stage reduction mechanism between the first power take-off 110 and the first power motor 100.

[0033] When the first shifting mechanism 12 is in neutral, meaning the first shifting engagement sleeve 120 is neither engaged with the first drive gear 101 nor the first shifting gear 13, when the first power motor 100 drives the first drive gear 101 to rotate, the first drive gear 101 drives the first driven gear 112 to rotate. The first driven gear 112 directly drives the first connecting shaft 111 to output power from the first power take-off 110. The first driving gear 113 on the first connecting shaft 111 also rotates accordingly. Since the first driving gear 113 is engaged with the first shifting gear 13, the first shifting gear 13 rotates when the first driving gear 113 rotates. Since the first shifting gear 13 is sleeved on the first shifting shaft 121 via a needle roller gear, the first shifting shaft 121 remains stationary when the first shifting gear 13 rotates.

[0034] When the first shift sleeve 120 meshes with the first drive gear 101, the first shift mechanism 12 is engaged in second gear; when the first shift sleeve 120 meshes with the first shift gear 13, the first shift mechanism 12 is engaged in first gear.

[0035] When the first shift engagement sleeve 120 meshes with the first drive gear 101, and the first power motor 100 drives the first drive gear 101 to rotate, the first drive gear 101 drives the first driven gear 112 to rotate, and at the same time drives the first shift engagement sleeve 120 to rotate. The first driven gear 112 directly drives the first connecting shaft 111 to output power from the first power take-off 110. The first driving gear 113 on the first connecting shaft 111 also rotates accordingly. Since the first driving gear 113 meshes with the first shift gear 13, the first shift gear 13 also rotates when the first driving gear 113 rotates. Since the first shift gear 13 is sleeved on the first shift shaft 121 through a needle roller gear, the first shift shaft 121 is driven by the rotation of the first shift engagement sleeve 120. When the first shift shaft 121 rotates, it drives the first transmission gear 122 to rotate, and then drives the output assembly 3 to rotate.

[0036] When the first shift engagement sleeve 120 meshes with the first shift gear 13, and the first power motor 100 drives the first drive gear 101 to rotate, the first drive gear 101 drives the first driven gear 112 to rotate. The first driven gear 112 directly drives the first connecting shaft 111 to output power from the first power take-off 110. The first driving gear 113 on the first connecting shaft 111 also rotates accordingly. Since the first driving gear 113 meshes with the first shift gear 13, and the first shift engagement sleeve 120 meshes with the first shift gear 13, when the first driving gear 113 rotates, the first shift gear 13 and the first shift engagement sleeve 120 also rotate accordingly, thereby driving the first shift shaft 121 to rotate. When the first shift shaft 121 rotates, it drives the first transmission gear 122 to rotate, thereby driving the output assembly 3 to rotate.

[0037] Based on the above embodiments, in this embodiment, the second power take-off assembly 2 and the first power take-off assembly 1 are arranged symmetrically with respect to the output assembly 3.

[0038] Specifically, the second drive mechanism 20 includes a second power motor 200 and a second drive gear 201. The second drive gear 201 is connected to the second power motor 200 and is also connected to the second power take-off mechanism 21.

[0039] In this embodiment, the second power motor 200 is a high-speed motor, which uses a three-stage parallel helical gear for speed reduction. The output shaft of the second power motor 200 is fixedly connected to the second drive gear 201. When the second power motor 200 is working, it drives the second drive gear 201 to start rotating.

[0040] Furthermore, the second power take-off mechanism 21 includes: a second power take-off unit 210, a second connecting shaft 211, a second driven gear 212, and a second driving gear 213. The second connecting shaft 211 is connected to the second power take-off unit 210. The second driven gear 212 is sleeved and fixed on the second connecting shaft 211 and is connected to the second drive mechanism 20. The second driving gear 213 is sleeved and fixed on the second connecting shaft 211 and is connected to the second shift gear 23.

