AMT transmission structure with built-in power takeoff and vehicle

Abstract

The invention discloses an AMT (automated mechanical transmission) structure with a built-in power takeoff and a vehicle. The AMT structure comprises a clutch shell, and an intermediate shaft is arranged in the clutch shell; one end of the transmission shell is connected with the clutch shell, the other end of the transmission shell is connected with a rear cover shell, and the interiors of the transmission shell, the rear cover shell and the clutch shell are communicated and form a mounting area; and the power takeoff device is arranged in the mounting area, one end of the power takeoff device is connected with the intermediate shaft, the other end of the power takeoff device is connected with the rear cover shell, and the bottom of the middle of the power takeoff device makes contact with the inner wall of the According to the transmission structure, the power takeoff device is arranged in the mounting area formed by communicating the interiors of the transmission shell, the rear cover shell and the clutch shell, long-distance air pipe connection is not needed, and the problem that an air pipe is subjected to maintenance operation in a workshop environment and collides with foreign matter outside a vehicle to cause air leakage and failure is solved; and the reliability and the stability of the pneumatic control gear shifting system of the power takeoff are greatly improved.

Description

Technical Field

[0001] The present invention belongs to the technical field of transmissions, and in particular relates to an AMT transmission structure and a vehicle with a built-in power take-off. Background Art

[0002] In the field of commercial vehicles, the power take-off is a key component that transmits engine power to other working devices. Its performance and structure have an important impact on the operating efficiency, reliability and spatial layout of the vehicle. However, the existing power take-off technology has many disadvantages. The main reason is that the air supply of the non-integrated power take-off mainly relies on the dedicated air source reserved for the vehicle's air source, which is connected to the air inlet of the power take-off through an air pipe. This method has obvious defects. On the one hand, the distance between the vehicle's air source and the power take-off interface is long, and the air pipe is exposed on the outside of the shell. In the workshop environment, it is very susceptible to maintenance operations and collisions with foreign objects outside the vehicle, resulting in air leakage and failure. On the other hand, the air pipe is connected through an air pipe joint, which is more prone to air leakage than the air path inside the shell, and after multiple plugging and unplugging, the sealing performance will be significantly reduced, increasing the probability of failure and affecting the normal use of the power take-off.

[0003] Secondly, the input shaft and output shaft of the traditional power take-off are fixed through the housing of the power take-off itself. The power take-off structure as a whole is mounted on the outside of the transmission housing as a separate upper structure. It is only connected to the transmission through the power input interface, and the rest of the structure is outside the transmission. This shaft system fixing method requires a new housing to be designed separately, which not only increases the weight of the product, but also occupies the layout space of the whole vehicle, which is not conducive to the lightweight and miniaturized design of the whole vehicle, and reduces the space utilization and transportation efficiency of the whole vehicle. In addition, the traditional power take-off is divided into three forms according to the size of the transmission: side power take-off, bottom power take-off and rear power take-off. All of them belong to external structures. The side power take-off is installed on the left and right sides of the transmission, the bottom power take-off is installed at the bottom of the transmission, and the rear power take-off is often used at the rear end of the high-torque transmission. The external structure brings many problems. In terms of vehicle space utilization, it occupies a lot of space. When arranging the retarder, emergency steering power take-off and other external equipment, it is easy to cause space interference, which limits the layout and installation of other components of the vehicle. At the same time, the external cantilever power take-off will cause excessive local stress in the rear cover shell, increasing the risk of rear cover rupture and affecting the reliability and service life of the power take-off.

[0004] As commercial vehicle AMT technology develops towards a highly integrated direction, integrated AMT has the advantages of high reliability, compact space layout, and neat appearance, and has become the standard configuration of flagship products of major OEMs. At present, leading technologies at home and abroad have highly integrated the shift control system and clutch release mechanism into modules, but the power take-off module still mainly adopts the through-shaft power take-off mode. This mode cannot be integrated and requires the introduction of air source from other interfaces and then transmitted to the power take-off shift mechanism through the air pipe. Similar to the traditional power take-off mode, it has many air pipe joints, high failure rate, large space restrictions on the appearance layout, and interference with components such as the retarder, which seriously restricts the improvement of the overall performance of commercial vehicles.

[0005] In summary, the existing power take-off technology has obvious deficiencies in terms of pneumatic shifting, shaft system fixation, structural form and integration, and can no longer meet the needs of commercial vehicle technology development. Summary of the invention

[0006] The purpose of the present invention is to provide an AMT transmission structure and vehicle with a built-in power take-off, so as to solve the technical defects in the prior art that the power take-off technology has obvious deficiencies in pneumatic shifting, shaft system fixation, structural form and integration, and can no longer meet the technical development needs of commercial vehicles.

[0007] In order to achieve the above object, the present invention adopts the following technical solutions: In a first aspect, an AMT transmission structure with a built-in power take-off is provided, comprising: a clutch housing, in which an intermediate shaft is disposed; A transmission housing, one end of which is connected to the clutch housing, and the other end of which is connected to the rear cover housing, wherein the transmission housing, the rear cover housing and the clutch housing are internally connected to form a mounting area; A power take-off device is arranged in the installation area, one end of the power take-off device is connected to the intermediate shaft, and the other end is connected to the rear cover shell, and the bottom of the middle part of the power take-off device contacts the inner wall of the transmission shell.

