A power take-off gear engagement structure

Abstract

The utility model relates to the technical field of power takeoff gear hanging, discloses a power takeoff gear hanging structure, the structure includes the power takeoff gear hanging assembly of the input gear shaft end portion of casing, the end portion of input gear shaft is inserted and is connected with the through axle, and is connected to the transmission assembly through the through axle, the power takeoff gear hanging assembly includes the power takeoff gear casing and the gear hanging assembly, the gear hanging assembly slidingly sets up in input gear shaft end portion, the power takeoff gear casing sets up on the gear hanging assembly, the power takeoff gear casing is equipped with the air -intake thread hole, is used for accessing high pressure gas, the air -intake thread hole sets up at the through axle away on the power takeoff gear casing, and is located one side of gear hanging assembly, the other side of gear hanging assembly and the inner wall of power takeoff gear casing close the elastic connection of through axle, this patent can satisfy the demand of the quick switching operating state of power takeoff gear under different working conditions of vehicle, improves the operation convenience and work efficiency of vehicle.

Description

Technical Field

[0001] This utility model relates to the field of power take-off (PTO) gear shifting technology, specifically a PTO gear shifting structure. Background Technology

[0002] In a vehicle's powertrain system, the power take-off (PTO) gear shifting mechanism is a key component. Its function is to transmit engine power to other auxiliary equipment as needed to meet the vehicle's operating requirements under different conditions. Currently, traditional mechanical transmission PTO gear shifting mechanisms generally adopt an electro-pneumatic structure.

[0003] The traditional electro-pneumatic power take-off (PTO) shifting process is as follows: the PTO shifting switch controls the solenoid valve. When the solenoid valve is opened, high-pressure gas enters the shifting cylinder through the air passage, pushing the piston inside the cylinder. The piston is connected to the shift fork shaft and shift fork. The movement of the piston drives the shift fork shaft and shift fork to move, thereby completing the shifting operation.

[0004] Traditional power take-off (PTO) shifting mechanisms typically consist of multiple components, including a cylinder block, cylinder head, piston, return spring, limit sleeve, shift fork shaft, shift fork, and related connecting parts. This structure has significant drawbacks; the large number of parts results in a complex overall design. These numerous components not only increase the difficulty of manufacturing and assembly but also raise production and maintenance costs.

[0005] More notably, in traditional PTO (Power Take-Off) gear shifting structures, the cylinder portion and the transmission gear are not on the same axis, which means that gear shifting must be achieved through a shift fork. This design inevitably increases the space occupied by the PTO gear shifting structure in the vehicle.

[0006] In the current development trend of the automotive industry, lightweight design and continuous improvement in vehicle integration have become important directions. As a core component of the vehicle, the powertrain system requires compact design to improve overall vehicle performance and space utilization. However, the large space occupied by traditional PTO (Power Take-Off) gear shifting structures contradicts this development trend, severely limiting the optimization of powertrain layout and the improvement of overall vehicle performance.

[0007] Therefore, developing a compact, space-saving, and highly reliable power take-off (PTO) gear shifting structure is of great significance for meeting the development trends of the automotive industry, improving vehicle performance, and reducing production costs. Utility Model Content

[0008] The purpose of this utility model is to provide a power take-off (PTO) gear shifting structure to solve the technical problem of how to reduce the space occupied by the PTO gear shifting structure in the vehicle while improving the gear shifting efficiency.

[0009] This utility model is achieved through the following technical solution:

[0010] A power take-off (PTO) gear engagement structure includes a PTO gear engagement assembly sleeved on the end of the input gear shaft;

[0011] The end of the input gear shaft extends into and is connected to a through shaft, and is connected to the transmission assembly via the through shaft;

[0012] The power take-off (PTO) gear engagement assembly includes a PTO housing and a gear engagement assembly; the gear engagement assembly is slidably sleeved on the end of the input gear shaft, and the PTO housing is sleeved on the gear engagement assembly;

[0013] The power take-off (PTO) housing is provided with an air inlet threaded hole for receiving high-pressure gas. The air inlet threaded hole is located on the PTO housing away from the through shaft and on one side of the gear engagement assembly. The other side of the gear engagement assembly is elastically connected to the inner wall of the PTO housing near the through shaft. When high-pressure gas is received, the high-pressure gas pushes the gear engagement assembly to engage with the through shaft, and the PTO is in gear. When the high-pressure gas is stopped, the gear engagement assembly is elastically reset and disconnected from the through shaft, and the PTO is in disengaged state.

