Lubrication system for right-angle drives used with utility vehicles

[0001] The invention relates to a bearing according to claim driven wheels, according to the lubrication of bearings according to claim 12 the use of a high speed motor in a commercial vehicle according to claim 15.

reservations

11, method and method [0002] The present invention is used to lubricate bearings that support a high speed pinion input gear mounted in a pinion housing that facilitates the use of the right angle bevel gear of the reduction gear - in commercial vehicles. The invention belongs to the field of right angle bevel gears driven by high speed motors used in commercial vehicles. Angular gears with right angles reduction gears - they are used, for example, in commercial vehicle propulsion systems, but can be used in other applications.

[0003] Traditionally, SkidSteer® Loader Machines, which became famous thanks to manufacturers such as Bobcat® and similar companies, were almost exclusively hydraulically powered. Skid-Steer® is a registered trademark of Arts-way Manufacturing Co., Inc., a corporation registered under the laws of Delaware. Bobcat® is a registered trademark of the New Jersey Clark Equipment Company.

[0004] These machines traditionally have internal combustion, gasoline or diesel engines that drive a hydraulic pump. The pump usually supplies power to two independently controlled hydraulic motors, one on each side of the machine. The output of each engine drives a drive sprocket with two sets of sprocket teeth. One set of sprocket teeth drives the chain that leads to the front wheel sprocket and the other set of sprocket teeth drives the chain that leads to the rear wheel sprocket. The hydraulic pump also provides power for the lifting function and power take-offs for tools that can be connected to the machine. United States Patent No. 4,705,449 discloses the use of two electric traction propulsion engines. FIG. 1 is a top view of the electric propulsion system of US Patent No. 4,705, where battery 28 supplies electricity to two propulsion engines 60, 64, which in turn are coupled 84 to a reduction gearbox 82. Specifically, patent No. 4705449 states in column 4, line 10 and further: "the first driving motor 60 provides driving power to the left side of the vehicle and the second driving motor 64 supplies driving power to the right side of the vehicle 66. Both the first drive motor 60 and the second drive motor 64 are powered by a battery 28. Similarly, the drive motor 64 is connected to the front reduction gear assembly 82 via a clutch 84. The front reduction gear assembly is coupled to a chain 86 which in turn is coupled to the right rear gear 74 and left front gear 90, which are connected to wheels 14a and 14b, respectively, via axles 92 and 94. As can be seen, the drive motor 60 operates independently of the drive motor 64, thus allowing the wheels 14c, 14d to operate at a different speed than the wheels 14a and 14b to achieve sliding control. "

[0005] United States Patent No. 4,705,449 and others discloses the use of two traction electric drive motors. Motors are not specified by Christianson or others as DC motors or AC motors. However, the motors are DC electric motors because they are controlled by a device specified in patent No. 4705449 granted to Christianson, namely the General Electric EV 1 SCR controller, which is designed to control DC motors. The General Electric EV 1 SCR regulator describes the use of rectifiers to supply power pulses to DC motors and it is not possible to control AC motors.

[0006] A copy of the technical literature of the EV 1 SCR controller is hereby submitted as a disclosure statement, and describes the use of the controller as intended for controlling DC motors. Additionally, the EV 1 SCR regulator is specified in US Patent No. 4,265,337 and is used to control a DC motor 92.

[0007] In addition, the EV 1 SCR controller has been used in various cars (electric vehicles) in connection with serial DC motors that provide high current and high torque at low rpm.

[0008] In the past, DC drive motors have been used in forklift and similar vehicle applications. Internal combustion engines are not preferred in such applications because the internal combustion engine produces zero torque at zero engine speed (revolutions per minute) and reaches its maximum torque later, within its operating range. Internal combustion engines usually require a variable gear ratio between the engine and the wheels to match the engine speed to the driving speed and loads. A clutch must be used so that the engine can be mechanically disconnected from the wheels when the vehicle stops. In addition, when starting from a stop position, there is some slip of the motor relative to the drive system. DC electric drive motors produce considerable torque at zero speed and can thus be connected directly to the road wheels. AC motors, hydraulic motors, and pneumatic motors also produce torque at zero speeds.

[0009] Although the term traction drive motor is commonly used in the context of a DC motor, the term also applies to AC motor applications. In addition, the term traction propulsion engine is used to describe any engine of any type used to supply torque and power to road wheels, vehicle tracks, etc.

[0010] In small commercial vehicles, and the like, space is an important factor in vehicle construction. Therefore, it is desirable to use a small electric, hydraulic or pneumatic motor that is capable of providing the required torque and power in all operating conditions. If an electric motor is used, it may be an AC motor or it may be a DC motor.

[0011] Generally, at a given power, high speed electric motors are smaller in size, lighter, and cheaper than low speed motors. Generally, at a given power, AC motors are smaller than DC motors. [0012] It is desirable to save space, weight and cost in a commercial vehicle power system by using a high speed motor so that space can be used for batteries, controls or other components. Furthermore, it is desirable to save space, weight and cost in the power system of a commercial vehicle or similar vehicle by using a high speed engine. The space can be preserved for other vehicle components, and in doing so, it is necessary to dissipate large amounts of heat from the bearings supporting the pinion shaft. The pinion shaft can rotate at 6000-7000 rpm or higher depending on the application. At these speeds, significant amounts of heat are released in the bearings. The high input speed from a small electric motor in combination with a right angle reduction gearbox saves space while maintaining the performance requirements for rotational mement and power.

[0013] Initially, external or internal oil pumps were used in reduction gears to lubricate bearings that support shafts and high-speed gears. These devices are powered by one of the shafts in the gear housing or casing. Although satisfactory performance has been achieved with shaft driven oil pumps, more parts are needed to achieve high speed shaft lubrication. Shafts with higher speeds generate more heat, which must be dissipated. External pumps require channels through the pump casing to supply oil to bearings and gears.

[0014] United States Patent Application, serial number 11399123, filed April 6, 2006, uses an oil flinger and has a common owner with this patent application. A bearing lubrication device that includes an output shaft yoke housed in a gear housing is disclosed and proprietary. The output shaft is partly inside the output shaft yoke and the upper bearing and lower bearing support the output shaft. The output shaft yoke includes a first chute for gripping the lubricating fluid which is sprayed by the oil flinger. The first chute is connected by a lubricating liquid to the upper bearing that pumps the lubricating fluid through the bearing and to the upper channel, which ends in the hole from which the lubricating fluid flows.

[0015] US Patent No. 5887678 discloses a shaft bearing lubrication device that includes a gutter extending radially outward and inclined downward towards the shaft bearing. United States Patent No. 6439208 discloses a centrifugal compressor having a lubricating beater. US Patent No. 6,698,762 discloses a shaft of an oil flinger device. US Patent Application Publication No. US 2003/0159888 A1 discloses a grooved patent pending oil flinger assembly.

US Patent Application Publication No. US 2006/0104838 A1 discloses an integrated flywheel.

eccentric wheel [0016] In reproduction document DE 14 50 724 A a bearing lubrication device is disclosed. This device discloses a gear housing having an inner portion and a lubricating fluid reservoir located therein. In addition, an oil flinger, pinion shaft, pinion shaft housing and bearing for supporting said pinion shaft within said pinion shaft housing are provided. However, the oil flinger is not very effective.

