KR20060095045A - Compact transmission preventing a vehicle from moving backward on a slope - Google Patents

Abstract

   The present invention relates to a transmission that can be applied to heavy equipment such as forklifts, excavators, tractors, and special vehicles, as well as to all power vehicles. The forward auxiliary clutch is further formed by a forward auxiliary clutch part formed between the bevel gear and the differential pinion gear. It is possible to prevent the vehicle from being pushed in the downhill direction when the vehicle is shifted after stopping on the slope, and by providing the wet brake means and the parking brake means on the axle housing, the brake system can be used semi-permanently with the extended service life. The present invention relates to a simple structure transmission for preventing uphill slopes, which can be more secured.

   One-Way Bearing, Clutch Part, Differential Pinion Gear, Drive Shaft, Planetary Gear Assembly

Description

   Compact Transmission Preventing A Vehicle From Moving Backward On A Slope

1 is an overall configuration diagram of a transmission filed by the present inventors.

Figure 2 is an overall cross-sectional view of the clutch portion, differential gear portion and reduction gear assembly according to the present invention.

Figure 3 is an enlarged cross-sectional view of the clutch unit, the differential gear unit and the reduction gear assembly according to the present invention.

Figure 4a is a front view of the clutch unit according to the present invention.

Figure 4b is a cross-sectional view of the advance secondary clutch portion in accordance with the present invention.

Figure 5 is an enlarged cross-sectional view of the clutch unit according to the present invention.

Figure 6 is an enlarged cross-sectional view of the clutch unit and the differential gear unit in accordance with the present invention.

Figure 7 is a cross-sectional view showing the connection between the idle gear, the counter gear, the forward drive gear according to the present invention.

Figure 8 is a cross-sectional view of the clutch portion is formed by the auxiliary coupling further forward auxiliary clutch portion according to the present invention.

Figure 9 is a cross-sectional view of the clutch portion formed by the one-way bearing additionally formed in the forward auxiliary clutch portion according to the present invention.

10 is a cross-sectional view showing a power transmission path when hydraulic pressure is supplied to the forward clutch portion in the first embodiment and the second embodiment according to the present invention.

11 is a cross-sectional view showing a power transmission path when hydraulic pressure is supplied to the reverse clutch portion in the first and second embodiments according to the present invention.

12A is a cross-sectional view showing a power transmission path when hydraulic pressure is supplied to the forward clutch portion and the forward auxiliary clutch portion from the clutch portion in the third embodiment including the one-way bearing according to the present invention;

12B is a cross-sectional view showing a power transmission path when hydraulic pressure is supplied only to the forward auxiliary clutch portion from the clutch portion in the third embodiment including the one-way bearing according to the present invention;

FIG. 13 is a sectional view showing a power transmission path when hydraulic pressure is supplied to the reverse clutch portion of the clutch portion in the third embodiment in which the one-way bearing is included according to the present invention; FIG.

14 is a cross-sectional view of a reduction gear assembly for driving a vehicle in a drive shaft according to the present invention;

15 is a cross-sectional view taken along line BB ′ of FIG. 14 and in a schematic operation of the reduction gear assembly according to the present invention;

Figure 16 is a cross-sectional view of the wet brake assembly and the parking brake assembly of the axle assembly according to the present invention.

Explanation of symbols on the main parts of the drawings

11: Bevel Pinion Gear 12: Beveling Gear

13: Spring 14: Clutch part fastening bolt

16: main drive shaft 20: forward clutch

30: forward auxiliary clutch portion 40: reverse clutch portion

21, 31, 41: clutch drum 21 ', 31', 41 ': cylinder

22, 32, 42: friction plate 23, 33, 43: friction disk

24, 34, 44: piston 25: forward coupling

26: forward drive gear 35: one-way bearing outer ring

36: one-way bearing 37: thrust bearing

45, 45 ': Reverse coupling 46: Reverse drive gear

47: children gear 48: first counter gear

49: second counter gear 50: auxiliary coupling

51: first sun gear 52: first planetary gear

53: first ring gear 54: first carrier shaft

51 ': 2nd sun gear 52': 2nd planetary gear

53 ': 2nd ring gear 54': 2nd carrier shaft

61: differential gear case 62: differential pinion gear

63: differential side gear 70: wet brake assembly

71: brake coupling 72: brake friction plate

73: brake friction disk 74: brake piston

75: restoring spring 76: axle housing

80: parking brake assembly 81: parking brake piston

82: spring 100: bevel gear part

200: clutch 300: axle assembly

The present invention relates to a transmission that can be applied to not only heavy equipment such as forklifts and excavators, tractors and special vehicles, but also to all power vehicles. More specifically, an additional auxiliary clutch is formed on the clutch of the transmission to generate a shift at an uphill slope. The present invention relates to a simple structure transmission prevention device for climbing uphill slopes, which has a function of preventing a rolling phenomenon of a vehicle.

On the other hand, if you look at the configuration of the power transmission system applied to the existing forklift, the transmission is installed between the torque converter and the axle shaft together with the clutch, so the length of the engine and the shaft is long, and the vibration and noise generated from the engine are transmitted to the center of the heavy There was a closure sent to the driver's seat in most.

In addition, since the transmission is installed before the bevel gear part for changing the power transmission direction and gear reduction, the shock caused by the shift is excessively generated, which causes a serious problem in the durability of the transmission.

Accordingly, the applicant of the present invention separates the clutch unit from the wheel reduction gear assembly and installs it between the bevel gear and the differential pinion gear so that the bevel gear unit maintains rotation in one direction without changing the rotation direction for shifting, thereby making noise, vibration, or parts. In order to reduce the number and bring weight and cost reduction effect, a simple structure transmission (Korean Patent Application No. 10-2004-02909) installed between the bevel gear part and the differential gear part has been filed.

