Claims:We claim:
1. A power take-off (PTO) system (100, 300) comprising:
a first PTO input shaft (102, 302);
a second PTO input shaft (104, 304) adapted to be freely mounted onto said first PTO input shaft (102, 302) in a concentric manner;
a PTO output shaft (106, 306) adapted to be positioned below said PTO input shafts (102, 104, 302, 304);
a first driving gear (108, 308) defined on said second PTO input shaft (104, 304);
a second driving gear (110, 310) defined on said second PTO input shaft (104, 304);
a third driving gear (112, 312) defined on said first PTO input shaft (102, 302) and is positioned adjacent to said second driving gear (110, 310);
a first driven gear (114, 314) freely mounted on said PTO output shaft (106, 306) and is rotatably connected to said first driving gear (108, 308); and
an integrated second and third driven gear (116A, 116B, 316A, 3016B) adapted to be freely mounted onto said PTO output shaft (106, 306), wherein said second driven gear (116A, 316A) is rotatably connected to said second driving gear (110, 310), wherein said third driven gear (116B, 316B) is rotatably connected to said third driving gear (112, 312).

2. The PTO system (100, 300) as claimed in claim 1, wherein said PTO system (100, 300) includes,
a coupler (105, 305) adapted to be mounted onto one end of said second PTO input shaft (104, 304), and is positioned in front of and spaced away from said first driving gear (108, 308);
a first shifter (118, 318) adapted to be movably mounted onto a PTO pre-input shaft (101, 301) and is positioned in front of said coupler (105, 305); and
a second shifter (120, 320) adapted to be movably mounted onto said PTO output shaft (106, 306),
wherein
one end of said first PTO input shaft (102, 302) is freely connected to said PTO pre-input shaft (101, 301) in an in-line manner;
said PTO pre-input shaft (101, 301) is driven by an engine;
said first shifter (118, 318) is adapted to be moved between one of a first engaged position and a second engaged position, wherein in said first engaged position, said first shifter (118, 318) is engaged with said coupler (105, 305) to engage said second PTO input shaft (104, 304) with said PTO pre-input shaft (101, 301) thereby driving said second PTO input shaft (104, 304), wherein in said second engaged position, said first shifter (118, 318) is disengaged from said coupler (105, 305) and is engaged with said first PTO input shaft (102, 302) to engage said first PTO input shaft (102, 302) with said PTO pre-input shaft (101, 301) thereby driving said first PTO input shaft (102, 302); and
said second shifter (120, 320) is adapted to be moved to one of,
a neutral position in which said second shifter (120, 320) is dis-engaged from said first driven gear (114, 314), and said integrated second and third driven gear (116A, 116B, 316A, 316B) thereby disengaging said PTO output shaft (106, 306) from said PTO input shafts (102, 104, 302, 304);
a first engaged position in which said second shifter (120, 320) is engaged with said integrated second and third driven gear ((116A, 116B, 316A, 316B) thereby engaging said PTO output shaft (106, 306) with one of said second PTO input shaft (104, 304) and said first PTO input shaft (102, 302) when said first shifter (118, 318) is in one of the first engaged position and the second engaged position respectively; and
a second engaged position in which said second shifter (120, 320) is engaged with said first driven gear (114, 314) thereby engaging said PTO output shaft (106, 306) with one of said second PTO input shaft (104, 304) and said first PTO input shaft (102, 302) when said first shifter (118, 318) is in one of the first engaged position and the second engaged position respectively.

3. The PTO system (100) as claimed in claim 2, wherein said second driving gear (110) is adapted to drive said PTO output shaft (106) through said second driven gear (116A) and said second shifter (120) thereby rotating said PTO output shaft (106) at a first predefined speed when said first and second shifters (118, 120) are in said first engaged position;
said third driving gear (112) is adapted to drive said PTO output shaft (106) through said integrated third driven gear (116B), and said second shifter (120) thereby rotating said PTO output shaft (106) at a second predefined speed when said first shifter (118) and said second shifter (120) is in said second engaged position and said first engaged position respectively;
said first driving gear (108) is adapted to drive said PTO output shaft (106) through said first driven gear (114) and said second shifter (120) thereby rotating said PTO output shaft (106) at a third predefined speed when said first shifter (118) and said second shifter (120) is in said first engaged position and said second engaged position respectively; and
said third driving gear (112) is adapted to drive said PTO output shaft (106) through said integrated second and third driven gear (116A, 116B), the second driving gear (110), the first driving gear (108), the first driven gear (114) and said second shifter (120) thereby rotating said PTO output shaft (106) at a fourth predefined speed when said first and second shifters (118, 120) is in said second engaged position.

4. The PTO system (300) as claimed in claim 2, wherein said first driving gear (308) is a reverse driving gear;
said first driven gear (314) is a reverse driven gear which is rotatably connected to said first driving gear (308)through a plurality of idler gears;
said second driving gear (310) is adapted to drive said PTO output shaft (306) through said integrated second driven gear (316A) and said second shifter (320) thereby rotating said PTO output shaft (306) in a clockwise direction at a first forward predefined speed when said first and second shifters (318, 320) are in said first engaged position;
said third driving gear (312) is adapted to drive said PTO output shaft (306) through said integrated third driven gear (316B) and said second shifter (320) thereby rotating said PTO output shaft (306) in the clockwise direction at a second forward predefined speed when said first shifter (318) and said second shifter (320) is in said second engaged position and said first engaged position respectively;
said first driving gear (310) is adapted to drive said PTO output shaft (306) through said idler gears, said first driven gear (314) and said second shifter (320) thereby rotating said PTO output shaft (306) in a counterclockwise direction at a first reverse predefined speed when said first shifter (318) and said second shifter (320) is in said first engaged position and said second engaged position respectively; and
said third driving gear (312) is adapted to drive said PTO output shaft (306) through integrated second and third driven gear (316A, 316B), said second driving gear (310), said first driving gear (308), said idler gears, said first driven gear (314) and said second shifter (320) thereby rotating said PTO output shaft (306) in the counterclockwise direction at a second reverse predefined speed when said first and second shifters (318, 320) is in said second engaged position.

