KR20120069181A - Device for jointing between transmission and driving axle of forklift and construction vehicle - Google Patents

Device for jointing between transmission and driving axle of forklift and construction vehicle Download PDF

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Publication number
KR20120069181A
KR20120069181A KR1020100130612A KR20100130612A KR20120069181A KR 20120069181 A KR20120069181 A KR 20120069181A KR 1020100130612 A KR1020100130612 A KR 1020100130612A KR 20100130612 A KR20100130612 A KR 20100130612A KR 20120069181 A KR20120069181 A KR 20120069181A
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South Korea
Prior art keywords
axle
shaft
transmission
drive
driving
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KR1020100130612A
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Korean (ko)
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KR101184639B1 (en
Inventor
황광진
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현대티앤에이(주)
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/06—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/22—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or type of main drive shafting, e.g. cardan shaft
    • B60K17/24—Arrangements of mountings for shafting
    • E—FIXED CONSTRUCTIONS
    • E02—HYDRAULIC ENGINEERING; FOUNDATIONS; SOIL SHIFTING
    • E02F—DREDGING; SOIL-SHIFTING
    • E02F9/00—Component parts of dredgers or soil-shifting machines, not restricted to one of the kinds covered by groups E02F3/00 - E02F7/00
    • E02F9/20—Drives; Control devices
    • E02F9/202—Mechanical transmission, e.g. clutches, gears

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)
  • Mining & Mineral Resources (AREA)
  • Civil Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Structural Engineering (AREA)

Abstract

PURPOSE: A power transmission connecting device for a for the forklift truck or a construction machinery vehicle is provided to reduce manufacturing cost removing the structure change of a transmission through adjusting the center of an axle input shaft for a drive pinion shaft while changing drop distance. CONSTITUTION: A power transmission connecting device for a for the forklift truck or a construction machinery vehicle comprises a transmission(20), a driving axle(30), a drive pinion shaft(32), and an axle input shaft(14). The driving axle is connected to the output shaft of the transmission. The axis of the drive pinion shaft and the axle driving shaft(36) of the driving axle are come into line. The drive pinion shaft is connected to the axle driving shaft and a driven ring gear(34). The axle input shaft is connected to a output shaft(24). The axle input shaft is arranged in one reduction gear cover(40).

Description

Device for jointing between transmission and driving axle of forklift and construction vehicle}

The present invention relates to a power transmission connection device of a driving axle for forklifts and construction equipment vehicles, and more specifically, by separately installing the axle input shaft and the drive pinion driving shaft, it is flexible to change the drop distance between the engine and the driving axle or transmission and the driving axle. The present invention relates to a power transmission connecting device for driving axles for forklifts and construction equipment vehicles.

In general, referring to Figures 6 and 10 attached to the power train configuration of the forklift and construction equipment vehicle, the engine (10) and the output of the engine 10 by driving speed or driving direction It is configured to include a transmission 20 for switching and a drive axle 30 connected to the output shaft of the transmission 20 to perform actual driving.

In particular, in the case of forklifts and construction equipment vehicles, since the output of the engine is constant, the gearbox driving device, which is a transmission for changing the driving direction or changing the driving speed, is essentially installed. Power is transmitted to the driving axle according to the shift.

7 to 9, the drive pinion shaft 32 connected to the output shaft 24 of the transmission 20 serves as an axle input shaft, and the drive pinion shaft 32 is a driven ring gear ( 34 is connected to the axle drive shaft 36 so as to enable power transmission.

On the other hand, according to the powertrain arrangement design described above, a design in which a drop distance (A: DROP DISTANCE) only occurs may be required.

The drop distance is a vertical step of the engine drive shaft center 12 and the axle drive shaft 36 center, that is, the input shaft 22 of the transmission 20 and the output shaft (as indicated by "A" in FIGS. 6 and 9). 24) It refers to the case where there is a vertical distance between them.