[0014] Preferably, the inner side of the power take-off housing is provided with a circumferential air groove, the gear engagement assembly is sleeved in the circumferential air groove, and a housing air passage is provided between the circumferential air groove and the air inlet threaded hole.

[0015] Furthermore, the gear shift assembly includes a piston baffle assembly and a sliding sleeve;

[0016] The piston baffle assembly is sleeved on the sliding sleeve, wherein one side of the piston baffle assembly is elastically connected to the inner wall of the power take-off housing near the through shaft, and the air inlet threaded hole is aligned with the piston baffle assembly for pushing the piston baffle assembly toward the through shaft by introducing high-pressure gas.

[0017] The inner wall of the sliding sleeve is provided with a first spline on the side facing the through shaft and a second spline on the side facing the input gear shaft.

[0018] The sliding sleeve is engaged with the external spline of the input gear shaft via a second spline, and is used to drive the sliding sleeve to slide on the input gear shaft via the second spline through the piston baffle assembly;

[0019] The inner wall of the sliding sleeve near the through shaft is provided with a first spline, which is used to drive the sliding sleeve to engage or disengage with the outer spline of the through shaft via the piston baffle assembly.

[0020] Furthermore, a limiting surface is provided on the outer side of the sliding sleeve, the piston baffle assembly is sleeved on the limiting surface, and a sliding sleeve retaining ring groove is provided on one side of the limiting surface. A shaft elastic retaining ring is sleeved in the sliding sleeve retaining ring groove to limit the piston baffle assembly axially on the sliding sleeve.

[0021] Furthermore, the piston baffle assembly includes a baffle and a piston;

[0022] The piston is sleeved on the limiting surface of the sliding sleeve and is axially limited on the limiting surface by a shaft elastic retaining ring;

[0023] The baffle is fitted onto one side of the piston, and the baffle and the side of the power take-off housing near the input gear shaft are limited by a retaining ring through a hole.

[0024] A cylinder cavity is formed between the power take-off housing, the baffle, and the piston. The air passage of the housing is aligned with the cylinder cavity and is used to push the piston toward the direction of the through shaft by introducing high-pressure gas.

[0025] The piston is elastically connected to the inner wall of the power take-off housing near the through shaft.

[0026] Furthermore, the inner wall of the piston is provided with a central section, which is sleeved on the limiting surface of the sliding sleeve, and the central section is axially limited on the limiting surface by a shaft elastic retaining ring;

[0027] The piston has a front limiting surface on the side near the through shaft, and a protruding structure on the outside of the piston. The side of the protruding structure near the through shaft is an elastic surface, and the side away from the through shaft is a rear limiting surface. A baffle is fitted on the rear limiting surface.

[0028] The piston and the inner wall of the power take-off housing near the through shaft are elastically connected by an elastic surface.

[0029] Furthermore, sealing rings are provided between the baffle and the piston, as well as between the piston's protruding structure and the power take-off housing, to seal the cylinder cavity.

[0030] Furthermore, a compression spring is fitted onto the elastic surface of the piston. One end of the compression spring is connected to the inner wall of the power take-off housing near the through shaft, and the other end is connected to the piston.

[0031] Preferably, a needle roller bearing is provided between the input gear shaft and the through shaft.

[0032] Compared with the prior art, the present invention has the following beneficial technical effects:

[0033] This invention provides a power take-off (PTO) engagement structure. The PTO engagement assembly is sleeved on the end of the input gear shaft, and the end of the input gear shaft is connected to the transmission assembly via a through shaft. The overall layout is more compact, avoiding the space waste caused by different axes and additional shift forks in traditional structures. This effectively reduces the space occupied by the PTO engagement structure in the vehicle, aligning with the current trend of lightweight vehicle design and compact powertrain space, thus optimizing the vehicle's spatial layout and improving space utilization. When high-pressure gas is supplied, it quickly pushes the engagement assembly to engage with the through shaft, rapidly engaging the PTO. When the high-pressure gas supply stops, the engagement assembly elastically resets, quickly disengaging from the through shaft, disengaging the PTO. This engagement and disengagement method based on high-pressure gas propulsion and elastic reset provides rapid operational response, meeting the vehicle's need for rapid switching of PTO operating states under different working conditions, improving vehicle operation convenience and work efficiency.

