Power take-off transmission case of engineering vehicle

Abstract

A power take-off transmission case of an engineering vehicle comprises a case body, a mechanical input shaft, an electric drive input shaft and an output shaft are installed in the case body, and the mechanical input shaft and the output shaft are coaxially aligned, and is characterized in that a coaxial gear assembly coaxially fixed to the mechanical input shaft, a speed reduction assembly connected with the electric drive input shaft and a gear shifting assembly assembled on the output shaft are further installed in the case body; the gear shifting assembly is located between the coaxial gear assembly and the speed reduction assembly and can move in the axial direction to be matched with the coaxial gear assembly or the speed reduction assembly, the gear shifting assembly is matched with the coaxial gear assembly to enable the mechanical input shaft to be in transmission connection with the output shaft, and the gear shifting assembly is matched with the speed reduction assembly to enable the electric drive input shaft to be in transmission connection with the output shaft. According to the utility model, the transmission does not need to be put into a neutral gear during motor transmission power take-off, so that the safety of power take-off transmission and the reliability of power switching are improved.

Description

Technical Field

[0001] This utility model relates to a power take-off transmission box for engineering vehicles, belonging to the field of engineering vehicle technology. Background Technology

[0002] With the continuous development of the automotive industry, some engineering vehicles have functions such as lifting, pumping, and tipping. These functions require power to be supplied to their hydraulic operating systems. Generally, this power is directly drawn from the vehicle's power supply, necessitating the addition of a power take-off (PTO) structure to the vehicle's transmission to transmit power to the hydraulic operating mechanism. The PTO structure can be connected or disconnected as needed. However, if the PTO structure only draws power from the transmission, it leads to increased fuel consumption and emissions. To meet energy conservation and environmental protection requirements, a hybrid power take-off system is used, connecting the drive motor and transmission separately to the PTO structure to reduce operating costs and engine emissions. However, this hybrid PTO system has the following drawbacks:

[0003] 1. The power take-off shaft of the gearbox is connected to the working oil pump of the hydraulic system. When the gearbox is not shifted to neutral, the motor drive will drag the gearbox in reverse. Therefore, when the motor drive takes power, the gearbox must be in neutral. When taking power, not only must the power take-off drive be shifted, but the gearbox must also be in neutral. This is inconvenient to operate and increases the risk of the gearbox being dragged in reverse.

[0004] 2. The electric motor transmission has low torque, which cannot meet the torque requirements under working conditions, thus limiting the application scenarios of electric motor power take-off. Moreover, the switching structure between electric motor transmission and gearbox transmission is complex, and there is a risk of failure to take off power due to improper switching.

[0005] 3. The gears inside the power take-off transmission are mostly lubricated by splash lubrication, which has a poor lubrication effect and causes accelerated wear of the internal gears. If an electronic oil pump or a mechanical gear pump is used for active lubrication, the oil pump needs to be connected to an external drive device, which not only makes the connection structure complicated but also increases the space volume of the power take-off transmission structure, which is not conducive to the space layout of the vehicle chassis. Utility Model Content

[0006] The power take-off (PTO) gearbox for engineering vehicles provided by this utility model enables switching between motor-driven PTO and transmission-driven PTO. When using motor-driven PTO, it is not necessary to put the transmission in neutral, which improves the safety of PTO and the reliability of power switching, enhances the reliability of motor-driven PTO, and expands the application scenarios of motor-driven PTO. In both transmission-driven and motor-driven PTO modes, the lubrication gear pump can be driven to operate, ensuring the lubrication of various components inside the gearbox. The lubrication gear pump has a simple assembly structure and does not occupy external space of the gearbox, which is beneficial to the spatial layout of the vehicle chassis.

[0007] To achieve the above objectives, the technical solution adopted by this utility model is as follows:

[0008] A power take-off (PTO) gearbox for an engineering vehicle includes a housing. The housing houses a mechanical input shaft connected to the PTO output end of a transmission, an electric drive input shaft connected to a plug-in drive motor, and an output shaft connected to a hydraulic pump of a hydraulic system. The mechanical input shaft and output shaft are coaxially aligned. The housing also houses a coaxial gear assembly fixed to the mechanical input shaft, a reduction gear assembly connected to the electric drive input shaft, and a shift assembly mounted on the output shaft. The shift assembly is located between the coaxial gear assembly and the reduction gear assembly and can move axially to engage with either the coaxial gear assembly or the reduction gear assembly. The shift assembly engages with the coaxial gear assembly to drive the mechanical input shaft and the output shaft, and engages with the reduction gear assembly to drive the electric drive input shaft and the output shaft.