At this time, since the drive pinion shaft 32 also serves as an axle input shaft, it can be seen that the axle input shaft center and the drive pinion shaft center are the same.

This conventional powertrain configuration has the following problems.

1) When the power train design needs to change the drop distance A, which is the distance between the center of the engine drive shaft 12 and the axle drive shaft 36, the drop distance between the engine drive shaft center 12 and the drive pinion shaft 32 is also the same. Since this can only be adjusted, there is a problem that only the structure of the transmission can be changed in order to change the drop distance.

In particular, when the drop distance is changed, the vertical distance between the input shaft 22 and the output shaft 24 of the transmission 20 should be changed in the same manner, so that the shape and material of the transmission case and the housing are changed during the transmission configuration, and the gears therein. There is a problem that too much development costs due to excessive structural changes, such as changing the column.

2) As shown in Fig. 7, in the prior art, the reduction gear ratio of the axle without a longitudinal reduction gear is determined by the drive pinion shaft 32 and the driven ring gear 34, so that when the gear ratio is changed or various gear ratios are required, complicated gears in the transmission are required. There are problems that can only be addressed by changing the heat or changing the drive pinions and driven ring gears, which are the bevel gear sets.

In particular, when the gear train of the transmission is complicated, or when the bevel gear set is changed, excessive development costs are required and the related case structure of the transmission is also changed, resulting in an increase in development costs and difficulty in managing parts.

3, as shown in FIG. 10, the oil joint 38 for connecting to the output shaft 24 of the transmission 20 is directly connected to the input flange 37 of the drive pinion shaft 32. 32, the protruding length is long, causing the distance between the center of the transmission 20 and the axle drive shaft 36 to be farther away, and the volume of the transmission and the engine room increases, thereby increasing the radius of rotation of the vehicle.

The present invention has been made to solve the above problems, by engaging the axle input shaft that is coaxially adjusted with the transmission output shaft to the drive pinion shaft forming the same center as the axle drive shaft by connecting to the drive pinion shaft to transmit power. It is necessary to adjust only the axle input shaft center for the drive pinion shaft when the drop distance is changed, so that the transmission transmission device of the driving axle for forklifts and construction equipment vehicles can be greatly reduced because there is no need to change the transmission structure. have.

Another object of the present invention is to place the reduction gear set between the output shaft of the transmission and the drive pinion shaft, and only if the speed ratio of the reduction gear set needs to be changed, so it is not necessary to change the gear train of the complicated transmission, There is no need to develop separately, so that the structure and parts of the powertrain can be simplified and the development cost can be greatly reduced.

It is another object of the present invention to reduce the distance between the output shaft of the transmission and the driving axle center by connecting the oil joint for connection with the output shaft of the transmission to the flange of the axle input shaft having a short projecting length rather than the drive pinion. And since it is possible to minimize the wheelbase of the vehicle at the same time to reduce the volume of the engine room, there is a point to make it easier to turn in a narrow space by reducing the radius of rotation of the vehicle.

In order to achieve the above object, the present invention provides a power transmission connection device for a forklift and a construction equipment vehicle driving axle including a driving axle connected for driving on an output side of an engine and a transmission, the axle driving shaft of the driving axle and Drive pinion shaft connected to the axle drive shaft and driven gear forming the same center and the axle input shaft connected to the output shaft of the transmission in parallel arranged in one reduction gear cover, the axle input shaft around the drive pinion shaft is 360 It provides a power transmission connection device for driving axles for forklifts and construction equipment vehicles, characterized in that it can be rotated ° position.

Preferably, the reduction gear cover includes a first cover body covering the drive pinion shaft and a second cover body covering the axle input shaft cover body integrally formed with each other, and the carrier case and the bolt of the driving axle through the reduction spacer. Characterized in that the mounting.

More preferably, by rotating the second cover body about the first cover body of the reduction gear cover after removing the bolt, it is possible to adjust the position of the axle input shaft in the second cover body to a desired position within a 360 ° range. It features.

