Four-wheel working vehicle with single power end integrated walking and working output

Abstract

The application discloses a four-wheel working vehicle integrated with walking and working output at a single power end, comprising a vehicle frame, a power assembly, a gearbox assembly, a rear axle assembly, a front axle assembly, a driving switching mechanism, a first working connecting part and a second working connecting part. The gearbox assembly has a centralized power end, a walking output path and a working output path, the centralized power end is in transmission connection with the power assembly, and the walking output path and the working output path are formed based on power input from the centralized power end. The first working connecting part is arranged at the front end of the vehicle frame, the second working connecting part is arranged at the rear end of the vehicle frame, and the working output path is used for outputting power to front or rear working tools. The application can consider multi-gear walking, driving mode switching and front and rear working tool power output on the basis of single power access.

Description

Technical Field

[0001] This invention relates to the field of agricultural work vehicle technology, and in particular to a four-wheeled work vehicle that integrates walking and work output on a single power end. Background Technology

[0002] Small agricultural vehicles are typically used for field transport, traction, rotary tillage, ditching, weeding, pushing, or other auxiliary operations. To adapt to the environment of narrow fields, undulating roads, mud adhesion, and varying operating resistance, these vehicles need to switch between low-speed, high-traction travel, reverse adjustment, and high-speed relocation.

[0003] Some existing small work vehicles use rear-wheel drive, which has a relatively simple transmission structure. However, when working on mud, slopes, or with heavy-duty equipment, the front wheels do not participate in traction, making the vehicle prone to insufficient driving force or wheel slippage. Some vehicles also use four-wheel drive, but when moving between sites on ordinary roads or making small-radius turns, if the front axle remains engaged for an extended period, it can increase steering resistance and transmission load.

[0004] Furthermore, existing small work vehicles typically arrange the walking drive, front axle drive switching, and work implement drive as relatively decentralized functions. If separate independent power input or take-off structures are installed, it easily increases the number of transmission components, causing the power path, control path, and work implement installation space under the chassis to encroach on each other. For small four-wheeled work vehicles, the chassis length, ground clearance, and front and rear work implement installation space are all relatively limited; a decentralized power layout is not conducive to simultaneously accommodating multiple driving modes, drive mode switching, and front and rear work implement connection on the same chassis platform.

[0005] Meanwhile, some work vehicles only have a work implement connection structure at one end of the frame, resulting in a relatively simple operation mode. When it is necessary to select front-mounted or rear-mounted implements according to different work scenarios, the vehicle's adaptability is limited. Therefore, it is necessary to provide a four-wheeled work vehicle that can centrally access power through a single power end and form walking output, drive switching output, and work output on the same vehicle platform. Summary of the Invention

[0006] This invention provides a four-wheeled work vehicle that integrates walking and work output on a single power end, in order to solve the problem that existing small work vehicles are difficult to balance multi-gear walking, drive mode switching and power output of front and rear work implements based on a single power source.

[0007] The four-wheeled work vehicle integrating single-power end walking and work output provided by the present invention includes:

[0008] Frame;

[0009] The powertrain is mounted on the aforementioned chassis;

[0010] A gearbox assembly is connected to the powertrain for transmission. The gearbox assembly has a centralized power end, a travel output path leading out from the centralized power end, and a work output path leading out from the centralized power end.

[0011] The first working connection part is formed at the front end of the vehicle frame;

[0012] The second working connection is formed at the rear end of the vehicle frame;

[0013] The walking output path is connected to the wheel drive of the four-wheeled work vehicle, the work output path is arranged toward at least one of the first work connection part and the second work connection part, and has a work output end that is connected to the work implement in a drive connection.

[0014] Preferably, the four-wheeled work vehicle further includes a rear axle assembly and a front axle assembly, the travel output path includes a rear axle output path and a front axle output path, the rear axle output path is drivenly connected to the rear axle assembly, and the front axle output path is drivenly connected to the front axle assembly.

[0015] Preferably, a drive switching mechanism is provided on the front axle output path. When the drive switching mechanism is in the engaged state, the front axle assembly is connected to the front axle output path; when the drive switching mechanism is in the disengaged state, the front axle assembly is disconnected from the front axle output path.

[0016] Preferably, when the drive switching mechanism is engaged, the power input from the centralized power end is transmitted to the front axle assembly and the rear axle assembly via the gearbox assembly, so that the four-wheeled work vehicle is in a four-wheel drive state;

[0017] When the drive switching mechanism is in the disengaged state, the power input from the centralized power end is transmitted to the rear axle assembly via the gearbox assembly, so that the four-wheeled work vehicle is in a rear-wheel drive state.

[0018] Preferably, the gearbox assembly includes a main transmission mechanism and a secondary transmission mechanism. The main transmission mechanism is connected to the centralized power end and is used to form three forward gears, one reverse gear, and one neutral gear. The secondary transmission mechanism, in cooperation with the main transmission mechanism, forms six forward gears, two reverse gears, and one neutral gear.

[0019] Preferably, the auxiliary transmission mechanism has a high-speed gear and a low-speed gear. The low-speed gear is used to enable the four-wheeled work vehicle to operate at a low speed when connected to the work implement, and the high-speed gear is used to enable the four-wheeled work vehicle to travel at a speed higher than that of the low-speed gear when moving between sites.

