Power take-off assembly and vehicle

Abstract

The utility model discloses a kind of power take-off assembly and vehicle, it is related to vehicle manufacturing technical field, the power take-off assembly, comprising: input gear, the input gear is used to be connected with power source, and installation cavity is formed in the input gear;Output shaft, the output shaft is rotatably arranged in the installation cavity;Engaging sleeve and transmission shaft, the transmission shaft is circumferentially transmission cooperation with the output shaft and can be relatively active along axial direction, the engaging sleeve is circumferentially transmission cooperation with the transmission shaft and is fixed along axial direction limit, the engaging sleeve is suitable for with the transmission shaft common axial movement to with the input gear selectively circumferentially limit cooperation.The power take-off assembly of the utility model embodiment, free power can be realized when driving or parking, improve the economy of whole, and can reduce to set up separate power drive mechanism for external power take-off piece, can reduce setting cost, reduce occupied space, and can avoid increasing noise source, beneficial to improve user satisfaction.

Description

Technical Field

[0001] This utility model relates to the field of vehicle manufacturing technology, and in particular to a power take-off assembly and a vehicle. Background Technology

[0002] In existing sanitation vehicles, dump trucks, and other vehicles that require operating power, an independent power unit is usually used to provide power to the operating mechanism. The characteristics of the independent power unit enable it to achieve power take-off function under different working conditions such as driving and parking. However, this solution usually requires an independent drive motor as a power source, which occupies space, increases costs, and increases noise sources, leaving room for improvement. Utility Model Content

[0003] This utility model aims to solve at least one of the technical problems existing in the prior art. To this end, this utility model proposes a power take-off assembly that can achieve free power take-off during driving or parking, improve overall economy, and reduce the need for a separate power drive mechanism for external power take-off components, thereby reducing installation costs, minimizing space occupation, avoiding the increase of noise sources, and improving user satisfaction.

[0004] A power take-off assembly according to an embodiment of the present invention includes: an input gear for connecting to a power source, wherein an installation cavity is formed within the input gear; an output shaft rotatably disposed within the installation cavity; a meshing sleeve and a transmission shaft, wherein the transmission shaft is circumferentially driven and axially movable relative to the output shaft, the meshing sleeve is circumferentially driven and axially limited and fixed to the transmission shaft, and the meshing sleeve is adapted to move axially together with the transmission shaft to selectively engage with the input gear in a circumferentially limited manner.

[0005] According to the power take-off assembly of this utility model embodiment, power from a power source can be obtained by setting an input gear, and power can be output by setting an output shaft. The engagement sleeve can move axially with the transmission shaft to selectively engage with the input gear in a circumferential limiting fit. When the engagement sleeve and the input gear are engaged in a circumferential limiting fit, the power from the power source can be transmitted to the output shaft. When the engagement sleeve and the input gear are disengaged, the transmission of power to the output shaft stops. This allows for free power take-off during driving or parking, improving overall economy. It also reduces the need for a separate power drive mechanism for external power take-off components, reducing installation costs, minimizing space occupation, and avoiding the addition of noise sources, thus improving user satisfaction.

[0006] According to some embodiments of the present invention, the power take-off assembly includes a first transmission part and a second transmission part, the first transmission part and the second transmission part being axially connected; the first transmission part is sleeved outside the transmission shaft and is circumferentially driven and fixedly limited along the axial direction with the transmission shaft; the second transmission part is adapted to selectively engage circumferentially with the input gear when moving along the axial direction.

[0007] According to some embodiments of the present invention, the power take-off assembly is configured as a sleeve plate, the sleeve plate having a spline mating hole, the outer peripheral wall of the drive shaft having a first spline segment, the first spline segment passing through the spline mating hole and forming a spline transmission fit; and / or, the second transmission part is configured as a sleeve ring, the sleeve ring having a spline mating cavity, one end of the input gear having a spline mating segment, the spline mating segment extending into the spline mating cavity and forming a spline transmission fit.

[0008] According to some embodiments of the present invention, in the power take-off assembly, the sleeve plate is connected to one axial end of the sleeve ring; and / or, the sleeve plate and the sleeve ring are integrally formed.

[0009] According to some embodiments of the present invention, the power take-off assembly has an axial limiting member on both sides of the sleeve plate, and the axial limiting member is used to axially limit the sleeve plate and the transmission shaft.

[0010] According to some embodiments of the present invention, the power take-off assembly further includes a power take-off housing, wherein the input gear, the output shaft, the engagement sleeve, and the transmission shaft are all located within the power take-off housing, and at least a portion of the input gear extends outside the power take-off housing to be connected to the power source; wherein the power take-off housing is provided with a pneumatic interface adapted to be connected to an external air source for applying a pneumatic thrust to the transmission shaft that moves axially toward the input gear.

[0011] According to some embodiments of the present invention, the power take-off assembly further includes a piston member, which is axially opposite to the drive shaft. The piston member and the power take-off housing together define a pneumatic thrust space that communicates with the pneumatic interface. The pneumatic interface is used to supply air to the pneumatic thrust space to push the piston member to drive the drive shaft to move axially.

