JPS6310976Y2 - - Google Patents
Info
- Publication number
- JPS6310976Y2 JPS6310976Y2 JP1981183767U JP18376781U JPS6310976Y2 JP S6310976 Y2 JPS6310976 Y2 JP S6310976Y2 JP 1981183767 U JP1981183767 U JP 1981183767U JP 18376781 U JP18376781 U JP 18376781U JP S6310976 Y2 JPS6310976 Y2 JP S6310976Y2
- Authority
- JP
- Japan
- Prior art keywords
- output shaft
- drive
- motor
- gear
- rotor
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
- 230000005540 biological transmission Effects 0.000 description 4
- 230000000694 effects Effects 0.000 description 3
- 238000004519 manufacturing process Methods 0.000 description 3
- 238000000034 method Methods 0.000 description 2
- 238000010586 diagram Methods 0.000 description 1
- 238000007689 inspection Methods 0.000 description 1
- 238000003754 machining Methods 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 231100000989 no adverse effect Toxicity 0.000 description 1
- 230000001105 regulatory effect Effects 0.000 description 1
- 238000004904 shortening Methods 0.000 description 1
Landscapes
- Arrangement Of Transmissions (AREA)
- Forklifts And Lifting Vehicles (AREA)
- Gear Transmission (AREA)
Description
【考案の詳細な説明】
本考案は、産業車両の走行に用いる駆動装置に
関する。[Detailed Description of the Invention] The present invention relates to a drive device used for driving an industrial vehicle.
この種、走行用駆動装置としては、特に、三輪
式の産業車両に多用されているが、左右の駆動輪
の各車軸を、左右に各設置したモータに個別に連
結して、左右の駆動輪を個別に駆動する形式のも
のがある。そして、モータの出力軸は、車軸と同
じく車幅方向を向いて設定されているため、この
駆動装置は、車両の幅方向寸法が大きくなり、し
たがつて、トレツドは、この駆動装置の車幅方向
寸法により規制される。 This type of driving drive device is often used in three-wheeled industrial vehicles in particular, and the axles of the left and right drive wheels are individually connected to motors installed on the left and right, respectively. There is a type that drives each individually. Since the output shaft of the motor is set to face in the vehicle width direction like the axle, this drive device has a large width dimension of the vehicle. Regulated by directional dimensions.
そこで、従来、産業車両の旋回半径を小にする
ために、トレツドを小にする手段としては、モー
タ出力軸と駆動輪との間の動力伝達装置として遊
星歯車を用いたものがある。すなわち、モータの
出力軸に減速歯車を介して、駆動輪の回転中心に
配したサンギヤを連結する一方、駆動輪には偏心
位置にピニオンを枢着し、また、モータのケース
カバーのような非回転部分に、インターナルギヤ
を固定した例がこれである。 Conventionally, as a means for reducing the tread in order to reduce the turning radius of an industrial vehicle, there is a method that uses a planetary gear as a power transmission device between a motor output shaft and a drive wheel. In other words, a sun gear placed at the rotation center of the drive wheel is connected to the output shaft of the motor via a reduction gear, while a pinion is pivotally attached to the drive wheel at an eccentric position, and a This is an example of an internal gear fixed to a rotating part.
しかしながら、この遊星歯車を用いた産業車両
用駆動装置にあつては、遊星歯車を構成する各ギ
ヤの噛合い精度を確保するために、加工が複雑に
なることから、製造コストが大になり、モータの
出力軸と車軸をオフセツトすることができず、モ
ータの配置が限られてしまうという不具合があ
る。 However, in the case of industrial vehicle drive devices using planetary gears, manufacturing costs are high due to complicated machining to ensure the meshing accuracy of each gear that makes up the planetary gears. There is a problem in that the output shaft of the motor and the axle cannot be offset, and the arrangement of the motor is limited.
