KR101426261B1 - Device for preventing transmission shock of driving device for construction vehicle - Google Patents

Device for preventing transmission shock of driving device for construction vehicle Download PDF

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Publication number
KR101426261B1
KR101426261B1 KR1020140009670A KR20140009670A KR101426261B1 KR 101426261 B1 KR101426261 B1 KR 101426261B1 KR 1020140009670 A KR1020140009670 A KR 1020140009670A KR 20140009670 A KR20140009670 A KR 20140009670A KR 101426261 B1 KR101426261 B1 KR 101426261B1
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South Korea
Prior art keywords
stage
piston
gear
case
clutch pack
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KR1020140009670A
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Korean (ko)
Inventor
강철용
김광용
이준희
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(주)엠에스정밀
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Priority to KR1020140009670A priority Critical patent/KR101426261B1/en
Priority to PCT/KR2014/006489 priority patent/WO2015111808A1/en
Application granted granted Critical
Publication of KR101426261B1 publication Critical patent/KR101426261B1/en

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H57/023—Mounting or installation of gears or shafts in the gearboxes, e.g. methods or means for assembly
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/08—General details of gearing of gearings with members having orbital motion
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/46—Gearings having only two central gears, connected by orbital gears
    • F16H3/48—Gearings having only two central gears, connected by orbital gears with single orbital gears or pairs of rigidly-connected orbital gears
    • F16H3/52—Gearings having only two central gears, connected by orbital gears with single orbital gears or pairs of rigidly-connected orbital gears comprising orbital spur gears
    • F16H3/54—Gearings having only two central gears, connected by orbital gears with single orbital gears or pairs of rigidly-connected orbital gears comprising orbital spur gears one of the central gears being internally toothed and the other externally toothed

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Structure Of Transmissions (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)

Abstract

The present invention relates to an apparatus for minimizing a transmission shock of a gearbox driving device for construction equipment, and more particularly, to an apparatus for minimizing a transmission shock of a gearbox driving device for construction equipment for allowing smooth shifting of gears of a first gear and a second gear during driving, and also improving a shock absorption performance when shifting gears. Thus, the present invention provides the apparatus for minimizing the transmission shock of the gearbox driving device for the construction equipment, which can remove complicated structures, such as a conventional passageway to a second gear pressure port including a modulation valve, and realize a simplified shock absorbing structure by disposing a shock absorption spring for the first gear on a back part of a first piston to absorb shock when gear shifts to the first gear and also disposing a shock absorption spring for the second gear on a back part of a second piston to absorb shock when gear shifts to the second gear, so that the shock occurring when gear is shifted from the first gear to the second gear or from the second gear to the first gear can be easily absorbed.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a transmission shock absorber for a construction equipment,

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a shift shock absorbing apparatus for a gearbox driving apparatus for a construction equipment, and more particularly, To a shift shock mitigation device for a gearbox drive device for a construction equipment.

Generally, in the case of construction equipment, since the output of the engine is constant, a gearbox drive device, which is a transmission for changing the direction of travel or changing the running speed, is essentially installed. In the gearbox drive device, The vehicle is driven by the power transmission.

The driving apparatus installed in the gear box of the conventional construction equipment industrial vehicle has the following disadvantages.

1) The piston for tightening the respective clutch packs is operated by the elastic force of the disc spring, and it is difficult to change the transfer load for each clutch pack by using the disc spring.

2) In the first-stage and second-speed shifting, a shift shock is generated in accordance with the simultaneous movement of the pistons in each direction in each stage, and a flow path is formed in the piston.

3) Considering shift shock reduction, there is a disadvantage that the manufacturing cost increases due to the additional mounting of the shifting valve.

In order to solve such a disadvantage, the applicant of the present application has proposed a gearbox drive system for a construction equipment including a modulation valve that can mitigate shocks in a first-stage to second- We have filed a patent application for the device (Registration No. 10-1168894 (July 20, 2012)).

However, since the modulation valve of the previously registered patent must be separately provided and installed in a structure capable of communicating with the second-stage pressure port, there is a disadvantage that the manufacturing cost is lowered and the assemblability is lowered due to an increase in the components of the transmission.

