CN219339110U - Driving axle for off-road forklift - Google Patents
Driving axle for off-road forklift Download PDFInfo
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- CN219339110U CN219339110U CN202223305774.4U CN202223305774U CN219339110U CN 219339110 U CN219339110 U CN 219339110U CN 202223305774 U CN202223305774 U CN 202223305774U CN 219339110 U CN219339110 U CN 219339110U
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- speed reducer
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
- Y02T10/86—Optimisation of rolling resistance, e.g. weight reduction
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Abstract
The utility model relates to the field of drive axles, in particular to a drive axle for an off-road forklift. Consists of a bridge body assembly, a main speed reducer assembly and wheel-side speed reducer assemblies which are arranged symmetrically left and right; a front swing frame and a rear swing frame are respectively arranged at the front and the rear of the main speed reducer assembly in the axial direction; a steering mechanism is arranged between the main speed reducer assembly and the left and right wheel-side speed reducer assemblies. The utility model adopts the modularized design of a multi-section structure, and can be adapted to various hosts; the steering is light and the structure is simple by adopting the constant-speed equal-stroke double-acting oil cylinder; the central anti-slip differential mechanism automatically differential, and has good bad terrain trafficability; the swing frames are arranged in front and at the back of the main speed reducer, so that the stability of the vehicle body is maintained; the wheel-side speed reducer adopts a planetary gear speed reduction design, can realize large torque output, and is suitable for field operation; the bridge body assembly adopts the totally-enclosed multi-plate wet brake of the brake half shaft, and has reliable brake, long service life and no maintenance.
Description
Technical Field
The utility model relates to the field of drive axles, in particular to a drive axle for an off-road forklift.
Background
The off-road forklift is an engineering vehicle which can safely carry out loading, unloading, stacking and carrying operations on sloping fields and uneven ground, and can be provided with a fork or replace various accessories to improve the operation efficiency like a balance forklift. Off-road forklifts have various structural types and are developed relatively quickly abroad.
The off-road forklift is required to have good trafficability and all-wheel driving with the offside property, good maneuvering performance and climbing capacity; meanwhile, the steering system is required to be simple, an expensive steering drive axle is not required, and the requirements of smaller turning radius, steering wheel operation, horizontal swinging of the frame, easy alignment of the fork to materials and the like can be realized.
The existing off-road forklift structure, such as a rear steering drive axle of the off-road forklift disclosed in Chinese patent No. 111716959A, a steering drive axle assembly for the off-road forklift disclosed in Chinese patent No. 207683243U and the like; the problems of reliability and trafficability of the whole bridge are solved to a certain extent. But still has the defects that various hosts cannot be well adapted, the whole structure is complex, good braking cannot be realized, and the like; there is still a need for further improvements.
Disclosure of Invention
The utility model aims to solve the technical problems related to the background technology and provides a drive axle for an off-road forklift.
In order to achieve the above purpose, the utility model adopts the following technical scheme: a drive axle for an off-road forklift is of a multi-section drive axle body structure and consists of an axle body assembly, a main speed reducer assembly and wheel-side speed reducer assemblies which are arranged in a bilateral symmetry mode; the bridge body assembly comprises a bridge body, a universal transmission shaft assembly, a bearing seat assembly, a braking assembly and a sealing assembly; a front swing frame and a rear swing frame are respectively arranged at the front and the rear of the main speed reducer assembly in the axial direction; the main speed reducer is connected with the frame through the front swing frame and the rear swing frame; the front swing frame and the rear swing frame can realize the axial swing of the frame around the main speed reducer; the wheel-side speed reducers are rotatably arranged at the left end and the right end of the bridge body assembly; a steering mechanism is arranged between the main speed reducer assembly and the left and right wheel-side speed reducer assemblies, and consists of a double-acting oil cylinder with equal strokes at constant speed, steering forks which are arranged symmetrically left and right and a connecting plate; one end of the connecting plate is rotatably connected with the piston rod end of the double-acting oil cylinder, the steering fork consists of a steering fork seat and a steering fork arm, the steering fork seat is fixed at the top of the shell of the wheel-side speed reducer, and one end of the steering fork arm is rotatably connected with the other end of the connecting plate. The steering mechanism and the front swing frame and the rear swing frame are matched to control the steering and swing of the vehicle.
Further, an arc-shaped support is arranged at the joint of the wheel-side speed reducer assembly and the bridge body, an upper end cover and a lower end cover of the wheel-side speed reducer assembly are respectively and rotatably connected with the bridge body through bearings, and a connecting end of the bridge body can be accommodated in an inner concave cavity of the arc-shaped support to swing at the joint of the wheel-side speed reducer assembly.