5. The PTO system (100, 300) as claimed in claim 1, wherein said PTO system (100, 300) includes,
an axial thrust bearing (111, 311) mounted onto said first PTO input shaft (102, 302) and is positioned in between said second driving gear (110, 310) and third driving gear (112, 312);
at least one first bearing (107, 307) adapted to freely mount said second PTO input shaft (104, 304) onto said first PTO input shaft (102, 302) in the concentric manner;
a second bearing (113, 313) adapted to freely mount said first driven gear (114, 314) onto said PTO output shaft (106, 306);
a third bearing (115, 315) adapted to freely mount said integrated second and third driven gear (116A, 116B, 316A, 316B) onto said PTO output shaft (106, 306);
a stopper (103, 303) adapted to be mounted onto said PTO pre-input shaft (101, 301) and is positioned in front of said first shifter (118, 318), wherein said stopper (103, 303) is adapted to restrict a movement of said first shifter (118, 318) beyond a predefined position;
a first shift rail;
a first shift fork adapted to be slidably mounted onto said first shift rail and is connected to said first shifter (118, 318);
a first PTO shift lever adapted to be connected to said first shift fork through a first fork shifter bush;
a second shift rail;
a second shift fork adapted to be slidably mounted onto said second shift rail and is connected to said second shifter (120, 320); and
a second PTO shift lever adapted to be connected to said second shift fork through a second fork shifter bush,
wherein
said first shift fork is adapted to move said first shifter (118, 318) to one of said first engaged position and said second engaged position in response to movement of said first PTO shift lever to one of a first position and a second position respectively;
said second shift fork is adapted to move said second shifter (120, 320) to one of said first engaged position, said second engaged position and said neutral position in response to movement of said second PTO shift lever to one of a first position, a neutral position and a second position respectively;
said first driving gear (108, 308) is a separate part or an integral part of said second PTO input shaft (104, 304);
said second driving gear (110, 310) is a separate part or an integral part of said second PTO input shaft (104, 304); and
said third driving gear (112, 312) is a separate part or an integral part of said first PTO input shaft (102, 302); and
said PTO system (100, 300) is a four speed PTO which is provided in a two speed packaging space.

6. A power take-off (PTO) system (200) comprising:
a first PTO input shaft (202);
a second PTO input shaft (204) adapted to be freely mounted onto said first PTO input shaft (202) in a concentric manner;
a PTO output shaft (206) adapted to be positioned below said PTO input shafts (202, 204);
a first driving gear (208) mounted onto said first PTO input shaft (202);
a second driving gear (210) defined on said second PTO input shaft (204) and is positioned in front of said first driving gear (208); and
an integrated first and second driven gear (212A, 212B) adapted to be freely mounted onto said PTO output shaft (206), wherein said first driven gear (212A) is rotatably connected to said first driving gear (208), wherein said second driven gear (212B) is rotatably connected to said second driving gear (210).

7. The PTO system (200) as claimed in claim 6, wherein said PTO system (200) includes,
a coupler (205) adapted to be mounted onto one end of said second PTO input shaft (204), and is positioned in front of and spaced away from said second driving gear (210);
a first shifter (214) adapted to be movably mounted onto a PTO pre-input shaft (201) and is positioned in front of said coupler (205); and
a second shifter (216) adapted to be movably mounted onto said PTO output shaft (206),
wherein
one end of said first PTO input shaft (202) is freely connected to said PTO pre-input shaft (201) in an in-line manner;
said PTO pre-input shaft (201) is driven by an engine;
said first shifter (214) is adapted to be moved between one of a first engaged position and a second engaged position, wherein in said first engaged position, said first shifter (214) is engaged with said first PTO input shaft (202) to engage said first PTO input shaft (202) with said PTO pre-input shaft (201) thereby driving said first PTO input shaft (202), wherein in said second engaged position, said first shifter (214) is disengaged from first PTO input shaft (202) and is engaged with said coupler (205) to engage said second PTO input shaft (204) with said PTO pre-input shaft (201) thereby driving said second PTO input shaft (204); and
said second shifter (216) is adapted to be moved to one of,
a neutral position in which said second shifter (216) is dis-engaged from said integrated first and second driven gear (212A, 212B) thereby disengaging said PTO output shaft (206) from said PTO input shafts (202, 204); and
an engaged position in which said second shifter (216) is engaged with said integrated first and second driven gear (212A, 212B) thereby engaging said PTO output shaft (206) with one of said first PTO input shaft (202) and said second PTO input shaft (204) when said first shifter (214) is in one of the first engaged position and the second engaged position respectively.

8. The PTO system (200) as claimed in claim 7, wherein said first driving gear (208) is adapted to drive said PTO output shaft (206) through said integrated first and second driven gear (212A, 212B) and said second shifter (216) thereby rotating said PTO output shaft (206) at a first predefined speed when said first shifter (214) and said second shifter (216) is in said first engaged position and said engaged position respectively; and
said second driving gear (210) is adapted to drive said PTO output shaft (206) through said integrated first and second driven gear (212A, 212B), and said second shifter (216) thereby rotating said PTO output shaft (206) at a second predefined speed when said first shifter (214) and said second shifter (216) is in said second engaged position and said engaged position respectively.