Further, since the passage with the second-stage pressure port must be machined and the modulation valve must be mounted on the machined passage, there is a disadvantage in that the structure of the transmission becomes complicated structurally as well as the manufacturing cost and workability are lowered.

SUMMARY OF THE INVENTION The present invention has been made in order to solve the above-mentioned problems of the prior art, and it is an object of the present invention to eliminate the complicated structure such as passage processing with a conventional two-stage pressure port including a modulation valve, Stage cushioning spring is disposed at the rear portion of the first-stage piston, and a second-stage shock absorbing spring for relieving the shock at the second-stage to first-speed shifting is disposed at the rear portion of the second- The present invention provides a shift shock absorber for a gearbox drive system for a construction equipment, which can easily buffer shocks in two-speed or two-speed to one-speed shifting.

According to an aspect of the present invention, there is provided a motor vehicle comprising: a case having a motor carrier directly assembled on one side, first and second sub-cases assembled on the other side, and a finish plate mounted on the outside of the second sub- An input shaft rotatably arranged along the longitudinal direction in the case; A sun gear which is machined on an outer diameter surface of the input shaft at an intermediate position; A retainer mounted on the left side of the sun gear via a bearing; A ring gear formed on a right inner end surface of the retainer; A planetary gear which simultaneously meshes with the sun gear and the ring gear; A carrier extending to the right side of the input shaft and integrated with the planetary gear; An output shaft having an output shaft gear engaged with the carrier; A two-stage inner ring clutch pack arranged on the left side of the retainer and spline-coupled to the retainer; A first-stage outer ring clutch pack arranged on an outer side of the second-stage inner ring clutch pack and spline-coupled to an inner diameter of a first sub-case of the case; A two-stage piston slidably engaged with an outer diameter surface of a left end portion of an input shaft to press a two-stage inner ring clutch pack; A first-stage piston spaced apart from the outer diameter side of the two-stage piston to press the first-stage outer ring clutch pack; A first-stage pressure port formed in the first sub-case to provide a hydraulic pressure for moving the first-stage piston to the front space of the first-stage piston; A two-stage pressure port formed in the second sub-case to provide the hydraulic pressure for moving the two-stage piston back to the front space of the two-stage piston; Wherein the gear box drive apparatus includes a gearbox,

Stage shock absorbing spring is disposed between the inner wall surface of the second sub-case and the rear surface of the first-stage piston, and the first- And a second-stage shock absorbing spring for relieving an impact in one-stage shifting from the second stage to the second-stage shock absorber.

Through the above-mentioned means for solving the problems, the present invention provides the following effects.

First, a first-stage shock absorber spring that alleviates shocks in first-stage to second-stage shifts is disposed at the rear of the first-stage piston, and a second-stage shock absorber spring is disposed at the rear of the second- So that the shock can be easily mitigated in the case of shifting from the first gear to the second gear or from the second gear to the first gear.

Second, the modulation valve for controlling the shift shock can be eliminated, and the manufacturing cost can be reduced.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a cross-sectional view of a conventional gearbox drive system and modulation valve structure for a construction equipment,
FIG. 2 is a cross-sectional view illustrating a shift shock reducing apparatus of a gearbox drive apparatus for a construction equipment according to the present invention,
FIG. 3 is a graph showing a change in pressure of a piston due to hydraulic oil and a spring during one-stage to two-stage or two-stage shifting when a shift shock mitigation apparatus for a gearbox drive apparatus for a construction equipment is employed.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings.

To facilitate understanding of the present invention, the configuration and operation of a conventional gearbox drive apparatus for a construction equipment registered and registered by the applicant of the present application will be described below.