そこで、前記不具合を解決するために、第１〜
３図に示す産業車両用駆動装置がある。この駆動
装置は、三輪式フオークリフトＦに用いた例であ
り、その前輪をなす左右の駆動輪１の各車軸２
と、出力軸３を車幅方向に向けて設置した左右の
モータ４の前記出力軸３とを、減速用歯車列５を
介して個別に連結し、出力軸３を車体中心側に突
出させて、その突出端に、デイスクブレーキ装置
のロータ６を固定し、ロータ６に、キヤリパ７に
支持されたパツド８を臨ませる。減速用歯車列５
は、出力軸３にスプライン結合した第１の駆動歯
車９と、ギヤボツクス１０に支持された中間軸１
１にスプライン結合して第１の駆動歯車９に噛み
合う第１の従動歯車１２と、中間軸１１の外周に
形成された第２の駆動歯車１３と、車軸２に固定
されて第２の駆動歯車１３に噛合う第２の従動歯
車１４とからなり、車軸２にスプライン結合され
たハブ１５に駆動輪１を固定する。 Therefore, in order to solve the above problems, the first to
There is an industrial vehicle drive device shown in Figure 3. This drive device is an example used in a three-wheeled forklift F, and each axle 2 of the left and right drive wheels 1 forming the front wheels of the drive device is an example.
and the output shafts 3 of the left and right motors 4 installed with the output shafts 3 facing in the vehicle width direction are individually connected via a reduction gear train 5 so that the output shafts 3 protrude toward the center of the vehicle body. A rotor 6 of a disc brake device is fixed to the protruding end thereof, and a pad 8 supported by a caliper 7 is made to face the rotor 6. Reduction gear train 5
The first drive gear 9 is spline-coupled to the output shaft 3, and the intermediate shaft 1 is supported by a gearbox 10.
A first driven gear 12 spline-coupled to the axle 1 and meshing with the first drive gear 9, a second drive gear 13 formed on the outer periphery of the intermediate shaft 11, and a second drive gear fixed to the axle 2. The driving wheel 1 is fixed to a hub 15 splined to the axle 2.
しかしながら、この産業車両用駆動装置にあつ
ては、車軸２と出力軸３との距離L1が、駆動輪
１の半径R1より小であるため、出力軸３を車幅
方向外側に突出することができないから、出力軸
３を車体中心側に突出し、これにデイスクブレー
キ装置のロータ６を固定することが余儀なくされ
た。このため、左右の各駆動装置の、幅W1寸法
の短縮も充分でない結果、トレツドT1の短縮に
も限界があつて、車両の旋回半径を充分に小さく
することが難かしい。 However, in this industrial vehicle drive device, the distance L 1 between the axle 2 and the output shaft 3 is smaller than the radius R 1 of the drive wheel 1, so the output shaft 3 protrudes outward in the vehicle width direction. Since this is not possible, it has been necessary to protrude the output shaft 3 toward the center of the vehicle body and fix the rotor 6 of the disc brake device to this. For this reason, the width W1 of each of the left and right drive devices is not sufficiently shortened, and as a result, there is a limit to the shortening of the tread T1 , making it difficult to sufficiently reduce the turning radius of the vehicle.
そこで、この考案者は、前記第１〜３図の駆動
装置をさらに改良して本考案を完成させたもので
あり、車軸とモータ出力軸との距離を、駆動輪の
半径よりも大にし、且つモータ出力軸を車体外側
に向けて突出させ、その突出端にブレーキ装置の
ロータを固定することにより、左右の各駆動装置
の幅寸法を短縮してトレツドの縮小を可能にし、
もつて車両の旋回半径を小さくするとともに、駆
動装置の製造コスト低減をはかることを目的とし
ている。 Therefore, the present inventor completed the present invention by further improving the drive device shown in FIGS. 1 to 3, and the distance between the axle and the motor output shaft was made larger than the radius of the drive wheel, In addition, by making the motor output shaft protrude toward the outside of the vehicle body and fixing the rotor of the brake device to the protruding end, it is possible to shorten the width dimension of each left and right drive device and reduce the tread.
The aim is to reduce the turning radius of the vehicle and reduce the manufacturing cost of the drive unit.
以下、本考案を図面に基づいて説明する。第４
図は、本考案の一実施例を示す図であり、左側の
駆動輪とその駆動装置と示す。図の左方が前方で
あり、図の上方には、図示の構成と上下対称をな
す右側の駆動輪とその駆動装置とが配置されて、
前記第１図、第２図と同様に、三輪式フオークリ
フトの駆動装置をなす。 Hereinafter, the present invention will be explained based on the drawings. Fourth
The figure is a diagram showing an embodiment of the present invention, and shows a left drive wheel and its drive device. The left side of the figure is the front, and the right drive wheel and its drive device, which are vertically symmetrical to the configuration shown in the figure, are arranged above the figure.
Similar to FIGS. 1 and 2 above, this constitutes a drive device for a three-wheeled forklift.