9. The PTO system (200) as claimed in claim 7, wherein said second driving gear (210) is a reverse driving gear;
said second driven gear (212B) is a reverse driven gear which is rotatably connected to said second driving gear (210) through a plurality of idler gears;
said first driving gear (208) is adapted to drive said PTO output shaft (206) through said integrated first and second driven gear (212A, 212B) and said second shifter (216) thereby rotating said PTO output shaft (206) in a clockwise direction at a forward predefined speed when said first shifter (214) and said second shifter (216) is in said first engaged position and said engaged position respectively; and
said second driving gear (210) is adapted to drive said PTO output shaft (206) through said idler gears, said integrated second driven gear (212B), and said second shifter (216) thereby rotating said PTO output shaft (206) in a counterclockwise direction at a reverse predefined speed when said first shifter (214) and said second shifter (216) is in said second engaged position and said engaged position respectively.

10. The PTO system (200) as claimed in claim6, wherein said PTO system (200) includes,
an axial thrust bearing (211) mounted onto said first PTO input shaft (202) and is positioned in between said first driving gear (208) and said second driving gear (210);
a plurality of first bearings (207) adapted to freely mount said second PTO input shaft (204) onto said first PTO input shaft (202) in the concentric manner;
a second bearing (213) adapted to freely mount said integrated first and second driven gear (212A, 212B) onto said PTO output shaft (206);
a stopper (203) adapted to be mounted onto said PTO pre-input shaft (201) and is positioned in front of said first shifter (214), wherein said stopper (203) is adapted to restrict a movement of said first shifter (214) beyond a predefined position;
a first shift rail;
a first shift fork adapted to be slidably mounted onto said first shift rail and is connected to said first shifter (214);
a first PTO shift lever adapted to be connected to said first shift fork through a first fork shifter bush;
a second shift rail;
a second shift fork adapted to be slidably mounted onto said second shift rail and is connected to said second shifter (216); and
a second PTO shift lever adapted to be connected to said second shift fork through a second fork shifter bush,
wherein
said first shift fork is adapted to move said first shifter (214) to one of said first engaged position and said second engaged position in response to movement of said first PTO shift lever to one of a first position and a second position respectively;
said second shift fork is adapted to move said second shifter (216) to one of said engaged position and said neutral position in response to movement of said second PTO shift lever to one of a first position and a neutral position respectively;
said second driving gear (210) is a separate part or an integral part of said second PTO input shaft (204); and
said PTO system (200) is a two speed PTO which is provided in a single speed PTO packaging space.
, Description:TECHNICAL FIELD
[001] The embodiments herein generally relate to power transmission systems in vehicles and more particularly, to compact multi-speed power take-off (PTO) systems in an off-road vehicle such as a tractor.

BACKGROUND
[002] Generally, off-road vehicles such as tractors and other similar vehicles are primarily used in agricultural field operations. In off-road vehicles, a power take-off (PTO) system is used to transmit power from an engine to an attached agricultural implement or a separate machine and is also used to vary a rotational speed of the attached agricultural implement or the separate machine. For example, most PTO systems comprise an input shaft connected to a shaft of a powertrain of the vehicle, such as a lay shaft of a gearbox of the vehicle. When the tractor with the attached agricultural implement is operated in agricultural fields for performing operations such as harvesting, straw reaping and the like, the agricultural implement may get clogged or is obstructed due to accumulation obstacles such as wet sand, uprooted plants and the like, in rotating/moving parts of the agricultural implement, thereby resulting in in-operational condition of the agricultural implement. Therefore, the operator must lift the agricultural implement, disengage the PTO system from the engine or switch off the engine and leave the operator's cabin to manually remove the obstacles from the agricultural implement for smoothly operating the agricultural implement. This results in loss of field productivity and causes operator fatigue. This may also cause damage to the internal hardware if the problem is not identified or attended to immediately. In this case, reverse gears with idler gears are provided in the PTO system to reduce the operator difficulties in removing the obstacles from the agricultural implement as changing the direction of rotation of the PTO shaft may result in throwing away and/or loosening the clogged material. Most tractors are equipped with two speed PTO. For example, the two speed PTO includes two speed gears, where one set of speed gear rotates the PTO shaft at 540 rpm and the other set of speed gears rotates the PTO shaft at 540 economy (540E). Economy PTO (540E) allows the tractor to operate at the required 540 rpm at the PTO but with lower engine rpm, which saves fuel, reduces vibration, and reduces noise. In another example, the two speed PTO includes a single set of forward gears and a single set of reverse gear with idler gears, where the single set of forward gear rotates the PTO shaft at 540 rpm in clockwise direction while the reverse gear rotates the PTO at 540 rpm in counterclockwise direction. Other tractors are provided with a single speed PTO in which the rotational speed of the PTO shaft is 540 rpm. A length of the PTO shaft in two speed PTO is longer when compared with a length of the PTO shaft in single speed PTO. Providing two speed PTO in a packaging space as consumed by the single speed PTO is difficult and is one of the challenges posed to original equipment manufacturers (OEM’s). In some cases, tractors are equipped with four speed PTO for performing multipurpose and high speed operations. For example, the four speed PTO includes four speed gears with PTO shaft rotational speed at 540 rpm, 540E, 1000 rpm and 1000E. However, the four speed PTO consumes more space when compared with the two speed PTO thereby resulting in packaging issues and also increases an overall length of the tractor and may also result in front-end lifting of vehicle due to load of implement acting at rear end of the lengthy PTO shaft and also causes noise in PTO. Providing four speed PTO in two speed PTO packaging space is difficult and is one of the challenges posed to original equipment manufacturers (OEM’s).