As shown in FIG. 1, the structure of a case of a gear box drive apparatus for a construction equipment according to the present invention is improved, and a piston or the like for operating the clutch including the first- and second- The motor carrier 118 is directly assembled to the right side of the case 130 on the side where the power is first input and the first and second sub cases 131 and 132 And a finishing plate 133 is attached to the outside of the second sub case 132. [

Thus, by mounting various essential parts such as a clutch pack, a piston and a spring, etc. at a position opposite to the motor carrier 118 to which the traveling motor is connected, the occurrence of interference between each essential part and the motor carrier 118 can be eliminated Therefore, it is possible to easily change the specification of the motor carrier 118 for each construction equipment vehicle of each tonnage where the motor capacity is applied differently.

An input shaft 110 is arranged along the longitudinal direction of the case 130. The left end of the input shaft 110 is rotatably coupled to the finishing plate 133 via a bearing, The right end of the input shaft 110 is connected to a drive motor (not shown) coupled to the motor carrier 118 for power transmission.

The sun gear 108 of the planetary gear set is once machined on the outer surface of the input shaft 110 on the intermediate position side.

At this time, a retainer 122 is rotatably mounted on the input shaft 110 via a bearing on the left side of the sun gear 108. A ring gear 106, which is an internal gear on the inner surface of the right end of the retainer 122, .

A plurality of planetary gears 107 out of the planetary gear sets are engaged with the sun gear 108 while being in contact with the sun gear 108, and at the same time, they are in contact with and engaged with the ring gear 106.

A carrier 109 is integrally connected to the shaft of the plurality of planetary gears 107. The right end of the carrier 109 is rotatably supported on the inner wall surface of the case through a bearing.

An output shaft (not shown) is arranged below the input shaft 110 in the case 130. An output shaft gear 111 integrally formed on the output shaft (not shown) (Not shown).

A two-stage inner ring clutch pack 112 including a plurality of friction plates and plates is mounted in a space between an extension end 123 integrally formed on the left side of the retainer 122 and an outer diameter of the input shaft 110, The plate is coupled with the spline 124 to the inner diameter of the extending end 123 of the retainer 122 and the outer diameter of the input shaft 110. [

Two-stage pistons 102 and 103 and two-stage springs 104 for engaging and disengaging the two-stage inner ring clutch pack 112 are provided on the left side of the two-stage inner ring clutch pack 112.

The two-stage pistons 102 and 103 are configured to be slidably engaged with the outer diameter surface of the left end portion of the input shaft 110 to press the two-stage inner ring clutch pack 112. The two- 2 piston (103).

More specifically, the rear surface of the second-stage second piston 103 arranged on the right-hand side of the two-stage pistons 102 and 103 is in close contact with the front surface of the first-stage piston 102 for the second stage, The rear surface of the first piston 102 for the second stage arranged on the left side of the two-stage pistons 102 and 103 is elastically deformed by the two-stage spring 104 mounted on the closing plate 133, .

The two-stage spring 104 is mounted on the inner surface of the finishing plate 133 mounted on the left side of the case 130. By the elastic force of the two-stage spring 104, And the second piston 103 in contact with the second piston 103 is also pushed toward the inner ring clutch pack 112 for the second stage so that the coupling operation of the inner ring clutch pack 112 for the second stage is performed.

At this time, a thrust bearing (117) is mounted on the front surface of the second piston (102) for the second stage and the back surface of the second piston (103) for the second stage, so that the contact friction between them is smooth.

Here, a first-stage outer ring clutch pack 113 including a plurality of friction plates and plates is mounted in a space between the outer side of the second-stage inner ring clutch pack 112 and the inner diameter of the first sub-case 131, The plate of the clutch pack 113 is inserted into the spline 119 formed in the inner diameter of the first sub case 131.

A first-stage piston 100 and a first-stage spring 105 for engaging and disengaging the first-stage outer-wheel clutch pack 113 are provided on the left side of the first-stage outer ring clutch pack 113.

More specifically, the first-stage piston 100 is spaced apart from the outer diameter of the second-stage second piston 103 of the two-stage pistons 102 and 103 to press the first-stage outer ring clutch pack 113.

Stage spring 105 for pushing the first-stage piston 100 toward the first-stage outer ring clutch pack 113 is installed between the inner wall surface of the second sub-case 132 and the rear surface of the first- When the elastic force of the first-stage spring 105 acts on the rear surface of the first-stage piston 100, the first-stage piston 100 presses the first-stage outer ring clutch pack 113 side, (113).

