U.S. patent application number 13/296106 was filed with the patent office on 2012-03-08 for lubrication system for right-angle drives used with utility vehicles.
This patent application is currently assigned to FAIRFIELD MANUFACTURING COMPANY, INC.. Invention is credited to JAMES R. DAMMON, BENJAMIN WARREN SCHOON.
Application Number | 20120058853 13/296106 |
Document ID | / |
Family ID | 39773579 |
Filed Date | 2012-03-08 |
United States Patent
Application |
20120058853 |
Kind Code |
A1 |
SCHOON; BENJAMIN WARREN ; et
al. |
March 8, 2012 |
LUBRICATION SYSTEM FOR RIGHT-ANGLE DRIVES USED WITH UTILITY
VEHICLES
Abstract
A bearing lubrication device in a right angle gear reducer
includes a gear housing having an interior portion and a
lubricating fluid reservoir therein. An oil slinger, rotating
pinion shaft, pinion shaft housing, and bearings for supporting the
pinion shaft within the pinion shaft housing work together to
provide a continuous supply of oil to the bearings. The pinion
shaft includes two radially and longitudinally extending
passageways therethrough which supply oil from a recess in one end
of the pinion shaft to the bearings. Oil is slung from the
reservoir into the recess of the rotating pinion shaft where it is
forced outwardly and through the passageways to a chamber formed by
the rotating pinion shaft, shaft housing and bearings. The roller
bearings pump the oil from the chamber back to the fluid reservoir.
Oil passageways in the shaft housing enable the return of oil from
one bearing set.
Inventors: |
SCHOON; BENJAMIN WARREN;
(LAFAYETTE, IN) ; DAMMON; JAMES R.; (W. LAFAYETTE,
IN) |
Assignee: |
FAIRFIELD MANUFACTURING COMPANY,
INC.
LAFAYETTE
IN
|
Family ID: |
39773579 |
Appl. No.: |
13/296106 |
Filed: |
November 14, 2011 |
Related U.S. Patent Documents
|
|
|
|
|
|
Application
Number |
Filing Date |
Patent Number |
|
|
11948657 |
Nov 30, 2007 |
8056662 |
|
|
13296106 |
|
|
|
|
11690785 |
Mar 23, 2007 |
7954574 |
|
|
11948657 |
|
|
|
|
Current U.S.
Class: |
475/5 ; 184/6.12;
474/91 |
Current CPC
Class: |
B60K 17/342 20130101;
B60L 2200/40 20130101; B60K 1/02 20130101; F16H 57/0427 20130101;
B60K 17/046 20130101; F16C 33/6659 20130101; B60K 17/14 20130101;
B60K 2001/001 20130101; F16C 2361/61 20130101; F16H 57/0495
20130101; F16H 57/0471 20130101; B60K 17/356 20130101 |
Class at
Publication: |
475/5 ; 474/91;
184/6.12 |
International
Class: |
F16H 57/04 20100101
F16H057/04; F16H 37/02 20060101 F16H037/02 |
Claims
1. A bearing lubrication device comprising: a gear housing having
an interior portion and a lubricating fluid reservoir therein; an
oil slinger; a pinion shaft; a pinion shaft housing; a bearing for
supporting said pinion shaft within said pinion shaft housing; said
pinion shaft includes a passageway therethrough; and, said oil
slinger supplying oil to said passageway communicating said oil to
said bearing.
2. A bearing lubrication device as claimed in claim 2 wherein said
pinion shaft includes a second passageway therethrough for
communicating oil to said bearing.
3. A bearing lubrication device as claimed in claim 1 wherein said
pinion shaft includes a first end portion; said first end portion
includes a recess for receiving oil from said oil slinger; and,
said first passageway communicates with said recess and said
bearing.
4. A bearing lubrication device as claimed in claim 2 wherein said
pinion shaft includes a first end portion; said first end portion
includes a recess for receiving oil from said oil slinger; and,
said second passageway communicates with said recess and said
bearing.
5. A bearing lubrication device as claimed in claim 3 wherein said
recess is cylindrically shaped.
6. A bearing lubrication device as claimed in claim 4 wherein said
recess is cylindrically shaped.
7. A bearing lubrication device as claimed in claim 5 wherein said
pinion shaft includes an exterior and said first passageway extends
radially and longitudinally from said recess in said first end of
said pinion shaft to said exterior of said pinion shaft.
8. A bearing lubrication device as claimed in claim 6 wherein said
pinion shaft includes an exterior and said first and second
passageways extend radially and longitudinally from said recess in
said first end of said pinion shaft to said exterior of said pinion
shaft.
9. A bearing lubrication device as claimed in claim 7 further
including a second bearing; a chamber formed between said bearings,
said pinion shaft housing and said pinion shaft; and, said first
passageway in communication with said chamber.
10. A bearing lubrication device as claimed in claim 8 further
including a second bearing; a chamber formed between said bearings,
said pinion shaft housing and said pinion shaft; and, said first
and second passageways in communication with said chamber.
11. A bearing lubrication device as claimed in claim 9 wherein said
pinion shaft housing includes an interior and an exterior; said
first bearing pumps oil from said chamber to said exterior of said
pinion shaft housing and said second bearing pumps oil from said
chamber to an oil return passageway communicating with said
exterior of said pinion shaft housing.
12. A bearing lubrication device as claimed in claim 10 wherein
said pinion shaft housing includes an interior and an exterior;
said first bearing pumps oil to said chamber and said second
bearing pumps oil out of said chamber to said interior of said
pinion shaft housing; said pinion shaft housing includes an oil
return passageway communicating with said interior of said pinion
shaft housing and said exterior of said pinion shaft housing.
13. (canceled)
14. A method for lubricating bearings supporting a shaft in a gear
box, comprising the steps of: slinging oil from a lubricating oil
reservoir using an oil slinger at a first end of said shaft;
collecting oil in a cylindrical recess in said first end of said
shaft; rotating said shaft and forcing said collected oil radially
outwardly in said cylindrical recess and into a passageway
communicating with said recess and extending longitudinally and
radially from said recess to a chamber formed by said shaft, said
bearings and a shaft housing; pumping oil from said chamber through
said bearings; and, returning said oil to said lubricating oil
reservoir.
15. A method for lubricating bearings supporting a shaft in a gear
box as claimed in claim 14 wherein the step of returning said oil
to said lubricating oil reservoir is performed using a return
passageway through said shaft housing.
16. A method for lubricating bearings supporting a shaft in gear
box as claimed in claim 14 wherein said step of rotating said shaft
and forcing said collected oil radially outwardly in said
cylindrical recess includes forcing said collected oil into a
second passageway communicating with said recess and extending
longitudinally and radially from said recess to said chamber formed
by said shaft, said bearings and a shaft housing.
17. (canceled)
Description
[0001] This is a continuation-in-part of application Ser. No.
11/690,785 filed Mar. 23, 2007 which is commonly owned. U.S. patent
application Ser. No. 11/399,123 filed Apr. 6, 2006 entitled
Cascading Oil flow Bearing Lubrication system employs an oil
slinger and is commonly owned with the instant patent
application.
FIELD OF THE INVENTION
[0002] This invention is used to lubricate bearings which support a
high speed pinion gear (input gear) mounted in a pinion housing
which facilitates use of a right angle-drive (gear reducer) with
utility vehicles. The invention is in the field of right-angle
drives powered by high speed motors for use in utility vehicles.
The right angle drives (gear reducers) are used in, for example,
drive systems for utility vehicles but may be used in other
applications.
BACKGROUND OF THE INVENTION
[0003] Traditionally, Skid-Steer.RTM. Loader Machines as made
famous by manufacturers such as Bobcat.RTM. and the like have been
powered almost exclusively by hydraulics. Skid-Steer.RTM. is a
registered trademark of Arts-way Manufacturing Co., Inc., a
Delaware Corporation. Bobcat.RTM. is a registered trademark of
Clark Equipment Company of New Jersey.
[0004] These machines traditionally have gasoline or diesel
internal combustion engines that drive a hydraulic pump. The pump
usually provides power to two independently controlled hydraulic
motors one for each side of the machine. The output of each motor
drives a drive sprocket with two sets of sprocket teeth. One set of
sprocket teeth drives a chain that goes to a front wheel sprocket
and the other set of sprocket teeth drives a chain that goes to the
rear wheel sprocket. The hydraulic pump also provides power for
lifting functions and power takeoffs for implements that can be
connected to the machine.