[0017] EP 0 677 672 A1 discloses a bearing lubrication device in a rotary machine. The device comprises a rotatable shaft rotatably supported by a rolling bearing, and an oil receiving part which receives the lubricating oil lifted by the lifting element. The oil in the oil receiving part is sucked through the suction nozzle and is sent to the inside of the rotating shaft through the first channel. Then, the oil flows back through the second channel into the bearing. The oil supply nozzles are formed in a rotary shaft such that oil is fed to the bearing by the pumping action of the oil supply nozzles as the rotary shaft rotates. The design is completely different from the subject of the present invention.

the brake. Stretching output pair [0018] Document US 4 962 821 A relates to the individual drive system of a slide-controlled loader comprising a pair of independent gearbox housings connected by a plate element, spaced apart. Transmission housings include chain drives for the loader and have axle housing protruding outwardly from the outer side walls. A pair of reduction gears are mounted on the inner side walls of the gearboxes to provide driving power for the front and rear steering knuckles at reduced speeds. The reduction gear includes an improved brake including a round drum attached to the reduction gear, an elastic band wound around the drum and an eccentric camshaft for starting hydrostatic engines having a shaft for the reduction gear housings is coupled with external reduction gears. Each output shaft has a tapered shape and ends with a threaded end to facilitate pinion assembly.

[0019] None of the above opposites provides lubrication of the pinion shaft bearing in an angular reduction gear using an oil flinger, pinion shaft and pinion housing configured for use in a utility vehicle.

[0020] None of the above opposites discloses an angular reduction gearing which includes an oil slurry lubrication system in connection with a commercial vehicle.

[0021] A bearing lubrication device in an angular reduction gear includes the features of claim 1. The principles and design disclosed herein can be used in a reduction gear regardless of whether it is designated as a right angle angular reduction gear. The oil flinger, rotating pinion shaft, pinion shaft housing and bearings for supporting the pinion shaft inside the pinion shaft housing work together to ensure a continuous supply of oil to the bearings. The pinion shaft includes a first and second channel extending radially and longitudinally through which oil is supplied from the cavity at the end of the pinion shaft to the bearings. Oil is sprayed from the reservoir into the cavity of the rotating pinion shaft, where it is pushed centrifugally outwards in the cylindrical cavity and is centrifugally pushed out through channels extending radially and longitudinally into the oil supply chamber formed by the rotating pinion shaft, shaft housing and bearing. Tapered roller pumps pump oil from the oil supply chamber back to the oil tank. The oil channels in the shaft housing allow oil to be returned from the first bearing set, while another bearing set returns the oil directly to the tank. In this way, a very compact and efficient reduction gearing is produced having a shaft driven oil slinger that is compact and minimizes the amount of parts needed.

[0022] A method of lubricating bearings supporting a shaft in a transmission has been disclosed and includes the steps of claim 12.

[0023] The right angle bevel gearbox described herein is particularly useful in a utility vehicle. The vehicle contains the features of claim 11.

[0024] Another method of using a high speed engine in a commercial vehicle has been disclosed. The method comprises the steps of claim 15.

[0025] Since electric motor technology has evolved to provide higher efficiency at a lower cost, it makes sense to replace hydraulic systems with electrical systems. Electric motors usually rotate at much higher speeds than hydraulic motors, especially motors suitable for skid-steer loaders. It is desirable to minimize the size of drive system components so as to maximize the space available for batteries and controls. The vehicle described herein may use Nickel Metal Hydride, Lithium Ion, Lithium Ion Polymer, Lead Acid or other technology batteries.

[0026] Although one example of the invention described herein uses high speed AC motors, it is believed that the invention can be used with DC high speed electric motors, high speed hydraulic motors and motors high speed pneumatic.

[0027] In one example, the entrance to the gearbox is a helical gear, offset axis, driven by a pinion. Planetary solar pinion enters the recirculation stage. The sets of planetary gears ensure the multiplication of the torque in the gearbox is the yoke of compact packages. Output with reduction of a set of planetary gears, including a stationary ring gear. The gear housing includes a ring gear, which is a reaction wheel, and meshes with three gear wheels. The circulating yoke contains a splined, splined output shaft.

with a gear set from a gear set that engages [0028] Reduction with an offset axle in the gearbox is an important aspect of the invention because it allows the electric motors to be positioned side by side. The use of electric motors is enabled in this application by shifting the gearbox. In this way, the left and right side motors can be mounted side by side without interference, while maximizing the space available for other components, such as batteries and controls.

[0029] In another example, the gearbox with the offset axle can be arranged differently - it is rotated 180 degrees - with the engines side by side. Although this example may result in a reduction in vehicle width and may also result in an increase in vehicle length. Alternatively, this example can also be used to directly drive one of the wheel shafts.

[0030] A commercial vehicle with driven wheels comprises a frame and two high speed AC electric motors arranged side by side to drive the vehicle.

A variable frequency AC drive is used to control the speed of the motors and thus to control the direction and rotation of the commercial vehicle. Instead of high speed AC motors, high speed DC motors, high speed hydraulic motors and / or high speed pneumatic motors can be used.

chains connected to the front and rear wheels. space-saving reduction gear [0031] Each AC motor has an output that drives a planetary reduction gear with an offset axis. Each planetary reduction gear with an offset axis is attached to an electric motor or other type of motor, and includes an output yoke coupled to the output shaft. Each output shaft includes a first and second chain drive sprocket that drives the drive shafts respectively. Each planetary axis gear allows the use of AC motors, high speed and relatively low torque - or other motors with similar operating characteristics - with speed reductions. Gearbox generating sufficient vehicle driving torque. Applications are also being considered, in addition to commercial vehicles.

with the desired large reduction gears allows for additional wheels [0032] In an embodiment of the invention, the commercial vehicle drive system comprises two AC electric motors or other high speed motors with similar operating characteristics - each having a shaft-driven pinion. The intermediate gears engage with shaft-driven pinions, which in turn drive the planetary gears. Each of the planetary reduction gears includes an output spline and each of the output spline is in line with the others.

[0033] In the example according to the invention, the method of using a high speed electric motor - either a hydraulic motor, pneumatic motor or high speed DC motor - in a utility vehicle comprises the step of orienting the motors having shaft-driven pinions side by side so that their shaft-driven pinions are positioned on opposite sides of the vehicle. Then, planetary reduction gears with an offset axis are mounted in conjunction with shaft-driven pinion gears. Each of the planetary reduction gears includes a gear wheel driven by shaft-driven pinions. A gear driven by shaft-driven pinions includes a portion of the shaft formed as a second sun gear for the pinion that drives the planetary gear assembly and the yoke. The planetary gear set works with a ring gear in the planetary gear housing. The planetary reduction gear yoke contains splined output. Each splined output is on the same axis as the other splined output located on the other side of the vehicle. In addition, the method includes driving an output shaft coupled to the splined output of the planetary reduction gear yoke. And, finally, the method includes driving the vehicle road shafts with chains.

[0034] The object of the present invention is to save engine space in a commercial vehicle, recreational vehicle and the like while providing high torque on the road wheel and vehicle tire.

[0035] The object of the present invention is to provide a planetary reduction gearing in a commercial vehicle, recreational vehicle and the like which allows the use of a smaller, lighter vehicle while providing high traveling gear and a vehicle tire.

high torque motor on the wheel [0036] The purpose of the present invention is to provide a planetary reduction gear in a commercial vehicle, recreational vehicle and the like which allows the use of a smaller, lighter high speed motor selected from the group of AC motors, DC motors, hydraulic motors and pneumatic motors.

