Power takeoff free of treading clutch for meshing

Abstract

The utility model discloses a power takeoff free of treading clutch meshing, which relates to the technical field of power takeoffs and comprises a base and a shell, a gear set and a friction plate set are arranged in the shell, a first spline housing is rotatably mounted at one end of the shell and is in transmission connection with a gearbox, and a second spline housing is rotatably mounted at the other end of the shell and is in transmission connection with the gearbox. According to the power takeoff free of treading clutch meshing, a control part of a power takeoff of a parking power take-off power generation system is optimized into one-button control, the clutch mechanism in the power takeoff replaces a traditional gear meshing mechanism, the power takeoff is not prone to treading, and therefore the power takeoff can be operated in a one-button mode, and the power takeoff can be operated in a one-button mode. On the basis, the power takeoff is optimally designed, an operator does not need to step on a clutch pedal, the power takeoff can be dynamically engaged and disengaged, the complexity of operation is greatly reduced, misoperation is avoided, and the reliability of the system is improved.

Description

Technical Field

[0001] The utility model relates to the technical field of power take-offs, in particular to a power take-off that avoids stepping on a clutch for engagement. Background Art

[0002] A clutchless power take-off (PTO) is an advanced power output device capable of engaging and disengaging without the clutch. It consists of a gear train, friction plate assembly, controller, housing, and other components. It boasts a compact structure, easy operation, and high transmission efficiency. This PTO is widely used in various specialized vehicles and machinery, improving work efficiency and driving convenience.

[0003] Existing one-touch, clutch-free power take-offs are primarily used in military vehicle parking power take-off and power generation systems. As the system's power transmission device, the PTO is typically installed at the chassis' transmission, transfer case, or flywheel PTO ports, depending on the chassis's available space and the system's required power. There are two common control methods for PTOs: one uses a joystick to purely mechanically control engagement and disengagement, and the other uses a joystick to purely mechanically control engagement and disengagement, as seen on the PTOs on the Iveco 2045 and 2046 chassis.

[0004] Another widely used method is electronically controlled pneumatics. This involves starting the vehicle chassis at idle speed, then pumping the chassis air pressure to 0.8 MPa. The clutch pedal is then depressed to the floor, energizing the solenoid valve that controls the air path. This pneumatic system engages and disengages the power take-off (PTO). This method is commonly used on medium-duty, high-mobility FAW CTM131 series vehicles; heavy-duty, high-mobility Shaanxi SX2306, SX2220B, and SX2220 series vehicles; and light-duty, high-mobility Dongfeng CTL181 series vehicles. As well as the traditional second-class chassis SX2153, SX2190; Beiben NG4038A, ND2638AS, ND2628AS, ND3233, ND2629A; Tate TA5310B2J3, TA5310FJ2, TA5501AJ7, TA5570B1J2; Wanshan WS5300; Sinotruk ZFYD1-020-T5G, ZZ5356V524ME5.

[0005] As users' requirements for intelligent, modular, and integrated power take-off and power generation systems increase, the control part of the parking power take-off and power generation system is optimized to "one-button" control. However, the current products still require pressing the clutch pedal after pressing a button to complete the system startup operation. To address the above defects, we propose a power take-off that does not require clutch engagement. Utility Model Content

[0006] In view of the deficiencies in the prior art, the present invention provides a power take-off that does not require stepping on a clutch to engage, thereby solving the problems raised by the above-mentioned background technology.

[0007] To achieve the above objectives, the present invention is implemented through the following technical solutions: a power take-off that does not require clutch engagement, comprising: a machine base, a shell mounted on the machine base, a gear set and a friction plate group arranged in the shell; a first spline sleeve is rotatably mounted on one end of the shell, the first spline sleeve is transmission-connected to the gear box, a second spline sleeve is rotatably mounted on the other end of the shell, the second spline sleeve is transmission-connected to the gear box.

[0008] A clutch mechanism is provided in the shell, and a solenoid valve is installed on the second spline sleeve, and the solenoid valve can control the operation of the clutch mechanism. A plurality of threaded holes distributed in a circumferential array are provided at one end of the second spline sleeve, and a sealing sleeve is provided on the outer shell of the second spline sleeve, and a bearing is installed between the sealing sleeve and the second spline sleeve. The sealing sleeve and the second spline sleeve are sealed, and a cavity is formed between the sealing sleeve and the second spline sleeve. A plurality of communicating holes connected to the sealing sleeve are provided on the second spline sleeve, and the communicating holes pass through the second spline sleeve. Lubricating liquid is contained in the sealing sleeve, and an oil filling pipe is connected to and fixedly installed on the sealing sleeve, and a valve is installed on the oil filling pipe.

