A rear speed reducer of an electric off-road forklift truck

Abstract

The utility model belongs to the technical field of speed reducer, specifically relates to a realize time-sharing four -drive's electric off -road fork truck rear speed reducer, including structural member, the inside of structural member is provided with standard part, the inside of structural member is provided with transmission mechanism. The utility model discloses through design clutch drum welding spare, oil channel, cavity, piston, first spring and inner friction piece etc. component, and this clutch assembly realizes two -drive and four -drive switching through the oil pressure control friction piece on -off: two -drive time oil channel has no oil pressure, and cavity has no pressure, and piston is under the return first spring effect tight pressure clutch drum, does not extrude inner and outer friction piece, and friction piece does not transfer the torque, and power input and output are disconnected, when switching four -drive in the progress, oil pressure enters the cavity through oil channel and promotes piston, when oil pressure force exceeds spring thrust, piston extrudes inner and outer friction piece and produces friction and transfers the torque, and power is transmitted to clutch drum through gear gear, outer friction piece, inner friction piece and is finally output.

Description

Technical Field

[0001] This utility model relates to the field of speed reducer technology, specifically a rear speed reducer for an electric off-road forklift that enables part-time four-wheel drive. Background Technology

[0002] The rear decelerator of an electric off-road forklift is a key component, primarily used for deceleration and torque increase to ensure stable movement of the rear wheels. The rear decelerator typically consists of gears, bearings, and a shaft, transmitting power to achieve deceleration. Regularly checking the lubrication and maintenance of the rear decelerator is crucial to ensure safe and normal forklift operation. A well-maintained rear decelerator not only extends the forklift's lifespan but also improves its efficiency and stability. Therefore, proper maintenance of the rear decelerator is essential for the overall performance of the forklift.

[0003] Existing electric off-road forklifts suffer from several drawbacks. First, they require stopping to switch between four-wheel drive modes, which cannot be done dynamically while in motion. This disrupts driving continuity and reduces adaptability to complex road conditions. Second, they lack effective means to dynamically adjust power output based on different road conditions, making it difficult to meet the complex demands of off-road scenarios. Third, they lack a coordinated optimization mechanism for power output and energy consumption control, failing to adjust energy consumption in real-time according to driving conditions, resulting in low power utilization efficiency. Therefore, improvements are needed. Utility Model Content

[0004] The purpose of this utility model is to provide a rear reducer for electric off-road forklifts that enables part-time four-wheel drive. The reducer can be designed to allow the rear wheel motor to be driven while the vehicle is in motion, thus achieving part-time four-wheel drive without having to stop to switch, thereby enabling dynamic adjustment of power and energy consumption under different road conditions.

[0005] To achieve the above objectives, this utility model provides the following technical solution: a rear reducer for an electric off-road forklift that enables part-time four-wheel drive, comprising a structural component, a standard component disposed inside the structural component, a transmission mechanism disposed inside the structural component, the transmission mechanism comprising an input shaft assembly, a double gear assembly disposed on the input shaft assembly, an intermediate gear disposed on the double gear assembly, an intermediate gear disposed inside the structural component, and a clutch mechanism disposed inside the structural component, with a limit mechanism disposed on the clutch mechanism.

[0006] Preferably, the clutch mechanism includes a clutch drum welded component, the clutch drum welded component is disposed inside the structural component, the clutch drum welded component has an oil passage inside the clutch drum welded component, the clutch drum welded component has a cavity inside the clutch drum welded component, the clutch drum welded component has a piston inside the clutch drum welded component, the clutch drum welded component has a first spring inside the clutch drum welded component, the clutch drum welded component has an internal friction plate inside the clutch drum welded component, a gear shift gear is disposed on the outer side of the clutch drum welded component, an intermediate gear is disposed on the gear shift gear, a screw is disposed inside the clutch drum welded component, a rotating block is fixedly connected to the screw, the rotating block is in contact with the clutch drum welded component, and a limit mechanism is disposed inside the clutch drum welded component.

[0007] Preferably, the clutch drum welded component has an outer friction plate inside, which contacts the inner friction plate. By designing the outer friction plate, the friction force can be increased.

[0008] Preferably, the limiting mechanism includes an annular sleeve, which is fixedly connected to the outer side of the screw. The annular sleeve contacts the rotating block. An annular groove is formed inside the annular sleeve, and a slider is slidably connected inside the annular groove. A support ring is fixedly connected to the end of the slider away from the annular groove. A pull rod is fixedly connected to the side of the support ring away from the slider. A pull rod is slidably connected inside the clutch drum welded component. A second spring is provided on the outer side of the pull rod. A guide groove is formed inside the clutch drum welded component, and a guide block is slidably connected inside the guide groove. A groove is formed inside the guide block, and the guide block is fixedly connected to the support ring. The clutch drum welded component is slidably connected to the slider.

