• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    Herein a power take-off arrangement (1) for a vehicle (5) is disclosed. The arrangement (1) comprises an input shaft (7), a main transmission member (9), and a main coupling device (11). The arrangement (1) further comprises a first power take-off unit (13) a second power take-off unit (17), a first coupling device (15), and a second coupling device (19). The first coupling device (15) and the second coupling device (19) are configured to, in an engaged state, connect a respective power take-off unit (13, 17) to the main transmission member (9). The first and second coupling devices (15, 19) are connected to the main coupling device (11) such that the main coupling device (11) is controlled to be in the engaged state when any one of the first and second coupling devices (15, 19) is in the engaged state. The present disclosure further relates to a powertrain (3) and a vehicle (5).
    公开号:ES2744026A2
    申请号:ES201990078
    申请日:2018-05-14
    公开日:2020-02-21
    发明作者:Peer Norberg；Per Arnelöf；Daniel Petersen
    申请人:Scania CV AB；
    IPC主号:
    专利说明:

    [0001]
    [0002] Power socket, powertrain and vehicle layout.
    [0003]
    [0004] Technical field
    [0005]
    [0006] The present invention relates to a power take-off arrangement for a vehicle. The present invention further relates to a powertrain for a vehicle, as well as a vehicle comprising a powertrain.
    [0007]
    [0008] Background
    [0009]
    [0010] A power take-off arrangement, generally abbreviated as PTO, is an arrangement for taking power from a propulsion unit of a vehicle, such as a running engine, and transmitting it to a second unit such as a attached accessory or a machine. Independent. Most of the PTO provisions comprise an input shaft connected to a axle of a vehicle powertrain, such as an intermediate shaft of a vehicle gearbox. Some PTO arrangements comprise a PTO unit in the form of a grooved output shaft designed so that an input shaft of a second unit can easily be connected to the grooved output shaft. As an alternative to the grooved output shaft, or in addition thereto, a PTO arrangement may comprise a PTO unit in the form of a hydraulic pump, or the like. The hydraulic pump may be connected to, and actuated, a temporarily attached hydraulic unit, and / or a hydraulic unit permanently disposed in the vehicle, such as a hydraulic unit configured to tip a tipper body of a dump truck, a crane or Similar. A common feature of the PTO provisions described above is that they allow accessories to extract energy from a power source of a vehicle, such as an engine.
    [0011]
    [0012] Some vehicles, such as heavy trucks, comprise two or more PTO units. Preferably, such two or more PTO units can be disconnected individually from the power source. This is in order to be able to use one PTO unit at a time, to reduce losses when a PTO unit is not being used, and in order not to cause any part of the PTO unit to move when the unit is not being used. of PTO. As it is well known, concerns Environmental requirements require efficient use of power from a vehicle's power source. Technological development in the vehicle industry has led to vehicles with increasing energy efficiency, which is an important aspect for the future, also for vehicles that are driven less partially by an electric machine.
    [0013]
    [0014] Usually, the addition of different functions and components to a vehicle adds cost and weight to the vehicle and takes up space. In addition, generally, the current consumer market requires high quality products that can be manufactured in a cost-effective manner, while being reliable and durable.
    [0015]
    [0016] Summary
    [0017]
    [0018] An objective of the present invention is to overcome, or at least alleviate, at least some of the aforementioned problems.
    [0019]
    [0020] According to a first aspect of the invention, the objective is achieved by means of a power take-off arrangement for a vehicle. The arrangement comprises an input shaft, a main transmission element and a main coupling device. The main coupling device is configured to, in a locked state, connect the main transmission element to the input shaft. The arrangement further comprises a first power outlet unit and a first coupling device. The first coupling device is configured to, in a locked state, connect the first power outlet unit to the main transmission element. The arrangement further comprises a second power take-off unit and a second coupling device. The second coupling device is configured to, in a locked state, connect the second power outlet unit to the main transmission element. The first and second coupling devices are connected to the main coupling device such that the main coupling device is controlled to be in the engaged state when any of the first and second coupling devices is in the engaged state.