[0005] U.S. Pat. No. 4,705,449 to Christianson et al. discloses the
use of two electric traction motors. FIG. 1 is a plan view of an
electric drive system of U.S. Pat. No. 4,705,449 to Christianson et
al. wherein battery 28 supplies electric power to two traction
motors 60, 64 which in turn are coupled 84 to a gear reducer 82.
Specifically, the '449 patent states at col. 4 line 10 et seq.: "a
first traction motor 60 provides the motive force for the left-hand
side of the vehicle and a second traction motor 64 provides the
motive force for a right-hand side of the vehicle 66. Both the
first traction motor 60 and the second traction motor 64 are
powered by a battery pack 28. Similarly, the traction motor 64 is
connected to a spur gear reduction assembly 82 through a coupling
84. The spur gear reduction assembly engages a chain 86 which in
turn engages a right rearward gear 74 and left forward gear 90,
which are respectively connected to wheels 14a and 14b through
axles 92 and 94. As will be appreciated, the traction motor 60 is
operated independently of the traction motor 64 thereby permitting
the wheels 14c, 14d to operate at different speed than wheels 14a
and 14b to create skid steering.".
[0006] U.S. Pat. No. 4,705,449 to Christianson et al. discloses the
use of two electric traction motors. The motors are not identified
by type in Christianson et al as either DC or AC. However, the
motors are DC electric motors as they are controlled by a device
identified in the '449 patent to Christianson, namely, a General
Electric EV 1 SCR Controller, which is designed to control DC
motors. The General Electric EV 1 SCR Controller describes the use
of rectifiers to pulse power to DC motors and has no provision for
the control of AC motors.
[0007] A copy of the EV 1 SCR Controller technical literature is
submitted herewith in an Information Disclosure Statement and
describes the use of the controller as being for the control of DC
motors. Additionally, the EV 1 SCR Controller is identified in U.S.
Pat. No. 4,265,337 to Dammeyer entitled Fork Lift Truck Speed
Control Upon Fork Elevation and is used to control a DC motor
92.
[0008] Additionally, the EV 1 SCR Controller has been used in
numerous automobiles (electric vehicles) in conjunction with DC
series wound motors which provide high current and high torque at
low rpm.
[0009] DC traction motors have been used in applications involving
forklifts and similar vehicles in the past. Internal combustion
engines are not favored in such applications because an internal
combustion engine produces zero torque at zero engine speed (RPM)
and reaches its torque peak later in its operating range. Internal
combustion engines generally require a variable-ratio transmission
between the engine and the wheels to match engine speed to the road
speeds and loads encountered. A clutch must be provided so that the
engine can be mechanically decoupled from the wheels when the
vehicle stops. Additionally, some slippage of the engine with
respect to the drive train occurs while starting from a stop.
Direct current electric traction motors produce considerable torque
at zero RPM and thus may be connected directly to the wheels.
Alternating current motors, hydraulic motors and pneumatic motors
also produce torque at zero RPM.
[0010] Although the term traction motor is usually referred to in
the context of a direct current motor, the term is also applicable
to alternating current motor applications as well. Additionally,
the term traction motor is used to describe any motor of whatever
type used to supply torque and power to a vehicle's wheel, tracks,
etc.
[0011] In small utility vehicles and the like, space is an
important consideration in the design of the vehicle. It is
therefore desirable to use a small motor, electric, hydraulic, or
pneumatic which is capable of supplying required torque and
horsepower under all operating conditions. If an electric motor is
used it may be an alternating current motor or it may be a direct
current motor.
[0012] Generally, for a given power, high speed electric motors are
smaller in size, lighter in weight, and less expensive than low
speed motors. Generally, for a given power, alternating current
motors are smaller than direct current motors.
[0013] It is highly desirable to save space, weight and cost in the
powertrain of a utility vehicle through the use of a high speed
motor so that the space may be used for batteries, controls or
other components. It is further highly desirable to save space,
weight and cost in the powertrain of a utility vehicle or similar
vehicle through the use of a high speed motor. Space may be
conserved for other components of the vehicle and, in doing so, it
is necessary to dissipate large amounts of heat from pinion shaft
support bearings. The pinion shaft may rotate at 6000-7000 rpm or
higher depending upon the application. At these rotational speeds
considerable heat is generated in the bearings. A high speed input
from a small electric motor in combination with a right-angle gear
reducer saves space while maintaining performance torque and
horsepower requirements.
[0014] Previously, external or internal oil pumps have been used in
gear reducers to lubricate bearings which support high rotational
speed shafts and gears. These devices are powered by one of the
shafts within the gear housing or casing. While satisfactory
performance has been achieved with the shaft-driven oil pumps, more
parts are necessary to accomplish lubrication of the bearings of
the high speed shaft. Higher speed shafts generate more heat which
must be dissipated. External pumps necessitate passageways through
the pump casing to bring oil to bearings and gears.
[0015] U.S. patent application Ser. No. 11/399,123 filed Apr. 6,
2006 entitled Cascading Oil flow Bearing Lubrication system employs
an oil slinger and is commonly owned with the instant patent
application. A bearing lubrication device which includes an output
shaft carrier housed within a gear housing is disclosed and
claimed. The output shaft resides partially within the output shaft
carrier and upper and lower bearings support the output shaft. The
output shaft carrier includes a first trough for catching
lubricating fluid which is slung by an oil slinger. The first
trough is in lubricating fluid communication with the upper bearing
which pumps the lubricating fluid through the bearing and into an
upper passageway which terminates in an opening from which the
lubricating fluid emanates.
[0016] U.S. Pat. No. 5,887,678 to Lavender discloses a lubrication
apparatus for shaft bearings which includes a trough extending
radially outwardly and inclined downwardly in a direction toward
the shaft bearing. U.S. Pat. No. 6,439,208 to Jones discloses a
centrifugal supercharger having a lubricating slinger. U.S. Pat.
No. 6,698,762 to Newberg et al. discloses a rotary device shaft
with oil slinger groove. United States Patent Application
Publication No. US 2003/0159888 A1 to Burkholder discloses a disk
oil slinger assembly. United States Patent Application Publication
No. US 2006/0104838 A1 to Wood discloses an integrated eccentric
flywheel slinger.
[0017] None of the foregoing references provide pinion shaft
bearing lubrication in a right angle gear reducer using an oil
slinger, pinion shaft and pinion housing configured for use in a
utility vehicle.
[0018] None of the foregoing references disclose a right angle gear
reducer which includes the an oil slinger lubrication system in
conjunction with a utility vehicle.
SUMMARY OF THE INVENTION
[0019] A bearing lubrication device in a right angle gear reducer
includes a gear housing having an interior portion and a
lubricating fluid reservoir therein. The principles and structure
disclosed herein may be used in a gear reducer whether or not it is
denoted as a right-angle gear reducer. An oil slinger, rotating
pinion shaft, pinion shaft housing, and bearings for supporting the
pinion shaft within the pinion shaft housing work together to
provide a continuous supply of oil to the bearings. The pinion
shaft includes first and second radially and longitudinally
extending passageways therethrough which supply oil from a recess
in the nose end of the pinion shaft to the bearings. Oil is slung
from the reservoir into the recess of the rotating pinion shaft
where it is forced centrifugally outwardly in the cylindrical
recess and forced centrifugally through the radially and
longitudinally extending passageways to an oil supply chamber
formed by the rotating pinion shaft, shaft housing and bearings.
Tapered roller bearings pump the oil from the oil supply chamber
back to the oil reservoir. Oil passageways in the shaft housing
enable the return of oil from the first bearing set while the other
bearing set returns the oil directly to the reservoir. In this way
a very compact and efficient gear reducer is produced having a
shaft driven oil slinger which is compact and minimizes the number
of parts necessary.
[0020] A method for lubricating bearings supporting a shaft in a
gear box is disclosed and comprises the steps of: slinging oil from
a lubricating oil reservoir using an oil slinger toward a first end
of a pinion shaft; collecting oil in a cylindrical recess in the
first end of the pinion shaft; rotating the shaft and forcing the
collected oil radially outwardly in the cylindrical recess and into
a passageway communicating with the recess and extending
longitudinally and radially from the recess to the oil supply
chamber formed by the shaft, the bearings and the shaft housing;
pumping oil from the chamber through the bearings; and, returning
the oil to the lubricating oil reservoir. Additionally, the step of
returning the oil pumped from the oil return chamber to the
lubricating oil reservoir is performed using a return passageway
through the shaft housing.
