An electrohydraulic controllable power output mechanism

Abstract

This utility model relates to the field of tractor technology, specifically disclosing an electro-hydraulic controllable power output mechanism, including an input shaft, a power output shaft clutch, and a rear power output shaft. The power output shaft clutch has a hub connected to the input shaft, a drum coaxially mounted with the hub, a piston A axially movable within the drum, a drive friction assembly disposed between the hub and the drum, and a brake friction assembly disposed outside the drum; a working oil chamber is formed between the piston A and the drum, and a brake oil chamber is formed between the brake friction assembly and the power output housing; the rear power output shaft has a flip-mounted power output spline shaft to provide different output speeds. This utility model achieves smooth clutch engagement and rapid braking through electro-hydraulic control, and the flip-mounted spline shaft enables convenient gear shifting.

Description

Technical Field

[0001] This utility model relates to the field of power output mechanism technology, specifically to a power output mechanism that can be controlled electro-hydraulically. Background Technology

[0002] Traditional power output mechanisms mostly use pure mechanical lever operation or simple hydraulic control. Although they meet the basic power transmission requirements to a certain extent, the existing technical solutions have gradually shown limitations in terms of rapid response under complex working conditions, multi-speed ratio switching and braking safety, and are difficult to meet the modern agricultural machinery's pursuit of high efficiency, comfort and reliability.

[0003] However, existing power take-off (PTO) mechanisms still have significant technical defects in practical applications. First, the clutch engagement and braking functions of most existing mechanisms often lack interlocking or independent precise control, resulting in the output shaft continuing to rotate for a longer time due to inertia when power is cut off. This not only affects engagement efficiency but also poses safety hazards. Second, traditional multi-speed ratio switching structures are complex, usually requiring additional operating mechanisms or complex shift fork systems, resulting in excessively long axial dimensions of the housing and significant impact during gear shifting, which can easily cause gear grinding. In addition, the lubrication of friction components inside existing mechanisms is often passive, lacking active lubrication and cooling circulation design based on working conditions. This leads to overheating and wear of the friction plates under high-load operation, seriously affecting the service life and reliability of the PTO mechanism. Utility Model Content

[0004] To address the problems in the existing technology, this utility model provides an electro-hydraulic controllable power output mechanism with high integration, precise electro-hydraulic control, and automatic lubrication, cooling, and rapid braking functions.

[0005] The technical solution adopted by this utility model to solve its technical problem is an electro-hydraulic controllable power output mechanism, comprising: Input axis; A power take-off shaft clutch has a hub that is poweredly connected to the input shaft, a drum coaxially mounted on the hub, a piston A that is axially movable inside the drum, a drive friction assembly disposed between the hub and the drum, and a brake friction assembly disposed outside the drum; the hub is mounted inside the drum; the output drive wheel of the power take-off shaft clutch is arranged on the same side as the input shaft; A working oil chamber is formed between the piston A and the drum, and a brake oil chamber is formed between the brake friction assembly and the power output housing. The working oil chamber is connected to the working oil circuit of the electro-hydraulic control system. The piston A is configured to move under the action of oil pressure in the working oil chamber to press the drive friction assembly. The brake oil chamber is connected to the brake oil circuit of the electro-hydraulic control system. The hydraulic oil in the brake oil chamber pushes the brake friction assembly to press against the surface of the drum for braking. A rear power take-off shaft having a power output spline shaft, which is rotatably mounted on the rear power take-off shaft to provide different output speeds.

[0006] Furthermore, the driving friction assembly includes a plurality of friction plates and a plurality of separation plates arranged in an alternating manner, wherein the friction plates are circumferentially fixedly connected to the hub, and the separation plates are circumferentially fixedly connected to the drum.

[0007] Furthermore, it also includes a lubricating oil circuit connected to the drive friction assembly. A valve is provided on the lubricating oil circuit. The valve is located inside the drum, and one end of the valve is connected to the working oil chamber, while the other end is connected to the lubricating oil circuit. The valve moves with the working oil pressure to control the opening and closing of the lubricating oil circuit.

[0008] Furthermore, the brake friction assembly includes a brake friction plate and a brake piston A. The brake piston A is axially movable and installed inside the power output housing. The brake friction plate is installed in the inner hole of the brake piston A and is located between the drum and the brake piston A. The brake oil chamber is formed between the brake piston A and the power output housing.

