Forklift truck travel brake mechanism

Abstract

The utility model relates to a fork truck walking control technical field, concretely provides a fork truck walking brake mechanism, including motor drive assembly, gear transmission shaft, spline shaft, suction coil, transmission shaft magnetism guide bush, reset spring, the spline shaft is inserted in the motor drive assembly, and one end of spline shaft is hinged with gear transmission shaft spline cooperation, the suction coil is equipped in the motor drive assembly one side close to gear transmission shaft, transmission shaft magnetism guide bush is equipped in the axle body of gear transmission shaft in the suction coil, reset spring is connected between spline shaft and gear transmission shaft, the utility model discloses the collaborative control of electromagnetic suction and mechanical tooth inlay brake, realizes millisecond power switching and zero inertia slip: power on magnetic force adsorption gear transmission shaft completes power coupling, and the brake tooth bites the physical lock dead transmission shaft in the moment of power failure, and the brake response speed is improved, the utility model adopts the axial superposition type layout, utilizes the miniaturization design of fork truck small -size.

Description

Technical Field

[0001] This utility model relates to the field of forklift travel control technology, specifically to a forklift travel braking mechanism. Background Technology

[0002] A forklift is a type of loading and unloading machinery with walking and lifting functions. As a loading and unloading device with a large self-weight and a high center of gravity, forklifts have extremely high requirements for the response speed and reliability of their braking system under frequent start-stop conditions.

[0003] Existing forklift travel braking mechanisms mostly use mechanical friction pads or a single electromagnetic braking method. However, mechanical braking relies on physical contact and pressure, and there is a time difference between the issuance of the braking command and full engagement, resulting in excessively long braking distances, which can easily lead to safety hazards in emergency situations. While electromagnetic brakes can quickly separate power at the moment of power failure, the gear drive shaft continues to rotate due to inertia, making it impossible to achieve instantaneous stopping, especially on slopes where it can easily cause the vehicle to slip. Therefore, the braking effect of using mechanical friction pads or a single electromagnetic braking method is not good. Utility Model Content

[0004] In view of the shortcomings of the prior art described above, the purpose of this utility model is to provide a forklift travel braking mechanism to solve the problem of poor braking effect when using mechanical friction pads or a single electromagnetic braking method in the prior art.

[0005] To achieve the above and other related objectives, this utility model provides a forklift travel braking mechanism, including a motor drive assembly and a gear transmission shaft; the braking mechanism further includes: A splined shaft is inserted into the motor drive assembly, and one end of the splined shaft is splinedly engaged with the gear transmission shaft. A pull-in coil is mounted on the side of the motor drive assembly near the gear drive shaft, with the opposite ends of the spline shaft and the gear drive shaft extending into the pull-in coil; A magnetic sleeve for the drive shaft, which is fitted onto the shaft of the gear drive shaft located in the coil of attraction; A return spring is connected between the splined shaft and the gear drive shaft.

[0006] In one embodiment of the present invention, the motor drive assembly includes a motor housing, a stator, a rotor, and a bushing. The stator is mounted on the motor housing, the rotor is rotatably fitted inside the stator, and the bushing passes through the inside of the rotor.

[0007] In one embodiment of the present invention, the inner sidewall of the bushing is provided with a groove along the axial direction, and the outer sidewall of the spline shaft is provided with a convex strip. The bushing and the spline shaft are connected by the groove and the convex strip in the radial direction.

[0008] In one embodiment of the present invention, a transmission shaft brake sleeve is provided at one end of the spline shaft near the gear transmission shaft. The transmission shaft brake sleeve is sleeved on the gear transmission shaft, and a brake spring is connected between the transmission shaft brake sleeve and the transmission shaft magnetic sleeve. The inner side of the coil is provided with a braking sleeve, which engages with the brake sleeve of the drive shaft.

[0009] In one embodiment of the present invention, the outer wall of the transmission shaft brake sleeve is provided with a plurality of first brake teeth at equal intervals, and the inner wall of the suction brake sleeve is provided with a plurality of second brake teeth at equal intervals. In the braking state, the first brake teeth and the second brake teeth mesh together.

[0010] In one embodiment of the present invention, the spline shaft has an internal spline at least one end connected to the gear drive shaft, and the gear drive shaft has an external spline at least one end connected to the spline shaft; the spline shaft also has an inner cavity communicating with the internal spline, and a return spring is placed in the inner cavity and one end is connected to the inner wall of the spline shaft.