[0020] Preferably, the front axle assembly includes a front axle input, a central drive assembly, a left wheel output assembly, and a right wheel output assembly. The front axle input is driven by the front axle output path, and the central drive assembly is driven by the left wheel output assembly and the right wheel output assembly, respectively.

[0021] Preferably, the front axle assembly further includes a left steering support, a right steering support, and a steering linkage. The left wheel-end output assembly is mounted on the left steering support, the right wheel-end output assembly is mounted on the right steering support, and the steering linkage is connected to the left steering support and the right steering support, respectively.

[0022] Preferably, the work output end includes a first work output end and a second work output end, the first work output end being disposed toward the first work connection portion, and the second work output end being disposed toward the second work connection portion.

[0023] Preferably, the vehicle frame is provided with a driver's seat, a steering control unit, a drive mode control unit, and a work output control unit. The steering control unit is connected to the steering mechanism of the four-wheeled work vehicle, the drive mode control unit is connected to the drive switching mechanism provided on the travel output path, and the work output control unit is connected to the work output path.

[0024] Compared with the prior art, the four-wheeled work vehicle with integrated walking and work output at a single power end provided by the present invention has the following beneficial effects: By setting a centralized power end on the gearbox assembly and making both the walking output path and the work output path based on the power input from the centralized power end, it can complete vehicle walking, front axle engagement drive, rear axle drive, and work tool power output on the basis of a single power input; by forming multiple forward and reverse gears through the cooperation of the main transmission mechanism and the auxiliary transmission mechanism, the vehicle can adapt to different working conditions such as low-speed operation, reverse adjustment, and site transfer; by switching the drive switching mechanism between the engaged and disengaged states of the front axle assembly, it can select the rear-wheel drive state or the four-wheel drive state according to the road conditions and working resistance; by setting work connection parts at the front and rear ends of the frame respectively, and making the work output path able to output power to the front or rear work tools, the adaptability of the whole vehicle to different working scenarios is improved. Attached Figure Description

[0025] Figure 1 This is a schematic diagram of the overall structure of a four-wheeled work vehicle in one embodiment of the present invention;

[0026] Figure 2 This is an exploded structural diagram of the front axle assembly in one embodiment of the present invention;

[0027] Figure 3This is a schematic diagram showing the bottom arrangement of the vehicle frame, gearbox assembly, front axle assembly, and rear axle assembly in one embodiment of the present invention;

[0028] Figure 4 This is a schematic diagram of the vehicle frame, gearbox assembly, front and rear axle assemblies, and work output end from another perspective in one embodiment of the present invention.

[0029] Figure 5 This is a schematic diagram of the bottom oblique structure of a four-wheeled work vehicle in one embodiment of the present invention.

[0030] Reference numerals: 1. Frame; 11. Longitudinal beam; 12. Crossbeam; 2. Powertrain; 3. Gearbox assembly; 30. Centralized power end; 31. Main transmission mechanism; 32. Auxiliary transmission mechanism; 33. First work output end; 34. Second work output end; 4. Rear axle assembly; 5. Front axle assembly; 51. Front axle input end; 52. Central drive assembly; 53. Left wheel output assembly; 54. Right wheel output assembly; 55. Left steering support; 56. Right steering support; 57. Steering link; 6. Drive switching mechanism; 7. First work connection part; 71. First connecting seat; 72. First connecting hole; 73. First limiting part; 8. Second work connection part; 81. Second connecting seat; 82. Second connecting hole; 83. Second limiting part; 9. Driver's seat; 10. Steering control element; 20. Drive mode control element; 40. Work implement; 50. Work output control element. Detailed Implementation

[0031] The following specific examples illustrate the implementation of the present invention. Those skilled in the art can understand and implement other implementation methods and technical effects of the present invention based on the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and the various technical details in this specification can be adjusted, combined, or replaced according to different application needs without departing from the spirit and substance of the present invention. It should be noted that, without technical contradictions, the following embodiments and the technical features in the embodiments can be combined with each other. It should also be understood that the terminology used in the embodiments of the present invention is only used to describe specific implementation schemes and is not intended to limit the scope of protection of the present invention.

[0032] In the description of this invention, directional terms such as "front," "rear," "left," "right," "up," and "down" are used based on the vehicle's normal operating state and direction of travel as shown in the accompanying drawings. They are only for the convenience of describing the relative positional relationships between the components and do not constitute a limitation on the specific installation direction of this invention. "Connection" can be a direct connection or an indirect connection through an intermediate connector; it can be a fixed connection, a detachable connection, a rotating connection, a sliding connection, or a transmission connection. "Transmission connection" indicates that power can be transmitted between two components, and its implementation can include shaft drive, gear drive, chain drive, belt drive, coupling drive, universal joint drive, hydraulic drive, or other structures capable of power transmission. Those skilled in the art can make appropriate selections based on the overall vehicle size, power type, and type of work implement.