[0009] Furthermore, the rear power output shaft also includes a power output shaft, an input gear mounted on the power output shaft, a meshing sleeve axially movable and fitted on the power output shaft, and a sprocket A mounted on the power output shaft. The meshing sleeve is connected to the power output shaft via a spline, and the meshing sleeve can mesh with either the input gear or the sprocket A.

[0010] Furthermore, it also includes a piston B that is axially movable on the power output shaft and a compression spring for resetting the piston B, wherein the engagement sleeve is fixedly connected to the piston B by an elastic cylindrical pin.

[0011] Furthermore, it also includes a camshaft, which includes a sprocket B, a bearing housing, and a geared intermediate shaft. The sprocket B meshes with the input gear, and the geared intermediate shaft is splinedly connected to the sprocket B.

[0012] Furthermore, the power output shaft is equipped with a speed pulse wheel for detecting the rotational speed.

[0013] Furthermore, a disc spring for resetting is provided on the left side of the piston A, and the disc springs are arranged in a mating configuration.

[0014] Furthermore, the input shaft is connected to the hub via a spline, and the input shaft is provided with a wire snap ring for axial positioning.

[0015] Compared with the prior art, the present invention has the following beneficial effects: This invention achieves clutch engagement and braking through electro-hydraulic control, resulting in smooth engagement, reduced mechanical shock, and rapid braking, thus solving the problem of long stopping time caused by large load inertia. The output speed of the power output spline shaft is changed by flipping it, reducing the need for a complete power output control assembly, facilitating space layout, and saving costs. A valve is installed in lubrication port A to adjust the amount of lubricating oil according to the usage of the drive friction components, ensuring efficient lubrication. The number of friction plates and release plates can be adjusted as needed to adapt to different power machinery. Furthermore, a speed pulse wheel detects the speed in real time, resulting in more precise control. The power output shaft clutch input shaft and output drive wheel are arranged on the same side, resulting in a compact structure and significantly saving layout space. Attached Figure Description

[0016] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0017] Figure 1 This is a cross-sectional view of the power output mechanism of this utility model; Figure 2 This is a partially enlarged view of the hydraulic circuit in this utility model; Figure 3 for Figure 2 Enlarged view of section A; Figure 4 for Figure 2 Enlarged view of section B; Figure 5 for Figure 2 Enlarged view of section C; Figure 6 This is an enlarged view of the power output housing in this utility model; Figure 7 This is a schematic diagram of the forward installation of the power output spline shaft in this utility model; Figure 8 This is a schematic diagram of the reverse installation of the power output spline shaft in this utility model.

[0018] In the diagram: 1. Input shaft; 2. Bracket; 3. Power output housing; 4. Wire snap ring; 5. Output drive wheel; 6. Snap ring A (for bores); 7. Tapered roller bearing A; 8. Hub; 9. Washer; 10. Bushing; 11. Friction plate; 12. Separator plate A; 13. Separator plate B; 14. Drum; 15. Hex bolt; 16. Sealing ring A; 17. Piston A; 18. Sealing ring B; 19. Tapered roller bearing B; 20. Valve; 21. Snap ring B (for bores); 22. Brake friction plate; 23. Brake piston A; 24. Disc spring; 25. Snap ring for shaft; 26. Sealing ring; 27. Lubricating oil hole A; 28. Lubricating oil hole B; 29. ​​Lubricating oil hole C; 30. Lubricating oil hole D; 31. Lubricating oil hole E; 32. Working oil chamber; 33. Working oil hole B; 34. Working oil hole A; 35. Sealing plug; 3 6. Working oil inlet; 37. Lubricating oil inlet; 38. Brake oil hole; 39. Brake oil chamber; 40. Input gear; 41. Tapered roller bearing C; 42. Hole snap ring C; 43. Thrust washer A; 44. Power take-off shaft; 45. Needle roller bearing; 46. Bushing; 47. Piston B; 48. O-ring; 49. Elastic cylindrical pin; 50. Engaging sleeve; 51. Shaft snap ring B; 52. Thrust washer B; 53. Compression spring; 54. Sprocket A; 55. Power take-off spline shaft; 56. Power take-off shaft snap ring; 57. Tapered roller bearing D; 58. Power take-off shaft oil seal; 59. Speed ​​pulse wheel; 60. Sprocket B; 61. Tapered roller bearing E; 62. Bearing housing; 63. Adjusting shim; 64. Geared intermediate shaft; 65. Shaft snap ring C; 66. Tapered roller bearing F. Detailed Implementation

[0019] To make the technical means, creative features, objectives and effects of this utility model easier to understand, the present utility model will be further described below in conjunction with specific embodiments.

