DESC:FIELD OF THE INVENTION

The invention relates to power transmission in vehicles and in particular, relates to a Power Take-Off (PTO) assembly and a drive system for a vehicle.

BACKGROUND

Generally, vehicles, such as earthmoving vehicles and recovery vehicles, are employed for performing various earthmoving operations and for assisting in the operation/recovery of various heavy-duty vehicles. For instance, vehicles are employed for towing and repairing inoperable heavy-duty vehicles. In order to perform such operations, the all-terrain vehicles usually provided with various external components, such as cranes and winches. Generally, vehicles may include a Power Take-Off (PTO) device for obtaining power from an engine of the vehicle to operate external components. However, such PTO device fails to address problems associated with engine misalignment which further leads to an overall reduction in the performance of the PTO device. Further, processes involved in assembling and disassembling of the PTO device with the engine is a cumbersome and time-consuming task. Therefore, there is a need for a solution that can address the above-mentioned issues.

SUMMARY

In an embodiment of the present disclosure, a Power Take-Off (PTO) assembly for operating at least one hydraulic system of a vehicle is disclosed. The PTO assembly includes a housing member having a first end and a second end distal to the first end. Further, the PTO assembly includes a drive shaft laterally extending between the first end and the second end and adapted to transmit power from an engine of the vehicle to the at least one hydraulic system. The drive shaft includes a first end adapted to be coupled to the engine and the second end adapted to be coupled to a first spline sleeve. The PTO assembly includes a clutch assembly disposed in the housing member and adapted to be engaged with the drive shaft. The clutch assembly includes an outer member adapted to be engaged with the first spline sleeve of the drive shaft. Further, the PTO assembly includes a gear assembly disposed in the housing member and adapted to be engaged with the at least one hydraulic system. The gear assembly transmits the power to the at least one hydraulic system when the clutch assembly is engaged with the first spline sleeve. Furthermore, the PTO assembly includes a torsional coupling disposed between the clutch assembly and the gear assembly. The torsional coupling is adapted to be coupled to the clutch assembly through a second spline sleeve.

In another embodiment of the present disclosure, a vehicle is disclosed. The vehicle includes an engine and a Power Take-Off (PTO) assembly. The PTO assembly is coupled to the engine and at least one hydraulic system. The PTO assembly is adapted to selectively transfer power from the engine to the at least one hydraulic system. Further, the vehicle includes a drive system in communication with the engine. The drive system includes an actuating member adapted to be coupled to the engine. The actuating member is adapted to be operated to control a speed of the engine. The drive system includes a connecting mechanism adapted to couple the actuating member with the engine. Further, the driving system includes a controlling unit in communication with the actuating member. The controlling unit is configured to operate the actuating member to apply a predefined force on the connecting mechanism to control the speed of the engine.

In yet another embodiment of the present disclosure, a drive system for a vehicle is disclosed. The drive system includes an actuating member adapted to be coupled to an engine. The actuating member is adapted to be operated to control a speed of the engine. Further, the drive system includes a connecting mechanism adapted to couple the actuating member with the engine. Furthermore, the drive system includes a controlling unit in communication with the actuating member. The controlling unit is configured to operate the actuating member to apply a predefined force on the connecting mechanism to control the speed of the engine.

To further clarify advantages and features of the present invention, a more particular description of the invention will be rendered by reference to specific embodiments thereof, which is illustrated in the appended drawings. It is appreciated that these drawings depict only typical embodiments of the invention and are therefore not to be considered limiting of its scope. The invention will be described and explained with additional specificity and detail with the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

These and other features, aspects, and advantages of the present invention will become better understood when the following detailed description is read with reference to the accompanying drawings in which like characters represent like parts throughout the drawings, wherein:

Figures 1a and 1b illustrate a partial side view and a partial top view of a vehicle having a Power Take-Off (PTO) assembly, according to an embodiment of the present disclosure;

Figure 2 illustrates a sectional view of the PTO assembly coupled to the at least one hydraulic system of the vehicle, according to an embodiment of the present disclosure;

Figures 3a and 3b illustrate enlarged views of a portion of the PTO assembly, according to an embodiment of the present disclosure;

Figure 4 illustrates a partial sectional view of the PTO assembly depicting coupling of a drive shaft of the PTO assembly, according to an embodiment of the present disclosure;

Figures 5a and 5b illustrate side views of a bellow member of the PTO assembly in different working states, according to an embodiment of the present disclosure;

Figure 6 illustrates an enlarged view of a portion of the PTO assembly, according to an embodiment of the present disclosure;

Figure 7 illustrates different views of the drive shaft of the PTO assembly, according to an embodiment of the present disclosure;