Referring to the Republic of Korea Patent Application No. 10-2004-02909 with reference to Figure 1, the power generated from the engine of the power vehicle is perpendicular to the bevel gear portion consisting of the bevel pinion gear (1) and the beveling gear (2) The power transmitted to the beveling gear 2 is transmitted to the clutch unit including the forward clutch unit 3 connected at the time of forward movement and the reverse clutch unit 4 connected at the time of backward movement.

In addition, the power transmitted to the clutch unit is transmitted to the differential gear case 10 through the forward clutch unit and the reverse clutch unit, respectively, and the differential gear case is driven through the differential pinion gear 11 'and the differential side gear 12'. The power is transmitted by being connected to the 13 ', and the drive shaft 13' is connected to the reduction gear assembly 14 'to transmit power to drive the vehicle forward or backward.

Meanwhile, the forward clutch portion 3 and the reverse clutch portion 4 each have a cylinder formed inside the clutch drum 7 and the clutch drum, and the piston 5 moves on one side of the cylinder by hydraulic pressure according to the supply of hydraulic oil. A spring 6 is elastically supported on the piston, and the clutch pack 8 is formed to overlap the inner surface of the clutch drum and the outer surface of the coupling 9.

However, the conventional heavy equipment equipped with such a transmission stops using a brake when stopping or climbing on an uphill slope, and stops the hydraulic pressure transmitted to the forward clutch part due to limited engine power and supplies it separately from the engine. The work is carried out by the power that is applied.

In addition, in order to climb the uphill slope again after stopping, hydraulic oil must flow into the forward clutch part to move the piston to pressurize the clutch pack to transmit power to the drive shaft.

  At this time, however, the heavy equipment in the uphill slope is pushed back by the force of gravity while the pressure of the hydraulic oil flowing into the clutch is restored to a pressure sufficient to transfer power to the drive shaft. In order to move the heavy equipment back, the engine power is consumed a lot, the fuel consumption is greatly increased, and the load of the power transmission components is greatly increased, thereby reducing the service life of the transmission.

  The present invention was developed in view of the above circumstances, and the additional auxiliary clutch portion is formed in the conventional clutch portion, and the hydraulic pressure is supplied separately to the forward clutch portion before the hydraulic pressure is cut off when the forward clutch portion is stopped at an uphill slope. Simple structure for preventing uphill ramps, which transmits enough power not to be pushed backwards from an uphill slope, and when the hydraulic pressure is supplied to the forward clutch part while the hydraulic pressure is supplied to the forward auxiliary clutch part at the time of re-starting The purpose is to provide a transmission.

In addition, another object of the present invention is to provide a simple structure transmission for preventing uphill slopes to prevent the phenomena generated when shifting in an uphill slope by inserting a one-way bearing in the forward auxiliary clutch additionally formed in the conventional clutch portion. .

 Transmission of the present invention for achieving the above object, the clutch unit 200 for intermittent the power transmitted from the bevel gear unit 100 connected to the engine rotation shaft of the power vehicle is the forward clutch unit 20 and the reverse clutch unit ( 40, and the forward clutch 20 and the reverse clutch 40 are connected to the forward drive gear 26 and the reverse drive gear 46 through the forward coupling 25 and the reverse coupling 45, respectively. The transmission is coupled to the differential gear unit 60, and in the transmission in which power is sequentially transmitted from the differential gear unit 60 to the main drive shaft 16, the axle assembly and the reduction gear assembly, the clutch unit 200 is advanced Auxiliary clutch portion 30 is additionally formed, one or more friction plates 32 are coupled to the inner circumferential surface of the auxiliary clutch drum 31 of the electric auxiliary auxiliary clutch portion 30, and extend into the auxiliary clutch drum 31. At least one outer peripheral surface of the formed forward coupling 25 The friction disk 33 is coupled, the piston 34 which is supported by the elastic means inside the auxiliary clutch drum 31 is moved by hydraulic pressure to compress the friction plate 32 and the friction disk 33 It is characterized by.

In addition, the clutch unit for intermitting the power transmitted from the bevel gear unit 100 connected to the engine rotation shaft of the power vehicle is composed of the forward clutch unit 20 and the reverse clutch unit 40 and the forward clutch unit 20 and the reverse clutch unit 40 is coupled to the forward drive gear 26 and the reverse drive gear 46 through the forward coupling 25 and the reverse coupling 45, respectively, is connected to the differential gear portion 60 and the differential gear portion ( In the transmission in which power is sequentially transmitted to the main drive shaft 16, the axle assembly, and the reduction gear assembly at 60, the clutch part 200 further includes a forward auxiliary clutch part 30, and the electric auxiliary clutch part. At least one friction plate 32 is coupled to the inner circumferential surface of the auxiliary clutch drum 31 of the 30, and the auxiliary coupling 38 is connected to the forward coupling 25 extending into the auxiliary clutch drum 31. Is formed to be circumscribed, the outer peripheral surface of the auxiliary coupling 38 The friction disk 33 is coupled, and the piston 34 supported by the elastic means in the auxiliary clutch drum 31 is moved by hydraulic pressure to compress the friction plate 32 and the friction disk 33. It is characterized by.

In addition, the forward coupling 25, the auxiliary coupling 38 and the forward drive gear 26 of the forward auxiliary clutch portion 30 is characterized in that the spline-coupled, keyed or screwed.

