FIELD

The present disclosure relates to power take-off systems associated with internal

combustion engines, and more particularly to versatile and modular power take-off system.

BACKGROUND

Some internal combustion engines utilize power take-off systems for powering auxiliary components. Generally, power take-off systems harness a portion of the torque generated by an internal combustion engine and transfer the harnessed torque to one or more auxiliary systems using a gear train. Typically, the gears of the gear train are maintained in meshing engagement with each other within a housing. The gear train may include a gear of a drivetrain of the engine.

To accommodate the use of a power take-off system, the drivetrain of the engine must be designed specifically to conform to the gear train of the power take-off system, which requires costly and time-consuming modifications to the engine. Alternatively, the power take-off system must be designed specifically to conform to the drivetrain of the engine. Moreover, one

designed, the power take-off system is limited to operation on the single engine platform for which the power take-off system was designed. Accordingly, either the configuration of

conventional power take-off systems is dependent on, and limited to use with, a particular engine configuration, or the configuration of the engine is dependent on, and limited to use with, a

particular power takeoff system.

Additionally, known power take-off systems for internal combustion engines are not configured to drive the fuel pump of the respective engine. Rather, the power take-off systems are coupled to and harness power from the respective internal combustion engine without

affecting the placement and operation of the fuel pump. Although such a configuration may be advantageous for certain applications, the inclusion of the power take-off system merely

occupies valuable packing space about the engine without attempting to mitigate the effect of the power take-off system on the available packing space of the engine. Moreover, such

configurations tend to increase the complexity of the packaging of the engine and reduce the packing space available for other systems and accessories.

Further, most known power take-off systems are configured to drive specific auxiliary systems. As such, many power take-off systems dedicated to specific auxiliary systems are

limited in the number and type of auxiliary systems for which the power take-off systems

provide power. SUMMARY

The subject matter of the present application has been developed in response to the present state of the art, and in particular, in response to the problems and needs in art associated with power take-off systems for internal combustion engines that have not yet been fully solved by currently available power take-off systems. Accordingly, the subject matter of the present application has been developed to provide a power take-off system, and associated apparatus and methods, that overcomes many of the shortcomings of the prior art. For example, in some embodiments, as opposed to prior art systems, the power take-off system of the present disclosure utilizes a modular design that accommodates many engine configurations without requiring substantial modifications to the engine. In certain embodiments, the power take-off system of the present disclosure is mounted at a fuel pump location of the engine, and directly drives the fuel pump, as well as at least one additional accessory. According to some embodiments, the power take-off system of the present disclosure drives a fuel pump, and two additional accessories. In some embodiments, the power take-off system includes a housing mounted to an engine block at a first end, with the housing having a free cantilevered end, and the system further having a separate mounting bracket extending between the engine block and the housing.

According to one embodiment, a power take-off system for an internal combustion engine having a drive gear positioned within a crankcase housing includes a gear housing removably coupleable to an exterior of the crankcase housing of the internal combustion engine. The power take-off system also includes a gear train that is positioned within the gear housing, the gear train being drivable directly by the drive gear positioned within the crankcase housing.

In some implementations of the power take-off system, the gear housing includes a fuel pump interface configured to receive a fuel pump and position an input of the fuel pump in engagement with the gear train. The power take-off system may further include a fuel pump coupled to the fuel pump interface of the gear housing. The fuel pump can include an input gear positioned in gear meshing engagement with the gear train. The gear train can include a driver gear communicable in gear meshing engagement with the drive gear, an input gear co-rotatably coupled to the driver gear, and an idler gear in gear meshing engagement with the input gear. The input gear of the fuel pump can be in gear meshing engagement with the idler gear.

According to certain implementations of the power take-off system, the gear housing includes an accessory interface configured to receive an accessory device and position an input of the accessory device in engagement with the gear train. The accessory interface can be a first accessory interface and the accessory device can be a first accessory device. The gear housing can further include a second accessory interface configured to receive a second accessory device and position an input of the second accessory device in engagement with the gear train.

In some implementations of the power take-off system, the gear housing includes dual accessory interfaces on opposing sides of the gear housing. Each accessory interface is configured to receive an accessory device and position an input of the accessory device in engagement with the gear train. The gear train can include a power transfer gear with an internal channel. The input of each accessory device can be in co-rotational engagement with the internal channel of the power transfer gear. The dual accessory interfaces may be configured to coaxially align the inputs of the accessory devices.