Figures 8a and 8b illustrate different views of a clutch assembly of the PTO assembly, according to an embodiment of the present disclosure;

Figure 9a illustrates a partial sectional view of the PTO assembly, according to an embodiment of the present disclosure;

Figure 9b illustrates different views of a torsional coupling of the PTO assembly, according to an embodiment of the present disclosure;

Figure 10a and 10b illustrate partial sectional views of the PTO assembly depicting engagement and disengagement of a drive shaft of the PTO assembly from an engine of the vehicle, according to an embodiment of the present disclosure;

Figures 11a, 11b, 11c, and 11d illustrate partial sectional views of the PTO assembly depicting an arrangement of the drive shaft to accommodate engine radial and axial misalignment, according to an embodiment of the present disclosure;

Figure 12 illustrates a block diagram depicting a drive system in connection with the engine of the vehicle, according to an embodiment to the present disclosure;

Figures 13a and 13b illustrate different views of the drive system coupled to the engine, according to an embodiment of the present disclosure; and

Figures 14a, 14b, and 14c illustrate different views of the drive system depicting operation of the drive system to change a speed of the engine, according to an embodiment of the present disclosure.

Further, skilled artisans will appreciate that elements in the drawings are illustrated for simplicity and may not have been necessarily been drawn to scale. For example, the flow charts illustrate the method in terms of the most prominent steps involved to help to improve understanding of aspects of the present invention. Furthermore, in terms of the construction of the device, one or more components of the device may have been represented in the drawings by conventional symbols, and the drawings may show only those specific details that are pertinent to understanding the embodiments of the present invention so as not to obscure the drawings with details that will be readily apparent to those of ordinary skill in the art having benefit of the description herein.

DETAILED DESCRIPTION OF FIGURES

For the purpose of promoting an understanding of the principles of the invention, reference will now be made to the embodiment illustrated in the drawings and specific language will be used to describe the same. It will nevertheless be understood that no limitation of the scope of the invention is thereby intended, such alterations and further modifications in the illustrated system, and such further applications of the principles of the invention as illustrated therein being contemplated as would normally occur to one skilled in the art to which the invention relates. Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skilled in the art to which this invention belongs. The system, methods, and examples provided herein are illustrative only and not intended to be limiting.

Embodiments of the present invention will be described below in detail with reference to the accompanying drawings.

Figures 1a and 1b illustrate a partial side view and a partial top view of a vehicle 100 having a Power Take-Off (PTO) assembly 102, according to an embodiment of the present disclosure. Referring to Figure 1a and Figure 1b, the vehicle 100 may be embodied as an earthmoving vehicle 100, without departing from the scope of the present disclosure. In another embodiment, the vehicle 100 may be embodied as an armoured repair and recovery vehicle 100, without departing from the scope of the present disclosure.

In an embodiment, the vehicle 100 may be employed with a plurality of recovery aggregates adapted to perform various earthmoving operations and recovery operations. The plurality of recovery aggregates includes, but is not limited to, a main winch assembly, an auxiliary winch assembly, a crane assembly, an anchor-cum-dozer assembly, and a suspension locking assembly/system. Each of the plurality of recovery aggregates may be adapted to be operated through at least one hydraulic system 202 202 (shown in Figure 2).

Further, the vehicle 100 may include the engine and the PTO assembly 102 coupled to the engine. In the illustrated embodiment, the vehicle 100 may include an engine compartment adapted to accommodate the engine in the vehicle 100. Further, the vehicle 100 may include a passenger compartment adapted to accommodate passengers in the vehicle 100. The engine compartment and the passenger compartment may be separated from each other through a bulkhead plate 104, without departing from the scope of the present disclosure. In an embodiment, the engine may be adapted to generate power to propel the vehicle 100 on a surface.

As explained earlier, the PTO assembly 102 may be coupled to the engine of the vehicle 100. The PTO assembly 102 may be adapted to drive the at least one hydraulic system 202 for operating the plurality of recovery aggregates of the vehicle 100. The PTO assembly 102 may be adapted to transfer at least a portion of the power generated by the engine to the at least one hydraulic system 202 to operate the plurality of recovery aggregates. In an embodiment, the at least one hydraulic system 202 may be mounted on the PTO assembly 102, without departing from the scope of the present disclosure.

Referring to Figure 1a and 1b, in the illustrated embodiment, the PTO assembly 102 may be disposed in the passenger compartment of the vehicle 100. Further, the PTO assembly 102 may be covered with a thermal shielding member in order to prevent heat dissipation from the PTO assembly 102 to the passengers in the vehicle 100. The PTO assembly 102 may be adapted to be coupled to the engine through the bulkhead plate 104 of the vehicle 100. Constructional and operational details of the PTO assembly 102 are explained in detail in the subsequent sections of the present disclosure.

