Large-torque automatic driving unit with damping mechanism

Abstract

The utility model relates to a large-torque automatic driving unit with a damping mechanism, which comprises an axle box assembly and brake assemblies arranged on two sides of the axle box assembly and connected with a driving shaft, a hub brake hub component is arranged on one side of each brake assembly, and the shaft ends of the driving shaft on two sides of the axle box assembly are connected with the damping mechanism through cantilever mechanisms. The utility model relates to the technical field of tractor driving assemblies. According to the large-torque automatic driving unit with the damping mechanism, structures are integrated under the condition that the space requirement is met, the advantages of large reduction ratio and good damping effect can be achieved, the trafficability of a whole vehicle is well guaranteed, a connecting support is designed on the axle body, the whole driving axle body is connected with a vehicle frame through a pin shaft, and the whole driving axle body is connected with the vehicle frame through a pin shaft; and the whole driving device is integrated with the whole vehicle to form a more integrated whole, so that the effect of cushioning is achieved.

Description

Technical Field

[0001] This utility model relates to the field of tractor drive assembly technology, specifically a high-torque automatic driving drive unit with a shock absorption mechanism. Background Technology

[0002] In the modern warehousing and logistics industry, electric tractor units have become indispensable and highly efficient assistants. They not only significantly improve the efficiency of cargo handling, but also operate under various conditions, often in confined spaces and with multi-level racking. Therefore, the design of the drive assembly must meet spatial requirements while also ensuring high output torque, high safety, and noiselessness.

[0003] The main function of shock absorbers is to reduce vibrations and noise during movement, maintaining vehicle stability at high speeds and on undulating roads. Generally, to meet the shock absorption requirements of small warehouse trucks, shock absorbers are typically mounted at the front of the forklift, on the front crossbeam at the bottom of the forklift, or on the engine mount, to reduce engine vibration. However, the accuracy of their placement and the size of the shock absorbers are crucial; otherwise, their effectiveness cannot be guaranteed. Secondly, shock absorbers are mounted at the rear of the forklift, primarily to reduce vibrations and impacts to the rear wheels during operation. The placement of rear shock absorbers is flexible, usually varying slightly depending on the forklift model and configuration. However, when installing rear shock absorbers, appropriate tension must be applied; otherwise, effective cushioning cannot be guaranteed. To address these issues, a new type of integrated axle-box drive assembly for electric tractor trucks is designed. Utility Model Content

[0004] To address the shortcomings of existing technologies, this invention provides a high-torque automatic driving drive unit with a shock absorption mechanism, thus solving the aforementioned problems.

[0005] To achieve the above objectives, this utility model is implemented through the following technical solution: a high-torque automatic driving drive unit with a shock absorption mechanism, including an axle housing assembly and a brake assembly connected to the drive shafts on both sides of the axle housing assembly. A wheel hub brake assembly is provided on one side of the brake assembly, and the shaft ends of the drive shafts on both sides of the axle housing assembly are connected to a shock absorption mechanism through a cantilever mechanism.

[0006] The transmission components within the axle housing assembly include a differential assembly, a motor splined flange, a driving bevel bevel gear, a driven bevel bevel gear, a secondary shaft gear, and a secondary driven gear ring. The motor splined flange and the driving bevel bevel gear are directly connected, and the motor splined flange is driven by a motor. The driving bevel bevel gear meshes with the driven bevel bevel gear. The driven bevel bevel gear and the secondary shaft gear are coaxially rotatably connected within the axle housing assembly. The secondary shaft gear meshes with the secondary driven gear ring, which is circumferentially fixed to the surface of the differential assembly. The two gears are electrofused to the motor splined flange driving the driving bevel bevel gear. The rotating bevel gear drives the driven bevel gear, which in turn drives the secondary shaft gear. The secondary driven ring gear then drives the differential assembly, which in turn drives the half-shaft, causing the wheel hub brake assembly to rotate and thus the tire mounted on the wheel hub. This drive assembly features a novel and reliable overall design and is widely used in warehouse vehicles such as counterbalance forklifts, 3-10 ton tractors, and three-point forklifts. When the tire encounters uneven road surfaces, the force is transmitted from the ground to the tire, and then from the tire to the brake hub connected to the tire, and finally to the entire vehicle body. This is achieved through innovative design. The shock-absorbing structure, mounted on top of the connecting bracket, transmits the vibrations to the entire vehicle body. Through this process, the shock-absorbing pads effectively reduce bumps and vibrations during vehicle operation, improving stability, handling, and driving and riding comfort. Even with light loads and sudden braking, the vehicle remains undamaged. Traditional drive assemblies without shock-absorbing structures experience greater wear and tear over time, resulting in a shorter lifespan and increased maintenance costs. To meet these needs, the shock-absorbing structure utilizes SBR high-polymer rubber, better suited to the requirements of towing vehicles. Considering the driving conditions and driver requirements of electric warehouse trucks, a more suitable shock-absorbing structure has been designed to improve forklift safety and stability, extend service life, and reduce vibrations during driving and operation. This makes the forklift suspension system more stable, improves work efficiency, reduces driver fatigue, saves labor costs, and provides strong support for the company's rapid development.