まず構成を説明すると、駆動源たる電動モータ
４を、その出力軸３を車幅方向に向けて設置し、
その位置は、前輪たる駆動輪１の車軸２とモータ
４出力軸３との距離L2が、駆動輪１の半径R1よ
り大きく、しかも車軸２より後方の位置とする。
これにより、出力軸３の位置が駆動輪１よりも後
側に配置される。そこで出力軸３を、車体側、す
なわち、図示駆動装置は左側用であるため左方に
突出させる。 First, to explain the configuration, an electric motor 4 as a drive source is installed with its output shaft 3 facing the vehicle width direction,
The position is such that the distance L 2 between the axle 2 of the front drive wheel 1 and the output shaft 3 of the motor 4 is greater than the radius R 1 of the drive wheel 1, and further behind the axle 2.
Thereby, the position of the output shaft 3 is arranged at the rear side of the drive wheels 1. Therefore, the output shaft 3 is made to protrude to the vehicle body side, that is, to the left since the illustrated drive device is for the left side.
モータ４のケースカバー１７とギヤキヤリヤ１
８とによつて形成されるギヤボツクス１０内で、
出力軸３と車軸２とを、歯車列５によつて連結す
る。歯車列５は、出力軸３にスプライン結合した
第１の駆動歯車９と、ギヤボツクス１０に支持さ
れた中間軸１１にスプライン結合して、第１の駆
動歯車９に噛み合う第１の従動歯車１２と、中間
軸１１の外周に形成された第２の駆動歯車１３
と、車軸２に固定されて第２の駆動歯車１３に噛
み合う第２の従動歯車１４とからなり、これら各
歯車９，１２，１３，１４はいずれも平歯車から
なり、しかも、第１の従動歯車１２の径を大幅に
拡大して減速比を大きくしている。車軸２にスプ
ライン結合され、且つナツト１９締めされたハブ
１５には、ハブボルトとハブナツト２０とによつ
て駆動輪１を固定する。車軸２は、ギヤキヤリヤ
１８の軸筒部１８ａの中心に配置され、軸受２
１，２２によつて支持される。２３は、中間軸１
１を支持する軸受、２４は、出力軸を支持する軸
受である。 Motor 4 case cover 17 and gear carrier 1
In the gearbox 10 formed by 8 and 8,
The output shaft 3 and the axle 2 are connected by a gear train 5. The gear train 5 includes a first drive gear 9 that is spline-coupled to the output shaft 3, and a first driven gear 12 that is spline-coupled to an intermediate shaft 11 supported by a gear box 10 and meshes with the first drive gear 9. , a second drive gear 13 formed on the outer periphery of the intermediate shaft 11
and a second driven gear 14 which is fixed to the axle 2 and meshes with the second drive gear 13. Each of these gears 9, 12, 13, 14 is a spur gear, and the first driven gear The diameter of the gear 12 is greatly expanded to increase the reduction ratio. A drive wheel 1 is fixed to a hub 15 spline-coupled to an axle 2 and tightened with a nut 19 by a hub bolt and a hub nut 20. The axle 2 is arranged at the center of the shaft cylinder part 18a of the gear carrier 18, and the axle 2
1,22. 23 is intermediate shaft 1
A bearing 24 supports the output shaft.
出力軸３の突出端には、デイスクブレーキ装置
のロータ６を、スプライン結合してナツト２５で
固定し、ピン２６によりナツト２５を回転止めす
る。ロータ６には、キヤリパ７に支持されたパツ
ド８を臨ませる。キヤリパ７は、次の手段により
形成された空間２７に臨ませる。すなわち、モー
タ４のヨーク４ａの径方向外側において、ボルト
２８によりケースカバー１７と結合し、ケースカ
バー１７とギヤキヤリヤ１８とを、ヨーク４ａと
ケースカバー１７とのインロー部２９よりも出力
軸３側に偏寄させて、ボルト３０により結合し、
且つケースカバー１７の肩部３１を、モータ４側
に大きく変形させて、空間２７を形成した。 A rotor 6 of a disc brake device is spline-coupled to the protruding end of the output shaft 3 and fixed with a nut 25, and the nut 25 is stopped from rotating with a pin 26. A pad 8 supported by a caliper 7 faces the rotor 6. The caliper 7 faces a space 27 formed by the following means. That is, the yoke 4a of the motor 4 is connected to the case cover 17 by bolts 28 on the outside in the radial direction, and the case cover 17 and gear carrier 18 are connected to the output shaft 3 side with respect to the spigot part 29 between the yoke 4a and the case cover 17. biased and connected with bolts 30,
In addition, the shoulder portion 31 of the case cover 17 is largely deformed toward the motor 4 side to form the space 27.