Figure 2 illustrates a sectional view of the PTO assembly 102 coupled to the at least one hydraulic system 202 of the vehicle 100, according to an embodiment of the present disclosure. Figures 3a and 3b illustrate enlarged views of a portion of the PTO assembly 102, according to an embodiment of the present disclosure. Figure 4 illustrates a partial sectional view of the PTO assembly 102 depicting coupling of a drive shaft 206 of the PTO assembly 102, according to an embodiment of the present disclosure.

Referring to Figure 2, Figure 3a, Figure 3b, and Figure 4, the PTO assembly 102 may include, but is not limited to, a housing member 204 adapted to accommodate various sub-components of the PTO assembly 102. In an embodiment, the housing member 204 may include a first end 204-1 and a second end 204-2 distal to the first end 204-1. The first end 204-1 of the housing member 204 may be positioned towards the engine compartment of the vehicle 100. Further, the PTO assembly 102 may include a drive shaft 206 disposed within the housing member 204. The drive shaft 206 may interchangeably be referred to as the PTO shaft, without departing from the scope of the present disclosure.

In the illustrated embodiment, the drive shaft 206 may laterally extend between the first end 204-1 and the second end 204-2. The drive shaft 206 may be adapted to transmit the power from the engine to the at least one hydraulic system 202. The drive shaft 206 may include a first end 302-1 and a second end 302-2 distal to the first end 302-1. The drive shaft 206 may be positioned within the housing member 204 such that the first end 302-1 of the drive shaft 206 is directed towards the first end 204-1 of the housing member 204 and the second end 302-2 of the drive shaft 206 is directed towards the second end 204-2 of the housing member 204. In an embodiment, the first end 302-1 of the drive shaft 206 extends to the engine compartment through the bulkhead plate 104 of the vehicle.

Further, referring to Figure 3a and Figure 4, the first end 302-1 of the drive shaft 206 may be adapted to be coupled to the engine. In an embodiment, the first end 302-1 of the drive shaft 206 may be adapted to be coupled to a crankshaft 304 of the engine through a first gear member 306. The first end 302-1 of the drive shaft 206 may be removably coupled to the crankshaft of the engine. In such an embodiment, the crankshaft 304 may be adapted to be coupled to a coupling adapter spline 308. The first gear member 306 coupled to the first end of the drive shaft 206 may be adapted to be engaged with the coupling adapted spline in order to couple the drive shaft 206 with the crankshaft 304.

In an embodiment, the first gear member 306 may be provided with crowing and barrelling design to accommodate engine radial misalignment in a range of -7 mm to +7 mm and axial misalignment in a range of -8 mm to +8 mm. Details regarding accommodation of engine misalignment by the PTO assembly 102 is explained in later sections of the present disclosure.

Figures 5a and 5b illustrate side views of a bellow member 310 of the PTO assembly 102 in different working states, according to an embodiment of the present disclosure. Referring to Figure 3b, Figure 5a, and Figure 5b, the bellow member 310 may be disposed at the first end 204-1 of the housing member 204. The bellow member 310 may be adapted to restrict ingress of contaminants within the PTO assembly 102. In an embodiment, the bellow member 310 may be formed of a resilient material, without departing from the scope of the present disclosure.

In an embodiment, the PTO assembly 102 may be positioned in the vehicle 100 such that the bellow member 310 may extend through the bulkhead plate 104 towards the engine compartment. The bellow member 310 may be adapted to restrict flow of contaminants between the passenger compartment and the engine compartment of the vehicle 100. Referring to Figure 5a, in an example, the bellow member 310 may have a free length approximately equal to 159.5 mm, without departing from the scope of the present disclosure. In such an example, referring to Figure 5b, the bellow member 310 may have a compressed length approximately equal to 51.5 mm during 100 mm withdrawal of the drive shaft 206.

Figure 6 illustrates an enlarged view of a portion of the PTO assembly 102, according to an embodiment of the present disclosure. Figure 7 illustrates different views of the drive shaft 206 of the PTO assembly 102, according to an embodiment of the present disclosure. Referring to Figure 2, Figure 6, and Figure 7, the second end of the drive shaft 206 may be adapted to be coupled to a first spline sleeve 602 disposed in the housing member 204. In an embodiment, the second end of the drive shaft 206 may be adapted to be coupled to the first spline sleeve 602 through a second gear member 604. Similar to the constructional details of the first gear member 306, the second gear member 604 may be provided with crowning and barrelling design to accommodate engine radial misalignment in the range of -7 mm to +7 mm and axial misalignment in the range of -8 mm to +8 mm. Details regarding accommodation of engine misalignment by the PTO assembly 102 is explained in later sections of the present disclosure.

