Patent Application
20080250898
The invention relates to the field of industrial vehicles, of the type consisting of a lift truck with a telescopic jib. It is directed more particularly toward a configuration of the gearbox equipping such machines, with the aim of reducing its size, resulting in favorable consequences for the overall structure of the machine.
Generally, lift trucks with a telescopic jib comprise two axles supporting a chassis itself supporting the combustion engine, the transmission mechanism, the telescopic jib which extends longitudinally, and the driver's cab.
Maneuverability and ergonomic constraints impose the dimensioning and positioning of the various components making up the machine.
Hence, what is sought for a lift truck is optimized maneuverability, this being manifested by the reduction in the distance between the front and rear axles. Thus, it is assumed that a machine should have a wheelbase between the front and rear axles which is less than 2.60 meters so that it can move around within any type of work site, with a capability of performing maneuvers in narrow work areas.
Reducing the distances between the front and rear axles limits the available volume in the bottom section of the chassis that is occupied by the combustion engine, the gearbox providing transmission to the axles, and the hydraulic circuit for maneuvering the telescopic jib, and also the associated cooling circuit.
The volume occupied by these various components must not extend excessively upward into the space occupied by the telescopic jib. Indeed, for reasons of stability, the telescopic jib is generally installed in the central section of the machine, and extends longitudinally. The driver's cab is situated on one side of this telescopic jib, and it is important for safety reasons that the driver has the clearest possible field of view over the entire area surrounding the vehicle.
Specifically, it is important that he can have a permanent view of the load, irrespective of the movement of the jib. When the vehicle is moving, the driver must also have good visibility of the rear section of the vehicle, beyond the pivot point of the jib with respect to the chassis, and it is also very important for the driver to have lateral visibility on the opposite side of the jib with respect to the location of the cab.
Consequently, it is important for the jib not to be situated at too great a height with respect to the chassis, at the risk of impeding the driver's lateral visibility. It will also be appreciated that this type of vehicle is intended to move around on uneven ground and that a minimum ground clearance, of around 400 millimeters, is necessary.
Various solutions have already been proposed in respect of arranging the combustion engine, the gearbox and the associated cooling system. Indeed, the combustion engine occupies a considerable volume insofar as it is intended to develop a power of around 100 hp or above. Among the known existing solutions is that described in U.S. Pat. No. 6,668,964 which consists in mounting the combustion engine transversely. In this way, the engine extends mainly in a transverse direction and occupies only a limited volume in the longitudinal direction. An angle transmission system makes it possible to transmit the torque developed by the engine to a central gearbox, itself connected to the front and rear axles by two Cardan shafts. The gearbox equipping this type of machine is of the traditional type and hence comprises two clutch devices on the gearbox input shaft that are actuated alternately depending on whether the machine is to move in forward gear or in reverse gear. It will be appreciated that the use of two separate clutch mechanisms on the same input shaft increases the overall volume of the gearbox.
Other solutions have been proposed in which the combustion engine is not installed transversely, but instead longitudinally. In that case, the gearbox is situated in the continuation of the combustion engine, on the output side thereof.
The solutions in which the combustion engine, the gearbox and the drive for the hydraulic pumps are arranged in the same alignment are incompatible with the reduced wheelbase specified above in the case of specified power levels of around 100 ho or more.
Another solution consists in replacing the gearbox with a hydraulic pump which is itself connected hydraulically to a hydraulic motor. This motor transmits the mechanical torque to the axle assemblies via a “hydrostatic” transmission. The cost of a hydrostatic transmission is a disadvantage against this type of solution.
One of the objectives of the invention is therefore to provide a new gearbox structure which allows the use of a longitudinal engine without overly increasing the length of the assembly consisting of combustion engine, gearbox and drive for the hydraulic pumps so as to maintain a limited wheelbase level, typically less than 2.60 m, between the front and rear axles.
Another objective of the invention is to limit the volume of this assembly such that it is possible to arrange the telescopic jib at a limited height that does not impede visibility, in particular lateral visibility.
Another objective of the invention is to avoid the use of a hydrostatic power transmission and to retain a mechanical transmission, which is more economic with equivalent performance levels.
The invention therefore relates to a gearbox for a lift truck with a telescopic jib, which comprises a torque converter on its input side, and an output shaft.
According to the invention, this gearbox is characterized in that it comprises:
In other words, the gearbox according to the invention comprises only a single clutch mechanism unlike existing gearboxes which comprise two clutch mechanisms, namely a first mechanism for transmission in forward gear and a second mechanism for transmission in reverse gear.
According to the invention, selection between reverse gear and forward gear occurs downstream of the single clutch mechanism by virtue of the transmission of the torque being selected by one of the two pinions arranged on the secondary shaft driven by the clutch mechanism. The presence of a single clutch mechanism considerably reduces the overall size of the gearbox, and thus makes it possible for this gearbox to be installed on the longitudinal output side of the engine while thus freeing up a volume which can be used by other components of the vehicle, without the need to increase either the wheelbase or the height of the telescopic jib.