[0021] The right-angle drive described herein is particularly
useful in a utility vehicle. The vehicle includes: a frame; a high
speed motor having an output shaft; a right-angle gear reducer
driven by the output shaft of the high speed motor; the right-angle
gear reducer includes a bearing lubrication device comprising: a
gear housing having an interior portion and a lubricating fluid
reservoir therein; an oil slinger; a pinion shaft; a pinion shaft
housing; a bearing for supporting the pinion shaft within the
pinion shaft housing; the pinion shaft includes a passageway
therethrough; and, the oil slinger supplies oil to the passageway
communicating the oil to the bearing by way of an oil supply
chamber; the right-angle gear reducer includes an output carrier
interconnected with an output shaft; the output shaft includes
first and second chain drive sprockets; the forward and rearward
wheel shafts each have a wheel sprocket; a first and second chain;
the first chain interengaging the first chain drive sprocket and
the forward wheel sprocket driving the forward wheel shaft; and,
the second chain interengaging the second chain drive sprocket and
the rearward wheel sprocket driving the rearward wheel shaft.
[0022] Another method for using a high-speed motor in a utility
vehicle is disclosed. The method includes the steps of: orienting
two high speed motors having shaft driven pinion gears parallel to
the rails of the vehicle; mounting right angle planetary gear
reducers in engagement with said shaft driven pinion gears, each of
the planetary gear reducers include a gear driven by said shaft
driven pinion gears, the gear driven by said shaft driven pinion
gear drives a shaft which includes a second pinion gear which
drives a planetary gear set and carrier reacting against a ring
gear in the casing of the planetary gear reducer, the carrier of
the planetary gear reducer includes a splined output, and each of
the splined outputs being on the same axis; lubricating bearings
supporting the pinion gear shafts with an oil slinger, the pinion
gear shafts include a nose portion having a recess, at least one
port, and at least one radially and longitudinally extending
passageway communicating lubricating oil to a supply chamber
feeding the lubricating bearings; pumping oil through the
lubricating bearings and into a passageway for return to the right
angle gear reducer; coupling an output shaft to the splined output
of the planetary gear reducer and driving the output shaft at a
desired rate; and, driving, with chains, the wheel shafts of the
vehicle.
[0023] As electric motor technology has advanced to provide more
performance for less cost it makes sense to replace hydraulic
systems with electric systems. Electric motors typically rotate at
much higher RPM than hydraulic motors, particularly those suitable
for skid-steer loaders. It is desirable to minimize the size of the
drive train components so as to maximize the space available for
batteries and controls. The vehicle described herein may employ
Nickel Metal Hydride, Lithium Ion, Lithium Ion polymer, lead acid
batteries or other battery technology.
[0024] Although one example of the invention as described herein
uses high speed alternating current electric motors it is
specifically contemplated that the invention may be used with high
speed direct current electric motors, high speed hydraulic motors
and high speed pneumatic motors.
[0025] In one example, the input to the gear box is an offset
helical gear driven by a pinion. A planetary sun pinion inputs to
the planetary stage. Planetary gear sets provide torque
multiplication in compact packages. The output of the gear box is a
carrier with a planetary gear-set reduction including a stationary
ring gear. The gear box casing includes a ring gear which is a
reaction gear and intermeshes with a three-gear planetary set. The
carrier of the planetary gear set includes a spline which
intermeshes with a splined output shaft.
[0026] The offset reduction in the gearbox is an important aspect
of the invention as it enables the electric motors to be placed
side to side. Use of electric motors is enabled in this application
by offsetting the gear box. In this way the left and right side
motors can be mounted side-by-side without interference while still
maximizing available space for other components such as batteries
and controls.
[0027] In another example, the offset gear box may be oriented
differently (i.e., rotated 180 degrees) with the motors side by
side. Although this example may result in reducing the width of the
vehicle it may also result in increasing the length of the vehicle.
Still alternatively, this example may be used to drive one of the
wheel shafts directly.
[0028] A wheel driven utility vehicle includes a frame and two high
speed alternating current electric motors arranged side by side for
driving the vehicle. A variable frequency alternating current drive
is utilized to control the speed of the motors and hence to control
the direction and turning of the utility vehicle. Instead of high
speed alternating current motors, high speed direct current motors,
high speed hydraulic motors and/or high speed pneumatic motors may
be used.
[0029] Each alternating current motor has an output which drives an
offset planetary gear reducer. Each offset planetary gear reducer
is affixed to the electric motor (or other motor type) and includes
an output carrier interconnected with an output shaft. Each output
shaft includes first and second chain drive sprockets which drive
chains interconnected with shafts driving the front and rear wheels
respectively. Each offset planetary gear reducer enables use of
space saving high speed relatively low-torque alternating current
electric motors (or other motors with similar performance
characteristics) with attendant large speed reductions. Gear
reduction enables the production of sufficient torque at the wheels
of the vehicle. Applications in addition to utility vehicles are
also specifically contemplated.
[0030] In an example of the invention, a utility vehicle drive
system comprises two alternating current electric motors (or other
high speed motors with similar performance characteristics) each
having a shaft driven pinion gear. Intermediate gears engage shaft
driven pinion gears which in turn drive planetary gears. Each of
the planetary gear reducers include an output spline and each of
the output splines are axially aligned with each other.
[0031] In an example of the invention, a method for using a
high-speed electric motor (or high-speed hydraulic, pneumatic or
direct current motors) in a utility vehicle includes the step of
orienting the motors having shaft driven pinion gears side by side
such that their shaft driven pinion gears are arranged on opposite
sides of the vehicle. Next, the offset planetary gear reducers are
mounted in engagement with the shaft driven pinion gears. Each of
the planetary gear reducers include a gear driven by the shaft
driven pinion gear. The gear driven by the shaft driven pinion
gears includes a shaft portion formed as a second pinion sun gear
which drives a planetary gear set and carrier. The planetary gear
set reacts against a ring gear in the casing of the planetary gear
reducer. The carrier of the planetary gear reducer includes a
splined output. Each of the splined outputs are on the same axis of
the other splined output located on the other side of the vehicle.
Additionally, the method includes driving an output shaft coupled
to the splined output of the carrier of the planetary gear reducer.
And, finally, the method includes driving, with chains, the wheel
shafts of the vehicle.
[0032] It is an object of the present invention to save motor space
in a utility vehicle, recreational vehicle, and the like while
providing for high torque at the vehicle wheel and tire.
[0033] It is an object of the present invention to provide a
planetary gear reducer in a utility vehicle, recreational vehicle
and the like which enables use of a smaller, lighter, high speed
motor while providing for high torque at the vehicle wheel and
tire.
[0034] It is an object of the present invention to provide a
planetary gear reducer in a utility vehicle, recreational vehicle
and the like which enables use of a smaller, lighter high speed
motor selected from the group of alternating current motors, direct
current motors, hydraulic motors, and pneumatic motors.
[0035] It is an object of the present invention to provide a
planetary gear reducer in a utility vehicle, recreational vehicle
and the like which enables use of a smaller, lighter, high speed
alternating current electric motor while providing for high torque
at the vehicle wheel and tire.
[0036] It is an object of the present invention to provide for an
efficient planetary gear reducer for use in a utility vehicle,
recreational vehicle and the like.
[0037] It is an object of the present invention to provide for two
offset electric motors in a utility vehicle, recreational vehicle,
and the like by utilizing two offset planetary gear reducers.
[0038] It is an object of the present invention to utilize high
speed alternating current motors in a utility vehicle, recreational
vehicle or the like.
[0039] It is an object of the present invention to provide a method
of using two high speed electric motors.
[0040] It is an object of the present invention to provide offset
planetary gear reducers for use in combination with high speed
motors for efficient use of space in a utility vehicle.
[0041] It is an object of the present invention to provide offset
planetary gear reducers for use in combination with alternating
current electric motors for efficient production of torque at the
wheels of a utility vehicle.
[0042] It is an object of the present invention to provide
right-angle planetary gear reducers in combination with high speed
motors for efficient use of space in a utility vehicle.
