Rear output constant mesh clutch device

Abstract

The utility model discloses a kind of rear output uninterrupted clutch device, it is related to tractor power system technical field, for the power of engine to gearbox input shaft and rear output shaft output is carried out clutch control, including fixedly installed in the flywheel of engine's clutch shell, clutch shell is equipped with driven disc assembly, the end of gearbox input shaft that enters the clutch shell is connected with the spline between driven disc assembly, gearbox input shaft is hollowly set, rear output shaft penetrates the inner chamber of gearbox input shaft;The power input end of rear output shaft that enters the gearbox input shaft is synchronously rotatively connected with the flywheel.The utility model is simple and reliable in structure, realizes traction output and rear output independent control, and is flexible and convenient to use.

Description

Technical Field

[0001] This utility model relates to the field of tractor power system technology, and in particular to a rear output uninterrupted clutch device. Background Technology

[0002] Using tractors or other tractors to tow implements and driving them via the rear take-off shaft is the core operation mode of modern agriculture. The tractor's engine provides power for both traction and implement operation. Traction is achieved through a clutch and gearbox, while implement operation utilizes a clutch and transmission to achieve different power outputs. Currently, manual shifting mechanisms remain widely used in the low-to-mid-range market and economical operating scenarios due to their advantages of low price, reliability, durability, and low maintenance costs. The power transmission systems based on manual shifting mechanisms mainly take two forms.

[0003] The first type involves the traction gearbox input shaft and the rear output gearbox input shaft sharing the same clutch. Therefore, when the clutch is depressed for traction or rear output gear shifting, both traction and rear output power are disconnected. Since gear shifting often occurs while the tractor is in motion, the tractor and implements will travel a short distance (0.5-2 meters) without load during this shifting process. This means that tasks such as rotary tillage and fertilization will be missed, requiring manual intervention and indirectly increasing the workload.

[0004] The second type uses a double-acting clutch. When the clutch pedal is partially depressed, one friction plate disengages; when the clutch pedal is fully depressed, both friction plates disengage. Based on this, this transmission system is generally used for traction shifting when the pedal is partially depressed, and for rear-output shifting when fully depressed. While this solves the problem of rear-output disconnection during traction shifting, it also results in a simultaneous disconnection of traction power during rear-output shifting, making it inflexible and unsuitable for situations like field relocation. Furthermore, this type of clutch is not only difficult to operate due to the effort required to depress the pedal, but also has a complex structure. After shifting, especially after rear-output shifting and re-engaging, the instantaneous torque is high, making it prone to structural damage, resulting in frequent and costly maintenance.

[0005] Therefore, it is necessary to improve the current situation by providing a simple, reliable, flexible and convenient shifting control method for traction output and rear output, taking into account the characteristics of tractor-traction work implements. Utility Model Content

[0006] The technical problem to be solved by this utility model is to provide a rear output uninterrupted clutch device that is simple and reliable in structure, realizes independent control of traction output and rear output, and is flexible and convenient to use.

[0007] To solve the above-mentioned technical problems, the technical solution of this utility model is: a rear-output uninterrupted clutch device, used for clutch control of the power output from the engine to the input shaft and the rear output shaft of the gearbox, including a clutch housing fixedly mounted on the flywheel of the engine, a driven plate assembly installed inside the clutch housing, a spline connection between the end of the gearbox input shaft extending into the clutch housing and the driven plate assembly, the gearbox input shaft being hollow, and the rear output shaft penetrating the inner cavity of the gearbox input shaft; the power input end of the rear output shaft extending out of the gearbox input shaft is synchronously rotated and connected to the flywheel.

[0008] As a preferred technical solution, the flywheel is provided with a synchronous rotation connection hole in the middle, the power input end of the rear output shaft extends into the synchronous rotation connection hole, and the power input end of the rear output shaft is splinedly connected to the synchronous rotation connection hole.

[0009] As a preferred technical solution, a rear axle sleeve is fixedly installed in the middle of the flywheel, and the rear axle sleeve is provided with the synchronous rotation connection hole.

[0010] As a preferred technical solution, the power input end of the rear output shaft is flange-connected to the flywheel.

[0011] As a preferred technical solution, the flywheel is provided with a concentric positioning structure for positioning the power input end of the rear output shaft.

[0012] As a preferred technical solution, the concentric positioning structure includes a concentric positioning bearing or a concentric positioning sleeve installed at the flywheel.

[0013] As a preferred technical solution, the rear output shaft extends from the power output end of the gearbox input shaft and is connected to a rear output clutch.