[003] Furthermore, providing multi-forward and reverse speed PTO (two forward speeds and two reverse speeds) requires more space and thus increasing packaging issues. Further, replacing single forward speed PTO with reversible PTO arrangement leads to complete design change and thus it may be difficult to provide as add on features to customer. Therefore, providing a compact multi-forward and reverse speed PTO system is complex and is difficult and is one of the challenges posed to original equipment manufacturers (OEM’s).
[004] Therefore, there exists a need for compact multi-speed power take-off (PTO) systems in an off-road vehicle, which obviates the aforementioned drawbacks.

OBJECTS
[005] The principal object of embodiments herein is to provide a compact multi-speed power take-off (PTO) system in an off-road vehicle.
[006] Another object of embodiments herein is to provide a four speed PTO in a two speed PTO packaging space.
[007] Another object of embodiments herein is to provide a two speed PTO in a single speed PTO packaging space.
[008] Another object of embodiments herein is to provide a compact multi-speed PTO system in an off-road vehicle for performing multipurpose and/or high speed operations.
[009] Another object of embodiments herein is to provide the compact multi-forward and reverse speed PTO system in which the reverse gear changes the direction of rotation of the PTO shaft for clearing and/or loosening the clogged material/obstacles thereby reducing operator’s fatigue and increases field productivity.
[0010] Another object of embodiments herein is to provide is to reduce an overall length of PTO shaft in a multi-speed PTO system thereby restricting front-end lifting of the vehicle as well as noise in PTO.
[0011] These and other objects of embodiments herein will be better appreciated and understood when considered in conjunction with following description and accompanying drawings. It should be understood, however, that the following descriptions, while indicating embodiments and numerous specific details thereof, are given by way of illustration and not of limitation. Many changes and modifications may be made within the scope of the embodiments herein without departing from the spirit thereof, and the embodiments herein include all such modifications.

BRIEF DESCRIPTION OF DRAWINGS
[0012] The embodiments are illustrated in the accompanying drawings, throughout which like reference letters indicate corresponding parts in various figures. The embodiments herein will be better understood from the following description with reference to the drawings, in which:
[0013] Fig. 1 depicts a cross-sectional view of a four speed power take-off (PTO) system in an off-road vehicle in which a PTO output shaft is rotating at 540 rpm, according to first embodiments as disclosed herein;
[0014] Fig. 2 depicts another cross-sectional view of the four speed power take-off (PTO) system in which the PTO output shaft is rotating at 1000 rpm, according to first embodiments as disclosed herein;
[0015] Fig. 3 depicts another cross-sectional view of the four speed power take-off (PTO) system in which the PTO output shaft is rotating at 540 economy (540E), according to first embodiments as disclosed herein;
[0016] Fig. 4 depicts another cross-sectional view of the four speed power take-off (PTO) system in which the PTO output shaft is rotating at 1000 economy (1000E), according to first embodiments as disclosed herein;
[0017] Fig. 5 depicts a cross-sectional view of a two speed power take-off (PTO) system in an off-road vehicle in which a PTO output shaft is rotating at 540 economy (540E), according to second embodiments as disclosed herein;
[0018] Fig. 6 depicts a cross-sectional view of the two speed power take-off (PTO) in which the PTO output shaft is rotating at 1000 rpm, according to second embodiments as disclosed herein;
[0019] Fig. 7 depicts a cross-sectional view of a four speed power take-off (PTO) system in which a PTO output shaft is rotating at 540 rpm, according to third embodiments as disclosed herein;
[0020] Fig. 8 depicts another cross-sectional view of the four speed power take-off (PTO) system in which the PTO output shaft is rotating at 1000 rpm, according to third embodiments as disclosed herein;
[0021] Fig. 9 depicts another cross-sectional view of the four speed power take-off (PTO) system in which the PTO output shaft is rotating at a first reverse predefined speed, according to third embodiments as disclosed herein; and
[0022] Fig. 10 depicts another cross-sectional view of the four speed power take-off (PTO) system in which the PTO output shaft is rotating at a second reverse predefined speed, according to third embodiments as disclosed herein.

DETAILED DESCRIPTION
[0023] The embodiments herein and the various features and advantageous details thereof are explained more fully with reference to the non-limiting embodiments that are illustrated in the accompanying drawings and detailed in the following description. Descriptions of well-known components and processing techniques are omitted so as to not unnecessarily obscure the embodiments herein. The examples used herein are intended merely to facilitate an understanding of ways in which the embodiments herein may be practiced and to further enable those of skill in the art to practice the embodiments herein. Accordingly, the examples should not be construed as limiting the scope of the embodiments herein.
[0024] The embodiments herein achieve compact multi-speed PTO systems in the off-road vehicle. Further, embodiments herein achieve a four speed PTO provided in two speed PTO packaging space. Further, embodiments herein achieve a two speed PTO provided in a single speed PTO packaging space. Furthermore, embodiments herein achieve a compact multi-forward and reverse speed PTO system in the off-road vehicle in which the reverse gear changes the direction of rotation of the PTO shaft for clearing and/or loosening the clogged material/obstacles thereby reducing operator’s fatigue and increases field productivity. Further, embodiments herein achieve compact multi-speed PTO for performing multipurpose and/or high speed operations. Referring now to the drawings Figs. 1 through 10, where similar reference characters denote corresponding features consistently throughout the figures, there are shown embodiments.