[0008] Further, the power take-off device comprises an input shaft and an output shaft connected to the input shaft, the input shaft is provided with a first bearing and a second bearing at one end away from the output shaft, and the first bearing and the second bearing are both matched with the clutch housing; the output shaft is provided with a third bearing at one end away from the input shaft, and the third bearing is matched with the rear cover housing; An input gear and an intermediate shaft gear are also provided at one end of the input shaft away from the output shaft. The intermediate shaft gear is sleeved on the outside of the input gear, and the intermediate shaft gear cooperates with the intermediate shaft.

[0009] Further, the intermediate shaft gear is located between the first bearing and the second bearing.

[0010] Furthermore, two of the first bearing and two of the second bearing are provided.

[0011] Furthermore, one end of the input shaft connected to the output shaft has an opening, a needle bearing is provided in the opening, and the input shaft is disposed in the needle bearing.

[0012] Further, the end of the output shaft is connected to a shaft, the end of the shaft is connected to an output flange, and an oil seal and a dust cover are provided on the outer side of the end of the output shaft; A sliding sleeve is sleeved on the outer side of one end of the output shaft connected to the input shaft, a shift fork is provided at the bottom of the sliding sleeve, a shift fork shaft is connected to the end of the shift fork, a spring is sleeved on the outer side of one end of the shift fork shaft, and a bolt is connected to the other end, a piston is connected to the end of the bolt, and a cylinder head is connected to the outer side of the piston end.

[0013] Furthermore, an actuator air source output port is provided on the outer side of the clutch housing, a first air delivery channel is provided on the inner wall of the clutch housing, a second air delivery channel is provided on the transmission housing, and a third air delivery channel is provided on the rear cover housing; One end of the first air delivery channel is connected to the air source output port of the actuator, and the other end is connected to the second air delivery channel. The end of the second air delivery channel is connected to the third air delivery channel, and the third air delivery channel is connected to the power take-off device.

[0014] Furthermore, the first delivery airway is an L-shaped structure, and the airway aperture is 7 mm to 9 mm; The shorter end of the first air delivery channel is connected to the air source output port of the actuator, and the longer end of the first air delivery channel is connected to the second air delivery channel.

[0015] Furthermore, the joint surface between the second air delivery channel and the third air delivery channel is sealed by gluing.

[0016] In a second aspect, a vehicle is provided, including a vehicle body, on which the AMT transmission structure with a built-in power take-off as described above is mounted.

[0017] Compared with the prior art, the present invention has the following beneficial effects: 1. The transmission structure sets the power take-off device in the installation area formed by the internal connection of the transmission housing, the rear cover housing and the clutch housing. There is no need for long-distance air pipe connection, which avoids the problem of air pipe failure caused by maintenance operations in the workshop environment and collision with foreign objects outside the vehicle, greatly improving the reliability and stability of the power take-off gas-controlled shifting system. Secondly, the built-in power take-off structure uses the installation area formed by the internal connection of the transmission housing, the rear cover housing and the clutch housing to place the power take-off device. There is no need to design a new housing separately, which effectively reduces the weight of the product, is conducive to the lightweight design of the entire vehicle, and improves the transportation efficiency of the entire vehicle.

[0018] 2. The dual-bearing design can support the input shaft more effectively and reduce the radial runout and axial movement of the input shaft during operation. In addition, the dual bearings share the load borne by the input shaft, making the operation of the input shaft smoother, reducing the vibration and noise caused by the instability of the input shaft, and improving the working accuracy and reliability of the power take-off device, thereby improving the performance of the entire AMT transmission system.

[0019] 3. The first bearing and the second bearing jointly support the input shaft, and the intermediate shaft gear is located between the two, so that the input shaft can be supported more evenly and effectively when it is subjected to the torque transmitted by the intermediate shaft gear.

[0020] 4. The two first bearings and the two second bearings jointly support the input shaft, which can more effectively disperse the load borne by the input shaft compared to a single bearing. During the operation of the power take-off device, the input shaft will be subjected to various forces and torques generated by the power transmission from the engine and the meshing of the gears. The setting of multiple bearings enables these loads to be more evenly distributed on each bearing, avoiding damage to a single bearing due to overload and improving the load-bearing capacity of the input shaft.

[0021] 5. Needle roller bearings are composed of many slender needle rollers. When the output shaft rotates in the opening of the input shaft, the needle rollers roll between the output shaft and the input shaft, converting the traditional sliding friction into rolling friction. Since the friction coefficient of rolling friction is much smaller than that of sliding friction, it can significantly reduce the friction between the output shaft and the input shaft, reduce energy loss, and improve the power transmission efficiency of the power take-off device.

[0022] 6. The output shaft end is connected to the shaft, and the shaft is connected to the output flange. This structural design allows the power take-off device to be easily connected to the external working device; the shaft, as a transitional connection component between the output shaft and the external working device, can play a role in buffering and stabilizing power transmission. The oil seal can effectively seal the gap between the output shaft and the surrounding components to prevent lubricating oil from leaking from the end of the output shaft. Lubricating oil leakage will not only cause waste of lubricating oil, but may also cause contamination of surrounding components and affect the normal operation of the power take-off device. The existence of the oil seal ensures the normal circulation and use of the lubricating oil and extends the service life of the power take-off device.