In addition, the drive pinion shaft and the axle input shaft may be equipped with a first reduction gear and a second reduction gear as a reduction gear set.

In addition, in order to minimize the distance between the transmission and the drive axle, an oil joint for connection with the output shaft of the transmission is characterized in that it is mounted on the flange of the axle input shaft.

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

According to the present invention, the drive pinion shaft forming the same center as the axle drive shaft and the axle input shaft which is angle-adjustable to form the same center as the transmission output shaft center according to the drop distance are arranged in parallel in one case, so that the drive when the drop distance is changed Only the axle input shaft center can be adjusted in the same way as the transmission output shaft centering on the pinion shaft, so that the development cost can be greatly reduced because there is no need to change the transmission case structure.

In particular, since only the speed ratio of the reduction gear set including the first reduction gear of the axle drive shaft connected to the transmission output side and the second reduction gear of the drive pinion shaft connected to the driving axle side needs to be changed, the gear train of the complex transmission and the existing There is no need to develop a separate set of bevel gears to reduce the speed, thus simplifying the structure and parts of the powertrain, while further reducing development costs.

In addition, by connecting the oil joint for connection with the output shaft of the transmission to the flange of the short axle input shaft, not the drive pinion, the distance between the output shaft of the transmission and the driving axle center can be reduced, thereby reducing the volume of the transmission and engine room. Since it is possible to minimize the wheelbase of the vehicle at the same time, the turning radius of a construction equipment vehicle such as a forklift can be reduced, making it easier to turn in a narrow space.

1 is a power transmission connection device of a driving axle for a forklift and a construction equipment vehicle according to the present invention, the front view of the driving axle from the transmission side;
2 is a sectional view taken along the line AA in Fig. 1,
3 is an enlarged view illustrating main parts of FIG. 2;
FIG. 4 is a view as viewed from the direction B of FIG. 3, illustrating an axle input shaft in which angles are changed according to a drop distance;
5 is a power transmission connection device of a driving axle for a forklift and construction equipment vehicle according to the present invention, illustrating a connection structure between a transmission and an axle input shaft;
6 is a schematic diagram showing an arrangement structure and a drop distance between an engine, a transmission, and a driving axle;
7 is a cross-sectional view showing a power transmission connection device of a conventional driving axle for forklift and construction equipment vehicle;
FIG. 8 is a view from the direction C of FIG. 7;
9 is a sectional view taken along the line DD of FIG. 6;
10 is a view illustrating a connection structure between a transmission and a drive pinion shaft as a power transmission connecting device of a driving axle for a conventional forklift and a construction equipment vehicle;

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

As described above, the power train of the construction equipment vehicle is connected to the engine 10, the transmission 20 for switching the output of the engine 10 for each driving speed or driving direction, and an output shaft of the transmission 20. It is configured to include a drive axle 30 that is responsible for the actual running.

According to the present invention, when a drop distance (A), which refers to a step distance between the center of the drive shaft 12 of the engine and the center of the axle drive shaft 36 of the drive axle 30, is required to be changed, the configuration change of the transmission (case structure change, gear train change) The main point is to be able to change the drop distance freely without the

As a means for freely changing the drop distance, the drive pinion shaft 32 and the axle input shaft 14 are arranged in parallel with each other so as to be capable of power transmission with each other by a reduction gear set.

In more detail, the drive pinion shaft 32 and the transmission 20 are connected to each other by the axle drive shaft 36 and the driven ring gear 34 while forming the same center as the axle drive shaft 36 of the drive axle 30. Axle input shaft 14 connected to the output shaft 24 of the () is arranged in parallel in one reduction gear cover (40).

In particular, the axle input shaft 14 is rotated 360 degrees about the drive pinion shaft 32 in one reduction gear cover 40 and is mounted to be adjustable in position.

2 and 3, reference numeral 52 denotes a bearing for rotationally supporting the axle input shaft 14.