[0025] Fig. 1 depicts a cross-sectional view of a four speed power take-off (PTO) system (100) in an off-road vehicle in which a PTO output shaft (106) is rotating at 540 rpm, according to first embodiments as disclosed herein. Fig. 7 depicts a cross-sectional view of a four speed power take-off (PTO) system (300) n which a PTO output shaft (306) is rotating at 540 rpm, according to third embodiments as disclosed herein. In the first and third embodiment, the power take-off system (100, 300) includes a first PTO input shaft (102,302), a stopper (103, 303), a second PTO input shaft (104, 304), a coupler (105, 305), a PTO output shaft (106, 306), a plurality of first bearings (107, 307), a first driving gear (108, 308), a second driving gear (110, 310), an axial thrust bearing (111, 311), a third driving gear (112, 312), a second bearing (113, 313), a first driven gear (114, 314), a third bearing (115, 315), an integrated second and third driven gear (116A, 116B, 316A, 316B), a first shifter (118, 318), a second shifter (120, 320), a first shift rail (not shown), a first shift fork (not shown), a first PTO lever (not shown), a second shift rail (not shown), a second shift fork (not shown) and a second PTO lever (not shown). For the purpose of this description and ease of understanding, the power take-off (PTO) systems (100, 300) is explained herein with below reference to a four speed PTO provided in a two speed PTO packaging space in the off-road vehicle such as but not limited to a tractor. However, it is also within the scope of the invention to use/practice four speed PTO system (100, 300) in any other agricultural machines or any other off-road vehicles or any other vehicles or any other applications without otherwise deterring the intended function of the PTO system (100) as can be deduced from the description and corresponding drawings. In the first embodiment, the four speed PTO system (100) is considered to be a four forward speed PTO system. In the third embodiment, the four speed PTO system (300) is considered to be two forward speed and two reverse speed PTO system.
[0026] The PTO pre-input shaft (101, 301) is driven by an engine. The PTO pre-input shaft (101, 301) is also called as PTO intermediate shaft. One end of the first PTO input shaft (102, 302) is freely connected to the PTO pre-input shaft (101, 301) in an in-line manner, and another end of the first PTO shaft (102, 302) is rotatably supported on transmission housing through the third driving gear (112, 312) and ball bearings.
[0027] The second PTO input shaft (104, 304) is adapted to be freely mounted onto the first PTO input shaft (102, 302) through the first bearings (107, 307) in a concentric manner. The coupler (105, 305) is adapted to be mounted onto one end of the second PTO input shaft (104, 304), and is positioned in front of and spaced away from the first driving gear (108, 308). The PTO output shaft (106, 306) is adapted to be positioned below the PTO input shafts (102, 302, 104, 304). The PTO output shaft (106, 306) is also called as PTO shaft which drives the attached agricultural implement. The plurality of first bearings (107, 307) is adapted to freely mount the second PTO input shaft (104, 304) onto the first PTO input shaft (102, 302) in the concentric manner.
[0028] The first driving gear (108, 308) is defined on the second PTO input shaft (104, 304). In an embodiment, the first driving gear (108, 308) is an integral part of the second PTO input shaft (104, 304). In another embodiment, first driving gear (108, 308) is a separate part. The second driving gear (110, 310) is defined on the second PTO input shaft (104, 304). In an embodiment, the second driving gear (110, 310) is an integral part of the second PTO input shaft (104, 304). In another embodiment, the second driving gear (110, 310) is a separate part. The axial thrust bearing (111, 311) is mounted onto the first PTO input shaft (102, 302) and is positioned in between the second driving gear (110, 310) and the third driving gear (112, 312). The axial thrust bearing (111, 311) is an axial thrust non roller bearing. The third driving gear (112, 312) is defined on the first PTO input shaft (102, 302) and is positioned adjacent to the second driving gear (110, 310). In an embodiment, the third driving gear (112, 312) is a separate part. In another embodiment, the third driving gear (112, 312) is an integral part of the first PTO input shaft (102, 302).
[0029] The second bearing (113, 313) is adapted to freely mount the first driven gear (114, 314) onto the PTO output shaft (106, 306). The second bearing (113, 313) is a non roller bearing. The first driven gear (114, 314) is freely mounted on the PTO output shaft (106, 306) through the second bearing (113, 313) and is rotatably connected to the first driving gear (108, 308). The third bearing (115, 315) is adapted to freely mount the integrated second and third driven gear (116A, 116B, 316A, 316B) onto the PTO output shaft (106, 306). The third bearing (115, 315) is a non roller bearing. The integrated second and third driven gear (116A, 116B, 316A, 316B) is adapted to be freely mounted onto the PTO output shaft (106, 306) through the third bearing (115, 315). The second driven gear (116A, 316A) is rotatably connected to the second driving gear (110, 310). The third driven gear (116B, 316B) is rotatably connected to the third driving gear (112, 312).
[0030] The first shifter (118, 318) is adapted to be movably mounted onto the PTO pre-input shaft (101, 301) and is positioned in front of the coupler (105, 305). The first shifter (118, 318) is adapted to be moved between one of a first engaged position and a second engaged position. In the first engaged position, the first shifter (118, 318) is engaged with the coupler ((105, 305), (as shown in fig. 1, fig. 3, fig. 7 and fig. 9)) to engage the second PTO input shaft (104, 304) with the PTO pre-input shaft (101, 301) thereby driving the second PTO input shaft (104, 304). In the second engaged position, the first shifter (118, 318) is disengaged from the coupler ((105, 305), (as shown in fig. 2, fig. 4, fig. 8 and fig. 10)) and is engaged with the first PTO input shaft (102, 302) to engage the first PTO input shaft (102, 302) with the PTO pre-input shaft (101, 301) thereby driving the first PTO input shaft (102, 302).
