CN112594385A - Rear power take-off assembly, engineering vehicle and control method of engineering vehicle - Google Patents
Rear power take-off assembly, engineering vehicle and control method of engineering vehicle Download PDFInfo
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- CN112594385A CN112594385A CN202011387102.5A CN202011387102A CN112594385A CN 112594385 A CN112594385 A CN 112594385A CN 202011387102 A CN202011387102 A CN 202011387102A CN 112594385 A CN112594385 A CN 112594385A
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- Prior art keywords
- assembly
- power take
- engine
- rear power
- friction plate
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/26—Generation or transmission of movements for final actuating mechanisms
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K25/00—Auxiliary drives
- B60K25/02—Auxiliary drives directly from an engine shaft
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D25/00—Fluid-actuated clutches
- F16D25/06—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch
- F16D25/062—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces
- F16D25/063—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially
- F16D25/0635—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially with flat friction surfaces, e.g. discs
- F16D25/0638—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially with flat friction surfaces, e.g. discs with more than two discs, e.g. multiple lamellae
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D25/00—Fluid-actuated clutches
- F16D25/12—Details not specific to one of the before-mentioned types
- F16D25/14—Fluid pressure control
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K25/00—Auxiliary drives
- B60K25/02—Auxiliary drives directly from an engine shaft
- B60K2025/028—Auxiliary drives directly from an engine shaft by a pneumatic transmission
Abstract
The invention belongs to the technical field of vehicles, and particularly relates to a rear power take-off assembly, an engineering vehicle and a control method of the engineering vehicle. The rear power take-off assembly comprises: a housing; the gear shaft penetrates through the shell and is used for being connected with the output end of an engine; the output flange is sleeved on the gear shaft, an accommodating cavity is formed among the shell, the output flange and the gear shaft, and an air inlet communicated with the accommodating cavity is formed in the shell; the pneumatic clutch mechanism is arranged in the accommodating cavity and used for controlling the gear shaft and the output flange to be switched between a connection state and a disconnection state. According to the rear power take-off assembly, the connection or disconnection between the gear shaft and the output flange is controlled through the pneumatic clutch mechanism, so that the interruption of power output of the engine is realized, the output power of the engine is effectively controlled, and the situation that an upper air compressor device is always in a working state is avoided.
Description
Technical Field
The invention belongs to the technical field of engines, and particularly relates to a rear power take-off assembly, an engineering vehicle and a control method of the engineering vehicle.
Background
The powder tank truck is a general vehicle for transporting powder, the existing powder tank truck usually needs to be driven by an engine when being loaded, and the existing rear power take-off assembly is usually adopted for driving in order to save cost. However, the rear power take-off assembly is directly connected with the crankshaft of the engine through the gear, and the rear power take-off assembly outputs power along with the rotation of the engine, so that the interruption of power output cannot be realized, the upper air compressor device is always in a working state, and the working requirement of the running working condition of the whole vehicle is difficult to meet.
Disclosure of Invention
The object of the invention is to at least solve the problem of difficulty in interrupting the power output from the engine to the rear power take-off. The purpose is realized by the following technical scheme:
a first aspect of the present invention provides a rear power take-off assembly, comprising:
a housing;
the gear shaft penetrates through the shell and is used for being connected with the output end of an engine;
the output flange is sleeved on the gear shaft, an accommodating cavity is formed among the shell, the output flange and the gear shaft, and an air inlet communicated with the accommodating cavity is formed in the shell;
the pneumatic clutch mechanism is arranged in the accommodating cavity and used for controlling the gear shaft and the output flange to be switched between a connection state and a disconnection state.
According to the rear power take-off assembly provided by the embodiment of the invention, the connection or disconnection between the gear shaft and the output flange is controlled through the pneumatic clutch mechanism, so that the interruption of the power output of the engine is realized, the output power of the engine is effectively controlled, and the situation that an upper air compressor device is always in a working state is avoided.
In addition, the rear power take-off assembly according to the embodiment of the invention may also have the following technical features:
in some embodiments of the present invention, the rear power take-off assembly further includes a sealing member, the sealing member is connected to one end of the output flange close to the housing, the sealing member abuts against the housing along a circumferential direction of the housing, and the sealing member is used for sealing the lubricating oil in the accommodating cavity.