[0012] According to some embodiments of the present invention, the power take-off assembly further includes an elastic reset member connected to the drive shaft, the elastic reset member being used to apply a reset elastic force away from the input gear to the drive shaft.

[0013] According to some embodiments of the present invention, the power take-off assembly has a partition wall inside the output shaft, which divides the internal space of the output shaft into a first sub-cavity and a second sub-cavity along the length direction. The first sub-cavity and the second sub-cavity are open in directions away from each other. At least a portion of the transmission shaft and the elastic reset member are located in the second sub-cavity. The inner wall of the first sub-cavity is provided with an output internal spline that drives and cooperates with an external power take-off member, and the inner wall of the second sub-cavity is provided with a transmission internal spline that drives and cooperates with the transmission shaft.

[0014] This utility model also proposes a vehicle.

[0015] The vehicle according to the present invention includes the power take-off assembly described in any of the above embodiments.

[0016] The vehicle and the aforementioned power take-off assembly have the same advantages over the prior art, which will not be elaborated here.

[0017] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0018] The above and / or additional aspects and advantages of this utility model will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which: Figure 1 This is a schematic diagram of the power take-off assembly according to an embodiment of the present utility model; Figure 2 This is a cross-sectional view of the power take-off assembly according to an embodiment of the present utility model; Figure 3 This is a schematic diagram of the engagement sleeve according to an embodiment of the present utility model; Figure 4 This is a cross-sectional view of the engagement sleeve according to an embodiment of the present utility model.

[0019] Figure label: PTO assembly 100, Input gear 1, mounting cavity 11, spline mating section 12, Output shaft 2, partition wall 21, first sub-cavity 22, output internal spline 221, second sub-cavity 23, transmission internal spline 231 Engaging sleeve 3, first transmission part 31, spline mating hole 311, axial limiting member 312, second transmission part 32, spline mating cavity 321. Drive shaft 4, first spline section 41, Power take-off housing 5, air pressure port 51, upper housing 52, lower housing 53, piston end cap 54, connector 55. Piston component 6, pneumatic thrust space 61, Elastic reset element 7, First bearing 8, second bearing 81, third bearing 82, fourth bearing 83, oil seal 84, position sensor 9. Detailed Implementation

[0020] The embodiments of this utility model are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this utility model, and should not be construed as limiting this utility model.

[0021] In the description of this utility model, it should be understood that the terms "center," "longitudinal," "transverse," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential," etc., indicating the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element 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. Furthermore, features defined with "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, unless otherwise stated, "a plurality of" means two or more. In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0022] The following is for reference. Figures 1-4 The power take-off assembly 100 according to the present utility model embodiment can realize free power take-off when driving or parking, improve the overall economy, and reduce the need to set up a separate power drive mechanism for external power take-off components, thereby reducing installation costs, reducing space occupation, avoiding the increase of noise sources, and helping to improve user satisfaction.

[0023] like Figures 1-4 As shown, a power take-off assembly 100 according to an embodiment of the present invention includes: an input gear 1, an output shaft 2, a meshing sleeve 3, and a transmission shaft 4.

[0024] The input gear 1 is used to connect to the power source, and a mounting cavity 11 is formed inside the input gear 1; the output shaft 2 is rotatably inserted into the mounting cavity 11; the transmission shaft 4 is circumferentially driven and can move relative to the output shaft 2 in the axial direction; the meshing sleeve 3 is circumferentially driven and fixed in the transmission shaft 4 in the axial direction; the meshing sleeve 3 is adapted to move axially together with the transmission shaft 4 to selectively engage with the input gear 1 in the circumferential direction.

[0025] Specifically, the power take-off (PTO) assembly 100 is used to acquire and output power. The PTO assembly 100 includes an input gear 1 and an output shaft 2. The input gear 1 is used to acquire power, and the output shaft 2 is used to output power. The input gear 1 is connected to a power source, such as through meshing, so that the input gear 1 can acquire power from the power source. At the same time, the output shaft 2 can be connected to an external power take-off component, so that the output shaft 2 can output power to the external power take-off component, ensuring the reliable operation of the external power take-off component. An installation cavity 11 is formed inside the input gear 1. The installation cavity 11 has a large volume and can be used to install the output shaft 2. The output shaft 2 can be inserted into the installation cavity 11 to realize the installation of the output shaft 2 and ensure the reliable operation of the output shaft 2. The input gear 1 and the output shaft 2 can be coaxially arranged so that the space occupied by the input gear 1 and the output shaft 2 along the axial direction at least partially overlaps, which can reduce the space occupied by the PTO assembly 100 and facilitate the installation of the PTO assembly 100 on the vehicle.

[0026] Furthermore, the output shaft 2 is rotatably mounted within the mounting cavity 11, meaning that the input gear 1 and the output shaft 2 can rotate relative to each other. This allows the input gear 1 to rotate relative to the output shaft 2 to obtain power from the power source, and the output shaft 2 to rotate relative to the input gear 1 to output power to the external power take-off unit. This improves the reliability of the power take-off assembly 100. Moreover, by obtaining power from the power source and outputting it to the external power take-off unit, the need for a separate power drive mechanism for the external power take-off unit can be reduced, thereby lowering installation costs, reducing space requirements, and avoiding the addition of noise sources, which helps improve user satisfaction.

