Rear power takeoff for new energy transmission

Abstract

The utility model discloses a rear power takeoff for a new energy transmission. The rear power takeoff aims to solve the problem that a large-torque new energy transmission lacks an adaptive power takeoff. Comprising a power takeoff shell, a hollow shaft is arranged in the power takeoff shell, the hollow shaft is connected with an intermediate shaft of a transmission when the power takeoff is connected with the transmission, an input gear is installed on the hollow shaft through a needle bearing, a clutch gear sleeve is further installed on the input gear, a shifting fork is arranged above the clutch gear sleeve, the shifting fork is connected with a gear engaging structure, and input and interruption of power are achieved. The input gear is connected with an output gear shaft, the output gear shaft is further connected with an output flange plate, and the output flange plate is connected with external equipment when the power takeoff works and can bear large torque and keep stable operation.

Description

Technical Field

[0001] This utility model relates to the field of mechanical engineering transmission devices, specifically to a rear power take-off unit for a new energy transmission. Background Technology

[0002] To adapt to the new energy market, a new energy transmission was developed. However, due to its insufficient adaptability to harsh working conditions such as low-speed heavy-load and ultra-heavy-load traction in mining areas, a high-torque new energy transmission capable of providing stronger power was further developed. With the increasing trend in transmission input torque, there is a corresponding trend and demand for increased torque in the power take-off (PTO), necessitating the adaptive development and matching of high-torque PTOs.

[0003] To meet the high power take-off demand and increased output speed requirements of users' pure electric non-road mining vehicles, it is urgent to develop a high-torque rear power take-off unit with a lower speed ratio for the high-torque new energy transmission of the product, so as to realize the function of high torque power take-off of the transmission. Utility Model Content

[0004] The purpose of this utility model is to provide a rear power take-off (PTO) for new energy transmissions, so as to overcome the problem that there is a lack of suitable PTOs for high-torque new energy transmissions.

[0005] To achieve the above objectives, the present invention adopts the following technical solution:

[0006] A rear power take-off unit for a new energy transmission includes:

[0007] The power take-off housing contains a hollow shaft, which is connected to the intermediate shaft of the transmission when the power take-off is connected to the transmission. The hollow shaft is connected to the output gear shaft through the input gear, and the output gear shaft is also connected to the output flange.

[0008] The input gear is also equipped with a clutch sleeve, and a shift fork is set above the clutch sleeve. The shift fork is connected to the gear shifting structure.

[0009] The clutch sleeve is connected to the input gear via a spline, and the external spline at the rear end of the intermediate shaft of the transmission is connected to the internal spline of the hollow shaft of the power take-off.

[0010] The input gear is mounted on a hollow shaft via a bearing spacer and a needle roller bearing, and is supported on the power take-off housing by a cylindrical roller bearing on the right end.

[0011] The output gear shaft is supported on the power take-off housing by tapered roller bearings and is in constant mesh with the input gear.

[0012] The output gear shaft is connected to the output flange via an involute spline.

[0013] The gear shifting structure is a pneumatic gear shifting structure, integrated on the upper part of the power take-off housing, including a cylinder connected to the air source, and the cylinder includes a cylinder body and a cylinder head;

[0014] The cylinder block is installed on the upper part of the power take-off housing and connected to the cylinder head with an air intake port; the piston is installed inside the cylinder block and is connected to the shift fork through the piston fork shaft.

[0015] The cylinder body is also equipped with a limit sleeve and a return spring. The limit sleeve is in contact with the bottom of the cylinder body, and one end of the return spring abuts against the limit sleeve and the other end abuts against the piston.

[0016] The power take-off unit also includes a pressure switch, located on the upper part of the power take-off unit, to detect the gear engagement status of the power take-off unit.

[0017] The input and output gear shafts have a reinforced shot-peened heat treatment layer.

[0018] The power take-off (PTO) chamber is connected to the gearbox chamber, forming a channel for lubricating substances in the gearbox to enter the PTO.