[0043] It is an object of the present invention to provide
right-angle planetary gear reducers for use in combination with
alternating current electric motors for efficient production of
torque at the wheels of a utility vehicle.
[0044] It is an object of the present invention to provide
right-angle planetary gear reducers which employ an oil slinger for
lubricating bearings which support a pinion gear shaft. The pinion
gear shaft includes a recess and passageways therethrough
communicating with a first chamber for supply of oil to the
bearings. A second chamber returns oil through the pinion housing
adapted for return of oil to the reservoir within the main
housing.
[0045] It is an object of the present invention to provide a right
angle gear reducer having first and second chambers for the
lubrication of the pinion shaft bearings.
[0046] It is an object of the present invention to provide a
utility vehicle with compact right angle gear reducers with motors
oriented lengthwise enabling close spacing of vehicle side
rails.
[0047] These and other objects of the invention will best be
understood when reference is made to the Brief Description of the
Drawings, Description of the Invention and Claims which follow
hereinbelow.
BRIEF DESCRIPTION OF THE DRAWINGS
[0048] FIG. 1 is a plan view of a prior art Skid-Steer vehicle
powered by two DC traction motors.
[0049] FIG. 2 is a top plan view of the utility vehicle
illustrating two alternating current motors oriented side by side
with each having an offset planetary gear reducer driving a
respective output shaft.
[0050] FIG. 2A is an enlarged portion of FIG. 2 illustrating a
portion of the left side of the vehicle.
[0051] FIG. 2B is an enlarged portion of FIG. 2A illustrating the
gear reducer and output shaft.
[0052] FIG. 2C is an exploded view of the input to the gear
reducer, the gear reducer, and the output shaft.
[0053] FIG. 2D is a perspective view of the carrier and the output
shaft.
[0054] FIG. 2E is a perspective view of the offset planetary gear
speed reducer.
[0055] FIG. 3 is a block diagram of the method for using high speed
alternating current electric motors with offset planetary gear
reducers.
[0056] FIG. 4 is a top plan view of the utility vehicle
illustrating two alternating current motors in conjunction with two
right-angle drives.
[0057] FIG. 4A is a cross-sectional view of one of the right-angle
drives and motor.
[0058] FIG. 4B is a perspective view of one of the right-angle
drives.
[0059] FIG. 4C is a perspective view of the pinion shaft
housing.
[0060] FIG. 4D is an end view of the pinion shaft housing.
[0061] FIG. 4E is a cross-sectional view of the pinion shaft
housing taken along the lines 4E-4E of FIG. 4D.
[0062] FIG. 4F is a cross-sectional view of the pinion shaft
housing taken along the lines 4F-4F of FIG. 4D.
[0063] FIG. 4G is an enlargement of a portion of FIG. 4A.
[0064] FIG. 4H is an enlarged view similar to FIG. 4F with the
pinion shaft and bearings inserted therein.
[0065] FIG. 4I is a perspective view of the pinion shaft and spiral
bevel pinion.
[0066] FIG. 4J is a top view of the pinion shaft and spiral bevel
pinion. FIG. 4K is a view of the nose end of the pinion shaft and
spiral bevel pinion.
[0067] FIG. 4L is a cross-sectional view of the gear casing
illustrating the spiral bevel pinion and the spinal bevel gear.
[0068] FIG. 5 is a process flow chart for lubricating bearings
supporting a pinion shaft in a pinion shaft housing.
[0069] FIG. 6 is a process flow chart for using high speed motors
in a utility vehicle with right angle planetary gear reducers.
[0070] The drawings will be best understood when reference is made
to the Description of the Invention and Claims below.
DESCRIPTION OF THE INVENTION
[0071] FIG. 2 is a top plan view 200 of the utility vehicle
illustrating two alternating current electric motors 201, 202
oriented side by side with each having an offset planetary gear
reducer 203, 204 driving a respective output shaft 208, 214.
Although reference numerals 201, 202 refer to high speed
alternating current electric motors, it is specifically
contemplated that other high speed motor types may be used such as
direct current motors, hydraulic motors and pneumatic motors.
[0072] The utility vehicle includes a frame 205, 206, 250, 251 for
supporting vehicle components. As illustrated in FIG. 2, side frame
member 205 is on the left hand side of the vehicle and side frame
member 206 is on the right hand side of the utility vehicle. The
two side frame members 205, 206 are shown in section in FIG. 2,
FIG. 2A, and FIG. 2B.
[0073] Frame side member 205 supports first chain driven wheel
shaft 210. Sprocket 210S is formed as part of the wheel shaft 210
or alternatively is a separate sprocket affixed or attached to the
wheel shaft 210. Frame side member 205 also supports the output
shaft 208 of the planetary gear reducer 203.
[0074] Output shaft 208 includes two sprockets 208S which are
identical. The sprockets 208S may be an integral part of shaft 208
or they may be separately attached to the shaft. A metal chain 210
interengages sprockets 210S and 208S and communicates horsepower
and torque therebetween. The reduction ratio of output shaft
driving sprocket 208S to driven sprocket 210S is approximately
2.5-5:1 such that for every rotation of the output shaft 208 the
forward sprocket 210S and wheel shaft 210 turns 0.4 to 0.2 of a
turn or revolution. Reduction in speed of the driven sprocket 210S
results in a corresponding increase in torque for a given applied
power.
[0075] Referring to FIGS. 2 and 2B, output shaft 208 is splined and
is coupled to the splined output 230T of the carrier 230 of the
planetary gear reducer 203. Frame side member 205 also supports the
second chain driven wheel shaft 212. Sprocket 212S is formed as
part of the wheel shaft 212 or alternatively is a separate sprocket
affixed or attached to the wheel shaft 212 for driving a rearward
wheel 212A.
[0076] Metal chain 211 interengages sprockets 212S and 208S and
communicates horsepower and torque therebetween. The reduction
ratio of the output shaft driving sprocket 208S to driven sprocket
212S is approximately 2.5-5:1 such that for every rotation of the
output shaft 208 the rearward sprocket 212S and wheel shaft 212
rotates just 0.4 to 0.2 of a turn or revolution. The reduction in
speed of the driven sprocket 212S results in a corresponding
increase in torque for a given applied power.
[0077] Similarly, the structure and operation of driven sprockets
216S, 217S, shafts 216, 217, frontward and rearward wheels 216A,
217A, sprockets 214S, shaft 214 and chains 213, 215 on the right
side and within the right frame 206 are identical to the left frame
side member 205 and frame 205. The reduction ratio of the output
shaft driving sprocket 214S to driven sprockets 216S, 217S is the
same as in connection with the left side of the vehicle, namely,
approximately 2.5-5:1.
[0078] Speed reduction of approximately 2.5-5:1 just described are
in addition to the speed reduction of the planetary gear reducers
203, 204 which are described further herein. Alternating current
motors 201, 202 reside side by side and have output shafts 221S,
222S with pinion gears 221, 222 thereon for driving two offset
planetary gear reducers 203, 204 to effect speed reduction and
increase torque. Alternatively, a helical pinion gear 221H and a
helical driven gear 223H.
[0079] Full load electric motor torque is generally defined as
follows:
Torque(ft-lbs)=5250.times.horsepower/RPM
[0080] Generally, for a given power, high speed electric motors are
smaller in size, lighter in weight, and less expensive than low
speed motors. Generally, for a given power, alternating current
motors are smaller than direct current motors. Additionally, for a
given power, alternating current motors are smaller than direct
current motors.
[0081] Use of planetary gear reducers 203, 204 with alternating
current motors 201, 202 saves space. As previously stated the
motors may be hydraulic, pneumatic or direct current motors.
Reducers 203, 204 are approximately 8 inches in diameter and
approximately 5.5 inches deep and occupy a volume of approximately
300 cubic inches.
[0082] FIG. 2A is an enlarged portion 200A of FIG. 2 illustrating a
portion of the left side of the vehicle and FIG. 2B is a further
enlargement of a portion 200B of FIG. 2A illustrating the gear
reducer 203 and pinion 221 on output shaft 221 S in more
detail.