[0027] Among them, such as Figure 1 As shown, a first bearing 8 can be provided between the input gear 1 and the output shaft 2 to ensure that the input gear 1 and the output shaft 2 can rotate relative to each other, and the first bearing 8 can be a needle roller bearing.

[0028] Furthermore, the power take-off assembly 100 also includes a meshing sleeve 3 and a drive shaft 4. The meshing sleeve 3 and the drive shaft 4 are used to transmit power between the input gear 1 and the output shaft 2, so as to transmit the power obtained by the input gear 1 to the output shaft 2. The meshing sleeve 3 and the drive shaft 4 are engaged circumferentially and fixed axially, so that the meshing sleeve 3 and the drive shaft 4 can be connected, and the meshing sleeve 3 can be relatively fixed with the drive shaft 4, thereby enabling motion transmission between the meshing sleeve 3 and the drive shaft 4. Moreover, the meshing sleeve 3 can move along the axis of the drive shaft 4 together. The drive shaft 4 can move axially to selectively engage with the input gear 1 in a circumferential limiting manner. In other words, the drive shaft 4 can move axially, and at the same time, the drive shaft 4 can drive the meshing sleeve 3 to move axially, so that the meshing sleeve 3 can selectively engage with the input gear 1 in an axial limiting manner. This allows the meshing sleeve 3 and the input gear 1 to be distributed axially. When the meshing sleeve 3 moves axially to approach the input gear 1, it can engage with the input gear 1 in a circumferential limiting manner. When the meshing sleeve 3 moves axially to move away from the input gear 1, it can disengage from the input gear 1 in a limiting manner.

[0029] In other words, when the meshing sleeve 3 moves axially toward the input gear 1 along the transmission shaft 4, it can be circumferentially limited to engage with the input gear 1, thereby allowing the meshing sleeve 3 to rotate under the drive of the input gear 1 and transmit the power obtained by the input gear 1 to the transmission shaft 4. When the meshing sleeve 3 moves axially away from the input gear 1 along the transmission shaft 4, it can be limited to disengage from the input gear 1, preventing the input gear 1 from transmitting power to the meshing sleeve 3.

[0030] The engagement sleeve 3 can be sleeved on the outside of the transmission shaft 4, so that the engagement sleeve 3 can be fixed relative to the transmission shaft 4, and the engagement sleeve 3 can move axially under the drive of the transmission shaft 4. In other words, the engagement sleeve 3 and the transmission shaft 4 can be coaxially arranged to improve the overall integration, further reduce the space occupied by the power take-off assembly 100, and allow the engagement sleeve 3 to move closer to the input gear 1, so as to selectively circumferentially limit the engagement with the input gear 1.

[0031] Meanwhile, the drive shaft 4 and the output shaft 2 can move relative to each other along the axial direction. That is, when the drive shaft 4 moves along the axial direction relative to the output shaft 2, it can drive the meshing sleeve 3 to selectively engage with the input gear 1 in a circumferential limiting manner. The drive shaft 4 and the output shaft 2 are also engaged in circumferential transmission. That is, the drive shaft 4 can drive the output shaft 2 to rotate so as to transmit the power obtained from the input gear 1 to the output shaft 2, so that the output shaft 2 can output power.

[0032] It should be noted that the power take-off assembly 100 can be applied to dump trucks or sanitation vehicles, etc. It can mesh the input gear 1 with the constant-rotation gear of the gearbox, so that the gearbox can act as a power source and transmit power to the input gear 1. It can connect the output shaft 2 to the oil pump, so that the oil pump can act as an external power take-off component and finally obtain power through the output shaft 2 to provide power to the lift or sweeper, etc. By selectively circumferentially limiting the engagement between the engagement sleeve 3 and the input gear 1, it is possible to freely take off the power when the vehicle is driving or parked, without having to turn off the power take-off assembly 100 when the vehicle is driving, which can improve the overall economy. Furthermore, by connecting the power take-off assembly 100 to the gearbox, the power take-off assembly 100 can share the oil with the gearbox and actively lubricate the various components in the power take-off assembly 100 to reduce oil churning losses.

[0033] Therefore, when power is needed, the drive shaft 4 can be moved axially, and the meshing sleeve 3 can be moved axially towards the input gear 1 until the meshing sleeve 3 and the input gear 1 are circumferentially locked. In this way, the input gear 1 can transmit the power from the power source to the meshing sleeve 3, so that the meshing sleeve 3 can drive the drive shaft 4 to rotate and transmit the power to the drive shaft 4. In turn, the drive shaft 4 can drive the output shaft 2 to rotate and transmit the power to the output shaft 2, so that the output shaft 2 can output power. When the power is taken out, the drive shaft 4 can be moved axially, and the meshing sleeve 3 can be moved axially away from the input gear 1 until the meshing sleeve 3 and the input gear 1 are locked and separated, so as to stop the transmission of power from the input gear 1 to the output shaft 2.