[0014] Due to the adoption of the above technical solution, the uninterrupted clutch device for rear output is used to control the clutch operation of the power output from the engine to the gearbox input shaft and rear output shaft. It includes a clutch housing fixedly mounted on the engine flywheel, a driven disc assembly installed inside the clutch housing, a splined connection between the end of the gearbox input shaft extending into the clutch housing and the driven disc assembly, a hollow gearbox input shaft, and a rear output shaft penetrating the inner cavity of the gearbox input shaft; the power input end of the rear output shaft extending out of the gearbox input shaft is synchronously connected to the flywheel. This utility model improves upon the common structure of a clutch between the gearbox input shaft and the engine flywheel by making the gearbox input shaft hollow, with the rear output shaft passing through it, and the power input end of the rear output shaft directly and synchronously connected to the flywheel. The power transmission paths of the gearbox input shaft and the rear output shaft are separated, thus facilitating independent shift control and making it more flexible and convenient to use. More specifically, when the clutch pedal is depressed to disengage the driven disc assembly from the flywheel, only the power input to the traction gearbox is disconnected, facilitating traction shifting, while the power to the output shaft remains uninterrupted, ensuring continuous operation and preventing work interruptions. The power output end of the rear output shaft can be individually controlled via a separate hydraulic or electromagnetic clutch structure. This invention primarily improves the connection between the rear output shaft and the flywheel in existing common clutch structures, resulting in a simple and reliable structure that reduces the frequency and cost of subsequent maintenance. Attached Figure Description

[0015] The following figures are intended only to illustrate and explain the present invention and do not limit the scope of the present invention. Wherein: Figure 1 This is a cross-sectional structural schematic diagram of an embodiment of the present utility model; Figure 2 This is a schematic diagram of the power transmission structure according to an embodiment of the present invention.

[0016] In the diagram: 1-Engine; 11-Crankshaft; 12-Flywheel; 2-Clutch housing; 21-Driven disc assembly; 22-Clutch pressure plate; 23-Diaphragm spring; 3-Traction gearbox; 31-Gearbox input shaft; 4-Rear output shaft; 41-Rear output clutch; 5-Rear axle sleeve; 6-Concentric positioning structure. Detailed Implementation

[0017] The present invention will be further described below with reference to the accompanying drawings and embodiments. In the following detailed description, only certain exemplary embodiments of the present invention are described by way of illustration. Undoubtedly, those skilled in the art will recognize that various modifications can be made to the described embodiments without departing from the spirit and scope of the present invention. Therefore, the drawings and description are illustrative in nature and not intended to limit the scope of the claims.

[0018] like Figure 1 and Figure 2 As shown, the uninterrupted clutch device is used to control the clutch operation of the power output from engine 1 to the gearbox input shaft 31 and the rear output shaft 4. The gearbox input shaft 31 is the input shaft of the traction gearbox 3, and the rear output shaft 4 is used to transmit power to the towed work implement. This device includes a clutch housing 2 fixedly mounted on the flywheel 12 of engine 1. A driven disc assembly 21 is installed inside the clutch housing 2. The end of the gearbox input shaft 31 extending into the clutch housing 2 is splinedly connected to the driven disc assembly 21. The clutch housing 2 also houses a clutch pressure plate 22 and a diaphragm spring 23. When the driven disc assembly 21 is in contact with the flywheel 12, the gearbox input shaft 31 and engine 1 are in a powered engagement state; when it leaves the flywheel 12, they are in a powered disengaged state. The above structure and its principle are well-known in the art and will not be elaborated further here.

[0019] The gearbox input shaft 31 is hollow, and the rear output shaft 4 passes through the inner cavity of the gearbox input shaft 31. The rear output shaft 4 extends out of the power input end of the gearbox input shaft 31 and is connected to the flywheel 12 for synchronous rotation. With this inner and outer shaft configuration, the power transmission paths of the gearbox input shaft 31 and the rear output shaft 4 are separated, which facilitates independent shift control and makes the gearbox more flexible and convenient to use.

[0020] Specifically, by pressing the clutch pedal to control the separation of the driven disc assembly 21 from the flywheel 12, the power input of the traction gearbox 3 can be disconnected independently, facilitating traction shifting. The power of the output shaft 4 is not affected, ensuring uninterrupted power and continuous operation, thus preventing work interruptions.

[0021] Preferably, the rear output shaft 4 extends out of the power output end of the gearbox input shaft 31 and is connected to a rear output clutch 41. The rear output clutch 41 can be a hydraulic clutch or an electromagnetic clutch. The hydraulic clutch or electromagnetic clutch can be disengaged by simple button operation, removing the restriction of using the clutch pedal and achieving the convenience of independent control of the rear output clutch.