In addition, the clutch unit 200 for controlling the power transmitted from the bevel gear unit 100 connected to the engine rotation shaft of the power vehicle is composed of a forward clutch unit 20 and a reverse clutch unit 40 and the forward clutch unit 20 And the reverse clutch portion 40 is coupled to the forward drive gear 26 and the reverse drive gear 46 through the forward coupling 25 and the reverse coupling 45, respectively, and is connected to the differential gear portion 60. In the transmission in which power is sequentially transmitted from the differential gear portion 60 to the main drive shaft 16, the axle assembly and the reduction gear assembly, the clutch portion 200 further includes a forward auxiliary clutch portion 30, The reverse coupling 45 'is formed inside the auxiliary clutch drum 31 of the forward auxiliary clutch portion 30, and at least one friction plate 32 is coupled to the inner circumferential surface of the reverse coupling 45'. And the forward coupling 25 extending into the auxiliary clutch drum 31. One-way bearing 36 is inserted into the outer circumferential surface, one or more friction disks 33 are coupled to the outer circumferential surface of the one-way bearing outer ring 35 of the one-way bearing 36, and the elastic means inside the auxiliary clutch drum 31. The supported piston 34 is moved by hydraulic pressure to compress the friction plate 32 and the friction disk 33, and a bearing 37 is inserted between the friction plate 32 and the piston 34. It is characterized by.

In addition, the forward coupling 25 of the forward auxiliary clutch portion 30 is characterized in that each of the forward drive gear 26 is splined or keyed or screwed.

In addition, the reduction gear assembly has a first sun gear 51 coupled to the main drive shaft 16 and the first sun gear 51 is meshed with a plurality of first planetary gears 52 and the plurality of first planetary gears ( 52 is engaged with the first ring gear 53 fixed to the axle assembly 300 and is connected to the first carrier shaft 54 and the first carrier shaft 54 is coupled to the second sun gear 51 '. The second sun gear 51 ′ is meshed with a plurality of second planetary gears 52 ′, and the plurality of second planetary gears 52 ′ are second ring gears 53 ′ fixed to the axle assembly 300. The gear is connected to the second carrier shaft 54 'and the power is decelerally transmitted to the wheel.

In addition, the axle assembly 300 is provided with a wet brake assembly 70 and a parking brake assembly 80 for braking a drive shaft, the wet brake assembly 70 is a spline coupled to the main drive shaft 16 and the brake coupling ( 71 and the brake friction disk 73 coupled to the outer circumferential surface of the brake coupling 71 and the brake friction disk 73 are alternately installed while maintaining a predetermined distance and fixedly coupled to the axle housing 76. With a brake friction plate 72 and a brake piston 74 for pressing the brake friction disk 73 and the brake friction plate 72 by hydraulic pressure and a restoring spring 75 for providing a restoring force to the brake piston 74. The parking brake assembly 80 includes a parking brake piston 81 and a parking brake piston 81 for compressing the brake friction disk 73 and the brake friction plate 72. That consisting of a spring 82 for supporting and providing an elastic force features.

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

2 is a cross-sectional view showing the overall configuration according to the first embodiment of the present invention.

Referring to FIG. 2, the transmission according to the present invention receives power from the bevel gear unit 100 at right angles, shifts through the clutch unit 200, and the differential gear unit 60 connected to the clutch unit 200. The power shifted through) is transmitted to the main drive shaft 16, and the decelerated power is transmitted from the main drive shaft 16 through the axle assembly 300.

FIG. 3 is an enlarged cross-sectional view of the bevel gear unit 100 and the clutch unit 200 in the first embodiment, and FIG. 4A is a front view of the clutch unit 200 of the first embodiment.

Referring to FIG. 3, the bevel gear unit 100 has a bevel pinion gear 11 such that the power of the bevel pinion gear 11 and the bevel pinion gear 11 to which the rotational power generated from the engine is transmitted is transmitted in a right direction. It is made of a beveling gear (12) formed in engagement with.

In addition, the clutch portion 200 is composed of a forward clutch portion 20, the forward auxiliary clutch portion 30 and the reverse clutch portion (40).

The forward clutch unit 20 integrally formed with the beveling gear 12 includes at least one friction plate 22 coupled to the forward clutch drum 21 and the inner circumferential surface of the forward clutch drum 21 and the forward clutch drum 21. ) Is located in the forward coupling 25 and the cylinder 21 ′ formed on one side of the forward clutch drum 21 and one or more friction disks 23 coupled to the outer circumferential surface and connected to the forward clutch drum 21. The piston 24 and the piston 24 which are moved to the left in the cylinder 21 ′ by the hydraulic oil introduced along the flow path 17 to compress the friction plate 22 and the friction disk 23. And elastic means (13 in FIG. 4A) to provide a restoring force.

In addition, the forward auxiliary clutch portion 30 is formed to extend into the auxiliary clutch drum 31 and the at least one friction plate 32 coupled to the inner peripheral surface of the auxiliary clutch drum 31 and the auxiliary clutch drum 31 to the outer peripheral surface. A separate flow path (18 in FIG. 4B) is installed in the forward coupling 25 to which at least one friction disk 33 is coupled and the cylinder 31 'formed at one side of the auxiliary clutch drum 31, and connected to the auxiliary clutch drum 31. A restoring force is applied to the piston 34 and the piston 34 which compress the friction plate 32 and the friction disk 33 by moving the left side from the inside of the cylinder 31 'by the hydraulic fluid introduced along It is composed of an elastic means (14 of Figure 4a) to provide.

In addition, the reverse clutch portion 40 is located in the reverse clutch drum 41 and the at least one friction plate 42 coupled to the inner circumferential surface of the reverse clutch drum 41 and the reverse clutch drum 41, and at least one outer circumferential surface thereof. Hydraulic oil introduced along the flow path 19 connected to the reverse clutch drum 41 and installed in the cylinder 41 'formed at one side of the reverse clutch 45 and the reverse clutch drum 41 to which the friction disk 43 is coupled. Elastic means for providing a restoring force to the piston 44 and the piston 44 which are slid from the inside of the cylinder 41 'to the right to compress the friction plate 42 and the friction disk 43 (FIG. 4a, 14).