In some embodiments of the invention, the pneumatic clutch mechanism comprises:
the main friction plate is sleeved on the intermediate shaft in a manner of sliding relative to the intermediate shaft, the intermediate shaft is sleeved on the gear shaft, and the accommodating cavity is formed among the shell, the flange and the intermediate shaft;
the auxiliary friction plate is connected with the output flange in a sliding mode relative to the output flange, when the gear shaft and the output flange are in a disconnecting state, a gap exists between the main friction plate and the auxiliary friction plate, and when the gear shaft and the output flange are in a connecting state, the main friction plate and the auxiliary friction plate are tightly combined;
the pushing assembly is arranged in the accommodating cavity in a sliding mode relative to the accommodating cavity, and can move towards the main friction plate and the auxiliary friction plate and push the main friction plate and the auxiliary friction plate to be combined under the action of gas;
the reset piece is arranged on the intermediate shaft and used for pushing the push assembly to reset.
In some embodiments of the invention, the inner edge of the primary friction plate is provided with first inner teeth, the outer edge of the intermediate shaft is provided with first outer teeth matched with the first inner teeth, the outer edge of the secondary friction plate is provided with second outer teeth, and the output flange is provided with second inner teeth matched with the second outer teeth.
In some embodiments of the present invention, the number of the main friction plates and the number of the auxiliary friction plates are multiple, and the multiple main friction plates and the multiple auxiliary friction plates are arranged at intervals.
In some embodiments of the invention, the pushing assembly comprises:
the piston is provided with an air inlet channel, the air inlet channel is communicated with the accommodating cavity, a groove is formed at one end, close to the air inlet channel, of the piston, and a first limiting block and a second limiting block are arranged at one end, far away from the air inlet channel, of the piston;
the piston bearing is sleeved on the first limiting block;
the pushing block is sleeved on the piston bearing, one end, close to the main friction plate, of the pushing block is provided with a blocking arm, the blocking arm is used for contacting the main friction plate or the auxiliary friction plate, and the pushing block is provided with a guide groove used for guiding the resetting piece;
the pushing bearing is sleeved on the pushing block, and the pushing bearing is clamped in the radial direction of the gear shaft and arranged between the second limiting block and the pushing block.
A second aspect of the invention provides an engineering vehicle, including:
an engine;
the rear power take-off assembly is used for connecting the output end of the engine;
the gas supply system is used for supplying gas to the rear power take-off assembly;
and the ECU is respectively and electrically connected with the engine and the rear power take-off assembly, and the ECU controls the rear power take-off assembly to be connected with the engine through the air supply system.
According to the engineering vehicle provided by the embodiment of the invention, the ECU is used for acquiring the vehicle speed and the engine rotating speed, if the vehicle speed is 0 and the engine rotating speed is greater than 0, the ECU controls the air supply system to supply air to the rear power take-off assembly so as to connect the gear shaft with the output flange, and the ECU controls the air supply system to stop supplying air to the rear power take-off assembly according to information such as engine flameout and the like so as to disconnect the gear shaft from the output flange. Therefore, the output power of the engine is effectively controlled, and the situation that the upper air compressor device is always in a working state is avoided.
A third aspect of the invention provides a control method of a working vehicle for controlling the working vehicle according to any one of the above embodiments, characterized by comprising:
s1: acquiring a vehicle speed;
s2: acquiring the rotating speed of an engine;
s3: acquiring the running state of an engine;
s4: acquiring the state of the electromagnetic valve;
s5: acquiring a starting signal of a PTO activation switch according to the condition that the vehicle speed is equal to 0, the engine rotating speed is greater than 0, the engine running state is normal and the electromagnetic valve running state is normal;
s6: controlling the rotation speed of the engine to be not less than a first rotation speed threshold value and not more than a second rotation speed threshold value;
s7: and acquiring an opening signal of the PTO safety switch, and controlling the air supply system to supply air for the rear power take-off assembly.
According to the control method of the engineering vehicle, the ECU judges that the vehicle is in a parking state according to the fact that the vehicle speed is 0, and judges that the engine is in a running state according to the fact that the rotating speed of the engine is greater than 0, at the moment, the rotating speed of the engine is controlled to be within the first threshold range, and therefore the output flange cannot be damaged due to the fact that the rotating speed of the gear shaft is too high when the gear shaft is connected with the output flange.