[0031] The second shifter (120, 320) is adapted to be movably mounted onto the PTO output shaft (106, 306). The second shifter (120, 320) is adapted to be moved to one of a neutral position, a first engaged position and a second engaged position. In the neutral position, the second shifter (120, 320) is dis-engaged from the first driven gear (114, 314), and the integrated second and third driven gear (116A, 116B, 316A, 316B) thereby disengaging the PTO output shaft (106, 306) from the PTO input shafts (102, 104, 302, 304). In the first engaged position, the second shifter (120, 320) is engaged with the integrated second and third driven gear ((116A, 116B, 316A, 316B), (as shown in fig.1, fig. 2, fig. 7 and fig. 8) thereby engaging the PTO output shaft (106, 306) with one of the second PTO input shaft (104, 304) and the first PTO input shaft (102, 302) when the first shifter (118, 318) is in one of the first engaged position and the second engaged position respectively. In the second engaged position, the second shifter (120) is engaged with the first driven gear ((114, 314), (as shown in fig. 3, fig. 4, fig. 9 and fig. 10) thereby engaging the PTO output shaft (106, 306) with one of the second PTO input shaft (104, 304) and the first PTO input shaft (102, 302) when the first shifter (118, 318) is in one of the first engaged position and the second engaged position respectively.
[0032] The stopper (103, 303) is adapted to be mounted onto the PTO pre-input shaft (101, 301) and is positioned in front of the first shifter (118, 318), wherein the stopper (103, 303) is adapted to restrict a movement of the first shifter (118, 318) beyond a predefined position. The stopper (103, 303) is considered to be a circlip. Both ends of the first shift rail (not shown) is supported in the transmission housing. The first shift fork adapted to be slidably mounted onto the first shift rail and is connected to the first shifter (118, 318). The first PTO shift lever is adapted to be connected to the first shift fork through the first fork shifter bush. The first shift fork is adapted to move the first shifter (118, 318) to one of the first engaged position and the second engaged position in response to movement of the first PTO shift lever to one of a first position and a second position respectively. Both ends of the second shift rail (not shown) is supported in the transmission housing. The second shift fork is adapted to be slidably mounted onto the second shift rail and is connected to the second shifter (120, 320). The second PTO shift lever adapted to be connected to said second shift fork through the second fork shifter bush. The second shift fork is adapted to move the second shifter (120, 320) to one of the first engaged position, the second engaged position and the neutral position in response to movement of the second PTO shift lever to one of a first position, a neutral position and a second position respectively. In another embodiment, linear actuator(s) is adapted to move the second shifter (120, 320) to one of the first engaged position, the second engaged position and the neutral position.
[0033] As shown in fig. 1, the second driving gear (110) is adapted to drive the PTO output shaft (106) through the second driven gear (116A) and the second shifter (120) thereby rotating the PTO output shaft (106) at a first predefined speed when the first and second shifters (118, 120) are in the first engaged position. For the purpose of this description and ease of understanding, the first predefined speed at which the PTO output shaft (106) rotates is considered to be at least 540 rpm.
[0034] As shown in fig. 2, the third driving gear (112) is adapted to drive the PTO output shaft (106) through the integrated third driven gear (116B), and the second shifter (120) thereby rotating the PTO output shaft (106) at a second predefined speed when the first shifter (118) and the second shifter (120) is in the second engaged position and the first engaged position respectively. For the purpose of this description and ease of understanding, the second predefined speed at which said PTO output shaft (106) rotates is considered to be at least 1000 rpm
[0035] As shown in fig. 3, the first driving gear (108) is adapted to drive the PTO output shaft (106) through the first driven gear (114) and the second shifter (120) thereby rotating the PTO output shaft (106) at a third predefined speed when the first shifter (118) and the second shifter (120) is in the first engaged position and the second engaged position respectively. For the purpose of this description and ease of understanding, the third predefined speed at which the PTO output shaft (106) rotates is considered to be at least 540 economy (540E).
[0036] As shown in fig. 4, the third driving gear (112) is adapted to drive the PTO output shaft (106) through the integrated second and third driven gear (116A, 116B), the second driving gear (110), the first driving gear (108), the first driven gear (114) and the second shifter (120) thereby rotating the PTO output shaft (106) at a fourth predefined speed when the first and second shifters (118, 120) are in the second engaged position. For the purpose of this description and ease of understanding, the fourth predefined speed at which the PTO output shaft (106) rotates is considered to be at least 1000 economy (1000E). It is also within the scope of the invention to vary the speed of the PTO shaft (106) as per vehicle configuration and requirement.
[0037] Fig. 7 depicts a cross-sectional view of a four speed power take-off (PTO) system (300) in which a PTO output shaft (306) is rotating at 540 rpm, according to third embodiments as disclosed herein. In the third embodiment, the PTO system (300) is considered to be a multi-forward and reverse speed PTO (two forward speed and two reverse speed PTO) in which the first driving gear ((308) is considered to be a reverse driving gear and correspondingly, the first driven gear (314) is considered to be a reverse driven gear which is rotatably connected to the first driving gear (308) through a plurality of idler gears (not shown).
[0038] As shown in fig. 7), the second driving gear (310) is adapted to drive the PTO output shaft (306) through the integrated second driven gear (316A) and the second shifter (320) thereby rotating the PTO output shaft (306) in a clockwise direction at a first forward predefined speed when the first and second shifters (318, 320) are in the first engaged position. For the purpose of this description and ease of understanding, the first forward predefined speed at which the PTO output shaft (306) rotates in the clockwise direction is considered to be at least 540 rpm.