    [0021]
    [0022] Thus, a power take-off arrangement is provided in which the main coupling device is controlled to be in the engaged state when any of the first and second coupling devices is in the been engaged, that is, when any one of the first and second power take-off units is in use. In this way, the need for an independent actuator that controls the coupling of the main coupling device is avoided. Instead, as an example, by providing a first actuator that controls the coupling of the first coupling device and a second actuator that controls the coupling of the second coupling device, an arrangement is provided comprising only two actuators that can control the coupling of Three different coupling devices.
    [0023]
    [0024] As a result, a less complex arrangement comprising fewer parts is provided. Therefore, an arrangement is provided that can be manufactured in a cost-effective manner, while at the same time being space and weight.
    [0025]
    [0026] Accordingly, a provision is provided that overcomes, or at least alleviates, at least some of the aforementioned problems. As a result, the aforementioned objective is achieved.
    [0027]
    [0028] Optionally, the main coupling device is arranged to adopt a disengaged state when all the first and second coupling devices are in a disengaged state. In this way, an arrangement is provided that automatically disconnects the main transmission element from the input shaft when all the first and second coupling devices are in a disengaged state, that is, when all of the first and first power take-off units Second are not in use. In this way, the need for an independent actuator that controls the main coupling device to the disengaged state is avoided. In addition, the losses caused by the arrangement, when not in use, are minimized in a simple and efficient manner since the main transmission element is disconnected from the input shaft when all the first and second coupling devices are in a disengaged state. As a result, an arrangement is provided that possibly reduces the power consumption of a powertrain comprising the arrangement.
    [0029]
    [0030] Optionally, the arrangement further comprises a first actuator configured to control the first coupling device between a disengaged state and the engaged state, and a second actuator configured to control the second coupling device between a disengaged state and the engaged state, in which the first coupling device is connected to the main coupling device through a first part of the first actuator, and the second coupling device is connected to the main coupling device through a second part of the second actuator. Thus, a power outlet arrangement is provided comprising two actuators that can control the engagement of three different coupling devices in a simple and efficient manner. In addition, a power outlet arrangement is provided that saves space, cost and weight.
    [0031]
    [0032] Optionally, the connection between the first part and the main coupling device is such that the first part abuts against a part of the main coupling device, at least when the first coupling device is in the engaged state, and in which The connection between the second part and the main coupling device is such that the second part abuts against a part of the main coupling device, at least when the second coupling device is in the engaged state. In this way, connections are provided in a simple and efficient way. Therefore, the previously facilitated advantage of being able to control the engagement of three different coupling devices using two actuators is achieved in a simple, reliable and efficient manner.
    [0033]
    [0034] Optionally, the first actuator comprises a first actuator arm, and the second actuator comprises a second actuator arm, in which the first part is a part of the first actuator arm, and in which the second part is a part of the second actuator arm In this way, connections are provided in a simple and efficient way. Therefore, the previously facilitated advantage of being able to control the engagement of three different coupling devices using two actuators is achieved in a simple, reliable and efficient manner.
    [0035]
    [0036] Optionally, the first actuator is configured to control the first coupling device from the disengaged state to the engaged state by moving the first coupling device in a first direction, in which the second actuator is configured to control the second coupling device from the disengaged state until the engaged state by moving the second coupling device in the first direction, and in which the main coupling device is arranged to adopt the engaged state by moving in the first direction. In this way, a provision is provided that can control the coupling of three different coupling devices using two actuators in a simple, reliable and efficient way.
    [0037]
    [0038] Optionally, the main coupling device is deflected in a second direction opposite to the first direction. In this way, the main coupling device will disconnect the main transmission element from the input shaft, when all the first and second coupling devices are in a disengaged state, in a simple, reliable and efficient manner. Therefore, the need for an independent actuator that controls the main coupling device to the disengaged state is also avoided.