[0083] Referring to FIGS. 2A and 2B, the alternating current motors
201, 202 are controlled by a variable frequency drive (not shown)
to control the speed of the motors. Preferably the alternating
current motors are three phase motors. Each of the offset planetary
gear reducers 203, 204 include a housing having a ring gear 224
affixed thereto. Ring gear 224 is trapped between housing portions
203, 203A of the reducer. Seals 224S prevent leakage of lubricant
from within the gear casing.
[0084] Each of the planetary gear reducers 203, 204 includes a
carrier 230 having planetary gears 225, 226, 229 intermeshing with
the ring gear 224 and an output spline 230T. Although the planetary
gear reducer illustrated has three planetary gears, any reasonable
number of planetary gears may be used. Each of the planetary gear
reducers includes a gear 223 having teeth 223T driven by the pinion
gear 221 of the output shaft 221 of the alternating current motor
201. The gear 223 driven by the pinion gear 221 of the output shaft
221S of the alternating current motor 201 includes a shaft portion
forming a sun pinion 227 with gear teeth 227T.
[0085] Sun pinion or gear 227 intermeshes with three planet gears
225, 226, and 229 each of which naturally include teeth 225T, 226T
and 229T which intermesh with ring gear 224. Ring gear 224 extends
around the inner circumference of the gearbox. Each of the chain
drive shafts 208, 214 includes a spline 208T thereon which
intermeshes with output spline 230T of the carrier 230 as best
viewed in FIG. 2B. Planetary gear reducers 203, 204 effect a speed
reduction in the approximate range of between 20-30:1. That is for
every revolution of the input pinion gears 221, 222, the carrier
230 will rotate 1/20 to 1/30 of a revolution. Other speed
reductions are specifically contemplated. Chain drive sprockets
208S, 214S in combination with wheel shaft sprockets 210S, 212S,
216S and 217S effect a speed reduction in the approximate range of
2.5-5:1. That is, for every one rotation of the chain drive
sprocket 208S, the wheel sprockets 210S, 212S will rotate 0.4 to
0.2 of a revolution. Other speed reductions are specifically
contemplated. Since torque is inversely proportional to the shaft
rotational speed, torque is increased with a reduction in
speed.
[0086] Other speed reductions are specifically contemplated
depending on the desired torque at the wheels and traveling speed
of the machine taking loads, inclines and other variables into
consideration. Use of the offset speed reducer as disclosed herein
enables the efficient use of space and provides the same torque to
the wheel with less input torque supplied by the high speed
electric motor. The efficiency of the offset speed reducer is
approximately 95% at rated load.
[0087] Use of the offset speed reducer and electric motors enables
use of high speed, light weight electric motors which are smaller
in diameter and output less torque than slower, heavier larger
motors whether they are alternating current motors or direct
current motors. The savings in space, weight and money attained by
use of the offset planetary gear reducers with high speed motors is
considerable. Use of planetary gear reducers provides a stable
transmission of power with torque amplification inversely
proportional to the speed reduction. The planetary gear reducers of
the instant invention weigh approximately 100 pounds but can vary
in weight depending on the materials used such as steel, stainless
steel or aluminum. The gears 223, 225, 226, 229 and the carrier 230
are made of steel or stainless steel. Aluminum may be used for the
gearbox casing 203, 203A if extremely light weight is desired. The
low weight of the gear reducer having a volume of about 300 cubic
inches (approx. 8 inches in diameter and 5.5 inches deep) in
combination with a light-weight alternating current motor provides
a compact low cost arrangement when placed side by side as
illustrated in FIG. 2.
[0088] Alternating current electric motors 203, 204 are water
cooled motors and run at 7,000 to 8,000 RPM. At approximately 7500
RPM the three phase electric motor outputs approximately 14.75
ft-lbs. of torque which equates to approximately 21 horsepower. The
peak starting torque is about 77 ft-lbs. The motors to be used are
about 14 inches long and 8 inches in diameter and have a volume of
approximately 700 cubic inches.
[0089] FIG. 2C is an exploded view 200C of the input to the gear
reducer 221T, the gear reducer 203, and the output shaft 208.
Referring to FIGS. 2B and 2C, sun pinion 227 is supported by
bearing 223B and 227B. Use of gear 223 enables the planetary gear
reducer to be offset as it is driven by pinion 221 which is on the
shaft 221 S of the electric motor. Three planet gears 225, 226 and
229 and, more specifically, their teeth 225T, 226T and 229T
intermesh with sun pinion teeth 227T and ring gear 234 and its
teeth 234T.
[0090] Planet gears 225, 226 and 229 are supported by bearings
(i.e., 235B) and are pinned to the carrier by pins. See, for
example, pin 235 in FIGS. 2A and 2B. Pin 225 P restrains pin 235
from movement within the carrier 230 and thus secures gear 225 in
place. Gear 225 and the other planet gears are, of course, free to
rotate but they are securely fastened to the carrier and impart
rotational motion to the carrier 230. Reference numeral 225A
indicates intermeshing between planet gear teeth 225T and ring gear
teeth 224T. Referring to FIG. 2A, output shaft 208 is supported by
bearings 208B and 208C and intermeshes its spline 208T with spline
230T of the carrier.
[0091] Planetary gear reducer 203 distributes the load evenly to
three planets, 225, 226 and 229. As previously indicated any
reasonable number of planet gears from 1 to "n" may be used.
Reciting the operation of the gear reducer, torque is applied by
shaft 221S through teeth 221T of pinion 221 which imparts
rotational movement and torque to gear 223. Gear 223 includes sun
pinion 227 which by and through its teeth 227T imparts rotational
movement and torque to gears 225, 226 and 229 via teeth 225T, 226T
and 229T. As previously stated planet gears 225, 226 and 229 are
free to rotate and impart rotational movement to carrier 230
effecting a speed reduction which is transmitted to output shaft
208 which is interconnected with the carrier spline 230T. The
gearbox 203, 203A is separable into two portions 203 and 203A and
they trap ring gear 224 when the gearbox is secured by fastener
240A to the electric motor 201 and when the portions 203, 203A are
secured together by fastener 240.
[0092] FIG. 2D is a perspective view 200D of the carrier 203, 203A,
planet gears 229 and 225, and output shaft 208 with a corresponding
spline 208T. FIG. 2E is a perspective view 200E of the offset
planetary gear reducer without bearing 208B illustrated therein.
The principal dimensions of the offset planetary gear reducer are
approximately 8 inches in diameter and 5.5 inches deep neglecting
the input housing 241 which houses pinion 221.
[0093] The offset planetary gear reducer is generally cylindrically
shaped and includes a housing 241 for the shaft driven pinion gear
221. A flange (unnumbered) is fastened to the motor 201.
[0094] FIG. 3 is a block diagram 300 illustrating a method for
using high-speed electric motors in combination with offset
planetary gear reducers in a utility vehicle. The first step
includes orienting two high speed electric motors having shaft
driven pinion gears side by side 301 such that their shaft driven
pinion gears are arranged on opposite sides of the vehicle. Next,
the method includes mounting offset planetary gear reducers in
engagement with the shaft driven pinion gears 302. Each of the
planetary gear reducers 203, 204 include a gear driven by the shaft
driven pinion gears 221, 222. The gear driven by the shaft driven
pinion gears includes a shaft portion formed as a sun pinion gear
227 which drives a planetary gear set and carrier 230 reacting
against a ring gear 224 in the casing of the planetary gear reducer
203, 203A. The carrier 230 of the planetary gear reducer includes a
splined output 230T and each of the splined outputs 230T are on the
same axis. The method further includes driving an output shaft 208,
214 coupled to the splined output 230T of the planetary gear
reducer. Finally, the method includes driving, with chains (209,
211, 213, 215), the wheel shafts (210, 212, 216, 217) of the
vehicle.
[0095] FIG. 4 is a top plan view 400 of the utility vehicle
illustrating two alternating current motors 495A, 496A in
conjunction with two right-angle drives 495, 496. Each of the right
angle drives includes a main housing 401 and a pinion housing 402.
Frame supports 250, 251 support motors 495A, 496A. Main housing 401
and gear housing 403 are preferably made of 8620H annealed steel.
See FIG. 4A. Main housing 401 is approximately 10'' in diameter and
8'' long. Pinion housing 402 is approximately 3'' long and 4'' in
diameter. Motors 495A, 496A are preferably electric motors but may
be hydraulic or pneumatic motors.