[0011] In one embodiment of the present invention, the gear transmission shaft is provided with a steel ball at one end with an external spline, a steel ball seat is connected to the steel ball, and the other end of the return spring is connected to the steel ball seat.

[0012] As described above, the forklift travel braking mechanism of this utility model has the following beneficial effects: 1. This utility model, by setting up a splined shaft, a pull-in coil, a magnetic sleeve for the transmission shaft, and a return spring in cooperation, when the pull-in coil is energized, the magnetic sleeve for the transmission shaft generates a magnetic force to attract the splined shaft to move away from the gear transmission shaft, so that the splined shaft and the gear transmission shaft can transmit power through spline meshing; when the pull-in coil is de-energized, the return spring pushes the splined shaft to return to its original position and quickly disconnects from the gear transmission shaft, thereby achieving a rapid braking effect.

[0013] 2. At the instant the coil is de-energized, the magnetic force disappears, and the brake spring pushes the drive shaft brake sleeve to engage instantly with the sawtooth structure of the brake sleeve, physically locking the gear drive shaft, completely eliminating inertial slippage, and greatly improving the braking response speed. By controlling the energization state of the coil, rapid braking of the gear drive shaft can be achieved, improving the braking effect of the forklift.

[0014] 3. This utility model, by setting a braking spring and a return spring, after power is cut off, the braking spring pushes the transmission shaft braking sleeve, causing the spline shaft to axially disengage from the gear transmission shaft, cutting off the power transmission; the return spring further pulls the spline shaft and gear transmission shaft to widen the gap, avoiding semi-clutch friction loss caused by residual magnetic force, and extending the service life of the components. The two work together to make the separation action have double insurance.

[0015] 4. This invention integrates a return spring into the inner cavity of the splined shaft. The steel ball and the steel ball seat form a low-friction return unit, reducing spring wear. The first and second brake teeth only engage at the moment of power failure, and the non-contact normal working mode reduces wear and extends the maintenance cycle. This invention also features an axially stacked layout of the attraction coil, brake sleeve, and magnetic sleeve, saving chassis space and facilitating the miniaturization of the forklift. Attached Figure Description

[0016] Figure 1 The diagram shows a cross-sectional view of the present invention in the engagement and braking state.

[0017] Figure 2 The diagram shows a cross-sectional view of the present invention in the engagement and braking state.

[0018] Figure 3 The diagram shown is a three-dimensional structural schematic of this utility model.

[0019] Figure 4 Displayed as Figure 3 A schematic diagram of the decomposition results.

[0020] Figure 5 The diagram shown is an enlarged structural schematic of the spline shaft and bushing fitting in the utility model.

[0021] Figure 6 The diagram shown is an enlarged structural schematic of the engagement between the drive shaft brake sleeve and the suction brake sleeve in the utility model.

[0022] Component designation explanation Motor drive assembly 1; motor housing 11; stator 12; rotor 13; bushing 14; groove 141; gear drive shaft 2; external spline 21; steel ball 22; steel ball seat 23; spline shaft 3; convex rib 31; internal spline 32; inner cavity 33; pull coil 4; drive shaft magnetic sleeve 5; return spring 6; drive shaft brake sleeve 7; first brake tooth 71; brake spring 8; pull brake sleeve 9; second brake tooth 91; pull rope 10; stop block 101. Detailed Implementation

[0023] The following specific embodiments illustrate the implementation of this utility model. Those skilled in the art can easily understand other advantages and effects of this utility model from the content disclosed in this specification.

[0024] Please see Figures 1 to 6It should be understood that the structures, proportions, sizes, etc., illustrated in the accompanying drawings are merely for illustrative purposes to aid those skilled in the art and are not intended to limit the scope of this invention. Therefore, they have no substantial technical significance. Any modifications to the structure, changes in proportions, or adjustments to size, without affecting the effectiveness and purpose of this invention, should still fall within the scope of the disclosed technical content. Furthermore, the terms "upper," "lower," "left," "right," "middle," and "one" used in this specification are merely for clarity and not intended to limit the scope of this invention. Changes or adjustments to their relative relationships, without substantially altering the technical content, should also be considered within the scope of this invention.