[0033] Please see Figures 1 to 5 This invention provides a four-wheeled work vehicle integrating travel and work output at a single power end. The vehicle comprises a frame 1, a powertrain 2, a gearbox assembly 3, a rear axle assembly 4, a front axle assembly 5, a drive switching mechanism 6, a first work connection 7, a second work connection 8, a driver's seat 9, a steering control 10, a drive mode control 20, and a work output control 50. Overall, this four-wheeled work vehicle does not simply combine a power source, wheels, and seat; rather, it centralizes the travel drive, front axle engagement drive, and work implement power output on the same chassis platform around the centralized power end 30 on the gearbox assembly 3.

[0034] Please see Figure 1 and Figure 3 The frame 1 forms the main load-bearing foundation of the entire vehicle, extending along the longitudinal direction. The frame 1 may include longitudinal beams 11 arranged along the longitudinal direction, and crossbeams 12 connecting the longitudinal beams 11. The longitudinal beams 11 form the main load-bearing skeleton of the vehicle, and the crossbeams 12 connect adjacent longitudinal structures on the left and right sides or vertically. With this arrangement, the powertrain 2, transmission assembly 3, front axle assembly 5, rear axle assembly 4, and the first working connection 7 and second working connection 8 can all be installed and positioned around the frame 1.

[0035] In terms of specific structure, the longitudinal beams 11 can be made of rectangular tubes, channel steel, welded plate structures, or other beam structures with load-bearing capacity. The crossbeams 12 can be welded, bolted, or fixed between the longitudinal beams 11 via connecting plates. For small agricultural vehicles, the frame 1 must bear the weight of the powertrain 2 and the driver, as well as the traction, impact, and eccentric loads of the implements 40 during operation. Therefore, multiple closed or semi-closed support sections can be formed between the longitudinal beams 11 and the crossbeams 12 to improve the torsional resistance and installation stability of the entire chassis.

[0036] Please continue reading. Figure 1 The powertrain 2 is mounted on the vehicle frame 1. The powertrain 2 can be an internal combustion engine, such as a gasoline or diesel engine, an electric motor, an electric drive system combining an electric motor and a battery, or a hybrid powertrain combining an internal combustion engine and an electric motor. In this embodiment, for ease of explanation, an engine-type powertrain is used as an example. The power output from the powertrain 2 is not transmitted separately to multiple independent transmission devices, but first enters the gearbox assembly 3, and then is distributed by the gearbox assembly 3 to different output paths.

[0037] Please see Figure 3 The gearbox assembly 3 is located in the middle area of ​​the frame 1. Figure 3 The rectangular housing in the middle can be understood as the main housing of gearbox assembly 3. It should be noted that... Figure 1 In the overall vehicle diagram shown, due to the viewing angle and obstruction by vehicle components, the transmission assembly 3 may only reveal part of the transmission connection area or the edge of the housing; while Figure 3 In the bottom power path layout diagram shown, the location of the gearbox assembly 3 is clearer. It is roughly located between the front axle assembly 5 and the rear axle assembly 4, and is situated in the main power transmission area in the middle of the frame 1. The gearbox assembly 3 referred to in the following description mainly refers to this central rectangular housing and its internal or associated transmission, drive, and output structures.

[0038] The gearbox assembly 3 has a centralized power end 30. The centralized power end 30 is used for transmission connection with the powertrain 2 and receives the power output from the powertrain 2. The centralized power end 30 can be an input shaft end, a coupling connection end, a gear input end, a pulley input end, a sprocket input end, or other interface structures capable of receiving power. Here, "centralized power end 30" emphasizes the starting point for power entry or centralized distribution, and is not limited to a specific shaft end form. As long as the power output from the powertrain 2 enters the gearbox assembly 3 through this point, and the gearbox assembly 3 further forms multiple output paths, it can be understood as the centralized power end 30 in this invention.

[0039] By setting a centralized power end 30, the power organization of the entire vehicle becomes clearer. Power does not enter the front axle, rear axle, and work implements from multiple independent locations, but instead is first centralized into the gearbox assembly 3, which then forms the travel output path and the work output path. In this way, the vehicle's power path is centralized, the transmission components are arranged relatively neatly, and multiple independent power units are not needed at the bottom of the frame 1. It also facilitates the driver switching between travel, drive modes, and work outputs using a few control components.

[0040] In one specific embodiment, the powertrain 2 can be positioned above, to the side above, or in front of the gearbox assembly 3. The powertrain 2 and the centralized power end 30 can be connected via belt drive, chain drive, coupling drive, or gear drive. If a belt drive is used, a tensioning structure can be provided between the output end of the powertrain 2 and the centralized power end 30; if a coupling drive is used, a flexible coupling can absorb slight installation misalignments between the powertrain 2 and the gearbox assembly 3; if a chain drive is used, compact power transmission can be achieved through sprockets and chains. The focus of this invention is not on a specific fixed form of power input, but rather on ensuring that the power, after entering the gearbox assembly 3 via the centralized power end 30, can simultaneously serve both driving and operational output.

[0041] Please combine Figure 3 It is understood that the centralized power end 30 can be located near the power input or power distribution of the transmission assembly 3. It can be located on the upper, lower, left, or right side of the transmission assembly 3, as long as it facilitates the establishment of a transmission connection with the powertrain 2 and can form multiple output paths inside or outside the transmission assembly 3. Figure 3 In the diagram, number 3 refers to the main housing of transmission assembly 3, while number 30 refers to the interface area on this main housing related to power input or centralized power distribution. The two have different meanings: the former emphasizes the overall assembly, while the latter emphasizes the end structure where power enters or is distributed.