[0096] FIG. 4A is a cross-sectional view 400A of one of the
right-angle drives 495 and motor 495A taken along the lines 4A-4A
of FIG. 4B. A portion of the main housing defines a fluid reservoir
which holds oil 498 at a level as indicated by reference numeral
499. See FIG. 4L. Oil 498 is illustrated in the reservoir formed by
the main housing 401 and the spacer 401A and it is used to
lubricate the intermeshing spiral bevel pinion gear and the spiral
bevel gear as well as the planetary output gear set. Additionally,
oil 498 is used to lubricate all bearings in the pinion housing and
the main housing. Pinion housing 402 includes a flange 402A for
connection to the motor 495A. Pinion housing 402 further includes a
flange 402B for connection with gear box 401. Spacer 401A is used
to interconnect the main housing 401 of the right angle drive 495
to the vehicle sidewall 205.
[0097] FIG. 4B is a perspective view 400B of one of the right-angle
drives 495 and motor 495A. Referring to FIGS. 4A and 4B, flange
402A secures the pinion housing to the motor 495A. Gear housing 403
is secured to main housing 401 with threaded bolts 435. Gear
housing 403 includes a polycarbonate cap 404 secured therein by a
snap ring 431 and sealed with an O-ring 428. The main housing is
attached to the spacer 401A and the support 205 using bolts not
shown.
[0098] Spiral bevel pinion, sometimes referred to herein as the
spiral bevel pinion, gear 405 and spiral bevel gear 406 are
preferably made of 8620H annealed steel.
[0099] Still referring to FIG. 4B, motor mounting bolts 434 secure
the motor 495A to the flange 402A of the pinion housing. Inspection
plugs 438, 439 and 439 are illustrated in FIG. 2B and enable quick
and easy inspection of the main housing and/or enable the addition
of oil.
[0100] Referring to FIG. 4A, bearings 419A, 419B support the spiral
bevel gear 406 which is driven by the spiral pinion gear 405.
Bearings 419A, 419B are supported by cones 422, 422A and cups 423,
423A. Spiral bevel gear bearing retention plate 412 traps and
secures bearing 419A against stop 479. Preferably the retention
plate is made of mild steel. Retention bolt 435 secures spiral gear
bearing retention plate 412 to the spiral bevel gear 406. A shim
419 is used between the bearing retention plate 412 and the gear
body 406. Spiral gear housing 403 is sealed with respect to main
housing 401 with O-ring seals 427. Pinion housing 402 is preferably
made of mild steel as is gear housing 403. Gear housing 403 is
secured to the pinion housing 402 using a pinion housing shim pack
418 and a gear housing shim pack 417. Pinion housing seal 426 seals
the gear housing 403 and the main housing 401 to the pinion housing
402.
[0101] Still referring to FIG. 4A, spiral pinion gear teeth 405
intermesh with spiral bevel gear teeth 406A of the spiral gear 406.
Spiral bevel gear 406 includes a spline 476 which intermeshes with
a reciprocal spline 445 in the sun gear shaft 407 to drive the oil
slinger 413 and the sun gear 445A. Sun gear shaft retaining ring
432 positions sun gear shaft 407 and prevents rightward travel of
the shaft 407 when viewing FIG. 4A. Thrust plate 414 prevents shaft
407 from travel in the leftward direction when viewing FIG. 4A.
[0102] Still referring to FIG. 4A, the input to the gear box is the
pinion shaft 405 and spiral bevel gear 405. Pinion shaft 405A
drives gear 406 which in turn drives sun gear shaft 407 and sun
gear 445A. The planetary sun gear inputs to the planetary stage.
Planetary gear sets provide torque multiplication in compact
packages. The output of the gear box 495 is a carrier 410 with a
planetary gear-set reduction including a stationary ring gear 409.
Carrier 410 is preferably made of D7003 grade steel. The main
housing or casing 401 includes ring gear 409 which is a reaction
gear and intermeshes with a three-gear planetary set comprising
planet gears 408. Ring gear 409 is secured to the main housing 401
though bolts not viewed in FIG. 4A. The carrier 410 of the
planetary gear set includes an internal spline 481 which
intermeshes with a splined output shaft 208A which is the output to
drive the vehicle. The right angle planetary gear reducers 495, 496
effect a speed reduction in the approximate range of between
20-30:1. That is for every revolution of the input pinion gear 405,
the carrier 410 will rotate 1/20 to 1/30 of a revolution. Other
speed reductions are specifically contemplated As discussed above
in regard to FIGS. 2-2E, use of electric motors, hydraulic motors
and/or pneumatic motors is specifically contemplated. The right
angle planetary gear drive with the above stated speed reduction
enables use of a utility vehicle having a relatively narrow width
between side rails.
[0103] Still referring to FIG. 4A, planet gears 408 include gear
teeth 408T driven by sun gear teeth 445A. Planet gears 408 are
pinned to the carrier 410 using roll pins 433 mounted to planet
pins 411 which provide support for the gears. Needle roller
bearings 424, spacers 416 and thrust bearings 415 position and
support the planet gears 408 for rotation about the planet pins
411.
[0104] FIG. 4G is an enlargement 400G of a portion of FIG. 4A.
Pinion housing 402 is generally cylindrically shaped and carries
pinion shaft 405A supported by roller bearings 451 and 452. Roller
bearings 451 are supported by cup 421 and cone 420 and the roller
bearings 452 are supported by cup 421A and cone 420A. Inner
circumferential stop 456 in conjunction with locknut 429 and pinion
tanged lockwasher 430 support and secure bearings 451 and 452
within the pinion housing. Tang 460 of lockwasher 430 interengages
slot 459 in pinion shaft 405A and is compressed by locknut 429
threadingly interengaging 429A shaft 405A.
[0105] Still referring to FIGS. 4A and 4G, pinion shaft 405A
includes grooves 455 which interengage motor coupling 455A for
driving the pinion shaft. Pinion shaft rotates at approximately
6-7000 rpm. Heat dissipation from the bearings is addressed by
supplying oil to chamber 453 formed between roller bearings 451,
452, pinion shaft 405A and the interior of the pinion housing 402.
Chamber 453 is fed by ports 446B, 447B in the pinion shaft 405A.
Ports 446B, 447B are supplied by passageways 405B, 405C.
Passageways 405B, 405C are fed by ports 405E, 405F which are
located in cylindrical recess 405D. Ports 405E and 405F are located
diametrically opposite each other in cylindrical recess 405D. See,
FIG. 4L, a cross-sectional view 400L of the gear casing.
Cylindrical recess 405D receives oil from oil slinger 413 as viewed
in FIG. 4A as pinion shaft 405A rotates.
[0106] Oil slinger 413 is coupled to shaft 407 by a press fit or
threaded interconnection 407A and rotates therewith. Gear 406
includes spiral bevel teeth 406A interengaging teeth 405 of spiral
bevel pinion 405A. Oil slinger 413 is approximately 4.5 inches in
diameter. FIG. 4L is a cross-sectional view 400L of the gear casing
indicating shaft 407 in phantom driving oil slinger 413 which picks
up oil 499 from the reservoir within the main housing 401 and
deposits it into the rotating recess 405D. FIG. 4A illustrates oil
flow as indicated by flow arrow 471 from the oil slinger 413.
[0107] Referring to FIGS. 4A, 4G and 4L, as pinion shaft 405A
rotates, oil in recess 405D is urged radially outwardly under
centrifugal force and into ports 405E and 405F. As oil flows into
ports 405E and 405F it is urged into and through radially and
longitudinally extending passageways 405B and 405C under
centrifugal force as indicated by flow arrows 457, 458. Passageways
405B and 405C terminate, respectively, in ports 446B and 447B which
communicate with chamber 453. Ports 446B and 447B are in groove 466
in the exterior of the pinion shaft 405A and communicate with and
supply oil to chamber 453. See FIGS. 4G, 4I and 4J.
[0108] Still referring to FIGS. 4A and 4G, chamber 453 fills with
oil after shaft 405A makes a sufficient number of revolutions
(following startup) and supplies oil to tapered roller bearings 451
and 452 whereby oil is pumped outwardly through the bearings.
Tapered roller bearings 452 pump oil to reservoir 499 and tapered
roller bearings 451 pump oil to oil return chamber 454. Chamber 454
is bounded by pinion housing 402, lock washer 429, lock nut 429,
pinion shaft 405A, motor coupling 455A and motor input seal 425.