In addition, the control method of the engineering vehicle according to the embodiment of the present invention may further have the following technical features:
in some embodiments of the present invention, the controlling the air supply system to supply air to the rear power take-off assembly according to the engine speed not greater than the third speed threshold further includes:
acquiring an air pressure value of the rear power take-off assembly;
and controlling the rotating speed of the engine to be smaller than a second rotating speed threshold value according to the fact that the air pressure value of the rear power take-off assembly is larger than the air pressure threshold value.
In some embodiments of the invention, the second rotational speed threshold is less than the third rotational speed threshold.
Drawings
Various other advantages and benefits will become apparent to those of ordinary skill in the art upon reading the following detailed description of the preferred embodiments. The drawings are only for purposes of illustrating the preferred embodiments and are not to be construed as limiting the invention. Also, like parts are designated by like reference numerals throughout the drawings. In the drawings:
FIG. 1 is a schematic overall structure diagram of an embodiment of the engineering vehicle of the invention;
FIG. 2 is a cross-sectional view of the overall construction of the rear power take-off assembly of FIG. 1;
FIG. 3 is an enlarged view A of the portion shown in FIG. 2;
FIG. 4 is an exploded view of a portion of the rear power take-off assembly of FIG. 2;
fig. 5 is a control flowchart of a control method of a work vehicle of the present invention.
The reference symbols in the drawings denote the following:
100: a rear power take-off assembly;
10: a housing, 11: an air inlet channel;
20: gear shaft, 21: intermediate shaft, 211: a first external tooth;
30: an output flange;
40: pneumatic clutch mechanism, 41: main friction plate, 411: first internal teeth, 42: sub friction plate, 421: second outer tooth, 43: pushing assembly, 431: piston, 4311: groove, 4312: first stopper, 4313: second stopper, 432: piston bearing, 4321: arm, 433: push block, 4331: guide groove, 44: reset piece, 441: guide sleeve, 45: positioning bearing, 46: baffle, 47: stop collar, 48: a limit bearing;
50: an accommodating chamber;
60: seal, 61: a fastener;
200: an engine;
300: air supply system, 301: electromagnetic valve, 302: a gas supply line;
400：ECU；
500: an engineering vehicle.
Detailed Description
Exemplary embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. While exemplary embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure may be embodied in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art.
It is to be understood that the terminology used herein is for the purpose of describing particular example embodiments only, and is not intended to be limiting. As used herein, the singular forms "a", "an" and "the" may be intended to include the plural forms as well, unless the context clearly indicates otherwise. The terms "comprises," "comprising," "including," and "having" are inclusive and therefore specify the presence of stated features, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, steps, operations, elements, components, and/or groups thereof.
Although the terms first, second, third, etc. may be used herein to describe various elements, components, regions, layers and/or sections, these elements, components, regions, layers and/or sections should not be limited by these terms. These terms may be only used to distinguish one element, component, region, layer or section from a second region, layer or section. Terms such as "first," "second," and other numerical terms when used herein do not imply a sequence or order unless clearly indicated by the context. Thus, a first element, component, region, layer or section discussed below could be termed a second element, component, region, layer or section without departing from the teachings of the example embodiments.
For convenience of description, spatially relative terms, such as "inner", "outer", "lower", "below", "upper", "above", and the like, may be used herein to describe one element or feature's relationship to another element or feature as illustrated in the figures. Such spatially relative terms are intended to encompass different orientations of the device in use or operation in addition to the orientation depicted in the figures. For example, if the device in the figures is turned over, elements described as "below" or "beneath" other elements or features would then be oriented "above" or "over" the other elements or features. Thus, the example term "below … …" can include both an orientation of above and below. The device may be otherwise oriented (rotated 90 degrees or at other orientations) and the spatially relative descriptors used herein interpreted accordingly.
As shown in fig. 1 to 3, an embodiment of the first aspect of the present invention provides a rear power take-off assembly 100, where the rear power take-off assembly 100 includes: the engine comprises a shell 10, a gear shaft 20, an output flange 30 and a pneumatic clutch mechanism 40, specifically, the gear shaft 20 penetrates through the shell 10, the gear shaft 20 is used for connecting an engine output end, the output flange 30 is sleeved on the gear shaft 20, a containing cavity 50 is formed between the shell 10, the output flange 30 and the gear shaft 20, an air inlet communicated with the containing cavity 50 is formed in the shell 10, the pneumatic clutch mechanism 40 is arranged in the containing cavity 50, and the pneumatic clutch mechanism 40 is used for controlling the gear shaft 20 and the output flange 30 to be switched between a connection state and a disconnection state.