Further, the connecting plate is an arc-shaped connecting plate; after the double-acting oil cylinder is arranged as the arc-shaped connecting plate, the piston rod of the double-acting oil cylinder and the steering fork arm are positioned on the same horizontal plane on the premise of not adopting a universal joint bearing, so that the structure of the steering mechanism is simplified, and the failure rate of the steering mechanism is reduced.
Further, the arc-shaped connecting plates are arranged to be double-layer arc-shaped connecting plates which are vertically symmetrical; the arrangement of the double-layer arc-shaped connecting plates can improve the rigidity of the steering mechanism and prolong the service life of the steering mechanism.
Further, the front swing frame consists of a positioning sleeve, a swing seat and a bushing, the front swing frame is sleeved on one side of an input shaft of the main speed reducer assembly through the bushing, and the swing seat is connected with the frame through the positioning sleeve; the swinging seat realizes the swinging of the frame through the rotation of the bushing. The structure of the rear swinging frame is consistent with that of the front swinging frame.
Further, the main speed reducer assembly consists of a pair of spiral bevel gears and a differential mechanism, wherein the spiral bevel gears and the differential mechanism are arranged in the inner cavity of the main speed reducer shell; the differential mechanism is an anti-slip differential mechanism which consists of two conical straight-tooth half shaft gears, four conical straight-tooth planetary gears, a differential mechanism shell, a static friction plate and the like. The main function of the main speed reducer assembly is to input the torque required to be transmitted and change the direction of the transmitted torque, so as to realize the differential action of two tires and prevent the tires from being incapable of outputting the torque due to slipping.
Further, the hub reduction gear assembly is a planetary reduction mechanism and consists of a planetary wheel carrier, an internal gear, a planetary gear, a sun gear and the like, wherein the internal gear is fixed on the arc-shaped support through a spline, and the planetary wheel carrier and the hub are fixed into a whole. The main function of the hub reduction gear assembly is to reduce the speed of transmission and increase the torque of transmission.
Further, the braking component of the bridge body assembly adopts a fully-closed multi-plate wet brake of a braking half shaft and consists of a piston, a plurality of groups of dynamic friction plates and a plurality of groups of static friction plates which are arranged at intervals with the dynamic friction plates. The brake effect is reliable, the service life is long, and the maintenance is simple.
Compared with the prior art, the utility model has the beneficial effects that: the modular design of the multi-section structure is convenient for serialization of products and can be adapted to various hosts; the steering is light and the structure is simple by adopting the constant-speed equal-stroke double-acting oil cylinder; the central anti-slip differential mechanism automatically differential, and has good bad terrain trafficability; the swing frames are arranged in front and at the back of the main speed reducer, so that the stability of the vehicle body is maintained; the wheel-side speed reducer adopts a planetary gear speed reduction design, can realize large torque output, and is suitable for field operation; the bridge body assembly adopts the totally-enclosed multi-plate wet brake of the brake half shaft, and has reliable brake, long service life and no maintenance.
Drawings
FIG. 1 is a schematic illustration of a multi-segment drive axle body of a drive axle for an off-road forklift;
FIG. 2 is a schematic diagram of a left-right symmetrical structure of a steering mechanism of a drive axle for an off-road forklift;
FIG. 3 is a schematic diagram of a drive axle for an off-road forklift configured as a double-layer arc-shaped connection plate;
FIG. 4 is a schematic structural view of a bridge assembly;
FIG. 5 is a schematic structural view of the final drive assembly;
FIG. 6 is a schematic view of the structure of the front swing frame;
FIG. 7 is a schematic structural view of a wheel-side reducer assembly;
fig. 8 is a schematic structural view of a brake assembly.
Detailed Description
In order that the utility model may be readily understood, a more complete description of the utility model will be rendered by reference to the appended drawings. Preferred embodiments of the present utility model are shown in the drawings. This utility model may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete.
