LG958L Training Material

Chapter V Drive Axle

Tuesday, May 19, 2015

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CONTENTS
Overview of LG958L Drive Axle
Structure of LG Drive Axle

Structure and Principle of Main Drive

Structure and Principle of Differential
Half Shaft
Wheel Reducer
Cause Analysis of Common Malfunctions of Drive Axle

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Chapter V Drive Axle

The drive axle of the wheel loader is located at the end of the transmission system
and is the general term for all transmission mechanism between the drive shaft and
the drive wheels. Its mainly functioned to transmit the torque from the drive shaft
to the drive wheels to reduce the output speed of the transmission and increase the
torque and realize the differential function between the wheels on two sides. In
addition, the drive axle housing also plays a role for load carrying and power
transmission.
The wheel loader generally adopts drive mode of both front and rear axles, namely
4-wheel drive.
The LG958L loader adopts A510A drive axles. The front axle is fixed on the front
frame and the rear axle is of swing type drive axle and is installed on the rear frame
via rear axle bracket. The rear axle is capable of vertical swing of 11 with respect to
the rear frame, with the purpose of guaranteeing the stable ground touch of four
wheels and improving the trafficability of loader while the complete machine is
traveling on a rough road.
In addition to the different installation modes, another difference between the front
axle and rear axle is the main drive. For the main drives of the front and rear drive
axles, the spiral direction of the spiral bevel gear pair is different. The main drive of
the front axle is in left-handed direction and the driven spiral bevel gear is in righthanded direction. The spiral direction of the rear axle is in opposite direction of the
front axle.

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Section I Structure of Drive Axle

The drive axle of the loader is
mainly composed of axle
housing, main drive (including
differential), half shaft, wheel
reducer, tire, and wheel rim
assemblies. Its structure is
shown in Figure 5-1.

The drive axle is installed on

the frame to carry the load
transmitted from the frame
and convey to the wheels. The
housing of the drive axle is the
mounting carrier for main
drive, half shaft, and wheel
reducer.
Figure 5-1 Structure of Drive Axle
1 Tire 2 Wheel rim assembly 3 Planetary carrier 4 Inner gear ring 5 Planetary shaft
6 Planetary gear 7 Sun gear 8 Wheel rim nut 9 Bearing 10 Bearing 11 Oil seal
12 Axle housing wheel support 13 Half shaft 14 Breather hole 15 Main drive

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Section II Main Drive

1. Structure of main drive

The main drive is functioned to further reduce the speed and increase the torque
for the power transmitted from the transmission and alters the rotating axis of
input shaft by 90 and transmits to the wheel reducer via differential and half
shaft.

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Figure 5-2 Main Drive

The structure of main drive is shown in Figure 5-2.

The main drive is mainly composed of differential and main reducer that is
composed of one pair of spiral bevel gears.
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Cylindrical
roller bearing

Tapered roller
bearing

To ensure sufficient carrying rigidity of the drive spiral bevel gear, the drive
spiral bevel gear is integrated with the shaft. Its front support is on two
tapered roller bearings that come into close contact by small ends and its rear
support is on the cylindrical roller bearing to form transversal support.
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Carrier
Tapered roller
bearing

Differential
left housing

Tapered roller
bearing

Differential
right housing

Bolt
Driven bevel
gear

The annular driven bevel gear is fixed on the flange on the right housing of
the differential by bolts. The differential housing is supported by two
tapered roller bearings within the seat bores on two ends of the carrier.
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Tapered roller
bearing

Spacer
bushing

While assembling the main reducer, the tapered roller bearings shall have certain
assembly preload, namely the tapered roller bearings shall be applied with certain
preload on the basis of eliminating the bearing gap. To adjust the preload of
tapered roller bearings, the adjustment washer is installed on one end of the spacer
bushing between the bearing inner races. If too tight, increase the total thickness of
washer. Otherwise, reduce the total thickness of washer.
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Figure 5-3 Measurement of bearing rotating torque