According to yet some implementations of the power take-off system, the gear train includes an idler gear rotatable about an idler shaft and the housing includes two portions coupled together. Each portion of the housing includes a recess for receiving a respective end of the idler shaft, where the idler shaft aligns the portions of the housing.

In another embodiment, an internal combustion engine includes an engine block that has a crankshaft. The engine also includes a flywheel housing coupled to the engine block. The flywheel housing contains a drive gear being driven by the crankshaft. The engine further includes a power take-off assembly coupled to the flywheel housing. The power take-off assembly includes a housing and a gear train positioned within the housing. A driver gear of the gear train is in direct gear meshing engagement with the drive gear.

According to some implementations, the engine further includes an engine gear housing positioned between the engine block and the flywheel housing. The engine gear housing is directly coupled to the engine block and flywheel housing. The housing of the power take-off assembly is directly coupled to the engine gear housing. The engine gear housing can include a mounting flange and an aperture formed in the mounting flange. The housing of the power take- off assembly can be directly coupled to the mounting flange, and a drive gear assembly of the gear train can extend through the aperture. The housing may be directly coupled to the engine gear housing, and the internal combustion engine can further include a mounting bracket directly coupled to and extending between the engine block and housing.

In certain implementations, the engine further includes a fuel pump directly coupled to the housing and driven by the gear train, a first accessory device directly coupled to the housing and driven by the gear train, and a second accessory device directly coupled to the housing and driven by the gear train.

The described features, structures, advantages, and/or characteristics of the subject matter of the present disclosure may be combined in any suitable manner in one or more embodiments and/or implementations. In the following description, numerous specific details are provided to impart a thorough understanding of embodiments of the subject matter of the present disclosure. One skilled in the relevant art will recognize that the subject matter of the present disclosure may be practiced without one or more of the specific features, details, components, materials, and/or methods of a particular embodiment or implementation. In other instances, additional features and advantages may be recognized in certain embodiments and/or implementations that may not be present in all embodiments or implementations. Further, in some instances, well-known structures, materials, or operations are not shown or described in detail to avoid obscuring aspects of the subject matter of the present disclosure. The features and advantages of the subject matter of the present disclosure will become more fully apparent from the following description and appended claims, or may be learned by the practice of the subject matter as set forth hereinafter.

BRIEF DESCRIPTION OF THE DRAWINGS

In order that the advantages of the subject matter may be more readily understood, a more particular description of the subject matter briefly described above will be rendered by reference to specific embodiments that are illustrated in the appended drawings. Understanding that these drawings depict only typical embodiments of the subject matter and are not therefore to be considered to be limiting of its scope, the subject matter will be described and explained with additional specificity and detail through the use of the drawings, in which:

Figure 1 is a perspective view of an internal combustion engine that has a power take-off system according to one embodiment;

Figure 2 is a perspective view of one side of the power take-off system of Figure 1 and a mounting bracket according to one embodiment, with a fuel pump and auxiliary accessories removed for clarity;

Figure 3 is a perspective view of the other side of the power take-off system of Figure 2;

Figure 4 is a perspective view of an engine gear train and a power take-off gear train according to one embodiment;

Figure 5 is a cross-sectional side view of a power take-off system according to one embodiment; and

Figure 6 is a perspective view of an engine gear housing or spacer according to one embodiment.

DETAILED DESCRIPTION

Reference throughout this specification to "one embodiment," "an embodiment," or similar language means that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment of the present disclosure. Appearances of the phrases "in one embodiment," "in an embodiment," and similar language throughout this specification may, but do not necessarily, all refer to the same embodiment. Similarly, the use of the term "implementation" means an implementation having a particular feature, structure, or characteristic described in connection with one or more embodiments of the present disclosure, however, absent an express correlation to indicate otherwise, an implementation may be associated with one or more embodiments.