[0037] The object of the present invention is to provide a planetary reduction gear in a commercial vehicle, recreational vehicle and the like that allows the use of a smaller, lighter, high speed AC electric motor while providing high torque on the road wheel and vehicle tire.

[0038] The object of the present invention is to provide an efficient planetary reduction gear for use in a commercial vehicle, recreational vehicle and the like.

[0039] The object of the present invention is to provide two electric motors, with offset axis, in a commercial vehicle, recreational vehicle and the like by using two planetary reduction gears with offset axis.

[0040] The object of the present invention is to use high speed AC motors in a commercial vehicle, recreational vehicle and the like.

[0041] The object of the present invention is to provide a method of using two high speed electric motors.

[0042] The object of the present invention is to provide planetary reduction gears with an offset axis for use in connection with high speed motors for efficient use of space in a commercial vehicle.

[0043] The object of the present invention is to provide planetary reduction gears with an offset axis for use in connection with AC electric motors for efficient torque generation on the wheels of a commercial vehicle.

[0044] The object of the present invention is to provide angular planetary reduction gears, in combination with high speed motors, for efficient use of space in a commercial vehicle.

[0045] It is an object of the present invention to provide right angle angular planetary gearboxes for use in connection with AC electric motors for efficient torque generation on commercial vehicle wheels.

[0046] The object of the present invention is to provide right angle angular planetary gearboxes that use an oil slinger to lubricate bearings that support the pinion shaft. The pinion shaft includes a cavity and through channels connecting to the first chamber for supplying oil to the bearings. The second chamber returns the oil through the pinion housing adapted to return oil to the tank in the main housing.

[0047] The object of the present invention is to provide a right angle angular gearing having first and second chamber for lubricating pinion shaft bearings.

[0048] It is an object of the present invention to provide a commercial vehicle with compact right angular reduction gearboxes with longitudinally arranged motors allowing close arrangement of the side rails of the vehicle.

[0049] These and other objects of the invention will be best understood with reference to the brief description of the drawings, the description of the invention and the claims which are attached below. The figures show:

Fig. 1 a top view of a vehicle with skid control (SkidSteer), prior art, driven by DC drive motors;

Fig. 2 a top view of a commercial vehicle showing two AC motors arranged side by side, each having a planetary reduction gearing, with an offset axis driving a respective output shaft;

Fig. 2A an enlarged part of Fig. 2 showing a part of the left side of the vehicle;

Fig. 2B an enlarged part of Fig. 2A showing a reduction gear and an output shaft;

Fig. 2C, exploded view, entry to reduction gear, reduction gear and output shaft; Fig. 2D perspective view of the yoke and output shaft;

Fig. 2E a perspective view of a planetary speed reduction gear with an offset axis;

Fig. 3 a block diagram of a method of using high speed AC electric motors with planetary reduction gears with an offset axis;

Fig. 4 a top view of a commercial vehicle showing two AC motors in connection with two right angle gears;

Fig. 4A a cross-sectional view of one of the right angle angled drives and the motor;

Fig. 4B a perspective view of one of the right angle angled drives;

Fig. 4C a perspective view of the pinion shaft housing;

Fig. 4D a rear view of the pinion shaft housing;

Fig. 4E a cross-sectional view of the pinion shaft housing taken along the line 4E-4E of Fig. 4D;

Fig. 4F a cross-sectional view of the pinion shaft housing taken along the line 4F-4F in Fig. 4D;

Fig. 4G an enlargement of part of Fig. 4A;

Fig. 4H is an enlarged view similar to Fig. 4F with the pinion shaft and bearings inserted;

Fig. 4I a perspective view of the pinion shaft and helical pinion;

Fig. 4J a top view of the pinion shaft and helical bevel pinion;

Fig. 4K view of the pinion shaft tip and helical bevel pinion;

Fig. 4L a cross-sectional view of the gear housing showing a helical bevel gear and helical bevel gear;

Fig. 5 a block diagram of the lubrication process of bearings supporting a pinion shaft in a pinion shaft housing, and

Fig. 6 block diagram of the process of using high speed engines in a commercial vehicle with angular planetary reduction gears.

[0050] The drawings will be best understood when referring to the description of the invention and the claims below.

[0051] Fig. 2 is a top view 200 of a commercial vehicle showing two AC electric motors 201, 202 side by side having a planetary reduction gear 203, 204 with an offset axis driving the respective output shaft 208, 214.

While reference numerals 201, 202 refer to high speed AC electric motors, it is particularly emphasized that other types of high speed motors can be used, such as DC motors, hydraulic motors and pneumatic motors.

[0052] The utility vehicle includes a frame 205, 206, 250, 251 for supporting vehicle components. As shown in Fig. 2, the frame side member 205 is on the left side of the vehicle and the frame side member 206 is on the right side of the commercial vehicle. The two side elements 205, 206 of the frame are shown in cross-section in Fig. 2, Fig. 2A and Fig. 2B.

[0053] The frame side member 205 supports the first chain driven wheel shaft 210. The chain wheel 210S is formed as part of the road wheel shaft 210 or, alternatively, is a separate chain wheel attached or attached to the road wheel shaft 210. The frame side member 205 also supports the output shaft 208 of planetary reduction gear 203.

[0054] Output shaft 208 includes two sprockets 208S that are identical. The 208S sprockets can be an integral part of the shaft 208 or they can be separately attached to the shaft. The metal chain 210 interconnects 210S and 208S chain wheels and transfers power and torque between them. The reduction ratio between the output 208S chain sprocket and the driven 210S chain sprocket is about 2.5-5: 1 so that for each revolution of the output shaft 208 the 210S front sprocket and the wheel 210 shaft rotates from 0.4 to 0, 2 turns. A reduction in the speed of a 210S driven sprocket causes a corresponding increase in torque for a given applied power.

[0055] Referring to Figures 2 and 2B, output shaft 208 is splined and coupled to splined output 230T of yoke 230 of planetary reduction gear 203. Frame side member 205 also supports chain-driven second shaft 212. The sprocket 212S is formed as part of the road wheel shaft 212 or, alternatively, is a separate sprocket attached or attached to the wheel shaft 212 to drive the rear wheel 212A.

[0056] The metal chain 211 couples the sprockets 212S and 208S to each other and transfers power and torque between them. The ratio between the output 208S chain sprocket and the driven chain wheel 212S is about 2.5-5: 1 so that for each revolution of the output shaft 208, the rear chain wheel 212S and the wheel 212 shaft rotates from 0.4 to 0.2 trading. A reduction in the speed of the 212S driven sprocket causes a corresponding increase in torque for a given applied power.

[0057] Similarly, the design and operation of the driven sprockets 216S, 217S shafts 216, 217 front and rear wheels 216A, 217A, sprockets 214S, shaft 214 and chains 213, 215 on the right side and within the right frame 206 are identical for the element side 205 of the left frame and frame 205. The ratio between the drive shaft 214S output shaft and driven sprocket 216S, 217S is the same as on the left side of the vehicle, namely about 2.5-5: 1.

[0058] A speed reduction of about 2.5-5: 1, just described is additional to speed reduction of planetary reduction gears 203, 204, which are described hereinafter. The AC motors 201, 202 are side by side and have output shafts 221S, 222S with pinions 221, 222 mounted thereon to drive two planetary reduction gears 203, 204 with an offset axis to reduce speed and increase torque. Alternatively, a 221H helical gear rack and a 223H helical gear wheel are used.