[0023] 7. An actuator air source output port is arranged on the outside of the clutch housing, and a first air delivery channel, a second air delivery channel and a third air delivery channel are respectively opened on the inner wall of the clutch housing, the transmission housing and the rear cover housing, and these air channels are sequentially connected and finally connected to the power take-off device to form a complete air path system, which can ensure that the air source is smoothly delivered from the actuator air source output port to the power take-off device, and provide a stable and reliable power source for the relevant actuators of the power take-off device.

[0024] 8. Compared with the straight air duct, the L-shaped structure can shorten the total length of the air duct to a certain extent and reduce the space occupied by the air duct. This is especially important for the commercial vehicle transmission system with limited space. It can save space, facilitate the installation and arrangement of other components, and improve the space utilization of the whole vehicle.

[0025] 9. In the gas circuit system of the power take-off device, the stability of gas pressure is the key to ensure the normal operation of the actuator. If the joint surface between the second air delivery duct and the third air delivery duct is not sealed, the gas will easily leak out from the gap of the joint surface. Gluing and sealing can effectively prevent gas leakage and ensure the stability of pressure in the gas circuit system, so that the actuator can obtain sufficient and stable air pressure drive, thereby accurately completing operations such as shifting and clutching. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required for use in the embodiments are briefly introduced below. It should be understood that the following drawings only show certain embodiments of the present invention and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without creative work.

[0027] Figure 1 A schematic diagram of the installation of a power take-off device in an AMT transmission structure with a built-in power take-off provided by the present invention; Figure 2 A schematic diagram of the installation of a power take-off device in an AMT transmission structure with a built-in power take-off provided by the present invention; Figure 3 A schematic diagram of the connection of the gas transmission channel in the AMT transmission structure with a built-in power take-off provided by the present invention; In the figure: 1. input gear; 2. intermediate shaft gear; 3. input shaft; 4. sliding sleeve; 5. output shaft; 6. output flange; 7. shift fork; 8. shift fork shaft; 9. piston; 10. bolt; 11. spring; 12. cylinder head; 13. first sealing ring; 14. second sealing ring; 15. first bearing; 16. transmission housing; 17. rear cover housing; 18. second bearing; 19. first retaining ring; 20. shaft; 21. third bearing; 22. oil seal; 23. dust cover; 24. second retaining ring; 25. needle bearing; 26. third retaining ring; 27. intermediate shaft; 28. clutch housing; 29. ​​actuator air source output port; 30. first air delivery duct; 31. second air delivery duct; 32. third air delivery duct. DETAILED DESCRIPTION

[0028] In order to make the purpose, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Generally, the components of the embodiments of the present invention described and shown in the drawings here can be arranged and designed in various different configurations.

[0029] Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the invention claimed for protection, but merely represents selected embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0030] It should be noted that similar reference numerals and letters denote similar items in the following drawings, and therefore, once an item is defined in one drawing, further definition and explanation thereof is not required in subsequent drawings.

[0031] In the description of the embodiments of the present invention, it should be noted that if the terms "upper", "lower", "horizontal", "inner", etc. indicate an orientation or positional relationship based on the orientation or positional relationship shown in the drawings, or the orientation or positional relationship in which the product of the invention is usually placed when in use, it is only for the convenience of describing the present invention and simplifying the description, and does 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 invention. In addition, the terms "first", "second", etc. are only used to distinguish the description, and cannot be understood as indicating or implying relative importance.

[0032] In addition, if the term "horizontal" appears, it does not mean that the component must be absolutely horizontal, but can be slightly tilted. For example, "horizontal" only means that its direction is more horizontal than "vertical", which does not mean that the structure must be completely horizontal, but can be slightly tilted.

[0033] In the description of the embodiments of the present invention, it is also necessary to explain that, unless otherwise clearly specified and limited, the terms "set", "install", "connect", and "connect" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal connection of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0034] In the field of commercial vehicles, the power take-off is a key component that transmits engine power to other working devices. Its performance and structure have an important impact on the operating efficiency, reliability and spatial layout of the vehicle. However, the existing power take-off technology has many disadvantages. The main reason is that the air supply of the non-integrated power take-off mainly relies on the dedicated air source reserved for the vehicle's air source, which is connected to the air inlet of the power take-off through an air pipe. This method has obvious defects. On the one hand, the distance between the vehicle's air source and the power take-off interface is long, and the air pipe is exposed on the outside of the shell. In the workshop environment, it is very susceptible to maintenance operations and collisions with foreign objects outside the vehicle, resulting in air leakage and failure. On the other hand, the air pipe is connected through an air pipe joint, which is more prone to air leakage than the air path inside the shell, and after multiple plugging and unplugging, the sealing performance will be significantly reduced, increasing the probability of failure and affecting the normal use of the power take-off.

[0035] Secondly, the input shaft and output shaft of the traditional power take-off are fixed through the housing of the power take-off itself. The power take-off structure as a whole is mounted on the outside of the transmission housing as a separate upper structure. It is only connected to the transmission through the power input interface, and the rest of the structure is outside the transmission. This shaft system fixing method requires a new housing to be designed separately, which not only increases the weight of the product, but also occupies the layout space of the whole vehicle, which is not conducive to the lightweight and miniaturized design of the whole vehicle, and reduces the space utilization and transportation efficiency of the whole vehicle. In addition, the traditional power take-off is divided into three forms according to the size of the transmission: side power take-off, bottom power take-off and rear power take-off. All of them belong to external structures. The side power take-off is installed on the left and right sides of the transmission, the bottom power take-off is installed at the bottom of the transmission, and the rear power take-off is often used at the rear end of the high-torque transmission. The external structure brings many problems. In terms of vehicle space utilization, it occupies a lot of space. When arranging the retarder, emergency steering power take-off and other external equipment, it is easy to cause space interference, which limits the layout and installation of other components of the vehicle. At the same time, the external cantilever power take-off will cause excessive local stress in the rear cover shell, increasing the risk of rear cover rupture and affecting the reliability and service life of the power take-off.