Its intended to reduce the axial movement of gear shaft due to the
axial force generated during the transmission of bevel gears, in order to
promote the support rigidity of the shaft and guarantee the normal
engagement of bevel gear pair. However, the gear shaft cant be too
tight, or it will easily accelerate the wear of tapered roller bearing.
The pre-tightened torque of the tapered roller bearing can be obtained
by measuring the rotating torque of the drive bevel gear (as shown in
Figure 5-3). Generally, the rotating torque is 1.5~2.6N.m.
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Thrust bolt

To guarantee the sufficient support rigidity of the drive bevel gear, the thrust bolt is
installed on the back of the driven spiral bevel gear to restrain the deformation of
the driven spiral bevel gear, in order to prevent the excessive deformation of driven
spiral bevel gear from impairing the normal working. During the assembly and
debugging, pay attention to generally adjust the gap between the back of the
driven spiral bevel gear and the end of thrust bolt to 0.2~0.4mm.
Adjustment method: Screw in the thrust bolt, till it comes into contact with the
large spiral back. Then, screw out by 1/4 turn and lock the thrust bolt.

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Tapered roller
bearing

Adjustment
nut
The preload for the tapered roller bearings supporting the differential housing is adjusted
by rotating the adjustment nuts on two ends. At the time of adjustment, rotate the drive
bevel gear with hand to position the bearing rollers to correct places.
After the proper adjustment, the differential subassembly shall be capable of being rotated
by a torque of 2.9~3.9N.m.
It must be pointed out that the adjustment of preload for tapered roller bearing shall be
conducted before the engagement of the gears.

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2. Adjustment of engagement status for spiral bevel gears

The adjustment of engagement status for spiral bevel gear refers to the adjustment
of backlash and engagement contact area.
While adjusting the backlash of spiral bevel gear pair, press the probe of dial gauge
against the tooth face at large end edge of driven spiral bevel gear and then rotate
the driven spiral bevel gear to directly measure the backlash, as shown in Figure 5-4.

Figure 5-4 Measurement of Backlash

Specific measurement method of backlash:

Fix the stand of dial gauge on the bracket, place the probe of dial gauge
perpendicular to the tooth face of driven spiral bevel gear, rotate the driven spiral
bevel gear back and forth with hand, and observe the variation amplitude of the
dial gauge, which is the measured backlash. Generally, its required to measure at
3~4 different places along the circumference. The backlash shall be 0.20~0.35mm.
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Measurement method of engagement contact area:

While measuring the engagement contact area of bevel gear pair, firstly
apply red paint (such as red lead) to the teeth (generally three teeth) of the
driven spiral bevel gear, rotate the driven spiral bevel gear repeatedly with
hand, and check the contact trace. The correct engagement status is as
below: The contact area shall be no less than 60% in both tooth length and
tooth height directions and the engagement trace shall be in the middle
with slight offset towards small end in tooth height direction and shall
slightly close to the small end in tooth length direction, as shown in Figure
5-5.
Forward carrying face
Large end

Reverse carrying face

Contact area closes to center

Contact area closes to large end and tooth top

Figure 5-5 Correct engagement trace

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Adjustment of backlash:

The backlash is adjusted by rotating the adjustment nut to change the position of driven
spiral bevel gear (when necessary, adjust by moving the drive spiral bevel gear assembly).
If the gap is above the specified value, close the driven spiral bevel gear towards the drive
spiral bevel gear. Otherwise, move it away from the drive spiral bevel gear. To maintain the
properly adjusted preload for the differential tapered roller bearings, the number of turns
the adjustment nut on one end is screwed in shall be equal to the number of the turns the
adjustment nut on the other end is screwed out.
Adjustment method for engagement contact area:
a.

b.

When the engagement trace closes to the large end or small end of the gear, firstly
move the axial position of driven spiral bevel gear. If there is no change of backlash,
adjust the axial mounting position of the drive spiral bevel gear.
When the engagement trace closes to the tooth top or tooth root of the gear, firstly
move the axial position of drive spiral bevel gear. If there is no change of backlash,
adjust the axial mounting position of the driven spiral bevel gear.

