WO2012029429A1 - フォークリフト - Google Patents

フォークリフト Download PDF

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Publication number
WO2012029429A1
WO2012029429A1 PCT/JP2011/066570 JP2011066570W WO2012029429A1 WO 2012029429 A1 WO2012029429 A1 WO 2012029429A1 JP 2011066570 W JP2011066570 W JP 2011066570W WO 2012029429 A1 WO2012029429 A1 WO 2012029429A1
Authority
WO
WIPO (PCT)
Prior art keywords
input shaft
shaft
gear
idle
forklift
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP2011/066570
Other languages
English (en)
French (fr)
Japanese (ja)
Inventor
俊行 平下
慎一 内藤
努 小松
深田　祐一
仁 宮本
薫 長谷川
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Komatsu Ltd
Original Assignee
Komatsu Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Komatsu Ltd filed Critical Komatsu Ltd
Priority to CN201180017391.2A priority Critical patent/CN102821994B/zh
Priority to US13/637,797 priority patent/US8573349B2/en
Priority to DE112011100878T priority patent/DE112011100878B4/de
Publication of WO2012029429A1 publication Critical patent/WO2012029429A1/ja
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66F—HOISTING, LIFTING, HAULING OR PUSHING, NOT OTHERWISE PROVIDED FOR, e.g. DEVICES WHICH APPLY A LIFTING OR PUSHING FORCE DIRECTLY TO THE SURFACE OF A LOAD
    • B66F9/00—Devices for lifting or lowering bulky or heavy goods for loading or unloading purposes
    • B66F9/06—Devices for lifting or lowering bulky or heavy goods for loading or unloading purposes movable, with their loads, on wheels or the like, e.g. fork-lift trucks
    • B66F9/075—Constructional features or details
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
    • B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
    • B60T1/06—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels acting otherwise than on tread, e.g. employing rim, drum, disc, or transmission or on double wheels
    • B60T1/062—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels acting otherwise than on tread, e.g. employing rim, drum, disc, or transmission or on double wheels acting on transmission parts
    • 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
    • B60K17/10—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing of fluid gearing
    • B60K17/105—Units comprising at least a part of the gearing and a torque-transmitting axle, e.g. transaxles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66F—HOISTING, LIFTING, HAULING OR PUSHING, NOT OTHERWISE PROVIDED FOR, e.g. DEVICES WHICH APPLY A LIFTING OR PUSHING FORCE DIRECTLY TO THE SURFACE OF A LOAD
    • B66F9/00—Devices for lifting or lowering bulky or heavy goods for loading or unloading purposes
    • B66F9/06—Devices for lifting or lowering bulky or heavy goods for loading or unloading purposes movable, with their loads, on wheels or the like, e.g. fork-lift trucks
    • B66F9/075—Constructional features or details
    • B66F9/07509—Braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66F—HOISTING, LIFTING, HAULING OR PUSHING, NOT OTHERWISE PROVIDED FOR, e.g. DEVICES WHICH APPLY A LIFTING OR PUSHING FORCE DIRECTLY TO THE SURFACE OF A LOAD
    • B66F9/00—Devices for lifting or lowering bulky or heavy goods for loading or unloading purposes
    • B66F9/06—Devices for lifting or lowering bulky or heavy goods for loading or unloading purposes movable, with their loads, on wheels or the like, e.g. fork-lift trucks
    • B66F9/075—Constructional features or details
    • B66F9/07572—Propulsion arrangements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/60—Industrial applications, e.g. pipe inspection vehicles
    • B60Y2200/62—Conveyors, floor conveyors