[0036] As commercial vehicle AMT technology develops towards a highly integrated direction, integrated AMT has the advantages of high reliability, compact space layout, and neat appearance, and has become the standard configuration of flagship products of major OEMs. At present, leading technologies at home and abroad have highly integrated the shift control system and clutch release mechanism into modules, but the power take-off module still mainly adopts the through-shaft power take-off mode. This mode cannot be integrated and requires the introduction of air source from other interfaces and then transmitted to the power take-off shift mechanism through the air pipe. Similar to the traditional power take-off mode, it has many air pipe joints, high failure rate, large space restrictions on the appearance layout, and interference with components such as the retarder, which seriously restricts the improvement of the overall performance of commercial vehicles.

[0037] In summary, the existing power take-off technology has obvious deficiencies in terms of pneumatic shifting, shaft system fixation, structural form and integration, and can no longer meet the needs of commercial vehicle technology development.

[0038] In order to solve the above technical defects, the inventor provides an AMT transmission structure and a vehicle with a built-in power take-off.

[0039] The present invention is further described in detail below in conjunction with the accompanying drawings: In a first aspect, an embodiment of the present invention provides an AMT transmission structure with a built-in power take-off, such as Figure 1-3As shown, it includes a clutch housing 28, in which an intermediate shaft 27 is arranged; a transmission housing 16, one end of which is connected to the clutch housing 28, and the other end of which is connected to the rear cover housing 17, the transmission housing 16, the rear cover housing 17 and the clutch housing 28 are internally connected to form an installation area; a power take-off device is arranged in the installation area, one end of the power take-off device is connected to the intermediate shaft 27, and the other end is connected to the rear cover housing 17, and the bottom of the middle part of the power take-off device is in contact with the inner wall of the transmission housing 16. The traditional non-integrated power take-off relies on a dedicated air source reserved for the vehicle's air source, which is connected to the power take-off's air inlet through an air pipe. The distance between the vehicle's air source and the power take-off interface is long, and the air pipe is exposed and easily damaged and leaks. The AMT transmission structure with a built-in power take-off sets the power take-off device in the installation area formed by the internal connection of the transmission housing 16, the rear cover housing 17, and the clutch housing 28. There is no need for a long-distance air pipe connection, which avoids the problem of air pipe failure caused by maintenance operations in the workshop environment and collisions with foreign objects outside the vehicle, greatly improving the reliability and stability of the power take-off's air-controlled shifting system. At the same time, the traditional air pipe is connected through an air pipe joint, which is prone to leakage and has reduced sealing performance after multiple plugging and unplugging. The built-in power take-off structure reduces the use of air pipe joints, reduces the risk of leakage caused by air pipe joint problems, reduces the probability of failure, ensures the normal use of the power take-off, and improves the operating efficiency of the vehicle.

[0040] In terms of installation, the traditional power take-off input shaft 3 and output shaft 5 are fixed by the power take-off housing itself, and a new housing needs to be designed separately, which increases the weight of the product and occupies the layout space of the whole vehicle. The built-in power take-off structure uses the installation area formed by the internal connection of the transmission housing 16, the rear cover housing 17 and the clutch housing 28 to place the power take-off device. There is no need to design a new housing separately, which effectively reduces the weight of the product, is conducive to the lightweight design of the whole vehicle, and improves the transportation efficiency of the whole vehicle. In addition, the built-in power take-off structure integrates the power take-off device inside the transmission, does not occupy additional layout space of the whole vehicle, makes the space layout of the whole vehicle more compact and reasonable, improves the space utilization rate of the whole vehicle, provides more possibilities for the layout and installation of other components, and is conducive to the improvement of the performance of the whole vehicle.

[0041] In addition, the traditional external power take-off structure is prone to spatial interference when arranging the retarder, emergency steering power take-off and other external equipment, which limits the layout and installation of other components of the vehicle. The internal power take-off structure integrates the power take-off inside the transmission, avoiding spatial conflicts with other external equipment, making the layout of vehicle components more flexible, and conducive to the overall design and performance optimization of the vehicle. Furthermore, the external cantilever power take-off will cause excessive local stress on the rear cover shell, increase the risk of rear cover rupture, and affect the reliability and service life of the power take-off. The internal power take-off structure makes the bottom of the middle part of the power take-off device contact with the inner wall of the transmission shell, and the force is more evenly applied, avoiding the problem of excessive local stress caused by the external structure, improving the reliability and service life of the power take-off, and ensuring the normal operation of the vehicle.