[0020] like Figures 1 to 8 As shown, this utility model provides an electro-hydraulic controllable power output mechanism, which mainly includes an input shaft 1, a power output shaft clutch, a rear power output shaft, and a camshaft. The power output mechanism is installed on a bracket 2 and a power output housing 3, which can realize smooth engagement and rapid braking of the clutch, and can conveniently switch the output speed.

[0021] Specifically, the input shaft 1 is used to receive power from the tractor engine; the input shaft 1 is connected to the hub 8 of the power output shaft clutch via a spline, thereby realizing power transmission. A wire snap ring 4 is provided on the input shaft 1 to limit the axial movement of the input shaft 1.

[0022] The power take-off shaft clutch, as one of the core components, includes a hub 8, a drum 14, a piston A17, a drive friction assembly, and a brake friction assembly. The hub 8 and drum 14 are coaxially arranged, with the hub 8 installed within the inner cavity of the drum 14 and a bushing 10 between them to reduce frictional wear during relative rotation. The drive friction assembly is located between the hub 8 and drum 14 and is used to transmit torque when the clutch is engaged.

[0023] In some preferred embodiments, the drive friction assembly includes a plurality of friction plates 11, a separator plate A12, and a separator plate B13 arranged in an alternating manner. The number of friction plates 11 and the number of separator plates A12 can be adjusted according to the required torque transmission capability. This modular design enables the present invention to adapt to tractors of different power levels and has strong versatility.

[0024] Furthermore, the friction plate 11 is circumferentially fixed to the hub 8 via a spline connection, and the separator plate A12 and separator plate B13 are circumferentially fixed to the drum 14 via splines or boss structures, respectively. When the clutch is engaged, the friction between the friction plate 11 and the separator plate A12 transmits the torque of the hub 8 to the drum 14. Compared with a dry clutch, this wet friction structure has the advantages of better heat dissipation, less wear, and smoother engagement.

[0025] Furthermore, the two sides of the friction plate 11 are provided with paper-based friction material or copper-based powder metallurgy friction material, and oil grooves are formed. These materials have a high coefficient of friction and heat resistance. The oil grooves facilitate the lubricating oil to carry away heat, thereby significantly improving the thermal load capacity and service life of the clutch.

[0026] The piston A17 is axially movable and installed in the inner cavity of the drum 14. The driving friction assembly is arranged on the left side of the piston A17. A disc spring 24 and a shaft retaining ring 25 are also provided on the left side of the piston A17. The disc spring 24 is arranged in a mating manner to push the piston A17 back to the right when the clutch is disengaged. The shaft retaining ring 25 is used to axially limit the disc spring 24 and prevent the disc spring 24 from falling off during operation.

[0027] In some preferred embodiments, a sealing ring A16 is provided between the outer circle of the piston A17 and the inner cavity of the drum 14, and a sealing ring B18 is provided between the inner hole of the piston A17 and the inner cavity of the drum 14, so as to ensure that a sealed working oil cavity 32 is formed between the piston A17 and the drum 14.

[0028] In some preferred embodiments, a sealing ring 26 is provided between the drum 14 and the power output housing 3 to further ensure the sealing of the hydraulic system.

[0029] The working oil chamber 32 is connected to the working oil circuit of the electro-hydraulic control system to receive hydraulic oil (i.e., working oil) from the electro-hydraulic control system. When the hydraulic oil enters the working oil chamber 32, the oil pressure pushes the piston A17 to the left and compresses the disc spring 24, thereby pressing the drive friction assembly and engaging the clutch. At the same time, the electro-hydraulic control system connects the brake oil chamber 39 to the return oil channel through a two-position four-way solenoid valve, ensuring that the brake friction plate 22 is in the released state. Compared with mechanical operation, this electro-hydraulic control method provides a smooth and shock-free engagement process, significantly improving the driver's operating comfort, while avoiding damage to transmission components from mechanical shocks and extending the overall lifespan of the machine.