[0041] The second connecting shaft 211 connects the second power take-off (PTO) 210, the second driven gear 212, and the second driving gear 213. The second driven gear 212 and the second PTO 210 are respectively fixed to both ends of the second connecting shaft 211, and the second driving gear 213 is located between the second driven gear 212 and the second PTO 210. The second driven gear 212 meshes with the second drive gear 201 to form the first-stage reduction mechanism in the second power take-off assembly 2; the reduction ratio of this first-stage reduction mechanism is i1. In this embodiment, the second PTO 210 can be a conventional power take-off from a fuel-powered vehicle. There is only one stage of reduction mechanism between the second PTO 210 and the second power motor 200, meaning that reduction is achieved only through the first-stage reduction mechanism, making the working efficiency of the second PTO 210 higher than that of a traditional two-stage power take-off.

[0042] Furthermore, the second shifting mechanism 22 includes: a second shifting shaft 221, a second shifting engagement sleeve 220, and a second transmission gear 222. The second shifting engagement sleeve 220 is fixed to one end of the second shifting shaft 221 and is disposed between the second drive mechanism 20 and the second shifting gear 23, and selectively meshes with the second drive mechanism 20 and the second shifting gear 23. The second transmission gear 222 is sleeved and fixed to the other end of the second shifting shaft 221 and is connected to the output assembly 3 for transmission.

[0043] In this embodiment, the second shift engagement sleeve 220 and the second transmission gear 222 are coaxially arranged, meaning that the second shift engagement sleeve 220 and the second transmission gear 222 are respectively fixed to both ends of the second shift shaft 221. The second shift gear 23 is disposed between the second shift engagement sleeve 220 and the second transmission gear 222, and the second shift gear 23 is sleeved on the second shift shaft 221 of the second shift mechanism 22 via a needle roller gear. The second shift engagement sleeve 220 is disposed between the second drive gear 201 and the second shift gear 23, and one end of the second shift mechanism 22 selectively meshes with either the second drive gear 201 or the second shift gear 23.

[0044] The second shift gear 23 meshes with the second drive gear 213, forming the second-stage reduction mechanism in the second power take-off assembly 2. It should be noted that... (See also...) Figure 1 As shown, although a first-stage reduction mechanism and a second-stage reduction mechanism are provided between the second power take-off 210 and the second power motor 200, since the first-stage reduction mechanism will directly drive the second connecting shaft 211 to output power from the second power take-off 210 when it is working, there is still only one-stage reduction mechanism between the second power take-off 210 and the second power motor 200.

[0045] When the second shifting mechanism 22 is in the neutral position, that is, the second shifting engagement sleeve 220 is not engaged with the second drive gear 201 or the second shifting gear 23, when the second power motor 200 drives the second drive gear 201 to rotate, the second drive gear 201 drives the second driven gear 212 to rotate. The second driven gear 212 directly drives the second connecting shaft 211 to output power from the second power take-off 210. The second drive gear 213 on the second connecting shaft 211 also rotates accordingly. Since the second drive gear 213 is engaged with the second shifting gear 23, the second shifting gear 23 also rotates when the second drive gear 213 rotates. Since the second shifting gear 23 is sleeved on the second shifting shaft 221 through a needle roller gear, the second shifting shaft 221 remains stationary when the second shifting gear 23 rotates.

[0046] When the second shift sleeve 220 meshes with the second drive gear 201, the second shift mechanism 22 is engaged in 2nd gear; when the second shift sleeve 220 meshes with the second shift gear 23, the second shift mechanism 22 is engaged in 1st gear.

[0047] When the second shift engagement sleeve 220 meshes with the second drive gear 201, and the second power motor 200 drives the second drive gear 201 to rotate, the second drive gear 201 drives the second driven gear 212 to rotate, and simultaneously drives the second shift engagement sleeve 220 to rotate. The second driven gear 212 directly drives the second connecting shaft 211 to output power from the second power take-off 210. The second drive gear 213 on the second connecting shaft 211 also rotates accordingly. Since the second drive gear 213 meshes with the second shift gear 23, the second shift gear 23 also rotates when the second drive gear 213 rotates. Since the second shift gear 23 is sleeved on the second shift shaft 221 through a needle roller gear, the second shift shaft 221 is driven by the rotation of the second shift engagement sleeve 220. When the second shift shaft 221 rotates, it drives the second transmission gear 222 to rotate, thereby driving the output assembly 3 to rotate.