[0009] By pulling the slider to the designated position, the screw, annular sleeve, and annular groove are installed into the designated position inside the clutch drum welded part. Then, the slider is moved into the annular groove, thereby limiting the screw and preventing it from loosening after long-term use.

[0010] Preferably, a handle is fixedly connected to the end of the pull rod away from the support ring. The handle contacts the welded part of the clutch drum. By designing the handle, the pull rod can be moved. The handle adopts an ergonomic structural design to increase the contact area for hand force application, reduce the difficulty of operation, and allow the operator to accurately control the movement stroke of the pull rod.

[0011] Preferably, one end of the second spring is fixedly connected to the support ring, and the other end of the second spring is fixedly connected to the annular sleeve. By designing the second spring, the elastic force can provide reliable reset power for the support ring after the pull rod drives the support ring to move, ensuring that the support ring can accurately return to the initial position after each operation, thus ensuring the cyclic working accuracy of the clutch; at the same time, the second spring has good elastic deformation capability.

[0012] Preferably, the groove is provided with a ball bearing that contacts the clutch drum welded part. By designing the ball bearing, the friction between the guide block and the clutch drum welded part can be reduced, and the original sliding friction can be transformed into rolling friction. This significantly reduces the energy loss during the movement of the mechanism, makes the movement of the guide block more flexible and smooth, and avoids jamming caused by excessive frictional resistance.

[0013] The beneficial effects of this utility model are as follows: 1. By designing components such as annular sleeve, annular groove, slider, support ring, pull rod and handle, this utility model pulls the slider to a designated position, then installs the screw, annular sleeve and annular groove into the designated position in the clutch drum welded part, and then moves the slider into the annular groove, thereby limiting the screw and preventing the screw from loosening after long-term use.

[0014] 2. This utility model designs components such as a clutch drum welded part, oil passage, cavity, piston, first spring, and inner friction plate. The clutch assembly achieves two-wheel drive and four-wheel drive switching by controlling the on / off of the friction plate through oil pressure: In two-wheel drive, there is no oil pressure in the oil passage and no pressure in the cavity. The piston presses tightly against the clutch drum under the action of the returning first spring, without squeezing the inner and outer friction plates. The friction plates do not transmit torque, and the power input and output are disconnected. When switching to four-wheel drive while moving, oil pressure enters the cavity through the oil passage and pushes the piston. When the oil pressure force exceeds the spring thrust, the piston squeezes the inner and outer friction plates to generate friction and transmit torque. The power is transmitted to the clutch drum through the gear, outer friction plate, and inner friction plate and finally output. Attached Figure Description

[0015] Figure 1 is a partial cross-sectional view of the overall structure of this utility model.

[0016] Figure 2 is a schematic diagram of the power transmission of Figure 1 of this utility model.

[0017] Figure 3 is a structural diagram of the clutch mechanism of this utility model as shown in Figure 2.

[0018] Figure 4 is an enlarged view of the bolt in Figure 3 of this utility model.

[0019] Figure 5 is an enlarged view of section A in Figure 4 of this utility model.

[0020] In the diagram: 1. Structural component; 2. Standard component; 3. Transmission mechanism; 31. Input shaft assembly; 32. Double gear assembly; 33. Intermediate gear; 4. Clutch mechanism; 41. Clutch drum welded component; 42. Oil passage; 43. Cavity; 44. Piston; 45. First spring; 46. Inner friction plate; 47. Outer friction plate; 48. Gear shifter; 49. Screw; 410. Rotating block; 8. Limiting mechanism; 81. Annular sleeve; 82. Annular groove; 83. Slider; 84. Support ring; 85. Pull rod; 86. Handle; 87. Second spring; 88. Guide groove; 89. Guide block; 810. Groove; 811. Ball bearing. Detailed Implementation

[0021] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0022] Please refer to Figures 1-5. An electric off-road forklift rear reducer for part-time four-wheel drive includes a structural component 1. A standard component 2 is disposed inside the structural component 1. A transmission mechanism 3 is disposed inside the structural component 1. The transmission mechanism 3 includes an input shaft assembly 31. A double gear assembly 32 is disposed on the input shaft assembly 31. An intermediate gear 33 is disposed on the double gear assembly 32. An intermediate gear 33 is disposed inside the structural component 1. A clutch mechanism 4 is disposed inside the structural component 1. A limit mechanism 8 is disposed on the clutch mechanism 4.