Definitions

  • the present invention relates to a forklift, and more particularly to an arrangement position of a parking brake unit.
  • a parking brake unit of a forklift there is one which is provided in a power train from a transmission to a differential mechanism (see, for example, Patent Document 1).
  • the parking brake unit preferably brakes a plurality of wheels, but providing them for individual wheels is disadvantageous in terms of assembly work and manufacturing costs.
  • a parking brake unit is provided in the power train leading to the differential mechanism, braking can be applied to a plurality of wheels even if it is single. Thereby, compared with the case where a parking brake unit is provided on each wheel, it is possible to reduce the number of handling parts, to facilitate the manufacturing operation and to reduce the manufacturing cost.
  • the total length of the powertrain is increased as compared to the parking brake unit provided for each wheel, which causes, for example, an increase in the wheel base.
  • the increase in the wheel base is a factor that increases the turning radius, and is not preferable in consideration of the performance of the forklift.
  • An object of the present invention is to provide a forklift that can reduce the number of handling parts of a parking brake unit without causing an increase in the size of a wheel base.
  • the forklift comprises a first input shaft rotationally driven by a power source, the second input shaft rotated by the rotation of the first input shaft, and the second input shaft
  • a forklift comprising: a differential mechanism configured to reach an axle, and traveling by transmitting power of a power source to the axle through the first input shaft, the second input shaft, and the differential mechanism;
  • An idle shaft is disposed parallel to the second input shaft, and a power transmission mechanism by gear engagement is interposed between the second input shaft and the idle shaft, and parking is performed on the idle shaft.
  • a brake unit is configured.
  • the power transmission mechanism includes a transfer gear on the second input shaft, and an idle input gear including a friction gear mechanism on the idle shaft, and the idle input gear It is characterized in that the transfer gear is engaged.
  • the power transmission mechanism accelerates the rotation of the second input shaft and transmits the rotation to the idle shaft.
  • an input gear is provided on the first input shaft, and the input gear is meshed with the transfer gear.
  • the idle shaft is disposed at a position equal to or less than the height of the second input shaft.
  • the parking brake unit since the parking brake unit is provided to act on the power train leading to the differential mechanism, it is possible to apply braking to a plurality of wheels even if it is single. The number of parts handled can be reduced. Moreover, the idle shaft provided with the parking brake unit does not affect the overall length of the powertrain. Therefore, the provision of the parking brake unit does not cause the wheel base to become longer.
  • FIG. 1 is a side view conceptually showing a forklift according to an embodiment of the present invention.
  • FIG. 2 is a bottom view of the forklift shown in FIG.
  • FIG. 3 is a skeleton diagram showing a powertrain from the engine to the wheels of the forklift shown in FIG.
  • FIG. 4 is a plan view conceptually showing components from an engine to an axle of the forklift shown in FIG.
  • FIG. 5 is a cross-sectional view taken along line AA in FIG.
  • FIG. 6 is a partially broken plan view of the transfer device applied to the forklift shown in FIG.
  • the forklift illustrated here travels with the front wheel FW as a drive wheel and the rear wheel RW as a steered wheel, and performs lifting and lowering and transportation of luggage by a fork F provided in front of the vehicle body B.
  • the forklift includes an engine 1 at a position substantially at the center of a vehicle body B, and a hydraulic pump 10, a hydraulic motor 20, and a transfer device 30 between the engine 1 and a front axle FA.
  • the engine 1 is an internal combustion engine driven by burning fuel such as gasoline, and as shown in FIGS. 2 to 4, the engine output shaft 2 is along the front and rear of the vehicle body B and substantially in the center of the vehicle B in the left and right direction.
  • the engine output shaft 2 is mounted on the vehicle body B in a state where the end of the engine output shaft 2 is directed to the front of the vehicle body B.
  • the hydraulic pump 10 is a variable displacement type, and as shown in FIG. 3, the vehicle body B with the pump input shaft 11 being along the front and rear of the vehicle body B and the tip of the pump input shaft 11 being directed rearward of the vehicle body B Mounted on the.
  • the pump input shaft 11 of the hydraulic pump 10 is disposed offset to the upper right of the vehicle body B with respect to the engine output shaft 2 as shown in FIG.
  • the pump input shaft 11 and the engine output shaft 2 are connected via the speed reduction mechanism 40, and the pump operation is performed when the engine 1 is driven. Do.