[0042] Please see Figure 3 The driving output path includes a rear axle output path and a front axle output path. The rear axle output path is connected to the rear axle assembly 4, and the front axle output path is connected to the front axle assembly 5. The rear axle assembly 4 is connected to the rear of the frame 1 and is used to drive the left and right wheels at the rear of the frame 1 to rotate; the front axle assembly 5 is connected to the front of the frame 1 and is used to drive the left and right wheels at the front of the frame 1 to rotate. Both the "rear axle assembly 4" and the "front axle assembly 5" can include components such as axle housing, input end, wheel end output structure, drive shaft, bearing housing, and support components, and their specific combination can be adjusted according to the actual product.

[0043] In some implementations, the travel output path can be formed by a gear set, shift mechanism, and output shaft located inside the gearbox assembly 3; alternatively, the output from the gearbox assembly 3 can be connected to the front axle assembly 5 and the rear axle assembly 4 respectively via a drive shaft, universal joint, or coupling. For small work vehicles, the frame 1 often experiences slight twisting relative to the ground or minor changes in the relative positions of the front and rear axles when traveling in fields. Therefore, universal joint structures can be installed in the front and rear axle output paths. The universal joint structure allows for a certain degree of angle compensation in the transmission path, thereby reducing drive shaft jamming or excessive stress on the connection ends.

[0044] The drive switching mechanism 6 is located on the front axle output path. This mechanism allows the front axle assembly 5 to switch between engaging and disengaging from the front axle output path. In other words, the rear axle assembly 4 can serve as the primary drive axle, while the front axle assembly 5 can choose whether or not to participate in drive as needed. This enables the vehicle to switch between rear-wheel drive and four-wheel drive modes.

[0045] In one operating state, the drive switching mechanism 6 is in a disengaged state, the front axle assembly 5 is disconnected from the front axle output path, and the power input from the centralized power end 30 is transmitted to the rear axle assembly 4 via the gearbox assembly 3, thus putting the vehicle into rear-wheel drive mode. This state is suitable for scenarios with good road surface adhesion, low operating resistance, or non-operational relocation. In this state, the front axle assembly 5 does not participate in drive, which reduces the unloaded transmission load on the front axle transmission components, making steering actions relatively easier.

[0046] In another operating mode, the drive switching mechanism 6 is engaged, the front axle assembly 5 is connected to the front axle output path, and the power input from the centralized power end 30 is transmitted to the rear axle assembly 4 and the front axle assembly 5 via the gearbox assembly 3, thus creating a four-wheel drive system. This mode is suitable for working conditions such as mud, slopes, soft fields, slippery surfaces, or when connecting to work implements 40 with significant resistance. When all four wheels of the vehicle participate in traction, it improves passability and traction stability.

[0047] The drive switching mechanism 6 can adopt a mechanical fork type, a sliding sleeve engagement type, a jaw clutch type, a friction clutch type, or other structures capable of engaging and disengaging power. For example, in one structure, the drive switching mechanism 6 includes an axially movable engagement sleeve that moves along the drive shaft direction under the drive mode operating member 20. When the engagement sleeve moves to the engagement position, a transmission connection is formed between the front axle output path and the front axle assembly 5; when the engagement sleeve moves to the disengagement position, the front axle output path is disconnected from the front axle assembly 5. In another embodiment, the drive switching mechanism 6 can also adopt a structure where a fork drives a meshing toothed sleeve, and the engagement of the meshing toothed sleeve with the corresponding teeth realizes the engagement or disengagement of front axle power.

[0048] To ensure the driver can clearly perceive the drive mode status, the drive mode control 20 can be configured with two stable positions, corresponding to rear-wheel drive and four-wheel drive respectively. A positioning groove, elastic positioning element, or limit pin can be provided between the two stable positions to reduce the possibility of malfunction caused by vehicle vibration. In actual use, when the driver moves the drive mode control 20 to the four-wheel drive position, the drive switching mechanism 6 engages the front axle assembly 5 with the front axle output path; when the driver moves the drive mode control 20 to the rear-wheel drive position, the drive switching mechanism 6 disengages the front axle assembly 5 from the front axle output path.

[0049] Please see Figure 1 The driver's seat 9 is mounted on the frame 1, allowing the driver to operate the vehicle while seated. A steering control unit 10 is located in front of or to the side-front of the driver's seat 9 and is connected to the steering mechanism of the four-wheeled work vehicle to control the steering of the front wheels. A drive mode control unit 20 is located in an easily accessible position for the driver and is connected to the drive switching mechanism 6 to control whether the drive switching mechanism 6 is engaged or disengaged. A work output control unit 50 controls the engagement or disengagement of power to the work output path, enabling the work implement 40 to receive or stop receiving power as needed.

[0050] In one specific embodiment, the steering control element 10 can be a steering lever or a direction control stick, the drive mode control element 20 can be a lever, pull rod, knob, or pedal-type control element, and the work output control element 50 can be a separate power take-off lever or integrated with other control elements into a combined control mechanism. In actual products, the installation positions of these control elements can be adjusted according to the position of the driver's seat 9 and the ergonomics of the vehicle. As long as the driver can perform gear shifting, drive mode switching, and work output control while seated, the basic functions of this embodiment can be achieved.