Examples: referring to fig. 1-8, a drive axle for an off-road forklift is of a multi-section drive axle body structure and consists of an axle body assembly 1, a main speed reducer assembly 2 and wheel-side speed reducer assemblies 3 which are arranged in a bilateral symmetry manner; the bridge body assembly 1 comprises a bridge body 11, a universal transmission shaft assembly 12, a bearing seat assembly 13, a braking assembly 14 and a sealing assembly 15; front swing frames 21 and rear swing frames 22 are respectively arranged on the front side and the rear side of the main speed reducer assembly 2 in the axial direction; the main speed reducer assembly 2 is connected with the frame through a front swing frame 21 and a rear swing frame 22; the front swing frame 21 and the rear swing frame 22 can realize the axial swing of the frame around the main speed reducer assembly 2; the wheel-side speed reducer assembly 3 is rotatably arranged at the left end and the right end of the bridge body assembly 1; a steering mechanism 4 is arranged between the main speed reducer assembly 2 and the left and right wheel-side speed reducer assemblies 3, and the steering mechanism 4 consists of a double-acting oil cylinder 41 with equal strokes at constant speed, steering forks 42 which are arranged symmetrically left and right and a connecting plate 43; one end of the connecting plate 43 is rotatably connected with the end of a piston rod 411 of the double-acting oil cylinder 41, the steering fork 42 consists of a steering fork seat 421 and a steering fork arm 422, the steering fork seat 421 is fixed at the top of the shell of the wheel-side speed reducer assembly 3, and one end of the steering fork arm 43422 is rotatably connected with the other end of the connecting plate 43. The drive axle controls steering and swinging of the vehicle through cooperation of the steering mechanism 4 and the front swing frame 21 and the rear swing frame 22.
When the off-road forklift needs to turn, the stroke of the double-acting oil cylinder 41 extending leftwards or rightwards is the same as that of the retracted stroke, the action of the double-acting oil cylinder 41 drives the connecting plate 43 so as to enable the steering fork 42 to swing, and the steering fork 42 pushes the wheel-side reducer assemblies 3 on the left side and the right side to rotate around the left end and the right end of the bridge 11 respectively, so that the turning of the off-road forklift is realized.
When the left and right wheels of the off-road forklift are used on uneven ground, the front swinging frame 21 and the rear swinging frame 22 can swing through the axis of the input shaft of the main speed reducer assembly 2, so that the left and right wheels of the off-road forklift are positioned on two planes with different heights.
Preferably, an arc-shaped support 30 is arranged at the joint of the wheel-side speed reducer assembly 3 and the bridge 11, an upper end cover 31 and a lower end cover 32 of the wheel-side speed reducer assembly 3 are respectively and rotatably connected with the bridge 11 through bearings 33, and the connecting end of the bridge 11 can be accommodated in an inner concave cavity of the arc-shaped support 30 to swing at the joint of the wheel-side speed reducer assembly 3.
Preferably, the connection plate 43 is an arc connection plate 43A; after being arranged as the arc-shaped connecting plate 43A, the piston rod of the double-acting oil cylinder and the steering fork arm can be positioned on the same horizontal plane on the premise of not adopting a universal joint bearing, so that the structure of the steering mechanism is simplified, and the failure rate of the steering mechanism is reduced.
Preferably, the arc-shaped connection plate 43A is a double-layer arc-shaped connection plate which is symmetrical up and down; the rigidity of the steering mechanism 4 can be improved by the arrangement of the double-layer arc-shaped connecting plates, and the service life of the steering mechanism 4 is prolonged.
Preferably, the front swing frame 21 is composed of a positioning sleeve 211, a swing seat 212 and a bushing 213, the front swing frame 21 is sleeved on one side of an input shaft of the main reducer assembly 2 through the bushing 213, and the swing seat 212 is connected with the frame through the positioning sleeve 211; the swing seat 212 swings the vehicle frame by rotating the bush 213. The rear swing frame 22 has a structure identical to that of the front swing frame 21.
Preferably, the main reducer assembly 2 is composed of a pair of spiral bevel gears 23 and a differential 24 which are arranged in the inner cavity of the main reducer housing 20; the differential 24 is a non-slip differential composed of two conical spur side gears 241, four conical spur planetary gears 242, a differential case 243, and a static friction plate 244. The main function of the main speed reducer assembly 2 is to input the torque to be transmitted and change the direction of the transmitted torque, so as to realize the differential action of two tires and prevent the tires from being incapable of outputting torque due to slipping.
Preferably, the hub reduction gear assembly 3 is a planetary reduction mechanism, and is composed of a planetary carrier 34, an internal gear 35, a planetary gear 36 and a sun gear 37, wherein the internal gear 35 is fixed on the arc-shaped support 30 through a spline 38, and the planetary carrier 34 and the hub are fixed into a whole. The main function of the hub reduction assembly 3 is to reduce the speed of transmission and increase the torque transmitted.
Preferably, the brake component 14 of the bridge body assembly 1 adopts a fully-closed multi-plate wet brake of a brake half shaft, and consists of a piston 141, a plurality of groups of dynamic friction plates 142 and a plurality of groups of static friction plates 143 which are arranged at intervals with the dynamic friction plates 142. When braking is needed, the piston 141 pushes the movable friction plate 142 to be tightly attached to the static friction plate 143, and the braking is carried out by the acting force of the friction pair; the brake effect is reliable, the service life is long, and the maintenance is simple.