[0034] Furthermore, the circumferential air grooves allow the high-pressure gas entering from the inlet threaded hole to be evenly distributed throughout the grooves via the housing's air passages. When the high-pressure gas enters the circumferential air grooves, it generates a uniform thrust on the shifting assembly, preventing problems such as jamming or misalignment caused by uneven gas distribution and ensuring smooth and stable movement of the shifting assembly, thus improving the reliability and stability of shifting operation. By placing the circumferential air grooves inside the power take-off housing and housing the shifting assembly within them, the internal space of the housing is fully utilized, achieving an integrated design of the air passage structure and the shifting assembly.

[0035] Furthermore, the sliding sleeve engages or disengages with the external spline of the through shaft via the first spline, enabling the PTO to engage and disengage gears. When high-pressure gas enters through the inlet threaded hole, it pushes the piston baffle assembly toward the through shaft, causing the sliding sleeve to move and engage the first spline with the external spline of the through shaft, completing the gear engagement operation. When the high-pressure gas supply stops, the piston baffle assembly resets under elastic action, causing the sliding sleeve to move in the opposite direction, disengaging the first spline from the external spline of the through shaft, thus disengaging the gear. This effectively ensures the accuracy and reliability of gear engagement and disengagement, meeting the vehicle's requirements for switching PTO operating states under different working conditions. The piston baffle assembly is fitted onto the sliding sleeve, forming a compact assembly structure. This design makes full use of space, reduces the space occupied by components, and makes the entire gear engagement assembly structure more compact, facilitating installation and arrangement within the limited space of the vehicle, meeting the requirements of modern vehicles for component miniaturization and integration.

[0036] Furthermore, by setting a sliding sleeve retaining groove on one side of the limiting surface and fitting a shaft elastic retaining ring therein, the piston baffle assembly is axially limited on the sliding sleeve. During the operation of the power take-off, the piston baffle assembly is subjected to the pushing force of high-pressure gas and the elastic restoring force. The shaft elastic retaining ring can effectively prevent the piston baffle assembly from moving axially, avoiding the impact on the normal operation of the gear engagement assembly due to piston baffle assembly displacement, thus improving the stability and reliability of the structure.

[0037] Furthermore, a cylinder cavity is formed between the power take-off (PTO) housing, baffle, and piston, with the housing's air passage aligned with the cylinder cavity. When high-pressure gas is introduced, the gas quickly fills the cylinder cavity, directly pushing the piston towards the through shaft. This design results in a short and direct power transmission path for gear shifting, reducing energy loss, enabling rapid response to gear shifting commands, improving PTO shifting efficiency, and meeting the vehicle's need for rapid PTO shifting in emergency or complex operating conditions. The piston is fitted onto the limiting surface of the sliding sleeve and is axially limited by a shaft elastic retaining ring. The baffle is fitted onto one side of the piston and is limited by a hole and elastic retaining ring between it and the side of the PTO housing near the input gear shaft. This double-limiting design precisely fixes the positions of the components in the piston-baffle assembly, preventing axial or radial displacement during gear shifting, ensuring the stability and reliability of the internal structure of the shifting assembly, and reducing the probability of failure due to component loosening.

[0038] Furthermore, the baffle is equipped with several baffle air passages around its circumference and communicates with the circumferential air grooves. When high-pressure gas enters the circumferential air grooves through the intake threaded hole, it can be evenly distributed to various parts of the cylinder cavity with the help of the baffle air passages. This ensures that the thrust on the piston is consistent in the circumferential direction, avoiding problems such as tilting or jamming of the piston during movement due to uneven gas distribution. This allows the piston to move smoothly and steadily towards the through shaft, thereby improving the accuracy and reliability of gear shifting.

[0039] Furthermore, the central section of the piston's inner wall is fitted onto the limiting surface of the sliding sleeve and is axially limited by a shaft elastic retaining ring, which ensures that the piston's installation position on the sliding sleeve is accurate and stable, and prevents the piston from axially moving during operation.