    [0039]
    [0040] Optionally, the arrangement further comprises a first transmission element and a second transmission element that are each connected to the main transmission element. In addition, the arrangement may comprise a first shaft connected to the first power outlet unit, and a second shaft connected to the second power outlet unit. The first coupling device may be configured to connect the first power outlet unit to the main transmission element by connecting the first transmission element to the first shaft, and the second coupling device may be configured to connect the second power outlet unit. to the main transmission element by connecting the second transmission element to the second shaft.
    [0041]
    [0042] In this way, the first and second power take-off units can be connected to the main transmission element in a simple and reliable manner.
    [0043]
    [0044] Optionally, the main transmission element, the first transmission element and the second transmission element each comprise a sprocket. In this way, the transfer of power from the input shaft to the respective power take-off unit can be carried out in a simple, efficient and reliable manner.
    [0045]
    [0046] Optionally, the input tree, the first tree and the second tree are arranged in parallel. In this way, the transfer of power from the input shaft to the respective power take-off unit can be carried out in a simple, efficient and reliable manner. In addition, a compact power outlet arrangement can be provided.
    [0047] Optionally, at least a part of the input tree is disposed between the first tree and the second tree. In this way, the transfer of power from the input shaft to the respective power take-off unit can be carried out in a simple, efficient and reliable manner. In addition, a compact power outlet arrangement can be provided since the space is used in an efficient manner.
    [0048]
    [0049] Optionally, the first coupling device is slidably arranged in the first shaft, the second coupling device is slidably arranged in the second shaft and the main coupling device is slidably arranged in the input shaft. In this way, the coupling of the respective coupling device can be carried out in a simple, reliable and efficient manner. Furthermore, since the respective coupling device is slidably arranged in the respective shaft, less complex actuators can be used to control the engagement of the coupling devices. This is because actuators that only work in one or two directions can be used to move a respective coupling device.
    [0050]
    [0051] Optionally, the main coupling device and the first and second coupling devices each comprise a claw clutch. In this way, the coupling of the respective coupling device can be carried out in a simple, reliable and efficient manner. In addition, since the respective coupling device comprises a claw clutch, less complex actuators can be used to control the engagement of the coupling devices. This is because actuators that only work in one or two directions can be used to displace a portion of the respective claw clutch.
    [0052]
    [0053] According to a second aspect of the invention, the objective is achieved by a powertrain for a vehicle, in which the powertrain comprises a power source and a transmission, in which the power source is configured to provide motive power to the vehicle. through the transmission, and in which the drive train comprises a power take-off arrangement according to some embodiments, in which the input shaft of the power take-off arrangement is connected to a drive train shaft. Since the powertrain comprises a power take-off arrangement that exceeds, or at least relieves, at least some of the aforementioned problems, a powertrain is provided that exceeds, or at least relieves, at least some of The problems mentioned above.
    [0054] As a result, the aforementioned objective is achieved.
    [0055]
    [0056] According to a third aspect of the invention, the objective is achieved by a vehicle comprising a drive train according to claim. Since the vehicle comprises a powertrain that overcomes, or at least relieves, at least some of the aforementioned problems, a vehicle is provided that overcomes, or at least alleviates, at least some of the aforementioned problems.
    [0057]
    [0058] As a result, the aforementioned objective is achieved.
    [0059]
    [0060] Additional features and advantages of the present invention will become apparent when the appended claims and the following detailed description are studied.
    [0061]
    [0062] Brief description of the drawings
    [0063]
    [0064] Various aspects of the invention, including its particular features and advantages, will be readily understood from the exemplary embodiments discussed in the following detailed description and the accompanying drawings, in which:
    [0065]
    [0066] Figure 1 schematically illustrates a power take-off arrangement, according to some embodiments,
    [0067] Figure 2 illustrates the power outlet arrangement illustrated in Figure 1 with the first coupling device in the engaged state,
    [0068] Figure 3 illustrates a powertrain for a vehicle, and
    [0069] Figure 4 illustrates a vehicle comprising the powertrain illustrated in Figure 3.
    [0070]
    [0071] Detailed description
    [0072]
    [0073] Next, aspects of the present invention will be more fully described. Equal numbers refer to equal elements as a whole. Well-known functions or constructions will not necessarily be described in detail for reasons of brevity and / or clarity.