Preferably seal 425 is a Viton seal. Wave spring 442 resides
between the motor and the motor input seal 425.
[0109] Chamber 454 communicates with ports 494, 497 in inner
circumferential groove 448 which in turn communicate with
passageways 446A and 447A. See FIG. 4H. Ports 446B and 447B are
formed in inner circumferential groove 448 in the interior of the
pinion housing 402. Pinion housing 402 is generally cylindrically
shaped with flanges 402A, 402B for interconnection with the main
housing 401 of the gear box and the motor 495A. Passageways 446A,
447B terminate, respectively, in ports 446, 447 which permit oil to
be discharged into the main housing 401 which serves and forms the
oil reservoir. Ports 446 and 447 are preferably arranged vertically
such that port 446 is submerged below the oil level 499.
[0110] FIG. 4C is a perspective view 400C of the pinion shaft
housing 402 illustrating motor flange 402A and main housing flange
402B. Ports 446 and 447 are illustrated in their vertical
orientation. Other orientations of the ports 446 and 447 are
specifically contemplated. Access ports 440A are illustrated in
FIG. 4C as are flange bolt holes 449, 450. Referring to FIGS. 4A
and 4H, access ports 440A are illustrated with plugs 440 threaded
therein. FIG. 4D is an end view 400D of the pinion shaft housing
illustrating the vertical orientation of ports 446, 447. Ordinarily
port 446 will be submerged in oil. Other configurations with more
or fewer oil return ports may be used.
[0111] FIG. 4H is an enlarged view 400H similar to FIG. 4F with the
pinion shaft 405A and bearings 451, 452 inserted therein. Groove
466 is an outer circumferential groove in the pinion shaft 405A
viewed in FIG. 4H and 4I. Ports 446B and 447B are formed in the
outer circumferential groove 466 as viewed in FIGS. 4G and 4H.
Ports 494 and 497 are illustrated in FIG. 4H in communication with
oil return chamber 454. Oil is pumped by tapered roller bearings
451 into oil return chamber 454 and groove 448 in the pinion shaft
housing where it flows into passageways 446A and 447A to ports 446
and 447 respectively. Port 446 is actually submersed below the oil
line 499 as illustrated in FIG. 4L. Bearings 451, 452 are submersed
in oil when the motor 495A is started and pinion shaft 405A begins
to rotate. The bearings are lubricated adequately by submersion in
the oil because the pinion shaft (although rotating at
approximately 6000 to 7000 rpm) has not yet generated too much heat
for the bearings to withstand since they are already lubricated due
to their partial submersion in the oil. Full lubrication occurs
very quickly as the oil slinger 413 gathers oil from the reservoir
and slings or throws it into recess 405D and thereafter through the
pinion shaft 405A.
[0112] Similarly, bearings 419, 419A support sun gear shaft 407 and
are adequately lubricated by oil in the reservoir. Sun gear shaft
407 rotates considerably slower than the input pinion shaft 405A
thus generating less heat. Bearings 419, 419A sit partially
submerged in oil when shaft 407 is not rotating.
[0113] Oil is slung from the outer circumference 413A of the oil
slinger 413 as illustrated by flow arrow 471 in FIG. 4A. Some oil
may be picked up from the sides of the oil slinger but the majority
of oil 498 is picked up and slung from the outer circumference 413A
of the oil slinger. The oil slinger 413 is disc shaped and the
outer circumference is not contoured and roughened. However, it is
specifically contemplated that various shapes and configurations of
oil slingers may be used such that the surfaces of the oil slinger
are contoured or roughened. The oil slinger disc 413 is preferably
made of mild steel.
[0114] FIG. 4E is a cross-sectional view 400E of the pinion shaft
housing 402 taken along the lines 4E-4E of FIG. 4D. Inner
circumferential groove 448 is illustrated in FIG. 4E along with
bearing stop 456. Bearing stop 456 and pinion shaft 405A secure
tapered roller bearings 452 in place. Locknut 429 used with
lockwasher 429A secures bearing 451 against bearing stop 456. See
FIGS. 4G and 4H.
[0115] FIG. 4F is a cross-sectional view 400F of the pinion shaft
housing taken along the lines 4F-4F of FIG. 4D and illustrates the
oil return passageways 447A, 447 and 446A, 446 without the pinion
shaft 405A inserted therein.
[0116] FIG. 4I is a perspective view 4001 of the pinion shaft 405A
and gear 405. FIG. 4I provides a view of the outer circumferential
groove 466 communicating with port 446B as well as slot 459 used in
locking conjunction with tanged lockwasher 430. Recess 405D in the
nose of the pinion gear and shaft reveals port 405F therein. Pinion
shaft 405A illustrates exterior threads 429A for interconnection
with locking nut 429 as illustrated in FIG. 4A for the purpose of
trapping the bearings 451, 452.
[0117] FIG. 4J is a top view 400J of the pinion shaft 405A and gear
405 and FIG. 4K is a view 400K of the nose end of the pinion shaft
405A and gear 405. Recess 405D and ports 405E and 405F are viewed
in FIG. 4K.
[0118] FIG. 4L is a cross-sectional view 400L of the gear casing
indicating shaft 407 in phantom driving oil slinger 413 which picks
up oil 499 from the reservoir within the main housing 401 and
deposits it into the rotating recess 405D of the pinion shaft 405A.
Pinion spiral bevel gear teeth 405 intermesh with spiral bevel gear
teeth 406A of gear 406 to effect a speed reduction. Bearing cones
423, 423A are illustrated for support of the shaft 407 as is
bearing retention plate 412 and retention bolts 435.
[0119] FIG. 5 is a process flow chart 500 for lubricating 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 steps of: slinging
oil from a lubricating oil reservoir using an oil slinger at a
first end of a shaft 501; collecting oil in a cylindrical recess in
the first end of the shaft 502; rotating the shaft and forcing the
collected oil radially outwardly in the cylindrical recess and into
a passageway communicating with the recess and extending
longitudinally and radially from the recess to a chamber formed by
said shaft, the bearings and a shaft housing 503; pumping oil from
the chamber through the bearings 504; and, returning the oil to the
lubricating oil reservoir 505. The step of returning the oil to the
lubricating oil reservoir may be performed using a return
passageway through the shaft housing. The step of rotating the
shaft and forcing the collected oil radially outwardly in the
cylindrical recess includes forcing the collected oil into a second
passageway communicating with the recess and extending
longitudinally and radially from the recess to the chamber formed
by the shaft, the bearings and the shaft housing.
[0120] FIG. 6 is a process flow chart 600 for using high speed
motors in a utility vehicle with right angle planetary gear
reducers. A method for using high-speed motors in a utility vehicle
is also disclosed and includes the steps of: orienting two high
speed motors having shaft driven pinion gears parallel to the rails
of the vehicle 601; mounting right angle planetary gear reducers in
engagement with the shaft driven pinion gears 602, each of the
planetary gear reducers include a gear driven by the shaft driven
pinion gears, the gear driven by the shaft driven pinion gear
includes a shaft portion formed as a second pinion gear which
drives a planetary gear set and carrier reacting against a ring
gear in the casing of the planetary gear reducer, the carrier of
the planetary gear reducer includes a splined output, and each of
the splined outputs being on the same axis; lubricating bearings
supporting the pinion gear shafts with an oil slinger 603, the
pinion gear shafts include a nose portion having a recess, at least
one port, and at least one radially and longitudinally extending
passageway communicating lubricating oil to a chamber feeding said
lubricating bearings; pumping oil through the lubricating bearings
and into a passageway for return to the right angle gear reducer
604; coupling an output shaft to the splined output of the
planetary gear reducer and driving the output shaft at a desired
rate 605; and, driving, with chains, the wheel shafts of the
vehicle 606.
[0121] A list of reference numerals follows.