[0030] In some preferred embodiments, a brake friction assembly is provided on the outer side of the drum 14 for quickly braking the drum 14 when the clutch is disengaged, thereby rapidly stopping the rotation of the power output shaft. Specifically, the brake friction assembly includes a brake friction plate 22 and a brake piston A23; the brake piston A23 is axially movable and installed in a hole in the power output housing 3, the brake friction plate 22 is installed in the inner hole of the brake piston A23 and is located between the drum 14 and the brake piston A23; a brake oil chamber 39 is formed between the brake piston A23 and the power output housing 3.

[0031] In some preferred embodiments, the left side surface of the brake friction plate 22 is provided with paper-based friction material or copper-based powder metallurgy friction material to ensure the coefficient of friction and wear resistance during braking. The brake oil chamber is connected to the brake oil circuit of the electro-hydraulic control system. The hydraulic oil in the brake oil chamber pushes the brake friction assembly to press against the surface of the drum for braking. Specifically, when the brake oil chamber 39 receives brake oil from the electro-hydraulic control system, the oil pressure pushes the brake piston A23 to the left, causing the brake friction plate 22 to press against the outer surface of the drum 14, generating a friction torque that forces the drum 14 to stop rotating quickly. At the same time, the electro-hydraulic control system connects the working oil chamber 32 to the return oil channel through a solenoid valve and a pressure regulating valve to ensure that the piston A17 is in the disengaged position under the action of the disc spring 24. This hydraulic braking method can overcome the problem of long stopping time caused by large load rotational inertia, allowing the power output shaft to stop quickly after the clutch is disengaged, improving operational safety, and avoiding the impact of inertial rotation on subsequent gear shifting operations.

[0032] It should be noted that the same type of hydraulic oil provided by the same hydraulic system in this application is delivered to the working oil chamber 32 or the brake oil chamber 39 respectively according to the control requirements. The two are physically switched by corresponding valves and will not build up pressure at the same time, thereby avoiding the piston A17 and the brake piston A23 from applying force to the drum 14 at the same time.

[0033] To effectively lubricate and cool the drive friction assembly, this invention includes a lubrication oil circuit connected to the drive friction assembly. Specifically, a valve 20 is installed in the right-side hole of the drum 14. One end of the valve 20 is connected to the working oil chamber 32, and the other end is connected to the lubrication oil circuit. The valve 20 moves with the working oil pressure to control the opening and closing of the lubrication oil circuit. Specifically, when pressure is built up in the working oil chamber 32, the high-pressure oil pushes the valve 20 to slide to the right, connecting the lubrication oil hole B28 with the lubrication oil hole C29. The lubrication oil then reaches the drive friction assembly through the lubrication oil holes D30 and E31, cooling and lubricating the gap between the friction plate 11 and the separation plate A12. The lubrication oil then flows back to the oil tank. When there is no pressure in the working oil chamber 32, the valve 20 resets under the action of spring force or oil pressure difference, cutting off the lubrication oil circuit. This follow-up control method achieves on-demand lubrication, avoids waste of lubrication oil, and ensures sufficient cooling of the friction pair during clutch operation, improving the clutch's heat capacity and reliability.

[0034] The output drive wheel 5 of the power take-off shaft clutch is arranged on the same side as the input shaft 1. This same-side arrangement greatly saves the axial space of the whole machine, making this utility model compatible with more tractor models. The drum 14 and the output drive wheel 5 are positioned by a stop and fixedly connected by hexagonal bolts 15. When the clutch is engaged, the drum 14 drives the output drive wheel 5 to rotate synchronously, and the torque is transmitted from the input shaft 1 through the hub 8, the drive friction assembly, and the drum 14 to the output drive wheel 5. The output drive wheel 5 is mounted in the bracket 2 through a tapered roller bearing A7, and the drum 14 is mounted in the power take-off housing 3 through a tapered roller bearing B19. The bracket 2 is provided with a retaining spring A6 for axial positioning of the tapered roller bearing A7 to prevent bearing movement.

[0035] The rear power output shaft is used to transmit power to agricultural implements. It includes a power output shaft 44, an input gear 40, a meshing sleeve 50, a sprocket A54, and a power output spline shaft 55. Specifically, the power output shaft 44 is installed in the holes of the bracket 2 and the power output housing 3, and is supported by tapered roller bearings C41 and D57, and can rotate freely.