    [0074]
    [0075] Figure 1 schematically illustrates a power take-off arrangement 1, according to some embodiments. The arrangement 1 comprises an input shaft 7, a main transmission element 9 and a main coupling device 11. The main coupling device 11 is configured to, in an engaged state, connect the main transmission element 9 to the input shaft 7. According to the embodiments illustrated in the figure 1, the main transmission element 9 comprises a gearwheel. Furthermore, according to the illustrated embodiments, the arrangement 1 comprises a first transmission element 29 and a second transmission element 30, each comprising a gear wheel arranged to engage with the gear wheel of the main transmission element 9. The arrangement 1 further comprises a first power outlet unit 13, a first coupling device 15, a second power outlet unit 17 and a second coupling device 19.
    [0076]
    [0077] According to the illustrated embodiments, the arrangement 1 comprises a first shaft 31 connected to the first power outlet unit 13 and a second shaft 32 connected to the second power outlet unit 17. The first transmission element 29 is disposed of Rotationally in the first shaft 31, the second transmission element 30 is rotatably arranged in the second shaft 32 and the main transmission element 9 is rotatably arranged in the input shaft 7.
    [0078]
    [0079] The first coupling device 15 is configured to, in a locked state, connect the first power outlet unit 13 to the main transmission element 9. The second coupling device 19 is configured to, in a locked state, connect the second unit from power outlet 17 to the main transmission element 9. According to the illustrated embodiments, the first coupling device 15 is configured to connect the first power outlet unit 13 to the main transmission element 9 by connecting the first transmission element 29 to the first shaft 31. Also, the second coupling device 19 is configured to connect the second power take-off unit 17 to the main transmission element 9 by connecting the second transmission element 30 to the second shaft 32.
    [0080]
    [0081] In Fig. 1, the main coupling device 11, the first coupling device 15 and the second coupling device 19 are all illustrated in an unhooked state. According to the illustrated embodiments, the first coupling device 15 is slidably arranged in the first shaft 31, the second coupling device 19 is slidably arranged in the second shaft 32, and the main coupling device 11 is slidably arranged in the input shaft 7. According to the illustrated embodiments, the main coupling device 11 and the first and second coupling devices 15, 19 each comprise to claw clutch. However, one or more of the main coupling device 11 and the first and second coupling devices 15, 19 may comprise another type of coupling device, such as a disk coupling or a cone coupling.
    [0082]
    [0083] The first and second coupling devices 15, 19 are connected to the main coupling device 11 such that the main coupling device 11 is controlled to be in the engaged state when any of the first and second coupling devices 15, 19 It is in the hooked state. In the engaged state, the main coupling device 11 locks the main transmission element 11 in rotation with respect to the input shaft 7.
    [0084]
    [0085] In this way, the need for an independent actuator controlling the coupling of the main coupling device 11 is avoided. Instead, as illustrated in Figure 1, the arrangement 1 may comprise a first actuator 21 and a second actuator 22. The first actuator 21 is configured to control the first coupling device 15 between a disengaged state and the engaged state. When the first coupling device 15 is in the disengaged state, the first transmission element 29 can rotate with respect to the first shaft. When the first coupling device 15 is in the engaged state, the first coupling device 15 locks the first transmission element 29 in rotation with respect to the first shaft 31.
    [0086]
    [0087] Also, the second actuator 22 is configured to control the second coupling device 19 between a disengaged state and the engaged state. When the second coupling device 19 is in the disengaged state, the second transmission element 30 can rotate with respect to the second shaft 32. When the second coupling device 19 is in the engaged state, the second coupling device 19 locks in rotation the second transmission element 30 with respect to the second shaft 32.
    [0088] The first actuator 21 is configured to control the first coupling device 15 from the disengaged state to the engaged state by moving the first coupling device 15 in a first direction d1.
