WO2015005884A1

WO2015005884A1 - Truck / light - truck with new type power-take-off

Info

Publication number: WO2015005884A1
Application number: PCT/TR2014/000245
Authority: WO
Inventors: Atila ERDEMLI
Original assignee: Erdemli Atila
Priority date: 2013-07-12
Filing date: 2014-07-08
Publication date: 2015-01-15
Also published as: TR201308428A2

Abstract

A "unit-for-power-take-off (9)"; which receives its power from the intermediate shaft (10) that transmits the power from the vehicle engine (1) to the transmission box (6) via the clutch (7) of the vehicle, and contains thereon a power take-off (12) or a desired number of power take-offs (such as 12-23-25) at desired locations; is located between the clutch (7) and the transmission box (6) of a commercial vehicle named as truck / light-truck. The superstructure is operated by means of the power supplied by this additional power take-off (12) and/or by power take offs (12-23-25).

Description

DESCRIPTION

TRUCK / LIGHT - TRUCK WITH NEW TYPE POWER-TAKE-OFF

Field of the invention and the state of the art: Some superstructures (e.g. street sprinkler, crane, garbage van, street sweeper, etc.) mounted on vehicles known as "trucks" and "light trucks" in the market, and used for road transportation; require power when they are performing their functions. While some of these can supply this power from the engine (1) of the carrying vehicle, some others can supply this power only by using an additional engine - due to the fact that the current states of the carrying vehicles are not suitable to get power for them. The term "carrying vehicle" used herein refers to trucks/light-trucks on which a superstructure is mounted. Our invention relates to making the truck/light-truck structure more suitable to draw sufficient additional power from the vehicle engine. Currently, there are mainly three possibilities for the superstructures and/or equipment to get power from carrying vehicle's engine. 1^st Possibility: This is the power take off (2), named shortly as PTO, which is situated on the transmission-box in most trucks. The dump trucks, when unloading, supply the power to lift the bed generally from this PTO (2). Use of PTO (2) while the vehicle is travelling, is very limited. The size and the speed of revolution of the power obtainable from this source are not high enough for operating many superstructures and/or equipments and because the location of this power source which is under the vehicle chassis, it is difficult to deliver the power mechanically to the equipments above the chassis. 2^nd Possibility: This is the power source which is seen at the engines of the large tonnage and new model special order trucks and named as "power take off at the back side of the engine" (3). Since this power take off is located directly on the carrying vehicle's engine (1) and the speed of it does not change depending on the gear-shifts, it becomes possible to operate the superstructure/equipment with the power got from this power take off even when the vehicle is moving. Since it is located over the vehicle chassis it is easy to reach. Several superstructures and equipments such as new model cement trans- mixers and snow ploughs are operated by using power coming from this source. However this power-take-off is not available at the engine (1) of every fabricated carrying vehicle, it is provided only on truck engines having high power and upon special order. 3^rd Possibility: This is the gear box (5) which is subsequently placed on the drive shaft (4). For example, fire trucks which operate a high-capacity water pump, use this source. As described below, there are limitations to get power from this source. A moving vehicle has to shift gears. In the current trucks, drive shaft speed is (in general terms) 250 rpm in the 1^st gear, 450 rpm in the 2^nd gear and 800 rpm in the 3^rd gear. Thus (for example), the speed entering into the gear box (5) that operates the pump, changes (about) 3.2 times (800/250=3.2) when the gear is shifted only from first gear to third gear. When the fifth gear is activated, the speed change may become 5-6 times. In this situation wherein the speed changes in big rates, many equipments will not be able to operate healthily. Therefore, when the equipments are to be operated by obtaining power from the gear box (5) placed on the drive shaft (4), the vehicle usually has to be in parked position. Otherwise, expensive units that compensate speed change should be incorporated to the system and this is mostly impossible. Thus, this gear box (5) is not suitable for supplying power for the superstructures and equipments which have to work when the vehicle is travelling (especially at different speeds). On the other hand, the speed entering this gear box (5) is low, since it is driven by the drive shaft (4) . However, operation speeds of some elements such as pumps and fans are relatively high such as 1500 rpm - 3000 rpm. When such equipments are driven, the speed should be increased to 1500 rpm - 3000 rpm. To make the speed of the power coming from the carrying vehicle engine (1) decrease at first at the transmission box (6) to the speeds of the drive shaft (4) and then increasing it again to 1500 rpm - 3000 rpm levels increases the number of elements (gears, etc.) in the system, creates a power loss, and also increases the weight and the volume of system .Furthermore, the fact that this gear box (5) is also located under the vehicle chassis, makes it very inconvenient to transfer power from here to the equipment(s) on the vehicle chassis in a mechanical manner. Technical problems aimed to be solved by the invention: When operating the superstructure-equipment by getting power from the carrying vehicle engine (1), the currently used three possibilities described above might not be sufficient for some of them. In order to operate some superstructures-equipments by getting power from the carrying vehicle engine (1), the below described structure which is more suitable for getting power from the carrying vehicle engine (1) has been developed by me.