[0009] Preferably, the coaxial gear assembly includes a hollow shaft, a rotating sleeve fixed coaxially with the mechanical input shaft, and a mating gear that can cooperate with the shifting assembly. The rotating sleeve and the mating gear are respectively coaxially fixed at both ends of the hollow shaft, and the hollow shaft is rotatably mounted on the output shaft.

[0010] Preferably, the reduction assembly includes a primary drive gear fixed coaxially with the electric drive input shaft, a primary driven gear meshing with the primary drive gear, a secondary drive gear fixed coaxially with the primary driven gear, a secondary driven gear meshing with the secondary drive gear, a second empty sleeve shaft fixed coaxially with the secondary driven gear, and a second mating gear that can cooperate with the shifting assembly. The second mating gear is coaxially fixed on the second empty sleeve shaft, and the second empty sleeve shaft is rotatably mounted on the output shaft.

[0011] Preferably, the first and second mating gears are located on both sides of the shift assembly and have the same outer diameter. The output shaft passes through the second empty sleeve shaft and extends into the first empty sleeve shaft, and is supported by bearings in the first and second empty sleeve shafts.

[0012] Preferably, the shifting assembly includes a shifting gear coaxially fixed on the output shaft and a sliding sleeve sleeved on and slidably engaged with the shifting gear. The shifting gear and the sliding gear are disposed between a first engaging gear and a second engaging gear. The sliding sleeve slides axially on the shifting gear and engages with either the first engaging gear or the second engaging gear.

[0013] Preferably, the electric drive input shaft is parallel to the output shaft, and the first-stage driven gear and the second-stage driving gear are coaxially fixed by an intermediate shaft that is parallel to the output shaft and the electric drive input shaft.

[0014] Preferably, the output shaft is located at the bottom of the housing, and an active lubrication oil passage for active lubrication of the internal components is opened inside the housing. A lubrication gear pump connected to the active lubrication oil passage is installed inside the housing, and the drive gear of the lubrication gear pump is mounted on the output shaft.

[0015] The beneficial effects of the utility model are:

[0016] This utility model discloses a power take-off (PTO) transmission for engineering vehicles. The mechanical input shaft is connected to the PTO output end of the transmission and is coaxially fixed to a coaxial gear assembly. The electric drive input shaft is connected to a plug-in drive motor and a reduction gear assembly. A shift assembly is mounted on the output shaft, positioned between the coaxial gear assembly and the reduction gear assembly. When the shift assembly engages with the coaxial gear assembly, the mechanical input shaft and output shaft are connected, transmitting the transmission's power to the hydraulic pump, driving the hydraulic operating system and forming a transmission PTO. When the shift assembly engages with the reduction gear assembly, the electric drive input shaft and output shaft are connected, transmitting the plug-in drive motor's power to the hydraulic pump, driving the hydraulic operating system and forming a motor PTO. The power source is switched via the movement of the shifting assembly, enabling the switching between motor-driven power take-off and gearbox-driven power take-off. The shifting assembly isolates the mechanical input shaft from the output shaft. When the shifting assembly and the reduction assembly are engaged, the transmission connection between the mechanical input shaft and the output shaft is disconnected, preventing the output shaft from dragging the gearbox through the input shaft when the motor is driving power take-off. When the motor is driving power take-off, there is no need to put the gearbox in neutral, improving the safety of the power take-off transmission and the reliability of power switching. When the motor is driving power take-off, the reduction assembly effectively reduces and increases the output torque of the plug-in drive motor, allowing the hydraulic operating system to adapt well to the torque requirements under operating conditions, improving the reliability of the motor-driven power take-off, and expanding the application scenarios of the motor-driven power take-off.

[0017] A lubrication gear pump fixed on the output shaft pumps the oil from the bottom of the gearbox to the active lubrication oil passage inside the gearbox, providing active lubrication for the gears and bearings inside the gearbox. The lubrication gear pump can be driven when the transmission takes power or the motor takes power, ensuring the lubrication of all components inside the gearbox. The lubrication gear pump does not require external drive equipment and is installed inside the gearbox, resulting in a simple assembly structure that does not occupy external space and is beneficial for the space layout of the vehicle chassis. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the power take-off transmission box of the engineering vehicle according to this utility model.

[0019] Figure 2 This is a diagram of the transmission structure inside the housing. Detailed Implementation

[0020] The following combination Figures 1-2 The embodiments of this utility model will be described in detail below.