Referring to FIG. 4A, the forward clutch 20, the forward auxiliary clutch 30, and the reverse clutch 40, which form the clutch 200, are respectively fastened by bolts 15 to rotate integrally.

On the other hand, in the present embodiment, the spring 13, 14 is used as an elastic means coupled to the bolt body and the spring 13 used for the forward clutch 20 has an elastic force on the friction plate 22 adjacent to the piston 24. To support the piston 24, and a separate spring 14 is attached to the forward auxiliary clutch portion 30 and the reverse clutch portion 40 to the piston 34 and the reverse clutch portion 40 of the forward auxiliary clutch portion 30. An elastic force is applied to the friction plates 32 and 42 adjacent to each of the pistons 44 to simultaneously support the piston of the forward auxiliary clutch portion and the piston of the reverse clutch portion.

However, if the elastic means is to provide an elastic restoring force to the piston, it is possible to have a variety of equivalents in addition to the springs (13, 14), and the installation method may also have various modifications.

4B is a cross-sectional view of the clutch portion showing the flow path 18 to which the hydraulic pressure is separately supplied to the forward auxiliary clutch portion 30.

As shown, a separate flow path 18 is formed in the forward auxiliary clutch unit 30.

5 is an enlarged cross-sectional view illustrating the inside of the clutch unit 200 in the first embodiment.

Referring to FIG. 5, the friction disks 23, 33, 43 and the friction plates 22, 32, and 42 are coupled to the clutch drums 21, 31, 41 and the couplings 25, 45, respectively. Before this supply and the mutual compression by the pistons 24, 34, 44 are provided alternately while maintaining a constant interval.

6 is an enlarged cross-sectional view of the clutch unit 200 and the differential gear unit 60 in the first embodiment.

Referring to FIG. 6, the forward coupling 25 of the forward clutch part 20 extends to the inside of the forward auxiliary clutch part 30, and the friction disk 23 of the forward clutch part 20 is formed. The friction disc 33 of the forward auxiliary clutch portion 30 is coupled to the outer circumferential surface of the forward coupling 25, respectively.

In addition, the forward coupling 25 is preferably splined with the forward drive gear 26.

Accordingly, the forward coupling 25 and the forward drive gear 26 rotate integrally, and the forward drive gear 26 is also bolted to the differential gear case 61 to rotate integrally.

In addition, the differential pinion gear 62 coupled with the differential gear case 61 to rotate together is engaged with the differential side gear 63 and the differential side gear 63 is splined to the main drive shaft 16 to rotate integrally.

That is, the forward drive gear 26, which rotates integrally with the differential gear case 61, transfers the power transmitted through the forward coupling 25 through the differential pinion gear 62 and the differential side gear 63 to the main drive shaft 16. ).

In the reverse coupling 45 of the reverse clutch portion 40, the friction disk 43 is coupled to the outer circumferential surface, and is splined to the reverse drive gear 46.

FIG. 7 is a cross-sectional view taken along line AA ′ of FIG. 6 and a schematic diagram illustrating a gear connection relationship between an idle gear 47 and a first counter gear 48 and a second counter gear 49 engaged with the reverse drive gear 46. It is a block diagram.

Referring to FIG. 7, when the reverse drive gear 46 rotates clockwise, the idle gear 47 meshed with the reverse drive gear 46 rotates counterclockwise and engages with the idle gear 47. The first counter gear 48 and the second counter gear 49 integrally formed with the first counter gear 48 rotate in a clockwise direction.

In addition, the forward drive gear 26 meshed with the second counter gear 49 rotates counterclockwise, and the differential gear case 61 fastened with the forward drive gear 26 by bolts also rotates counterclockwise and differentially. The differential pinion gear 62, which is coupled to the gear case 61 and rotates together, rotates counterclockwise.

Therefore, as the main drive shaft 16 spline-coupled with the differential side gear 63 is also rotated counterclockwise, the counterclockwise rotational force is transmitted to the main drive shaft 16 so that the vehicle reverses.

8 is an enlarged cross-sectional view of only the clutch unit 200 used in the second embodiment of the present invention.

Referring to FIG. 8, the auxiliary coupling 38 is further formed by being splined to the outer circumferential surface of the forward coupling 25 extending into the forward auxiliary clutch portion 30, and the friction disk 33 is the auxiliary disk. It is coupled to the outer circumferential surface of the coupling 38.

9 is a cross-sectional view of the clutch portion 200 used in the third embodiment of the present invention.

Referring to FIG. 9, the reverse coupling 45 ′ is extended into the forward auxiliary clutch portion 30, and the friction plate 32 is coupled to the inner circumferential surface of the reverse coupling 45 ′.

In addition, the one-way bearing 36 is inserted into the outer peripheral surface of the forward coupling 25 extending into the forward auxiliary clutch portion 30 is installed.

And the one-way bearing outer ring 35 is formed on the outer circumferential surface of the one-way bearing 36 and the friction disk 33 is coupled to the outer circumferential surface of the one-way bearing outer ring 35.

On the other hand, the one-way bearing 36 is a mechanical element used where the rotational speed or torque is transmitted only in one rotational direction, and both sliding bearings and rolling bearings or their equivalents are applicable, and in the embodiment of the present invention, the sprag Bearing was adopted.

Referring to the operation of the transmission according to the present invention configured as described above are as follows.

FIG. 10 is a cross-sectional view showing, by arrows, a path through which power of the engine is transmitted in the forward direction in the first and second embodiments.

Referring to FIG. 10, the power of the engine is transmitted to the beveling gear 12 through the bevel pinion gear 11 and then to the clutch unit 200 integrally formed with the beveling gear 12.

On the other hand, since the power of the engine is transmitted in the form of rotational force, in the present embodiment, the bevel pinion gear 11 rotates in a clockwise direction to transmit power and the beveling gear 12 meshed with the bevel pinion gear 11 also watches. Power is transmitted to the clutch unit 200 while rotating in the direction.