[0019] Compared with the prior art, the present invention has the following beneficial technical effects:

[0020] This invention proposes a rear power take-off (PTO) specifically designed for new energy vehicle transmissions. Its rational structural layout effectively adapts to high-torque new energy transmissions. The PTO housing serves as the base of the entire device, ensuring stable installation and reliable operation of all components. The hollow shaft connects to the transmission's intermediate shaft, achieving efficient power input. The cooperation between the input and output gear shafts ensures smooth power transmission, meeting the demands of high torque transmission. The output flange transmits power to external equipment, ensuring the stability and accuracy of power output. Furthermore, the coordinated operation of the clutch sleeve, shift fork, and gear engagement structure enables rapid and precise gear engagement and disengagement, improving the PTO's response speed and handling performance. This design allows the PTO to withstand high torque and maintain stable operation, thus overcoming the problem of a lack of compatible PTOs for high-torque new energy vehicle transmissions. Attached Figure Description

[0021] Figure 1 This is a schematic diagram of the rear power take-off (PTO) structure for a new energy transmission in an embodiment of this utility model.

[0022] Figure 2 This is a schematic diagram of the rear power take-off transmission gear pair structure for a new energy transmission in an embodiment of this utility model.

[0023] In the diagram, 1-pressure switch; 2-shift fork; 3-power take-off housing; 4-limit sleeve; 5-cylinder body; 6-O-ring seal; 7-cylinder head; 8-clutch sleeve; 9-hollow shaft; 10-bearing spacer; 11-input gear; 12-output gear shaft; 13-tapered roller bearing; 14-return spring; 15-piston; 16-piston fork shaft; 17-needle roller bearing; 18-cylindrical roller bearing; 19-output flange. Detailed Implementation

[0024] To adapt to the new energy market, a new energy transmission was developed. However, due to its insufficient adaptability to harsh working conditions such as low-speed heavy-load and ultra-heavy-load traction in mining areas, a high-torque new energy transmission capable of providing stronger power was further developed. With the increasing trend in transmission input torque, there is a corresponding trend and demand for increased torque in the power take-off (PTO), necessitating the adaptive development and matching of high-torque PTOs.

[0025] To meet the high power take-off demand and increased output speed requirements of users' pure electric non-road mining vehicles, it is urgent to develop a high-torque rear power take-off unit with a lower speed ratio for the high-torque new energy transmission of the product, so as to realize the function of high torque power take-off of the transmission.

[0026] Based on the above background, this application provides a rear power take-off (PTO) for a new energy transmission by adjusting and strengthening the structure to reduce the speed ratio, thereby matching the characteristics of high output speed and meeting the requirements of high speed and high torque.

[0027] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0028] In the description of this utility model, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model and simplifying the description, and are not intended to indicate or imply that the device or component referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model.

[0029] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installed," "equipped with," "sleeved / connected," "connected," etc., should be interpreted broadly. For example, "connection" can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium; it can be a connection within two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0030] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, "several" means two or more, unless otherwise explicitly specified.

[0031] Reference Figure 1 and Figure 2 The image shows a specific embodiment of the rear power take-off (PTO) for a new energy transmission provided by this utility model, comprising:

[0032] The power take-off housing 3 serves as the basic support structure for the entire power take-off. It contains a hollow shaft 9, which is connected to the intermediate shaft of the transmission when the power take-off is connected to the transmission. The hollow shaft 9 is connected to the output gear shaft 12 via the input gear 11. The output gear shaft 12 is also connected to the output flange 19, which is connected to external equipment when the power take-off is working.

[0033] The input gear 11 is also equipped with a clutch sleeve 8, and a shift fork 2 is provided above the clutch sleeve 8. The shift fork 2 is connected to the gear shifting structure.

[0034] Specifically, the external spline at the rear end of the intermediate shaft of the transmission is connected to the internal spline of the hollow shaft 9 of the power take-off (PTO), transmitting power from the transmission to the PTO and serving as the starting point for power transmission. The input gear 11 is mounted on the hollow shaft 9 via a bearing spacer 10 and a needle roller bearing 17, and supported on the PTO housing 3 by a cylindrical roller bearing 18 at the right end. The clutch sleeve 8 is splined to the input gear 11. The input gear 11, through its engagement with the clutch sleeve 8, transmits power to the output gear shaft 12. Its tooth count and module design determine the speed ratio, making it a core component for adjusting the speed ratio. The output gear shaft 12 is supported on the PTO housing 3 by a tapered roller bearing 13, receiving power from the input gear and constantly meshing with the input gear 11. The output gear shaft 12 is connected to the output flange 19 via an involute spline, transmitting power to the output flange 19. The output flange 19, as the final component for power output, connects to external equipment, transmitting power to the equipment requiring power take-off.