[0034] According to the power take-off assembly 100 of this utility model embodiment, power can be obtained from the power source by setting the input gear 1, and power can be output by setting the output shaft 2. The engagement sleeve 3 can move axially together with the transmission shaft 4 to selectively engage with the input gear 1 in a circumferential limiting fit. When the engagement sleeve 3 is engaged with the input gear 1 in a circumferential limiting fit, the power source is transmitted to the output shaft 2. When the engagement sleeve 3 is disengaged from the input gear 1 in a limiting fit, the transmission of power to the output shaft 2 stops. This can realize free power take-off when driving or parking, improve the overall economy, reduce the need to set up a separate power drive mechanism for external power take-off components, reduce the installation cost, reduce the space occupied, and avoid increasing the noise source, which is conducive to improving user satisfaction.

[0035] In some embodiments, the engagement sleeve 3 includes a first transmission part 31 and a second transmission part 32, the first transmission part 31 and the second transmission part 32 are connected axially; the first transmission part 31 is sleeved on the outside of the transmission shaft 4 and is circumferentially driven and fixedly limited along the axial direction with the transmission shaft 4; the second transmission part 32 is adapted to selectively engage circumferentially with the input gear 1 when moving along the axial direction.

[0036] Specifically, such as Figure 1 , Figure 3 and Figure 4 As shown, by connecting the first transmission part 31 and the second transmission part 32 along the axial direction, the first transmission part 31 and the second transmission part 32 can be distributed sequentially along the axial direction, and the two can be connected by welding or other means so that the meshing sleeve 3 can be a whole structure, thereby improving the overall structural strength and operational reliability of the meshing sleeve 3.

[0037] Furthermore, by sleeved the first transmission part 31 around the transmission shaft 4 and engaging with the transmission shaft 4 circumferentially while being fixed in the axial direction, the first transmission part 31 can connect and engage the meshing sleeve 3 with the transmission shaft 4. This allows the transmission shaft 4 to drive the meshing sleeve 3 to move axially as a whole through the first transmission part 31, and the meshing sleeve 3 to drive the transmission shaft 4 to rotate and transmit power to the transmission shaft 4. At the same time, the second transmission part 32 can selectively engage with the input gear 1 circumferentially during axial movement. This allows the meshing sleeve 3 to selectively engage with the input gear 1. When the transmission shaft 4 drives the first transmission part 31 to move axially, the second transmission part 32 can move axially along with the first transmission part 31 and can selectively engage with the input gear 1 circumferentially while moving axially.

[0038] When the second transmission part 32 is engaged with the input gear 1 in a circumferential transmission, the input gear 1 can transmit power to the second transmission part 32, that is, to the meshing sleeve 3, so that the meshing sleeve 3 can transmit power to the transmission shaft 4 through the first transmission part 31, and then the transmission shaft 4 can further transmit power to the output shaft 2 for power output, so as to realize power take-off. When the second transmission part 32 is disengaged from the input gear 1, the input gear 1 can transmit power to the second transmission part 32, that is, it cannot transmit to the meshing sleeve 3, and thus power take-off can be stopped.

[0039] In some embodiments, the first transmission part 31 is configured as a sleeve plate, the sleeve plate having a spline mating hole 311, the outer peripheral wall of the transmission shaft 4 having a first spline segment 41, the first spline segment 41 passing through the spline mating hole 311 and forming a spline transmission fit; and / or, the second transmission part 32 is configured as a sleeve ring, the sleeve ring having a spline mating cavity 321, one end of the input gear 1 having a spline mating segment 12, the spline mating segment 12 extending into the spline mating cavity 321 and forming a spline transmission fit.

[0040] Specifically, the first transmission part 31 is sleeved on the outside of the transmission shaft 4 and is in circumferential transmission engagement with the transmission shaft 4. The first transmission part 31 is constructed as a sleeve plate, and a spline mating hole 311 is formed on the sleeve plate, so that a spline structure can be formed on the inner peripheral wall of the spline mating hole 311. A first spline segment 41 is provided on the outer peripheral wall of the transmission shaft 4, so that a spline structure can be formed on at least part of the outer peripheral wall of the transmission shaft 4. In this way, when the first spline segment 41 is inserted into the spline mating hole 311, the spline structure on the first spline segment 41 can form a spline transmission engagement with the spline structure in the spline mating hole 311, thereby enabling the first transmission part 31 to drive the transmission shaft 4 to rotate and transmit power to the transmission shaft 4.

[0041] Furthermore, the second transmission part 32 can engage with the input gear 1 circumferentially when moving axially toward the direction close to the input gear 1. The second transmission part 32 is constructed as a sleeve ring, and a spline mating cavity 321 is formed in the sleeve ring. A spline structure is formed on the inner peripheral wall of the spline mating cavity 321. A spline mating section 12 is provided at one end of the input gear 1, and a spline structure is formed on at least part of the outer peripheral wall of the end of the input gear 1 close to the second transmission part 32. In this way, when the spline mating section 12 is extended into the spline mating cavity 321, the spline structure on the spline mating section 12 can engage with the spline structure in the spline mating cavity 321 to form a spline transmission engagement. Thus, when the input gear 1 engages with the second transmission part 32 circumferentially, it can transmit the power of the power source to the meshing sleeve 3.