Referring to Figure 1, according to one embodiment, an internal combustion engine 10 is shown. The internal combustion engine 10 can be any of various types of engines known in the art. Generally, the engine 10 includes a block 12, a cylinder head 14 secured to an upper surface of the block, a valve cover 16 secured to the cylinder head, and a lubricant (e.g., oil) reservoir cover 18 secured to a lower surface of the block. The engine 10 includes a crankcase or flywheel housing 20 that is configured to be coupled to the block 12 of the engine. The crankcase 20 provides a housing for a crankshaft (not shown) of the engine 10, one or more gears engaged with the crankshaft, and other various components. For example, as shown in Figure 4, the crankcase 20 houses one or more engine drive gears, such as a crank gear 112 that is driven, either directly or indirectly, by the crankshaft, and a cam gear 114 in gear meshing engagement with the crank gear 112. The crank gear 112 is co-rotatably attached to a transmission system (not shown) for transferring power generated by the engine into a motive force. The cam gear 114 is rotatably coupled to a cam shaft of the engine 10 via a belt or chain.

The engine 10 also includes a power take-off system or assembly 30 coupled to an exterior of the block 12 and crankcase 20 via an engine gear housing 40 of the system 30. More specifically, the power take-off system 30 is mounted to the engine gear housing 40, which is mounted to and positioned between the block 12 and crankcase 20 of the engine 10. The crankcase 20 can include a mounting plate 22 with a mounting interface (not shown) defining an exterior of the crankcase to which a fuel pump may be mounted. In such implementations, the engine gear housing 40 is mounted to the mounting plate 22 of the crankcase 20.

The power take-off system 30 can be a self-contained modular unit that may be easily attached to and removed from the engine 10 without modification to, deformation of, or destruction of the engine. Referring to Figures 1 and 2, the power take-off system 30 includes a housing 32 that is directly secured to the engine gear housing 40 by a series of fasteners 48 in some embodiments. The fasteners facilitate a removable coupling of the housing 32 to the housing 40. The housing 32 includes two halves or portions 34, 36 that are coupled together by a series of fasteners 46. The half 34 can define a base of the housing 32 and the half 36 can define a cover of the housing. The housing 32 extends from a fixed end 80 to a free or cantilevered end 82. The fixed end 80 includes a plate interface 76 (see, e.g., Figure 3) with apertures positioned to align with corresponding apertures formed in a power take-off mount or flange 44 of the engine gear housing 40. Once aligned, fasteners 48 may be extended through the aligned apertures to secure the fixed end 80 of the housing 32 to the engine gear housing 40. The housing 32 angles radially or laterally outward away from the power take-off mount 44 such that the free end 82 is not directly secured to the block 12 or other non-accessory component of the engine 10. In this manner, the free end 82 is positioned away from the block 12, which allows accessories (e.g., accessories or accessory devices 60, 62) to be coupled to the free end without obstruction from the block. Often, the accessories 60, 62 may be relatively heavy.

To adequately support and stabilize the free end 82 and accessories 60, 62 relative to the block 12, the power take-off system 30 may include a mounting bracket 38 coupling the housing 32 to the block 12 at a location between the fixed end 80 and free end of the housing. The mounting bracket 38 can include two ends with one end fixed to the housing 32 via a fastener 33, and the other end fixed to the block 12 via one or more fasteners 39. In one implementation, the mounting bracket 38 has a substantially L-shape to conform to the surfaces of the block 12 and housing 32. The bracket 38 facilitates the ability to secure and support the fuel pump 50, as well as the entire power take-off system 30. Other brackets can be used to support heavier accessories 60, 62 if needed.

The housing 32 includes a fuel pump interface 70 proximate the fixed end 80, and first and second accessory interfaces 72, 74 proximate the fixed end 82 (which may be twin or mirrored interfaces). The fuel pump interface 70 and first accessory interface 72 are formed on the second half 36 of the housing, and the second accessory interface 74 is formed on the first half 34 of the housing opposing the first accessory interface. The interfaces 70, 72, 74 include mounting surfaces and apertures corresponding with mounting surfaces and apertures of a fuel pump 50, first accessory 60, and second accessory 62, respectively. Fasteners may be extended between corresponding aligned apertures to secure the fuel pump 50, first accessory 60, and second accessory to the respective interfaces 70, 72, 74. The interfaces 70, 72, 74 each includes an opening to allow an input feature (e.g., input gear or shaft) of the fuel pump 50, first accessory 60, and second accessory 62 to be extended through the apertures to engage a corresponding driving feature of the power take-off gear train 120 as will be explained in more detail below.

The power take-off system 30 may also include an integrated oil refill cap and dipstick receptacle 42 specifically configured to allow access to the cap and dipstick with the housing 32 secured to the engine gear housing, and the fuel pump 60 and accessories 60, 62 secured to the housing.