[0009] As a further technical solution of the present invention, a plurality of heat dissipation holes distributed in a circumferential array are opened at one end of the second spline sleeve, and the heat dissipation holes all extend into the second spline sleeve.

[0010] As a further technical solution of the present invention, a pressurizing mechanism is provided outside the shell, and the pressurizing mechanism is communicated with the inner cavity of the sealing sleeve and is used to pressurize the lubricating fluid in the sealing sleeve.

[0011] As a further technical solution of the present invention, the pressurizing mechanism includes a plurality of communicating tubes, the communicating tubes are fixedly mounted on the sealing sleeve and inserted into the sealing sleeve, and the communicating tubes are in communication with the sealing sleeve.

[0012] As a further technical solution of the present invention, the pressurizing mechanism also includes multiple pistons, which are slidably arranged in the connecting tubes respectively. Multiple electric push rods distributed in a circular array are fixedly installed outside the shell, and the output ends of the electric push rods are fixedly connected to the pistons respectively.

[0013] As a further technical solution of the present invention, a sealing gasket is provided between the piston and the connecting pipe.

[0014] The utility model provides a power take-off that does not require stepping on a clutch to engage, and has the following beneficial effects compared with the prior art:

[0015] 1. The present invention is a clutch-free power take-off that optimizes the parking power take-off and power generation system control part into a "one-button" control. The traditional simple gear engagement mechanism is replaced by a mechanism combining a friction plate group and a gear group. The engagement and disengagement of the power take-off can be performed without cutting off the power of the chassis gearbox, without damaging the power take-off gears. The optimized design of the power take-off based on this application greatly reduces the complexity of the operation, avoids misoperation, and improves the reliability of the system.

[0016] 2. This design is a power take-off that does not require clutch engagement. A certain amount of lubricating oil is injected into the sealing sleeve through the oil filling pipe. The lubricating oil in the sealing sleeve enters the second spline sleeve through the connecting hole. The external drive shaft and the second spline sleeve are both immersed in the oil. At the same time, the fitting clearance between the external drive shaft and the second spline sleeve is immersed in the oil. The fitting part of the drive shaft and the second spline sleeve is lubricated by the lubricating oil. At the same time, the lubricating oil flows through the drive shaft and the second spline sleeve and can drive the heat thereon, thereby cooling the drive shaft and the second spline sleeve.

[0017] 3. This design of a clutch-free power take-off utilizes an electric push rod to drive a piston. The piston moves toward the second splined sleeve and pressurizes the oil in the sealing sleeve, accelerating the flow of oil between the drive shaft and the second splined sleeve. This accelerated flow of oil helps reduce friction and resistance during transmission, thereby improving transmission efficiency. The flow of oil also removes heat generated by friction, lowering the device's temperature and preventing damage or performance degradation caused by overheating. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 A schematic diagram of a power take-off that eliminates the need to engage the clutch;

[0019] Figure 2 A schematic diagram of a physical explosion that avoids the need to engage the clutch;

[0020] Figure 3 A schematic diagram of the structure of a power take-off that avoids clutch engagement;

[0021] Figure 4 A front view of a power take-off that eliminates the need to engage a clutch;

[0022] Figure 5 A side view of a clutch-free power take-off;

[0023] Figure 6 This is an exploded diagram of a second spline sleeve and a sealing sleeve of a power take-off that avoids clutch engagement.

[0024] In the figure: base 1, housing 2, first spline sleeve 3, second spline sleeve 4, solenoid valve 5, threaded hole 6, sealing sleeve 7, bearing 8, connecting hole 9, oil filling pipe 10, heat dissipation hole 11, connecting pipe 12, piston 13, electric push rod 14, clutch mechanism 15, gear set 16, friction plate set 17, power input interface 18, power output interface 19. DETAILED DESCRIPTION

[0025] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, rather than all the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of the present invention.