[0042] In some embodiments, the sleeve plate is connected to one axial end of the sleeve ring; and / or, the sleeve plate and the sleeve ring are integrally formed.

[0043] Specifically, the first transmission part 31 is connected to the second transmission part 32. The sleeve plate is connected to one axial end of the sleeve ring, so that the sleeve plate and the sleeve ring are distributed and connected sequentially along the axial direction. The sleeve ring can be set towards the input gear 1, and the sleeve plate can be set away from the input gear 1. This facilitates the circumferential limiting fit between the sleeve ring and the input gear 1, and avoids interference between the sleeve plate and the input gear 1. It improves the reliability of the fit between the sleeve plate and the sleeve ring with the transmission shaft 4 and the input gear 1, respectively. At the same time, it can also increase the connection and fit area between the sleeve plate and the sleeve ring, improve the connection strength and reliability between the sleeve plate and the adjusting ring, and thus improve the overall structural strength and operational reliability of the meshing sleeve 3.

[0044] Furthermore, it should be noted that constructing the meshing sleeve 3 as including a sleeve plate and a sleeve ring can reduce the difficulty of machining.

[0045] Furthermore, in practice, the socket plate and the socket ring can also be integrally formed, that is, the socket plate and the socket ring can be processed on a single raw material at the same time, making the meshing sleeve 3 a whole structure. This can improve the overall structural strength and operational reliability of the meshing sleeve 3, and can also reduce the number of parts, reduce connection and assembly steps, simplify the operation process, and reduce the difficulty of operation.

[0046] In some embodiments, an axial limiting member 312 is provided on both sides of the socket plate, and the axial limiting member 312 is used to axially limit the socket plate and the transmission shaft 4.

[0047] Specifically, the first transmission part 31 is sleeved on the outside of the transmission shaft 4 and is fixedly positioned with the transmission shaft 4 along the axial direction. When the sleeve plate is sleeved on the outside of the transmission shaft 4, an axial limiting member 312 is provided on the axial direction of the sleeve plate. The axial limiting member 312 is used to limit the position of the sleeve plate on the transmission shaft 4 along the axial direction, so that the sleeve plate and the transmission shaft 4 are fixedly positioned along the axial direction, ensuring that the transmission shaft 4 can drive the meshing sleeve 3 to move along the axial direction. Two axial limiting members 312 are provided and respectively set on both sides of the sleeve plate. The two axial limiting members 312 can limit the sleeve plate from both sides of the sleeve plate along the axial direction, which can improve the reliability of limiting the position of the sleeve plate on the transmission shaft 4 and effectively ensure the reliability of the transmission shaft 4 driving the meshing sleeve 3 to move along the axial direction. The axial limiting member 312 can be constructed as a snap ring.

[0048] In some embodiments, the power take-off assembly 100 further includes a power take-off housing 5, wherein the input gear 1, output shaft 2, engagement sleeve 3 and drive shaft 4 are all located inside the power take-off housing 5, and at least a portion of the input gear 1 extends outside the power take-off housing 5 to be connected to a power source; wherein the power take-off housing 5 is provided with a pneumatic interface 51, which is adapted to be connected to an external air source for applying a pneumatic thrust to the drive shaft 4 to move axially toward the input gear 1.

[0049] Specifically, the power take-off housing 5 serves as the outer housing of the power take-off assembly 100, allowing for the installation and protection of components within the assembly. This prevents damage or failure caused by collisions between components and external structures, thus extending the service life of each component. The input gear 1, output shaft 2, engagement sleeve 3, and drive shaft 4 are all housed within the power take-off housing 5, providing installation space for these components. This facilitates their installation and protection, extending their service life and improving their operational reliability.

[0050] Furthermore, by extending at least a portion of the input gear 1 outside the power take-off housing 5 to connect it to the power source, the input gear 1 can be extended, either partially or entirely, to the power take-off housing 5 to approach the power source. This facilitates the connection of the input gear 1 to the power source, enabling the input gear 1 to reliably obtain power from the power source and ensuring the reliability of power supply to external power take-off components.

[0051] In such Figures 1-2 In the illustrated embodiment, a portion of the input gear 1 is located inside the power take-off housing 5, which enables the installation and protection of the input gear 1. A portion of the input gear 1 extends outside the power take-off housing 5, facilitating connection to a power source to obtain power. The input gear 1 is located inside the power take-off housing 5 and is rotatable relative to it. A second bearing 81 can be provided between the input gear 1 and the power take-off housing 5 to ensure that the input gear 1 can rotate relative to the power take-off housing 5. The second bearing 81 can be a deep groove ball bearing.