[0048] When the second shift engagement sleeve 220 meshes with the second shift gear 23, and the second power motor 200 drives the second drive gear 201 to rotate, the second drive gear 201 drives the second driven gear 212 to rotate. The second driven gear 212 directly drives the second connecting shaft 211 to output power from the second power take-off 210. The second driving gear 213 on the second connecting shaft 211 also rotates accordingly. Since the second driving gear 213 meshes with the second shift gear 23, and the second shift engagement sleeve 220 meshes with the second shift gear 23, when the second driving gear 213 rotates, the second shift gear 23 and the second shift engagement sleeve 220 also rotate accordingly, thereby driving the second shift shaft 221 to rotate. When the second shift shaft 221 rotates, it drives the second transmission gear 222 to rotate, thereby driving the output assembly 3 to rotate.

[0049] Based on the above embodiments, in this embodiment, the output assembly 3 includes: an output gear 30 and an output flange 31, the first shifting mechanism 12 and the second shifting mechanism 22 are both connected to the output gear 30 in a transmission manner; the output flange 31 is fixedly connected to one end of the output gear 30.

[0050] Specifically, in this embodiment, both the first transmission gear 122 and the second transmission gear 222 mesh with the output gear 30. Therefore, when the first transmission gear 122 and / or the second transmission gear 222 rotate, they can drive the output gear 30 to rotate, thereby driving the output flange 31 to rotate. The first transmission gear 122, the second transmission gear 222, and the output gear 30 form a third-stage reduction mechanism.

[0051] In summary, this application adopts a dual-motor uninterrupted power system structure with dual power take-offs. The first power motor 100 and the second power motor 200 each have independent mechanical reduction transmission paths, and their respective shifting mechanisms can operate independently, achieving uninterrupted power transmission. Both the first power motor 100 and the second power motor 200 are high-speed motors. The output end of the high-speed motor uses parallel helical gears for the first stage of reduction. The first power take-off 110 is mounted on the first stage reduction mechanism of the first power take-off assembly 1, and the second power take-off 210 is mounted on the first stage reduction mechanism of the second power take-off assembly 2. The power from the first power motor 100 and the second power motor 200 passes through the second stage reduction mechanism and then through the third stage reduction mechanism, allowing the power from the first power motor 100 and the second power motor 200 to be coupled and output at the output shaft of the gearbox. In other words, the power from the first power motor 100 and the second power motor 200 is transmitted to the output flange 31 through the second and third stage reduction mechanisms, and then transmitted to the drive shaft and rear axle, and other transmission components, through the output flange 31.

[0052] The first power take-off assembly 1 and the second power take-off assembly 2 are arranged symmetrically, each with an independent transmission mechanism and shifting mechanism. During the shifting process, by controlling the shifting sequence of the first power motor 100 and the second power motor 200, the other power motor can independently drive the vehicle while one power motor is shifting, thus achieving a shifting scheme with uninterrupted power.

[0053] For this uninterrupted power structure, the power take-off needs to be installed on the shaft of the first-stage reduction mechanism. Therefore, no shifting mechanism is provided on the first power take-off mechanism 11 and the second power take-off mechanism 21.

[0054] When the vehicle is stationary and taking power from the ground, the operation of the first power take-off (PTO) 110 is explained as follows: The vehicle is stationary with high voltage applied, the first shift mechanism 12 is in neutral, and the handbrake is engaged. The PTO switch of the first PTO mechanism 11 is opened. At this time, the transmission controller automatically detects the state of the first shift engagement sleeve 120. If the first shift engagement sleeve 120 is not in neutral, it is engaged in neutral, meaning that the first shift engagement sleeve 120 is neither engaged with the first drive gear 101 nor with the first shift gear 13. The driver depresses the accelerator pedal or activates the cruise control switch (adjusting the speed of the cruise control motor). The first PTO 110 starts working according to the accelerator pedal opening or the target cruise speed. At this time, the power of the first power motor 100 is transmitted through the first-stage reduction mechanism to the first connecting shaft 111, and then through the first connecting shaft 111 to the first PTO 110, and finally to the power take-off device of the superstructure. When the driver releases the accelerator or turns off the cruise control switch, the transmission controller actively sends a deceleration command to the motor controller, reducing the speed of the first power motor by 100 rpm at a rate of 600 rpm / 100 ms, until the speed of the first power motor 100 rpm is less than 50 rpm, or the time exceeds 1000 ms, and then the power take-off operation ends.