[0035] Considering the frequent gear shifting and disengaging actions of mining vehicles during use, and the need for the gear shifting structure to respond quickly and stably to frequent gear shifting actions, in this specific embodiment, the gear shifting structure connected to the shift fork 2 adopts a pneumatic gear shifting structure. This structure is integrated on the upper part of the power take-off housing 3 and includes a cylinder connected to the air source. The cylinder includes a cylinder body 5 and a cylinder head 7.

[0036] Specifically, the cylinder body 5 is installed on the upper part of the power take-off housing 3 and connected to the cylinder head 7, which has an air inlet, for receiving external compressed air. Inside the cylinder body 5 is a piston 15, which is connected to a shift fork 2 via a piston fork shaft 16. When compressed air enters the cylinder, it pushes the piston 15 to move, thereby driving the shift fork 2 through the piston fork shaft 16 to achieve the gear engagement action. An O-ring seal 6 is provided on the piston 15. The cylinder body 5 also contains a limit sleeve 4 and a return spring 14. The limit sleeve 4 contacts the bottom of the cylinder body 5, acting as a limit to ensure that the piston 15 does not disengage from the cylinder body when it reaches its extreme position, while also ensuring the accuracy of the gear engagement stroke. One end of the return spring 14 abuts against the limit sleeve 4, and the other end abuts against the piston 15. When the air supply is cut off, the elastic force of the return spring 14 pushes the piston 15 and the shift fork 2 back to their initial positions, achieving the gear disengagement action.

[0037] In one specific embodiment, the power take-off provided by this utility model is further equipped with a pressure switch 1, which is located on the upper part of the power take-off, specifically as follows: Figure 1 The side position shown is used to detect the gear engagement status of the power take-off. During the gear engagement process, when the piston fork shaft 16 moves to a certain position, it will trigger the pressure switch 1. At this time, the pressure switch 1 lights up to indicate the gear engagement status.

[0038] Because it needs to withstand the force transmitted from the high-torque transmission, in order to further improve the strength of the power take-off, in a specific embodiment of this utility model, the surfaces of the input gear 11 and the output gear shaft 12 are subjected to shot peening heat treatment to form a reinforced shot peening heat treatment layer on their surfaces, thereby improving the strength and toughness of these two key components and enabling them to withstand greater torque.

[0039] To avoid requiring a separate lubrication system for the power take-off (PTO), in one specific embodiment of this invention, the PTO is installed above the rear cover of the transmission housing. The PTO cavity and the transmission cavity are connected, and the PTO is positioned lower within the transmission cavity, creating a channel for lubricating substances to pass between the PTO and the transmission. Taking lubricating oil as an example, the lubricating oil in the transmission cavity can flow into the PTO, allowing the PTO and transmission to share the same lubricating oil, eliminating the need for separate lubrication of the PTO. To ensure consistent mounting hole positions of the PTO on the transmission, the PTO provided by this invention is achieved by increasing the radial dimension of the PTO housing, giving the housing 3 high versatility. Only corresponding gear adjustments are needed to achieve low-cost matching of PTOs with different required speed ratios.

[0040] The following provides a specific implementation method of this utility model in conjunction with a more specific use case, aiming to make this solution easier to understand.

[0041] Because the existing F4E240 series new energy transmissions were insufficiently adaptable to harsh working conditions such as low-speed heavy-load and ultra-heavy-load traction in mining areas, the F4E285 new energy transmission was developed and strengthened based on it. With the increasing trend of transmission input torque, the torque of the corresponding power take-off (PTO) also tends to increase, necessitating the adaptive development and matching of a high-torque rear PTO. In this specific embodiment, for the F4E285 new energy transmission, a high-torque rear PTO QH100E with a speed ratio of 0.55 was developed to realize the high-torque power take-off function of the transmission, meeting the high power take-off requirements and increased output speed requirements of pure electric non-road mining vehicles.