[0042] In summary, as the AMT technology of commercial vehicles develops towards a highly integrated direction, the AMT transmission structure with a built-in power take-off conforms to this trend, and integrates the power take-off device inside the transmission to form a whole with the clutch housing 28, the transmission housing 16 and the rear cover housing 17, thereby achieving a high degree of integration between the power take-off and the transmission, and improving the degree of integration of the entire vehicle. Compared with the through-shaft power take-off mode currently used by the power take-off module (this mode cannot be integrated, and there are many air pipe joints, a high failure rate, large space limitations for the appearance layout, and interference with components such as retarders, etc.), the AMT transmission structure with a built-in power take-off effectively solves these problems, reduces the probability of failure, reduces the limitation of the appearance layout space, avoids interference with components such as retarders, and improves the overall performance of commercial vehicles.

[0043] Further, the power take-off device includes an input shaft 3 and an output shaft 5 connected to the input shaft 3. The input shaft 3 is provided with a first bearing 15 and a second bearing 18 at one end away from the output shaft 5. The first bearing 15 and the second bearing 18 are both matched with the clutch housing 28, and there are two first bearings 15 and two second bearings 18. Specifically, the two first bearings 15 are respectively located at the top and bottom of the input shaft 3 and are fixed by a first retaining ring 19, while the second bearing 18 is fixed by a third retaining ring 26. The output shaft 5 is provided with a third bearing 21 at one end away from the input shaft 3. The third bearing 21 is fixed by a second retaining ring 24 and is matched with the rear cover housing 17. The input shaft 3 is also provided with an input gear 1 and an intermediate shaft gear 2 at one end away from the output shaft 5. The intermediate shaft gear 2 is sleeved on the outside of the input gear 1, and the intermediate shaft gear 2 is matched with the intermediate shaft 27.

[0044] In the above structure, the first bearing 15 and the second bearing 18 are provided at one end of the input shaft 3 away from the output shaft 5, and both are matched with the clutch housing 28. This dual-bearing design can more effectively support the input shaft 3 and reduce the radial runout and axial movement of the input shaft 3 during operation. At the same time, the dual bearings share the load borne by the input shaft 3, making the operation of the input shaft 3 more stable, reducing the vibration and noise caused by the instability of the input shaft 3, improving the working accuracy and reliability of the power take-off device, and thus improving the performance of the entire AMT transmission system.

[0045] A third bearing 21 is provided at one end of the output shaft 5 away from the input shaft 3. The bearing cooperates with the rear cover shell 17 to provide reliable support for the output shaft 5, ensuring the stability and accuracy of the output shaft 5 in the process of transmitting power, reducing the wear of the output shaft 5 and extending its service life. It also helps to reduce energy loss in the process of power transmission and improve power transmission efficiency.

[0046] An input gear 1 and an intermediate shaft gear 2 are provided at one end of the input shaft 3 away from the output shaft 5. The intermediate shaft gear 2 is sleeved on the outside of the input gear 1, and the intermediate shaft gear 2 cooperates with the intermediate shaft 27. This gear arrangement enables power to be effectively transmitted, while ensuring power transmission efficiency, it also saves installation space, so that the power take-off device can efficiently complete the power transmission task in a limited space.

[0047] The design of intermediate shaft gear 2 sleeved on the outside of input gear 1 makes the meshing between gears more stable and accurate, reduces the impact and vibration during gear transmission, reduces the wear rate of gears, and increases the service life of gears. At the same time, good gear meshing performance also helps to improve the stability of power transmission, reduce fluctuations during power transmission, and enable the power take-off device to better adapt to different working conditions.

[0048] Finally, the input shaft 3 and output shaft 5 of the power take-off device are matched with the clutch housing 28 and the rear cover housing 17 through bearings, and the reasonable layout of the gears enables the power take-off device to be tightly integrated in the installation area formed by the transmission housing 16, the rear cover housing 17 and the clutch housing 28, reducing the connection and transmission links between components, reducing the complexity and weight of the overall structure, and improving the integration level of the vehicle, which is in line with the trend of commercial vehicle AMT technology developing towards a highly integrated direction.

[0049] In this embodiment, one end of the input shaft 3 connected to the output shaft 5 has an opening, a needle bearing 25 is provided in the opening, the output shaft 5 is arranged in the needle bearing 25, the end of the output shaft 5 is connected to the shaft 20, the end of the shaft 20 is connected to the output flange 6, and the outer side of the end of the output shaft 5 is provided with an oil seal 22 and a dust cover 23; the outer side of the end of the output shaft 5 connected to the input shaft 3 is sleeved with a sliding sleeve 4, a shift fork 7 is provided at the bottom of the sliding sleeve 4, the end of the shift fork 7 is connected to the shift fork shaft 8, and a spring 11 is sleeved on the outer side of one end of the shift fork shaft 8, the spring 11 cooperates with the transmission housing 16, the other end of the spring 11 is connected to a bolt 10, the end of the bolt 10 is connected to a piston 9, and the outer side of the end of the piston 9 is connected to a cylinder head 12; at the same time, a second sealing ring 14 is provided at the connection between the shift fork shaft 8 and the bolt 10, and a first sealing ring 13 is installed on the piston 9.

[0050] In the above structure, the end of the output shaft 5 is connected to the shaft 20, and the shaft 20 is further connected to the output flange 6. This structural design enables the power take-off device to be easily connected to an external working device. The output flange 6 usually adopts a standard connection method, such as bolt connection, etc., which is convenient for fast and reliable docking with other components, improving the versatility and applicability of the power take-off device and meeting the power requirements of different working devices.