[0022] Preferably, the flywheel 12 has a synchronous rotation connection hole in its middle, and the power input end of the rear output shaft 4 extends into the synchronous rotation connection hole, with a spline connection between the power input end of the rear output shaft 4 and the synchronous rotation connection hole, thereby achieving synchronous rotation connection between the rear output shaft 4 and the flywheel. Alternatively, a flange connection can be used between the power input end of the rear output shaft and the flywheel to achieve synchronous rotation connection. All of the above methods should be within the protection scope of this utility model.

[0023] Preferably, in this embodiment, a rear axle sleeve 5 is fixedly installed in the middle of the flywheel 12, and the rear axle sleeve 5 is provided with the synchronous rotation connection hole. Conventionally, the flywheel 12 is fixedly installed on the crankshaft 11 of the engine 1 by a plurality of circumferentially distributed bolts. In this embodiment, the rear axle sleeve 5 is provided with a fixing flange, and the fixing flange is provided with through holes corresponding to the bolt connection holes on the flywheel 12. Thus, only extended bolts are used to fix the rear axle sleeve 5 and the flywheel 12 integrally on the crankshaft 11, realizing the fixed installation of the rear axle sleeve 5. The structure is simple, which can avoid excessive machining on the flywheel 12, and the manufacturing and installation of each part are convenient.

[0024] Preferably, the flywheel 12 is provided with a concentric positioning structure 6 for positioning the power input end of the rear output shaft 4. Since the rear output shaft 4 is connected to the flywheel 12 by passing through the relatively long gearbox input shaft 31 and rotating synchronously, the concentric positioning structure 6 in this embodiment can improve the concentricity of the power input end of the rear output shaft 4, ensuring its smooth and reliable rotation. The concentric positioning structure 6 includes a concentric positioning bearing or a concentric positioning sleeve installed on the flywheel 12; no limitation is made here, and this embodiment only illustrates a concentric positioning bearing.

[0025] This embodiment improves upon the common structure of a clutch between the input shaft 31 of the gearbox and the flywheel 12 of the engine 1. The input shaft 31 is made hollow, with the rear output shaft 4 passing through it. The power input end of the rear output shaft 4 is directly and synchronously connected to the flywheel 12. This separates the power transmission paths of the input shaft 31 and the rear output shaft 4, facilitating independent shift control and making it more flexible and convenient to use. This embodiment avoids adding a transfer case or other structures at the flywheel 12, resulting in a simple and reliable overall structure with high power transmission efficiency, reducing the frequency and cost of later maintenance.

[0026] The foregoing has shown and described the basic principles, main features, and advantages of this utility model. Those skilled in the art should understand that this utility model is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of this utility model. Various changes and modifications can be made to this utility model without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claims. The scope of protection of this utility model is defined by the appended claims and their equivalents.

Claims

1. A rear-output uninterrupted clutch device for clutch control of power output from the engine to the input shaft and rear-output shaft of the gearbox, comprising a clutch housing fixedly mounted on the flywheel of the engine, a driven disc assembly installed inside the clutch housing, and a splined connection between the end of the gearbox input shaft extending into the clutch housing and the driven disc assembly, characterized in that: The input shaft of the gearbox is hollow, and the rear output shaft passes through the inner cavity of the input shaft; the power input end of the rear output shaft extends out of the input shaft of the gearbox and is connected to the flywheel for synchronous rotation.

2. The uninterrupted clutch device with rear output as described in claim 1, characterized in that: The flywheel is provided with a synchronous rotation connection hole in the middle, the power input end of the rear output shaft extends into the synchronous rotation connection hole, and the power input end of the rear output shaft is splinedly connected to the synchronous rotation connection hole.

3. The uninterrupted clutch device with rear output as described in claim 2, characterized in that: A rear axle sleeve is fixedly installed in the middle of the flywheel, and the rear axle sleeve is provided with the synchronous rotation connection hole.

4. The uninterrupted clutch device with rear output as described in claim 1, characterized in that: The power input end of the rear output shaft is flange-connected to the flywheel.

5. The uninterrupted clutch device with rear output as described in claim 1, characterized in that: The flywheel is provided with a concentric positioning structure for positioning the power input end of the rear output shaft.

6. The uninterrupted clutch device with rear output as described in claim 5, characterized in that: The concentric positioning structure includes a concentric positioning bearing or a concentric positioning sleeve installed at the flywheel.

7. The uninterrupted clutch device with rear output as described in any one of claims 1 to 6, characterized in that: The rear output shaft extends out of the power output end of the gearbox input shaft and is connected to a rear output clutch.

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