[0042] Specifically, the 0.8 speed ratio QH70C power take-off is upgraded to a 0.55 speed ratio QH100E power take-off, increasing the output torque to 1000 Nm. Its structure is referenced... Figure 1 and Figure 2 As shown, where Figure 1 This is a cross-sectional view of the power take-off unit. Figure 2 The diagram shows a cross-section taken from the output flange 19. The external spline at the rear end of the intermediate shaft of the transmission is connected to the internal spline of the hollow shaft 9 of the power take-off, transmitting power to the hollow shaft 9. The input gear 11 is mounted on the hollow shaft 9 via a bearing spacer 10 and a needle roller bearing 17, and is supported on the power take-off housing via a cylindrical roller bearing 18 at the right end. A clutch sleeve 8 is mounted on the input gear 11, and the two are splined together. A shift fork 2 is provided above the sleeve 8, using a pneumatic shifting structure. By controlling the air supply and de-supply, the shift fork 2 drives the clutch sleeve 8 to achieve shifting and disengaging. The output gear shaft 12 is supported on the power take-off housing via two tapered roller bearings 13 and is constantly meshed with the input gear 11 to transmit torque. The output gear shaft 12 is connected to the output flange 19 via an involute spline to complete the power output.

[0043] The power take-off (PTO) power transmission process is as follows: the internal spline of the hollow shaft 9 of the PTO is constantly engaged with the external spline at the rear end of the intermediate shaft of the transmission. The transmission inputs power to the hollow shaft 9 of the PTO. The internal spline of the clutch sleeve 8 is constantly engaged with the external spline of the input gear 11, and the clutch sleeve 8 can slide left and right to realize the gear engagement and disengagement actions. When the PTO is engaged, the clutch sleeve 8 slides to the left and engages with the external spline on the hollow shaft 9, transmitting power to the input gear 11. The input gear 11 is constantly engaged with the output gear shaft 12, transmitting power to the output gear shaft 12. The output gear shaft 12 is splinedly connected to the output flange 19, thus transmitting power to the output flange 19. When the PTO is disengaged, the clutch sleeve 8 slides to the right, returning to full engagement only with the external spline of the input gear 11. A needle roller bearing 17 is installed between the hollow shaft 9 and the input gear 11, preventing power from being transmitted from the hollow shaft 9 to the input gear 11, thus interrupting power transmission.

[0044] The power take-off (PTO) operation method provided by this utility model is a one-way pneumatic operation with a return spring. This operation method has relatively low requirements for the pressure and flow rate of the air source, reducing dependence on the air source and avoiding the problem of unreliable operation caused by the small pressure difference on both sides of the piston in two-way pneumatic operation. Therefore, it shares the air source with the whole vehicle. The cylinder is integrated in the PTO housing, and a cavity is formed by the cooperation of the cylinder body 5, piston 15, O-ring seal 6 and cylinder head 7. The cylinder head 7 is provided with an air inlet. After connecting the external air source, the gear engagement action is realized, and the return spring 14 is compressed; after cutting off the external air source, the return spring 14 returns to its original position, realizing the gear disengagement action. In order to achieve the requirement of high output speed, this solution is designed by adjusting the gear parameters and rearranging the speed ratio. At the same time, the materials of the input gear 11 and the output gear shaft 12 are improved, and a strengthening shot peening heat treatment is added to improve the strength of the input gear 11 and the output gear shaft 12, thereby enabling them to withstand greater torque.

[0045] This solution addresses the lack of compatible power take-off (PTO) devices for high-torque new energy vehicle transmissions by proposing a PTO design that meets the demands of high torque and high speed. The solution features structural design optimizations and upgrades. By adjusting tooth parameters and rearranging the gear ratio, the speed ratio is optimized to 0.55, significantly improving the output speed. Simultaneously, the materials of the input gear 11 and output gear shaft 12 have been improved, and a reinforced shot peening heat treatment process has been added, greatly enhancing the gears' strength and fatigue resistance. This ensures they can withstand the stress during high torque transmission, guaranteeing the power output of the high-torque transmission.