次に作用を説明する。 Next, the action will be explained.
電動モータ４の駆動力は、出力軸３，第１の駆
動歯車９、第１の従動歯車１２、中間軸１１、第
２の駆動歯車１３、第２の従動歯車１４、車軸
２、ハブ１５を介して駆動輪１に伝達され、もつ
て車両を走行駆動させる。この走行駆動に伴つ
て、出力軸３と一体にロータ６も回転し、したが
つて、キヤリパ７の作動によるパツド８の、ロー
タ６への圧接により、ロータ６の回転が減速さ
れ、この減速力は出力軸３から前記伝達系を経て
駆動輪１に伝達されて、車両を制動する。 The driving force of the electric motor 4 is applied to the output shaft 3, the first drive gear 9, the first driven gear 12, the intermediate shaft 11, the second drive gear 13, the second driven gear 14, the axle 2, and the hub 15. The signal is transmitted to the drive wheels 1 via the signal, thereby driving the vehicle. Along with this traveling drive, the rotor 6 also rotates together with the output shaft 3. Therefore, the rotation of the rotor 6 is decelerated by the pressure contact of the pad 8 with the rotor 6 by the operation of the caliper 7, and this deceleration force is transmitted from the output shaft 3 to the drive wheels 1 via the transmission system to brake the vehicle.
また、車軸２と出力軸３との距離L2を、駆動
輪１の半径R1よりも大としたから、出力軸３は
駆動輪１の半径R1よりも外側に位置して、出力
軸３が駆動輪１に干渉することがない。このた
め、出力軸３を車体外側に向けて突出させること
ができたから、ブレーキ装置のロータ６を、モー
タ４よりも車体外側方向の位置に設置することが
できた。したがつて、駆動装置の幅W2を縮小す
ることができ、その結果、トレツドT2を小さく
することができる。なお、左右の駆動装置は、モ
ータ４どうしが直接対向することになり、しか
も、その対向部にはロータ６のような回転部分が
ないため、左右のモータ４どうしを可及的に近接
することができるから、トレツドT2の縮小率は
さらに増大できる。また、空間２７を広く設けた
ため、キヤリパ７に、乗用自動車に用いるものを
使用することもできるから、この場合には、キヤ
リパ７を、産業車両用に設計する必要がないた
め、ブレーキ装置のコストを低減することができ
る。 Also, since the distance L 2 between the axle 2 and the output shaft 3 is larger than the radius R 1 of the drive wheel 1, the output shaft 3 is located outside the radius R 1 of the drive wheel 1, and the output shaft 3 does not interfere with the drive wheel 1. Therefore, since the output shaft 3 could be made to protrude toward the outside of the vehicle body, the rotor 6 of the brake device could be installed at a position closer to the outside of the vehicle body than the motor 4. Therefore, the width W 2 of the drive device can be reduced and, as a result, the tread T 2 can be reduced. In addition, in the left and right drive devices, the motors 4 directly oppose each other, and since there is no rotating part such as the rotor 6 in the opposing part, the left and right motors 4 should be placed as close to each other as possible. Therefore, the reduction rate of the tread T 2 can be further increased. Furthermore, since the space 27 is wide, it is possible to use the caliper 7 that is used for passenger cars. can be reduced.
また、この実施例では、出力軸３の位置が駆動
軸１よりも後側になるため、モータ４の位置も、
第１〜３図のものに比較して後側になるが、モー
タ４の前側に空間が大きくできるため、モータ４
が後側に配置されることによつて生じる他の機器
との干渉は、その機器をモータ４前側に配置する
ことによつて解決することができる。したがつ
て、ホイールベースの拡大のような悪影響を生じ
ることはない。 In addition, in this embodiment, the position of the output shaft 3 is on the rear side of the drive shaft 1, so the position of the motor 4 is also
Although it is on the rear side compared to the ones in Figures 1 to 3, there is a larger space in front of the motor 4, so the motor 4
Interference with other equipment caused by being placed on the rear side of the motor 4 can be resolved by placing that equipment on the front side of the motor 4. Therefore, no negative effects such as an increase in the wheelbase occur.