[0026] See also Figure 1-6 The utility model provides a technical solution for a power take-off that is free from stepping on the clutch to engage: a power take-off that is free from stepping on the clutch to engage, comprising a base 1, a housing 2 mounted on the base 1, a gear box arranged in the housing 2, a first spline sleeve 3 rotatably mounted on one end of the housing 2, the first spline sleeve 3 being transmission-connected to the gear box, a second spline sleeve 4 rotatably mounted on the other end of the housing 2, the second spline sleeve 4 being transmission-connected to the gear box, a clutch mechanism 15 being arranged in the housing 2, a solenoid valve 5 being mounted on the second spline sleeve 4, the solenoid valve 5 being capable of controlling the clutch mechanism 15 to work. A plurality of threaded holes 6 distributed in a circumferential array are provided at one end of the second spline sleeve 4. A sealing sleeve 7 is provided on the outer cover of the second spline sleeve 4. A bearing 8 is installed between the sealing sleeve 7 and the second spline sleeve 4. The sealing sleeve 7 and the second spline sleeve 4 are sealed. A cavity is formed between the sealing sleeve 7 and the second spline sleeve 4. A plurality of communicating holes 9 connected to the sealing sleeve 7 are provided on the second spline sleeve 4. The communicating holes 9 pass through the second spline sleeve 4. Lubricating liquid is filled in the sealing sleeve 7. An oil filling pipe 10 is connected and fixedly installed on the sealing sleeve 7, and a valve is installed on the oil filling pipe 10. A certain amount of lubricating oil is injected into the sealing sleeve 7 through the oil filling pipe 10, and the lubricating oil in the sealing sleeve 7 enters the second spline sleeve 4 through the connecting hole 9. When the device is working, the second spline sleeve 4 is connected to the external drive shaft and spline-matched, and the external drive shaft is inserted into the second spline sleeve 4. The external drive shaft and the second spline sleeve 4 are both immersed in the oil. At the same time, the fitting clearance between the external drive shaft and the second spline sleeve 4 is immersed in the oil. The fitting part of the drive shaft and the second spline sleeve 4 is lubricated by the lubricating oil. At the same time, the lubricating oil flows through the drive shaft and the second spline sleeve 4 and can drive the heat thereon, which can cool the drive shaft and the second spline sleeve 4.

[0027] One end of the second spline sleeve 4 is provided with a plurality of heat dissipation holes 11 distributed in a circumferential array, and the heat dissipation holes 11 all extend into the second spline sleeve 4. By providing the heat dissipation holes 11 on the second spline sleeve 4, the heat inside the second spline sleeve 4 can be discharged to the outside through the heat dissipation holes 11, preventing heat from accumulating in the second spline sleeve 4 and being unable to be discharged.

[0028] A gear set 16 and a friction plate set 17 are provided in the housing 2. The power take-off realizes dynamic engagement of the power take-off through the internal friction plate set 17, and there is no need to step on the clutch pedal. A power input interface 18 and a power output interface 19 are respectively provided at both ends of the housing 2. The friction plate set 17 and the gear set 16 are combined to replace the traditional simple gear engagement mechanism, so that the engagement and disengagement operations of the power take-off can be realized without cutting off the power of the chassis gearbox, without damaging the power take-off gears, greatly reducing the complexity of the operation, avoiding misoperation, and improving the reliability of the system.

[0029] Among them, such as Figure 3 and Figure 4 As shown, a pressurizing mechanism is disposed outside the housing 2. This mechanism communicates with the inner cavity of the sealing sleeve 7 and is used to pressurize the lubricating fluid within the sealing sleeve 7. The pressurizing mechanism includes multiple connecting tubes 12, which are fixedly mounted on and inserted into the sealing sleeve 7 and communicate with the sealing sleeve 7. The pressurizing mechanism also includes multiple pistons 13, which are slidably disposed within the connecting tubes 12. A plurality of electric push rods 14 are fixedly mounted outside the housing 2 in a circumferential array, with the output ends of the electric push rods 14 fixedly connected to the pistons 13. A sealing gasket is disposed between the pistons 13 and the connecting tubes 12 to enhance the seal between the pistons 13 and the connecting tubes 12. The electric push rods 14 drive the pistons 13 to move toward the second splined sleeve 4, pressurizing the oil within the sealing sleeve 7 and accelerating the flow of oil between the drive shaft and the second splined sleeve 4. The accelerated flow of oil helps reduce friction and resistance during the transmission process, thereby improving transmission efficiency. The flow of oil can also take away the heat generated by friction, lower the temperature of the equipment, and prevent equipment damage or performance degradation caused by overheating.

[0030] The working principle of the present invention is as follows: during use, the drive shaft of the transmission is connected to the second spline sleeve 4 and provides power through the transmission. The extracted power is transmitted to the first spline sleeve 3 via the gearbox. The first spline sleeve 3 is connected to the external transmission shaft, and finally the power is output to the external working device through the first spline sleeve 3. The solenoid valve 5 can control the clutch mechanism 15, and the clutch mechanism 15 is used to control the connection and disconnection of power. As users have higher requirements for the intelligence, modularization and integration of power take-off and power generation systems, this application optimizes the control part of the parking power take-off and power generation system into a "one-button" control, and replaces manual operation of the clutch with the clutch mechanism 15 to cut off the transmission power of the car chassis, preventing the static engagement of the gears of the power take-off and not damaging the gears. On this basis, this application optimizes the design of the power take-off, and does not require the operator to step on the clutch pedal. The power take-off can be dynamically engaged, which greatly reduces the complexity of the operation, avoids misoperation, and improves the reliability of the system.