  • the hydraulic motor 20 is of a variable displacement type, and as shown in FIG. 3, the vehicle body B with the motor output shaft 21 extending along the front and rear of the vehicle body B and the tip of the motor output shaft 21 facing the front of the vehicle body B. Mounted on the. As shown in FIG. 5, the motor output shaft 21 of the hydraulic motor 20 with respect to the pump input shaft 11 so that the motor case 22 of the hydraulic motor 20 does not contact the pump case 12 of the hydraulic pump 10 mutually. It is arranged offset to the lower left of the vehicle body B. As shown in FIG. 3, the hydraulic motor 20 constitutes a hydraulic transmission mechanism called HST (Hydro-Static Transmission) by connecting the hydraulic pump 10 to the hydraulic pump 10 with a hydraulic closed circuit 15, It is driven by the oil supplied from the hydraulic pump 10.
  • HST Hydro-Static Transmission
  • the transfer device 30 is configured with the motor output shaft 21 of the hydraulic motor 20 as an input, and distributes and transmits the power output from the motor output shaft 21 to the left and right front axles FA, A main input shaft (first input shaft) 31, a differential input shaft (second input shaft) 32, and a differential mechanism 33 are provided.
  • the main input shaft 31 has a main input gear (input gear) 31a at its base end and a spline 31b at its outer periphery, and is transferred via ball bearings 31c and 31d.
  • the case 130 is rotatably supported.
  • the main input gear 31 a is a helical gear and is integrally formed with the main input shaft 31.
  • the main input shaft 31 has its front end directed rearward of the vehicle body B and is spline-connected to the motor output shaft 21 via a spline 31b at the front end, and is disposed on the same axial center as the motor output shaft 21 .
  • the differential input shaft 32 has a differential input gear 32a at its base end and a spline 32b at its outer periphery, and is rotatably supported by the transfer case 130 via taper roller bearings 32c and 32d. .
  • the differential input gear 32 a is a bevel gear and is integrally formed with the differential input shaft 32.
  • the differential input shaft 32 has a base end directed to the front of the vehicle body B, and is disposed offset to the right of the vehicle body B at the same height with respect to the main input shaft 31 (see FIG. 5) is there.
  • a transfer gear 34 is disposed on the spline 32 b of the differential input shaft 32.
  • the transfer gear 34 is a helical gear which is splined to the differential input shaft 32 and meshes with the main input gear 31a of the main input shaft 31. When the main input shaft 31 rotates, the transfer gear 34 decelerates the differential input shaft 32. To rotate.
  • a ring gear 331 of the differential mechanism 33 meshes with the differential input gear 32 a of the differential input shaft 32.
  • the differential mechanism 33 includes a carrier 332, two side gears 333 and a plurality of pinion gears 334, as in the case of the conventional one, and the rotation of the differential input gear 32a is performed by the carrier 332, pinion gears 334 and respective side gears.
  • 333 is transmitted to the front axle FA.
  • the carrier 332 is disposed rotatably about an axis with respect to the front axle FA, and is connected to the ring gear 331.
  • the side gears 333 are bevel gears connected to the front axles FA and arranged to face each other in the carrier 332.
  • the pinion gear 334 is a bevel gear disposed on the carrier 332 via the pinion shaft 335 so as to revolve around the axis of the front axle FA and to be capable of rotating about its own axis.
  • the two side gears 333 mesh with each other.
  • an idle shaft 35 is provided on the transfer case 130 so as to be parallel to the differential input shaft 32.
  • the idle shaft 35 has an idle input gear 35a at its base end, and a spline 35b at its outer periphery, and is rotatably supported by the transfer case 130 via ball bearings 35c and 35d.
  • the idle input gear 35a is a helical gear that meshes with the differential input gear 32a of the differential input shaft 32, accelerates the rotation of the differential input shaft 32, and inputs the acceleration to the idle shaft 35, and is integrated with the idle shaft 35. It is molded. As shown in FIG.
  • the idle shaft 35 is offset to the lower right of the vehicle body B with respect to the differential input shaft 32 in a state where the front end is directed to the rear of the vehicle body B along the front and rear of the vehicle body B. It is disposed almost directly below the hydraulic pump 10.
  • a parking brake unit 50 and a friction gear mechanism 60 are formed on the idle shaft 35.
  • the parking brake unit 50 is provided with a drum 51 splined to the spline 35b of the idle shaft 35, and a brake shoe 52 attached to the transfer case 130 and capable of coming into close contact with the inner circumferential surface of the drum 51; It is a drum type provided with a brake spring (not shown) which presses 52 toward the inner peripheral surface of the drum 51.
  • a dust cover 53 is provided on the outer peripheral portion of the drum 51. The dust cover 53 is configured to largely project to the rear side of the vehicle body B with respect to the transfer case 130.
  • the idle shaft 35 is offset to the lower right of the vehicle body B with respect to the differential input shaft 32. Therefore, the motor case 22 of the hydraulic motor 20 and the pump case 12 of the hydraulic pump 10 do not contact each other.
  • parking brake unit 50 In the normal state, parking brake unit 50 is in a state where brake shoe 52 is pressed against the inner peripheral surface of drum 51 by the pressing force of the brake spring (not shown), and prevents the rotation of idle shaft 35 relative to transfer case 130 doing.