[0059] The torque of the electric motor at full load is generally defined as follows:

Torque (feet - pounds) = 5250 x power in hp (steam horse) revolutions per minute [0060] Generally for a given power, high speed electric motors are smaller in size, less weight and are cheaper than low speed engines. Generally, for a given power, AC motors are smaller than DC motors. Additionally, for a given power, AC motors are smaller than DC motors.

[0061] The use of planetary reduction gears 203, 204 with AC motors 201, 202 saves space. As mentioned before, the motors can be hydraulic, pneumatic or DC motors. The reduction gears 203, 204 are approximately 8 inches in diameter and approximately 5.5 inches deep, and occupy a volume of approximately 300 cubic inches.

2,

2B in Fig. 2A, transmission [0062] Fig. 2 is an enlarged portion 200A of Figs showing the left side of the vehicle and Fig is a further enlargement of portion 200B showing in more detail the reduction 203 and pinion 221 on the output shaft 221S.

[0063] With reference to Figures 2A and 2B, the AC motors 201, 202 are controlled by a variable frequency drive (not shown) to control the speed of the motors. Preferably, the AC motors are three-phase motors. Each of the planetary reduction gears 203, 204 with offset axis includes a housing having an annular gear 224 attached to it. An annular gear 224 is trapped between the parts of the reducer housing 203, 203A. 224S seals prevent lubricant from leaking from inside the gear housing.

[0064] Each of the planetary reduction gears 203, 204 includes a yoke 230 having planet gears 225, 226, 229 meshing with a ring gear 224 and an output spline 230T. Although the planetary reduction gear shown in the figure has three planetary gears, any rational number of planetary gears can be used. Each reducer includes a wheel 223 having teeth 223T driven by pinion 221 of output shaft 221 of AC motor 201. The gear 223 driven by the pinion 221 of the output shaft 221 of the AC motor 201 includes a portion of the shaft forming a sun pinion 227 with gear teeth 227T.

[0065] Sun pinion or gear 227 meshes with three planetary gears 225, 226 and 229, each of which naturally includes teeth 225T, 226T and 229T, which engage with ring gear 224. Ring gear 224 extends around the inner gear circuit. Each of the chain driven shafts 208, 214 includes a 208T spline mounted thereon, which meshes with the output spline 230T of the yoke 230, as best seen in Fig. 2B. Planetary reduction gears 203, 204 achieve a speed reduction in the approximate range of 20-30: 1. Thus, for each rotation of the input pinions 221, 222, the yoke 230 will rotate by 1/20 to 1/30 of a revolution. Specifically other speed reductions are being considered. 208S, 214S chain sprockets, in combination with 210S, 212S, 216S and 217S sprockets of the road wheel shaft, achieve a speed reduction of approximately 2.5 - 5: 1. So, for every turn of the chain drive 208S chain drive, the chain wheels 210S, 212S will rotate by 0.4 to 0.2 turns. Specifically other speed reductions are being considered. Because the torque is inversely proportional to the shaft speed, the torque increases with the reduction of speed.

[0066] Specific other speed reductions are contemplated depending on the desired torque on the road wheels and the traveling machine speed, taking into account loads, tilts and other variables. The use of a shifted axle speed reducer disclosed herein allows efficient use of space and provides the wheels with the same torque at a lower input torque supplied by a high speed electric motor. The efficiency of the speed reducer with the shifted axis is about 95% at rated load.

shifted axis use of light [0067] The use of a speed reducer with and electric motors enables high speed electric motors that have a smaller diameter and give less torque than slower, larger heavier motors, both AC motors and AC motors very constant. The space, weight and cost savings obtained by using shifted axle speed reducers with high speed motors is significant. The use of planetary gearboxes ensures stable power transmission with torque boost inversely proportional to speed reduction. The planetary reduction gears of the present invention weigh approximately 100 pounds, but may have varying weight depending on the materials used, such as steel, stainless steel or aluminum. The gears 223, 225, 226, 229 and the yoke 230 are made of steel or stainless steel. Aluminum can be used for gear housing 203, 203A when extremely low weight is desired. The low weight of the reduction gear having a volume of about 300 inches cubic (about 8 inches in diameter and 5.5 inches deep), combined with a lightweight AC motor provides a compact system with low cost when the components are placed side by side as shown in Fig. 2.

[0068] AC motors 203, 204 are water-cooled engines that operate at speeds from 7,000 to 8,000 rpm. At speeds of approximately 7,500 rpm, the three-phase electric motor outputs approximately 14.75 pounds -the torque that is approximately equal to 21 horsepower. The maximum starting torque is about 77 lb-ft. The engines used are approximately 14 inches long and 8 inches in diameter, and have a volume of approximately 700 cubic inches.

[0069] Fig. 2C is an exploded view of 200C in 221T for a reduction gear, reduction gear

203, and output shaft 208. Referring to Figures 2B and 2C, sun pinion 227 is supported by bearing 223B and 227B. The use of gear 223 allows the planetary axis of the reduction gear to be shifted when it is driven by pinion 221, which is located on the shaft 221S of the electric motor. The three planet gears 225, 226 and 229, and more specifically their teeth 225T, 226T and 229T mesh with the teeth of the sun gear 227T and the ring gear 224 and its teeth 234T.

[0070] The planet wheels 225, 226 and 229 are supported by bearings (i.e. 235B) and are attached to the yoke by means of pins. See for example pin 235 in Figs. 2A and 2B. Pin 225P stops pin 235 from moving inside the yoke 230 and in this way locks the gear wheel 225 in place. The gear 225 and other planetary gears can of course rotate freely, but they are securely attached to the yoke and give rotation to the yoke 230. Reference numeral 225A indicates mutual meshing between teeth 225T of planetary gears and teeth 224T of ring gear. Referring to Fig. 2A, output shaft 208 is supported by bearings 208B and 208C and meshes its spline 208T with the spline 230T of the yoke.

[0071] Pl anetar reduction gear 203 distributes the load evenly over three planet gears 225, 226 and

229. As previously indicated, any reasonable number of planetary gears from 1 to "n" can be used. Giving the operation of the reduction gear, torque is applied by the shaft 221S, by the teeth 221T of the pinion 221, which transmit the rotational motion and torque to the gear wheel 223. The gear wheel 223 includes a sun gear 227, which through its teeth 227T transmits the motion and torque for gears 225, 226 and 229 through teeth 225T, 226T and 229T. As previously shown, the planet gears 225, 226 and 229 rotate freely and transmit rotational motion to the yoke 230 causing a reduction in speed, which is transmitted to the output shaft 208 connected to the spline 230T of the yoke. In gear 203, 203A, two parts 203 and 203A can be separated, which accommodate the ring gear 224 when the gear is attached with the connector 240A to the electric motor 201, and when the parts 203, 203A are attached together by the connector 240.