[0036] In some preferred embodiments, the input gear 40 is rotatably mounted on the power output shaft 44 via a needle roller bearing 45 and a bushing 46. A retaining circlip C42 is used to limit the leftward axial movement of the power output shaft 44. Thrust washers A43 are provided on both sides of the input gear 40 for axial positioning of the input gear 40 on the power output shaft 44. This mounting method allows relative rotation between the input gear 40 and the power output shaft 44, facilitating different power transmission paths.

[0037] In some preferred embodiments, the sprocket A54 is limited on the power output shaft 44 by a shaft retaining ring B51 and a thrust washer B52, and is fixedly connected to the power output shaft 44 or can rotate relative to it. The engagement sleeve 50 is axially movable and fitted onto the power output shaft 44, and is connected to the power output shaft 44 by a spline, achieving circumferential fixation and axial sliding. The engagement sleeve 50 can engage with the input gear 40 or the sprocket A54 respectively. Specifically, when the engagement sleeve 50 moves towards the side where the input gear 40 is located, its external spline engages with the internal spline of the input gear 40, and the power is transmitted from the output drive wheel 5 to the input gear 40, and then through the engagement sleeve 50 to the power output shaft 44; when the engagement sleeve 50 moves towards the side where the sprocket A54 is located, its external spline engages with the internal spline of the sprocket A54, and the power is transmitted from the camshaft to the sprocket A54, and then through the engagement sleeve 50 to the power output shaft 44.

[0038] To drive the axial movement of the engagement sleeve 50, this invention also includes a piston B47 and a compression spring 53. The piston B47 is axially movably mounted on the power output shaft 44, and the engagement sleeve 50 is fixedly connected to the piston B47 by an elastic cylindrical pin 49, allowing them to move synchronously. The compression spring 53 is located on one side of the piston B47 and is used to reset the piston B47. When shifting gears, pressure is applied to the piston B47, pushing it to move and compressing the compression spring 53, which in turn moves the engagement sleeve 50 until it engages with the sprocket A54. When the force is released, the compression spring 53 pushes the piston B47 back to its original position, causing the engagement sleeve 50 to move in the opposite direction and engage with the input gear 40. This shifting mechanism has a simple structure and rapid response, eliminating the need for an additional complex shifting control assembly and reducing costs.

[0039] The power output spline shaft 55 is installed in the large hole on the right side of the power output shaft 44 and is fixed radially by splines. A power output shaft retaining ring 56 is provided on the right side of the power output shaft 44 for axial positioning of the power output spline shaft 55.

[0040] Preferably, the left and right ends of the power output spline shaft 55 have the same shape and size, and their outer peripheral walls are respectively provided with spline segments and retaining ring grooves of the same specifications; and the diameters of the center holes at the two ends are different, with the diameter of the center hole at one end being larger than that at the other end. The outer diameter of the end of the piston B47 facing the power output spline shaft 55 is set to be larger than the diameter of the small-diameter center hole of the power output spline shaft 55, and smaller than or equal to the diameter of its large-diameter center hole, so that the end can form a plug-in fit with the large-diameter center hole, but cannot extend into the small-diameter center hole.

[0041] Preferably, the power output spline shaft 55 can be installed in a flip-top configuration, meaning that both its left and right ends can be used as output ends. When installed in a flip-top configuration, the positions of the meshing sleeve 50 are different, and the meshing gears are different, thereby providing different output speeds.

[0042] Specifically, such as Figure 7 As shown, when the power output spline shaft 55 is installed in the forward direction, the piston B47 is installed into the large diameter center hole of the power output spline shaft 55, the meshing sleeve 50 meshes with the input gear 40, and the right end of the power output spline shaft 55 extends outward as the output end. like Figure 8 As shown, when installed by flipping 180°, the engagement sleeve 50 moves to the left along with the piston B47. The piston B47 presses against the end of the power output spline shaft 55, and the engagement sleeve 50 engages with the sprocket A54. The second end of the power output spline shaft 55 extends outward as the output end, achieving different output speeds. Since the shape and size of the spline sections at both ends are exactly the same, the spline engagement length remains unchanged after flipping, and the torque transmission capacity remains unchanged. At the same time, the positions of the retaining ring grooves at both ends are symmetrical, and the retaining ring 56 of the power output shaft can still be inserted into the corresponding retaining ring groove after flipping, cooperating with the shaft shoulder to achieve reliable axial limiting. When the journal diameters at both ends of the power output spline shaft 55 that are used to cooperate with the seal are the same, the compression and sealing effect of the seal are not affected after flipping.