Therefore, since the clutch unit 20 integrally coupled with the beveling gear 12 always rotates in the clockwise direction, the friction plates 22, 32, and 42 coupled with the clutch drums 21, 31, and 41 are also watched. Direction of rotation.

In addition, since the friction disks 23, 33, and 43 coupled to the couplings 25 and 45 located inside the clutch unit 200 maintain a predetermined distance from the friction plates 22, 32 and 42, the clutch drum 21 , 31 and 41 are not transmitted to the forward drive gear 26 or the reverse drive gear 46 through the couplings 25 and 45 to maintain the idle state.

However, when hydraulic pressure is supplied to the forward clutch 20, the piston moves to compress the friction plate 22 and the friction disk 23, so that the rotational force of the forward clutch drum 21 is transmitted to the forward coupling 25 and the forward coupler. The ring 25 is rotated clockwise.

In addition, since the forward drive gear 26 is splined to the forward coupling 25, the differential gear case 61 is rotated clockwise together with the forward coupling 25 and bolted to the forward drive gear 26. ) Is also rotated clockwise to transmit power.

As the differential pinion gear 62 integrally formed with the differential gear case 61 is rotated in the clockwise direction, the differential side gear 63 is rotated in the clockwise direction, and the main drive shaft 16 spline-coupled with the differential side gear 63. ) Rotates clockwise to advance the vehicle.

On the other hand, in the present embodiment, the hydraulic pressure is supplied together to the forward clutch portion 20 and the forward auxiliary clutch portion 30 when the vehicle is driven in the forward direction and only to the reverse clutch unit 40 when the vehicle is driven in the reverse direction.

In addition, when hydraulic pressure is supplied to the forward auxiliary clutch unit 30, the piston 34 installed in the cylinder 36 formed on one side of the auxiliary clutch drum 31 is moved to the left to move the friction plate 32 and the friction disk 33. Press to transmit power to the forward coupling (25).

Therefore, the hydraulic power is supplied to the forward auxiliary clutch unit 30 and the power transmitted to the forward coupling 25 is the same as the case where the hydraulic pressure is supplied to the forward clutch unit 20 and the forward drive gear 26 and the differential gear unit ( 60 is transmitted to the main drive shaft 16 through the vehicle has a driving force in the forward direction.

On the other hand, in order to stop the heavy equipment, especially the forklift on the uphill slope, the power transmission to the main drive shaft (16) must be interrupted. Therefore, the supply of hydraulic oil to the forward clutch unit (20) is stopped and the vehicle is stopped by the brake and the engine power is applied. It is then supplied to the machine element on which the work is to be carried out via another route.

When the work is completed, the hydraulic power is supplied to the forward clutch 20 again to transfer power to the main coaxial shaft 16 and release the brake to advance the vehicle.

On the other hand, in the uphill slope, the gravity component corresponding to the downhill direction of gravity among the gravity components corresponding to the vehicle's own weight always acts as an external force. Until then, a phenomenon in which the vehicle is temporarily pushed downhill occurs.

However, in this embodiment, in order to perform a smooth operation in a state in which the vehicle is stopped on an uphill slope, the vehicle is braked by the brake and at the same time, hydraulic pressure is supplied to the forward auxiliary clutch unit 30, and in this state, the forward clutch unit 20 Remove the hydraulic pressure supplied to).

Therefore, the vehicle does not move forward on an uphill slope, but due to the power transmitted by the forward auxiliary clutch unit 30, the main drive shaft 16 maintains the rotational force in the forward direction while simultaneously operating the brake to maintain a stopped state on the uphill slope. .

After the stop operation is performed, the vehicle is pushed in the downhill direction due to the driving force by the hydraulic pressure supplied to the forward auxiliary clutch unit 30 and the braking force of the brake even when sufficient hydraulic pressure is formed by supplying the hydraulic pressure to the forward clutch unit 20 again. It proceeds smoothly in the forward direction.

FIG. 11 is a sectional view showing a power transmission state when hydraulic pressure is supplied to the reverse clutch unit 40 in the first embodiment and the second embodiment.

Referring to FIG. 11, the clockwise engine power transmitted from the bevel gear unit 100 is transmitted to the clutch drum of the clutch unit 200.

The hydraulic pressure supplied to the reverse clutch portion 40 moves the piston 44 to squeeze the friction plate of the reverse clutch drum 41 and the friction disk of the reverse coupling 45 and the reverse coupler from the reverse clutch drum 41. As the power is transmitted to the ring 45, the reverse coupling 45 is rotated clockwise.

In addition, when the reverse coupling 45 rotates in the clockwise direction, the reverse drive gear 46 coupled to the reverse coupling 45 spline rotates clockwise, and the idle gear 47 engaged with the reverse drive gear 46 is Rotate counterclockwise.

When the idle gear 47 rotates counterclockwise, the first counter gear 48 and the second counter gear rotate clockwise, and the forward drive gear 26 meshed with the second counter gear 49 counterclockwise. Direction and spline coupled differential gear case 61 is rotated in the counterclockwise direction and the main drive shaft 16 spline coupled with the differential side gear (63) and differential side gear (63). This counterclockwise rotation causes the vehicle to be driven in the reverse direction.

12A is a cross-sectional view of the power transmission path when the hydraulic pressure is supplied to the forward clutch portion in the clutch unit 200 including the one-way bearing 36 according to the third embodiment of the present invention as an arrow.

On the other hand, unlike the first embodiment and the second embodiment, in the third embodiment, the hydraulic pressure is supplied to the forward clutch 20 and the forward auxiliary clutch unit 30 at the same time.

When hydraulic pressure is supplied to the forward clutch 20, the piston 24 of the forward clutch 20 compresses the friction plate 22 and the friction disk 23, and the forward coupling coupled to the friction disk 23. Power 25 is transmitted to the forward drive gear 26 by rotating clockwise.