[0051] From the perspective of overall vehicle use, the positional relationship between the driver's seat 9, gear shift control 10, drive mode control 20, and work output control 50 is also important. The driver's seat 9 should be positioned in an area where the driver can observe the work area in front and the sides of the vehicle. The gear shift control 10 can be located in front of or to the right of the driver's seat 9, allowing the driver to select forward, reverse, and neutral gears relatively naturally. The drive mode control 20 can be spaced apart from the gear shift control 10 to avoid accidental operation. The work output control 50 can be positioned on the side closer to the direction of observation of the work implement, allowing the driver to observe the status of the implement while engaging or disengaging the work output.

[0052] In some implementations, the handle shapes of the gear shift lever 10, drive mode lever 20, and work output lever 50 can be different. For example, the gear shift lever 10 can be a longer lever for easy and clear gear shifting; the drive mode lever 20 can be a shorter lever for switching between two-wheel drive and four-wheel drive; and the work output lever 50 can be a lever with a locking mechanism to reduce the possibility of accidental engagement of the work implement 40. This differentiated design allows the driver to distinguish the different levers by feel without looking down for close inspection, which is especially suitable for situations with significant field vibrations and relatively complex operating environments.

[0053] In terms of gear structure, the transmission assembly 3 may include a main transmission mechanism 31 and a secondary transmission mechanism 32. The main transmission mechanism 31 is connected to the centralized power end 30 and is used to form three forward gears, one reverse gear, and one neutral gear. After cooperating with the main transmission mechanism 31, the secondary transmission mechanism 32 can make the three forward gears correspond to high and low speed ratios respectively, thus forming six forward gears; similarly, one reverse gear can also be formed into two reverse gears through the secondary transmission mechanism 32. In this way, the vehicle can actually achieve six forward gears, two reverse gears, and one neutral gear.

[0054] It's important to note that this invention doesn't simply aim to increase the number of gears. Instead, it utilizes the combination of the main transmission mechanism 31 and the auxiliary transmission mechanism 32 to enable the vehicle to find a more suitable speed range for low-speed field operations, reversing adjustments, and non-operational relocation. For example, in scenarios such as rotary tillage, ditching, and weeding, the vehicle requires lower speed and greater traction, allowing the selection of a low-speed gear. When turning around in the field, making minor adjustments to the work position, or reversing for alignment, a low-speed reverse gear can be selected. When moving between roads or sites, a relatively higher forward gear can be chosen. This gear combination allows the same vehicle to adapt to a wider range of usage scenarios.

[0055] Please see Figure 2 The front axle assembly 5 includes a front axle input 51, a central drivetrain 52, a left wheel output assembly 53, a right wheel output assembly 54, a left steering support 55, a right steering support 56, and a steering linkage 57. The front axle input 51 is connected to the front axle output path and receives power from the gearbox assembly 3. The central drivetrain 52 is located in the middle of the front axle assembly 5 and distributes the power input from the front axle input 51 to the left and right sides. The left wheel output assembly 53 is connected to the left front wheel, and the right wheel output assembly 54 is connected to the right front wheel. When the front axle assembly 5 is connected to the front axle output path, power enters the central drivetrain 52 through the front axle input 51 and is then transmitted to the left wheel output assembly 53 and the right wheel output assembly 54, respectively, enabling the left and right front wheels to participate in driving.

[0056] The left steering support 55 and right steering support 56 are respectively disposed on the left and right sides of the central transmission assembly 52, serving to support the corresponding wheel-end output assemblies and cooperating with the steering linkage 57. The left steering support 55 and right steering support 56 can be steering mounts, support seats, steering knuckle connecting seats, or other structures capable of supporting the wheel-end output structure and allowing steering engagement. Considering that different products may use different names for specific parts, this embodiment uses the relatively broad term "steering support," not limiting it to a single steering knuckle structure. The steering linkage 57 connects the left and right steering support structures, used to drive the left and right front wheels to deflect in coordination during directional control. With this arrangement, the front axle assembly 5 can both participate in driving and cooperate with the vehicle to complete steering.

[0057] Please see Figure 1 , Figure 3 and Figure 4 The vehicle frame 1 has a first working connection part 7 at its front end and a second working connection part 8 at its rear end. The first working connection part 7 is used to connect a front-mounted working implement, and the second working connection part 8 is used to connect a rear-mounted working implement. The working implement 40 can be a rotary tiller, ditcher, weeder, pusher, sweeper, seeder, fertilizer applicator, or other agricultural implements that can be used with the small working vehicle. In this way, the vehicle can choose between front-mounted or rear-mounted working modes according to different operational needs, instead of only being able to install implements at one end of the frame 1.

[0058] In some embodiments, the first working connection portion 7 includes a first connecting seat 71, a first connecting hole 72, and a first limiting portion 73. The first connecting seat 71 is disposed at the front end of the frame 1 and can be fixed to the frame 1 by welding, bolting, or integral molding. The first connecting hole 72 is formed on the first connecting seat 71 for a pin, bolt, or other connecting member to pass through, thereby connecting the working tool 40 to the first working connection portion 7. The first limiting portion 73 is used to limit the position of the working tool 40 relative to the first connecting seat 71, and can be manifested as a limiting groove, a limiting boss, a limiting stop, an insertion step, or other structures that can limit relative displacement.