[0052] The power take-off housing 5 includes an upper housing 52 and a lower housing 53. The upper housing 52 and the lower housing 53 are spliced ​​together to define an installation space. The installation space is used to install the input gear 1, the output shaft 2, the engagement sleeve 3, and the drive shaft 4. The upper housing 52 and the lower housing 53 are connected by multiple spaced-apart connectors 55, making the power take-off housing 5 a single integral structure, improving its structural strength and operational reliability. The connection between the upper housing 52 and the lower housing 53 via the connectors 55 makes them detachable, facilitating the connection or separation of the upper housing 52 and the lower housing 53. When separated, the input gear 1, the output shaft 2, the engagement sleeve 3, and the drive shaft 4 can be installed. When connected, the input gear 1, the output shaft 2, the engagement sleeve 3, and the drive shaft 4 can be protected. The connectors 55 can be bolts, etc.

[0053] Furthermore, the drive shaft 4 can move axially to drive the meshing sleeve 3 to selectively engage with the input gear 1 in a circumferential limiting manner. A pneumatic interface 51 is provided on the power take-off housing 5. The pneumatic interface 51 is used to connect to an external air source, such as an air tank. By connecting the external air source to the pneumatic interface 51, the compressed gas in the external air source can enter the interior of the power take-off housing 5 through the pneumatic interface 51. Inside the power take-off housing 5, a pneumatic thrust is applied to the drive shaft 4 to move axially toward the input gear 1. The pneumatic interface 51 can be set on the side of the drive shaft 4 away from the input gear 1. When the compressed gas enters the power take-off housing 5 from the external air source, it can push the drive shaft 4 to move away from the pneumatic interface 51, thereby driving the meshing sleeve 3 to move toward the input gear 1 until the meshing sleeve 3 engages with the input gear 1 in a circumferential limiting manner.

[0054] In some embodiments, the power take-off assembly 100 further includes a piston 6, which is axially opposite to the drive shaft 4. The piston 6 and the power take-off housing 5 together define a pneumatic thrust space 61 that communicates with a pneumatic interface 51. The pneumatic interface 51 is used to supply air to the pneumatic thrust space 61 to drive the piston 6 to drive the drive shaft 4 to move axially.

[0055] Specifically, when the drive shaft 4 moves axially toward the direction closer to the input gear 1, it can drive the meshing sleeve 3 to engage with the input gear 1 in a circumferential limiting manner. The power take-off assembly 100 also includes a piston 6, which moves under the action of air pressure to push the drive shaft 4 axially toward the direction closer to the input gear 1. The piston 6 can be positioned between the drive shaft 4 and the air pressure interface 51 so that the piston 6 can push the drive shaft 4 toward the direction closer to the input gear 1. The piston 6 and the drive shaft 4 can be distributed axially opposite each other, that is, the piston 6 can be positioned in the extension direction of the drive shaft 4 to increase the contact area between the piston 6 and the drive shaft 4 and improve the reliability of the piston 6 pushing the drive shaft 4. The piston 6 and the drive shaft 4 can also be coaxially arranged to improve the overall integration and reduce the space occupied.

[0056] Meanwhile, the piston 6 and the power take-off housing 5 together define the pneumatic thrust space 61. The pneumatic thrust space 61 has a certain volume and can be used to accommodate compressed gas. The pneumatic thrust space 61 is connected to the pneumatic interface 51, so that the pneumatic interface 51 can introduce compressed gas from an external air source into the pneumatic thrust space 61. The compressed gas can accumulate in the pneumatic thrust space 61 and push the piston 6 to move axially toward the direction closer to the input gear 1. In turn, the transmission shaft 4 can drive the meshing sleeve 3 to move axially toward the direction closer to the input gear 1 under the pushing action of the piston 6, so as to cooperate with the circumferential limiting of the input gear 1.

[0057] It should be noted that, as Figures 1-2 As shown, the power take-off housing 5 also includes a piston end cap 54. The piston end cap 54 is connected to the upper housing 52 and the lower housing 53 respectively through multiple spaced connecting pieces 55, which can further improve the structural strength and operational reliability of the power take-off housing 5, and make the piston end cap 54 detachable relative to the upper housing 52 and the lower housing 53, thereby facilitating the installation or removal of the piston end cap 54. The piston end cap 54 is located on the side of the piston 6 facing the air pressure interface 51, and can jointly define the air pressure thrust space 61 with the piston 6. Moreover, a third bearing 82 is provided between the piston 6 and the drive shaft 4. The third bearing 82 is used to realize the rotation of the drive shaft 4 relative to the piston 6. The third bearing 82 can be a deep groove ball bearing.

[0058] In some embodiments, the power take-off assembly 100 further includes an elastic reset member 7, which is connected to the drive shaft 4 and is used to apply a reset elastic force away from the input gear 1 to the drive shaft 4.

[0059] Specifically, the elastic reset member 7 is used to apply a reset elastic force away from the input gear 1 to the drive shaft 4. That is, the elastic reset member 7 can push the drive shaft 4 to move away from the input gear 1, thereby causing the meshing sleeve 3 to circumferentially separate from the input gear 1. The elastic reset member 7 can be connected to the drive shaft 4, so that the elastic reset member 7 can press against the drive shaft 4, allowing the elastic reset member 7 to push the drive shaft 4 to move. The elastic member can also press against the side of the drive shaft 4 facing the input gear 1. During the power taking process, the air pressure interface 51 is connected to the external air source, so that the drive shaft 4 can move axially towards the input gear 1 under the action of air pressure thrust and compress the elastic reset member 7. After the power taking is completed, the external air source is disconnected from the air pressure interface 51. At this time, the air pressure thrust of the compressed gas on the piston 6 disappears, and the elastic reset member 7 can extend under the action of its own restoring force and push the drive component to move axially away from the input gear 1. Thus, the drive component, meshing sleeve 3 and piston 6 can all be reset to prepare for the next power taking. The elastic reset member 7 can be a spring.

