KR102618652B1 - Electric vehicle with Power Take-Off function - Google Patents

Abstract

An electric vehicle having a power take-off function for driving special-purpose work equipment that requires rotational power, such as a fire-fighting water pump or a drive device for opening and closing a wing body, is disclosed. An electric vehicle with a power take-off function according to the present invention includes a driving motor that is installed at the first position of the car body and receives electric energy from the battery and outputs it as driving force, and is branched from the driving motor and extends to the rear of the car body and drives. A PTO input shaft that extracts part of the power output by the motor as power to drive the work machine, a PTO output shaft that is equipped to intermittently receive power from the PTO input shaft, and a PTO output shaft that intermittently transmits power between the PTO input shaft and the PTO output shaft. The gist of the configuration is to include a PTO clutch, a PTO operation switch that turns the PTO clutch on/off, and a PTO control unit that receives a switch signal from the PTO operation switch and controls the operation of the PTO clutch.

Description

Electric vehicle with Power Take-Off function}

The present invention relates to an electric vehicle driven by the propulsion of an electric motor, and in particular to an electric vehicle with a power withdrawal function for driving special-purpose work equipment that requires rotational power, such as a fire-fighting water pump or a drive device for opening and closing a wing body. .

In terms of environmental and energy aspects and structural simplification, research and development on electric vehicles that use electricity as a power source have recently been actively conducted. An electric vehicle is a vehicle powered by electricity. More specifically, it is a car that gains propulsion by driving a motor with electricity supplied by a battery.

Among vehicles that use electricity as power, trucks are mainly designed to transport cargo and are used for a variety of purposes due to the characteristics of the vehicle. Recently, there is a trend to provide it in a form that can be attached to work machines that require rotational power for more general and diverse use.

Examples of work machines that require rotational power include water pumps for firefighting, drive devices for opening and closing wing bodies, brushes for snow removal, etc. In order to drive these work machines, the power output from the motor is drawn to the outside and transmitted to the work machine. A power take-off (hereinafter referred to as ‘PTO’) is required.

In the past, a power take-off function was implemented by providing an additional motor that outputs PTO power separately from the driving motor that outputs driving force. However, in this case, there is a problem that the battery is consumed quickly due to the use of two motors, and it is also pointed out that it is inefficient in terms of efficient use of energy.

Korea Registration Office No. 20-0291183 (2002. 09. 24)

The problem that the present invention aims to solve is to create an electric vehicle that can simultaneously drive and drive an external work tool with a single motor that outputs driving force, and thus has a power withdrawal function that can eliminate the use of a separate motor for power withdrawal. This is what we want to provide.

As a means to solve the problem, the present invention,

In an electric vehicle that uses electrical energy output from a battery as propulsion,

A driving motor installed at a first position on the vehicle body and receiving electric energy from the battery and outputting it as driving force;

a PTO input shaft branched from the driving motor and extending toward the rear of the vehicle body, and extracting part of the power output by the driving motor as power for driving a work machine;

a PTO output shaft provided to intermittently receive power from the PTO input shaft;

a PTO clutch installed between the PTO input shaft and the PTO output shaft to control power transmission from the PTO input shaft to the PTO output shaft;

a PTO operation switch installed inside the vehicle and turning the PTO clutch on/off; and

A PTO control unit that is electrically connected to the PTO operation switch, generates a corresponding control signal according to the switch on/off operation of the PTO operation switch, and controls the operation of the PTO clutch by controlling the clutch solenoid valve with the generated control signal. An electric vehicle having a power take-off function is provided, which includes;

Here, the first location may be any point on the front wheel differential shaft or the rear wheel differential shaft.

Additionally, the output end of the PTO output shaft may be exposed toward the rear of the vehicle body or may be formed to be exposed toward the side of the vehicle body.

As another example, the PTO output shaft may be composed of a first PTO output shaft arranged coaxially with the PTO input shaft and extended to the rear of the vehicle body, and a second PTO output shaft branched from the first PTO shaft and extended to the side of the vehicle body, A PTO power splitter may be installed at the power branch where the first PTO output shaft and the second PTO output shaft meet.

In this case, the PTO power distributor includes a bevel gear-shaped motor gear or motor friction car that is press-fitted or splined to the first PTO output shaft and rotates with the first PTO shaft, and a second PTO facing the first PTO output shaft. A driven gear or driven friction car in the form of a bevel gear that is splined to the front end of the output shaft and rotates together with the second PTO output shaft and moves linearly on the second PTO output shaft over a limited arbitrary section, and the driven gear or driven friction car. It may be composed of an actuator that controls the power connection of the second PTO output shaft to the first PTO output shaft by moving it toward the motor gear or motor friction car or conversely spaced apart.