REFERENCE NUMERALS
[0122] 14a-d-tires of vehicle
[0123] 28-battery
[0124] 60, 64-motor
[0125] 62, 66-sides of vehicle
[0126] 68, 84-coupling
[0127] 70, 82-spur gear reduction assembly
[0128] 72, 86-chain
[0129] 74, 76, 88, 90-gears
[0130] 78, 80, 92, 94-axles
[0131] 70, 82-spur gear reduction assembly
[0132] 100-prior art utility vehicle
[0133] 200-utility vehicle
[0134] 200A-enlarged portion of utility vehicle
[0135] 200B-further enlargement of planetary gear reducer
[0136] 200C-exploded view of powertrain
[0137] 200D-perspective exploded view of carrier and output
shaft
[0138] 200E-perspective view of offset planetary gear reducer
[0139] 201, 202-alternating current motor
[0140] 203, 203A, 204-gearbox
[0141] 205, 206-vehicle side wall
[0142] 208, 214-output shafts
[0143] 208B, 223B, 227B, 235B, 208C-bearing
[0144] 208T-spline on output shaft
[0145] 209, 211, 213, 215-drive chains
[0146] 210, 212, 216, 217-wheel shaft
[0147] 210A, 212A, 216A, 217A-wheel tire
[0148] 221T-pinion teeth
[0149] 221, 222-motor shaft pinion gear
[0150] 221H-helical pinion
[0151] 221S, 222S-motor shaft
[0152] 223-gear
[0153] 223H-helical gear
[0154] 223B-bearing
[0155] 223T-teeth on gear
[0156] 224-stationary ring gear
[0157] 224T-ring gear teeth
[0158] 224S, 259S-seal
[0159] 225, 226, 229 -planet gear
[0160] 225A-mesh between planet gear teeth 223T and ring gear teeth
224T
[0161] 225P-pin
[0162] 225T, 226T, 229T-planet gear teeth
[0163] 227-sun pinion
[0164] 227T-sun gear teeth
[0165] 230-carrier
[0166] 230T-spline on carrier
[0167] 235-pin
[0168] 240, 240A-bolt
[0169] 241-pinion housing
[0170] 250, 251-frame member
[0171] 300-block diagram of method of using high speed motor and
offset planetary gear reducers
[0172] 301-orienting and mounting high speed motors side by side
with pinions oppositely arranged
[0173] 302-mounting offset planetary gear reducer in engagement
with the shaft driven pinion gears
[0174] 303-coupling an output shaft to the spined output at a
desired rate
[0175] 304-driving the wheel shifts of the vehicle
[0176] 400-schematic of right angle drives used in skid-steer
application
[0177] 400A-cross-sectional schematic view of right angle drive
[0178] 400B-perspective schematic view of right angle drive and
motor
[0179] 400C-perspective schematic view of pinion housing
[0180] 400D-end schematic view of pinion housing
[0181] 400E-cross-sectional view of pinion housing taken along line
4e-4e
[0182] 400E-cross-sectional view of pinion housing taken along line
4f-4f
[0183] 400G-cross-sectional view of pinion housing and pinion
similar to FIG. 4e
[0184] 400H-cross-sectional view of pinion housing and pinion
similar to FIG. 4f
[0185] 400I-perspective view of pinion gear and shaft
[0186] 400J-orthogonal view of pinion gear and shaft
[0187] 400K-front view of pinion gear
[0188] 400L-exploded view of pinion housing and pinion gear and
shaft
[0189] 401-main housing
[0190] 401A-spacer to interconnect right angle drive to vehicle
side wall
[0191] 402-pinion housing
[0192] 402A-flange portion of pinion housing-motor connection
[0193] 402B-flange portion of pinion housing-gear box
connection
[0194] 403-gear housing
[0195] 404-gear housing cap
[0196] 405-spiral bevel pinion gear teeth
[0197] 405A-pinion shaft
[0198] 405B-first passageway
[0199] 405C-second passageway
[0200] 405D-recess in pinion shaft
[0201] 405E-port
[0202] 405F-port
[0203] 406-spiral bevel gear
[0204] 406A-spiral bevel gear teeth
[0205] 407-sun gear shaft
[0206] 407A-press fit or threaded interconnection
[0207] 408-planet gear
[0208] 408T-planet gear teeth
[0209] 409-ring gear
[0210] 410-carrier
[0211] 411-planet pin
[0212] 412-spiral gear bearing retention plate
[0213] 413-oil slinger disc
[0214] 413A-outer circumference of oil slinger disc
[0215] 414-sun gear shaft thrust plate
[0216] 415-planet gear thrust washers
[0217] 416-needle roller spacer
[0218] 417-pinion housing shim pack
[0219] 418-gear housing shim pack
[0220] 419-spiral gear bearing shim pack
[0221] 419A-bearing
[0222] 419B-bearing
[0223] 420-spiral pinion tapered bearing cones
[0224] 420A-spiral pinion tapered bearing cones
[0225] 421-spiral pinion tapered bearing cups
[0226] 421A-spiral pinion tapered bearing cups
[0227] 422-spiral gear tapered bearing cones
[0228] 422A-spiral gear tapered bearing cones
[0229] 423-spiral gear tapered bearing cups
[0230] 423A-spiral gear tapered bearing cups
[0231] 424-needle roller bearings
[0232] 425-motor input seal
[0233] 426-pinion housing o-ring
[0234] 427-gear housing o-ring
[0235] 428-gear housing cap o-ring
[0236] 429-spiral pinion locknut
[0237] 429A-threaded interconnection of spiral locknut to pinion
shaft
[0238] 430-spiral pinion tanged lockwasher
[0239] 431-gear housing cap retaining ring
[0240] 432-sun gear shaft retaining ring
[0241] 433-roll pin
[0242] 434-motor mounting bolts
[0243] 435-pinion gear housing, bearing retention plate bolts
[0244] 438-drain/fill/inspection plugs
[0245] 439-inspection plugs with pipe threads
[0246] 440-1/8 npt pipe plugs
[0247] 440A-hole
[0248] 441-1/4 NPT pipe plugs
[0249] 442-input bearing wave spring
[0250] 445-spline
[0251] 445A-sun gear teeth
[0252] 446-pinion housing port
[0253] 446A-pinion housing oil return passageway
[0254] 446B-port in pinion shaft
[0255] 447-pinion housing port
[0256] 447A-pinion housing oil return passageway
[0257] 447B-port in pinion shaft
[0258] 448-pinion housing inner circumferential groove
[0259] 449-bolt hole
[0260] 450-bolt hole
[0261] 451-tapered roller bearing
[0262] 452-tapered roller bearing
[0263] 453-oil chamber
[0264] 454-oil chamber
[0265] 455-spline on pinion shaft
[0266] 455A-motor coupling
[0267] 456-inner circumferential bearing stop
[0268] 457-arrow indicating oil flow path
[0269] 458-arrow indicating oil flow path
[0270] 459-exterior slot in pinion shaft 405A
[0271] 460-tang on lockwasher 429
[0272] 466-groove in exterior of pinion shaft
[0273] 471-flow arrow from oil slinger
[0274] 476-spline
[0275] 479-stop
[0276] 481-spline
[0277] 494-port
[0278] 495-right angle drive assembly
[0279] 495A-motor
[0280] 496-right angle drive assembly
[0281] 496A-motor
[0282] 497-port
[0283] 498-oil
[0284] 499-oil level
[0285] 500--process flow chart for lubricating bearings supporting
a pinion shaft housing
[0286] 501--slinging oil from a lubricating oil reservoir using an
oil slinger at a first end of a shaft
[0287] 502--collecting oil in a cylindrical recess in the first end
of the shaft
[0288] 503--rotating the shaft and forcing the collected oil
radially outwardly in the cylindrical recess and into a passageway
communicating with the recess and extending longitudinally and
radially from the recess to a chamber
[0289] 504--pumping oil from the chamber through the bearings
[0290] 505--returning the oil to the lubricating oil reservoir
[0291] 600--process flow chart for using high speed motor in a
utility vehicle with right angle planetary gear reducers
[0292] 601--orienting two high speed motors having shaft driven
pinion gears parallel to the rails of the vehicle 601
[0293] 602--mounting right angle planetary gear reducers in
engagement with the shaft driven pinion gears
[0294] 603--lubricating bearings supporting the pinion gear shafts
with an oil slinger
[0295] 604--pumping oil through the lubricating bearings and into a
passageway for return to the right angle gear reducer
[0296] 605--coupling an output shaft to the splined output of the
planetary gear reducer and driving the output shaft at a desired
rate
[0297] 606--driving, with chains, the wheel shafts of the vehicle
606
[0298] The invention has been set forth by way of example with
particularity. Those skilled in the art will readily recognize that
changes may be made to the invention without departing from the
spirit and the scope of the claimed invention.
* * * * *