According to the rear power take-off assembly 100 provided by the embodiment of the invention, the connection or disconnection between the gear shaft 20 and the output flange 30 is controlled through the pneumatic clutch mechanism 40, so that the interruption of the power output of the engine is realized, the output power of the engine is effectively controlled, and the situation that an upper air compressor device is always in a working state is avoided.
In some embodiments of the present invention, the rear power take-off assembly 100 further includes a sealing member 60, the sealing member 60 is connected to one end of the output flange 30 close to the casing 10 by a fastening member (e.g., a bolt) 61, specifically, the sealing member 60 is an annular member, the sealing member 60 abuts against the outside of the casing 10 along the circumferential direction of the casing 10, the sealing member 60 is located at the joint of the output flange 30 and the casing 10, and the sealing member 60 can prevent the lubricant in the accommodating cavity 50 from leaking. When the output flange 30 is connected to the gear shaft 20, the gear shaft 20 drives the output flange 30 to rotate, the output flange 30 drives the sealing member 60 to rotate, and at this time, the housing 10 remains stationary and the sealing member 60 rotates relative to the housing 10.
In some embodiments of the present invention, as shown in FIG. 3, the pneumatic clutch mechanism 40 includes: the main friction plate 41, the auxiliary friction plate 42, the pushing assembly 43 and the resetting member 44, specifically, the main friction plate 41 is sleeved on the intermediate shaft 21 in a manner of sliding relative to the intermediate shaft 21, the intermediate shaft 21 is matched with the external teeth of the gear shaft 20 through the internal teeth thereof to be connected to the gear shaft 20, that is, the main friction plate 41 and the gear shaft 20 are connected through the intermediate shaft 21 in a sliding manner. The sub friction plates 42 are slidably inscribed in the output flange 30 relative to the output flange 30, and when the gear shaft 20 and the output flange 30 are in a disconnected state, a gap exists between the main friction plates 41 and the sub friction plates 42, and when the gear shaft 20 and the output flange 30 are in a connected state, the main friction plates 41 and the sub friction plates 42 are tightly combined. The connection or disconnection between the gear shaft 20 and the output flange 30 is achieved by the cooperation between the primary friction plates 41 and the secondary friction plates 42. A receiving chamber 50 is formed between the housing 10, the output flange 30 and the intermediate shaft 21, the push assembly 43 is slidably disposed in the receiving chamber 50 with respect to the receiving chamber 50, and the restoring member 44 is disposed on the intermediate shaft 21. In the embodiment of the present invention, the accommodating cavity 50 of the pushing assembly 43 near the primary friction plate 41 is filled with lubricating oil to ensure the lubrication between the primary friction plate 41 and the secondary friction plate 42 and avoid abnormal noise when the primary friction plate 41 contacts the secondary friction plate 42.
Working principle of the pneumatic clutch mechanism 40: the pushing assembly 43 can move towards the main friction plate 41 and the auxiliary friction plate 42 and push the main friction plate 41 and the auxiliary friction plate 42 to be combined under the action of gas, namely, the gas enters the accommodating cavity 50 from one end far away from the output flange 30, the pushing assembly 43 moves towards the main friction plate 41 and the auxiliary friction plate 42, along with increasing gas entering the accommodating cavity 50, the pushing assembly 43 contacts the main friction plate 41 or the auxiliary friction plate 42 and pushes the main friction plate 41 and the auxiliary friction plate 42 to be tightly combined, and therefore the gear shaft 20 is ensured to be in driving connection with the output flange 30. When the output power of the engine 200 is no longer required, the air supplied to the accommodating chamber 50 is discharged, and the urging assembly 43 is moved in a direction away from the primary friction plates 41 and the secondary friction plates 42 by the action of the returning member 44 provided on the intermediate shaft 42 until the urging assembly 43 is returned and the primary friction plates 41 and the secondary friction plates 42 are returned.
Specifically, when the reset element 44 is in the original state, one end of the reset element 44 is disposed in the groove 211 of the intermediate shaft 21, the other end of the reset element 44 is located at the outer end of the intermediate shaft 21, and the other end of the reset element 44 is provided with a guide sleeve 441, and the guide sleeve 441 is used for guiding the reset element 44. Return member 44 is a spring.