[0072] Fig. 2D is a perspective view 200D of yoke 203, 203A of planetary gears 229 and 225 and output shaft 208 with a corresponding spline 208T. Fig. 2E is a perspective view of a 200E planetary reduction gear with an offset axis, without bearing 208B shown therein. The basic dimensions of the planetary reduction gear, with the axis shifted, are approximately 8 inches in diameter and 5.5 inches in depth, apart from the housing housing the pinion 221. Planetary with an offset axis, has a generally cylindrical shape and includes a housing 241 for a shaft driven pinion 221. The flange (not labeled) is attached to engine 201.

input 241, which reduction gear, [0073]

FIG.

is a block diagram

300 showing how to use high-speed electric motors connected by planetary reduction gears with an offset axle in a commercial vehicle. The first step includes setting up two high-speed electric motors having shaft-driven gears 301 so that their shaft-driven gears are arranged on opposite sides of the vehicle. The method then includes mounting planetary reduction gears with an offset axis coupled to shaft driven gears 302. Each of the planetary reduction gears 203, 204 includes a gear driven by pinions 221, 222 driven by shafts. The gear driven by shaft-driven pinions includes a portion of the shaft formed as a sun pinion 227 that drives the planetary gear set and the yoke 230 by acting on the ring gear 224 in the planetary gear housing 203, 203A. The planetary gear reducer yoke 230 has a 230T spline output, and each of the 230T spline outputs is on the same axis. The method further includes driving an output shaft 208, 214 coupled to the spline output 230T of the planetary reduction gear. Finally, the method includes propulsion with chains (209, 211, 213,

215) shafts (210, 212, 216, 217) of the road wheels of the vehicle.

[0074] Fig. 4 is a top view 400 of a commercial vehicle showing two AC motors 495A, 496A in combination with two angle gears 495, 496. Each of the angle gears includes a main housing 401 and a pinion housing 402. Brackets 250, 251 support 495A, 496A engines. Main housing 401 and gear housing 403 are preferably made of 8620H annealed steel. See Fig. 4A. The 401 main enclosure is approximately 10 inches in diameter and 8 inches in length. Pinion housing 402 is approximately 3 inches long and 4 inches in diameter. Motors 495A, 496A are preferably electric motors, but may be hydraulic or pneumatic motors.

[0075] Fig. 4A is a cross-sectional view 400A of one of the angle gears 495 and the motor 495A, taken along the line 4A-4A in Fig. 4B. Part of the main housing forms a fluid reservoir that holds oil 498 to the level indicated by reference number 499. See Fig. 4L. Oil 498 is presented in a tank formed by the main housing 401 and spacer 401A and is used to lubricate the meshing helical bevel pinion with helical bevel gear as well as a set of output planet gears. In addition, 498 oil is used to lubricate all bearings in the pinion housing and in the main housing. Pinion housing 402 includes a 402A flange for connection to a 495A motor. The rack housing 402 further includes a flange 402B for connection to the 401 gear. The spacer 401A is used to interconnect the main housing 401 of the 495 angle gear with the side wall 205 of the vehicle.

[0076] Fig. 4B is a perspective view 400B of one of the angle gears 495 and the engine 495A. Referring to Figures 4A and 4B, a flange 402A attaches the pinion housing to the 495A motor. The gear housing 403 is attached to the main housing 401 by means of threaded bolts 435. The gear housing 403 includes a polycarbonate head 404, secured by a latch ring 431 and sealed by an O-ring 428. The main housing is attached to spacer 401A and bracket 205 using screws not shown.

[0077] The helical pinion, sometimes referred to herein as the helical pinion, gear 405 and helical gear 406 are preferably made of 8620H annealed steel.

[0078] Again referring to Fig. 4B, the motor mounting screws 434 attach the motor 495A to the pinion housing flange 402A. Inspection plugs 438, 439 and 439 are shown in Fig. 2B and allow quick and easy inspection of the main housing and / or allow the addition of oil.

[0079] Referring to Fig. 4A, bearings 419A, 419B support a helical bevel gear 406 that is driven by helical pinion 405. Bearings 419A, 419B are supported by cones 422, 422A and caps 423, 423A. The retaining plate 412 of the helical gear bearing grips and attaches the bearing 419A to the bumper 479. Preferably the retaining plate is made of mild steel. The stop screw 435 attaches the stop plate 412 of helical gear bearings to helical bevel gear 406. Washer 419 is used between the bearing stop plate 412 and the wheel body 406. The helical gear housing 403 is sealed to the main housing 401 by O-rings. Pinion housing 402 is preferably made of mild steel similar to gear housing 403. Gear housing 403 is attached to pinion housing 402 using a set of pinion housing washers 418 and a gear housing set 417. Sealing pinion housing 426 seals the gear housing 403 and the main housing 401 relative to the pinion housing 402.

[0080] Referring again to Fig. 4A, teeth 405 of helical pinion mesh with teeth 406A of helical bevel gear 406. Helical bevel gear 406 includes a spline 476 which meshes with a double spline 445 on the shaft 407 of the sun gear to drive the beater oil 413 and 445A sun gear. Sun wheel shaft retaining ring 432 positions sun wheel shaft 407 and prevents shaft 407 from moving to the right, as seen in Fig. 4A. Thrust plate 414 prevents shaft 407 from moving to the left when looking at Fig. 4A.

[0081] Referring again to Fig. 4A, the input to the transmission is pinion shaft 405 and helical bevel gear 405. Pinion shaft 405A drives a gear 406, which in turn drives a sun gear shaft 407 and a sun gear 445A. The planetary sun wheel is the entrance to the planetary stage. Planetary wheel sets provide torque multiplication in compact packages. The output of gear 495 is a yoke 410 with a reduction of the planetary gear set including a stationary ring gear 409. The yoke 410 is preferably made of steel grade D7003. The main housing or casing 401 includes an annular gear 409, which is a reaction wheel and which engages with a set of three planetary gears including planetary wheels 408. An annular gear 409 is attached to the main housing 401 by means of screws invisible in Fig. 4A. The yoke 410 of the planetary gear set includes an internal spline 481 which meshes with the splined output shaft 208A, which is the output for driving the vehicle. The planetary angular gearboxes 495, 496 cause a speed reduction in an approximately 20-30: 1 range. So, for each revolution from the 405 inlet rack, the yoke rotates from 1/20 to 1/30 of a revolution. Specifically other speed reductions are being considered. As discussed above with reference to Figures 2 - 2E, the use of electric motors, hydraulic motors and / or pneumatic motors is specifically contemplated. The angular planetary gear, with the aforementioned speed reduction, allows the use of a commercial vehicle having a relatively small width between the side rails.

[0082] Referring again to Fig. 4A, the planet gears 408 include gear teeth 408T driven by sun gear teeth 445A. Circulation wheels 408 are attached to the yoke 410 using rolling pins 433 attached to planetary pins 411 that provide support for the gears. Needle roller bearings 424, spacers 416 and thrust bearings 415 position and support planetary gears 408 on rotation around planetary pins 411.

[0083] Fig. 4G is an 400G enlargement of the part of Fig. 4A.

Pinion housing 402 is generally cylindrical in shape and supports pinion shaft 405A supported by roller bearings 451 and 452. Roller bearings 451 are supported by cup 421 and cone 420 and roller bearings 452 are supported by cup 421A and cone 420A. The inner perimeter bumper 456 in conjunction with the lock nut 429 and lock washer 430 with helical pinion support support and fasten bearings 451 and 452 inside the pinion housing. Shank 460 of lock washer 430 engages with slot 459 in pinion shaft 405A and is compressed by lock nut 429 threaded 429A with shaft 405A.