[0040] Furthermore, sealing rings are installed between the baffle and the rear limiting surface, as well as between the power take-off housing and the protruding structure of the piston and the power take-off housing. These seals form a reliable sealing barrier, effectively preventing high-pressure gas from leaking from the cylinder cavity. This ensures that the high-pressure gas can be concentrated on the piston, providing sufficient thrust to the piston. This allows for smooth and efficient gear shifting, improving the performance and reliability of the power take-off gear shifting system.

[0041] Furthermore, during gear engagement, high-pressure gas pushes the piston against the spring force of the compression spring, moving it towards the through shaft to achieve the gear engagement action. When disengagement is required, the high-pressure gas supply is cut off, and the elastic restoring force of the compression spring quickly pushes the piston back to its original position, causing the sliding sleeve to disengage from the through shaft. This assistive effect makes the disengagement process faster and smoother, reducing the time and energy required for disengagement and improving the response speed and operational efficiency of the gear engagement system.

[0042] Furthermore, a needle roller bearing is installed between the input gear shaft and the through shaft to ensure good coaxiality between the through shaft and the input gear shaft, thereby ensuring the coaxiality between the sliding sleeve and the through shaft. This helps to ensure the success rate of gear engagement, improve product reliability, and also reduce the machining accuracy requirements of the through shaft spline-sliding sleeve spline pair. Attached Figure Description

[0043] Figure 1 This is a schematic diagram of the cylinder cavity disengaged state in an embodiment of this utility model;

[0044] Figure 2 This is a schematic diagram of the cylinder cavity in gear engagement state in an embodiment of this utility model;

[0045] Figure 3 This is a schematic diagram of the power take-off housing structure in an embodiment of this utility model;

[0046] Figure 4 This is a schematic diagram of the baffle structure in an embodiment of the present utility model;

[0047] Figure 5 This is a schematic diagram of the piston structure in an embodiment of the present utility model;

[0048] Figure 6 This is a schematic diagram of the sliding sleeve structure in an embodiment of the present utility model;

[0049] In the diagram: 1. Power take-off housing; 2. Baffle; 3. Piston; 4. Sliding sleeve; 5. Input gear shaft; 6. Through shaft; 7. Compression spring; 8. Sealing ring; 9. Hole retaining ring; 10. Shaft retaining ring; 11. Needle roller bearing; 12. Cylinder cavity;

[0050] 101. Housing air passage; 102. Air inlet threaded hole; 103. Circumferential air groove;

[0051] 201. Baffle airway;

[0052] 301. Center section; 302. Front limiting surface; 303. Spring surface; 304. Rear limiting surface;

[0053] 401. First spline; 402. Second spline; 403. Sliding sleeve retaining ring groove; 404. Limiting surface. Detailed Implementation

[0054] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention 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 invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the protection scope of the present invention.

[0055] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this utility model are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the utility model described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, system, product, or device that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, products, or devices.

[0056] The purpose of this utility model is to provide a power take-off (PTO) gear shifting structure to solve the technical problem of how to reduce the space occupied by the PTO gear shifting structure in the vehicle while improving the gear shifting efficiency.

[0057] The present invention will now be described in further detail with reference to the accompanying drawings:

[0058] See Figure 1 and Figure 2 In one embodiment of this utility model, a power take-off (PTO) gear shifting structure is provided, including a PTO gear shifting assembly sleeved on the end of an input gear shaft 5; the end of the input gear shaft 5 extends into and is connected to a through shaft 6, and is connected to a transmission assembly via the through shaft 6; the PTO gear shifting assembly includes a PTO housing 1 and a gear shifting assembly; the gear shifting assembly is slidably sleeved on the end of the input gear shaft 5, and the PTO housing 1 is sleeved on the gear shifting assembly; the PTO housing 1 is provided with an air inlet threaded hole 102 for receiving high-pressure gas; the air inlet threaded hole 102 is located on the PTO housing 1 away from the through shaft 6 and is located on one side of the gear shifting assembly; the other side of the gear shifting assembly is elastically connected to the inner wall of the PTO housing 1 near the through shaft 6; when high-pressure gas is received, the high-pressure gas pushes the gear shifting assembly to engage with the through shaft 6, and the PTO is in a engaged state; when the high-pressure gas is stopped, the gear shifting assembly is elastically reset and disengaged from the through shaft 6, and the PTO is in a disengaged state.