According to an electric vehicle having a power take-off function according to an embodiment of the present invention, vehicle driving and power take-off to the outside can be implemented simultaneously with a single motor that outputs driving force. Accordingly, the use of a separate motor for power extraction can be eliminated, which can simplify and lighten the structure of the vehicle, and can also have advantageous effects in terms of efficient use of energy.

1 is a plan schematic diagram schematically showing the power transmission system of an electric vehicle with a power take-off function according to an embodiment of the present invention.
FIG. 2 is a conceptual diagram of an electric vehicle having a power reduction function shown in FIG. 1.
Figure 3 is a plan schematic diagram schematically showing the power transmission system of an electric vehicle with a power take-off function according to another embodiment of the present invention.
Figure 4 is a plan schematic diagram illustrating another embodiment of an electric vehicle with a power take-off function.
Figure 5 is a device configuration diagram of the power splitter shown in Figure 4.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings.

The terms used in the specification are merely used to describe specific embodiments and are not intended to limit the present invention. Singular expressions include plural expressions unless the context clearly dictates otherwise.

In this specification, terms such as “include” or “have” are intended to indicate the presence of features, numbers, steps, operations, components, parts, or combinations thereof described in the specification, but are not intended to indicate the presence of one or more other features or It should be understood that this does not exclude in advance the possibility of the presence or addition of numbers, steps, operations, components, parts, or combinations thereof.

Additionally, terms such as first, second, etc. may be used to describe various components, but the components should not be limited by the terms. The above terms are used only for the purpose of distinguishing one component from another.

In addition, terms such as “… unit,” “… unit,” and “… module” used in the specification refer to a unit that processes at least one function or operation, which may be implemented through hardware or software or a combination of hardware and software. You can.

In the description with reference to the accompanying drawings, identical components will be assigned the same drawing reference numerals, and overlapping descriptions thereof will be omitted. Also, in describing the present invention, if it is determined that a detailed description of related known technologies may unnecessarily obscure the gist of the present invention, the detailed description will be omitted.

FIG. 1 is a plan schematic diagram schematically showing the power transmission system of an electric vehicle with a power take-off function according to an embodiment of the present invention, and FIG. 2 is a conceptual diagram of an electric vehicle with a power pull-out function shown in FIG. 1.

Referring to Figures 1 and 2, the electric vehicle according to an embodiment of the present invention is a pure electric vehicle that uses the electric energy output from the battery 10 as propulsion, and includes a driving motor 20 that generates driving power, PTO input shaft 30 and PTO output shaft 35 connected to the driving motor 20, PTO clutch 31, PTO operation switch 50, and PTO installed between the PTO input shaft 30 and PTO output shaft 35. Includes a control unit 45.

The driving motor 20 outputs a portion of the driving force as PTO power, and the PTO input shaft 30 and PTO output shaft 35 extract the output of the driving motor 20 to the outside. In addition, the PTO clutch 31 controls power transmission between the PTO input shaft 30 and the PTO output shaft 35, and controls the clutch solenoid valve 34 by the PTO control unit 45 when the PTO operation switch 50 is operated. By operating the PTO clutch 31, part of the power is transmitted to the work machine as PTO power.

The driving motor 20 receives electric energy from the battery 10 and outputs it as driving power. The driving motor 20 may be installed at a first position on the vehicle body, and at this time, the first position is preferably the front wheel differential shaft 1 connecting between the left and right front wheels (FW), as shown in the example of FIG. 1, or It may be at any point, for example, in the center, on the rear differential shaft 2 connecting the left and right rear wheels (RW).

The output of the driving motor 20 can be adjusted through a controller installed in the driver's seat of the vehicle, for example, an output controller 25 consisting of a stepping pedal 250 and a displacement sensor 252 that detects the displacement of the pedal. . To explain further, the control unit, for example, the ECU 40, determines a control value corresponding to the signal strength of the output regulator 25, and controls the operation of the driving motor 20 with the determined control value to adjust the output. You can.

The PTO input shaft 30 branches off from the driving motor 20 and extends toward the rear of the vehicle body. The PTO input shaft 30 is used to extract part of the power output from the driving motor 20 as power for driving a work machine, and may be configured to branch from the output shaft (sign omitted) of the driving motor 20. Preferably, it may be configured to be linked to the output shaft in a bevel gear manner.