The position of drive spiral bevel gear is changed by adjusting the thickness of
adjustment washer.

The position of driven spiral bevel gear is changed by moving the adjustment nut. To
prevent impairing the tension of the tapered roller bearings on two ends of
differential, the number of turns the adjustment nut on one end is screwed out shall
be equal to the number of the turns the adjustment nut on the other end is screwed
in.

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Table 5-1 Adjustment of Contact Area and Backlash during Installation of Spiral
Bevel Gears
Contact area of
driven bevel gear tooth
face

Adjustment method
Move the driven gear towards
drive gear. If the backlash is too
small, move outward the drive
gear.

Movement direction of
gear

Move the driven gear away from

drive gear. If the backlash is too
large, move inward the drive
gear.
Move the drive gear towards
driven gear. If the backlash is too
small, move outward the driven
gear.

Move the drive gear away from

driven gear. If the backlash is too
large, move inward the driven
gear.

The adjustment of contact area is of great influence on the operation performance

and service life and must be conducted carefully.

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3. Judgment method for rotation direction of spiral bevel gear

The spiral direction of the spiral bevel gear is expressed by the tooth trace direction,
for which the judgment method is as below:

Observed towards the tooth face of bevel gear, the spiral bevel gear is left-handed if
the tooth trace is in counterclockwise direction from small end to large end,
otherwise the spiral bevel gear is right-handed.

Right-handed gear

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Left-handed gear

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Judgment examples

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Front axle drive spiral bevel gear,

left-handed

Front axle driven spiral bevel gear,

right-handed

Rear axle drive spiral bevel gear,

right-handed

Rear axle driven spiral bevel gear,

left-handed
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Section III Structure and Principle of Differential

1. Structure of differential
The drive axle differential of the wheel loader adopts symmetric bevel gear
differential. Its mainly composed of differential left and right housings, cross
shaft, four planetary bevel gears, and two half shaft gears (as shown in Figure 56).

5-6 Breakdown diagram of differential constituent parts

1 Bearing 2 Left housing 3 Gasket 4 Half shaft gear 5 Washer 6 Planetary

gear 7 Driven gear 8 Right housing 9 Cross shaft 10 Bolt

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The differential left and right housings are fitted by bolts. The driven spiral bevel gear
of the main drive is fixed on the flange of differential right housing by bolts. The
journal of the cross shaft is embedded in the bore formed by corresponding slots on
the parting surface between left and right housings. Each journal is attached with a
straight bevel gear (planetary gear) under floating state, which is engaged with two
straight bevel half shaft gears. The journals of two half shaft gears are supported in
corresponding left and right seat bores of the differential housings respectively and
are connected with half shaft via inner spline.
The differential is mainly functioned for differential function against the unequal speed
between left and right wheels, in order to reduce the wear of tires.

While traveling linearly under same road condition, there is no relative movement
between planetary gear and half shaft gear and two shaft shafts rotate under same
speed. The differential starts to act under the following conditions:

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While traveling on rough road.

While making a turn: The inner and outer wheels on one same axle have different
traveled distances and speeds and the left and right half shafts rotate under
different speeds. In such case, there is a relative rotation between planetary gear
and half shaft gear to adapt to two unequal rotation speeds.

While changing the rotation travels of left and right wheels under unequal air
pressure between left and right wheels.

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The back of the differential planetary gear and the inner surface of
corresponding place of differential housing are made spherical surfaces to
ensure that the planetary gear is centered to help the correct engagement
with two half shaft gears. As the planetary gear and half shaft gear are of
straight bevel gear, while transmitting the torque, a high axial force is
applied along the axis direction of planetary gear and half shaft gear and
there is relative movement between gear and differential housing. To
reduce the wear between gear and differential housing, the anti-wear plain
washer is installed between the half shaft gear and differential housing and
the anti-wear spherical washer is installed between the planetary gear and
differential housing. The anti-wear washers are generally made of steel.
When the washer is worn after certain service time of the loader, replace
with new anti-wear washer to prolong the service life of differential.
The gears in the differential are lubricated by the gear oil within the
differential housing. The differential housing is machined with port for inlet
and outlet of lubricating oil. To guarantee good lubrication between
planetary gear and cross shaft journal, a plane is milled on the cross shaft
journal and the orifices are drilled between teeth of planetary gear as oil
passages.