[0059] The second working connection part 8 may include a second connecting seat 81, a second connecting hole 82, and a second limiting part 83. The second connecting seat 81 is located at the rear end of the frame 1, the second connecting hole 82 is used to connect with the rear-mounted working implement, and the second limiting part 83 is used to limit the installation position of the rear-mounted working implement. The structure of the second working connection part 8 may be the same as that of the first working connection part 7, or it may be set in different forms according to the front and rear space of the frame 1, the installation direction of the implement, and the stress conditions. For example, the front-mounted implement emphasizes the working field of vision and pushing stability, while the rear-mounted implement emphasizes the traction and follow-up capabilities. Therefore, the specific plate thickness, hole direction, and limiting structure of the front and rear connection parts may be different.

[0060] In some embodiments, the first working connection 7 and the second working connection 8 not only serve to connect the working implement 40, but also bear the traction force, pushing force, torque reaction force, and vertical vibration load of the working implement 40 during operation. Therefore, the first connecting seat 71 and the second connecting seat 81 can be directly connected to the longitudinal beam 11 or the cross beam 12 of the frame 1, or they can form a reinforced connection with the frame 1 through reinforcing plates, reinforcing ribs, or support lugs. For example, the first connecting seat 71 may include two spaced connecting plates, with the connecting lug of the working implement 40 inserted between the two connecting plates and then fixed by a pin passing through the first connecting hole 72; the second connecting seat 81 can also adopt a similar structure.

[0061] The first limiting part 73 and the second limiting part 83 are used to limit the installation position of the working implement 40. When the working implement 40 is in operation, it is often subjected to reaction forces from the ground. For example, a rotary tiller experiences soil resistance, a pusher experiences resistance from the accumulated material in front, and a ditcher experiences lateral pressure from the soil. If connected by only a single pin, the implement is prone to swaying around the pin, and may even cause wear on the connecting hole. By setting the first limiting part 73 and the second limiting part 83, the working implement 40 and the frame 1 can form surface contact, edge contact, or multi-point positioning, thereby reducing the concentrated force at the connecting hole and improving the stability of the connection.

[0062] Please refer to it again. Figure 3 The output path can include a first output end 33 and a second output end 34. The first output end 33 can be arranged towards the first working connection part 7 for outputting power to the front-end working implement; the second output end 34 can be arranged towards the second working connection part 8 for outputting power to the rear-end working implement. The first output end 33 and the second output end 34 can be an output shaft end, a coupling end, a pulley end, a sprocket end, or a hydraulic power output interface. For different working implements 40, their power receiving methods may be different, so the specific structure of the output end can also be changed accordingly.

[0063] When the work implement 40 only needs to be towed or pushed by the vehicle, it can be mechanically connected to the frame 1 via the first work connection 7 or the second work connection 8. When the work implement 40 needs to actively rotate, swing, cut, turn over soil, or transport, it can be further connected to the first work output end 33 or the second work output end 34 to obtain power from the gearbox assembly 3. In this way, the first work connection 7 and the second work connection 8 solve the problem of implement installation and fixation, while the first work output end 33 and the second work output end 34 solve the problem of power input when the implement needs power.

[0064] For the work output path, the first work output end 33 and the second work output end 34 can be arranged according to the positions of the first work connection part 7 and the second work connection part 8. Figure 3 In the structure shown, the first working connection 7 is located at one end of the frame 1, and the second working connection 8 is located at the other end of the frame 1. Therefore, the first working output end 33 and the second working output end 34 can be arranged facing the working connection areas at both ends, respectively. In this way, when the working implement 40 is installed at the front end, it can be connected to the first working output end 33 nearby; when the working implement 40 is installed at the rear end, it can be connected to the second working output end 34 nearby. Compared with arranging the power transmission component around the far end, this nearby output method can reduce the transmission path length and also reduce the possibility of interference between the transmission component and the frame 1, tires, or other components.

[0065] In some cases, the first work output terminal 33 and the second work output terminal 34 do not necessarily operate simultaneously. For example, when the vehicle is connected to a front-mounted work implement, the first work output terminal 33 can be powered while the second work output terminal 34 remains disconnected; when the vehicle is connected to a rear-mounted work implement, the second work output terminal 34 can be powered while the first work output terminal 33 remains disconnected. To achieve this function, a work output switching element can be installed in the work output path. The work output switching element is connected to the work output control element 50, and the driver controls the direction of power output.

[0066] The working process of this invention can be understood as follows: After the vehicle starts, the powertrain 2 outputs power, which enters the transmission assembly 3 via the centralized power end 30. The driver, sitting in the driver's seat 9, can select the appropriate gear through the shifting structure of the transmission assembly 3. If the vehicle is in normal driving or light-load operation, the drive switching mechanism 6 can be disengaged, and the vehicle will travel in rear-wheel drive mode. If the vehicle enters soft soil, slope, or is connected to a work implement 40 with significant resistance, the drive mode control element 20 can engage the drive switching mechanism 6, connecting the front axle assembly 5 to the front axle output path, and the vehicle will switch to four-wheel drive mode.