The first sub case 131 is formed with a first-stage pressure port 114 through which a hydraulic pressure for moving the first-stage piston 105 to the front space of the first-stage piston 105 is passed therethrough, The sub case 132 is formed with a two-stage pressure port 115 through which a hydraulic pressure for moving the two-stage pistons 102 and 103 back into the space in front of the first piston 102 for the second stage is formed.

Of course, although not shown in the drawings, the first-stage pressure port 114 and the second-stage pressure port 115 are connected to the hydraulic pressure supply means.

In order to adjust the hydraulic pressure acting on the two-stage pistons 102 and 103, the finishing plate 133 is provided with a modulation valve 200 communicable with the two-stage pressure port 115.

More specifically, the modulation valve 200 adjusts the oil pressure to the second-stage clutch pack when the two-stage shift is performed at the first stage of the running of the construction equipment, so that the shift process and the shift time are constant And functions to mitigate impact and noise during shifting.

The cylinder 203 communicating with the flow path 202 branched from the two-stage pressure port 115 is mounted on the finishing plate 133 and the piston 201 is disposed in front of the cylinder 203, A spring 206 is arranged between the rear surface of the piston 201 and the front surface of the plug 206 so that the plug 206 is tightly closed. And an airtight O-ring 205 is mounted on the circumferential surface of the piston 201 for airtightness against oil.

Hereinafter, the configuration of a shift shock reducing apparatus for a gear box drive apparatus for a construction equipment according to the present invention will be described with reference to FIGS. 2 and 3 attached hereto.

According to the present invention, it is possible to eliminate the complicated structure such as the passage processing with the two-stage pressure port including the conventional modulation valve described above, There is a point in that the shock can be easily mitigated in the case of shifting to the first gear.

To this end, as shown in FIG. 2, the first-stage cushioning spring 210 for relieving an impact at the first-stage to second-stage shift is disposed at the rear portion of the first-stage piston and at the same time, Stage cushioning spring 220 is disposed at the rear portion of the second-stage piston.

More specifically, the first-stage cushioning spring 210 is disposed between the inner wall surface of the second sub-case 132 and the rear surface of the first-stage piston 100, thereby relieving the impact of the first- Stage cushioning springs 220 are disposed on a finishing plate 133 which is in contact with the back surface of the first piston 102 for the second stage among the two stages 102 and 103 to thereby alleviate an impact in one- .

A first-stage oil inflow volume space 212 for backing up the first-stage piston is formed between the first sub-case 131 and the front surface of the first-stage piston 105 so as to be communicable with the first-stage pressure port 114 And a second-stage oil inflow volume space 222 for moving the second-stage piston back is formed between the second sub-case 132 and the front surface of the second piston 102 of the two-stage piston, (Not shown).

Accordingly, when the oil flows into the first-stage oil inflow volume space 212 in the first-stage shift, the first-stage piston 105 is retracted and the first-stage shock absorber spring 210 is compressed. The second stage piston 102 and 103 are retracted and the second stage shock absorbing spring 220 is compressed. When the oil is introduced into the second stage oil inflow volume space 222 during the first stage shift in the second stage, Thereby relieving the impact.

The pressure change of the piston and the shock absorbing force of the variable transmission shock can be adjusted by changing the number of the first-stage cushioning springs 210 and the second-stage cushioning springs 220 or by changing the structure (width, length, winding) of the springs.

Hereinafter, the shifting operation and the buffering operation of the gearbox driving apparatus for a construction equipment according to the present invention will be described with reference to FIGS. 1 to 3. FIG.

1st stage power transmission

First, when power input through a traveling motor (not shown) connected to the motor carrier 118 is input to the input shaft 110, the sun gear 108 formed on the input shaft 110 rotates, and the rotational force of the sun gear 108 Is transmitted to the planetary gear 107 engaged with the sun gear 108.