  • the parking brake unit 50 is released, and the brake shoe 52 is separated from the inner circumferential surface of the drum 51 against the pressing force of the brake spring (not shown). As a result, the idle shaft 35 and the drum 51 can rotate with respect to the transfer case 130.
  • the friction gear mechanism 60 is for removing the backlash between the transfer gear 34 of the differential input shaft 32 and the idle input gear 35a of the idle shaft 35, and includes the sub input gear 61 and the pair of pressure rings 62, 63.
  • the sub input gear 61 is a thin plate-like gear which is disposed rotatably with respect to the idle shaft 35 and meshes with the transfer gear 34.
  • the sub input gear 61 is, for example, a shift gear configured to have one more gear than the idle input gear 35a so that the number of teeth is different with respect to the idle input gear 35a, and friction plates 64 and 65 are provided on both end faces.
  • the pair of pressing rings 62 and 63 is an annular member having an inner diameter larger than the outer diameter of the axial portion of the idle shaft 35.
  • the pressure rings 62 and 63 are disposed between the C-ring 68 fitted on the outer periphery of the idle shaft 35 and the sub input gear 61 with the pressure springs 66 and 67 interposed therebetween. It is The pressure springs 66, 67 press the sub input gear 61 against the end face of the idle input gear 35a via one of the pressure rings 62, 63.
  • the hydraulic pump 10 when the engine 1 is operated, the hydraulic pump 10 is driven via the reduction mechanism 40, and oil is supplied from the hydraulic pump 10 to the hydraulic motor 20.
  • the hydraulic motor 20 supplied with oil from the hydraulic pump 10 is rotated, and the rotation of the motor output shaft 21 corresponds to the main input shaft 31, the main input gear 31a, and the transfer. It is transmitted to the carrier 332 of the differential mechanism 33 through the gear 34 and the differential input gear 32a, and is distributed to the two front axles FA through the pinion gear 334 and the side gear 333.
  • the forklift travels forward.
  • the hydraulic motor 20 rotates in the reverse direction
  • the front axle FA also rotates in the reverse direction, and the forklift retracts.
  • the idle shaft 35 constituting the parking brake unit 50 also rotates with respect to the transfer case 130.
  • rattling noise occurs when the rotation of the differential input shaft 32 occurs. May occur.
  • the idle input gear 35a meshes with the transfer gear 34 without backlash by the action of the sub input gear 61 press-contacted to the idle input gear 35a via the friction plates 64 and 65. That is, the sub input gear 61 configured to have a large number of teeth with respect to the idle input gear 35 a rotates slowly with respect to the idle input gear 35 a and holds the transfer gear 34 with the idle input gear 35 a.
  • the idle input gear 35a meshes with the transfer gear 34 without backlash. Therefore, even when the rotational fluctuation occurs in the differential input shaft 32, it is possible to follow the rotation of the differential input shaft 32 without generating a rattling noise.
  • the transfer gear 34 and the idle input gear 35 a are configured to accelerate the rotation of the differential input shaft 32 and transmit the rotation to the idle shaft 35. Therefore, in the parking brake unit 50, the rotation of the differential input shaft 32 can be more reliably prevented by the small braking torque, and the drum 51 can be miniaturized while the braking force is sufficiently ensured. It becomes possible.
  • the idle shaft 35 constituting the parking brake unit 50 is disposed in parallel to the differential input shaft 32 of the power train from the hydraulic motor 20 to the differential mechanism 33, and affects the overall length of the power train. It is not a thing.
  • the hydraulic motor 20, the hydraulic pump 10, and the engine 1 can be disposed closer to the front axle FA, for example, as compared with the main input shaft 31 provided with the parking brake unit 50.
  • the provision of the parking brake unit 50 does not cause the wheel base to become longer.
  • a forklift traveling as a front wheel FW as a driving wheel and a rear wheel RW as a steering wheel is exemplified, but the driving method is not limited to this.
  • the forklift equipped with HST is illustrated, it is possible to apply not only to what was necessarily equipped with HST but also to one equipped with a transmission configured by a plurality of gear trains.
  • the so-called drum type is illustrated as the parking brake unit 50, other braking devices may be applied.
  • the idle shaft 35 is disposed at a position equal to or less than the height of the differential input shaft 32, maintenance of the parking brake unit 50 can be easily performed from the lower side of the vehicle body B Although there is, it is not necessarily limited to this arrangement.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Structural Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Civil Engineering (AREA)
  • Geology (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Arrangement Of Transmissions (AREA)
  • Motor Power Transmission Devices (AREA)
  • Forklifts And Lifting Vehicles (AREA)
  • Retarders (AREA)
PCT/JP2011/066570 2010-08-31 2011-07-21 フォークリフト Ceased WO2012029429A1 (ja)