[0059] Specifically, according to Figure 3 As shown, a circumferential air groove 103 is provided on the inner side of the power take-off housing 1, the gear shifting assembly is sleeved in the circumferential air groove 103, and a housing air passage 101 is provided between the circumferential air groove 103 and the air inlet threaded hole 102.

[0060] The gear engagement assembly includes a piston baffle assembly and a sliding sleeve 4. The piston baffle assembly is sleeved on the sliding sleeve 4, with one side of the piston baffle assembly elastically connected to the inner wall of the power take-off housing 1 near the through shaft 6. The air inlet threaded hole 102 is aligned with the piston baffle assembly and is used to push the piston baffle assembly toward the through shaft 6 by introducing high-pressure gas. The inner wall of the sliding sleeve 4 has a first spline 401 on the side facing the through shaft 6 and a second spline 402 on the side facing the input gear shaft 5. The sliding sleeve 4 is engaged with the outer spline of the input gear shaft 5 through the second spline 402, and is used to slide the sliding sleeve 4 on the input gear shaft 5 via the second spline 402 driven by the piston baffle assembly. The inner wall of the sliding sleeve 4 near the through shaft 6 has a first spline 401, which is used to engage or disengage the sliding sleeve 4 with the outer spline of the through shaft 6 via the first spline 401 driven by the piston baffle assembly.

[0061] according to Figure 6 As shown, in this embodiment, a limiting surface 404 is provided on the outer side of the sliding sleeve 4, the piston baffle assembly is sleeved on the limiting surface 404, and a sliding sleeve retaining ring groove 403 is provided on one side of the limiting surface 404. A shaft elastic retaining ring 10 is sleeved in the sliding sleeve retaining ring groove 403 to limit the piston baffle assembly axially on the sliding sleeve 4.

[0062] Specifically, the piston baffle assembly includes a baffle 2 and a piston 3; the piston 3 is sleeved on the limiting surface 404 of the sliding sleeve 4, and is axially limited on the limiting surface 404 by an elastic retaining ring 10; the baffle 2 is sleeved on one side of the piston 3, and one side of the baffle 2 is limited by an elastic retaining ring 9 through a hole between it and the shaft side of the power take-off housing 1 near the input gear shaft 5; a cylinder cavity 12 is formed between the power take-off housing 1, the baffle 2, and the piston 3, and the housing air passage 101 is aligned with the cylinder cavity 12 for pushing the piston 3 toward the through shaft 6 by introducing high-pressure gas; the piston 3 is elastically connected to the inner wall of the power take-off housing 1 near the through shaft 6.

[0063] Among them, according to Figure 4 As shown, the baffle 2 is provided with a plurality of baffle air passages 201 around the circumference. The baffle air passages 201 are connected to the circumferential air grooves 103 and are used to distribute the high-pressure gas evenly in the cylinder cavity 12.

[0064] Among them, according to Figure 5As shown, the inner wall of the piston 3 is provided with a central section 301, which is sleeved on the limiting surface 404 of the sliding sleeve 4, and the central section 301 is axially limited on the limiting surface 404 by the axial elastic retaining ring 10; the side of the piston 3 near the through shaft 6 is provided with a front limiting surface 302, and the outer side of the piston 3 is provided with a protruding structure, wherein the side of the protruding structure near the through shaft 6 is an elastic surface 303, and the side away from the through shaft 6 is a rear limiting surface 304; wherein the baffle 2 is sleeved on the rear limiting surface 304; the piston 3 and the inner wall of the power take-off housing 1 near the through shaft 6 are elastically connected by the elastic surface 303.

[0065] In this embodiment, sealing rings 8 are provided between the baffle 2 and the piston 3 and the power take-off housing 1, and between the protruding structure of the piston 3 and the power take-off housing 1, for sealing the cylinder cavity 12.

[0066] In this embodiment, a compression spring 7 is sleeved on the elastic surface 303 of the piston 3. One end of the compression spring 7 is connected to the inner wall of the power take-off housing 1 near the through shaft 6, and the other end is connected to the piston 3.

[0067] In this embodiment, a needle roller bearing 11 is provided between the input gear shaft 5 and the through shaft 6.