[0055] The second power take-off unit 210 of the second power take-off assembly 2 operates in the same way as the first power take-off unit 110, and will not be described in detail here.

[0056] If it is necessary to operate both the first power take-off (PTO) 110 and the second PTO 210 simultaneously, the PTO switches of both PTOs 110 and 210 can be turned on at the same time. Then, the first power motor 100 and the second power motor 200 can be controlled via the accelerator pedal or cruise control switch to drive the first power take-off 110 and the second power take-off 210 at preset PTO speeds, respectively. For example, if the first power motor 100 uses a cruise control switch to adjust its speed, the optimal operating speed N1 for the first power take-off 110 and the optimal operating speed N2 for the second power take-off 210 are determined.

[0057] When the vehicle is in motion and taking power, the entire vehicle is stationary and connected to high voltage. After turning on the power take-off switch, the starting gear is engaged. At this time, if the power take-off switch corresponds to the first power motor 100, the first shift coupling sleeve 120 corresponding to the first power motor 100 returns to neutral. The second shift coupling sleeve 220 corresponding to the second power motor 200 shifts from neutral to first gear.

[0058] After the driver presses the accelerator, the vehicle starts to move, and the power take-off (PTO) starts to work. At this time, the power of the first power motor 100 is transmitted to the first PTO 110 through the first gear mechanism and the first connecting shaft 111. The output speed of the first power motor 100 is maintained at N1*i1, so that the first PTO 110 can work stably in the optimal state. At this time, there is only one stage of reduction between the first power motor 100 and the first PTO 110, and the working efficiency is high.

[0059] When the vehicle is taking power, the first shift sleeve 120 moves to the right, engaging the first shift gear 13. At this time, the first power motor 100 can simultaneously drive the output flange 31 to drive the vehicle through the second and third reduction mechanisms. When the second power motor 200 needs to shift gears, the first power motor 100 can continue to drive the vehicle, thus achieving uninterrupted power shifting. When the vehicle begins to shift to second gear, the first shift sleeve 120 remains on the right side. The second power motor 200 first clears its torque to 0, then the second shift sleeve 220 disengages, returning to neutral. The second power motor 200 then adjusts its speed to the target speed corresponding to second gear, moves to the left, engages second gear, and the torque of the second power motor 200 is restored, continuing to drive the vehicle.

[0060] Furthermore, in response to the needs of automatic unloading at low speeds for new energy dump trucks, a one-button unloading function is added to the cab. The software presets the optimal operating speed N1 of the first power motor 100 corresponding to the first power take-off 110, and presets the gear of the second power motor 200 for automatic unloading to gear 1, corresponding to a vehicle speed of V.

[0061] After the vehicle is under high voltage, press the brake pedal, press the work button, and shift into first gear. Release the brake pedal, and the vehicle will automatically creep slowly at the preset speed V. Simultaneously, the second power motor 200 drives the second power take-off 210 to control the unloading of the vehicle's cargo compartment using the superstructure equipment. To temporarily stop, press the brake pedal to pause and release it to resume operation. This working mode is deactivated when the brake pedal is pressed and the unloading button is turned off.

[0062] Secondly, embodiments of this application provide an automobile that includes: the power take-off device provided in any of the above embodiments of this application.

[0063] In this application, by setting a first drive mechanism 10, a first power take-off mechanism 11, a second drive mechanism 20, and a second power take-off mechanism 21, a power system structure with dual power take-off mechanism and dual drive mechanism is adopted, so that each drive mechanism has an independent mechanical deceleration transmission path, the first shift mechanism 12 of the first power take-off assembly 1 and the second shift mechanism 22 of the second power take-off assembly 2 can work independently, and the power of the first drive mechanism 10 and the second drive mechanism 20 is coupled and output at the output assembly 3 to achieve the effect of uninterrupted power.

[0064] In the description of this application, it should be noted that the terms "upper," "lower," etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. Unless otherwise expressly specified and limited, the terms "installed," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two elements. For those skilled in the art, the specific meaning of the above terms in this application can be understood according to the specific circumstances.