[0067] Before operation, the operator can install the work implement 40 on the first work connection 7 or the second work connection 8 according to the type of work. For example, some implements that require the driver to directly observe the work area ahead can be installed on the first work connection 7; some implements suitable for being towed, trailered, or working behind a vehicle can be installed on the second work connection 8. During installation, the work implement 40 is connected to the first connection hole 72 or the second connection hole 82 via a connector, and its installation posture is restricted by the first limiting part 73 or the second limiting part 83. If the work implement 40 requires power, its power input end is further connected to the first work output end 33 or the second work output end 34 for transmission.

[0068] During actual operation, the driver can control the engagement or disengagement of the work output path using the work output control element 50. When the work output path is engaged, the power input from the centralized power end 30 is transmitted through the gearbox assembly 3 to the corresponding work output end, and then to the work implement 40. When the work output path is disengaged, the work implement 40 stops working actively, but the vehicle can still move or adjust its position according to the gear and drive mode. This structure, where the driving and work outputs share the same power input but can be controlled by different control elements, makes the vehicle more intuitive to use and easier to adapt to different work rhythms.

[0069] In one usage scenario, when the vehicle is moved within a normal site, the work implement 40 is not connected to the work output path, the drive switching mechanism 6 is disengaged, and the vehicle travels in rear-wheel drive mode. At this time, the driver selects a higher forward gear through the shifting mechanism of the transmission assembly 3. Power is transmitted from the powertrain 2 through the centralized power end 30 to the transmission assembly 3, and then through the rear axle output path to the rear axle assembly 4. The front axle assembly 5 is not engaged in drive, resulting in relatively low overall vehicle rolling resistance.

[0070] In another usage scenario, when the vehicle enters the field for ditching or rotary tillage, the driver first mounts the implement 40 onto the first working connection 7 or the second working connection 8, and then connects the power input end of the implement 40 to the corresponding first working output end 33 or second working output end 34. Subsequently, the driver selects a low-speed forward gear through the gearbox assembly 3's shift mechanism, switches the vehicle to four-wheel drive via the drive mode control 20, and engages the working output path via the working output control 50. At this time, part of the power input from the centralized power end 30 drives the vehicle to move via the walking output path, and the other part drives the implement 40 to work via the working output path. The vehicle can move at a lower speed while maintaining good traction and operational stability.

[0071] When it is necessary to reverse to adjust the working position, the driver can switch to reverse gear through the shift mechanism of the gearbox assembly 3. If the work implement 40 is not suitable for continued operation during reversing, the work output path can be disconnected first through the work output control unit 50 before reversing; if the work implement 40 allows short-distance adjustment in reverse, it can be controlled according to actual needs. In this way, there is a relatively independent operating relationship between the vehicle's movement and work output, and the implement will not have to be disassembled or the entire vehicle stopped for the purpose of reversing for adjustment.

[0072] To improve maintenance convenience, maintenance spaces can be provided for the gearbox assembly 3, drive switching mechanism 6, and major connection points in the work output path. For example, a maintenance opening or disassembly space can be reserved in the middle of the frame 1, allowing maintenance personnel to access the centralized power end 30, the first work output end 33, the second work output end 34, and the connecting parts near the drive switching mechanism 6. Since the work vehicle is used in the field for extended periods, mud, weeds, or debris easily accumulate on the chassis area. Therefore, centralizing key power interfaces and reserving space for cleaning and maintenance facilitates future upkeep.

[0073] It should be noted that the specific locations of the centralized power end 30, the first work output end 33, the second work output end 34, and the drive switching mechanism 6 can be adjusted according to the actual structure of the vehicle. For example, the centralized power end 30 can be located on the upper, lower, left, or right side of the gearbox assembly 3, as long as it can receive the power output from the powertrain 2; the first work output end 33 and the second work output end 34 can be located on different sides of the gearbox assembly 3, or they can extend to a position near the first work connection part 7 or the second work connection part 8 via the intermediate drive shaft; the drive switching mechanism 6 can be located inside the gearbox assembly 3, or it can be located on the drive shaft section of the front axle output path or near the front axle input end 51.

[0074] It should also be noted that the first working connection part 7 and the second working connection part 8 shown in the figure are only one connection structure for ease of explanation. In actual applications, the first connecting seat 71 and the second connecting seat 81 can adopt a plate structure, a frame structure, a plug-in sleeve structure, or a multi-hole hanging structure; the first connecting hole 72 and the second connecting hole 82 can be a round hole, an oblong hole, an oblong hole, or a combination of multiple holes; the first limiting part 73 and the second limiting part 83 can be a limiting plate, a limiting pin, a limiting groove, a limiting protrusion, or a positioning step. As long as the working tool 40 can form a detachable connection with the frame 1 and its installation position can be restricted, it can be considered an embodiment of the present invention.

[0075] As can be seen from the above usage process, the core of this invention is not simply adding a front axle or a work interface, but rather organizing the three functions of walking drive, drive mode switching, and work output into a relatively centralized chassis platform based on the same centralized power end 30. The vehicle can travel with a light load in rear-wheel drive mode or perform heavy-load work in four-wheel drive mode; it can connect to front-mounted or rear-mounted work implements; it can tow work implements or actively output power to them. For small agricultural work vehicles, this structure can improve the overall functional integration and operational adaptability of the vehicle within the limited vehicle size.