In some embodiments of the present invention, as shown in fig. 4, the inner edge of the main friction plate 41 is provided with a first inner tooth 411, the outer edge of the intermediate shaft 21 is provided with a first outer tooth 211 matched with the first inner tooth 411, and the main friction plate 41 and the intermediate shaft 21 are in sliding connection through the matching of the first inner tooth 411 and the first outer tooth 211, while ensuring that the main friction plate 41 and the intermediate shaft 21 are not displaced along the radial direction of the main friction plate 41. The outer edge of the auxiliary friction plate 42 is provided with a second outer tooth 421, the output flange 30 is provided with a second inner tooth matched with the second outer tooth 421, the auxiliary friction plate 41 and the output flange 30 are in sliding connection through the second outer tooth 421 and the second inner tooth, and meanwhile, the auxiliary friction plate 42 and the output flange 30 are guaranteed not to be in position along the radial direction of the auxiliary friction plate 42.
In some embodiments of the present invention, the number of the main friction plates 41 and the number of the auxiliary friction plates 42 are multiple, and the multiple main friction plates 41 and the multiple auxiliary friction plates 42 are arranged at intervals to increase the contact area between the main friction plates 41 and the auxiliary friction plates 42, so as to improve the tightness of the combination of the main friction plates 41 and the auxiliary friction plates 42.
In some embodiments of the present invention, the pushing assembly 43 comprises: piston 431, piston bearing 432, pushing block 433 and pushing bearing 434, specifically, air inlet 11 is formed on housing 10, air inlet 11 is communicated with accommodating cavity 50, a groove 4311 is formed at one end of piston 431 close to air inlet 11, and air supply system 300 supplies air through air inlet 11 as in accommodating cavity 50 to push piston 431 to move towards main friction plate 41. One end of the piston 431, which is far away from the air inlet 11, is provided with a first limit block 4312, the piston bearing 432 is sleeved on the first limit block 4312, and the radial direction of the piston 431 is limited by the piston bearing 432. The piston bearing 432 is sleeved with the pushing block 433, the pushing block 433 is sleeved with the pushing bearing 434, the pushing bearing 434 is clamped between the second limiting block 4313 and the pushing block 433 along the radial direction of the gear shaft 20, and the pushing block 433 is limited along the radial direction of the intermediate shaft 21 by the pushing bearing 434. One end of the pushing block 433 close to the main friction plate 41 is provided with a stop arm 4321, the stop arm 4321 is used for contacting the main friction plate 41 or the auxiliary friction plate 42, when the piston 431 is pushed by gas to move towards the main friction plate 41, the piston 431 drives the stop arm 4321 to move towards the main friction plate 41, and the stop arm 4321 pushes the main friction plate 41 to contact and combine with the auxiliary friction plate 42. The lower end of the pushing block 433 is provided with a guide groove 4331 for guiding the restoring member 44, and the restoring member 44 is guided by the cooperation of the guide sleeve 441 and the guide groove 4331.
In some embodiments of the present invention, the intermediate shaft 21 and the gear shaft 20 are connected by the mating of internal teeth and external teeth. The rear power take-off assembly 40 further comprises a positioning bearing 45, the positioning bearing 45 is arranged between the shell 10 and the gear shaft 20, and the intermediate shaft 21 is arranged between the positioning bearing 45 and the output flange 30, so that the intermediate shaft 21 is positioned and prevented from sliding along the gear shaft 20.
In some embodiments of the present invention, the rear power take-off assembly 40 further includes a baffle 46, the baffle 46 is an annular baffle, the annular baffle 46 is sleeved on the gear shaft 20, the baffle 46 is disposed inside the output flange 30, the baffle 46 is located between the intermediate shaft 21 and the output flange 30 along the axial direction of the gear shaft 20, both the limit ring 47 and the limit bearing 48 are sleeved on the gear shaft 21, the output flange 30 is sleeved on the limit bearing 48, the output flange 30 limits the limit bearing 48 to move in a direction away from the pushing assembly 40, both sides of the limit ring 47 are respectively contacted with the limit bearing 48 and the baffle 46, both ends of the intermediate shaft 21 are respectively abutted against the positioning bearing 45 and the baffle 46, that is, the intermediate shaft 21 is positioned by the cooperation of the positioning bearing 45, the baffle 46, the limit ring 47 and the limit bearing 48. The baffle plate 46 is also used for limiting the position of the intermediate shaft 21 along the axial direction of the gear shaft 20 and the positions of the main friction plate 41 and the auxiliary friction plate 42, preventing the main friction plate 41 and the auxiliary friction plate 42 from contacting with the output flange 40 and avoiding abrasion to the output flange 40. In addition, in the embodiment of the present invention, sealing rings are provided between the intermediate shaft 21 and the baffle 46, and between the piston 431 and the housing 10, so as to prevent leakage of the lubricating oil or the gas.