In an embodiment, the second gear member 604 may be adapted to be coupled to the second end of the drive shaft 206 through a plurality of shear keys 606. Each of the plurality of shear keys 606 includes a first end 606-1, a second end 606-2 distal to the first end 606-1, and a shear neck portion 606-3. The shear neck portion 606-3 may be disposed near to the second end 606-2 of each of the plurality of shear keys 606. Owing to such coupling of the drive shaft 206, overloading of the engine may be substantially eliminated during operation of the PTO assembly 102 from the application end, i.e., the at least one hydraulic system 202 coupled to the PTO assembly 102.

Figures 8a and 8b illustrate different views of a clutch assembly 802 of the PTO assembly 102, according to an embodiment of the present disclosure. Referring to Figure 2, Figure 8a, and Figure 8b, the PTO assembly 102 may include the clutch assembly 802 disposed in the housing member 204. The clutch assembly 802 may be adapted to engage or disengage power transmission from the engine to the at least one hydraulic system 202 through the PTO assembly 102. The clutch assembly 802 may be adapted to be operated to engage or disengage the power transmission from the engine to the at least one hydraulic system 202.

In an embodiment, the clutch assembly 802 may be operable through a clutch lever. In an embodiment, the clutch lever may be positioned in a driver compartment of the vehicle, without departing from the scope of the present disclosure. In such an embodiment, a mechanism may be provided to connect the clutch lever to the clutch assembly of the PTO assembly. The clutch assembly 802 may be adapted to be engaged with the drive shaft 206. When the clutch assembly 802 engages with the drive shaft 206, the power from the crankshaft 304 may be transmitted to the clutch assembly 802 through the drive shaft 206 which is coupled to the crankshaft 304. The clutch assembly 802 may include an outer member 802-1 adapted to be engaged with the first spline sleeve 602 of the drive shaft 206. In the illustrated embodiment, the clutch assembly 802 may be embodied as a sprag clutch assembly 802, without departing from the scope of the present disclosure.

In an embodiment, an angle of operation of the clutch lever for clutch engagement is approximately 5.5 degrees. When force is applied at the clutch lever, the outer member 802-1 may rotate and slide into mating female spline of the first spline sleeve 602. Owing to chamfered and rounded edges of the female spline, the engagement of the outer member 802-1 with the mating female spline is smooth in nature. The outer element may rotate by an angle of 5 degrees which results in compression of springs of the clutch assembly 802 for spline engagement. In an embodiment, assuming the male spline and female spline are inline, the outer member 802-1 cannot engage and has to be rotated by one tooth for engagement = 360/74 = 4.86 degrees. Owing to the rotation of the outer element by 5 degrees, any problem associated with the engagement of the clutch assembly 802 may be substantially eliminated.

Figure 9a illustrates a partial sectional view of the PTO assembly 102, according to an embodiment of the present disclosure. Figure 9b illustrates different views of a torsional coupling 902 of the PTO assembly 102, according to an embodiment of the present disclosure. Referring to Figures 9a and 9b, the PTO assembly 102 may include a torsional coupling 902 disposed in the housing member 204. In an embodiment, Torsional Vibration Analysis (TVA) may be performed based on the engine and data i.e. rotating parts inertia & stiffness and pumps inertia, associated with the PTO assembly 102 in order to design the torsional coupling 902. The torsional coupling 902 may be disposed between the clutch assembly 802 and a gear assembly 904. The torsional coupling 902 adapted to be coupled to the clutch assembly 802 through a second spline sleeve 906.

In the illustrated embodiment, the second spline sleeve 906 may be concentrically positioned on the drive shaft 206. The second spline sleeve 906 may be adapted to be coupled to an inner member 802-2 of the clutch assembly 802 and to the torsional coupling 902. The inner member 802-2 may be coupled to the second spline sleeve 906 such that when the outer member 802-1 engages with the drive shaft 206 through the first spline sleeve 602, the power may be transmitted from the drive shaft 206 to the torsional coupling 902 through the second spline sleeve 906.

Referring to Figure 2 and Figure 9a, the PTO assembly 102 may include the gear assembly 904 disposed in the housing member 204. The gear assembly 904 may be adapted to be engaged with the at least one hydraulic system 202. The gear assembly 904 may transmit the power to the at least one hydraulic system 202, when the clutch assembly 802 is engaged with the first spline sleeve 602. Further, the gear assembly 904 may be adapted to be coupled to a mounting bracket 908 of the torsional coupling 902.