Referring to Figures 2-5, the housing defines an interior cavity 56 that houses a portion of a power take-off gear train 120. The power take-off gear train 120 forms part of a system gear train 100 that includes an engine gear train 110. Generally, the power take-off gear train 120 is driven by the engine gear train 110. More specifically, torque generated by the engine 10 is transferred to the crank gear 112 of the engine gear train 110, which transfers the torque to the cam gear 114 of the engine gear train via gear meshing engagement between gears of the crank gear and gears of the cam gear. The power take-off gear train 120 includes a drive gear assembly 122 that includes a shaft 125 to which a driver gear 126 is co-rotatably coupled. The drive gear assembly 122 also includes an input gear 128 formed in or co-rotatably coupled to the shaft 125 in a spaced-apart manner relative to the driver gear 126. The shaft 125 is maintained in place via bearing 124, which also promotes low friction rotation of the shaft and associated gears 126, 128.

Generally, the input gear 128 is operatively coupled to the gears of the power take-off gear train 120 within the housing 32, which drive the fuel pump 50, first accessory 60, and second accessory 62. More specifically, the input gear 128 is in gear meshing engagement with an annular idler gear 130, which in turn is in gear meshing engagement with a pump input gear 54 or pump driver. Accordingly, torque transferred to the input gear 128 from the engine 10 is further transferred to the fuel pump 50 via engagement between the idler gear 130 and the pump input gear 54. The idler gear 130 is maintained in place via bearing 133, which is supported by an idler gear spindle 132 and promotes low friction rotation of the idler gear. As shown, the pump input gear 54 is not coaxially aligned with the driver gear 126 and input gear 128 of the drive gear assembly 122. However, in some embodiments, the pump input gear 54 can be coaxially aligned with the driver gear 126 and input gear 128. Further, a central axis of the pump input gear 54 is corresponding parallel to the central axes of the crank gear 112 and cam gear 114.

The idler shaft or gear spindle 132 also facilitates the primary location features between the housing 34 and cover 36 to ensure adequate alignment for the gear mesh for the fuel pump gear 54, and the coaxial alignment of the power transfer gear 134 bearings 136. The idler shaft 132 locates in receptacles formed in both the housing 34 and cover 36.

In certain conventional engine configurations without a power take-off system 30, the pump input gear 54 would be in direct gear meshing engagement with the cam gear. To facilitate such an arrangement, as discussed above, the fuel pump 50 would be coupled directly to the flywheel housing 20 or the mounting plate 22 of the flywheel housing. However, the power take-off system 30 of the present disclosure provides not only power transfer to one or more external accessories, but also facilitates the transfer of power from the cam gear 114 to the pump input gear 54, albeit in less direct matter. In this manner, the power take-off system 30 can be mounted to and positioned between a fuel pump 50 and a flywheel housing 20 to transfer power from the engine to the fuel pump without requiring modifications to the engine 10. Generally, according to one embodiment, the power take-off system 30 can be installed in a conventional engine with a fuel pump by decoupling the flywheel housing 20 with the block 12, mounting the engine gear housing 40 between the flywheel housing and block, mounting the power take-off housing 32 to the housing 40, and mounting the fuel pump to the housing 32.

Referring to Figure 6, the engine gear housing 40 includes a plurality of fastener apertures used to secure the housing 40 to the block 12 and flywheel housing 20. Additionally, the engine gear housing 40 includes larger apertures 64, 66, 68 to facilitate intercommunication between various components and accessories of the engine 10 through the apertures. For example, the aperture 64 is a fuel pump aperture configured to facilitate communication between the power take-off gear train 120 and the engine gear train 110. As shown, the aperture 64 is formed in the power take-off mount or flange 44 of the housing 40. The aperture 66 is a primary accessory aperture configured to facilitate communication between a primary accessory, such as an air compressor 24, and the main gear train of the engine 10. Finally, the aperture 68 is sized to allow the drivetrain elements of the engine 10 to pass from the engine block 12 into the flywheel housing.