[0084] Again referring to Figs. 4A and 4G, pinion shaft 405A includes grooves 455 that engage with motor clutch 455A to drive the pinion shaft. The pinion shaft rotates at approximately 6-7000 rpm. The heat dissipation through the bearings is obtained by supplying oil to the chamber 453 formed between the roller bearings 451, 452, pinion shaft 405A, and the inside of pinion housing 402. Chamber 453 is powered through through holes 446B, 447B in pinion shaft 405A.

Through holes 446B, 447B are powered through 405B, 405C channels. Channels 405B, 405C are powered through through holes 405E, 405F, which are located in cylindrical recess 405D. The through holes 405E and 405F are diametrically opposed to each other in the cylindrical recess 405D. See Fig. 4L, 400L cross-sectional view of the gear housing. Cylindrical recess 405D receives oil from oil thrower 413 as seen in Fig. 4A as pinion shaft 405A rotates.

[0085] The oil flinger 413 is coupled to the shaft 407 by interference fit or threaded connection 407A and rotates with it. Gear 406 includes helical bevel teeth 406A meshing with teeth 405 of helical bevel 405A. Oil thrower 413 is approximately 4.5 inches in diameter. FIG. 4L is a 400L cross-sectional view of the transmission housing, showing shaft 407, by a dashed line, driving an oil thrower 413 that lifts oil 499 from the reservoir in main housing 401 and feeds it to a rotating cavity 405D. Fig. 4A illustrates the oil flow shown by flow arrow 471 from the beater [0086] With respect to the pinion 405A, it rotates, pushed radially on

<td colspan="4">oil 413.</td>

<td>Fig. 4A,</td><td>4G</td><td>and 4L when</td><td>shaft</td>

<td>oil</td><td colspan="2">cavity 405D</td><td>is</td>

<td>outside</td><td>under</td><td>action</td><td>forces</td>

centrifugal and for 405E and 405F through holes. When the oil flows into the 405E and 405F through holes, it is pushed into and through the radially and longitudinally extending 405B and 405C channels under centrifugal force, as indicated by flow arrows 457, 458. The 405B and 405C channels end in the through holes respectively 446B and 447B, which connect to chamber 453. Through holes 446B and 447B are made in the groove 466 outside the pinion shaft 405A and connect to and supply oil to the chamber 453. See Figures 4G, 4I and 4J.

[0087] Referring again to Figs. 4A and 4G, the chamber 453 is filled with oil after shaft 405A has sufficiently revolved (after start-up) and delivered oil to tapered roller bearings 451 and 452, the oil being pumped out through bearings. Tapered roller bearings 452 pump oil into the tank 499 and tapered roller bearings 451 pump oil into the oil return chamber 454. Chamber 454 is delimited by pinion housing 402, lock washer 429, lock nut 429, pinion shaft 405A, motor clutch 455A, and motor input seal 425. Preferably, the seal 425 is a Viton® synthetic rubber gasket. The corrugated spring washer 442 is located between the engine and seal 425 at the engine inlet.

[0088] Chamber 454 communicates with through holes 494, 497 in an inner circumferential groove 448, which in turn connects to channels 446A and 447A. See Fig. 4H. The through holes 446B and 447B are formed in the inner circumferential groove 448, inside the pinion housing 402. Pinion housing 402 is generally cylindrical in shape, shaped with flanges 402A, 402B, for connection to the main housing 401 of the transmission and the 495A motor. Channels 446, 447B terminate in through holes 446, 447, respectively, which allow oil to be ejected into the main housing 401, which serves as and forms the oil tank. The through holes 446 and 447 are preferably arranged vertically such that the through hole 446 is submerged below oil level 499.

[0089] Fig. 4C is a perspective view 400C of a pinion shaft housing 402 showing motor flange 402 and main housing flange 402B. Through holes 446 and 447 are shown in their vertical position. Other locations of through holes 446 and 447 are contemplated. Access through holes 440A are shown in Fig. 4C as are holes 449, 450 for bolts in the flange. Referring to Figures 4A and 4H, access ports 440A are shown with threaded plugs 440 embedded therein. Fig. 4D is a 400D rear view of a pinion shaft housing showing the vertical positioning of ports 446, 447. Typically, port 446 will be immersed in oil . Other configurations with more or fewer oil return holes may be used.

[0090] Fig. 4H is an enlarged view of 400H similar to Fig. 4F with a pinion shaft 405A and bearings 451, 452 inserted therein. Groove 466 is an outer circumferential groove in pinion shaft 405A, as seen in Figs. 4H and 4I. Through holes 446B and 447B are formed in the outer circumferential groove 466, looking at Figures 4G and 4H. Through holes 494 and 497 are shown in Fig. 4H in connection with the oil return chamber 454.

[0091] The oil is pumped through tapered roller bearings 451 into the oil return chamber 454 and into the groove 448 in the pinion shaft housing, where the oil flows into channels 446A and 447A, respectively, through holes 446 and 447. Through hole 446 is actually submerged below the line oil 499 as shown in Fig. 4L. Bearings 451, 452 are immersed in oil when the 495A motor is started and the pinion shaft 405A begins to rotate. The bearings are properly lubricated by immersion in oil because the pinion shaft (although it rotates approximately at a speed of 6000 to 7000 rpm) has not yet generated too much heat for the bearings to withstand, because they are already lubricated due to their partial immersion in oil. Full lubrication occurs very quickly because the oil thrower 413 accumulates oil from the tank and splatters or throws oil into cavity 405D and then through pinion shaft 405A.

[0092] Similarly, bearings 419, 419A support sun gear shaft 407 and are adequately lubricated by oil in the reservoir. Sunshaft 407 rotates much slower than pinion input shaft 405A, thus generating less heat. Bearings 419, 419A remain partially submerged in oil when shaft 407 is not rotating.

[0093] Oil is sprayed from the outer periphery 413A of the oil flinger 413, as shown by flow arrow 471 in Fig. 4A. Some oil can be lifted from the sides of the oil flinger, but most oil 498 is lifted and ejected from the outer flange 413A of the oil flinger. The oil thrower 413 is shield-shaped and its outer rim is not contoured or rough. However, it is specifically contemplated to use different shapes and configurations of oil flinger such that the surfaces of the oil flinger are contoured or rough. The oil flinger disc 413 is preferably made of mild steel.

[0094] Fig. 4E is a cross-sectional view 400E of the pinion shaft housing 402 taken along the line 4E-4E of Fig. 4D. An inner circumferential groove 448 is shown in Fig. 4E together with the bearing stop 456. The bearing bumper 456 and pinion shaft 405A seat the 452 tapered roller bearings in place. Locknut 429 used with lock washer 429A secures bearing 451 relative to bearing bumper 456. See Figures 4G and 4H.

[0095] Fig. 4F is a cross-sectional view 400F of a pinion shaft housing 402 taken along the line 4F-4F with

Fig. 4D and shows oil return channels 447A, 447 and 446A, 446 without a pinion shaft 405A inserted therein.

[0096] Fig. 4I is a perspective view 400I of pinion shaft 405A and gear 405. Fig. 4I is a view of an outer circumferential groove 466 connecting to a through hole 446B as well as a groove 459 used in locking connection with a lock washer 430. The 405D recess in the top of the rack and shaft shows a 405F through hole therein. The rack shaft 405A shows outer threads 429A for connection to the lock nut 429, as shown in Fig. 4A, to entrap bearings 451, 452.