    [0089]
    [0090] Figure 2 illustrates the power outlet arrangement 1 illustrated in Figure 1 with the first coupling device 15 in the engaged state. In addition, the first coupling device 15 is connected to the main coupling device 11 such that the main coupling device 11 is controlled to be in the engaged state when the first coupling device 15 is in the engaged state. Therefore, after moving the first coupling device 15 from the disengaged state, illustrated in Figure 1, to the engaged state, illustrated in Figure 2, the main coupling device 11 moves to the engaged state. This is because the main coupling device 11, according to the illustrated embodiments, is arranged to adopt the engaged state by moving in the first direction d1. As a result, the main transmission element 9 is locked in rotation with respect to the input shaft 7 and the first transmission element 29 is locked in rotation with respect to the first shaft 31, when the first coupling device 15 is in the engaged state . In this way, torque can be transferred from the input shaft 7 to the first power take-off unit 13.
    [0091]
    [0092] The first actuator 21 comprises a first actuator arm 27. The first coupling device 15 is connected to the main coupling device 11 through a first part 23 of the first actuator arm 27. The connection between the first part 23 of the first arm of actuator 27 and the main coupling device 11 is such that the first part 23 abuts against a part 25 of the main coupling device 11, at least when the first coupling device 15 is in the engaged state. For example, as seen in Figure 2, the first part 23 of the first actuator arm 27 abuts against the main coupling device 11 when the first coupling device 15 is in the engaged state.
    [0093]
    [0094] According to the illustrated embodiments, the second actuator 22 and the second coupling device 19 have an identical design, but in mirror image, with respect to the first actuator 21 and the first coupling device 15. Therefore, the second actuator 22 comprises a second actuator arm 28, in which the Second coupling device 19 is connected to the main coupling device 11 through a second part 24 of the second actuator arm 28, in a corresponding manner as described above with reference to the first actuator arm 27.
    [0095]
    [0096] According to the illustrated embodiments, the first actuator arm 27 and the second actuator arm 28 are arranged such that they can only transfer power to the main coupling device 11 in the first direction d1. According to the illustrated embodiments, the second part 24 of the second actuator arm 28 does not abut against the main coupling device 11. This is because the first coupling device 15 is in the engaged state and the second coupling device 19 is in the disengaged state.
    [0097]
    [0098] When the first coupling device 15 is in the engaged state, and therefore the main coupling device 11 is also in the engaged state, but the second coupling device 19 is in the disengaged state, as illustrated in Figure 2 , no torque is transferred to the second power take-off unit 17 since the second transmission element 30 can rotate with respect to the second shaft 32. However, the second actuator 22 can control the second coupling device 19 from the disengaged state to the engaged state by moving the second coupling device 19 in the first direction d1. When the second coupling device 19 and the first coupling device 15 are in the engaged state, torque can be transferred from the input shaft 7 to the second power take-off unit 17, as well as to the first power take-off unit power 13.
    [0099]
    [0100] When one of the actuators 21, 22 is controlling one of the coupling devices 15, 19 to the disengaged state, the main coupling device 11 will remain in the engaged state. For example, if the first actuator 21 is controlling the first coupling device 15 to the disengaged state, the main coupling device 11 will remain in the engaged state, since the second part 24 of the second actuator arm 28 will butt against the device main coupling 11. When also the second actuator 24 is controlling the second coupling device 19 to the disengaged state, displacing the second actuator arm 28 in the second direction d2, and therefore also the second coupling device 19, in the second direction d2, the main coupling device 11 will adopt the disengaged state. In this way, losses caused by arrangement 1 are minimized when none of the power take-off units 13, 17 is in use. The main coupling device 11 will adopt the disengaged state since the main coupling device 11 is arranged to adopt a disengaged state when all the first and second coupling devices 15, 19 are in a disengaged state. According to the illustrated embodiments, this is achieved by diverting the main coupling device 11 in the second direction d2 by means of a spring. According to the illustrated embodiments, the first direction d1 is a direction towards the respective transmission unit 29, 32, 11, and the second direction d2 is opposite the first direction d1, that is to say a direction from the respective transmission unit 29, 32, 11.