[0031] Furthermore, a certain amount of lubricating oil is injected into the sealing sleeve 7 through the oil filling pipe 10, and the lubricating oil in the sealing sleeve 7 enters the second spline sleeve 4 through the connecting hole 9. When the device is working, the second spline sleeve 4 is connected to the external drive shaft and spline-matched, and the external drive shaft is inserted into the second spline sleeve 4. The external drive shaft and the second spline sleeve 4 are both immersed in the oil. At the same time, the fitting clearance between the external drive shaft and the second spline sleeve 4 is immersed in the oil. The fitting part of the drive shaft and the second spline sleeve 4 is lubricated by the lubricating oil. At the same time, the lubricating oil flows through the drive shaft and the second spline sleeve 4 and can drive the heat thereon, which can cool the drive shaft and the second spline sleeve 4.

[0032] The piston 13 is then driven by the electric push rod 14 to move. The piston 13 moves toward the second spline sleeve 4 and pressurizes the oil in the sealing sleeve 7, thereby accelerating the flow of oil between the drive shaft and the second spline sleeve 4. The accelerated flow of oil helps to reduce friction and resistance during the transmission process, thereby improving transmission efficiency. The flow of oil can also carry away heat generated by friction, reduce the temperature of the equipment, and prevent equipment damage or performance degradation caused by overheating.

[0033] The above description is merely a preferred embodiment of the present invention. It should be noted that those skilled in the art may make various improvements and modifications without departing from the principles of the present invention, and such improvements and modifications should be considered within the scope of protection of the present invention. Structures, devices, and operating methods not specifically described or explained in this invention shall, unless otherwise specified or limited, be implemented in accordance with conventional means in the art.

Claims

1. A power take-off device that does not require clutch engagement, characterized in that: include: A machine base (1), a housing (2) is mounted on the machine base (1), a gear set (16) and a friction plate set (17) are arranged in the housing (2), a first spline sleeve (3) is rotatably mounted on one end of the housing (2), the first spline sleeve (3) is transmission-connected to a gear box, and a second spline sleeve (4) is rotatably mounted on the other end of the housing (2), the second spline sleeve (4) is transmission-connected to the gear box; A clutch mechanism (15) is provided in the housing (2), a solenoid valve (5) is installed on the second spline sleeve (4), and the solenoid valve (5) can control the operation of the clutch mechanism (15), a plurality of threaded holes (6) distributed in a circumferential array are provided at one end of the second spline sleeve (4), a sealing sleeve (7) is provided on the outer sleeve of the second spline sleeve (4), a bearing (8) is installed between the sealing sleeve (7) and the second spline sleeve (4), a sealing arrangement is provided between the sealing sleeve (7) and the second spline sleeve (4), a cavity is formed between the sealing sleeve (7) and the second spline sleeve (4), a plurality of communicating holes (9) connected to the sealing sleeve (7) are provided on the second spline sleeve (4), the communicating holes (9) pass through the second spline sleeve (4), a lubricating liquid is filled in the sealing sleeve (7), an oil filling pipe (10) is connected to and fixedly installed on the sealing sleeve (7), and a valve is installed on the oil filling pipe (10).

2. A clutch-free power take-off according to claim 1, characterized in that: One end of the second spline sleeve (4) is provided with a plurality of heat dissipation holes (11) distributed in a circumferential array, and the heat dissipation holes (11) all extend into the second spline sleeve (4).

3. A clutch-free power take-off according to claim 2, characterized in that: A pressurizing mechanism is provided outside the housing (2), the pressurizing mechanism being in communication with the inner cavity of the sealing sleeve (7) and being used to pressurize the lubricating fluid in the sealing sleeve (7).

4. A clutch-free power take-off according to claim 3, characterized in that: The pressurizing mechanism comprises a plurality of communicating tubes (12), wherein the communicating tubes (12) are fixedly mounted on the sealing sleeve (7) and inserted into the sealing sleeve (7), and the communicating tubes (12) are in communication with the sealing sleeve (7).

5. A clutch-free power take-off according to claim 4, characterized in that: The pressurizing mechanism further comprises a plurality of pistons (13), the pistons (13) being slidably disposed in the connecting tubes (12), and a plurality of electric push rods (14) distributed in a circumferential array being fixedly mounted outside the housing (2), the output ends of the electric push rods (14) being fixedly connected to the pistons (13).

6. A clutch-free power take-off according to claim 5, characterized in that: A sealing gasket is provided between the piston (13) and the connecting pipe (12).

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