[0007] As a further embodiment of this utility model: the shock absorption mechanism is installed at the rear of the forklift to reduce the vibration and impact on the rear wheels during vehicle operation. However, the position of the rear shock absorber is flexible and usually varies slightly depending on the forklift model and configuration. However, when installing the rear shock absorber, appropriate tension needs to be applied, otherwise it is difficult to ensure that it can play a real buffering role.

[0008] As a further embodiment of this utility model: the driving bevel gear and the driven bevel gear form a first-stage reduction structure with an offset hyperboloid gear pair.

[0009] As a further solution of this utility model: the secondary shaft gear and the secondary driven gear ring form a helical gear pair two-stage reduction structure. The two-stage reduction design employs a pair of offset hypoid gear pairs for the primary reduction and a pair of helical gear pairs for the secondary reduction, ensuring a large reduction ratio of Z41 / Z6 xZ50 / Z13≈26.282. Simultaneously, the rated output torque is designed to exceed 700 N·m. Traditionally, older designs use helical gear pairs for both primary and secondary reduction. However, this design results in a relatively large gearbox, which is unfavorable for the layout of components such as the motor and battery pack; secondly, the output torque depends on the set of gears with the lowest strength. Since the helical gear pair is the primary reduction, the module should not be too large (the conventional design module is 1.5-3), resulting in a small overall output torque. This designed drive assembly uses helical gear pairs for both primary and secondary reduction, increasing the module to 4-5, thus significantly improving the output torque by approximately 32%. This arrangement also significantly reduces the size of the gearbox, making it easier to install and maintain components such as the motor, and reducing the overall vehicle size. Thirdly, our designed quasi-hypoid gear pair uses a large offset structure with an offset distance of 26mm, making the motor easier to install. It can be installed vertically or horizontally, making this drive assembly more versatile. It is suitable for ordinary warehouse forklifts, stackers, and transfer trucks, as well as tractors, making it widely applicable.

[0010] As a further embodiment of this utility model: the wheel hub brake assembly is a drum brake structure. The drum brake structure enables the rated braking torque to reach 3350 N·m, which is much greater than that of the brake installed on the motor (whose braking torque is generally no more than 990 N·m). This allows for satisfactory braking performance in applications such as tractor vehicles (e.g., airport ground support vehicles) and counterbalance forklifts, ensuring safety and enhancing applicability.

[0011] 1. Compared with the prior art, this utility model has the following advantages: it integrates the structure while meeting space requirements, achieving the advantages of large reduction ratio and good shock absorption effect, which effectively ensures the passability of the whole vehicle. A connecting bracket is designed on the axle body to connect the entire drive axle body to the frame with a pin shaft, so that the entire drive device is integrated with the whole vehicle to form a more integrated whole, thereby achieving a shock absorption effect. Attached Figure Description

[0012] Figure 1 This is a schematic diagram of the structure of this utility model;

[0013] Figure 2 This is a front view of the structure of this utility model;

[0014] Figure 3 This is a cross-sectional view of the structure of this utility model.