[0097] Fig. 4J is a top view 400J of the rack 405A of the rack and gear 405, and Fig. 4K is the view of 400K of the rack tip 405A of the rack and gear 405. A recess 405D and through holes 405E and 405F are seen in Fig. 4K.

[0098] Fig. 4L is a cross-sectional view 400L of the transmission housing showing a broken line shaft 407 driving an oil thrower 413 that lifts oil 499 from the reservoir in main housing 401 and inserts oil into the rotating cavity 405D of pinion shaft 405D. The teeth of the 405 helical bevel pinion gear mesh with the teeth 406A of the helical bevel gear 406A to achieve speed reduction. Bearing cones 423, 423A are shown as shaft support 407 as well as bearing retaining plate 412 and retaining screws 435.

[0099] Fig. 5 is a flowchart 500 of a lubrication process for bearings supporting a pinion shaft in a pinion shaft housing. A method for lubricating bearings supporting a pinion shaft in a pinion shaft housing is disclosed. The method includes the following steps: spraying oil from the lubricating oil reservoir, using an oil flinger, at the first end of shaft 501; collecting oil in a cylindrical well at the first end of shaft 502; rotating the shaft and pushing the collected oil radially outward in the cylindrical recess into the channel connecting to the recess, extending longitudinally and radially from the recess to the chamber formed by said shaft, to the bearing and to the shaft housing 503; pumping oil from the chamber through bearings 504; and returning the oil to the lubricating oil reservoir 505. The step of returning the oil to the lubricating oil reservoir can be accomplished using a return passage passing through the shaft housing. The step of rotating the shaft and pushing the collected oil radially outward in the cylindrical cavity includes pushing the collected oil into a second channel connecting to the cavity and extending longitudinally and radially from the cavity to the chamber formed by the shaft, bearings and shaft housing.

[0100] Fig. 6 is a block diagram 600 of the process of using high speed engines in a commercial vehicle with angular planetary reduction gears. Also disclosed is a method of using high speed engines in a commercial vehicle that includes the following steps: orienting two high speed engines having shaft driven pinions parallel to 601 vehicle rails; mounting angular planetary reduction gears in conjunction with 602 shaft-driven pinion gears, each of the planetary reduction gears including a pinion-driven pinion shaft, and a pinion-driven pinion driven by a shaft, including a portion of the shaft formed as a second pinion that drives the wheel set circulating and yoke cooperating with the ring gear in the planetary gear housing, and the planetary reduction gear yoke has splined output and each of the splined outputs is on the same axis; lubricating the bearings supporting the pinion shafts by means of an oil thrower 603, the pinion shafts comprising a top portion having a recess, at least one through hole, and at least one channel extending radially and longitudinally connecting the lubricating oil to the supply chamber of said lubricated bearings; pumping oil through lubrication bearings and into the channel to return to the 604 angular reduction gearbox; coupling the output shaft with the splined output of the planetary reduction gear and driving the output shaft at a desired speed of 605; and driving, by chains, the wheel shafts of the 606 vehicle.

<td>Mark list</td><td>figures</td>

<td> [0101]</td><td></td>

<td> 10</td><td>14a-d vehicle tires</td>

<td> 28</td><td>battery</td>

<td> 60, 64</td><td>engine</td>

<td> 62, 66</td><td>the sides of the vehicle</td>

<td> 68, 84</td><td>coupling</td>

<td> 70, 82</td><td>front reduction gear assembly</td>

<td> 72, 86</td><td>chain</td>

<td> 74, 76, 88, 90</td><td>gears</td>

<td> 78, 80, 92, 94</td><td>axes</td>

<td> 70, 82</td><td>front reduction gear assembly</td>

<td> 100</td><td>commercial vehicle from the state of the art</td>

<td> 200</td><td>utility vehicle</td>

<td>200A</td><td>enlarged part of a commercial vehicle</td>

<td>200B</td><td>further planetary enlargement</td>

reduction gear

200C exploded view of the drive system

<td>200D</td><td>perspective view yoke and output shaft</td><td>unfolded ego</td>

<td>200E</td><td>perspective view</td><td>planetary</td>

<td></td><td>reduction gear</td><td>z move this</td>

<td></td><td>axis</td><td></td>

<td> 201, 202</td><td>electric motor</td><td>alternating</td>

<td>203, 203A, 204</td><td>reduction gear</td><td></td>

<td> 205, 206</td><td>side wall of the vehicle</td><td></td>

<td> 208, 214</td><td>output shafts</td><td></td>

<td>208B, 208C</td><td>bearing</td><td></td>

<td>223B, 227B, 235B</td><td>bearing</td><td></td>

<td>208T</td><td colspan="2">spline on the output shaft</td>

<td> 209, 211, 213, 215</td><td>drive chains</td><td></td>

<td> 210, 212, 216, 217</td><td>wheel shaft</td><td></td>

<td>210A, 212A</td><td>wheel tire</td><td></td>

<td>216A, 217A</td><td>wheel tire</td><td></td>

<td>221T</td><td>pinion teeth</td><td></td>

<td> 221, 222</td><td>motor shaft pinion</td><td></td>

<td>221H</td><td>helical pinion</td><td></td>

<td>221S, 222S</td><td>motor shaft</td><td></td>

<td> 223</td><td>gear</td><td></td>

<td>223H</td><td>helical gear</td><td></td>

<td>223B</td><td>bearing</td><td></td>

<td>223T</td><td>gear teeth</td><td></td>

<td> 224</td><td>stationary gear</td><td>ring</td>

<td>224t, respectively</td><td colspan="2">ring gear teeth</td>

<td>224S, 259S</td><td colspan="2">planetary wheel</td>

<td>225A</td><td>meshing in between</td><td>wheel teeth</td>

<td></td><td>recirculation 223T and</td><td>wheel teeth</td>

<td></td><td>toothed ring</td><td>224t, respectively</td>

<td>225P</td><td>circles</td><td></td>

<td>225T, 226T, 229T</td><td colspan="2">planetary gear teeth</td>

<td> 227</td><td>solar pinion</td><td></td>

<td>227T</td><td>sun gear teeth</td><td></td>

<td> 230</td><td>yoke</td><td></td>

230T

235

240, 240A 241

250, 251

300

301

302

303

304

400

400A

400B

400C

400D

400E

400F spline on yoke screw pinion pinion frame element block diagram of how to use a high speed electric motor and planetary reduction gears with shifted axis orientation and mounting high speed electric motors side by side with pinions located on opposite sides mounting planetary reduction gear shifted axis in conjunction with shaft driven pinion, connection of output shaft with multi-spline output with the desired ratio driving the change of the vehicle's road wheels diagram of angular drives used with the use of slide control schematic view of the cross-sectional view of the angle drive schematic perspective view of the angular drive and engine schematic perspective view of the pinion housing schematic view of the back of the pinion housing cross-sectional view of the pinion housing made along lines 4e-4e cross-sectional view of the housing pinion made along the 4f-4f line

<td colspan="2">400G</td><td>cross section view</td><td>housing</td>

<td></td><td></td><td>pinion and pinion similar to</td><td>Fig. 4e</td>

<td></td><td>400H</td><td>cross section view</td><td>housing</td>

<td></td><td></td><td>pinion and pinion similar to</td><td>Fig. 4f</td>

<td> 5</td><td>400I</td><td colspan="2">perspective view of the pinion and shaft</td>