Priority Applications (3)

Application Number Priority Date Filing Date Title
CN201180017391.2A CN102821994B (zh) 2010-08-31 2011-07-21 叉车
US13/637,797 US8573349B2 (en) 2010-08-31 2011-07-21 Forklift
DE112011100878T DE112011100878B4 (de) 2010-08-31 2011-07-21 Gabelstapler

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2010194759A JP5063760B2 (ja) 2010-08-31 2010-08-31 フォークリフト
JP2010-194759 2010-08-31

Publications (1)

Publication Number Publication Date
WO2012029429A1 true WO2012029429A1 (ja) 2012-03-08

Family

ID=45772539

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2011/066570 Ceased WO2012029429A1 (ja) 2010-08-31 2011-07-21 フォークリフト

Country Status (5)

Country Link
US (1) US8573349B2 (enExample)
JP (1) JP5063760B2 (enExample)
CN (1) CN102821994B (enExample)
DE (1) DE112011100878B4 (enExample)
WO (1) WO2012029429A1 (enExample)

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US8459137B1 (en) * 2010-04-07 2013-06-11 Hydro-Gear Limited Partnership Control assembly for drive system
JP5063760B2 (ja) * 2010-08-31 2012-10-31 株式会社小松製作所 フォークリフト
DE112012001484T5 (de) * 2011-03-29 2013-12-24 Komatsu Ltd. Elektrischer Gabelstapler
CN103522885A (zh) * 2013-11-01 2014-01-22 安徽合力股份有限公司 电动叉车带停车制动器的双电机驱动装置
WO2016103399A1 (ja) * 2014-12-25 2016-06-30 ニチユ三菱フォークリフト株式会社 産業車両のアクスル
KR102730810B1 (ko) * 2022-04-06 2024-11-15 두산밥캣코리아 주식회사 전동 지게차의 유압 제어시스템
US20250136068A1 (en) * 2023-10-27 2025-05-01 Arvinmeritor Technology, Llc Axle assembly having a drive pinion brake

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Publication number Priority date Publication date Assignee Title
JPS59145455U (ja) * 1983-03-19 1984-09-28 株式会社神崎高級工機製作所 駐車ブレ−キ装置
JPH05215200A (ja) * 1992-02-03 1993-08-24 Daikin Ind Ltd 機械油圧式変速機
JP2005054888A (ja) * 2003-08-04 2005-03-03 Honda Motor Co Ltd 車両用変速機
WO2006095813A1 (ja) * 2005-03-10 2006-09-14 Tcm Corporation 油圧式動力伝達装置および作業車両

Also Published As

Publication number Publication date
CN102821994B (zh) 2013-09-11
DE112011100878B4 (de) 2013-10-31
JP2012051442A (ja) 2012-03-15
CN102821994A (zh) 2012-12-12
US20130146384A1 (en) 2013-06-13
DE112011100878T5 (de) 2013-03-07
JP5063760B2 (ja) 2012-10-31
US8573349B2 (en) 2013-11-05

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