[0051] Shaft 20 serves as a transition connection component between the output shaft 5 and the external working device, which can buffer and stabilize power transmission, reduce stress concentration and vibration that may be caused by direct connection, ensure that power is transmitted to the external working device smoothly and accurately, and improve the stability and reliability of the entire power transmission system.

[0052] An oil seal 22 and a dust cover 23 are provided on the outer side of the end of the output shaft 5. The oil seal 22 can effectively seal the gap between the output shaft 5 and the surrounding components to prevent the lubricating oil from leaking from the end of the output shaft. The leakage of lubricating oil will not only cause the waste of lubricating oil, but also may cause the surrounding components to be contaminated, affecting the normal operation of the power take-off device. The existence of the oil seal 22 ensures the normal circulation and use of the lubricating oil and prolongs the service life of the power take-off device. After dust and impurities enter the power take-off device, they may wear out the parts, block the oil circuit, etc., affecting the performance and reliability of the power take-off device. The dust cover 23 plays a role in protecting the internal cleanliness of the power take-off device and reducing the probability of failures caused by dust and impurities.

[0053] By sliding the sleeve 4 on the output shaft 5, the switching of different gears can be realized, thereby changing the transmission ratio or connection state between the output shaft 5 and the input shaft 3, meeting the demand for power output under different working conditions. This shifting method has a simple structure and is easy to operate, and can improve the adaptability and flexibility of the power take-off device. In addition, since the sleeve 4 is sleeved on the outside of the output shaft 5, the connection part between the output shaft 5 and the input shaft 3 can be protected to a certain extent. During the shifting process, the sleeve 4 can bear part of the shifting force, reduce the direct impact on the output shaft 5 and the input shaft 3, and extend the service life of the shaft.

[0054] The shift fork 7 is connected to the sliding sleeve 4. By operating the shift fork 7, the sliding sleeve 4 can be driven to slide on the output shaft 5 to realize the gear shifting function. The structure composed of the shift fork shaft 8, spring 11, bolt 10 and piston 9 makes the movement of the shift fork 7 more stable and reliable. The operator can control the air pressure on one side of the cylinder head 12 to push the piston 9 to move, thereby driving the shift fork shaft 8 and the shift fork 7 to move, realizing remote or automatic gear shifting operation, and improving the convenience and accuracy of gear shifting.

[0055] The setting of the spring 11 can play a buffering role in the gear shifting process, reduce the impact force during the gear shifting, and make the gear shifting more stable. At the same time, when the gear shifting operation is completed, the spring 11 can also help the shift fork 7 and the sliding sleeve 4 return to the initial position to ensure the normal working state of the power take-off device.

[0056] Further, an actuator air source output port 29 is provided on the outer side of the clutch housing 28, a first air delivery channel 30 is provided on the inner wall of the clutch housing 28, a second air delivery channel 31 is provided on the transmission housing 16, and a third air delivery channel 32 is provided on the rear cover housing 17; one end of the first air delivery channel 30 is connected to the actuator air source output port 29, and the other end is connected to the second air delivery channel 31, the end of the second air delivery channel 31 is connected to the third air delivery channel 32, and the third air delivery channel 32 is connected to the power take-off device. By providing the actuator air source output port 29 on the outer side of the clutch housing 28, and respectively providing the first air delivery channel 30, the second air delivery channel 31 and the third air delivery channel 32 on the inner wall of the clutch housing 28, the transmission housing 16 and the rear cover housing 17, and these air channels are connected in sequence and finally connected to the power take-off device, a complete air path system is formed, which can ensure that the air source is smoothly delivered from the actuator air source output port 29 to the power take-off device, and provide a stable and reliable power source for the relevant actuators of the power take-off device. Secondly, each shell is connected by an airway. This integrated airway design reduces the number of external air pipes and connection points, and reduces the risk of unstable air supply due to loose air pipe connections or leakage. At the same time, the structure of the shell itself is relatively strong, which can better ensure the sealing of the airway, ensure that the pressure loss of the air source during transmission is small, and improve the reliability and stability of the air path system.

[0057] Since the air path system is directly integrated into the housing of the power take-off device, the transmission path of the air source is shorter, and it can respond to the control signal more quickly, so that the actuator of the power take-off device can act quickly. This is especially important for commercial vehicles that need to quickly switch the power output state. For example, in an emergency, the power take-off can be quickly engaged or separated, which improves the emergency handling ability and work efficiency of the vehicle. In addition, the airway is integrated into the housing to avoid the layout of a large number of air pipes on the outside, saving space for the whole vehicle. This is very beneficial for commercial vehicles, which have high space requirements. It can make the layout of the whole vehicle more compact, improve space utilization, and facilitate the installation and layout of other components.

[0058] In this embodiment, the first air delivery channel 30 is an L-shaped structure, and the air channel aperture is 7mm~9mm; the shorter end of the first air delivery channel 30 is connected to the actuator air source output port 29, and the longer end is connected to the second air delivery channel 31; the joint surface between the second air delivery channel 31 and the third air delivery channel 32 is sealed by gluing. The L-shaped structure enables the first air delivery channel 30 to achieve a change of direction in a limited space, thereby more flexibly connecting the actuator air source output port 29 and the second air delivery channel 31. In the overall layout of the power take-off device, the position and space of each component are limited. The L-shaped air channel can bypass other components or obstacles, avoid conflicts in the air path layout, and make the air path system more compact and reasonable. Compared with the linear air channel, the L-shaped structure can shorten the total length of the air channel to a certain extent and reduce the air channel's occupancy in space. This is particularly important for commercial vehicle transmission systems with limited space. It can save space, facilitate the installation and layout of other components, and improve the space utilization of the entire vehicle. At the same time, the L-shaped airway can disperse the impact force of the airflow at the turning point, reduce the stress concentration caused by the direct impact of the airflow on the airway wall, help improve the durability and reliability of the airway, reduce the risk of damage to the airway due to stress fatigue, and extend the service life of the airway.