    [0101]
    [0102] Since the second actuator 22 and the second coupling device 19 have an identical design, but in mirror image, with respect to the first actuator 21 and the first coupling device 15, the features described herein are applied by changing whatever necessary if the second actuator 22 and the second coupling device 19 are complemented by the first actuator 21 and the first coupling device 15, and vice versa. In addition, all possible combinations of the first and second coupling devices engaged and disengaged 15, 19 are not illustrated in the figures, nor are they described in detail herein for reasons of brevity and / or clarity. According to the illustrated embodiments, the possible combinations of engaged and disengaged states of the first and second coupling devices 15, 19 are:
    [0103]
    [0104] 1. The first and second coupling devices 15, 19 in the disengaged state, as illustrated in Figure 1,
    [0105] 2. The first coupling device 15 in the engaged state and the second coupling device 19 in the disengaged state, as illustrated in Figure 2,
    [0106] 3. The second coupling device 19 in the engaged state and the first coupling device 15 in the disengaged state, not illustrated, and 4. The first and second coupling devices 15, 19 in the engaged state, not illustrated.
    [0107]
    [0108] Since the main coupling device 11 is arranged to adopt the disengaged state when all the first and second devices of coupling 15, 19 are in a disengaged state, the main coupling device 11 will be in the disengaged state in the above combination 1.
    [0109]
    [0110] Since the first and second coupling devices 15, 19 are connected to the main coupling device 11 such that the main coupling device 11 is controlled to be in the engaged state when any of the first and second coupling devices 15, 19 is in the engaged state, the main coupling device 11 will be in the engaged state in the above combinations 2-4.
    [0111]
    [0112] The first and / or second actuator 21, 22 may comprise a pneumatic, hydraulic or electric actuator. The first and / or second actuator 21, 22 may be arranged to move the respective actuator arm 27, 28 in the first direction d1 and in the second direction d2. Alternatively, the first and / or second actuator 21, 22 may be arranged to move the respective actuator arm 27, 28 in one of the first and second directions d1, d2, in which the respective actuator arm 27, 28 it is diverted in the other direction between the first and second senses d1, d2.
    [0113]
    [0114] According to the illustrated embodiments, at least a part of the input shaft 7 is arranged between the first shaft 31 and the second shaft 32. In addition, the entry shaft 7, the first shaft 31 and the second shaft 32 are arranged in parallel. However, the shafts 7, 31, 32 may not be arranged in parallel, for example, one or more of the main transmission element 9, the first transmission element 29 and the second transmission element 30 may comprise a conical sprocket.
    [0115]
    [0116] According to still further embodiments, the power take-off arrangement 1 may comprise more than two power take-off units 13, 17, such as three, four, five or six power take-off units. According to such embodiments, each power take-off unit can be connected to the main transmission element 9, for example, through a cogwheel. In addition, each power outlet unit may comprise a coupling device connected to the main coupling device 11 such that the main coupling device 11 is controlled to be in the engaged state when the coupling device is in the engaged state. Each power outlet unit may comprise an actuator arranged to control the coupling device between a locked state and a disengaged state. In such embodiments, the connection it can comprise, as the illustrated embodiments, a part of an actuator arm of the actuator.
    [0117]
    [0118] The connection between the first and second coupling devices 15, 19 and the main coupling device 11, as well as the connection between additional coupling devices and the main coupling device 11, may comprise a joint that ensures that the main coupling device 11 is controlled to be in the engaged state when any of the coupling devices is in the engaged state, and that guarantees that the main coupling device 11 adopts the disengaged state when all the coupling devices are in the disengaged state. Such a joint can be a mechanical joint, a pneumatic joint, a hydraulic joint and / or a magnetic joint.
    [0119]
    [0120] Figure 3 illustrates a drive train 3 for a vehicle. The powertrain 3 comprises a power source 4 and a transmission 6. The power source 4 may comprise a combustion engine, such as a diesel engine or an Otto engine configured to run on gasoline, ethanol or similar volatile fuel. Alternatively, or in addition to the same, the power source 4 may comprise one or more electric machines. The transmission may comprise a clutch, a gearbox, one or more axles, and one or more differentials that are arranged to transfer power from the power source 4 to one or more wheels of a vehicle.