In this case, the reduction gear cover 40 has a structure in which the first cover body 42 covering the drive pinion shaft 32 and the second cover body 44 covering the axle input shaft 14 are integrally formed with each other. The reduction gear cover 40 is mounted to the carrier case 48 of the drive axle 30 with a plurality of bolts 50 with the reduction spacer 46 therebetween.

Meanwhile, the drive pinion shaft 32 is equipped with a first reduction gear 16, and the axle input shaft 14 is equipped with a second reduction gear 18 meshing with the first reduction gear 16.

In this way, the drive pinion shaft 32 constituting the same center as the axle drive shaft 14 is arranged in the reduction gear cover 40 and the axle input shaft 14 is arranged in parallel to the side of the drive pinion shaft 32. However, by engaging the first reduction gear 16 of the drive pinion shaft 32 and the second reduction gear 18 of the axle input shaft 14, the axle to the drive pinion shaft 32 when the drop distance is changed. Since only the center of the input shaft 14 needs to be adjusted, a change in the case and gear train structure of the transmission is not required, thereby greatly reducing development costs.

That is, by rotating the second cover body 44 about the first cover body 42 of the reduction gear cover 40, the center position of the axle input shaft 14 in the second cover body 44 is 360 degrees. It can be adjusted to the desired position within the range.

In other words, when it is necessary to change the vertical distance between the center of the engine drive shaft 12 and the center of the axle drive shaft 36 or the vertical distance of the vertical distance between the input shaft 22 and the output shaft 24 of the transmission 20, As shown in FIG. 4, the position of the axle input shaft 14 in the second cover body 44 is changed upward or downward with respect to the drive pinion shaft 32 in the first cover body 42. It can be set to the same center as the center of the output shaft 24.

Meanwhile, in the past, a bevel gear set was separately developed as a configuration for deceleration, or a gear shift of a complicated transmission was required. However, in the present invention, as the reduction gear set, the first reduction gear 16 mounted to the drive pinion shaft 32 is required. ) And the second reduction gear 18 mounted on the axle input shaft 14 can be easily replaced with a changeable gear ratio, so that the driving force transmitted to the driving axle can be more easily adjusted, and the overall powertrain structure and Part simplification can lead to cost reduction.

In addition, since the oil joint 38 for connecting to the output shaft 24 of the transmission 20 is directly connected to the input flange 37 of the drive pinion shaft 32, the distance between the transmission and the axle center is increased. In the present invention, the oil joint 38 for connection with the output shaft 24 of the transmission 20 is connected to the flange 15 of the short axle input shaft 14 instead of the drive pinion. The distance between the output shaft 24 of the transmission 20 and the center of the driving axle 30 can be reduced.

As the distance between the output shaft 24 of the transmission 20 and the center of the driving axle 30 is reduced, the volume of the transmission and the engine room can be reduced and the wheelbase of the vehicle can be minimized. By reducing the radius, the turning operation in a narrow space is made easier.

Meanwhile, a coating layer may be coated around the axle drive shaft 36. The coating layer is formed by sandblasting and cleaning the axle drive shaft 36 and then forming a coating layer around the axle drive shaft 36.

Such a coating layer is a ceramic powder, chromium oxide (Cr 2 O 3 ) powder, aluminum oxide (Al 2 ) 96-98% chromium oxide (Cr 2 O 3 ) and 2-4% titanium dioxide (TiO 2 ) is mixed O 3 ) Powder, titanium dioxide (TiO 2 ) powder, yttrium oxide (Y 2 O 3 ) powder, zirconia (ZrO 2 ) powder, chromium nickel (Cr 3 C 2 25 NiCr) powder (chromium carbide 75%, nickel 20% , chromium 5%) is provided so that any one kind of powder may have a powder particle size of 10 to 44 µm, and the powder having the powder particle size is sprayed around the axle drive shaft 36.

Chromium oxide (Cr 2 O 3 ) serves to prevent rust by acting as a passivity layer that blocks oxygen invading into the metal.