At this time, when the oil pressure supplied through the second-stage pressure port 115 is applied to the space in front of the first piston 102 for the second stage of the two-stage pistons 102 and 103, the first- The second-stage second piston 103 in contact with the first-stage first piston 102 does not press the second-stage inner ring clutch pack 112, so that the second-stage inner ring clutch pack 112 is disengaged.

At the same time, the front surface of the first-stage piston 100 presses the first-stage outer ring clutch pack 113, so that the first- The friction plate and the plate of the clutch pack 113 are compressed.

When the friction plate and the plate of the first-stage outer ring clutch pack 113 coupled to the spline 119 in the space between the inner diameter of the first sub-case 131 and the outer diameter of the retainer 122 are squeezed, 122 are restrained, and at the same time, the ring gear 106, which is an internal gear formed on the inner diameter of the rear end of the retainer 122, is also restrained.

Therefore, when the power input to the input shaft 13 is transmitted to the planetary gear 107 via the sun gear 108, the planetary gear 107 is rotated along the ring gear 106, 107 to the carrier 109 integrally connected thereto.

Thus, the first-stage rotational power of the carrier 109 is transmitted to the output shaft gear 111 engaged with the carrier 109, whereby the first-stage power is transmitted to the output shaft (not shown) integrally having the output shaft gear 111 .

3, when the hydraulic pressure supplied through the second-stage pressure port 115 acts on the second-stage oil inflow volume space 222 for moving the second-stage piston backward, the second- The first piston 102 of the first stage 102 and the second stage cushion spring 220 disposed on the finishing plate 133 are compressed while the first piston 102 is moving backward.

Two-stage power transmission

The power input through the traveling motor is rotated by a sun gear which is integrated with the input shaft, and the first and second pistons for the second stage simultaneously press the friction plate and the plate of the inner ring clutch pack by the two- And rotates the carrier gear at all times to transmit the rotation to the output shaft to transmit the power to the output shaft gear engaged with the carrier gear.

Similarly, when power input through a traveling motor (not shown) connected to the motor carrier 118 is input to the input shaft 110, the sun gear 108 formed on the input shaft 110 rotates, and the rotational force of the sun gear 108 Is transmitted to the planetary gear 107 engaged with the sun gear 108.

When the oil pressure supplied through the first-stage pressure port 114 is applied to the front space of the first-stage piston 100, the first-stage first piston 100 is moved backward to press the first-stage outer-wheel clutch pack 113 The engagement of the first-stage outer ring clutch pack 113 is released.

At the same time, the second-stage cushioning spring 220 pushes the back surface of the first piston 102 for the second stage of the two-stage pistons 102, 103 by using the elastic force. At the same time, 117 for the second-stage inner ring clutch pack 112 to press the friction plate and the plate of the second-stage inner ring clutch pack 112.

When the friction plate and the plate of the second-stage inner ring clutch pack 112 coupled to the spline 124 in the space between the inner diameter of the retainer 122 and the outer diameter of the input shaft 110 are compressed, the input shaft 110 and the retainer 122 are synchronized At the same time, the ring gear 106, which is an internal gear formed on the inner diameter of the right end of the retainer 122, also rotates together with the retainer 122.

Accordingly, the input shaft 110 and the ring gear 106 are synchronized with each other to rotate at all times, and the power input to the input shaft 110 is transmitted to the planetary gear 107 through the sun gear 108, The planetary gear 107 rotates more rapidly along the ring gear 106 and the carrier 109 integrated with the planetary gear 107 rotates for two-stage power transmission.

Thus, the two-stage rotational power of the carrier 109 is transmitted to the output shaft gear 111 engaged with the carrier 109, so that a two-stage power is transmitted to the output shaft (not shown) integrally having the output shaft gear 111 .

3, when the hydraulic pressure supplied through the first-stage pressure port 114 is applied to the first-stage oil inflow volume space 212 for moving the first-stage piston backward, The piston 100 retracts and the first-stage shock absorber spring 210 disposed between the inner wall surface of the second sub-case 132 and the rear surface of the first-stage piston 100 is compressed to mitigate the shock during two- .