[0068] In this embodiment, the cylinder cavity 12 is assembled from the power take-off housing 1, piston 3, and baffle 2. Figure 2 As shown, three sealing rings 8 are provided on the outer wall 3 of the piston and the inner and outer walls of the baffle 2 to seal the cylinder cavity 12. A housing air passage 101 is provided on the power take-off housing 1, as shown... Figure 3 As shown, the injection of high-pressure gas can push the piston 3 forward. A compression spring 7 is provided between the spring surface 303 of the piston 3 and the power take-off housing 1. When the cylinder cavity 12 is no longer filled with gas, the compression spring 7 will rebound, pushing the piston 3 backward. After the piston 3 and the sliding sleeve 4 are assembled, the central section 301 is clamped by the axial elastic retaining ring 10 provided at the limiting surface 404 and the sliding sleeve retaining groove 403, and the piston 3 and the sliding sleeve 4 can move synchronously axially. The second spline 402 of the sliding sleeve 4 is constantly engaged with the external spline of the input gear shaft 5. The sliding sleeve 4 can slide easily axially on the input gear shaft 5 and transmit power through the spline. During the forward and backward displacement of the sliding sleeve 4 with the piston 3, the first spline 401 will engage or disengage with the external spline of the through shaft 6. When engaged, the power take-off is in gear and the transmission transmits power to the power take-off; when disengaged, the power take-off is in disengagement and the transmission cannot transmit power to the power take-off.

[0069] In this embodiment, the sliding sleeve 4, piston 3, and other components are coaxial with the input gear shaft 5, which is equivalent to integrating the transmission cylinder cavity 12 into the front end of the power take-off. This greatly reduces the radial dimension of the product, resulting in a compact structure, small footprint, and improved integration of the transmission system. The flexible arrangement allows it to meet various vehicle configurations. The shaft head of the power take-off input gear shaft 5 extends into the bearing hole at the tail of the through shaft 6, with a needle roller bearing 11 positioned between them. This design ensures good coaxiality between the through shaft 6 and the input gear shaft 5, thereby guaranteeing the coaxiality of the sliding sleeve 4 and the through shaft 6. This helps ensure a high gear engagement success rate, improves product reliability, and reduces the machining accuracy requirements of the through shaft spline-sliding sleeve spline pair. This gear engagement mechanism features no complex parts design, a simple assembly process, and eliminates the need for press-fitting or heat-fitting. The sealing ring design achieves cylinder body sealing, and the use of elastic retaining rings 9 for the bore and 10 for the shaft restricts the axial rearward movement of the baffle 2 and the sliding sleeve 4. The product boasts excellent manufacturability of parts and assemblability of assemblies, controllable product costs, and convenient disassembly, assembly, and maintenance. In this design, the compression spring 7, due to its placement within a larger space, can be selected with a larger median diameter (76mm), which helps extend spring life and thus improve product reliability. Simultaneously, this spring has greater elasticity, allowing for a shorter stroke to achieve gear engagement and disengagement, effectively controlling the product's axial dimensions.

[0070] In this embodiment, the compression spring 7 is disposed between the power take-off housing 1 and the piston 3, and a baffle 2 is disposed behind the piston 3. During assembly, the three sealing rings 8 are first placed into the grooves respectively, and the baffle 2 and the piston 3 are pressed together into the power take-off housing 1 to a certain depth. A retaining ring 9 with a hole is provided in the retaining ring groove of the housing, thus completing the assembly of the spring, piston, baffle, O-ring and housing. The sliding sleeve 4 is inserted from the front end of the housing so that the wall surface of the limiting surface 404 contacts the center section 301. A retaining ring 10 with a hole is provided in the retaining ring groove 403 of the sliding sleeve, thus completing the assembly of the sliding sleeve 4. Then the other components of the power take-off are assembled, especially the external spline of the input gear shaft 5 needs to be inserted into the spline 402 of the sliding sleeve. A through shaft 6 and a needle roller bearing 11 are provided at the connection part between the transmission assembly and the power take-off, and then the power take-off is assembled to the transmission assembly, thus completing the gear shifting structure set as described herein.