[0060] It should be noted that the piston end cover 54 can also limit the movement of the piston 6 away from the input gear 1 to prevent the piston 6 from coming off. A position sensor 9 is provided on the outside of the piston end cover 54. The position sensor 9 is used to detect the position of the piston 6 in order to determine the current state of the power take-off assembly 100.

[0061] In practice, the position sensor 9 can also be used to detect the position of the drive shaft 4, and can also reliably determine the current state of the power take-off assembly 100.

[0062] In some embodiments, the output shaft 2 is provided with a partition wall 21, which divides the internal space of the output shaft 2 into a first sub-cavity 22 and a second sub-cavity 23 along the length direction. The first sub-cavity 22 and the second sub-cavity 23 are open in directions away from each other. At least a portion of the transmission shaft 4 and the elastic reset member 7 are located in the second sub-cavity 23. The inner wall of the first sub-cavity 22 is provided with an output internal spline 221 that is in transmission cooperation with an external force take-off member, and the inner wall of the second sub-cavity 23 is provided with a transmission internal spline 231 that is in transmission cooperation with the transmission shaft 4.

[0063] Specifically, the drive shaft 4 can be circumferentially driven with the output shaft 2 to transmit power to the output shaft 2, and the output shaft 2 can be circumferentially driven with the external power take-off component to transmit power to the external power take-off component. That is, the output shaft 2 can be driven with the drive shaft 4 and the external power take-off component respectively. A partition wall 21 is provided inside the output shaft 2. The partition wall 21 is used to divide the internal space of the output shaft 2 into a first sub-cavity 22 and a second sub-cavity 23 along the length direction. An output inner spline 221 that drives the external power take-off component is provided on the inner wall of the first sub-cavity 22. At the same time, an external spline can be provided on the outer side of the external power take-off component. Thus, when at least a part of the external power take-off component is extended into the first sub-cavity 22, the output shaft 2 can be driven with the spline of the external power take-off component to drive the external power take-off component to rotate and transmit power to the external power take-off component.

[0064] An internal spline 231 is provided on the inner wall of the second sub-cavity 23 to drive the transmission shaft 4. At the same time, an external spline can be provided on the outside of the transmission shaft 4. Thus, when at least a part of the transmission shaft 4 is extended into the second sub-cavity 23, the transmission shaft 4 can be splined to drive the output shaft 2 to rotate and transmit power to the output shaft 2.

[0065] The partition wall 21 separates the first sub-cavity 22 and the second sub-cavity 23, which ensures the reliability of the output shaft 2's cooperation with the external power take-off and the drive shaft 4, respectively. Furthermore, by opening the first sub-cavity 22 and the second sub-cavity 23 in a direction away from each other, both the first sub-cavity 22 and the second sub-cavity 23 are opened away from the partition wall 21. This facilitates the extension of at least one portion of the external power take-off and the drive shaft 4 into the first sub-cavity 22 and the second sub-cavity 23, thereby improving the reliability of the cooperation between the external power take-off and the drive shaft 4 and the output shaft 2.

[0066] Furthermore, by placing at least a portion of the drive shaft 4 within the second sub-cavity 23, a portion or the entire drive shaft 4 can be placed inside the output shaft 2, allowing the drive shaft 4 and output shaft 2 to be coaxially arranged. This also allows the axial space occupied by the output shaft 2 and drive shaft 4 to overlap, effectively reducing the space occupied. At the same time, it can also increase the connection length between the drive shaft 4 and the output shaft 2, improving the reliability of the drive shaft 4 transmitting power to the output shaft 2. Moreover, by also placing the elastic reset member 7 within the second sub-cavity 23, both ends of the elastic reset member 7 can be pressed against the partition wall 21 and the drive shaft 4 respectively, reliably limiting the elastic reset member 7 and ensuring its reliable operation. This also reduces the need for additional space for the elastic reset member 7, further reducing the space occupied.

[0067] It should be noted that the power source of the power take-off assembly 100 of this utility model can be a gearbox. Connecting the power take-off assembly 100 to the gearbox allows the oil in the gearbox to enter the power take-off assembly 100, lubricating the various components within the power take-off assembly 100, thereby reducing oil churning losses, and as... Figure 1 As shown, an oil seal 84 is provided on the side of the output shaft 2 facing outward to prevent oil leakage. A fourth bearing 83 is provided on the side of the oil seal 84 facing the input gear 1. The fourth bearing 83 is used to realize the rotation of the output shaft 2 relative to the oil seal 84 and can limit the output shaft 2 axially to prevent the transmission shaft 4 from pushing the output shaft 2 out when it moves axially toward the direction closer to the input gear 1. The fourth bearing 83 can be a thrust bearing.