In addition, the forward drive gear 26 spline-coupled with the forward coupling 25 transmits the received clockwise rotational force to the differential gear part 60 and the differential gear part 60 rotates in the clockwise direction, thereby maintaining the main drive shaft 16. ) Rotates clockwise to drive the vehicle forward.

Meanwhile, the second counter gear 49 engaged with the forward drive gear 26 rotates counterclockwise, and the first counter gear 48 integrally formed with the second counter gear 49 also rotates counterclockwise. .

In addition, the idle gear 47 meshed with the first counter gear 48 rotates clockwise, and the reverse drive gear 46 meshed with the idle gear 47 rotates in a counterclockwise direction. 46 and spline coupled reverse coupling 45 'is rotated counterclockwise.

That is, when hydraulic pressure is supplied to the forward clutch 20, the clockwise rotational force is transmitted to the main drive shaft 16 through the forward coupling 25 and the forward drive gear 26, and at the same time, the clockwise direction of the forward drive gear 26. Since the rotational force is transmitted to the reverse coupling 45 through the second counter gear 49, the first counter gear 48, the idle gear 47, and the reverse drive gear 46 meshed with the forward drive gear 26. Thus, the reverse coupling 45 'rotates counterclockwise.

On the other hand, when the hydraulic pressure is supplied to the forward clutch portion 20 at the same time, the hydraulic pressure is also supplied to the forward auxiliary clutch portion 30, so that the piston 34 which rotates in the clockwise direction together with the auxiliary clutch drum 31 is the reverse coupling 45 A thrust bearing 37 is inserted between the piston 34 and the friction plate 32 to squeeze the friction plate 32 which is coupled to the inner circumferential surface of the ') and rotates counterclockwise.

 Therefore, when hydraulic pressure is supplied to the forward clutch portion 20 and the forward auxiliary clutch portion 30, the piston 34 of the auxiliary clutch drum 31 is moved to move the thrust bearing 37, and the thrust bearing 37 moves backward. The friction plate 32 coupled to the coupling inner circumferential surface and the friction disk 33 coupled to the outer circumferential surface of the one-way bearing outer ring 35 are compressed.

That is, the one-way bearing outer ring and the reverse coupling are integrally rotated counterclockwise, while the forward coupling is rotated clockwise to move the vehicle forward.

On the other hand, in addition to the thrust bearing 37, a variety of equivalent substitutes capable of transmitting a force in the axial direction while offsetting the relative rotational movement is of course applicable.

The one-way bearing 36 is inserted between the one-way bearing outer ring 35 and the forward coupling 25 so that the one-way bearing outer ring 35 rotates only in a counterclockwise direction relative to the forward coupling 25. Is installed.

  12B is a cross-sectional view of the power transmission path when the hydraulic pressure is supplied only to the forward auxiliary clutch portion 30 in the clutch portion 200 including the one-way bearing 36 according to the third embodiment of the present invention. to be.

The hydraulic pressure is supplied to the forward auxiliary clutch unit 30 only when the vehicle stops on an uphill slope to perform work. The brake is operated and the hydraulic supply of the forward auxiliary clutch unit 30 is maintained as it is. Only the hydraulic pressure supplied to the clutch unit 20 is cut off.

At this time, the clutch unit 200 continues to rotate in the clockwise direction by receiving power, and as the hydraulic pressure is removed from the forward clutch unit 20, power is not transmitted to the forward coupling 25, and the vehicle is stopped and the main drive shaft 16 is stopped. ), The forward coupling 25 does not rotate.

In addition, since the forward coupling 25 does not rotate, it is connected through the forward drive gear 26 through the differential gear unit 60, the counter gears 48 and 49, the idle gear 47 and the reverse drive gear 46. Therefore, the reverse coupling 45 ', which rotates like the forward coupling 25, also does not rotate.

However, even when the clutch unit 200 is in a state in which the power is transmitted from the bevel gear unit 100 and rotates in the clockwise direction, when the hydraulic pressure is supplied to the forward auxiliary clutch unit 30, the piston is connected to the auxiliary clutch drum 31. The friction disk 33 coupled to the outer circumferential surface of the friction plate 32 and the one-way bearing outer ring 35, which are coupled to the inner circumferential surface of the reverse coupling 45 'through the thrust bearing 37 while rotating clockwise together, Squeeze.

That is, when the vehicle is stopped on an uphill slope, the forward coupling 25 does not rotate as described above, and the friction plate 33 of the reverse coupling 45 'and the friction disk 33 of the one-way bearing outer ring 35 are not rotated. As the one-way bearing outer ring 35 does not rotate as it is compressed to maintain a stopped state.

Accordingly, the one-way bearing 36 stops the one-way bearing without rotational movement together with the forward coupling 25 and the friction plate 32 of the backward coupling 45 ', which move together with the main drive shaft 16, as described above. It is inserted between the outer ring 35 to restrain the anti-clockwise rotation of the main drive shaft 16, thereby preventing the vehicle from being pushed back.

13 is a cross-sectional view illustrating a path through which power is transmitted to the reverse clutch unit 40 according to the third embodiment of the present invention.

Referring to FIG. 13, when hydraulic pressure is supplied to the rotating reverse clutch unit 40, the piston 44 in the reverse clutch drum 41 is moved to squeeze the friction plate 42 and the friction disk 43 and the reverse coupler. Clockwise rotational force is transmitted to the ring 45 '.

In addition, the backward drive gear 46 spline-coupled with the reverse coupling 45 'also rotates clockwise, and the idle gear 47 engaged with the reverse drive gear 46 rotates counterclockwise, and the idle gear ( 47 is engaged with the second counter gear 49 and the first counter gear 48 is rotated in the clockwise direction.