[0046] Furthermore, the power take-off (PTO) employs a pneumatic shifting structure, integrating with the vehicle's air supply to achieve rapid and reliable shifting, improving its handling performance and response speed to meet the demands of frequent gear changes. Its installation location is designed at the lower left of the transmission rear cover housing, sharing lubricating oil with the transmission. This not only optimizes the spatial layout and improves structural compactness but also simplifies the lubrication and cooling systems, reducing maintenance costs and enhancing system reliability and lifespan.

[0047] In summary, this design effectively solves the compatibility problem between high-torque new energy transmissions and power take-offs through innovations in speed ratio optimization, material improvement, reinforcement, and system integration. It meets the operational requirements of pure electric non-road mining vehicles under harsh conditions and improves the performance and reliability of the entire power system. Specifically, the power take-off housing 3 provides a stable base, the hollow shaft 9 ensures power input, the reinforced design of the input gear 11 and output gear shaft 12 guarantees high torque transmission, and the shift fork 2 and pneumatic shifting structure, including the cylinder block 5, cylinder head 7, and piston 15, enable rapid shifting and disengaging operations. The shared lubrication system further enhances the system's stability and ease of maintenance.

[0048] The foregoing has shown and described the basic principles, main features, and advantages of this utility model. Those skilled in the art should understand that this utility model is not limited to the above embodiments. The embodiments and descriptions in the specification are merely preferred examples and are not intended to limit the utility model. Various changes and modifications can be made to this utility model without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claimed utility model. The scope of protection of this utility model is defined by the appended claims and their equivalents.

Claims

1. A power take-off for a new energy transmission, characterized in that, It comprises: A power take-off housing (3) is provided with a hollow shaft (9) connected with the intermediate shaft of the transmission when the power take-off is connected with the transmission, the hollow shaft (9) is connected with an output gear shaft (12) through an input gear (11), and the output gear shaft (12) is further connected with an output flange (19); The input gear (11) is further provided with a clutch sleeve (8), and a shift fork (2) is arranged above the clutch sleeve (8), and the shift fork (2) is connected with a gear shifting structure.

2. The power take-off device for a new energy transmission according to claim 1, characterized in that, The clutch sleeve (8) and the input gear (11) are connected through splines, and the outer spline at the rear end of the intermediate shaft of the transmission is connected with the inner spline of the hollow shaft (9) of the power take-off.

3. The power take-off device for a new energy transmission according to claim 1, characterized in that, The input gear (11) is installed on the hollow shaft (9) through a bearing spacer (10) and a needle bearing (17), and is supported on the power take-off housing (3) through a right end cylindrical roller bearing (18).

4. The power take-off device for a new energy transmission according to claim 1, characterized in that, The output gear shaft (12) is supported on the power take-off housing (3) through a tapered roller bearing (13) and is always engaged with the input gear (11).

5. The power take-off device for a new energy transmission according to claim 1, characterized in that, The output gear shaft (12) is connected with the output flange (19) through involute splines.

6. The power take-off device for a new energy transmission according to claim 1, characterized in that, The gear shifting structure is a pneumatic gear shifting structure integrated on the upper part of the power take-off housing (3), which comprises a cylinder connected with an air source, and the cylinder comprises a cylinder body (5) and a cylinder cover (7). The cylinder body (5) is installed on the upper part of the power take-off housing (3) and is connected with the cylinder cover (7) provided with an air inlet; a piston (15) is arranged in the cylinder body (5), and the piston (15) is connected with the shift fork (2) through a piston fork shaft (16).

7. The power take-off device for a new energy transmission according to claim 6, characterized in that, A limiting sleeve (4) and a return spring (14) are further arranged in the cylinder body (5), the limiting sleeve (4) is in contact with the bottom of the cylinder body (5), one end of the return spring (14) abuts against the limiting sleeve (4), and the other end abuts against the piston (15).

8. The power take-off device for a new energy transmission according to claim 6, characterized in that, A pressure switch (1) is further arranged on the upper part of the power take-off to detect the gear shifting state of the power take-off.

9. The power take-off device for a new energy transmission according to claim 1, characterized in that, The input gear (11) and the output gear shaft (12) are provided with a strengthened shot blasting heat treatment layer on the surface.

10. The power take-off device for a new energy transmission according to claim 1, characterized in that, The power take-off cavity is communicated with the transmission box cavity to form a channel for the lubricating material in the transmission box to enter the power take-off.

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