In the illustrated embodiment, the gear assembly 904 may include, but is not limited to, a helical pinion 910 and a helical gear 912. The helical pinion 910 may be adapted to be engaged with the mounting bracket 908 of the torsional coupling 902. The power may be transmitted to the helical pinion 910 from the outer member 802-1 of the clutch assembly 802 through the torsional coupling 902. Further, the helical pinion 910 may be engaged with the helical gear 912 of the gear assembly 904. The gear assembly 904 may be adapted to be coupled to the at least one hydraulic system 202 such that the power may be transmitted from the helical pinion 910 to the at least one hydraulic system 202 through the helical gear 912.

In an example, the PTO assembly 102 may be operated to obtain power from the engine to operate the main winch of the vehicle 100. In such an example, the engine of the vehicle 100 may produce 1400 Horsepower (HP) at 2400 Rotation Per Minute (RPM). In such an example, the PTO assembly 102 may receive input, i.e., 226 kW at 2400 RPM, from the engine. Further, the PTO may transmit the power, i.e., 217 kW with 1:1.1 reduction ratio, to a hydraulic pump of the hydraulic system at efficiency approximately equal to 96%. Subsequently, the power, i.e., 208 kW, may be transmitted from the hydraulic pump to a hydraulic unit of the hydraulic system at efficiency approximately equal to 96%. Further, the hydraulic unit may transmit the power, i.e., 204 kW, to a hydraulic motor of the hydraulic system at efficiency approximately equal to 98%. Furthermore, the power, i.e., 167 kW may be transmitted from the hydraulic motor to the main winch at efficiency approximately equal to 80%. Subsequently, the power, i.e., 134 kW, may be available at rope end of the main winch of the vehicle 100.

Figure 10a and 10b illustrate partial sectional views of the PTO assembly 102 depicting engagement and disengagement of a drive shaft 206 of the PTO assembly 102 from an engine of the vehicle 100, according to an embodiment of the present disclosure. The first end 302-1 of the drive shaft 206 may be adapted to be disengaged from the crankshaft 304 by axially sliding the drive shaft 206 in a direction away from the crankshaft 304 of the engine. In an embodiment, the first end 302-1 of the drive shaft 206 may be adapted to be moved to a distance of 100 mm from the coupling adapter spline 308, interchangeably referred to as the engine coupling 308, which connects the crankshaft 304 to the first end 302-1 of the drive shaft 206.

In an embodiment, the following steps may be followed in order to disengage the first end 302-1 of the drive shaft 206 from the engine coupling 308:
• Referring to Figure 10a, remove M16 Hex. Head Bolt;
• Remove 4 nos. of M8 Hex. Soc. head screws & End Cover;
• Remove 8 nos. of M6 Hex. Soc. head screws, spring locking plate, stud, spring & washers;
• As per Figure 10b, Remove M12 Lock Nut & a PTO shaft tool from storage pipe in the housing member 204 and insert & fasten the PTO shaft tool on to the drive shaft 206, and ensure it gets fastened to PTO shaft thread;
• Slide & assemble the end cover with 4 nos. of M8 Hex. Soc. head screws;
• Fasten M12 Lock Nut with the PTO Shaft Tool and keep tightening the same till the drive shaft 206 get released from the engine coupling and further pull to get 100 mm withdrawal, as shown in the Figure 10b, to enable the lifting of power pack, i.e., the engine & and lock it in position with the M12 Lock Nut.

In an embodiment, the following steps may be followed in order to engage the first end 302-1 of the drive shaft 206 with the engine coupling:
• Ensure the Power Pack is lowered and locked in position with the respective bolts with required tightening torque;
• Remove M12 lock nut from the end cover;
• Remove 4 nos. of M8 Hex. Soc. head screws and end cover;
• To engage the PTO Shaft with the engine coupling, lift / lower the PTO shaft tool and simultaneously rotate & push the PTO shaft using the tool, so that the spline of the PTO shaft engages with engine coupling spline;
• Remove & store the PTO shaft tool in the Storage Pipe provided in the PTO housing;
• Assemble a spring locking plate along with Stud, Spacers & Spring using 8 nos. of M6 Hex. Soc. head screws;
• Assemble the end cover with 4 nos. of M8 Hex. Soc. head screws and also fastens M16 Hex. Bolt on to end cover;

Figures 11a, 11b, 11c, and 11d illustrate partial sectional views of the PTO assembly 102 depicting an arrangement of the drive shaft 206 to accommodate engine radial and axial misalignment, according to an embodiment of the present disclosure. Referring to Figures 11a and 11b, the drive shaft 206 may be adapted to accommodate engine axial misalignment in a range of -8mm to +8mm. Further, referring to Figure 11c and Figure 11d, the drive shaft 206 may be adapted to accommodate engine radial misalignment in a range of -7 mm to +7mm.