Titanium dioxide (TiO 2 ) is very stable physicochemically and has a high hiding power, thus becoming a white pigment. In addition, the refractive index is high, it is widely used in high refractive index ceramics. It has photocatalytic and superhydrophilic properties. Titanium dioxide (TiO 2 ), air purification, antibacterial, harmful substance decomposition, pollution prevention function, discoloration prevention function. The titanium dioxide (TiO 2 ), so that the coating layer is reliably coated around the axle drive shaft 36, and decomposes and removes foreign matter attached to the axle drive shaft 36 to prevent damage to the drive shaft 36.

Here, when chromium oxide (Cr 2 O 3 ) and titanium dioxide (TiO 2 ) are mixed and used, the mixing ratio thereof is 96 to 98% of chromium oxide (Cr 2 O 3 ) and titanium dioxide (TiO 2 ) 2? It is preferred that 4% is mixed.

When the mixing ratio of chromium oxide (Cr 2 O 3 ) is less than 96-98%, the coating of chromium oxide (Cr 2 O 3 ) is often broken in an environment such as high temperature, and thus the axle drive shaft 36 ), The rust protection effect of the abruptly decreased.

When the mixing ratio of titanium dioxide (TiO 2 ) is less than 2 ~ 4%, the effect of titanium dioxide (TiO 2 ) was insignificant enough to fade the purpose of mixing it with chromium oxide (Cr 2 O 3 ). That is, titanium dioxide (TiO 2 ) decomposes and removes foreign matter adhering to the circumference of the axle drive shaft 36 to prevent the axle drive shaft 36 from being corroded or damaged. When the mixing ratio is smaller than 2-4%, However, there is a problem that takes a long time to decompose the foreign matter attached.

When the aluminum oxide (Al 2 O 3 ) is formed as a coating layer around the axle drive shaft 36, the coating is even and there is no gap, thereby reliably protecting the circumference of the axle drive shaft 36. The melting point of the aluminum oxide (Al 2 O 3 ) is very high to 2050 ℃ to protect the axle drive shaft 36 at a high temperature, there is a great effect in preventing oxidation. Therefore, aluminum oxide (Al 2 O 3 ) coated on the axle drive shaft 36 blocks sea water or air from contacting the circumference of the axle drive shaft 36 to prevent the axle drive shaft 36 from being oxidized.

Yttrium oxide (Y 2 O 3 ) is excellent in heat resistance, high temperature oxidation resistance and corrosion resistance, and is suitable for thermal spray coating in that it exhibits plasma corrosion resistance even in a plasma etching atmosphere.

Zirconia (ZrO 2 ) is a heat-resistant material with a high melting temperature (about 2,700 ° C). It has low thermal conductivity, broad chemical stability from acidic to alkaline range, low thermal expansion, high strength and high hardness (more than 7.0 MOS hardness). ) Has excellent material properties such as friction resistance.

The chromium nickel (Cr 3 C 2 25 NiCr) powder is made by mixing 75% chromium carbide, 20% nickel, and 5% chromium.

A coating layer made of a selected one of these materials has a thickness of 50 to 600 μm around the ax drive shaft 36, and is plasma coated to maintain a hardness of 900 to 1000 HV and a surface roughness of 0.1 to 0.3 μm. .

This coating layer, after spraying 400㎛ by spraying around the axle drive shaft 36 at a speed of about Mach 2 and the gas of 14000 ℃ selected powder powder of the above-mentioned powder wheel (Diamond Wheel) ) And a film (Film) is wrapped in 50 ~ 600㎛.

If the thickness of the coating layer is less than 50㎛, the effect by the above-described ceramic coating layer is not guaranteed, if the thickness of the coating layer exceeds 600㎛, the increase in the above-mentioned effect is insignificant while the work time and material cost due to excessive ceramic coating There is a problem that is wasted.