[0068] Additionally, a power take-off switch can be installed in the cab to control the connection and disconnection of the external air source and the air pressure interface 51, enabling one-button power take-off and power take-off stop, thus improving the convenience of operation.

[0069] This utility model also proposes a vehicle.

[0070] The vehicle according to the present invention includes a power take-off assembly 100 of any of the above embodiments. By providing an air pressure interface 51, compressed gas from an external air source can push the piston 6 axially toward the input gear 1, thereby causing the drive shaft 4 to drive the engagement sleeve 3 to move and engage with the input gear 1 in a circumferential limiting manner, so as to transmit the power of the power source to the output shaft 2 for output. By providing an elastic reset member 7, the elastic reset member 7 can push the drive shaft 4 axially toward the direction away from the input gear 1 under the action of its own restoring force, so as to drive the engagement sleeve 3 to move, so that the engagement sleeve 3 can be disengaged from the input gear 1 in a circumferential manner, thereby stopping the power take-off. This allows for free power take-off during driving or parking, improving overall economy, reducing the need for a separate power drive mechanism for the external power take-off, reducing installation costs, reducing space occupation, and avoiding the increase of noise sources, which is conducive to improving user satisfaction.

[0071] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0072] Although embodiments of the present invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A power take-off assembly, characterized in that, include: An input gear (1) is used to connect to a power source, and an installation cavity (11) is formed inside the input gear (1). Output shaft (2), which is rotatably inserted into the mounting cavity (11); The meshing sleeve (3) and the drive shaft (4) are circumferentially driven and axially movable with the output shaft (2). The meshing sleeve (3) is circumferentially driven and axially limited and fixed with the drive shaft (4). The meshing sleeve (3) is adapted to move axially with the drive shaft (4) to selectively engage with the input gear (1) circumferentially.

2. The power take-off assembly according to claim 1, characterized in that, The engagement sleeve (3) includes a first transmission part (31) and a second transmission part (32), wherein the first transmission part (31) and the second transmission part (32) are connected axially; The first transmission part (31) is sleeved on the outside of the transmission shaft (4) and is circumferentially driven and fixed along the axis. The second transmission part (32) is adapted to selectively circumferentially drive with the input gear (1) when moving along the axis.

3. The power take-off assembly according to claim 2, characterized in that, The first transmission part (31) is constructed as a socket plate, the socket plate is formed with a spline mating hole (311), the outer peripheral wall of the transmission shaft (4) is provided with a first spline segment (41), the first spline segment (41) passes through the spline mating hole (311) and forms a spline transmission mating; And / or, the second transmission part (32) is constructed as a sleeve ring, the sleeve ring having a spline engagement cavity (321), one end of the input gear (1) having a spline engagement section (12), the spline engagement section (12) extending into the spline engagement cavity (321) and forming a spline transmission engagement.

4. The power take-off assembly according to claim 3, characterized in that, The sleeve plate is connected to one axial end of the sleeve ring; And / or, the socket plate and the socket ring are integrally formed.

5. The power take-off assembly according to claim 3, characterized in that, An axial limiting member (312) is provided on both sides of the sleeve plate, and the axial limiting member (312) is used to axially limit the sleeve plate and the transmission shaft (4).

6. The power take-off assembly according to claim 1, characterized in that, It also includes a power take-off housing (5), wherein the input gear (1), the output shaft (2), the meshing sleeve (3) and the transmission shaft (4) are all located inside the power take-off housing (5), and at least a portion of the input gear (1) extends outside the power take-off housing (5) to be connected to the power source; The power take-off housing (5) is provided with a pneumatic interface (51), which is adapted to be connected to an external air source to apply a pneumatic thrust to the drive shaft (4) to move axially toward the input gear (1).

7. The power take-off assembly according to claim 6, characterized in that, It also includes a piston (6), which is axially opposite to the drive shaft (4). The piston (6) and the power take-off housing (5) together define a pneumatic thrust space (61) that is connected to the pneumatic interface (51). The pneumatic interface (51) is used to supply air to the pneumatic thrust space (61) to push the piston (6) to drive the drive shaft (4) to move axially.

8. The power take-off assembly according to claim 1, characterized in that, It also includes an elastic reset member (7), which is connected to the drive shaft (4) and is used to apply a reset elastic force away from the input gear (1) to the drive shaft (4).

9. The power take-off assembly according to claim 8, characterized in that, The output shaft (2) is provided with a partition wall (21), which divides the internal space of the output shaft (2) into a first sub-cavity (22) and a second sub-cavity (23) along the length direction. The first sub-cavity (22) and the second sub-cavity (23) are open in a direction away from each other. At least a portion of the transmission shaft (4) and the elastic reset member (7) are located in the second sub-cavity (23). The inner wall of the first sub-cavity (22) is provided with an output internal spline (221) that is in transmission cooperation with the external power take-off component, and the inner wall of the second sub-cavity (23) is provided with a transmission internal spline (231) that is in transmission cooperation with the transmission shaft (4).

10. A vehicle, characterized in that, The power take-off assembly includes any one of claims 1-9.

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