Description of the Drawings

Figure 1: Rear view, power-take off (PTO) on the vehicle transmission box (Known way of drawing additional- power)

Figure 2: Side view, power take-off at the back side of the engine of the carrying vehicle engine (Known way of drawing additional power).

Figure 3: Side view, gear box on the drive shaft (Known power take off).

Figure 4: Side view, installation of the unit-for-power-take-off of the present invention (transmission of power via gears)

Figure 5: Rear view installation of the unit-for-power-take-off of the present invention (transmission of power via gears)

Figure 6: Side view, installation of the unit-for-power-take-off of the present invention (transmission of power via chain)

Figure 7: Rear view, installation of the unit-for-power-take-off of the present invention (transmission of power via chain)

Figure 8: Side view, installation of the unit-for-power-take-off of the present invention (transmission of power via gears, 2 power take offs)

Figure 9: Rear view, installation of the unit-for-power-take-off of the present invention (transmission of power via gears, 2 power take offs)

Figure 10: Side view, installation of the unit-for-power-take-off of the present invention (transmission of power via chain and gears, 2 powert take offs)

Figure 11: Rear view, installation of the unit-for-power-take-off of the present invention (transmission of power via chain and gears, 2 power take offs) The components illustrated in the figures are each given a reference number where the numbers refer to the following:

1 : Carrying vehicle engine

2:Power take-off (PTO)

3 : Power take-off at the back side of the engine

4: Drive shaft

5: Gearbox

6: Transmission box

7: Clutch

8: Clutch housing

9: Unit-for-power-take-off

10: Intermediate shaft

11 : Drive gear

12: Power take-off

13: Drive sprocket

14: Chain

15: Sprocket for power take-off

16: Sliding gear

17: Bearings

18: Transmissions gears for power take off

19: Differential

20: Power take-off(known type)

21 : Carrying vehicle chassis cross member

22: Drive shaft support bearing

23: Power take-off (located on the side of the unit-for-power-take-off, facing the clutch)