The power take-off gear train 120 also includes a power transfer gear 134 in gear meshing engagement with the idler gear 130. The power transfer gear 134 includes dual engagement features each accessible through a respective one of the first and second accessory interfaces 72, 74. In the illustrated embodiment, each engagement feature is one of first and second internally splined sections 138, 140 of the power transfer gear 134. The splined sections 138 include internal splines and can form part of a central channel 142 extending through the power transfer gear 134, which can be maintained in place via bearings 136 that promote low friction rotation of the power transfer gear. The engagement features of the power transfer gear 134 are engageable (e.g., in splined engagement) with corresponding engagement features (e.g., externally splined input shafts 144, 146) of the first and second accessories 60, 62. When engaged with the engagement features of the first and second accessories 60, 62, the engagement features of the power transfer gear 134 facilitate co-rotation of the power transfer gear and the input shafts 144, 146 of the first and second accessories. In this manner, the power take-off system 30 transfers torque or power from the engine 10 (e.g., cam gear 114 of the engine) to first and/or second accessories 60, 62. As shown, the first and second accessory interfaces 72, 74 facilitate coaxial alignment with the input shafts 144, 146 of the first and second accessories 60, 62, respectively. For example, because the input shafts 144, 146 are engaged and co-rotate with the same central channel 142 extending through a single gear 134, the accessories and input shafts are coaxially aligned.

The first and second accessories 60, 62 can be any of various auxiliary devices known in the art, such as, for example, hydraulic fan pumps, power steering pumps, and the like. In other implementations, each accessory can be any of various other accessories or auxiliary devices, such as, for example, forklifts, backhoes, augers, diggers, drills, water pumps, blower systems, winches, compactors, etc. In some implementations, one or both of the accessories 60, 62 can be a drive shaft of a torque-powered accessory, such as a combine or other farm equipment accessory or machine. The accessories 60, 62 may be an accessory that is installed by the end- user.

The power take-off system 30 can be usable in any of a number of configurations without affecting the configuration of the underlying engine 10. For example, in one configuration, the power take-off system 30 simultaneously transfers power from the engine 10 to a fuel pump 50, a first accessory 60, and a second accessory 62 mounted to the housing 32. In other

configurations, perhaps the fuel pump 60 and only one accessory is mounted to the power take- off system 30. In these configurations, power is transferred to the fuel pump 60 and the mounted accessory with the other open accessory interface going unused. Alternatively, only the fuel pump 60 is mounted to the power take-off system 30, such power is transferred only to the fuel pump 60 and both accessory interfaces are unused. The fuel pump 50 is considered generally as a mandatory device for operation of the engine, and the accessories can be either mandatory or optional devices for operation of the engine. Although a fuel pump 50 is shown and described, the fuel pump 50 can be replaced with another mandatory device or non-mandatory device if desired. The fuel pump 50, when powered by the power take-off system 30 is configured to provide fuel to a fuel rail of the engine via a fuel rail line 53.

In the above description, certain terms may be used such as "up," "down," "upper," "lower," "horizontal," "vertical," "left," "right," and the like. These terms are used, where applicable, to provide some clarity of description when dealing with relative relationships. But, these terms are not intended to imply absolute relationships, positions, and/or orientations. For example, with respect to an object, an "upper" surface can become a "lower" surface simply by turning the object over. Nevertheless, it is still the same object. Additionally, instances in this specification where one element is "coupled" to another element can include direct and indirect coupling. Direct coupling can be defined as one element coupled to and in some contact with another element. Indirect coupling can be defined as coupling between two elements not in direct contact with each other, but having one or more additional elements between the coupled elements. Further, as used herein, securing one element to another element can include direct securing and indirect securing. Additionally, as used herein, "adjacent" does not necessarily denote contact. For example, one element can be adjacent another element without being in contact with that element.

Reference throughout this specification to features, advantages, or similar language does not imply that all of the features and advantages that may be realized with the subject matter of the present disclosure should be or are in any single embodiment or implementation of the subject matter. Rather, language referring to the features and advantages is understood to mean that a specific feature, advantage, or characteristic described in connection with an embodiment is included in at least one embodiment of the subject matter of the present disclosure. Discussion of the features and advantages, and similar language, throughout this specification may, but do not necessarily, refer to the same embodiment or implementation.

The present subject matter may be embodied in other specific forms without departing from its spirit or essential characteristics. The described embodiments are to be considered in all respects only as illustrative and not restrictive. The scope of the invention is, therefore, indicated by the appended claims rather than by the foregoing description. All changes which come within the meaning and range of equivalency of the claims are to be embraced within their scope.