[0076] In summary, the four-wheeled work vehicle provided by this invention uses the frame 1 as its load-bearing foundation and the centralized power end 30 on the gearbox assembly 3 as its power input core. Through the coordination of the walking output path, the work output path, and the drive switching mechanism 6, the vehicle can switch between rear-wheel drive and four-wheel drive modes and can output power to the front or rear-mounted work implements 40. This structure integrates walking, steering, gear adjustment, drive mode switching, and work implement power output on the same chassis platform, enabling the small four-wheeled work vehicle to adapt to various working conditions such as field operations, relocation, front-mounted operations, and rear-mounted operations.

Claims

1. A four-wheeled work vehicle integrating walking and work output at a single power end, characterized in that, include: Frame (1); The powertrain (2) is supported on the frame (1); The gearbox assembly (3) is connected to the powertrain (2) in a transmission. The gearbox assembly (3) has a centralized power end (30), a travel output path led out from the centralized power end (30), and a work output path led out from the centralized power end (30). The first working connection part (7) is formed at the front end of the frame (1); The second working connection part (8) is formed at the rear end of the frame (1); The walking output path is connected to the wheel drive of the four-wheeled work vehicle, the work output path is arranged toward at least one of the first work connection part (7) and the second work connection part (8), and has a work output end that is connected to the work implement (40) in a transmission.

2. The four-wheeled work vehicle integrating walking and work output at a single power end according to claim 1, characterized in that, The four-wheeled work vehicle also includes a rear axle assembly (4) and a front axle assembly (5). The travel output path includes a rear axle output path and a front axle output path. The rear axle output path is connected to the rear axle assembly (4) in a transmission connection, and the front axle output path is connected to the front axle assembly (5) in a transmission connection.

3. The four-wheeled work vehicle integrating walking and work output at a single power end according to claim 2, characterized in that, A drive switching mechanism (6) is provided on the front axle output path. When the drive switching mechanism (6) is in the engaged state, the front axle assembly (5) is connected to the front axle output path; when the drive switching mechanism (6) is in the disengaged state, the front axle assembly (5) is disengaged from the front axle output path.

4. The four-wheeled work vehicle integrating walking and work output at a single power end according to claim 3, characterized in that, When the drive switching mechanism (6) is engaged, the power input from the centralized power end (30) is transmitted to the front axle assembly (5) and the rear axle assembly (4) via the gearbox assembly (3) to enable the four-wheeled work vehicle to form a four-wheel drive state. When the drive switching mechanism (6) is in the disengaged state, the power input from the centralized power end (30) is transmitted to the rear axle assembly (4) through the gearbox assembly (3) so that the four-wheeled work vehicle can be in a rear-wheel drive state.

5. The four-wheeled work vehicle integrating walking and work output at a single power end according to claim 1, characterized in that, The gearbox assembly (3) includes a main gearbox mechanism (31) and a secondary gearbox mechanism (32). The main gearbox mechanism (31) is connected to the centralized power end (30) and is used to form three forward gears, one reverse gear and one neutral gear. The secondary gearbox mechanism (32) cooperates with the main gearbox mechanism (31) to form six forward gears, two reverse gears and one neutral gear.

6. The four-wheeled work vehicle integrating walking and work output at a single power end according to claim 5, characterized in that, The auxiliary transmission mechanism (32) has a high-speed gear and a low-speed gear. The low-speed gear is used to enable the four-wheeled vehicle to operate at a low speed when connected to the working tool (40). The high-speed gear is used to enable the four-wheeled vehicle to travel at a higher speed than the low-speed gear when moving between sites.

7. The four-wheeled work vehicle integrating walking and work output at a single power end according to claim 2, characterized in that, The front axle assembly (5) includes a front axle input end (51), a central drive assembly (52), a left wheel output assembly (53), and a right wheel output assembly (54). The front axle input end (51) is connected to the front axle output path, and the central drive assembly (52) is connected to the left wheel output assembly (53) and the right wheel output assembly (54) respectively.

8. The four-wheeled work vehicle integrating walking and work output at a single power end according to claim 7, characterized in that, The front axle assembly (5) further includes a left steering support (55), a right steering support (56), and a steering link (57). The left wheel end output assembly (53) is mounted on the left steering support (55), the right wheel end output assembly (54) is mounted on the right steering support (56), and the steering link (57) is connected to the left steering support (55) and the right steering support (56) respectively.

9. The four-wheeled work vehicle integrating walking and work output at a single power end according to claim 1, characterized in that, The work output end includes a first work output end (33) and a second work output end (34). The first work output end (33) is disposed toward the first work connection part (7), and the second work output end (34) is disposed toward the second work connection part (8).

10. The four-wheeled work vehicle integrating walking and work output at a single power end according to claim 1, characterized in that, The frame (1) is provided with a driver's seat (9), a steering control (10), a drive mode control (20) and a work output control (50). The steering control (10) is connected to the steering mechanism of the four-wheeled work vehicle. The drive mode control (20) is connected to the drive switching mechanism (6) provided on the walking output path. The work output control (50) is connected to the work output path.

Images