As described above, the conventional modulation valve is eliminated, and shock is easily mitigated during one-stage shifting from the first stage to the second stage or the second stage during traveling by using the buffer spring 210 for the first stage and the buffer spring 220 for the second stage .

FIG. 3 is a graph showing a change in pressure of a piston due to hydraulic oil and a spring during one-stage to two-stage or two-stage shifting when a shift shock reducing apparatus for a gearbox drive apparatus for a construction equipment according to the present invention is adopted. to be.

3, when the oil flows into the first-stage oil inflow volume space 212 so that the first-first-stage piston 100 moves backward in the first-stage to second-speed shift (same as the first- The oil flows into the load at which the buffer spring 220 begins to be compressed, that is, the load of the section in which the piston starts to operate (in Fig. 4, the oil is filled in the back space of the piston Section).

At this time, when the pressure that can overcome the force of the first-stage cushion spring is generated by the introduced oil, the first-stage piston starts to operate (indicated by the piston start pressure range in FIG. 4) The pressure starting point and the pressure gradient can be changed to the load of the first-stage buffer spring up to the pressure interval.

Further, when the first stage piston is moved to a predetermined position while compressing the buffer spring, the backside space volume (volume space for oil inflow) of the piston is increased, and the expanded volume is filled with oil.

For reference, the operation of the two-stage piston and the second-stage shock absorber for the one-stage shifting in the second stage is performed in the same manner, and a description thereof will be omitted.

Further, the present invention can be implemented by changing the spring quantity or the structure (width, length, winding) of the spring quantity or the pressure range adjustment in which the one-stage or two-stage piston operation start section and the one- or two- It is possible to provide advantages that can be realized through the function of a conventional modulation valve.

Meanwhile, the spring 104 may be formed of a nodular cast iron. The nodular cast iron is heated to a temperature of 1600 to 1650 ° C to be molten, then subjected to desulfurization treatment, and subjected to spheroidizing treatment at a temperature of 1500 to 1,550 ° C by adding a spheroidizing agent containing magnesium in an amount of about 0.3 to 0.7% by weight, followed by heat treatment.

Here, when the nodular cast iron is heated to less than 1600 ° C, the entire structure is not sufficiently melted. If the cast iron is heated above 1650 ° C, unnecessary energy is wasted. Therefore, it is preferable to heat the nodular cast iron to 1600 to 1650 ° C.

When the amount of magnesium is less than 0.3% by weight, the effect of injecting the spheroidizing agent is negligible. When the amount of magnesium is less than 0.3% by weight, the effect of injecting spheroidizing agent is insignificant. When the amount of magnesium is less than 0.3% There is a problem in that an expensive material cost is increased. Therefore, the mixing ratio of magnesium in the spheroidizing agent is preferably about 0.3 to 0.7% by weight.

When the spheroidizing treatment agent is injected into the molten nodular cast iron, it is subjected to spheroidizing treatment at 1500-1550 ° C. If the spheroidizing treatment temperature is lower than 1500 ° C., the spheroidizing treatment is not properly performed. If the spheroidizing treatment temperature is higher than 1550 ° C., the spheroidizing treatment effect is not greatly improved, but unnecessary energy is wasted. Therefore, the spheroidization treatment temperature is preferably 1500 to 1550 ° C.

The spring 104 of the present invention made of the nodular cast iron has a spherical shape of graphite compared to the gray iron and the nodular effect of the spherical nodular cast iron reduces the stress concentration phenomenon of the spring 104, 104 and the strength and toughness of the nonwoven fabric.