[0015] In the diagram: 1. Wheel hub brake hub assembly; 2. Brake assembly; 3. Shock absorption mechanism; 4. Axle housing assembly; 5. Cantilever mechanism; 6. Secondary driven gear ring; 7. Motor spline flange; 8. Differential assembly; 9. Secondary shaft gear; 10. Driven bevel bevel gear; 11. Driving bevel bevel gear. Detailed Implementation

[0016] To further illustrate the technical means and effects adopted by this utility model in order to achieve the intended utility model purpose, the following detailed description of the specific implementation methods, structure, features and effects of this utility model is provided in conjunction with the accompanying drawings and preferred embodiments.

[0017] Please see Figure 1-3 This utility model provides a technical solution: a high-torque automatic driving drive unit with a shock absorption mechanism, including an axle housing assembly 4 and a brake assembly 2 connected to the drive shaft on both sides of the axle housing assembly 4. A wheel hub brake assembly 1 is provided on one side of the brake assembly 2. The shaft ends of the drive shafts on both sides of the axle housing assembly 4 are connected to a shock absorption mechanism 3 through a cantilever mechanism 5.

[0018] The transmission components within the axle housing assembly 4 include a differential assembly 8, a motor spline flange 7, a driving bevel bevel gear 11, a driven bevel bevel gear 10, a secondary shaft gear 9, and a secondary driven gear ring 6. The motor spline flange 7 and the driving bevel bevel gear 11 are directly connected, and the motor spline flange 7 is driven by a motor. The driving bevel bevel gear 11 meshes with the driven bevel bevel gear 10. The driven bevel bevel gear 10 and the secondary shaft gear 9 are coaxially rotatably connected within the axle housing assembly 4. The secondary shaft gear 9 meshes with the secondary driven gear ring 6, which is circumferentially fixed to the surface of the differential assembly 8. The motor, connected to the motor spline flange 7, drives the driving bevel bevel gear 11 to rotate, and then drives the driven bevel bevel gear 6. Wheel 10 rotates, then drives the secondary shaft gear 9 to rotate, then the secondary driven gear ring 6 drives the differential assembly 8 to rotate, then drives the half shaft to rotate, which in turn drives the wheel hub brake hub assembly 1 to drive the tire mounted on the wheel hub to rotate. This drive assembly has a novel overall structural design, is safe and reliable, and is widely used in warehouse vehicles such as counterbalance forklifts, 3-10 ton tractors, and three-point forklifts. When the tire encounters uneven road surfaces, the force is transmitted from the ground to the tire, then from the brake hub connected to the tire to the entire vehicle body. Through the innovatively designed connecting bracket, the force is then transmitted to the entire vehicle body through the connecting bracket and the shock-absorbing structure installed above. The shock-absorbing pad effectively reduces the impact of the vehicle's vibration. The vibrations and bumps during driving improve the vehicle's stability, handling, and driving and riding comfort. Even under light loads and sudden braking, the vibration damping system helps prevent damage. Traditional drive assemblies without damping structures experience greater wear and tear over time, resulting in a shorter lifespan and increased maintenance costs. To meet these requirements, the damping structure uses SBR high-polymer rubber. 1. Input load of 960Kg, compression ≤20mm; 2. Tensile strength: 15~20N / mm; 3. Elongation at break: 75~95%; 4. Impact rebound force: 23-37%; 5. Tear strength: 10-15 N / mm; 6. Abrasion resistance: 160-190 mm; 7. Low temperature flexibility: approximately -30℃ to -40℃, better meeting the needs of towing vehicles. Considering the driving conditions of electric warehouse trucks and the working requirements of drivers, a more suitable shock absorption structure is designed to improve the safety and stability of forklifts, extend their service life, and reduce vibrations during driving and operation. This makes the forklift suspension system more stable, improves work efficiency, and reduces driver fatigue, saving labor costs for enterprises and providing strong support for their rapid development.

[0019] The shock absorber 3 is installed at the rear of the forklift to reduce the vibration and impact on the rear wheels during vehicle operation. However, the position of the rear shock absorber is flexible and usually varies slightly depending on the forklift model and configuration. When installing the rear shock absorber, appropriate tension needs to be applied, otherwise it is difficult to ensure that it can play a real buffering role.

[0020] The driving bevel bevel gear 11 and the driven bevel bevel gear 10 form a first-stage reduction structure with a aligning hyperboloid gear pair offset.