The forward drive gear 26 meshed with the first counter gear 48 is rotated counterclockwise so that the differential gear case 61 and the differential pinion gear 62 are spline-coupled with the forward drive gear 26. The main drive shaft 16 coupled to the differential pinion gear 62 and the spline rotates in the counterclockwise direction, so that the vehicle reverses.

14 is a cross-sectional view of the reduction gear assembly 50 connected to the main drive shaft 16 to drive a vehicle.

Here, the planetary gear assembly is shown as the reduction gear assembly, but the reduction gear assembly is not necessarily limited to the planetary gear assembly. There may be various variations, including general gear reduction, for deceleration, and these simple variations are obvious to those skilled in the art and are therefore within the scope of this right.

The reduction gear assembly 50 is for driving the vehicle by decelerating the power of the main drive shaft 16 at a ratio of about 13: 1, and the rotation of the main drive shaft 16 is a first sun gear splined to the main drive shaft. Delivered to 51.

In addition, the first sun gear 51 is meshed with a plurality of first planetary gears 52 and the plurality of first planetary gears 52 are first ring gears 53 fixedly coupled to a housing of the axle assembly 50. It is engaged with the inner side of, the central rotation shaft 55 of the first planetary gear 52 is integrally coupled with the first carrier shaft (54).

Therefore, the engine rotation input to the first sun gear 51 is first decelerated by the plurality of first planetary gears 52 and output through the first carrier shaft 54.

The first carrier shaft 54 is splined with the second sun gear 51 'to transmit the first reduced rotation, and the second sun gear 51' is meshed with a plurality of second planetary gears 52 '. The plurality of second planetary gears 52 'are engaged with the inside of the second ring gear 53' fixed to the housing of the axle assembly 50, and the central rotation shaft 55 'of the second planetary gear 52' is engaged. ) Is integrally coupled with the second carrier shaft 54 '.

In other words, the engine rotation input to the second sun gear 51 through the first carrier shaft 54 is secondly decelerated by the plurality of second planetary gears 52 'and outputted through the second carrier shaft 54. The wheel of the vehicle is driven by the rotational force.

Meanwhile, in the present embodiment, the first ring gear 53 and the second ring gear 53 'are integrally manufactured so that the first planetary gear 52 and the second planetary gear 52' may be engaged with each other. Although formed, the first ring gear 53 and the second ring gear 53 'may be manufactured separately and fastened with bolts.

FIG. 15 is a cross-sectional view and a perspective view taken along line BB 'of FIG. 14 in which the sun gears 51 and 51' integrally formed with the drive shaft 16 are decelerated by a plurality of planetary gears 52 and 52 'and ring gears 53 and 53'. .

That is, the planetary gears 52 and 52 'of the plurality of planetary gears 55 and 55' are integrally formed with the carrier shafts 54 and 54 'to transmit power to the wheels according to the revolution of the planetary gears.

FIG. 16 is a cross-sectional view of a brake assembly composed of a wet brake assembly 70 for braking the rotation of the main drive shaft 16 and a parking brake assembly 80 for braking the rotation of the main drive shaft during parking.

The wet brake assembly 70 is fixedly coupled to the brake coupling 71 coupled to the main drive shaft and the brake friction disk 72 and the axle housing 76 coupled to the outer circumferential surface of the brake coupling 71. Brake piston 74 and the brake piston for pressing the brake friction disk 73 and the brake friction plate 72 by hydraulic pressure and the brake friction plate 73 alternately installed while maintaining a predetermined distance with the brake friction disk. 74, a restoring spring 75 that provides restoring force.

Accordingly, the brake coupling 71 splined to the main driving shaft 16 by the rotation of the main driving shaft 16 when the vehicle is driven rotates together with the main driving shaft 16 and is formed on the outer circumferential surface of the brake coupling 71. The combined brake disc 73 also rotates.

However, when hydraulic pressure is supplied to the brake piston 74 during braking of the vehicle, the brake piston 74 moves to the left to rotate the brake friction plate 72 fixed to the axle housing 76 and the rotating brake friction disk 73. The compression of the brake friction disk 73 is restricted, and the vehicle is stopped.

In addition, the parking brake assembly 80 is provided with an elastic force to the parking brake piston 81 and the parking brake piston 81 for compressing the brake friction disk 73 and the brake friction plate 72 to support the spring (82) )

On the other hand, when the vehicle moves, the hydraulic brake piston 81 is supplied with hydraulic pressure so that the parking brake piston 81 moves to the left so that the brake friction disk 73 and the brake friction plate 72 are not compressed. The brake friction disk 73 and the brake friction plate 72 are compressed by the elastic force of the spring 82.

As described above, the transmission of the present invention additionally forms a forward auxiliary clutch portion 30 in the clutch portion and is separated from the forward clutch portion 20 before the hydraulic pressure is interrupted to the forward clutch portion 20 when stopped at an uphill slope. As the hydraulic pressure is supplied, the power is transmitted in the forward direction so as not to be pushed backwards from the uphill slope, and the hydraulic pressure is supplied to the forward clutch unit 20 in the state where the hydraulic pressure is supplied to the forward auxiliary clutch unit 30 at the time of restarting. Shift shocks can be significantly reduced.

In addition, by inserting the one-way bearing between the forward auxiliary clutch portion 30 and the forward drive gear 26 connected to the main drive shaft 16 in the forward auxiliary clutch portion 30 formed in addition to the jungle phenomenon generated when the shift in the uphill slope. It can be prevented fundamentally.

In addition, the conventional brake is mainly used for the drum brake, while the present invention is equipped with the wet brake assembly 70 and the parking brake assembly 80 in the axle housing parking brake is automatically operated when the engine is abnormally stopped while driving. As the vehicle is braked, the safety is greatly increased and provides a brake system that can be used semi-permanently, and also provides the effect that stability can be more secured during parking.