Compared with the prior art, the utility model has the following beneficial effects: the modular design of the multi-section structure is convenient for serialization of products and can be adapted to various hosts; the steering is light and the structure is simple by adopting the constant-speed equal-stroke double-acting oil cylinder; the central anti-slip differential mechanism automatically differential, and has good bad terrain trafficability; the swing frames are arranged in front and at the back of the main speed reducer, so that the stability of the vehicle body is maintained; the wheel-side speed reducer adopts a two-planetary gear speed reduction design, can realize large torque output, and is suitable for field operation; the bridge body assembly adopts the totally-enclosed multi-plate wet brake of the brake half shaft, and has reliable brake, long service life and no maintenance.
The above examples only represent some embodiments of the utility model, which are described in more detail and are not to be construed as limiting the scope of the utility model. It should be noted that it will be apparent to those skilled in the art that several variations and modifications can be made without departing from the spirit of the utility model, which are all within the scope of the utility model. Accordingly, the scope of protection of the present utility model is to be determined by the appended claims.
Claims (8)
1. A drive axle for an off-road forklift consists of a bridge body assembly, a main speed reducer assembly and wheel-side speed reducer assemblies which are arranged symmetrically left and right; the bridge body assembly comprises a bridge body, a universal transmission shaft assembly, a bearing seat assembly, a braking assembly and a sealing assembly; the method is characterized in that: a front swing frame and a rear swing frame are respectively arranged at the front and the rear of the main speed reducer assembly in the axial direction; the main speed reducer is connected with the frame through the front swing frame and the rear swing frame; the wheel-side speed reducers are rotatably arranged at the left end and the right end of the bridge body assembly; a steering mechanism is arranged between the main speed reducer assembly and the left and right wheel-side speed reducer assemblies, and consists of a double-acting oil cylinder with equal strokes at constant speed, steering forks which are arranged symmetrically left and right and a connecting plate; one end of the connecting plate is rotatably connected with the piston rod end of the double-acting oil cylinder, the steering fork consists of a steering fork seat and a steering fork arm, the steering fork seat is fixed at the top of the shell of the wheel-side speed reducer, and one end of the steering fork arm is rotatably connected with the other end of the connecting plate.
2. The transaxle for an off-road forklift of claim 1, wherein: the connecting part of the wheel-side speed reducer assembly and the bridge body is provided with an arc-shaped support, an upper end cover and a lower end cover of the wheel-side speed reducer assembly are respectively and rotatably connected with the bridge body through bearings, and a connecting end of the bridge body can be accommodated in an inner concave cavity of the arc-shaped support to swing at the connecting part of the wheel-side speed reducer assembly.
3. The transaxle for an off-road forklift of claim 2, wherein: the connecting plate is an arc-shaped connecting plate.
4. A drive axle for an off-road forklift as defined in claim 3, wherein: the arc-shaped connecting plates are arranged to be double-layer arc-shaped connecting plates which are vertically symmetrical.
5. A drive axle for an off-road forklift as defined in any one of claims 1 to 4, wherein: the front swing frame is composed of a positioning sleeve, a swing seat and a bushing, the front swing frame is sleeved on one side of an input shaft of the main speed reducer assembly through the bushing, and the swing seat is connected with the frame through the positioning sleeve.
6. The transaxle for an off-road forklift of claim 5 wherein: the main speed reducer assembly consists of a pair of spiral bevel gears and a differential mechanism, wherein the spiral bevel gears are arranged in the inner cavity of the main speed reducer shell; the differential consists of two conical straight-tooth half shaft gears, four conical straight-tooth planetary gears, a differential shell and a static friction plate.
7. The transaxle for an off-road forklift of claim 6 wherein: the hub reduction gear assembly is a planetary reduction mechanism and consists of a planetary wheel carrier, an internal gear, a planetary gear and a sun gear, wherein the internal gear is fixed on the arc-shaped support through a spline.
8. The transaxle for an off-road forklift of claim 7 wherein: the braking component of the bridge body assembly adopts a fully-closed multi-plate wet brake of a braking half shaft, and consists of a piston, a plurality of groups of dynamic friction plates and a plurality of groups of static friction plates which are arranged at intervals with the dynamic friction plates.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202223305774.4U CN219339110U (en) | 2022-12-09 | 2022-12-09 | Driving axle for off-road forklift |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202223305774.4U CN219339110U (en) | 2022-12-09 | 2022-12-09 | Driving axle for off-road forklift |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN219339110U true CN219339110U (en) | 2023-07-14 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202223305774.4U Active CN219339110U (en) | 2022-12-09 | 2022-12-09 | Driving axle for off-road forklift |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN219339110U (en) |
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2022
- 2022-12-09 CN CN202223305774.4U patent/CN219339110U/en active Active
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