An embodiment of the second aspect of the present invention proposes an engineering vehicle 500, where the engineering vehicle 500 includes: the engine 200, the rear power take-off assembly 100, the air supply system 300 and the ECU400, wherein the rear power take-off assembly 100 is used for being connected with the output end of the engine 200, the air supply system 300 is used for providing air for the rear power take-off assembly 100, the ECU400 is respectively and electrically connected with the engine 200 and the rear power take-off assembly 100, and the ECU400 controls the rear power take-off assembly 100 to be connected with the engine 200 through the air supply system 300.
According to the engineering vehicle 500 of the embodiment of the invention, the ECU400 obtains the vehicle speed and the engine speed, if the vehicle speed is 0, the engine speed is greater than 0, the engine operates normally, and the electromagnetic valve has no fault, the ECU400 controls the air supply system 300 to supply air to the rear power take-off assembly 100 so as to connect the gear shaft 20 with the output flange 30, and the ECU400 controls the air supply system 300 to stop supplying air to the rear power take-off assembly 100 according to information such as engine flameout and the like so as to disconnect the gear shaft 20 from the output flange 300. Therefore, the output power of the engine is effectively controlled, and the situation that the upper air compressor device is always in a working state is avoided.
In some embodiments of the present invention, the rear power take-off assembly 100 further comprises a PTO activation switch (not shown), a PTO safety switch, a PTO switch +, and a PTO switch-, wherein the PTO activation switch is an activation switch of the solenoid valve 302, the PTO safety switch is an activation switch of the rear power take-off assembly, the PTO switch + is a control switch of the engine speed up, and the PTO switch is a control switch of the engine speed down. The air supply system 300 further includes a solenoid valve 301, the solenoid valve 301 being provided on the air supply line 302, the solenoid valve 302 being electrically connected to the ECU 400.
As shown in fig. 5, an embodiment of a third aspect of the invention proposes a control method of a working vehicle for controlling the working vehicle according to any one of the embodiments described above, the control method including the steps of:
s1: acquiring a vehicle speed;
s2: acquiring the rotating speed of an engine;
s3: acquiring the running state of an engine;
s4: acquiring the state of the electromagnetic valve;
s5: acquiring a starting signal of a PTO activation switch according to the condition that the vehicle speed is equal to 0, the engine rotating speed is greater than 0, the engine running state is normal and the electromagnetic valve running state is normal;
s6: controlling the rotation speed of the engine to be not less than a first rotation speed threshold value and not more than a second rotation speed threshold value;
s7: and acquiring an opening signal of the PTO safety switch, and controlling the air supply system to supply air for the rear power take-off assembly.
Specifically, the ECU acquires an opening signal of a PTO (power take off) activation switch according to the condition that the vehicle speed is equal to 0 (namely the engineering vehicle is in a parking state), the engine speed is greater than 0, the engine running state is normal and the electromagnetic valve running state is normal, and the electromagnetic valve can be communicated after the PTO activation switch is opened. The ECU controls the engine speed to be not less than a first speed threshold value and not more than a second speed threshold value according to an opening signal of the PTO activation switch, and when the engine speed is between the first speed threshold value and the second speed threshold value, the rear power take-off assembly cannot be engaged due to too high speed or cannot be damaged to a certain extent after engagement. The ECU acquires an opening signal of the PTO safety signal according to the condition that the rotating speed of the engine is not less than a first rotating speed threshold value and not more than a second rotating speed threshold value, the electromagnetic valve can be opened after the PTO safety signal is opened, and then the ECU controls the electromagnetic valve of the gas supply system to be opened so that gas enters the rear power take-off assembly and further controls the combination of the gear shaft and the output flange.
According to the control method of the engineering vehicle, the ECU acquires the opening signal of the PTO activation switch according to the information that the vehicle speed is 0, the engine rotating speed is greater than 0, the engine running state is normal and the electromagnetic valve has no fault, then the ECU controls the rotating speed of the engine to be not less than the first rotating speed threshold value and not greater than the second rotating speed threshold value, and then the electromagnetic valve is controlled to be communicated so that the air supply system supplies air for the rear power take-off assembly.