Figure 12 illustrates a block diagram depicting a drive system 1200 in connection with the engine 100-1 of the vehicle 100, according to an embodiment to the present disclosure. In an embodiment, the drive system 1200 may be employed in the vehicle 100 to control and maintain a speed of the engine 100-1 of the vehicle 100. The drive system 1200 may be adapted to be connected to the engine 100-1 of the vehicle 100. Referring to Figure 12, in the illustrated embodiment, the drive system 1200 may include, but is not limited to, an actuating member 1202, a controlling unit 1204, and a connecting mechanism 1206.

The actuating member 1202 may be adapted to be coupled to the engine 100-1. The actuating member 1202 may be adapted to be operated to control the speed of the engine 100-1. In an embodiment, the actuating member 1202 may be embodied as an electronic actuator, without departing from the scope of the present disclosure. The actuating member 1202 may be coupled to a Fuel Injection Pump (FIP) 1208 of the engine 100-1. The actuating member 1202 may be coupled to the FIP 1208 through the connecting mechanism 1206.

Figures 13a and 13b illustrate different views of the drive system 1200 coupled to the engine 100-1, according to an embodiment of the present disclosure. Referring to Figure 12, Figure 13a, and Figure 13b, the connecting mechanism 1206 may be adapted to couple the actuating member 1202 with the engine 100-1. In an embodiment, the connecting mechanism 1206 may be adapted to couple the actuating member 1202 with a control lever 1208-1 of the FIP 1208 of the engine 100-1. The connecting mechanism 1206 may include, but is not limited to, a first throttle cable 1302, a second throttle cable 1304, and a connecting member 1306.

In an embodiment, the first throttle cable 1302 may include a first end and a second end distal to the first end. The first end may be adapted to be coupled to the actuating member 1202. The second end of the first throttle cable 1302 may be adapted to be connected to the control lever 1208-1 of the FIP 1208 of the engine 100-1. Further, the second throttle cable 1304 may include a first end and a second end distal to the first end. The first end may be adapted to be coupled to a throttle pedal of the vehicle 100. The second end of the second throttle cable 1304 may be adapted to be connected to the control lever 1208-1 of the FIP 1208 of the engine 100-1.

Referring to Figure 13a, the connecting member 1306 may be adapted to connect each of the first throttle cable 1302 and the second throttle cable 1304 to the control lever 1208-1 of the fuel injection pump. The connecting member 1306 may include a first slot 1306-1 and a second slot 1306-2. The first slot 1306-1 may be adapted to be coupled to the second end of the first throttle cable 1302. In the illustrated embodiment, the first throttle cable 1302 may be coupled to the first slot 1306-1 through a first connector 1308. Further, the second slot 1306-2 may be adapted to be coupled to the second end of the second throttle cable 1304. In the illustrated embodiment, the second throttle cable 1304 may be coupled to the first slot 1306-1 through a second connector 1310.

Figures 14a, 14b, and 14c illustrate different views of the drive system 1200 depicting operation of the drive system 1200 to change a speed of the engine 100-1, according to an embodiment of the present disclosure. Referring to Figure 12, Figure 14a and Figure 14b, the drive system 1200 may also include the controlling unit 1204 in communication with the actuating member 1202. In an embodiment, the controlling unit 1204 may be embodied as an Electronic Control Unit (ECU) of the vehicle 100, without departing from the scope of the present disclosure.

The controlling unit 1204 may be configured to operate the actuating member 1202 to apply a predefined force on the connecting mechanism 1206 to control the speed of the engine 100-1. In an embodiment, the controlling unit 1204 may be in communication with an accelerator lever positioned in the passenger compartment of the vehicle 100. The accelerator lever may be adapted to be operated for accelerating the engine 100-1 of the vehicle 100. The controlling unit 1204 may operate the actuating member 1202 based on the actuation of the accelerator lever.

Referring to Figure 14a and 14b, when the accelerator lever is operated by a user, the controlling unit 1204 may operate the actuating member 1202 to pull the first throttle cable 1302 in order to apply a predefined force to operate the control lever 1208-1 of the FIP 1208. For instance, when the accelerator lever is operated by the user to operate the engine 100-1 at 2400 RPM, the controlling unit 1204 may operate the actuating member 1202 to apply the predefined force on the first throttle cable 1302 to operate the control lever 1208-1 of the FIP 1208 through the connecting member 1306. In an embodiment, a required horizontal movement of the first throttle cable 1302 is in a range of 45 mm to 55 mm for operating the control lever 1208-1 of the FIP 1208, without departing from the scope of the present disclosure. When the first throttle cable 1302 is pulled by the actuating member 1202, no force may be applied on the second throttle cable 1304 of the connecting mechanism 1206.