    [0121]
    [0122] Figure 4 illustrates a vehicle 5 comprising the drive train 3 illustrated in Figure 1. The power source 4 of the drive train 3, illustrated in Figure 3, is configured to provide drive power to the vehicle 5 through the transmission 6 .
    [0123]
    [0124] The drive train 3 illustrated in Figure 3 comprises a power take-off arrangement 1 as illustrated in Figure 1 and 2. The input shaft 7 of the power take-off arrangement 1 is connected to a shaft 37 of the drive train 3. According to the illustrated embodiments, the input shaft 7 of the power take-off arrangement 1 is connected to an intermediate shaft 37 of the transmission 6. However, the input shaft 7 of the power take-off arrangement 1 it can be connected to another type of axle of the powertrain 3, such as a shaft of the power source 4 or a shaft of the transmission 6.
    [0125]
    [0126] The vehicle 5 illustrated in Figure 4 is a truck. However, the drive train 3, and therefore also the power take-off arrangement 1, can be understood in another type of manned or unmanned vehicle for propulsion by land or water such as a trailer, a bus, a construction vehicle, a tractor, a car, a ship, a ship, etc.
    [0127]
    [0128] It should be understood that the foregoing is illustrative of various exemplary embodiments and that the invention is defined only by the appended claims. One skilled in the art will find that the exemplary embodiments may be modified, and that different characteristics of the exemplary embodiments may be combined to create embodiments other than those described herein, without departing from the scope herein. invention, as defined by the appended claims.
    [0129]
    [0130] The expressions “hooked and unhooked” can also be called “hooked and unhooked”. The terms first actuator arm and second actuator arm may also be referred to as the first actuator fork and second actuator fork.
    [0131]
    [0132] As used herein, the term "comprising" or "comprises" is open, and includes one or more features, elements, steps, components or functions mentioned, but does not exclude the presence or addition of one or more of other characteristics, elements, stages, components, functions or groups thereof.
    权利要求:
    Claims (15)
    [1]
    1. Power take-off arrangement (1) for a vehicle (5), in which the arrangement (1) comprises:
    - an input shaft (7), a main transmission element (9) and a main coupling device (11), the main coupling device (11) being configured to, in a locked state, connect the main transmission element (9) to the input tree (7),
    - a first power outlet unit (13) and a first coupling device (15), the first coupling device (15) being configured to, in a locked state, connect the first power outlet unit (13) to the main transmission element (9),
    - a second power outlet unit (17) and a second coupling device (19), the second coupling device (19) being configured to, in a locked state, connect the second power outlet unit (17) to the main transmission element (9),
    the first and second coupling devices (15, 19) being connected to the main coupling device (11) such that the main coupling device (11) is controlled to be in the engaged state when any of the first and second coupling devices (15, 19) is in the engaged state.
    [2]
    2. An arrangement (1) according to claim 1, wherein the main coupling device (11) is arranged to adopt a disengaged state when all the first and second coupling devices (15, 19) are in a disengaged state.
    [3]
    3. Arrangement (1) according to claim 1 or 2, wherein the arrangement (1) also comprises:
    - a first actuator (21) configured to control the first coupling device (15) between a disengaged state and the engaged state, and - a second actuator (22) configured to control the second coupling device (19) between a disengaged state and the hooked state, the first coupling device (15) being connected to the main coupling device (11) through a first part (23) of the first actuator (21), and the second coupling device (19) being connected to the main coupling device (11) through a second part (24) of the second actuator (22).
    [4]
    4. An arrangement (1) according to claim 3, wherein the connection between the first part (23) and the main coupling device (11) is such that the first part (23) abuts against a part (25) of the main coupling device (11), at least when the first coupling device (15) is in the engaged state, and
    the connection between the second part (24) and the main coupling device (11) being such that the second part (24) abuts against a part (26) of the main coupling device (11), at least when the second coupling device (19) is in the engaged state.