[0059] The shorter end of the first air delivery channel 30 is connected to the actuator air source output port 29, and the longer end is connected to the second air delivery channel 31, so that the connection operation is more convenient. When the shorter end is connected to the actuator air source output port 29, it is easier to ensure the accuracy and sealing of the connection and reduce the risk of air leakage; when the longer end is connected to the second air delivery channel 31, sufficient connection space and adjustment room can be provided, which is convenient for docking and fixing with other air channels. In addition, airway connection ends of different lengths help to optimize the distribution of airflow in the airway. After the airflow enters the first air delivery channel 30 from the actuator air source output port 29, it is less restricted at the shorter end and can enter the airway more smoothly; when the longer end is connected to the second air delivery channel 31, the airflow can be gradually diffused and evenly distributed, avoiding the phenomenon of local vortex or uneven pressure of the airflow at the connection, thereby improving the stability and reliability of the air path system.

[0060] When doing specific operations, such as Figure 1 As shown, the power take-off device is located inside the transmission housing 28, and takes power through the reverse gear on the transmission intermediate shaft 27, which can ensure that both parking power take-off and driving power take-off requirements are met. The power take-off device is supported by the clutch housing 28, the transmission housing 16 and the rear cover housing 17, so that the power take-off device itself does not require a housing and relies entirely on the local structure of the existing housing.

[0061] like Figure 2 As shown, the output shaft 5 is coaxially arranged with the input shaft 3, and the left end of the output shaft 5 is supported by the input shaft 3 through the needle bearing 25; the right end of the output shaft 5 is fixed by arranging the third bearing 21 on the rear cover housing 17. The shift fork shaft 8 is a necessary structure for the shifting of the power take-off device, and its left and right support methods are respectively realized by the shift fork shaft support hole set in the transmission housing 16 and the support hole set in the rear cover housing 17. The input gear 1 and the intermediate shaft gear 2 are meshed, and the power is transmitted to the input shaft 3 through the spline of the inner ring of the input gear 1 and the external spline of the input shaft 3. The sliding sleeve 4 slides to the left, and the sliding sleeve 4 moves to the left to engage the gear; the internal spline of the sliding sleeve 4 connects the input shaft 3 and the output shaft 5, and the input shaft 3 and the output shaft 5 are supported by the needle bearing 25, and the power is transmitted to the output shaft 5 in cooperation with the external spline. The shaft end of the output shaft 5 (the right end of the output shaft 5 is an internal spline) has an internal spline, which is matched with the external spline of the output flange 6 to transmit the power.

[0062] The left and right movement of the sliding sleeve 4 is performed by the shift fork 7, the shift fork 7 is fixedly connected to the shift fork shaft 8, the shift fork shaft 8 is fixedly connected to the piston 9 by a bolt 10, the piston 9 moves to the left relying on the air pressure of the right air circuit, and returns relying on the left return spring 11, the piston 9 is limited on the left side by the rear cover housing 17, and on the right side by the piston cover 12, a first sealing ring 13 is provided on the outer ring of the piston 9, and a second sealing ring 14 is provided on the right side of the shift fork shaft 8.

[0063] The left side of the input shaft 3 is supported on the transmission housing 16 by the first bearing 15, and the first bearing 15 is limited in the direction of the first retaining ring 19 and the shaft 20 from the inner to the outer ring; the right side is supported on the transmission housing 16 by the second bearing 18, and is limited in the axial direction by the third retaining ring 26.

[0064] The output shaft 5 is fixedly connected to the output flange 6 by bolts. The outer side of the output shaft 5 is supported on the rear cover housing 17 by the third bearing 21, and the left side is limited by the second retaining ring 24. An oil seal 22 is arranged on the right side of the third bearing 21 to prevent the transmission oil from leaking out through the output shaft 5. An L-shaped dust cover 23 is installed on the output flange 6 to protect the oil seal 22.

[0065] In terms of air source delivery, the first air delivery channel 30 is processed on the clutch housing 28, and the air source is delivered to the third air delivery channel 32 by cooperating with the second air delivery channel 31. The third air delivery channel 32 delivers the air source to the right side of the piston 9 through the air channel on the rear wall of the rear cover, so that the piston 9 moves to the left by the air supply pressure, and the deflation piston 9 automatically returns to its position by the spring. Thus, the power take-off and disconnection of the power take-off are realized.

[0066] The first air delivery channel 30 is located on the clutch housing 28. The vertical and horizontal sections are cast by precasting, with a hole diameter of 8 mm. Precasting can reduce machining costs, and the air channel direction is the same as the demolding direction of the upper mold and the rear mold of the clutch housing 28, which is convenient for precasting.

[0067] The second conveying air channel 31 is arranged horizontally. Due to the same demoulding direction, the air channel can also be completed by precasting. The air channel and the third conveying air channel 32 are sealed by gluing the joint surface to achieve the transmission of the origin.