Referring to Figure 14c, when the throttle pedal of the vehicle 100 is operated by a user, the second throttle cable 1304 connected to the throttle pedal may be pulled in a horizontal direction such that the control lever 1208-1 of the FIP 1208 is operated through the connecting member 1306. When the second throttle cable 1304 is pulled by the throttle pedal, no force may be applied on the first throttle cable 1302 connecting to the actuating member 1202.

Further, referring back to Figure 12, the vehicle 100 may include a speed selector unit 1210 in communication with the controlling unit 1204. The speed selector unit 1210 may be adapted to be operated for selecting a speed of the engine 100-1 of the vehicle 100. In an embodiment, the controlling unit 1204 may receive input indicative of a selection of the speed associated with the engine 100-1 from the speed selector unit 1210. The controlling unit 1204 may be in communication with at least one sensor fitted on the engine 100-1 which is configured to monitor the speed of the engine 100-1.

Further, the controlling unit 1204 may be configured to operate the actuating member 1202 to apply the predefined force on the connecting mechanism 1206 to operate the engine 100-1 on the selected speed, based on input from the at least one sensor and the input from the speed selector unit 1210. In an example, the speed selector unit 1210 may be embodied as a knob which can be operated to select the speed of the engine 100-1 from among 1600 RPM, 1800 RPM, 2000 RPM, 2200 RPM, and 2400 RPM.

The above-explained implementation of the PTO assembly 102 and the drive system 1200 in the vehicle lead to the following advantages:

• The PTO assembly 102 can cater the power (900 Nm @ 2400 rpm with reduction gear ratio of 1.101) to the at least one hydraulic system associated with the recovery aggregates.
• Owing to constructional details and arrangement of the drive shaft 206, the PTO assembly can accommodate ± 7 mm engine radial misalignment without affecting power transmission between the engine and the recovery aggregates.
• Owing to the coupling of the drive shaft using the plurality of shear keys, the overloading of the engine from the application end is substantially eliminated.
• The clutch assembly of the PTO assembly can be operated by a user through the clutch lever connected to the clutch assembly through linkages. Such an arrangement enables remote engagement and disengagement of the PTO assembly from the Engine by the clutch assembly through the linkages.
• The PTO assembly provides air & water tightness between the engine compartment & the passenger compartment for NBC and fording operation and avoids entering air & water to the gear mechanism of the PTO assembly.
• The drive shaft of the PTO assembly is removably coupled to the engine. This enables free lifting of the engine without disturbing the PTO assembly, pumps, and related hydraulics.
• Owing to the implementation of the thermal shielding, heat dissipation is substantially avoided to the passengers of the vehicle.
• The PTO assembly of the present disclosure dampens the torsional vibrations of the engine.
• Non-lubricated zones (where radial seals cannot be used due to the PTO shaft experiences the radial misalignment) are provided with permanent grease i.e. MoS2 Paste.
• The drive system of the present disclosure allows the engine to run at a constant speed.
• The drive system can be operated in a dual acceleration mode, i.e., a mechanical mode and an electronic mode. In the mechanical mode, the throttle pedal may be operated by the user to accelerate the engine. In the electronic mode, the accelerator lever in communication with the ECU may be operated by the user to accelerate the engine. Such dual acceleration mode facilitates the vehicle to run even in case of failure of the electronic Engine Speed Governing System (ESGS).

Therefore, the present disclosure offers the PTO assembly 102 and the drive system 1200 that are efficient, economical, compact, flexible, and effective for the vehicle.

While specific language has been used to describe the present subject matter, any limitations arising on account thereto, are not intended. As would be apparent to a person in the art, various working modifications may be made to the method in order to implement the inventive concept as taught herein. The drawings and the foregoing description give examples of embodiments. Those skilled in the art will appreciate that one or more of the described elements may well be combined into a single functional element. Alternatively, certain elements may be split into multiple functional elements. Elements from one embodiment may be added to another embodiment.
,CLAIMS:1. A Power Take-Off (PTO) assembly for operating at least one hydraulic system of a vehicle, the PTO assembly comprising:
a housing member having a first end and a second end distal to the first end;
a drive shaft laterally extending between the first end and the second end and adapted to transmit power from an engine of the vehicle to the at least one hydraulic system, wherein the drive shaft includes a first end adapted to be coupled to the engine and the second end adapted to be coupled to a first spline sleeve;
a clutch assembly disposed in the housing member and adapted to be engaged with the drive shaft, wherein the clutch assembly includes an outer member adapted to be engaged with the first spline sleeve of the drive shaft;
a gear assembly disposed in the housing member and adapted to be engaged with the at least one hydraulic system, wherein the gear assembly transmits the power to the at least one hydraulic system when the clutch assembly is engaged with the first spline sleeve; and
a torsional coupling disposed between the clutch assembly and the gear assembly, the torsional coupling adapted to be coupled to the clutch assembly through a second spline sleeve.