[0021] The secondary shaft gear 9 and the secondary driven gear ring 6 form a helical gear pair for a two-stage reduction structure. The primary reduction uses a pair of offset hypoid gears, while the secondary reduction uses a pair of helical gears, ensuring a large reduction ratio of Z41 / Z6 xZ50 / Z13≈26.282. The rated output torque is designed to exceed 700 N·m. Traditional designs typically use helical gear pairs for both primary and secondary reduction. However, this results in a larger gearbox size, which is unfavorable for the layout of components such as the motor and battery pack. Secondly, the output torque depends on the minimum strength calculation based on the module of the gear set. Since the helical gear pair is the primary reduction, the module should not be too large (conventional design module is 1.5-3), resulting in a lower overall output torque. This design, however, uses a helical gear pair for both primary and secondary reduction, allowing for a module increase to 4-5, thus significantly increasing the output torque by approximately 32%. This arrangement also significantly reduces the size of the gearbox, making it easier to install and maintain components such as the motor, and reducing the overall vehicle size. Thirdly, our designed quasi-hypoid gear pair uses a large offset structure with an offset distance of 26mm, making the motor easier to install. It can be installed vertically or horizontally, making this drive assembly more versatile. It is suitable for ordinary warehouse forklifts, stackers, and transfer trucks, as well as tractors, making it widely applicable.

[0022] The wheel hub brake assembly 1 is a drum brake structure. The drum brake structure enables the rated braking torque to reach 3350 N.m, which is much greater than that of the brake installed on the motor (whose braking torque is generally no more than 990 N.m). This allows for satisfactory braking performance in applications such as tractor vehicles (e.g., airport ground support vehicles) and counterbalance forklifts, ensuring safety requirements are met and enhancing the vehicle's applicability.

[0023] The above description is merely a preferred embodiment of the present utility model and is not intended to limit the present utility model in any way. Although the present utility model has been disclosed above with reference to a preferred embodiment, it is not intended to limit the present utility model. Any person skilled in the art can make some modifications or alterations to the above-disclosed technical content to create equivalent embodiments without departing from the scope of the present utility model. Any simple modifications, equivalent changes and alterations made to the above embodiments based on the technical essence of the present utility model without departing from the scope of the present utility model shall still fall within the scope of the present utility model.

Claims

1. A high-torque automatic driving drive unit with a shock absorption mechanism, comprising an axle housing assembly (4) and a brake assembly (2) connected to a drive shaft on both sides of the axle housing assembly (4), wherein a wheel hub brake assembly (1) is provided on one side of the brake assembly (2), characterized in that: The shaft ends of the drive shafts on both sides of the bridge box assembly (4) are connected to the shock absorption mechanism (3) through the cantilever mechanism (5); The transmission components inside the axle housing assembly (4) include a differential assembly (8), a motor spline flange (7), a driving bevel bevel gear (11), a driven bevel bevel gear (10), a secondary shaft gear (9), and a secondary driven gear ring (6). The motor spline flange (7) and the driving bevel bevel gear (11) are directly connected. The motor spline flange (7) is driven by a motor. The driving bevel bevel gear (11) meshes with the driven bevel bevel gear (10). The driven bevel bevel gear (10) and the secondary shaft gear (9) are coaxially rotatably connected in the inner cavity of the axle housing assembly (4). The secondary shaft gear (9) meshes with the secondary driven gear ring (6) which is circumferentially fixed on the surface of the differential assembly (8).

2. The high-torque automatic driving drive unit with shock absorption mechanism according to claim 1, characterized in that: The shock absorption mechanism (3) is installed at the rear of the forklift.

3. The high-torque automatic driving drive unit with shock absorption mechanism according to claim 1, characterized in that: The driving bevel bevel gear (11) and the driven bevel bevel gear (10) form a first-stage reduction structure with a hyperboloid gear pair offset.

4. The high-torque automatic driving drive unit with shock absorption mechanism according to claim 1, characterized in that: The secondary shaft tooth (9) and the secondary driven gear ring (6) form a pair of helical gear pairs with a two-stage reduction structure.

5. A high-torque automatic driving drive unit with a shock absorption mechanism according to claim 1, characterized in that: The wheel hub brake assembly (1) is a drum brake structure.

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