While the coating layer is coated on the axle drive shaft 36, the temperature of the axle drive shaft 36 is raised. The axle drive shaft 36 is cooled by a cooling device (not shown) to prevent deformation of the heated axle drive shaft 36. To maintain a temperature of 200 ° C.

The spraying method for forming the coating layer around the axle drive shaft 36 is to inject metal, ceramics and mixtures thereof into a hot gas-flame or plasma to spray at high speed in a molten or semi-melted state It is a surface treatment technology which forms a film on the surface of a base material.

When electrical energy is applied between the tungsten cathode and the Cu anode nozzle of the thermal spray, an arc is generated, and when a gas or a gas mixture flows, plasma is generated. In this case, plasma is dissociated into atoms when the molecular gas is heated to a high temperature, and when energy is added thereto, electrons are released. This state is useful as a heat source having a very high energy. The characteristics of the plasma jet as a thermal spraying source are as follows.

Since it is a heat source with high energy density, it is easy to spray a high melting point metal or ceramics. If the material is accompanied by a safe melting phenomenon such as metals, ceramics, plastics, and the like, spraying is possible, so the selection area of the coating material is high. Since the velocity of the plasma jet is high, the thermal spraying material is adsorbed on the workpiece at high speed, thereby obtaining a high adhesion strength and high density coating. It is easy to output large, so the amount of spraying per unit time is big, so workability is good and economy is high. It is oxygen-free, carbon-free and clean, thermochemically active heat source, so there is little contamination and change of thermal spray material.

Depending on the type and condition of the heat source, the temperature of the thermal spray particles, the dwell time, the contact time with the atmospheric gas component, in particular, the collision energy to the surface of the base metal, and the rapid freezing and condensing velocity vary. In other words, the physical and chemical properties of the thermal spray coating vary greatly.

The thermal spraying material injected into the plasma flame is heated and melted by a heat source and is flying at a high speed by the plasma jet. Since the molten particles in the air contact the air and rush to the base material with the oxide film formed thereon, the thermal spray coating formed on the axle drive shaft 36 has a cross-sectional structure in which numerous particles of the oxide film are deposited on the surface. Will have

The powder particle size suitable for thermal spraying is preferably in the range of 10 to 44 µm. If the fineness of the spray is less than 10 μm, it is easy to vaporize in the spraying, and if the fineness of the spraying is more than 44 μm, the powder particle size of the spray is preferably 10 to 44 μm. In addition, a great influence on the quality of the thermal spray coating is a particle size distribution, and when the particle size difference is large, the energy and flight trajectory obtained by each powder particle from the heat source are different from each other, thereby decreasing the composition and uniformity of the coating layer. Therefore, strict spray powder particle size distribution control is required.

It is preferable to be spherical within the above-described powder particle size in order to make the supply rate of the thermal spraying uniform and stable and to uniformly heat the supplied powder, that is, to improve the flowability of the molten particles.

A sealing material (not shown) made of chromic anhydride (CrO 3 ) made of a metallic glass quartz system may be coated around the coating layer. Chromic anhydride may be applied around the coating layer made of chromium nickel powder as the inorganic sealing material.

Chromic anhydride (CrO 3 ) is used in places requiring high wear resistance, lubricity, heat resistance, corrosion resistance, and releasability, and does not discolor in the air, has great durability, and has good wear resistance and corrosion resistance. In the case where the silicide is coated around the coating layer, the coating thickness is preferably about 0.3 to 0.5 µm. When the coating thickness of the sealing material is less than 0.3㎛, the sealing material is easily peeled off and peeled even in a slight scratch groove, so that the above-described effects cannot be obtained. If the coating thickness of the sealing material is thick enough to exceed 0.5㎛, there are many pin holes, cracks, etc. in the plating surface. Therefore, the coating thickness of the sealing material is preferably about 0.3 ~ 0.5㎛.