Hence, the synchronizer device makes it possible, based on the direction of travel control, to drive the first or second pinion with the secondary shaft. Depending on whether it is the first or second pinion that is driven by the secondary shaft, the tertiary shaft turns in one direction or in the other. Specifically, the tertiary shaft is driven directly in forward gear using the first pinion, while in reverse gear the second pinion drives a reversing pinion, itself engaging the tertiary shaft.
The control of the movement of the synchronizer devices situated on the secondary shaft can be co-ordinated with the control of the clutch mechanism, thus making it possible to stop the transmission of the engine torque when changing direction and to do so for the duration required to synchronize and mechanically couple the secondary shaft and the tertiary shaft.
In practice, the synchronizer devices situated on the secondary shaft can preferably be controlled in an electrohydraulic manner so as to tie the electrical control of the clutch mechanism with the mechanism for changing direction of rotation.
According to another feature of the invention, the output shaft of the gearbox can be connected to a transfer box intended to be connected to at least one of the transmission shafts of the vehicle. This transfer box makes it possible to offset transversely the output side of the transmission ratio selection system so as to align it as far as possible with the longitudinal axis of the machine. In this way it is possible to limit the angles imposed on the Cardan joints which connect the transmission shafts with the output side of the transfer box.
According to another feature of the invention, the torque converter can advantageously have a hollow shaft which is traversed by a drive shaft of a power take-off. This power take-off can advantageously be connected to a hydraulic pump, and in particular the pump for pressurizing the main hydraulic circuit of the vehicle responsible for maneuvering the telescopic jib.
The manner of implementing the invention, together with the advantages resulting therefrom, will become clearly apparent from the description of the embodiment which follows, supported by the appended figures, in which:
Generally, the lifter loader (1) with a telescopic jib that is illustrated in
The telescopic jib (6) is situated substantially in the central section of the vehicle and is flanked on one side by a cowling of the engine compartment (11) and on the other side by a driver's cab (12).
To provide the locomotion function of the vehicle, the torque delivered by the engine situated in the engine compartment (11) is transmitted to the axles (3, 4) via transmission shafts (15, 16).
More precisely, as illustrated in
As specified above, the invention consists in designing the gearbox (21) to be compact, thereby reducing the size of the engine compartment, and in optimally arranging this engine compartment so as not to impede visibility.
More precisely, and as illustrated in
The primary shaft, situated on the output side of the torque converter, is connected to a clutch mechanism or pack (32). This clutch pack (32) comprises an output pinion (33) which engages the main pinion (34) of a secondary shaft (35). The first pinion (37) and the second pinion (38) are mounted to freewheel on this secondary shaft (35).
The first pinion (37) engages a pinion (3) of the tertiary shaft (40). Another pinion (41) of the tertiary shaft (40) is engaged by a reversing pin (42), itself engaged by the second pinion (38) of the secondary shaft (35).
This tertiary shaft (40) comprises a number of other pinions (46, 47) intended to engage complementary pinions (49, 50, 51, 52) of the output shaft (45).
The output shat is connected to a subassembly forming a transfer box (62) including three pinions (55, 56, 57) allowing the output side of the gearbox to be offset close to the center of the vehicle, and in order to transmit a torque to the transmission shafts (15, 16) via Cardan joints (60, 61).
More precisely, and as illustrated in
Depending on its movement, the synchronizing device (70) can engage either the first pinion (37) or the second pinion (38) and thus transmit the rotational movement of the shaft (35) to the pinion in question.
According to the invention, the movement of this synchronizer device (70) is controlled in an electrohydraulic manner, that is to say with an electrical control acting on a hydraulic device causing the movement of the device (70). This electrical control is synchronized with the control of the clutch pack (32) so as to stop the transmission of the torque from the engine when a change of direction is desired.
The clutch and the synchronizer device (70) can be controlled to act by the same item of electrical information, generated by the movement of a switch or a specific manipulator in the driver's cab, for shifting from forward gear to reverse gear, or vice versa.
The gearbox is also equipped at its output shaft with additional synchronizer devices (72, 74) mounted with a sliding connection on the output shaft (45) and able to couple the output shaft (45) to one of the pinions (49-52) mounted to freewheel on the latter.
These two synchronizer devices (72, 74) of the output shaft can be controlled in various ways, either mechanically under the action of a gear lever accessible in the driver's cab and combined with a linkage, or else electrohydraulically or electrically.
In the same way as for the synchronizer device (70) of the secondary shaft, the control of the synchronizer devices (72, 74) of the output shaft can interrupt the transmission of the engine torque by the clutch pack (32).
According to another feature of the invention, the torque converter (30) has a hollow shaft (31) inside which is arranged a shaft (78), which is thus directly driven by the combustion engine. This drive shaft (78) is provided at its other end with a pinion (79) which can be connected, as illustrated in
As illustrated in
Moreover, by virtue of this position, the pump can be easily accessible from outside, since it is situated directly in the vicinity of the cowling of the engine compartment (11), for maintenance operations.
It is also possible to position the pump above the level of the gearbox, using an angle transmission mechanism, in cases where the width of the engine compartment does not allow the positioning of the hydraulic pump.
As illustrated in
| Filing Document | Filing Date | Country | Kind | 371c Date |
|---|---|---|---|---|
| PCT/FR05/50050 | 1/27/2005 | WO | 00 | 4/18/2008 |