<td></td><td>400 J</td><td colspan="2">orthogonal view of the pinion and shaft</td>

<td></td><td>400K</td><td>pinion front view</td><td></td>

<td></td><td>400L</td><td colspan="2">exploded view of the pinion housing and</td>

<td></td><td></td><td>pinion and shaft</td><td></td>

<td> 10</td><td> 401</td><td>main housing</td><td></td>

<td></td><td>401A</td><td>spacer for connecting the drive</td><td>angular</td>

<td></td><td></td><td>with side wall of the vehicle</td><td></td>

<td></td><td> 402</td><td>pinion housing</td><td></td>

<td></td><td>402A</td><td>part of the connection flange</td><td>housing</td>

<td> 15</td><td></td><td>pinion and engine</td><td></td>

<td></td><td>402B</td><td>part of the connection flange</td><td>housing</td>

<td></td><td></td><td>pinion and gearbox</td><td></td>

<td></td><td> 403</td><td>gear housing</td><td></td>

<td></td><td> 404</td><td>gear housing head</td><td></td>

<td> 20</td><td> 405</td><td colspan="2">helical pinion teeth</td>

<td></td><td>405A</td><td>pinion shaft</td><td></td>

<td></td><td>405B</td><td>first channel</td><td></td>

<td></td><td>405C</td><td>second channel</td><td></td>

<td></td><td>405D</td><td>recess in the pinion shaft</td><td></td>

<td> 25</td><td>405E</td><td>hole</td><td></td>

<td></td><td>405F</td><td>hole</td><td></td>

<td></td><td> 406</td><td>helical bevel gear</td><td></td>

<td></td><td>406A</td><td colspan="2">teeth of a helical bevel gear</td>

<td></td><td> 407</td><td>sun gear shaft</td><td></td>

<td> 30</td><td>407A</td><td colspan="2">Push-in or threaded connection</td>

<td></td><td> 408</td><td>planetary wheel</td><td></td>

<td></td><td>408T</td><td colspan="2">planetary gear teeth</td>

<td></td><td> 409</td><td>ring gear</td><td></td>

<td></td><td> 410</td><td>yoke</td><td></td>

<td> 35</td><td> 411</td><td>planetary gear stud</td><td></td>

<td></td><td> 412</td><td>wheel bearing stop plate toothed helical</td>

<td></td><td> 413</td><td>oil flinger disc</td>

<td></td><td>413A</td><td>outer rim of the flinger disc</td>

<td> 5</td><td></td><td>oil</td>

<td></td><td> 414</td><td>Sun wheel shaft support plate</td>

<td></td><td> 415</td><td>planetary gear thrust washers</td>

<td></td><td> 416</td><td>needle spacer</td>

<td></td><td> 417</td><td>gear case washer set</td>

<td> 10</td><td> 418</td><td>gear housing washers set</td>

<td></td><td> 419</td><td>screw wheel bearing washer kit</td>

<td></td><td>419a</td><td>bearing</td>

<td></td><td>419b</td><td>bearing</td>

<td></td><td> 420</td><td>tapered roller bearing cones</td>

<td> 15</td><td></td><td>pinion</td>

<td></td><td>420A-</td><td>tapered roller bearing cones pinion</td>

<td></td><td> 421</td><td>conical bearing pinion hubs</td>

<td> 20</td><td>421A</td><td>conical bearing pinion hubs</td>

<td></td><td> 422</td><td>helical gear bevel bearing cones</td>

<td></td><td>422A</td><td>tapered roller bearing cones</td>

<td> 25</td><td></td><td>toothed</td>

<td></td><td> 423</td><td>bearing conical helical gear wheels</td>

<td></td><td>423A</td><td>bearing conical helical gear wheels</td>

<td> 30</td><td> 424</td><td>needle bearings</td>

<td></td><td> 425</td><td>engine inlet seal</td>

<td></td><td> 426</td><td>rack housing o-ring</td>

<td></td><td> 427</td><td>gear housing o-ring</td>

<td></td><td> 428</td><td>housing head o-ring</td>

<td> 35</td><td></td><td>gear</td>

<td></td><td> 429</td><td>pinion locking nut screw</td>

<td></td><td>429A</td><td>threaded connection of the screw nut with pinion shaft</td>

<td> 5</td><td> 430</td><td>lock washer, with shank, helical pinion</td>

<td></td><td> 431</td><td>gear housing retaining ring</td>

<td></td><td> 432</td><td>wheel shaft retaining ring</td>

<td> 10</td><td></td><td>solar</td>

<td></td><td> 433</td><td>rolling pin</td>

<td></td><td> 434</td><td>engine fixing screws</td>

<td></td><td> 435</td><td>pinion housing, plate screws retaining bearings</td>

<td> 15</td><td> 438</td><td>plugs draining / filling / inspection</td>

<td></td><td> 439</td><td>inspection plugs with pipe threads</td>

<td></td><td> 440</td><td>pipe plugs with 1/8 NPT thread</td>

<td></td><td>440A</td><td>hole</td>

<td> 20</td><td> 441</td><td>pipe plugs with 1/4 NPT thread</td>

<td></td><td> 442</td><td>corrugated spring washer input</td>

<td></td><td> 445</td><td>splines</td>

<td></td><td>445A</td><td>sun gear teeth</td>

<td> 25</td><td> 446</td><td>pinion housing through hole</td>

<td></td><td>446a</td><td>oil return channel from the rack housing</td>

<td></td><td>446B</td><td>through hole in the rack shaft</td>

<td></td><td> 447</td><td>through hole in the rack housing</td>

<td></td><td>447a</td><td>oil return channel from the rack housing</td>

<td> 30</td><td>447B</td><td>through hole in the rack shaft</td>

<td></td><td> 448</td><td>inner circumferential groove in the housing rack</td>

<td></td><td> 449</td><td>screw hole</td>

<td></td><td> 450</td><td>screw hole</td>

<td> 35</td><td> 451</td><td>tapered roller bearing</td>

tapered roller bearing oil chamber oil spline on the pinion shaft motor coupling internal peripheral bearing bumper arrow indicating the oil flow path arrow indicating the oil flow path external groove in the shaft 405 A pinion shaft on the securing nut groove outside the pinion shaft flow arrow from the oil flinger spline bumper spline through hole angular drive assembly engine angular drive assembly engine through hole oil level oil block diagram of the lubrication process of bearings supporting the pinion shaft housing oil splashing from the lubricating oil tank using an oil flinger at the first end of the shaft oil collection in a cylindrical recess at the first end of the shaft rotating the shaft and pushing the collected oil radially outwards

504 505 600

601

602

603

604

605

606 cylindrical cavity and to the channel connecting to the cavity and extending longitudinally and radially from the cavity to the chamber pumping oil from the chamber through bearings oil return to the lubricating oil tank block diagram of the process of using a high-speed engine in a utility vehicle with angular planetary gears orientation of two high-speed engines, having pinion driven shaft parallel to 601 vehicle rails mounting angular planetary reduction gears in conjunction with shaft driven pinion gears lubrication of bearings supporting pinion shafts by means of an oil flinger, pumping oil through lubrication bearings and to the channel to return to the angular reduction gear, coupling the output shaft with spline planetary reduction gear output and drive the output shaft at the desired speed drive, by means of chains, wheel shafts of the 606 vehicle

Fairfield

Manufacturing Company

Proxy:

77P29763PL00

EP 2 125 491 B1