以上説明してきたように、本考案によれば、左
右の駆動輪の各車軸を、出力軸を車幅方向に向け
て設置した左右のモータに、減速用歯車列を介し
て個別に連結して、左右の駆動輪を個別に駆動す
るとともに、モータ出力軸にブレーキ装置のロー
タが固定された産業車両用駆動装置において、車
軸とモータ出力軸との距離を、駆動輪の半径より
も大にし、且つモータ出力軸を車体外側に向けて
突出させ、その突出端にブレーキ装置のロータを
固定したから、モータの車体中心側に、モータ出
力軸およびブレーキ装置のロータを配置する必要
がなくなり、したがつて、産業車両用の駆動装置
の幅を小にすることができた。このため、左右の
各モータを車体中心に寄せて、相互に近接させる
ことによりトレツドを小さくできるから、旋回半
径が小さくて小回りが可能な産業車両を得ること
ができる。また、本考案は、モータ出力軸の突出
端に固定したブレーキ装置のロータを、駆動輪と
減速歯車列との間に配置したから、駆動輪と歯車
列との間に形成される〓間を利用してロータを配
置することができる。このため、装置全体を小型
化することができるという効果がある。また、本
考案は、車軸とモータ出力軸との距離が大きいた
め、両軸間の動力伝達装置には平歯車を用いるこ
とが可能であるから、各歯車の噛み合い精度等の
設定が容易となつて、製造コストにも悪影響を及
ぼすことがない。 As explained above, according to the present invention, each axle of the left and right drive wheels is individually connected to the left and right motors installed with their output shafts facing in the vehicle width direction via a reduction gear train. , in an industrial vehicle drive device in which the left and right drive wheels are driven individually and the rotor of a brake device is fixed to the motor output shaft, the distance between the axle and the motor output shaft is made larger than the radius of the drive wheel, In addition, since the motor output shaft is made to protrude toward the outside of the vehicle body, and the rotor of the brake device is fixed to the protruding end, there is no need to arrange the motor output shaft and the rotor of the brake device on the motor side of the center of the vehicle body. As a result, the width of the drive device for industrial vehicles could be reduced. Therefore, by bringing the left and right motors closer to the center of the vehicle body and making them closer to each other, the tread can be reduced, so it is possible to obtain an industrial vehicle that has a small turning radius and is capable of making tight turns. In addition, in the present invention, the rotor of the brake device fixed to the protruding end of the motor output shaft is arranged between the drive wheel and the reduction gear train, so that the gap formed between the drive wheel and the gear train is reduced. The rotor can be placed using this method. Therefore, there is an effect that the entire device can be downsized. In addition, since the distance between the axle and the motor output shaft is large, spur gears can be used as the power transmission device between the two axles, making it easier to set the meshing accuracy of each gear. Therefore, there is no adverse effect on manufacturing costs.
また、本考案においては、モータ出力軸の突出
端にブレーキ装置のロータを固定したから、ブレ
ーキ装置によつて直接モータ出力軸を制動するこ
とができる。このことは、減速歯車列により減速
されて伝達トルクが大になる前の、トルクが小さ
い段階でモータ出力を制動するものであるから、
ブレーキ装置の制動力が小さくて足りるため、ブ
レーキ装置の小型化と重量の低減を図ることがで
きるという効果もある。さらに、本考案のモータ
出力軸の突出方向は車幅方向外側であるため、ブ
レーキ装置はモータよりも車幅方向外側に位置す
ることになるから、走行の安全性確保に欠くこと
のできないブレーキ装置の点検整備を、仰臥した
状態で車体の下側に入り込んだり、車体を揚重機
械により上昇させることなく容易に行うことがで
きるという効果もある。 Further, in the present invention, since the rotor of the brake device is fixed to the protruding end of the motor output shaft, the motor output shaft can be directly braked by the brake device. This is because the motor output is braked at a stage when the torque is small, before the transmission torque becomes large due to deceleration by the reduction gear train.
Since the braking force of the brake device is small enough, there is also the effect that the size and weight of the brake device can be reduced. Furthermore, since the protruding direction of the motor output shaft of the present invention is outward in the vehicle width direction, the brake device is located outward in the vehicle width direction from the motor, so the brake device is indispensable for ensuring driving safety. Another advantage is that inspection and maintenance can be easily carried out without having to go under the vehicle body while lying on your back or lifting the vehicle body with a lifting machine.