In some embodiments of the present invention, S7 is followed by the following steps:
s71: acquiring an air pressure value of the rear power take-off assembly;
s72: and controlling the rotating speed of the engine to be smaller than a third rotating speed threshold value according to the fact that the air pressure value of the rear power take-off assembly is larger than the air pressure threshold value.
And judging that the main friction plate is tightly contacted with the auxiliary friction plate according to the condition that the pressure in the accommodating cavity of the rear power take-off assembly is greater than the air pressure threshold, controlling the rotating speed of the engine according to the power demand of the output power mechanism, wherein the rotating speed of the engine is less than or equal to a third rotating speed threshold which is the maximum rotating speed threshold bearable by the rear power take-off assembly, so as to prevent the pneumatic clutch mechanism from being damaged due to the fact that the rotating speed of the engine is too large.
In some embodiments of the invention, the second rotational speed threshold is less than the third rotational speed threshold.
The second rotation speed threshold is a speed when the rear power take-off assembly is switched from the disconnection state to the connection state, and a smaller speed is needed to prevent the rear power take-off assembly from being damaged due to the fact that the speed is too high. When the air pressure of the rear power take-off assembly is greater than the air pressure threshold value, the pneumatic clutch mechanism is tightly combined, the rotating speed of the engine can be increased according to the requirement of power output, and therefore the third rotating speed threshold value is the maximum rotating speed which can be borne by the pneumatic clutch mechanism when the pneumatic clutch mechanism is tightly combined.
In some embodiments of the present invention, S7 is followed by the following steps:
acquiring a closing signal of a PTO safety switch;
acquiring a closing signal of a PTO activation switch;
acquiring a flameout signal of an engine;
and controlling the electromagnetic valve to be disconnected according to a closing signal of the PTO safety ignition, a closing signal of the PTO activation switch or a flameout signal of the engine.
When the PTO safety switch is turned off, the PTO activation switch is turned off or the engine is flamed out, the electromagnetic valve is switched off to disconnect the rear power take-off assembly, and then the output flange is controlled to stop rotating.
In some embodiments of the present invention, S6 and S72 further include the steps of:
acquiring a starting signal of a PTO switch +;
and controlling the rotating speed of the engine to be increased.
In some embodiments of the present invention, S6 and S72 further include the steps of:
acquiring an opening signal of a PTO switch;
the engine speed is controlled to decrease.
In some embodiments of the invention, both the PTO switch + and PTO switch-signals are inactive when the PTO activation switch signal is off.
The above description is only for the preferred embodiment of the present invention, but the scope of the present invention is not limited thereto, and any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope of the present invention are also included in the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.
Claims (10)
1. A rear power take-off assembly, comprising:
a housing;
the gear shaft penetrates through the shell and is used for being connected with the output end of an engine;
the output flange is sleeved on the gear shaft, an accommodating cavity is formed among the shell, the output flange and the gear shaft, and an air inlet communicated with the accommodating cavity is formed in the shell;
the pneumatic clutch mechanism is arranged in the accommodating cavity and used for controlling the gear shaft and the output flange to be switched between a connection state and a disconnection state.
2. The rear power take-off assembly as claimed in claim 1, further comprising a sealing member connected to an end of the output flange adjacent to the housing, the sealing member abutting against the housing along a circumferential direction of the housing, the sealing member being configured to seal lubricant in the accommodating cavity.
3. The rear power take-off assembly as claimed in claim 1 or 2, wherein the pneumatic clutch mechanism comprises:
the main friction plate is sleeved on the intermediate shaft in a manner of sliding relative to the intermediate shaft, the intermediate shaft is sleeved on the gear shaft, and the accommodating cavity is formed among the shell, the flange and the intermediate shaft;
the auxiliary friction plate is connected with the output flange in a sliding mode relative to the output flange, when the gear shaft and the output flange are in a disconnecting state, a gap exists between the main friction plate and the auxiliary friction plate, and when the gear shaft and the output flange are in a connecting state, the main friction plate and the auxiliary friction plate are tightly combined;
the pushing assembly is arranged in the accommodating cavity in a sliding mode relative to the accommodating cavity, and can move towards the main friction plate and the auxiliary friction plate and push the main friction plate and the auxiliary friction plate to be combined under the action of gas;
the reset piece is arranged on the intermediate shaft and used for pushing the push assembly to reset.