[0071] When the power take-off (PTO) needs to be engaged, the control air circuit is opened, and high-pressure gas enters the cylinder block through the housing air passage 101 and the intake threaded hole 102 of the PTO housing 1. The special intake threaded hole 102 can be selected in different specifications according to the vehicle manufacturer's requirements. A circular air groove 103 is provided on the inner wall of the housing at the special housing air passage 101. Correspondingly, the baffle 2 is provided with baffle air passages 201 evenly distributed around the perimeter. Due to the circular air grooves 103 and baffle air passages 201, the high-pressure gas, after entering the baffle air passages 201, enters the cylinder cavity 12 more evenly and rapidly from all directions around the perimeter. The high-pressure gas pushes the piston 3 and drives the sliding sleeve 4 forward. The current limiting surface 302 contacts the PTO housing 1 and is limited. The first spline 401 engages with the external spline of the through shaft 6, and the transmission inputs power to the PTO, successfully engaging the gear.

[0072] When the PTO needs to disengage, the solenoid valve disconnects the air supply path and opens the exhaust path, stopping the supply of high-pressure gas and restoring the air pressure in the cylinder to normal pressure. Since the compression spring 7 is compressed during gear engagement, when the thrust generated by the air pressure in the cylinder cavity 12 is lower than the spring force, the compression spring 7 will rebound, causing the piston 3 and sliding sleeve 4 to move backward together. When the rear limiting surface 304 contacts the baffle 2 and is limited, the sliding sleeve 4 disengages from the spline of the through shaft 6, and the power from the transmission is no longer input to the PTO, thus successfully disengaging the PTO.

[0073] During gear engagement and disengagement, the position of piston 3 is physically limited, which will keep the compression spring 7 in two specific positions. The compression spring 7 will not be over-compressed, which will help improve the service life of the compression spring and thus improve the reliability of the product.

[0074] In summary, the power take-off (PTO) engagement structure provided by this utility model features a PTO engagement assembly sleeved on the end of the input gear shaft, which is connected to the transmission assembly via a through shaft. This results in a more compact overall layout, avoiding the space waste caused by different axes and additional shift forks in traditional structures. It effectively reduces the space occupied by the PTO engagement structure in the vehicle, aligning with the current trend of lightweight vehicle design and compact powertrain space utilization. This optimizes the vehicle's spatial layout and improves space utilization. When high-pressure gas is supplied, it quickly pushes the engagement assembly to engage with the through shaft, rapidly engaging the PTO. When the high-pressure gas supply stops, the engagement assembly elastically resets, quickly disengaging from the through shaft, disengaging the PTO. This engagement and disengagement method based on high-pressure gas propulsion and elastic reset provides rapid operational response, meeting the vehicle's need for rapid switching of PTO operating states under different working conditions, thus improving operational convenience and work efficiency.

[0075] Finally, it should be noted that the above embodiments are only used to illustrate the technical solution of this utility model and not to limit it. Although the utility model has been described in detail with reference to the above embodiments, those skilled in the art should understand that modifications or equivalent substitutions can still be made to the specific implementation of this utility model. Any modifications or equivalent substitutions that do not depart from the spirit and scope of this utility model should be covered within the protection scope of the claims of this utility model.

Claims

1. A power take-off (PTO) gear shifting structure, characterized in that, Including a power take-off (PTO) engagement assembly fitted onto the end of the input gear shaft (5); The end of the input gear shaft (5) is connected to a through shaft (6) and is connected to the transmission assembly through the through shaft (6); The power take-off (PTO) gear engagement assembly includes a PTO housing (1) and a gear engagement assembly; the gear engagement assembly is slidably sleeved on the end of the input gear shaft (5), and the PTO housing (1) is sleeved on the gear engagement assembly; The power take-off housing (1) is provided with an air inlet threaded hole (102) for connecting high-pressure gas; the air inlet threaded hole (102) is located on the power take-off housing (1) away from the through shaft (6) and is located on one side of the gear engagement assembly; the other side of the gear engagement assembly is elastically connected to the inner wall of the power take-off housing (1) near the through shaft (6); when high-pressure gas is connected, the high-pressure gas pushes the gear engagement assembly to engage with the through shaft (6), and the power take-off is in gear engagement state; when the high-pressure gas is stopped, the gear engagement assembly is elastically reset and disconnected from the through shaft (6), and the power take-off is in gear disengagement state.

2. The power take-off (PTO) gear shifting structure according to claim 1, characterized in that, The power take-off housing (1) has a circumferential air groove (103) on its inner side. The gear shifting assembly is fitted inside the circumferential air groove (103), and a housing air passage (101) is provided between the circumferential air groove (103) and the air inlet threaded hole (102).