[0023] Please refer to Figures 2, 3, and 4. The clutch mechanism 4 includes a clutch drum welded component 41. The clutch drum welded component 41 is disposed inside the structural component 1. An oil passage 42 is opened inside the clutch drum welded component 41. A cavity 43 is opened inside the clutch drum welded component 41. A piston 44 is disposed inside the clutch drum welded component 41. A first spring 45 is disposed inside the clutch drum welded component 41. An inner friction plate 46 is disposed inside the clutch drum welded component 41. An outer friction plate 47 is disposed inside the clutch drum welded component 41. The outer friction plate 47 contacts the inner friction plate 46. By designing the outer friction plate 47, the friction force can be increased. A gear shift gear 48 is disposed on the outer side of the clutch drum welded component 41. An intermediate gear 33 is disposed on the gear shift gear 48. A screw 49 is disposed inside the clutch drum welded component 41. A rotating block 410 is fixedly connected to the screw 49. The rotating block 410 contacts the clutch drum welded component 41. A limit mechanism 8 is disposed inside the clutch drum welded component 41.

[0024] Please refer to Figures 4 and 5. The limiting mechanism 8 includes an annular sleeve 81. The annular sleeve 81 is fixedly connected to the outer side of the screw 49. The annular sleeve 81 contacts the rotating block 410. An annular groove 82 is provided inside the annular sleeve 81. A slider 83 is slidably connected inside the annular groove 82. A support ring 84 is fixedly connected to the end of the slider 83 away from the annular groove 82. A pull rod 85 is fixedly connected to the side of the support ring 84 away from the slider 83. A handle 86 is fixedly connected to the end of the pull rod 85 away from the support ring 84. The handle 86 contacts the clutch drum welded part 41. By designing the handle 86, the pull rod 85 can be moved. The handle 86 adopts an ergonomic structural design to increase the contact area for hand force application, reduce the difficulty of operation, and allow the operator to accurately control the movement stroke of the pull rod 85. The pull rod 85 is slidably connected inside the clutch drum welded part 41. A second spring 87 is provided on the outer side of the pull rod 85. One end of the second spring 87 is connected to the support ring 84. The second spring 87 is fixedly connected to the annular sleeve 81 at the other end. By designing the second spring 87, the elastic force can provide reliable reset power for the support ring 84 after the pull rod 85 moves it, ensuring that the support ring 84 accurately returns to its initial position after each operation, thus guaranteeing the cyclic working accuracy of the clutch. Simultaneously, the second spring 87 has good elastic deformation capability. A guide groove 88 is provided inside the clutch drum welded part 41. A guide block 89 is slidably connected inside the guide groove 88. A groove 810 is provided inside the guide block 89, and a ball bearing 811 is installed inside the groove 810. The ball bearing 811 contacts the clutch drum welded part 41. By designing the ball bearing 811, the friction between the guide block 89 and the clutch drum welded part 41 can be reduced, converting the original sliding friction into rolling friction, significantly reducing energy loss during mechanism movement, making the movement of the guide block 89 more flexible and smooth, and avoiding jamming caused by excessive frictional resistance. The clutch drum welded part 41 is fixedly connected to the support ring 84, and the clutch drum welded part 41 is slidably connected to the slider 83. By pulling the slider 83 to a designated position, the screw 49, the annular sleeve 81 and the annular groove 82 are installed in the designated position in the clutch drum welded part 41. Then the slider 83 is moved into the annular groove 82, thereby limiting the screw 49 and preventing the screw 49 from loosening after long-term use.

[0025] The specific implementation process of this utility model is as follows: Before using the device, pull the handle 86 to move it away from the clutch drum welded part 41. The movement of the handle 86 drives the pull rod 85 to move, which in turn drives the support ring 84 to move. The movement of the support ring 84 drives the guide block 89 and the slider 83 to move. The movement of the guide block 89 drives the groove 810 to move, which in turn drives the ball bearing 811 to move. After the slider 83 moves to the designated position, move the rotating block 410 towards the clutch drum welded part 41. The movement of the rotating block 410 drives the screw 49 to move, which in turn drives the annular sleeve 81 to move. The movement of the annular sleeve 81 drives the annular groove 82 to move. The screw 49, the annular sleeve 81, and the annular groove 82 are installed in the designated position inside the clutch drum welded part 41. Then release the handle 86. The elastic force of the second spring 87 pushes the support ring 84 to move. The movement of the support ring 84 drives the slider 83 and other components to move. It moves into the annular groove 82, thereby limiting the screw 49 and preventing it from loosening after long-term use.