In the present invention, since a coating layer having excellent oxidation resistance is formed around the axle drive shaft 36 which is frequently exposed to external influences, the axle drive shaft 36 is prevented from being oxidized and the oxidation of the axle drive shaft 36 is prevented. Safety accidents are prevented, and as a result, the lifespan of the power transmission connection device of the driving axle for forklifts and construction equipment vehicles is extended, thereby reducing maintenance costs.

10 engine 12 engine drive shaft
14 axle input shaft 15 flange
16: first reduction gear 18: second reduction gear
20: transmission 22: input shaft
24: output shaft 30: drive axle
32: drive pinion shaft 34: driven ring gear
36: axle drive shaft 38: oil joint
40: reduction gear cover 42: first cover body
44: second cover body 46: reduction spacer
48: carrier case 50: bolt
52: Bearings

Claims (5)

In the power transmission connection device of the drive axle for forklift and construction equipment vehicle comprising a drive axle 30 connected to the engine 10 and the transmission 20, the output side of the transmission 20 for driving,
A drive pinion shaft 32 connected to the axle drive shaft 36 of the drive axle 30 by the axle drive shaft 36 and the driven ring gear 34 and the output shaft 24 of the transmission 20. Axle input shaft (14) connected in parallel with one reduction gear cover (40) is mounted in parallel, but the axle input shaft (14) is rotated 360 ° about the drive pinion shaft (32). Power transmission connecting device of the drive axle for forklifts and construction equipment vehicles, characterized in that.
The method according to claim 1,
The reduction gear cover 40 is formed by integrally forming a first cover body 42 on which the drive pinion shaft 32 is covered and a second cover body 44 on which the axle input shaft 14 is covered. Power transmission connection device of the drive axle for forklifts and construction equipment vehicles, characterized in that mounted via the spacer 46, the carrier case 48 and the bolt (50) of the drive axle (30).
The method according to claim 1 or 2,
After dismantling the bolt 50, the axle input shaft 14 in the second cover body 44 is rotated by rotating the second cover body 44 about the first cover body 42 of the reduction gear cover 40. The power transmission connecting device of the driving axle for forklift and construction equipment vehicle, characterized in that the position of the adjusted to the desired position within the 360 ° range.
The method according to claim 1,
The drive pinion shaft 32 and the axle input shaft 14 as a reduction gear set, the first reduction gear 16 and the second reduction gear 18, characterized in that the driving axle for a forklift and construction equipment vehicle Power transmission coupling device.
The method according to claim 1,
In order to minimize the distance between the transmission 20 and the driving axle 30, an oil joint 38 for connection with the output shaft 24 of the transmission 20 is connected to the flange 15 of the axle input shaft 14. A power transmission connecting device for driving axles for forklifts and construction equipment vehicles, characterized in that mounted.
KR1020100130612A 2010-12-20 2010-12-20 Device for jointing between transmission and driving axle of forklift and construction vehicle KR101184639B1 (en)

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Application Number Priority Date Filing Date Title
KR1020100130612A KR101184639B1 (en) 2010-12-20 2010-12-20 Device for jointing between transmission and driving axle of forklift and construction vehicle

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Application Number Priority Date Filing Date Title
KR1020100130612A KR101184639B1 (en) 2010-12-20 2010-12-20 Device for jointing between transmission and driving axle of forklift and construction vehicle

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KR20120069181A true KR20120069181A (en) 2012-06-28
KR101184639B1 KR101184639B1 (en) 2012-09-24

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KR101837460B1 (en) 2017-10-20 2018-04-27 주식회사 인피니트랜스알파 Apparatus for power train and vehicle including the same
KR101837458B1 (en) 2017-10-20 2018-04-27 주식회사 인피니트랜스알파 Apparatus for power train, vehicle including the same

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JP2004231070A (en) 2003-01-30 2004-08-19 Fuji Heavy Ind Ltd Power transmission device
JP4515990B2 (en) 2005-09-26 2010-08-04 富士重工業株式会社 Front / rear wheel drive force distribution device for four-wheel drive vehicles

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