The PTO output shaft 35 is arranged in a coaxial structure at the rear end of the PTO input shaft 30, and the PTO output shaft 35 can intermittently receive power from the PTO input shaft 30 through the PTO clutch 31. It is provided so that As in the example of FIG. 1 , the PTO output shaft 35 may be formed so that the output end connected to the work machine is exposed toward the rear of the vehicle body, or may be formed so as to be exposed toward the side of the vehicle body as in another embodiment of FIG. 3 .

The PTO operation switch 50 is installed inside the vehicle and outputs a signal for operating the PTO clutch 31 in electrical form. Preferably, it may be an on/off switching type button-type mechanical switch. In this case, when the driver applies physical force to turn the switch on, an electrical signal of a predetermined intensity is output to the PTO control unit 45, thereby turning the PTO on. A series of controls for connecting the clutch 31 are performed.

The PTO control unit 45 is electrically connected to the PTO operation switch 50 and controls to connect or disconnect the PTO clutch 31 according to the on/off operation of the PTO operation switch 50. . More specifically, a control signal corresponding to the on/off operation of the PTO operation switch 50 is generated and the clutch solenoid valve 34 is controlled with the generated control signal to control the operation of the PTO clutch 31. .

For example, when the PTO operation switch 50 is switched on, the PTO control unit 45 sends an execution command (predetermined current value) to connect the PTO clutch 31 corresponding to the switch on to the clutch solenoid valve 34. ), and the internal flow state of the clutch solenoid valve 34 is switched to allow the inflow of hydraulic or pneumatic pressure into the PTO clutch 31, thereby engaging the PTO clutch 31.

By engaging the PTO clutch 31, the PTO input shaft 30 and the PTO output shaft 35 are connected to enable power transmission, so that some of the power output by the driving motor 20 is transferred to the PTO input shaft 30 and the PTO clutch. (31), it is pulled out to the outside through the PTO output shaft 35, and accordingly, PTO equipment (special purpose work equipment) connected to the outside of the vehicle, such as a water pump for firefighting and a drive device for opening and closing the wing body, is driven.

As shown in the example of FIG. 2, the PTO control unit 45 may be allocated a separate control area from the above-described control unit, for example, the ECU 40 circuit, and the ECU 40 may be configured to include a PTO control function. , Although not illustrated in the drawings, it may be separately provided in the form of a circuit independent from the ECU 40.

As briefly mentioned earlier, the PTO output shaft 35 is formed to be long in the longitudinal direction of the front and back of the car body, so that the output end side to which the work machine is connected protrudes further rearward than the rear of the car body (see FIG. 1), or in the left and right width directions of the car body. It may be formed to be long so that the output end protrudes outward by a certain length beyond the side of the vehicle body (see another embodiment in FIG. 3).

Additionally, it may be configured to include both an output shaft extending to the rear of the vehicle body and an output shaft extending to the side of the vehicle body. That is, the PTO output shaft 35 may be composed of two output shafts 35a and 35b to draw power simultaneously or selectively in different directions (rear of the vehicle and side of the vehicle). For this configuration, refer to FIG. 4 below.

Figure 4 is a diagram illustrating another embodiment of an electric vehicle with a power take-off function.

As shown in FIG. 4, the PTO output shaft 35 may be configured so that the two axes extract power in different directions. The two axes are preferably a first PTO output shaft 35a that is coaxially disposed with the PTO input shaft 30 and is drawn out to the rear of the vehicle body, and a second PTO output shaft 35b that is branched from the first PTO output shaft 35a and drawn out to the side of the vehicle body. ), and the PTO power distributor 32 may be installed at the branch where the two axes meet.

Figure 5 is a device configuration diagram showing a preferred embodiment of the power splitter shown in Figure 4.

Referring to FIG. 5, the PTO power distributor 32 includes a bevel gear-shaped motor gear or motor friction car 320 that is press-fitted or splined to the first PTO output shaft 35a and rotates together, and a first PTO output shaft ( A bevel gear-shaped follower that is splined to the distal end of the second PTO output shaft (35b) facing 35a) and rotates with the second PTO output shaft (35b) and moves linearly on the second PTO output shaft (35b) within a limited section. Includes a gear or driven friction wheel 322.

The driven gear or driven friction car 322 moves the prime mover on the second PTO output shaft 35b by driving an actuator 326 that controls the power connection of the second PTO output shaft 35b to the first PTO output shaft 35a. It may be moved toward or away from the gear or motor friction car 320, and accordingly, the second PTO output shaft 35b may be connected to the first PTO output shaft 35a to transmit power, or conversely, the power connection may be released. there is.