Claims (7)

The clutch unit 200 which intercepts the power transmitted from the bevel gear unit 100 connected to the engine rotation shaft of the power vehicle is composed of the forward clutch unit 20 and the reverse clutch unit 40 and the forward clutch unit 20 and The reverse clutch portion 40 is coupled to the forward drive gear 26 and the reverse drive gear 46 through the forward coupling 25 and the reverse coupling 45, respectively, and is connected to the differential gear portion 60. In the transmission in which power is sequentially transmitted from the synchronous gear unit 60 to the main drive shaft 16, the axle assembly and the reduction gear assembly, The clutch auxiliary part 200 is further formed with a forward auxiliary clutch portion 30, At least one friction plate 32 is coupled to the inner circumferential surface of the auxiliary clutch drum 31 of the electric power assist clutch portion 30, At least one friction disk 33 is coupled to an outer circumferential surface of the forward coupling 25 extending into the auxiliary clutch drum 31,   Simple structure for preventing uphill incline rolling, characterized in that the piston 34 supported by the elastic means in the auxiliary clutch drum 31 is moved by hydraulic pressure to compress the friction plate 32 and the friction disk 33. Transmission. The clutch unit which intercepts the power transmitted from the bevel gear unit 100 connected to the engine rotation shaft of the power vehicle is composed of the forward clutch unit 20 and the reverse clutch unit 40 and the forward clutch unit 20 and the reverse clutch unit ( 40 is respectively connected to the forward drive gear 26 and the reverse drive gear 46 through the forward coupling 25 and the reverse coupling 45 is connected to the differential gear portion 60 and the differential gear portion 60 In the transmission in which power is sequentially transmitted from the main drive shaft (16), the axle assembly and the reduction gear assembly, The clutch auxiliary part 200 is further formed with a forward auxiliary clutch portion 30, At least one friction plate 32 is coupled to the inner circumferential surface of the auxiliary clutch drum 31 of the electric power assist clutch portion 30, The auxiliary coupling 38 is formed to be external to the forward coupling 25 extending into the auxiliary clutch drum 31. The friction disk 33 is coupled to the outer circumferential surface of the auxiliary coupling 38, Simple structure for preventing uphill incline rolling, characterized in that the piston 34 supported by the elastic means in the auxiliary clutch drum 31 is moved by hydraulic pressure to compress the friction plate 32 and the friction disk 33. Transmission. The method of claim 2, The forward coupling 25, the auxiliary coupling 38, and the forward drive gear 26 of the forward auxiliary clutch part 30 are splined, keyed, or screwed, respectively. Simple structure transmission for prevention. The clutch unit 200 which intercepts the power transmitted from the bevel gear unit 100 connected to the engine rotation shaft of the power vehicle is composed of the forward clutch unit 20 and the reverse clutch unit 40 and the forward clutch unit 20 and The reverse clutch portion 40 is coupled to the forward drive gear 26 and the reverse drive gear 46 through the forward coupling 25 and the reverse coupling 45, respectively, and is connected to the differential gear portion 60. In the transmission in which power is sequentially transmitted from the synchronous gear unit 60 to the main drive shaft 16, the axle assembly and the reduction gear assembly, The clutch auxiliary part 200 is further formed with a forward auxiliary clutch portion 30, The backward coupling 45 'is formed inside the auxiliary clutch drum 31 of the forward auxiliary clutch part 30, At least one friction plate 32 is coupled to the inner circumferential surface of the reverse coupling 45 ', A one-way bearing 36 is inserted into and formed on an outer circumferential surface of the forward coupling 25 extending into the auxiliary clutch drum 31. At least one friction disk 33 is coupled to the outer circumferential surface of the one-way bearing outer ring 35 of the one-way bearing 36, The piston 34 supported by the elastic means in the auxiliary clutch drum 31 is moved by hydraulic pressure to compress the friction plate 32 and the friction disk 33, A simple structure transmission for preventing uphill ramps, characterized in that a bearing (37) is inserted between the friction plate (32) and the piston (34). The method of claim 4, wherein The forward coupling 25 of the forward auxiliary clutch portion 30 is splined or keyed or screwed with the forward drive gear 26 respectively, characterized in that the uphill slope prevention prevention of transmission. The method according to claim 2 or 4, The reduction gear assembly has a first sun gear 51 coupled to the main drive shaft 16 and the first sun gear 51 meshes with a plurality of first planetary gears 52 and the plurality of first planetary gears 52. ) Is engaged with the first ring gear 53 fixed to the axle assembly 300 and is connected to the first carrier shaft 54. The first carrier shaft 54 is coupled to the second sun gear 51 ′. The second sun gear 51 'is meshed with the plurality of second planetary gears 52' and the plurality of second planetary gears 52 'are connected to the second ring gear 53' fixed to the axle assembly 300. Simple structure transmission for preventing uphill ramps, characterized in that the power is decelerally transmitted to the wheels while being engaged with the second carrier shaft (54 '). The method according to claim 2 or 4, The axle assembly 300 is provided with a wet brake assembly 70 and a parking brake assembly 80 for braking the drive shaft, The wet brake assembly 70 includes a brake coupling 71 splined to the main drive shaft 16, a brake friction disk 73 coupled to an outer circumferential surface of the brake coupling 71, and the brake friction disk 73. And alternately installed while maintaining a predetermined interval and the brake piston plate fixed to the axle housing 76 and the brake piston for pressing the brake friction disk 73 and the brake friction plate 72 by hydraulic pressure ( 74 and the restoring spring 75 providing restoring force to the brake piston 74, The parking brake assembly 80 provides a spring braking piston 81 for compressing the brake friction disk 73 and the brake friction plate 72 and a spring 82 providing elastic force to the parking brake piston 81. Simple structure transmission for preventing uphill slopes, characterized in that consisting of.

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