[0039] As shown in fig. 8, the third driving gear (312) is adapted to drive the PTO output shaft (306) through the integrated third driven gear (316B), and the second shifter (120) thereby rotating the PTO output shaft (306) in the clockwise direction at a second forward predefined speed when the first shifter (318) and the second shifter (320) is in the second engaged position and the first engaged position respectively. For the purpose of this description and ease of understanding, the second forward predefined speed at which the PTO output shaft (106) rotates in the clockwise direction is considered to be at least 1000 rpm.
[0040] As shown in fig. 9, the first driving gear (310) is adapted to drive the PTO output shaft (306) through the idler gears, the first driven gear (314) and the second shifter (320) thereby rotating the PTO output shaft (306) in a counterclockwise direction at a first reverse predefined speed when the first shifter (318) and the second shifter (320) is in the first engaged position and the second engaged position respectively.
[0041] As shown in fig. 9, the third driving gear (312) is adapted to drive the PTO output shaft (306) through the integrated second and third driven gear (316A, 316B), the second driving gear (310), the first driving gear (308), the idler gears, the first driven gear (314) and the second shifter (320) thereby rotating the PTO output shaft (106) in the counterclockwise direction at a second reverse predefined speed when the first and second shifters (118, 120) are in the second engaged position. It is also within the scope of the invention to vary the forward speeds or reverse speed in the multi-forward and reverse speed PTO system (100) as per as per vehicle configuration and requirement.
[0042] Fig. 5 depicts a cross-sectional view of a two speed power take-off (PTO) system (200) in an off-road vehicle in which a PTO output shaft (206) is rotating at 540 economy (540E), according to second embodiments as disclosed herein. In the second embodiment, the power take-off system (200) includes a first PTO input shaft (202), a stopper (203), a second PTO input shaft (204), a coupler (205), a PTO output shaft (206), a plurality of first bearings (207), a first driving gear (208), a second driving gear (210), an axial thrust bearing (211), an integrated first and second driven gear (212A, 212B), a second bearing (213), a first shifter (214), a second shifter (216), a first shift rail (not shown), a first shift fork (not shown), a first PTO shift lever (not shown), a second shift rail (not shown), a second shift fork (not shown) and a second PTO shift lever (not shown). For the purpose of this description and ease of understanding, the power take-off (PTO) system (200) is explained herein with below reference to a two speed PTO provided in a single speed PTO packaging space in the off-road vehicle such as but not limited to the tractor. However, it is also within the scope of the invention to use/practice two speed PTO system (200) in any other agricultural machines or any other off-road vehicles or any other vehicles or any other applications without otherwise deterring the intended function of the PTO system (200) as can be deduced from the description and corresponding drawings. In the second embodiment, the two speed PTO system (200) is considered to be a two forward speed PTO system. In another second embodiment, the two speed PTO system (200) is considered to be one forward speed and one reverse speed PTO system.
[0043] The PTO pre-input shaft (201) is driven by an engine. The PTO pre-input shaft (201) is also called as PTO intermediate shaft. One end of the first PTO input shaft (202) is freely connected to the PTO pre-input shaft (201) in an in-line manner and another end of the first PTO input shaft (202) is rotatably supported on the transmission housing through the first driving gear (208) and ball bearings. The second PTO input shaft (204) is adapted to be freely mounted onto the first PTO input shaft (202) through the plurality of first bearings (207) in a concentric manner. The coupler (205) is adapted to be mounted onto one end of the second PTO input shaft (204), and is positioned in front of and spaced away from the second driving gear (210). The PTO output shaft (206) is adapted to be positioned below the PTO input shafts (202, 204). The PTO output shaft (206) is also called as PTO shaft which drives the attached agricultural implement. The plurality of first bearings (207) is adapted to freely mount the second PTO input shaft (204) onto the first PTO input shaft (202) in the concentric manner. Each first bearing (207) is a non roller bearing.
[0044] The first driving gear (208) is mounted onto the first PTO input shaft (202). The second driving gear (210) is defined on the second PTO input shaft (204) and is positioned in front of the first driving gear (208). In the second embodiment, the second driving gear (210) is an integral part of the second PTO input shaft (204). In another second embodiment, the second driving gear (210) is a separate part. The axial thrust bearing (211) is mounted onto the first PTO input shaft (202) and is positioned in between the first driving gear (208) and the second driving gear (210). The axial thrust bearing (211) is an axial thrust non-roller bearing. The second bearing (213) is adapted to freely mount the integrated first and second driven gear (212A, 212B) onto the PTO output shaft (206) in a concentric manner. The second bearing (213) is a non roller bearing. The integrated first and second driven gear (212A, 212B) is adapted to be freely mounted onto the PTO output shaft (206) through the second bearing (213) in the concentric manner. The first driven gear (212A) is rotatably connected to the first driving gear (208). The second driven gear (212B) is rotatably connected to the second driving gear (210).
[0045] The first shifter (214) is adapted to be movably mounted onto a PTO pre-input shaft (201) and is positioned in front of the coupler (205). The first shifter (214) is adapted to be moved between one of a first engaged position and a second engaged position. In the first engaged position (as shown in fig. 5), the first shifter (214) is engaged with the first PTO input shaft (202) to engage the first PTO input shaft (202) with the PTO pre-input shaft (201) thereby driving the first PTO input shaft (202). In the second engaged position (as shown in fig. 4), the first shifter (214) is disengaged from first PTO input shaft (202) and is engaged with the coupler (205) to engage the second PTO input shaft (204) with the PTO pre-input shaft (201) thereby driving the second PTO input shaft (204). The stopper (203) is adapted to be mounted onto the PTO pre-input shaft (201) and is positioned in front of the first shifter (214), wherein the stopper (203) is adapted to restrict a movement of the first shifter (214) beyond a predefined position. The stopper (203) is considered to be a circlip.