[0026] When the device is in use, the clutch assembly structure achieves two-wheel drive and four-wheel drive switching through the following principle: In two-wheel drive mode, the oil passage 42 shown on the clutch drum welded part 41 is not pressurized, and the cavity 43 shown is pressureless. The piston 44 is only pressed tightly against the clutch drum welded part 41 by the unidirectional force of the return first spring 45. Thus, the piston 44 does not apply pressure to the inner friction plate 46 and the outer friction plate 47. The gear 48 is connected to the outer friction plate 47 through a spline. When there is no pressure between the inner friction plate 46 and the outer friction plate 47, no torque is transmitted, thereby disconnecting the input to output transmission. When four-wheel drive is engaged, the increased oil pressure is transmitted to the cavity 43 through the oil passage 42, pushing the piston 44. When the force of the oil pressure on the piston 44 exceeds the thrust of the return first spring 45, the piston 44 applies pressure to the inner friction plate 46, causing the inner friction plate 46 and the outer friction plate 47 to generate friction and transmit torque through the clutch drum welded part 41. The groove that mates with the internal friction plate 46 forms the power transmission and final output from the gear 48 to the clutch drum welded part 41.

[0027] Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A rear reducer for an electric off-road forklift that enables part-time four-wheel drive, comprising structural component (1), characterized in that: The structural component (1) has a standard component (2) inside. The structural component (1) has a transmission mechanism (3) inside. The transmission mechanism (3) includes an input shaft assembly (31). The structural component (1) has an input shaft assembly (31) inside. The input shaft assembly (31) has a double gear assembly (32) on it. The structural component (1) has a double gear assembly (32) inside. The double gear assembly (32) has an intermediate gear (33) on it. The structural component (1) has an intermediate gear (33) inside it. The structural component (1) has a clutch mechanism (4) inside. The clutch mechanism (4) has a limit mechanism (8) on it.

2. The rear reducer of an electric off-road forklift for achieving part-time four-wheel drive as described in claim 1, characterized in that: The clutch mechanism (4) includes a clutch drum welded component (41). The clutch drum welded component (41) is provided inside the structural component (1). An oil passage (42) is provided inside the clutch drum welded component (41). A cavity (43) is provided inside the clutch drum welded component (41). A piston (44) is provided inside the clutch drum welded component (41). A first spring (45) is provided inside the clutch drum welded component (41). An internal friction plate (46) is provided inside the clutch drum welded component (41). A gear shift gear (48) is provided on the outside of the clutch drum welded component (41). An intermediate gear (33) is provided on the gear shift gear (48). A screw (49) is provided inside the clutch drum welded component (41). A rotating block (410) is fixedly connected to the screw (49). The rotating block (410) is in contact with the clutch drum welded component (41). A limit mechanism (8) is provided inside the clutch drum welded component (41).

3. The rear reducer of an electric off-road forklift for achieving part-time four-wheel drive as described in claim 2, characterized in that: The clutch drum welded part (41) is provided with an outer friction plate (47) inside, and the outer friction plate (47) is in contact with the inner friction plate (46).

4. The rear reducer of an electric off-road forklift for achieving part-time four-wheel drive as described in claim 2, characterized in that: The limiting mechanism (8) includes an annular sleeve (81). The annular sleeve (81) is fixedly connected to the outside of the screw (49). The annular sleeve (81) contacts the rotating block (410). An annular groove (82) is provided inside the annular sleeve (81). A slider (83) is slidably connected inside the annular groove (82). A support ring (84) is fixedly connected to one end of the slider (83) away from the annular groove (82). A pull rod (85) is fixedly connected to one side of the support ring (84) away from the slider (83). The clutch drum welded part (41) is internally slidably connected to a pull rod (85), and a second spring (87) is provided on the outside of the pull rod (85). The clutch drum welded part (41) is internally provided with a guide groove (88), and a guide block (89) is slidably connected inside the guide groove (88). The guide block (89) is internally provided with a groove (810). The guide block (89) is fixedly connected to the support ring (84), and the clutch drum welded part (41) is slidably connected to the slider (83).

5. The rear reducer of an electric off-road forklift for achieving part-time four-wheel drive according to claim 4, characterized in that: A handle (86) is fixedly connected to one end of the pull rod (85) away from the support ring (84), and the handle (86) contacts the clutch drum welded part (41).

6. The rear reducer of an electric off-road forklift for achieving part-time four-wheel drive according to claim 4, characterized in that: One end of the second spring (87) is fixedly connected to the support ring (84), and the other end of the second spring (87) is fixedly connected to the annular sleeve (81).

7. The rear reducer of an electric off-road forklift for achieving part-time four-wheel drive according to claim 4, characterized in that: The groove (810) is provided with a ball (811) inside, and the ball (811) contacts the clutch drum welded part (41).

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