[0043] This flip-up design allows the present invention to achieve two output speeds without adding a complete shift control assembly, which greatly simplifies the structure, saves layout space, and reduces manufacturing costs.

[0044] After the rotation is completed, in order to achieve closed-loop control of the output speed, a speed pulse wheel 59 is also provided on the power output shaft 44 to detect the speed of the power output shaft 44 in real time. The speed pulse wheel 59 works in conjunction with the speed sensor to feed the speed signal back to the electro-hydraulic control system. The control system can adjust the clutch engagement pressure according to the deviation between the actual speed and the target speed to achieve precise speed control.

[0045] The camshaft includes a sprocket B60, a bearing housing 62, and a geared intermediate shaft 64. The geared intermediate shaft 64 is installed in the bearing housing 62 and the power output housing 3, and is supported by tapered roller bearings E61 and F66. The sprocket B60 is mounted on the geared intermediate shaft 64 and meshes with the input gear 40. The sprocket B60 and the geared intermediate shaft 64 are fixedly connected by a spline. A shaft retaining circlip C65 is installed on the left side of the geared intermediate shaft 64 for axial positioning of the sprocket B60. An adjusting shim 63 is installed between the bearing housing 62 and the power output housing 3 to adjust the axial clearance of the camshaft train and ensure gear meshing accuracy.

[0046] When a second output speed is required, the power output shaft 44 is flipped, and the engagement sleeve 50 moves to the left to engage with the sprocket A54. The power transmission route is: output drive wheel 5 → input gear 40 → sprocket B60 → intermediate shaft 64 with gears → sprocket A54 → engagement sleeve 50 → power output shaft 44 → power output spline shaft 55, thus achieving a different output speed. This camshaft has a compact structure, smooth transmission, and the clearance can be easily adjusted by adjusting the shim 63, ensuring long-term reliability.

[0047] The following describes the specific working process of this utility model: When the power output shaft clutch needs to be engaged, the electro-hydraulic control system sends an engagement electrical signal to control the solenoid valve to disconnect the oil supply to the brake oil circuit. Simultaneously, the same solenoid valve begins supplying oil to the working oil circuit. Hydraulic oil enters from the working oil circuit inlet 36, passes through working oil holes A34 and B33, and enters the working oil chamber 32. The high-pressure working oil pushes the piston A17 to the left, simultaneously compressing the disc spring 24, which presses the friction plates 11, separation plate A12, and separation plate B13 of the drive friction assembly together, engaging the clutch. Torque is transmitted from the input shaft 1 through the hub 8, the drive friction assembly, and the drum 14 to the output drive wheel 5, achieving power output. Simultaneously, the high-pressure oil in the working oil chamber 32 pushes the valve 20 to the right, opening the lubrication oil circuit to lubricate and cool the drive friction assembly. During this process, the clutch engages smoothly without impact, and lubrication is timely and sufficient, effectively extending the service life of the friction plates.

[0048] When the power output shaft clutch needs to disengage and brake, the electro-hydraulic control system sends a disconnection signal to control the solenoid valve to disconnect the oil supply to the working oil circuit. The working chamber begins to return oil, and the pressure in the working oil chamber 32 decreases. Under the return action of the disc spring 24, the piston A17 moves to the right, driving the friction assembly to disengage and interrupting torque transmission. At the same time, the same solenoid valve switches to supply oil to the brake oil circuit. The hydraulic oil enters the brake oil chamber 39 through the brake oil hole 38, pushing the brake piston A23 to the left, causing the brake friction plate 22 to press against the drum 14, generating braking torque, and causing the drum 14 and the output drive wheel 5 to stop rotating quickly, effectively overcoming the problem of long stopping time caused by the large rotational inertia of the load.

[0049] When a change in output speed is required, the operator can first reverse the power output spline shaft 55 for installation. Then, by manually overcoming the spring force of the compression spring 53, the piston B47 moves to the left, causing the engagement sleeve 50 to move to the left and engage with the sprocket A54. Power is then transmitted via the camshaft to achieve the second speed output. To restore the forward installation, the spring force of the compression spring 53 moves the piston B47 to the right, returning it to the forward position. The entire shifting process requires no additional shift control assembly, making operation simple.