[0025] Please see Figures 1-6 This utility model provides a forklift travel braking mechanism, including a motor drive assembly 1, a gear drive shaft 2, a splined shaft 3, a coil 4, a magnetic sleeve 5, and a return spring 6. The splined shaft 3 is inserted into the motor drive assembly 1, and one end of the splined shaft 3 is splinedly engaged with the gear drive shaft 2. The coil 4 is mounted on the side of the motor drive assembly 1 near the gear drive shaft 2, and the opposite ends of the splined shaft 3 and the gear drive shaft 2 both extend into the coil 4. The magnetic sleeve 5 is sleeved on the shaft of the gear drive shaft 2 located in the coil 4. The return spring 6 connects the splined shaft 3 and the gear drive shaft 2. The motor drive assembly 1 includes a motor housing 11, a stator 12, a rotor 13, and a bushing 14. The stator 12 is mounted on the motor housing 11, the rotor 13 is rotatably engaged inside the stator 12, and the bushing 14 is inserted inside the rotor 13. The inner wall of the bushing 14 is provided with a groove 141 along the axial direction, and the outer wall of the spline shaft 3 is provided with a protrusion 31. The bushing 14 and the spline shaft 3 are connected in the radial direction by the groove 141 and the protrusion 31. The design of the groove 141 and the protrusion 31 enables the bushing 14 to drive the spline shaft 3 to rotate normally without affecting the axial displacement of the spline shaft 3.

[0026] This invention utilizes a splined shaft 3, a coil 4, a magnetic sleeve 5 for the transmission shaft, and a return spring 6. When the coil 4 is energized, the magnetic sleeve 5 generates a magnetic force that attracts the splined shaft 3 to move towards the gear transmission shaft 2, allowing the splined shaft 3 and the gear transmission shaft 2 to transmit power through spline meshing. When the coil 4 is de-energized, the return spring 6 pushes the splined shaft 3 to reset and quickly disconnect it from the gear transmission shaft 2, achieving a rapid braking effect.

[0027] A drive shaft brake sleeve 7 is provided at one end of the splined shaft 3 near the gear drive shaft 2. The drive shaft brake sleeve 7 is sleeved on the gear drive shaft 2, and a brake spring 8 is connected between the drive shaft brake sleeve 7 and the drive shaft magnetic sleeve 5. An attraction brake sleeve 9 is provided inside the attraction coil 4, and the attraction brake sleeve 9 and the drive shaft brake sleeve 7 are in braking engagement. Several first brake teeth 71 are provided in equidistant rings on the outer wall of the drive shaft brake sleeve 7, and several second brake teeth 91 are provided in equidistant rings on the inner wall of the attraction brake sleeve 9. In the braking state, the first brake teeth 71 and the second brake teeth 91 are engaged. At the instant the attraction coil 4 is de-energized, the magnetic force disappears, and the brake spring 8 pushes the serrated structure of the drive shaft brake sleeve 7 and the attraction brake sleeve 9 to engage instantly, physically locking the gear drive shaft 2, completely eliminating inertial slippage, and greatly improving the braking response speed. By controlling the energization state of the attraction coil 4, rapid braking of the gear drive shaft 2 can be achieved, improving the braking effect of the forklift.

[0028] This utility model, by setting a braking spring 8 and a return spring 6, after power is cut off, the braking spring 8 pushes the transmission shaft brake sleeve 7 to drive the spline shaft 3 to axially separate from the gear transmission shaft 2, cutting off the power transmission; the return spring 6 further pulls the spline shaft 3 and the gear transmission shaft 2 to widen the gap, avoid the semi-clutch friction loss caused by residual magnetic force, and extend the service life of the components. The two work together to make the separation action have double insurance.

[0029] The splined shaft 3 has an internal spline 32 at least one end connected to the gear drive shaft 2, and an external spline 21 at least one end connected to the splined shaft 3. The splined shaft 3 also has an inner cavity 33 communicating with the internal spline 32. A return spring 6 is placed in the inner cavity 33, with one end connected to the inner wall of the splined shaft 3. The gear drive shaft 2 also has a steel ball 22 at the end with the external spline 21, and a steel ball seat 23 is connected to the steel ball 22. The other end of the return spring 6 is connected to the steel ball seat 23. This invention integrates the return spring 6 into the inner cavity 33 of the splined shaft 3. The steel ball 22 and the steel ball seat 23 form a low-friction return unit, reducing spring wear. The first braking tooth 71 and the second braking tooth 91 only engage at the moment of power failure. This non-contact normal operating mode reduces wear and extends the maintenance cycle.