The actuator 326 preferably includes a hydraulic or pneumatic cylinder to push the driven gear or driven friction car 322 toward the driving gear or driving friction car 320 or, conversely, away from the driving gear or driving friction car 320. It may include any known type of transport mechanism having a mechanism capable of doing so, for example, a linear motor or a ball-screw, and a controller for controlling the operation of the actuator 326 may be separately provided at an appropriate location in the vehicle.

In another embodiment of the present invention illustrated in FIGS. 4 and 5, according to the power switching state according to the operation of the PTO power splitter 32, the two PTO output shafts 35 are driven simultaneously to move in different directions (vehicle It is possible to drive two work machines at the same time by drawing power to the rear and the side of the vehicle at the same time, or to drive only one work machine by drawing power to only one direction (to the rear of the vehicle).

In FIG. 5, reference numeral 324 is an intermediate member that moves in conjunction with the driving of the actuator 326 and moves the driven gear or driven friction car 322. Such intermediate members include, for example, parts such as known shift forks. This can be used.

According to the electric vehicle having a power withdrawal function according to the above embodiment of the present invention, vehicle driving and power withdrawal to the outside can be implemented simultaneously with a single motor that outputs driving force. Accordingly, the use of a separate motor for power extraction can be eliminated, which can simplify and lighten the structure of the vehicle, and can also have advantageous effects in terms of efficient use of energy.

In the above detailed description of the present invention, only special embodiments thereof have been described. However, it should be understood that the present invention is not limited to the particular form mentioned in the detailed description, but rather is understood to include all modifications, equivalents and substitutes within the spirit and scope of the present invention as defined by the appended claims. It has to be.

1: Front wheel differential shaft 2: Rear wheel differential shaft
10: Battery 20: Driving motor
25: output regulator 30: PTO input shaft
31: PTO clutch 32: PTO power splitter 3
34: Clutch solenoid valve 35: PTO output shaft
35a: 1st PTO output shaft 35b: 2nd PTO output shaft
40: ECU 45: PTO control unit
50: PTO operation switch 320: driving gear or driving friction car
322: driven gear or driven friction car 326: actuator

Claims (6)

In an electric vehicle that uses electrical energy output from a battery as propulsion,
A driving motor installed at a first position on the vehicle body and receiving electric energy from the battery and outputting it as driving force;
a PTO input shaft branched from the driving motor and extending toward the rear of the vehicle body, and extracting part of the power output by the driving motor as power for driving a work machine;
a PTO output shaft provided to intermittently receive power from the PTO input shaft;
a PTO clutch installed between the PTO input shaft and the PTO output shaft to control power transmission from the PTO input shaft to the PTO output shaft;
a PTO operation switch installed inside the vehicle and turning the PTO clutch on/off; and
A PTO control unit that is electrically connected to the PTO operation switch, generates a corresponding control signal according to the switch on/off operation of the PTO operation switch, and controls the operation of the PTO clutch by controlling the clutch solenoid valve with the generated control signal. Contains ;,
The PTO output shaft is composed of a first PTO output shaft arranged coaxially with the PTO input shaft and drawn out to the rear of the vehicle body, and a second PTO output shaft branched from the first PTO output shaft and drawn out to the side of the vehicle body, and the first PTO output shaft and the second PTO output shaft A PTO power distributor is installed at the branch where the PTO output shaft meets,
The PTO power distributor includes a bevel gear-shaped motor gear or motor friction car that is press-fitted or splined to the first PTO output shaft and rotates together with the first PTO output shaft, and a tip of the second PTO output shaft facing the first PTO output shaft. A driven gear or driven friction car in the form of a bevel gear splined to enable linear movement within a limited section, an actuator that controls the power connection of the second PTO output shaft to the first PTO output shaft, and a drive of the actuator. It consists of an intermediate member that moves the driven gear or driven friction car,
Depending on the power switching state according to the operation of the PTO power splitter, the first PTO output shaft and the second PTO output shaft are driven simultaneously to draw power to the outside in different directions at the same time to drive two work machines simultaneously, or only in one direction. An electric vehicle with a power withdrawal function, characterized in that it can drive only one work tool by withdrawing power.
According to claim 1,
An electric vehicle with a power take-off function, wherein the first position is an arbitrary point on the front wheel differential shaft or the rear wheel differential shaft.
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