[0021] A power take-off (PTO) gearbox for an engineering vehicle includes a housing 10. The housing 10 houses a mechanical input shaft 1 connected to the PTO output end of a transmission 4, an electric drive input shaft 2 connected to a plug-in drive motor 5, and an output shaft 3 connected to a working oil pump 6 of a hydraulic system. The mechanical input shaft 1 and the output shaft 3 are coaxially aligned. The housing also houses a coaxial gear assembly 7 fixed coaxially to the mechanical input shaft 1, a reduction gear assembly 8 connected to the electric drive input shaft 2, and a shift assembly 9 mounted on the output shaft 3. The shift assembly 9 is located between the coaxial gear assembly 7 and the reduction gear assembly 8 and can move axially to engage with either the coaxial gear assembly 7 or the reduction gear assembly 8. The shift assembly 9 engages with the coaxial gear assembly 7 to drive the mechanical input shaft 1 and the output shaft 3, and the shift assembly 9 engages with the reduction gear assembly 8 to drive the electric drive input shaft 2 and the output shaft 3.

[0022] The power take-off (PTO) gearbox of the engineering vehicle described above has a mechanical input shaft 1 connected to the PTO output end of the transmission 4 and coaxially fixed with the coaxial gear assembly 7. An electric drive input shaft 2 is connected to the plug-in drive motor 5 and the reduction assembly 8. A shift assembly 9, located between the coaxial gear assembly 7 and the reduction assembly 8, is mounted on the output shaft 3. When the shift assembly 9 engages with the coaxial gear assembly 7, the mechanical input shaft 1 and output shaft 3 are connected, transmitting the power of the transmission 4 to the working oil pump 6, driving the hydraulic operating system and forming a transmission PTO. When the shift assembly 9 engages with the reduction assembly 8, the electric drive input shaft 2 and output shaft 3 are connected, transmitting the power of the plug-in drive motor 5 to the working oil pump 6, driving the hydraulic operating system and forming a motor PTO. The power take-off (PTO) system switches between motor-driven and gearbox-driven power take-off via the movement of the shift assembly 9. The mechanical input shaft 1 and output shaft 3 are isolated by the shift assembly 9. When the shift assembly 9 cooperates with the reduction assembly 8, the transmission connection between the mechanical input shaft 1 and output shaft 3 is disconnected, preventing the output shaft 3 from dragging the gearbox through the input shaft 1 when the motor-driven power take-off is in operation. When the motor-driven power take-off is in operation, there is no need to put the gearbox in neutral, improving the safety of the power take-off transmission and the reliability of power switching. When the motor-driven power take-off is in operation, the reduction assembly 8 effectively reduces and increases the output torque of the plug-in drive motor 5, enabling the hydraulic operating system to adapt well to the torque requirements under operating conditions, improving the reliability of the motor-driven power take-off, and increasing the application scenarios of the motor-driven power take-off.

[0023] The coaxial gear assembly 7 includes an empty shaft 71, a rotating bushing 72 coaxially fixed to the mechanical input shaft 71, and a mating gear 73 that can cooperate with the shift assembly 9. The rotating bushing 72 and the mating gear 73 are respectively coaxially fixed at both ends of the empty shaft 71, and the empty shaft 71 is rotatably mounted on the output shaft 3. The power take-off end of the transmission 1 drives the mechanical input shaft 1. The mechanical input shaft 1 drives the rotating bushing 72, the empty bushing 71, and the mating gear 73 to rotate synchronously. When the shift assembly 9 is not engaged with the mating gear 73, the mating gear 73 cannot transmit power to the output shaft 3 through the shift assembly 9. At this time, the mechanical input shaft 1 and the output shaft 3 are disconnected, and the output power of the transmission cannot be transmitted to the working oil pump 6. Only when the shift assembly 9 moves to engage with the mating gear 73 is a transmission connection formed between the mechanical input shaft 1 and the output shaft 3. The mating gear 73 transmits power to the output shaft 3 through the shift assembly 9. The output shaft 3 drives the working oil pump 6 to start, driving the hydraulic working system to operate and realize the transmission power take-off of the transmission. Therefore, when the shift assembly 9 is not engaged with the mating gear 73, the output shaft 3 and the mechanical input shaft 1 are disconnected. The rotation of the output shaft 3 will not drive the mechanical input shaft to rotate, and will not cause reverse drag on the transmission. When the motor drives the power take-off, there is no need to put the transmission in neutral, saving the operation of putting the transmission in neutral and improving the convenience and safety of power switching.