[0068] The third air delivery channel 32 is relatively complex. It needs to transfer the air source of the second air delivery channel 31 to the right side of the shift piston 9 at the lower left part of the rear cover housing 17. It is mainly divided into three sub-channels: the first sub-channel is the second air delivery channel 31, and the sealed air source transmission is realized through the interface sealant. This part of the air channel is realized by pre-casting the upper part and machining the lower part (the diameter is 8, the depth is 25mm, and the pre-casting cannot be cast very deep) The second part is a vertical downward airway, which is completed through machining. After machining, the upper end of the air hole is blocked by a sealing screw to allow the air source to pass downward.

[0069] The third part is the airway that runs obliquely downward to the right end of the piston 9. The airway is deep and is achieved by drilling a hole by machining. The diameter is 10, which is convenient for machining. The machined opening also uses a screw plug to block the airway to prevent gas leakage.

[0070] In a second aspect, a vehicle is provided, including a vehicle body, on which the AMT transmission structure with a built-in power take-off as described above is mounted.

[0071] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention rather than to limit its protection scope. Although the present invention has been described in detail with reference to the above embodiments, ordinary technicians in the field should understand that after reading the present invention, those skilled in the art can still make various changes, modifications or equivalent substitutions to the specific implementation methods of the invention, but these changes, modifications or equivalent substitutions are all within the protection scope of the pending claims of the invention.

Claims

1. An AMT transmission structure with a built-in power take-off, characterized in that: include: A clutch housing (28) having an intermediate shaft (27) disposed therein; A transmission housing (16) having one end connected to the clutch housing (28) and the other end connected to the rear cover housing (17); the transmission housing (16), the rear cover housing (17) and the clutch housing (28) are internally connected to form a mounting area; A power take-off device is arranged in the installation area, one end of the power take-off device is connected to the intermediate shaft (27), the other end is connected to the rear cover housing (17), and the bottom of the middle part of the power take-off device contacts the inner wall of the transmission housing (16).

2. The AMT transmission structure with a built-in power take-off according to claim 1, characterized in that: The power take-off device comprises an input shaft (3) and an output shaft (5) connected to the input shaft (3); a first bearing (15) and a second bearing (18) are provided at one end of the input shaft (3) away from the output shaft (5); the first bearing (15) and the second bearing (18) are both matched with a clutch housing (28); a third bearing (21) is provided at one end of the output shaft (5) away from the input shaft (3); the third bearing (21) is matched with a rear cover housing (17); An input gear (1) and an intermediate shaft gear (2) are also provided at one end of the input shaft (3) away from the output shaft (5); the intermediate shaft gear (2) is sleeved on the outside of the input gear (1); and the intermediate shaft gear (2) cooperates with the intermediate shaft (27).

3. The AMT transmission structure with a built-in power take-off according to claim 2, characterized in that: The intermediate shaft gear (2) is located between the first bearing (15) and the second bearing (18).

4. The AMT transmission structure with a built-in power take-off according to claim 2, characterized in that: Two of the first bearing (15) and two of the second bearing (18) are provided.

5. The AMT transmission structure with a built-in power take-off according to claim 2, characterized in that: One end of the input shaft (3) connected to the output shaft (5) has an opening, a needle roller bearing (25) is provided in the opening, and the output shaft (5) is arranged in the needle roller bearing (25).

6. The AMT transmission structure with a built-in power take-off according to claim 5, characterized in that: The end of the output shaft (5) is connected to a shaft (20), the end of the shaft (20) is connected to an output flange (6), and an oil seal (22) and a dust cover (23) are provided on the outer side of the end of the output shaft (5); A sliding sleeve (4) is sleeved on the outer side of one end of the output shaft (5) connected to the input shaft (3); a shift fork (7) is provided at the bottom of the sliding sleeve (4); a shift fork shaft (8) is connected to the end of the shift fork (7); a spring (11) is sleeved on the outer side of one end of the shift fork shaft (8); a bolt (10) is connected to the other end; a piston (9) is connected to the end of the bolt (10); and a cylinder head (12) is connected to the outer side of the end of the piston (9).

7. The AMT transmission structure with a built-in power take-off according to claim 1, characterized in that: An actuator air source outlet (29) is provided on the outer side of the clutch housing (28), a first air delivery channel (30) is provided on the inner wall of the clutch housing (28), a second air delivery channel (31) is provided on the transmission housing (16), and a third air delivery channel (32) is provided on the rear cover housing (17); One end of the first air delivery channel (30) is connected to the actuator air source output port (29), and the other end is connected to the second air delivery channel (31); the end of the second air delivery channel (31) is connected to the third air delivery channel (32); and the third air delivery channel (32) is connected to the power take-off device.

8. The AMT transmission structure with a built-in power take-off according to claim 7, characterized in that: The first delivery air channel (30) is an L-shaped structure, and the air channel aperture is 7 mm to 9 mm; The shorter end of the first air delivery channel (30) is connected to the actuator air source output port (29), and the longer end is connected to the second air delivery channel (31).

9. The AMT transmission structure with a built-in power take-off according to claim 7, characterized in that: The joint surface between the second air delivery channel (31) and the third air delivery channel (32) is sealed by gluing.

10. A vehicle, comprising a vehicle body, characterized in that: The vehicle body is mounted with an AMT transmission structure with a built-in power take-off as described in any one of claims 1 to 9.

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