2. The PTO assembly as claimed in claim 1, wherein the at least one hydraulic system is configured to operate at least one a main winch assembly, an auxiliary winch assembly, a crane assembly, an anchor-cum-dozer assembly, and a suspension locking assembly.

3. The PTO assembly as claimed in claim 1, wherein the first end of the drive shaft is adapted to be coupled to a crankshaft of the engine through a first gear member and the second end of the drive shaft is adapted to be coupled to the first spline sleeve through a second gear member, wherein each of the first gear member and the second gear member is provided with crowning and barrelling design to accommodate engine radial misalignment in a range of -7 mm to +7 mm and axial misalignment in a range of -8 mm to +8 mm.

4. The PTO assembly as claimed in claim 3, wherein the second gear member is adapted to be coupled to the second end of the drive shaft through a plurality of shear keys, wherein each of the plurality of shear keys includes a first end, a second end distal to the first end, and a shear neck portion disposed near to the second end.

5. The PTO assembly as claimed in claim 3, wherein the housing member is positioned between a passenger compartment and an engine compartment of the vehicle, wherein the first end of the drive shaft extends to the engine compartment through a bulkhead plate of the vehicle, the first end of the drive shaft is removably coupled to the crankshaft of the engine.

6. The PTO assembly as claimed in claim 5, wherein the first end of the drive shaft is adapted to be disengaged from the crankshaft by axially sliding the drive shaft in a direction away from the crankshaft of the engine.

7. The PTO assembly as claimed in claim 1 further comprising a bellow member disposed at the first end of the housing member, wherein the bellow member is adapted to restrict ingress of contaminants within the PTO assembly.

8. A vehicle comprising:
an engine;
a Power Take-Off (PTO) assembly coupled to the engine and at least one hydraulic system, wherein the PTO assembly is adapted to selectively transfer power from the engine to the at least one hydraulic system;
a drive system in communication with the engine, the drive system comprising:
an actuating member adapted to be coupled to the engine, wherein the actuating member is adapted to be operated to control a speed of the engine;
a connecting mechanism adapted to couple the actuating member with the engine; and
a controlling unit in communication with the actuating member, wherein the controlling unit is configured to operate the actuating member to apply a predefined force on the connecting mechanism to control the speed of the engine.

9. The vehicle as claimed in claim 8 further comprising a speed selector unit in communication with the controlling unit, wherein the controlling unit is configured to:
receive, from the speed selector unit, input indicative of a selection of a speed associated with the engine; and
operate the actuating member to apply the predefined force on the connecting mechanism to operate the engine on the selected speed.

10. The vehicle as claimed in claim 8, wherein the connecting mechanism comprising:
a first throttle cable includes a first end adapted to be coupled to the actuating member and a second end adapted to be connected to a control lever of a fuel injection pump of the engine;
a second throttle cable includes a first end adapted to be coupled to a throttle pedal of the vehicle and a second end adapted to be connected to the control lever of the fuel injection pump; and
a connecting member adapted to connect each of the first throttle cable and the second throttle cable to the control lever of the fuel injection pump, wherein the connecting member includes a first slot adapted to be coupled to the second end of the first throttle cable and a second slot adapted to be coupled to the second end of the second throttle cable.

11. A drive system for a vehicle, the drive system comprising:
an actuating member adapted to be coupled to an engine of the vehicle, wherein the actuating member is adapted to be operated to control a speed of an engine of the vehicle;
a connecting mechanism adapted to couple the actuating member with the engine; and
a controlling unit in communication with the actuating member, wherein the controlling unit is configured to operate the actuating member to apply a predefined force on the connecting mechanism to control the speed of the engine.

12. The drive system as claimed in claim 11, wherein the connecting mechanism comprising:
a first throttle cable includes a first end adapted to be coupled to the actuating member and a second end adapted to be connected to a control lever of a fuel injection pump of the engine;
a second throttle cable includes a first end adapted to be coupled to a throttle pedal of the vehicle and a second end adapted to be connected to the control lever of the fuel injection pump; and
a connecting member adapted to connect each of the first throttle cable and the second throttle cable to the control lever of the fuel injection pump, wherein the connecting member includes a first slot adapted to be coupled to the second end of the first throttle cable and a second slot adapted to be coupled to the second end of the second throttle cable.