[0030] The gear drive shaft 2 has through holes extending to both ends, through which a pull rope 10 is threaded. One end of the pull rope 10 has a stop block 101, which abuts against the end of the gear drive shaft 2 near the spline shaft 3. The other end of the pull rope 10 extends to the outside of the gear drive shaft 2. By pulling the pull rope 10, the gear drive shaft 2 can be separated from the spline shaft 3, achieving a manual braking effect. In summary, this invention achieves millisecond-level power switching and zero-inertia slippage through the coordinated control of electromagnetic attraction and mechanical gear braking: when energized, the magnetic force attracts the gear drive shaft to complete power coupling; upon de-energization, the braking teeth engage and physically lock the drive shaft, improving braking response speed; combined with a dual-spring separation mechanism, it effectively reduces wear on key components; this invention also features an axially stacked layout of the attraction coil 4, brake sleeve 5, and magnetic sleeve 6, saving chassis space and utilizing the miniaturization design of the forklift. Therefore, this invention effectively overcomes the various shortcomings of existing technologies and has high industrial application value.

[0031] The above embodiments are merely illustrative of the principles and effects of this utility model and are not intended to limit the scope of this utility model. Any person skilled in the art can modify or alter the above embodiments without departing from the spirit and scope of this utility model. Therefore, all equivalent modifications or alterations made by those skilled in the art without departing from the spirit and technical concept disclosed in this utility model should still be covered by the claims of this utility model.

Claims

1. A forklift travel braking mechanism, comprising a motor drive assembly (1) and a gear transmission shaft (2); characterized in that, The braking mechanism further includes: Splined shaft (3), the splined shaft (3) is inserted into the motor drive assembly (1), and one end of the splined shaft (3) is splinedly engaged with the gear transmission shaft (2); A pull-in coil (4) is installed on the side of the motor drive assembly (1) near the gear drive shaft (2), and the opposite ends of the spline shaft (3) and the gear drive shaft (2) extend into the pull-in coil (4); A magnetic sleeve (5) is fitted onto the shaft of the gear drive shaft (2) located in the coil (4); A reset spring (6) is connected between the spline shaft (3) and the gear drive shaft (2).

2. The forklift travel braking mechanism according to claim 1, characterized in that: The motor drive assembly (1) includes a motor housing (11), a stator (12), a rotor (13), and a bushing (14). The stator (12) is mounted on the motor housing (11), the rotor (13) is rotatably fitted inside the stator (12), and the bushing (14) passes through the inside of the rotor (13).

3. The forklift travel braking mechanism according to claim 2, characterized in that: The inner wall of the bushing (14) is provided with a groove (141) along the axial direction, and the outer wall of the spline shaft (3) is provided with a protrusion (31). The bushing (14) and the spline shaft (3) are connected in the radial direction by the groove (141) and the protrusion (31).

4. The forklift travel braking mechanism according to claim 1, characterized in that: The spline shaft (3) is provided with a transmission shaft brake sleeve (7) at one end near the gear transmission shaft (2). The transmission shaft brake sleeve (7) is sleeved on the gear transmission shaft (2). A brake spring (8) is connected between the transmission shaft brake sleeve (7) and the transmission shaft magnetic sleeve (5). The inner side of the coil (4) is provided with a braking sleeve (9), which is in braking engagement with the drive shaft braking sleeve (7).

5. The forklift travel braking mechanism according to claim 4, characterized in that: The outer wall of the drive shaft brake sleeve (7) is provided with a plurality of first brake teeth (71) arranged in equidistant rings, and the inner wall of the suction brake sleeve (9) is provided with a plurality of second brake teeth (91) arranged in equidistant rings. In the braking state, the first brake teeth (71) and the second brake teeth (91) mesh together.

6. The forklift travel braking mechanism according to claim 1, characterized in that: The spline shaft (3) has an internal spline (32) at least one end connected to the gear drive shaft (2), and an external spline (21) at least one end connected to the spline shaft (3); the spline shaft (3) also has an inner cavity (33) communicating with the internal spline (32), and a return spring (6) is placed in the inner cavity (33) and one end is connected to the inner wall of the spline shaft (3).

7. The forklift travel braking mechanism according to claim 6, characterized in that: The gear drive shaft (2) is provided with a steel ball (22) at one end of the external spline (21), and a steel ball seat (23) is connected to the steel ball (22). The other end of the return spring (6) is connected to the steel ball seat (23).

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