24: Power output shaft

25: Second power take off Description of the Invention As is known, the power that comes from the carrying vehicle engine (1) in trucks / light trucks is transferred to the drive shaft (4) via the clutch (7) and the transmission box (6). In the present invention, a part which is named as "unit-for- power take-off (9)" is incorporated between the clutch (7) and the transmission box (6) with the purpose of having power take-off. While the unit-for-power-take- off (9) can be manufactured as a separate unit, it can also be produced as an integrated part of the transmission box (6). The engine movement (power) coming from the clutch (7) is transmitted to the transmission box (6) via the intermediate shaft (10) at this part. The power received from the intermediate shaft (10) is transferred to the point where power take-off (12) will be established. While this power transmission process can be performed by gears, it can also be performed by using sprocket and chain. The power take off (12) can be activated and deactivated when desired. Because of this, the intermediate shaft (10) is made in the form of a spline shaft, and includes a sliding gear (16), which can be slid back and forth thereon by operator control, and on the center of which a female spline is provided and which thus always rotates with the intermediate shaft (10). Against sliding gear (16), there is a drive gear (11) which is fitted onto the intermediate shaft (10) by means of bearings (17). The sliding gear (16) is not engaged with the drive gear (11). Since the drive gear (11) is fitted onto the intermediate shaft (10) via bearings(17), it does not rotate together with the intermediate shaft (10) in this position of the sliding gear (16), and thus power is not transmitted to the power take-off (12) (Figures 3/6-5/6). When the sliding gear (16) is moved and engaged with the drive gear (1 1), the drive gear (1 1) also rotates by means of the sliding gear (16) and power transmission to the power take-off (12) starts. Activation and deactivation of the power take-off(s) can be made in the same way when power transmission is made by using chain (Figures 4/6-6/6). It is obvious that power take-offs having different speeds can be obtained by using the unit-power-take-off (9). For example, a Unit-for-power- take-off (9) having two power take offs (12) (25) is seen in Figure 5/6 and Figure 6/6. If the Unit-For-Power-Take-Off (9) is produced suitably, power take off (23) can be made at the side facing the clutch as well. Another advantage of the system is that during the engagement and disengagement of the power take- off(s), the carrying vehicle clutch (7) can stop transmitting the rotation motion coming from the carrying vehicle engine (1) to the unit-for-power-take-off (9). The above described "power transmission activation/deactivation mechanism" may be applied on a subsequent shaft - e.g. power output shaft (24) - rather than the said intermediate shaft (10) when there is an obligation - e.g. due to a problem of reaching. While the unit-for-power-take-off (9) can be manufactured as an additional unit as shown herein, it can also be produced as an integrated part of the transmission box (6). The structure(s) described herein and the drawings are completely symbolic and are only given to facilitate understanding of the invention. Of course, when the invention is being materialized, the designs should be made in compliance with the technique and within the scope of the facilities. The power take-off(s) of the present invention is/are also very convenient to be used in terms of the place where it is/they are located. The unit-for-power-take-off (9) of the present invention is not directly affected by the speed changes in the transmission box (6) since it receives power from the carrying vehicle engine (1) before the transmission box (6). Maximum speed of the diesel engines used in trucks is approximately 3000 rpm, and idling speed is 1000 rpm and running speed is between 1400 rpm and 2800 rpm. That is to say, speed of the truck engine can only change by (2800/1400 = 2 times during running. This change which is at most 2 times will be easier to deal with. Therefore, when power is drawn from the carrying vehicle engine (1) via unit-for-power-take-off (9); when the carrying vehicle is traveling by using all its gears, several functional superstructures and equipments will be able to be activated - without requiring an additional motor for driving them. The invention is not related only with vehicles having superstructures but also with the equipments (snow ploughs) which are pulled and pushed by vehicles such as trucks/light-trucks and operate with the power they receive from the carrying vehicle engine (1). As a conclusion, the invention will provide new opportunities for utilizing super structures/equipments in trucks / light-trucks due to the fact that it possesses all of the following features: the power can be easily transmitted to the aggregates (equipments/super structure) because of its location; the power drawn can be big enough; the power drawn by using the clutch of the truck can be conveniently controlled (can be activated - deactivated); it is suitable to accommodate a plurality of power take-offs - having different speeds if necessary - thereon; the power obtained thus is suitable for operating the aggregates even when the truck is moving. Although it is difficult to apply the invention in current trucks and light- trucks, producing carrying vehicles that comply with the invention in the future will have an economic value.

Claims

1) A structure in the vehicles names as truck / light-truck, or in similar vehicles, which will be produced in future, for getting power from the engine (1) of the vehicle to operate equipments and/or superstructures, characterized in that it comprises a unit-for-power-take-off (9), which is located between the clutch (7) and the transmission box (6) of the vehicle, receives its power from the intermediate shaft (10) that transmits the power from the engine (1) to the transmission box via the clutch (7), and contains thereon power take-off (12) or a desired number of power take-offs (such as 12-23-25) at desired locations.

2) A structure according to Claim 1 , characterized in that it comprises a sliding gear (16) which, in order for the power take-off(12) or power take-offs as (12-23- 25) to be activated by connecting with the power coming from the engine or to be deactivated by disconnecting the connection when desired, is coupled or decoupled by a drive gear (1 1) if the power transmission is made by a gear or with drive sprocket (13) if the power is transmitted by a chain.

3) A structure according to Claim 1, characterized in that activation and deactivation of the power take-off (12) or power take-offs as (12-23-25) can be applied not only on the intermediate shaft (10) but also on the power output shaft (24).

4) A structure according to Claim 1, Claim 2 and Claim 3, characterized in that it can be manufactured as an additional unit or as an integrated part of the vehicle transmission (6).