3. The power take-off (PTO) gear shifting structure according to claim 2, characterized in that, The gear shifting assembly includes a piston baffle assembly and a sliding sleeve (4); The piston baffle assembly is sleeved on the sliding sleeve (4), wherein one side of the piston baffle assembly is elastically connected to the inner wall of the power take-off housing (1) near the through shaft (6), and the air inlet threaded hole (102) is aligned with the piston baffle assembly for pushing the piston baffle assembly toward the through shaft (6) by introducing high-pressure gas. The inner wall of the sliding sleeve (4) is provided with a first spline (401) on the side facing the through shaft (6) and a second spline (402) on the side facing the input gear shaft (5). The sliding sleeve (4) is engaged with the external spline of the input gear shaft (5) via the second spline (402), and is used to drive the sliding sleeve (4) to slide on the input gear shaft (5) via the second spline (402) through the piston baffle assembly; The sliding sleeve (4) has a first spline (401) on the inner wall near the through shaft (6), which is used to drive the sliding sleeve (4) to engage or disengage with the outer spline of the through shaft (6) via the first spline (401) through the piston baffle assembly.

4. The power take-off (PTO) gear shifting structure according to claim 3, characterized in that, The outer side of the sliding sleeve (4) is provided with a limiting surface (404), the piston baffle assembly is sleeved on the limiting surface (404), and a sliding sleeve retaining ring groove (403) is provided on one side of the limiting surface (404). A shaft elastic retaining ring (10) is sleeved in the sliding sleeve retaining ring groove (403) to limit the piston baffle assembly axially on the sliding sleeve (4).

5. A power take-off (PTO) gear shifting structure according to claim 4, characterized in that, The piston baffle assembly includes a baffle (2) and a piston (3); The piston (3) is sleeved on the limiting surface (404) of the sliding sleeve (4), and is axially limited on the limiting surface (404) by the axial elastic retaining ring (10); The baffle (2) is fitted onto one side of the piston (3), and the side of the baffle (2) and the side of the power take-off housing (1) near the input gear shaft (5) are limited by an elastic retaining ring (9) through a hole; A cylinder cavity (12) is formed between the power take-off housing (1), the baffle (2) and the piston (3). The housing air passage (101) is aligned with the cylinder cavity (12) and is used to push the piston (3) toward the through shaft (6) by introducing high-pressure gas. The piston (3) is elastically connected to the inner wall of the power take-off housing (1) near the through shaft (6).

6. The power take-off (PTO) gear shifting structure according to claim 5, characterized in that, The baffle (2) is provided with a plurality of baffle air passages (201) around the circumference. The baffle air passages (201) are connected to the circumferential air grooves (103) and are used to distribute high-pressure gas evenly in the cylinder cavity (12).

7. A power take-off (PTO) gear shifting structure according to claim 5, characterized in that, The piston (3) has a central section (301) on its inner wall. The central section (301) is sleeved on the limiting surface (404) of the sliding sleeve (4), and the central section (301) is axially limited on the limiting surface (404) by a shaft elastic retaining ring (10). The piston (3) is provided with a front limiting surface (302) on the side near the through shaft (6), and a protruding structure is provided on the outside of the piston (3). The side of the protruding structure near the through shaft (6) is an elastic surface (303), and the side away from the through shaft (6) is a rear limiting surface (304). The baffle (2) is sleeved on the rear limiting surface (304). The piston (3) is elastically connected to the inner wall of the power take-off housing (1) near the through shaft (6) via an elastic surface (303).

8. A power take-off (PTO) gear shifting structure according to claim 7, characterized in that, A sealing ring (8) is provided between the baffle (2) and the piston (3) and the power take-off housing (1), and between the protruding structure of the piston (3) and the power take-off housing (1) to seal the cylinder cavity (12).

9. A power take-off (PTO) gear shifting structure according to claim 7, characterized in that, A compression spring (7) is fitted on the elastic surface (303) of the piston (3). One end of the compression spring (7) is connected to the inner wall of the power take-off housing (1) near the through shaft (6), and the other end is connected to the piston (3).

10. A power take-off (PTO) gear shifting structure according to claim 1, characterized in that, A needle roller bearing (11) is provided between the input gear shaft (5) and the through shaft (6).

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