100: first stage piston 102: first piston for second stage
103: second stage second piston 104: two-stage spring
105: one end spring 106: ring gear
107: planetary gear 108: sun gear
109: carrier 110: input shaft
111: Output shaft gear 112: Second-wheel inner ring clutch pack
113: First-speed outer ring clutch pack 114: First-stage pressure port
115: Two-stage pressure port 117: Thrust bearing
118: motor carrier 119: spline
120: output shaft 122: retainer
123: Extension end 124: Spline
130: Case 131: First sub-case
132: second sub-case 133: finishing plate
200: modulation valve 201: piston
202: a channel 203: a cylinder
204: spring 205: O-ring
206: Plug 210: First-stage buffer spring
220: Two-stage cushioning spring 212: Volumetric space for first stage oil inflow
222: Volumetric space for second stage oil inflow

Claims (4)

The motor carrier 118 is directly assembled to one side and the first and second subcases 131 and 132 are assembled to the other side and the case 130 )Wow; An input shaft 110 rotatably arranged along the longitudinal direction within the case 130; A sun gear 108 machined on an outer diameter surface of the input shaft 110 at an intermediate position; A retainer 122 mounted on the left side of the sun gear 108 via a bearing; A ring gear (106) formed on a right inner end surface of the retainer (122); A planetary gear 107 which simultaneously meshes with the sun gear 108 and the ring gear 106; A carrier 109 extending to the right side of the input shaft 110 and integrated with the planetary gear 107; An output shaft having an output shaft gear (111) meshing with the carrier (109); A two-stage inner ring clutch pack 112 arranged on the left side of the retainer 122 and coupled to the retainer 122 with a spline 124; A first-stage outer wheel clutch pack 113 which is arranged on the outer side of the second-stage inner ring clutch pack 112 and is coupled to the inner diameter of the first sub-case 131 of the case 130 by a spline 119; A two-stage piston (102, 103) slidably coupled to an outer diameter surface of a left end portion of the input shaft (110) to press a second-stage inner ring clutch pack (112); A first piston (100) spaced from the outer diameter side of the two-stage pistons (102, 103) to press the first-stage outer ring clutch pack (113); A first-stage pressure port 114 formed in the first sub-case 131 to provide a hydraulic pressure for moving the first-stage piston 105 to the front space of the first-stage piston 105; A two-stage pressure port 115 formed in the second sub-case 132 to provide the hydraulic pressure for moving the two-stage piston 102, 103 to the front space of the two-stage piston 102; Wherein the gear box drive apparatus includes a gearbox,
A first-stage cushion spring 210 for relieving an impact at a first-stage to second-stage shift is disposed between an inner wall surface of the second sub-case 132 and a rear surface of the first-stage piston 100,
Stage shock absorber springs 220 are provided between the back surface of the first piston 102 for the second stage and the finishing plate 133 in the two-stage pistons 102, Wherein the shift shock absorber of the gearbox drive device for a construction equipment is constructed as follows.
The method according to claim 1,
A first-stage oil inflow volume space 212 for backing up the first-stage piston is formed between the first sub-case 131 and the front surface of the first-stage piston 105 so as to be communicable with the first-stage pressure port 114 , A two-stage oil inflow volume space (222) for moving the two-stage piston (102,103) backward is formed between the second sub case (132) and the front surface of the first piston (102) (115) of the gear box (100).
The method of claim 2,
When the oil flows into the first-stage oil inflow volume space 212, the first-stage shock absorber spring 210 is compressed so that the first-stage piston 105 is moved backward and at the same time,
When the oil flows into the second-stage oil inflow volume space (222), the second-stage shock absorber spring (220) is compressed so that the two-stage piston (102,103) Shift shock mitigation device for gearbox drive system.
The method according to claim 1,
Wherein the number of the first-stage cushioning springs (210) and the second-stage cushioning springs (220), or the width, length and turn of the springs are selected according to a desired piston pressure change and a shift shock buffering force Speed shift shock absorber of a drive system.
KR1020140009670A 2014-01-27 2014-01-27 Device for preventing transmission shock of driving device for construction vehicle KR101426261B1 (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
KR1020140009670A KR101426261B1 (en) 2014-01-27 2014-01-27 Device for preventing transmission shock of driving device for construction vehicle
PCT/KR2014/006489 WO2015111808A1 (en) 2014-01-27 2014-07-17 Shift shock reduction device of gearbox drive system for construction vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
KR1020140009670A KR101426261B1 (en) 2014-01-27 2014-01-27 Device for preventing transmission shock of driving device for construction vehicle

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KR101426261B1 true KR101426261B1 (en) 2014-08-05

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