[0024] The reduction assembly 8 includes a primary drive gear 81 coaxially fixed to the electric drive input shaft 2, a primary driven gear 82 meshing with the primary drive gear 81, a secondary drive gear 83 coaxially fixed to the primary driven gear 82, a secondary driven gear 84 meshing with the secondary drive gear 83, a hollow shaft 85 coaxially fixed to the secondary driven gear 84, and a mating gear 86 that can cooperate with the shift assembly 9. The mating gear 86 is coaxially fixed to the hollow shaft 85, and the hollow shaft 85 is rotatably mounted on the output shaft 3. The reduction assembly 8 includes two-stage reduction, which reduces and increases the torque of the output power of the plug-in drive motor 5 before transmitting it to the mating gear 86. When the shift assembly 9 moves to engage with the mating gear 86, the output power of the plug-in drive motor 5 is transmitted to the output shaft 3 via the output shaft 2, the reduction assembly 3, and the shift assembly 9. The output shaft 3 drives the working oil pump 6 to start, driving the hydraulic operating system to operate and realizing motor power take-off.

[0025] The first mating gear 73 and the second mating gear 86 are positioned on both sides of the shift assembly 9 and have equal outer diameters. The output shaft 3 extends through the second empty shaft 85 into the first empty shaft 71 and is supported by bearings within the first empty shaft 85 and the second empty shaft 71. The shift assembly 9 is located between the first mating gear 73 and the second mating gear 86, which have equal outer diameters, ensuring that the shift assembly 9 can engage with either the first mating gear 73 or the second mating gear 86. The axial movement of the shift assembly 9 enables the switching between motor drive and gearbox drive power.

[0026] The shift assembly 9 includes a shift gear 91 coaxially fixed on the output shaft 3 and a sliding sleeve 92 sleeved on the shift gear 91 and slidably engaged with it. The shift gear 91 and the sliding sleeve 92 are disposed between the first cooperating gear 73 and the second cooperating gear 86. The sliding sleeve 92 slides axially on the shift gear 91 and engages with the first cooperating gear 73 or the second cooperating gear 83. As shown in the attached diagram, the shift gear 91 is fixed to the output shaft 3. The sliding sleeve 92 is fitted onto the shift gear 91 and rotates synchronously with it. When the sliding sleeve 92 slides to the left on the shift gear 91 and engages with the second gear 86, a transmission connection is formed between the mechanical input shaft 1 and the output shaft 3, transmitting the output power of the transmission 4 to the working oil pump 6 to drive the hydraulic operating system. At this time, the electric drive input shaft 2 and the output shaft 3 are disconnected, and the power of the plug-in drive motor 5 cannot be transmitted to the output shaft 3. When the sliding sleeve 92 slides to the right on the shift gear 91 and engages with the first gear 73, a transmission connection is formed between the electric drive input shaft 2 and the output shaft 3, transmitting the output power of the plug-in drive motor 5 to the working oil pump 6 to drive the hydraulic operating system. At this time, the mechanical input shaft 1 and the output shaft 3 are disconnected, and the output power of the transmission cannot be transmitted to the output shaft 3. The rotation of the output shaft 3 will not cause any reverse drag on the transmission 4.

[0027] The electric drive input shaft 2 is parallel to the output shaft 3. The primary driven gear 82 and the secondary driving gear 83 are coaxially fixed by an intermediate shaft 11 that is parallel to the output shaft 3 and the electric drive input shaft 2. The intermediate shaft 11 supports the primary driven gear 82 and the secondary driving gear 83, ensuring the structural stability of the reduction assembly 8. According to the reduction and torque increase requirements of the reduction assembly 8, the primary driven gear 82 and the secondary driving gear 83 of appropriate diameter are assembled on the intermediate shaft 11 to improve the speed ratio.

[0028] The output shaft 3 is located at the bottom of the housing 10. An active lubrication channel is formed inside the housing 10 to actively lubricate the internal components. A lubrication gear pump 12, connected to the active lubrication channel, is installed inside the housing. The drive gear of the lubrication gear pump 12 is mounted on the output shaft. The lubrication gear pump 12, also located at the bottom of the housing, cooperates with the output shaft 3 and is connected to the active lubrication channel inside the housing. When the output shaft 3 rotates, the lubrication gear pump 12 rotates synchronously, pumping oil from the bottom of the housing to the active lubrication channel inside the housing, providing active lubrication to the gears and bearings inside the housing. The lubrication gear pump 12 is connected to the output shaft 3 and can be driven by both the transmission and motor power take-offs, ensuring lubrication of all components inside the housing 10. The lubrication gear pump 12 requires no external drive and is located inside the housing, resulting in a simple assembly structure that does not occupy external space, thus facilitating the spatial arrangement of the vehicle chassis.