[0046] The second shifter (216) is adapted to be movably mounted onto the PTO output shaft (206). The second shifter (216) is adapted to be moved to one of a neutral position and an engaged position. In the neutral position, the second shifter (216) is dis-engaged from the integrated first and second driven gear (212A, 212B) thereby disengaging the PTO output shaft (206) from the PTO input shafts (202, 204). In the engaged position, the second shifter (216) is engaged with the integrated first and second driven gear (212A, 212B) thereby engaging the PTO output shaft (206) with one of the first PTO input shaft (202) and the second PTO input shaft (204) when the first shifter (214) is in one of the first engaged position and the second engaged position respectively.
[0047] Both ends of the first shift rail (not shown) is supported in the transmission housing. The first shift fork adapted to be slidably mounted onto the first shift rail and is connected to the first shifter (214). The first PTO shift lever is adapted to be connected to the first shift fork through the first fork shifter bush. The first shift fork is adapted to move the first shifter (214) to one of the first engaged position and the second engaged position in response to movement of the first PTO shift lever to one of a first position and a second position respectively. Both ends of the second shift rail (not shown) is supported in the transmission housing. The second shift fork adapted to be slidably mounted onto the second shift rail and is connected to the second shifter (216). The second PTO shift lever adapted to be connected to the second shift fork through a second fork shifter bush. The second shift fork is adapted to move the second shifter (216) to one of the engaged position and the neutral position in response to movement of the second PTO shift lever to one of an engaged position and a neutral position respectively. In another embodiment, linear actuator(s) is adapted to move the second shifter (216) to one of the engaged position and the neutral position.
[0048] As shown in fig. 5, the first driving gear (208) is adapted to drive the PTO output shaft (206) through the integrated first and second driven gear (212A, 212B) and the second shifter (216) thereby rotating the PTO output shaft (206) at a first predefined speed when the first shifter (214) and the second shifter (216) is in the first engaged position and the engaged position respectively. For the purpose of this description and ease of understanding, the first predefined speed at which the PTO output shaft (206) rotates is considered to be at least 540 economy (540E).
[0049] As shown in fig. 6, the second driving gear (210) is adapted to drive the PTO output shaft (206) through the integrated first and second driven gear (212A, 212B), and the second shifter (216) thereby rotating the PTO output shaft (206) at a second predefined speed when the first shifter (214) and the second shifter (216) is in the second engaged position and the engaged position respectively. For the purpose of this description and ease of understanding, the second predefined speed at which the PTO output shaft (206) rotates is considered to be at least 540 rpm. It is also within the scope of the invention to vary the speed of the PTO shaft (206) as per vehicle configuration and requirement.
[0050] In another second embodiment, the PTO system (200) is considered to be a single-forward speed and single reverse speed PTO in which the second driving gear (210) is considered to be a reverse driving gear and correspondingly, the second driven gear (212B) is considered to be a reverse driven gear which is rotatably connected to the second driving gear (210) through a plurality of idler gears (not shown). In this case, the first driving gear (208) is adapted to drive the PTO output shaft (206) through the integrated first and second driven gear (212A, 212B) and the second shifter (216) thereby rotating the PTO output shaft (206) in a clockwise direction at a forward predefined speed when the first shifter (214) and the second shifter (216) is in the first engaged position and the engaged position respectively. Further, the second driving gear (210) is adapted to drive the PTO output shaft (206) through the idler gears, the integrated second driven gear (212B), and the second shifter (216) thereby rotating the PTO output shaft (206) in a counterclockwise direction at a reverse predefined speed when the first shifter (214) and the second shifter (216) is in the second engaged position and the engaged position respectively. For the purpose of this description and ease of understanding, the forward predefined speed at which said PTO output shaft (206) rotates in the clockwise direction is at least 540 rpm. It is also within the scope of the invention to vary the forward speed or reverse speed in the single-forward and single reverse speed PTO system (200) as per as per vehicle configuration and requirement. Further, it is also within the scope of the invention to provide add-on shifters and integrated driving and/ or driven gears to provide a six speed PTO in a four speed PTO space or an eight speed PTO in the six speed PTO space. In this similar way it is also within the scope of the invention to configure any other type of compact multi-speed PTO system.
[0051] The technical advantages of the PTO system (100) are as follows. Four speed PTO is provided in two speed PTO packaging space. Two speed PTO in a single speed PTO packaging space. The compact multi-speed PTO system performs multipurpose and/or high speed operations Reduction in an overall length of PTO output shaft (PTO shaft) in a multi-speed PTO system thereby restricting front-end lifting of the vehicle as well as noise in PTO. The reverse gear in multi-forward and reverse speed PTO system changes the direction of rotation of the PTO shaft for clearing and/or loosening the clogged material/obstacles thereby reducing operator’s fatigue and increases field productivity.
[0052] The foregoing description of the specific embodiments will so fully reveal the general nature of the embodiments herein that others can, by applying current knowledge, readily modify and/or adapt for various applications such specific embodiments without departing from the generic concept, and, therefore, such adaptations and modifications should and are intended to be comprehended within the meaning and range of equivalents of the disclosed embodiments. It is to be understood that the phraseology or terminology employed herein is for the purpose of description and not of limitation. Therefore, while the embodiments herein have been described in terms of embodiments, those skilled in the art will recognize that the embodiments herein can be practiced with modifications within the spirit and scope of the embodiments as described herein.