    [5]
    5. An arrangement (1) according to claim 3 or 4, wherein the first actuator (21) comprises a first actuator arm (27), and the second actuator (22) comprises a second actuator arm (28), in that the first part (23) is a part of the first actuator arm (27), and in which the second part (24) is a part of the second actuator arm (28).
    [6]
    6. Arrangement (1) according to any of claims 3 to 5, wherein the first actuator (21) is configured to control the first coupling device (15) from the disengaged state to the engaged state by displacing the first coupling device (15) in a first sense (d1),
    the second actuator (22) being configured to control the second coupling device (19) from the disengaged state to the engaged state by moving the second coupling device (19) in the first direction (d1), and
    the main coupling device (11) being arranged to adopt the engaged state when displaced in the first direction (d1).
    [7]
    7. An arrangement (1) according to claim 6, wherein the main coupling device (11) is deflected in a second direction (d2) opposite the first direction (d1).
    [8]
    8. Arrangement (1) according to any of the preceding claims, which also comprises:
    - a first transmission element (29) and a second transmission element (30) that are each connected to the main transmission element (9), - a first shaft (31) connected to the first power take-off unit (13 ), and - a second shaft (32) connected to the second power outlet unit (17),
    the first coupling device (15) being configured to connect the first power outlet unit (13) to the main transmission element (9) by connecting the first transmission element (29) to the first shaft (31), and
    the second coupling device (19) being configured to connect the second power outlet unit (17) to the main transmission element (9) by connecting the second transmission element (30) to the second shaft (32).
    [9]
    9. An arrangement (1) according to claim 8, wherein the main transmission element (9), the first transmission element (29) and the second transmission element (30) each comprise a sprocket.
    [10]
    10. An arrangement (1) according to claim 8 or 9, wherein the input shaft (7), the first shaft (31) and the second shaft (32) are arranged in parallel.
    [11]
    11. An arrangement (1) according to any of claims 8 to 10, wherein at least a part of the input shaft (7) is disposed between the first tree (31) and the second tree (32).
    [12]
    12. Arrangement (1) according to any of claims 8 to 11, wherein the first coupling device (15) is slidably disposed in the first shaft (31), the second coupling device (19) is disposed of sliding way in the second shaft (32) and the main coupling device (11) is slidably arranged in the input shaft (7).
    [13]
    13. An arrangement (1) according to any of the preceding claims, wherein the main coupling device (11) and the first and second coupling devices (15, 19) each comprise a claw clutch.
    [14]
    14. Drive train (3) for a vehicle (5), in which the drive train (3) comprises a power source (4) and a transmission (6), in which the power source (4) is configured to provide drive power to the vehicle (5) through the transmission (6), and wherein the drive train (3) comprises a power take-off arrangement (1) according to any of the preceding claims, wherein the axle The input (7) of the power take-off arrangement (1) is connected to a shaft (37) of the drive train (3).
    [15]
    15. Vehicle (5) comprising a powertrain (3) according to claim 14.
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    同族专利:
    公开号 | 公开日
    KR20190141738A|2019-12-24|
    BR112019023476A2|2020-06-30|
    SE1750602A1|2018-11-17|
    EP3625074A4|2021-02-24|
    US20200114760A1|2020-04-16|
    ES2744026R1|2020-03-12|
    CN110612228A|2019-12-24|
    ES2744026B2|2020-12-01|
    EP3625074A1|2020-03-25|
    SE540971C2|2019-02-12|
    RU2724565C1|2020-06-23|
    KR102273819B1|2021-07-06|
    WO2018212702A1|2018-11-22|
    PL433092A1|2021-08-02|
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    法律状态:
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    优先权:
    申请号 | 申请日 | 专利标题
    SE1750602A|SE540971C2|2017-05-16|2017-05-16|Power Take-off Arrangement, Powertrain, and Vehicle|
    PCT/SE2018/050494|WO2018212702A1|2017-05-16|2018-05-14|Power take-off arrangement, powertrain, and vehicle|
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