第１図は本考案の前提をなす駆動装置の正面
図、第２図は第１図の平面図、第３図は第１図の
−線断面拡大図、第４図は本考案の一実施例
を示す平断面図である。
R1……駆動輪の半径、W1，W2……左右の駆動
装置の幅、T1，T2……トレツド、１……駆動輪、
２……車軸、３……出力軸、４……モータ、４ａ
……ヨーク、５……歯車列、６……ロータ、７…
…キヤリパ、８……パツド、９，１２，１３，１
４……歯車、１７……ケースカバー、１８……ギ
ヤキヤリヤ、２７……空間、３１……肩部。
Fig. 1 is a front view of the drive device that forms the premise of the present invention, Fig. 2 is a plan view of Fig. 1, Fig. 3 is an enlarged cross-sectional view taken along the - line in Fig. 1, and Fig. 4 is an implementation of the present invention. FIG. 3 is a plan cross-sectional view showing an example. R 1 ... Radius of drive wheel, W 1 , W 2 ... Width of left and right drive devices, T 1 , T 2 ... Toledo, 1 ... Drive wheel,
2...Axle, 3...Output shaft, 4...Motor, 4a
... Yoke, 5 ... Gear train, 6 ... Rotor, 7 ...
...Calipa, 8...Patsudo, 9, 12, 13, 1
4...Gear, 17...Case cover, 18...Gear carrier, 27...Space, 31...Shoulder.
Claims (1)
向けて配置した左右のモータに、減速用歯車列を
介して個別に連結して、左右の駆動輪を個別に駆
動するとともに、モータ出力軸にブレーキ装置の
ロータが固定された産業車両用駆動装置におい
て、軸車とモータ出力軸との距離を、駆動輪の半
径よりも大にし、且つモータ出力軸を車体外側に
向けて突出させ、ブレーキ装置のロータを、前記
モータ出力軸の突出端に固定し且つ駆動輪と減速
用歯車列との間に配置したことを特徴とする産業
車両用駆動装置。 The axles of the left and right drive wheels are individually connected to the left and right motors, whose output shafts are arranged in the vehicle width direction, through reduction gear trains, so that the left and right drive wheels are individually driven, and the motors In a drive device for an industrial vehicle in which the rotor of a brake device is fixed to the output shaft, the distance between the axle and the motor output shaft is made larger than the radius of the drive wheel, and the motor output shaft is made to protrude toward the outside of the vehicle body. . A drive device for an industrial vehicle, characterized in that a rotor of a brake device is fixed to a protruding end of the motor output shaft and arranged between a drive wheel and a reduction gear train.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP18376781U JPS5887623U (en) | 1981-12-10 | 1981-12-10 | Industrial vehicle drive system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP18376781U JPS5887623U (en) | 1981-12-10 | 1981-12-10 | Industrial vehicle drive system |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5887623U JPS5887623U (en) | 1983-06-14 |
| JPS6310976Y2 true JPS6310976Y2 (en) | 1988-04-01 |
Family
ID=29983330
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP18376781U Granted JPS5887623U (en) | 1981-12-10 | 1981-12-10 | Industrial vehicle drive system |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5887623U (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH08230489A (en) * | 1995-02-24 | 1996-09-10 | Honda Motor Co Ltd | Power transmission device of car |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP4550631B2 (en) * | 2005-03-11 | 2010-09-22 | 本田技研工業株式会社 | Wheel drive device for vehicle |
| JP4771203B2 (en) * | 2005-04-28 | 2011-09-14 | 株式会社東京アールアンドデー | Rotational force transmission device, rotational force generation device, and vehicle |
| JP2017013682A (en) * | 2015-07-02 | 2017-01-19 | Ntn株式会社 | In-wheel motor drive device |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS4518807Y1 (en) * | 1969-10-22 | 1970-07-31 | ||
| JPS539051U (en) * | 1977-07-08 | 1978-01-25 |
-
1981
- 1981-12-10 JP JP18376781U patent/JPS5887623U/en active Granted
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS4518807Y1 (en) * | 1969-10-22 | 1970-07-31 | ||
| JPS539051U (en) * | 1977-07-08 | 1978-01-25 |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH08230489A (en) * | 1995-02-24 | 1996-09-10 | Honda Motor Co Ltd | Power transmission device of car |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS5887623U (en) | 1983-06-14 |
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