[0065] It should be noted that in this application, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0066] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A power take-off device, characterized in that, It includes: A first power take-off assembly (1) includes a first drive mechanism (10), a first power take-off mechanism (11), a first shifting mechanism (12), and a first shifting gear (13). The first drive mechanism (10) and the first shifting gear (13) are both connected to the first power take-off mechanism (11) in a transmission connection. The first shifting mechanism (12) and the first shifting gear (13) are coaxially arranged, and one end of the first shifting mechanism (12) is selectively engaged with both the first drive mechanism (10) and the first shifting gear (13). The first power take-off mechanism (11) includes: a first power take-off (110), a first connecting shaft (111), a first driven gear (112), and a first driving gear (113). The first connecting shaft (111) is connected to the first power take-off (110). The first driven gear (112) is sleeved and fixed on the first connecting shaft (111) and is connected to the first drive mechanism (10) in a transmission connection. The first driving gear (113) is sleeved and fixed on the first connecting shaft (111) and is connected to the first shift gear (13) in a transmission connection. The second power take-off assembly (2) includes a second drive mechanism (20), a second power take-off mechanism (21), a second shift mechanism (22), and a second shift gear (23). The second drive mechanism (20) and the second shift gear (23) are both connected to the second power take-off mechanism (21). The second shift mechanism (22) and the second shift gear (23) are coaxially arranged, and one end of the second shift mechanism (22) selectively meshes with either the second drive mechanism (20) or the second shift gear (23). The second power take-off mechanism (21) includes: a second power take-off (210), a second connecting shaft (211), a second driven gear (212), and a second driving gear (213). The second connecting shaft (211) is connected to the second power take-off (210). The second driven gear (212) is sleeved and fixed on the second connecting shaft (211) and is connected to the second drive mechanism (20) in a transmission connection. The second driving gear (213) is sleeved and fixed on the second connecting shaft (211) and is connected to the second shift gear (23) in a transmission connection. The output assembly (3) is connected to the output assembly (3) via transmission at the other end of the first shift mechanism (12) and the other end of the second shift mechanism (22).

2. The power take-off device as described in claim 1, characterized in that, The first drive mechanism (10) includes: First power motor (100); The first drive gear (101) is connected to the first power motor (100) and is also connected to the first power take-off mechanism (11) in a transmission manner.

3. The power take-off device as described in claim 1, characterized in that, The first shifting mechanism (12) includes: First shift shaft (121); The first shift engagement sleeve (120) is fixed to one end of the first shift shaft (121). The first shift engagement sleeve (120) is disposed between the first drive mechanism (10) and the first shift gear (13), and selectively engages with the first drive mechanism (10) and the first shift gear (13). The first transmission gear (122) is sleeved and fixed to the other end of the first shift shaft (121) and is connected to the output assembly (3) for transmission.

4. The power take-off device as described in claim 1, characterized in that, The second drive mechanism (20) includes: Second power motor (200); The second drive gear (201) is connected to the second power motor (200) and is also connected to the second power take-off mechanism (21) in a transmission connection.

5. The power take-off device as described in claim 1, characterized in that, The second shifting mechanism (22) includes: Second shift shaft (221); The second shift engagement sleeve (220) is fixed to one end of the second shift shaft (221). The second shift engagement sleeve (220) is disposed between the second drive mechanism (20) and the second shift gear (23), and selectively engages with the second drive mechanism (20) and the second shift gear (23). The second transmission gear (222) is sleeved and fixed to the other end of the second shift shaft (221) and is connected to the output assembly (3) for transmission.

6. The power take-off device as described in claim 1, characterized in that: The first shift gear (13) is sleeved on the first shift mechanism (12) via a needle roller gear; The second shift gear (23) is mounted on the second shift mechanism (22) via a needle roller gear.

7. The power take-off device as described in claim 1, characterized in that, The output assembly (3) includes: The output gear (30) is connected to the first shifting mechanism (12) and the second shifting mechanism (22) in a transmission connection. Output flange (31) is fixedly connected to one end of output gear (30).

8. A car, characterized in that, It includes: The power take-off device as described in any one of claims 1-7.

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