[0029] When the power take-off transmission of the engineering vehicle described above is used to take power from the hydraulic operating system of the engineering vehicle, under the condition of having a plug-in power supply, the shift assembly 9 and the reduction assembly 8 cooperate to form a transmission connection between the electric drive input shaft 2 and the shift assembly 9. The output power of the plug-in drive motor 5 is transmitted to the working oil pump 6 through the electric drive input shaft 2, the reduction assembly 8, the shift assembly 9 and the output shaft 3 to drive the hydraulic operating system. Under the condition of not having a plug-in power supply, the shift assembly 8 and the coaxial gear assembly 7 cooperate to form a transmission connection between the mechanical input shaft 1 and the shift assembly 8. The output power of the transmission is transmitted to the working oil pump 3 through the mechanical input shaft 1, the coaxial gear assembly 7 and the shift assembly 8 and the output shaft 3 to drive the hydraulic operating system.

[0030] The technical solutions of the embodiments of this utility model have been fully described above with reference to the accompanying drawings. It should be noted that the described embodiments are only a part of the embodiments of this utility model. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of this utility model.

Claims

1. A power take-off (PTO) gearbox for an engineering vehicle, comprising a housing, wherein the housing houses a mechanical input shaft connected to the PTO output end of a transmission, an electric drive input shaft connected to a plug-in drive motor, and an output shaft connected to a working oil pump of a hydraulic system, wherein the mechanical input shaft and the output shaft are coaxially aligned, characterized in that: The housing also contains a coaxial gear assembly fixed coaxially with the mechanical input shaft, a reduction gear assembly connected to the electric drive input shaft, and a shift assembly mounted on the output shaft. The shift assembly is located between the coaxial gear assembly and the reduction gear assembly and can move axially to cooperate with the coaxial gear assembly or the reduction gear assembly. The shift assembly cooperates with the coaxial gear assembly to drive the mechanical input shaft and the output shaft, and the shift assembly cooperates with the reduction gear assembly to drive the electric drive input shaft and the output shaft.

2. The power take-off transmission box for engineering vehicles according to claim 1, characterized in that: The coaxial gear assembly includes a hollow shaft, a rotating sleeve fixed coaxially with the mechanical input shaft, and a mating gear that can cooperate with the shifting assembly. The rotating sleeve and the mating gear are respectively fixed coaxially at both ends of the hollow shaft, and the hollow shaft is rotatably mounted on the output shaft.

3. The power take-off transmission box for engineering vehicles according to claim 2, characterized in that: The reduction gear assembly includes a primary drive gear fixed coaxially with the electric drive input shaft, a primary driven gear meshing with the primary drive gear, a secondary drive gear fixed coaxially with the primary driven gear, a secondary driven gear meshing with the secondary drive gear, a second empty sleeve shaft fixed coaxially with the secondary driven gear, and a second mating gear that can cooperate with the shifting assembly. The second mating gear is coaxially fixed on the second empty sleeve shaft, and the second empty sleeve shaft is rotatably mounted on the output shaft.

4. The power take-off transmission box for engineering vehicles according to claim 3, characterized in that: The first and second gears are arranged on both sides of the shift assembly and have the same outer diameter. The output shaft passes through the second empty sleeve shaft and extends into the first empty sleeve shaft, and is supported by bearings in the first and second empty sleeve shafts.

5. The power take-off transmission box for engineering vehicles according to claim 4, characterized in that: The shifting assembly includes a shifting gear coaxially fixed on the output shaft and a sliding sleeve sleeved on and slidably engaged with the shifting gear. The shifting gear and the sliding gear are disposed between a first engaging gear and a second engaging gear. The sliding sleeve slides axially on the shifting gear and engages with either the first engaging gear or the second engaging gear.

6. The power take-off transmission box for engineering vehicles according to claim 3, characterized in that: The electric drive input shaft is parallel to the output shaft, and the first-stage driven gear and the second-stage driving gear are coaxially fixed through an intermediate shaft that is parallel to the output shaft and the electric drive input shaft.

7. The power take-off transmission box for engineering vehicles according to claim 1, characterized in that: The output shaft is located at the bottom of the housing. An active lubrication oil passage is opened inside the housing to actively lubricate the internal components. A lubrication gear pump connected to the active lubrication oil passage is installed inside the housing, and the driving gear of the lubrication gear pump is mounted on the output shaft.

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