[0050] In summary, the electro-hydraulic controllable power output mechanism of this invention achieves smooth clutch engagement and rapid braking through electro-hydraulic control, avoiding mechanical shock and improving component lifespan; shifting is achieved through a flip-out power output spline shaft, eliminating the need for an additional shifting mechanism, reducing the number of parts and lowering costs; lubrication is achieved on demand through valve control of the lubrication oil circuit, improving lubrication efficiency; the overall structure is compact and rationally arranged, significantly improving the operability, reliability, and adaptability of the tractor's power output mechanism.

[0051] The above description is only a preferred embodiment of the present utility model. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of the present utility model, and these improvements and modifications should also be considered within the protection scope of the present utility model.

Claims

1. An electro-hydraulically controllable power output mechanism, characterized by include: Input axis; A power take-off shaft clutch has a hub that is poweredly connected to the input shaft, a drum coaxially mounted on the hub, a piston A that is axially movable inside the drum, a drive friction assembly disposed between the hub and the drum, and a brake friction assembly disposed on the outside of the drum; the output drive wheel of the power take-off shaft clutch is arranged on the same side as the input shaft. A working oil chamber is formed between the piston A and the drum, and a brake oil chamber is formed between the brake friction assembly and the power output housing. The working oil chamber is connected to the working oil circuit of the electro-hydraulic control system. The piston A is configured to move under the action of oil pressure in the working oil chamber to press the drive friction assembly. The brake oil chamber is connected to the brake oil circuit of the electro-hydraulic control system. The hydraulic oil in the brake oil chamber pushes the brake friction assembly to press against the surface of the drum for braking. A rear power take-off shaft having a power output spline shaft, which is rotatably mounted on the rear power take-off shaft to provide different output speeds.

2. The electro-hydraulically controllable power take-off mechanism of claim 1, wherein, The drive friction assembly includes multiple friction plates and multiple separation plates arranged in an alternating manner. The friction plates are circumferentially fixedly connected to the hub, and the separation plates are circumferentially fixedly connected to the drum.

3. An electro-hydraulically controllable power output mechanism according to claim 2, characterised in that, It also includes a lubricating oil circuit connected to the drive friction assembly. A valve is provided on the lubricating oil circuit. The valve is located inside the drum, and one end of the valve is connected to the working oil chamber, while the other end is connected to the lubricating oil circuit. The valve moves with the working oil pressure to control the opening and closing of the lubricating oil circuit.

4. The electro-hydraulically controllable power take-off mechanism of claim 1, wherein, The braking friction assembly includes a braking friction plate and a braking piston A. The braking piston A is axially movable and installed inside the power output housing. The braking friction plate is installed in the inner hole of the braking piston A and is located between the drum and the braking piston A. The brake oil chamber is formed between the braking piston A and the power output housing.

5. The electro-hydraulic controllable power output mechanism according to claim 1, characterized in that, The rear power output shaft also includes a power output shaft, an input gear mounted on the power output shaft, a meshing sleeve axially movable and fitted on the power output shaft, and a sprocket A mounted on the power output shaft. The meshing sleeve is connected to the power output shaft via a spline, and the meshing sleeve can mesh with either the input gear or the sprocket A.

6. An electro-hydraulically controllable power output mechanism according to claim 5, characterised in that, It also includes a piston B that is axially movable on the power output shaft and a compression spring for resetting the piston B, wherein the engagement sleeve is fixedly connected to the piston B by an elastic cylindrical pin.

7. The electro-hydraulic controllable power output mechanism according to claim 5, characterized in that, It also includes a camshaft, which includes a sprocket B, a bearing housing, and a geared intermediate shaft. The sprocket B meshes with the input gear, and the geared intermediate shaft is splinedly connected to the sprocket B.

8. The electro-hydraulically controllable power output mechanism of claim 5, wherein, The power output shaft is equipped with a speed pulse wheel for detecting the rotational speed.

9. The electro-hydraulically controllable power take-off mechanism of claim 1, wherein, A disc spring for resetting is provided on the left side of the piston A, and the disc springs are arranged in a mating manner.

10. The electro-hydraulically controllable power take-off mechanism of claim 1, wherein, The input shaft is connected to the hub via a spline, and the input shaft is provided with a wire snap ring for axial positioning.

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