4. The rear power take-off assembly as claimed in claim 3, wherein the inner edge of the primary friction plate is provided with first inner teeth, the outer edge of the intermediate shaft is provided with first outer teeth which are engaged with the first inner teeth, the outer edge of the secondary friction plate is provided with second outer teeth, and the output flange is provided with second inner teeth which are engaged with the second outer teeth.
5. The rear power take-off assembly as claimed in claim 3, wherein the number of the primary friction plates and the number of the secondary friction plates are plural, and the plural primary friction plates and the plural secondary friction plates are arranged at intervals.
6. The rear power take-off assembly of claim 3, wherein the pushing assembly comprises:
the piston is provided with an air inlet channel, the air inlet channel is communicated with the accommodating cavity, a groove is formed at one end, close to the air inlet channel, of the piston, and a first limiting block and a second limiting block are arranged at one end, far away from the air inlet channel, of the piston;
the piston bearing is sleeved on the first limiting block;
the pushing block is sleeved on the piston bearing, one end, close to the main friction plate, of the pushing block is provided with a blocking arm, the blocking arm is used for contacting the main friction plate or the auxiliary friction plate, and the pushing block is provided with a guide groove used for guiding the resetting piece;
the pushing bearing is sleeved on the pushing block, and the pushing bearing is clamped in the radial direction of the gear shaft and arranged between the second limiting block and the pushing block.
7. A work vehicle, characterized in that the work vehicle comprises:
an engine;
a rear power take-off assembly for connection to an output of the engine, the rear power take-off assembly being according to any one of claims 1 to 6;
the gas supply system is used for supplying gas to the rear power take-off assembly;
and the ECU is respectively and electrically connected with the engine and the rear power take-off assembly, and the ECU controls the rear power take-off assembly to be connected with the engine through the air supply system.
8. A control method of a work vehicle for controlling the work vehicle according to claim 7, characterized by comprising:
acquiring a vehicle speed;
acquiring the rotating speed of an engine;
acquiring the running state of an engine;
acquiring the state of the electromagnetic valve;
acquiring a starting signal of a PTO activation switch according to the condition that the vehicle speed is equal to 0, the engine rotating speed is greater than 0, the engine running state is normal and the electromagnetic valve running state is normal;
controlling the rotation speed of the engine to be not less than a first rotation speed threshold value and not more than a second rotation speed threshold value;
and acquiring an opening signal of the PTO safety switch, and controlling the air supply system to supply air for the rear power take-off assembly.
9. The method for controlling the engineering vehicle according to claim 8, wherein the step of controlling the air supply system to supply air to the rear power take-off assembly according to the condition that the engine speed is not greater than the first speed threshold further comprises the following steps:
acquiring an air pressure value of the rear power take-off assembly;
and controlling the rotating speed of the engine to be smaller than a third rotating speed threshold value according to the fact that the air pressure value of the rear power take-off assembly is larger than the air pressure threshold value.
10. The control method of a work vehicle according to claim 9, characterized in that the second rotation speed threshold value is smaller than the third rotation speed threshold value.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202011387102.5A CN112594385A (en) | 2020-12-01 | 2020-12-01 | Rear power take-off assembly, engineering vehicle and control method of engineering vehicle |
| PCT/CN2020/140743 WO2022116334A1 (en) | 2020-12-01 | 2020-12-29 | Rear power take-off assembly, engineering vehicle, and control method for engineering vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202011387102.5A CN112594385A (en) | 2020-12-01 | 2020-12-01 | Rear power take-off assembly, engineering vehicle and control method of engineering vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN112594385A true CN112594385A (en) | 2021-04-02 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202011387102.5A Pending CN112594385A (en) | 2020-12-01 | 2020-12-01 | Rear power take-off assembly, engineering vehicle and control method of engineering vehicle |
Country Status (2)
| Country | Link |
|---|---|
| CN (1) | CN112594385A (en) |
| WO (1) | WO2022116334A1 (en) |
Cited By (1)
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| CN113352885A (en) * | 2021-07-08 | 2021-09-07 | 潍柴动力股份有限公司 | Control method and device for PTO clutch of power output device |
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Also Published As
| Publication number | Publication date |
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| WO2022116334A1 (en) | 2022-06-09 |
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