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2. Working principle of differential Kinetic characteristic

The symmetric bevel gear differential adopted by the drive axle of

wheel loader is a planetary gear mechanism. The differential housings
and planetary gear shaft (cross shaft) are integrated to form the
planetary carrier. In addition, the differential is functioned as a drive
part as the differential housings are rigidly connected with the driven
spiral bevel gear of the main drive.
The power is transmitted from the drive spiral bevel gear of main
reducer to the driven spiral bevel gear and is transmitted to the drive
wheels in turn through differential housings, cross shaft, planetary gear,
half shaft gear, and half shaft.

When the wheels on two sides are rotating at same speed, the
planetary gears rotate around the axis of half shaft the revolution. If
the resistance is different between wheels on two sides, the planetary
gear rotates around its axis the autogiration, while performing the
above-mentioned revolution. Therefore, two half shaft gears drive the
wheels on two sides for rotation at different speeds.

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5-7 Schematic diagram for common bevel gear differential

Assuming that the rotating angular speed is (n in revolution per minute) and the
angular speeds of half shaft gears are and respectively (n and n in revolution
per minute respectively), then the following equation is established:
2
2n n n
0

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The above equation is the kinetic characteristic equation for symmetric

type bevel gear differential with equal diameters of two half shaft gears.
It indicates that the sum from the speeds of left and right half shaft gears
is equal to two times of the speed of the differential housing and is
relevant to the speed of planetary gear. Therefore, while the loader is
making a turn or is running under other working condition, by means of
the autogirations of planetary gears at corresponding speeds, the drive
wheels on two sides can roll, instead of slide, at different speeds on the
ground. This equation also indicates:

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When the speed of half shaft gear on one side is zero, the speed of
the half shaft gear on the other side is two times of the differential
housing speed.

When the speed of differential housing is zero, if the half shaft gear
on one side is rotating under the application of other external
torque, the half shaft gear on the other side will rotate at same
speed in opposite direction.

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It can be learnt from the above equation:

1. When the resistance torque is unequal between the left and right half
shafts, its difference enables the torque applied on the planetary gear to
overcome the friction resistance torque Mr within the differential so that the
planetary gears rotate for differential function.
2. When there is a speed difference between left and right wheels, the torque
will be non-uniformly distributed onto the left and right half shafts so that a
higher torque is distributed onto the half shaft with lower speed and a lower
torque is distributed onto the half shaft with faster speed.
3. The sum of torques applied onto two half shafts is equal to the torque
applied onto the differential.
As the symmetric type bevel gear differential that is extensively applied at
present features really low friction torque, it can be considered that the torque
is always uniformly distributed, no matter whether the left and right drive
wheels are under same speed or not, which is the transmission characteristic
of different speeds without different torques for common differentials. This
characteristic can meet the traveling and operating needs of loader on
common roads. However, when the loader is operating under extremely poor
ground, it will seriously impair the trafficability of the loader.
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3. Working principle of differential Distribution of torque

For symmetric type bevel gear differential, assuming that the torque
from the main reducer is Mo, the torques distributed to the inner and
outer half shafts by the differential are M2 and M1 respectively, and the
friction resistance torque within differential is Mr, then:
M2M1Mo

M2M1Mr

5-8 Diagram for torque distribution of differential

1 Half shaft gear 2 Half shaft gear 3 Planetary gear shaft 4 Planetary gear

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Section IV Half Shaft

The half shaft is the solid shaft for transmission of power between differential and
wheel reducer. Its inner end is connected with the half shaft gear of differential via
spline and its outer end is connected with the sun gear of wheel reducer via spline
and retainer. The left and right half shafts of the loader drive axle adopt full floating
structure. This structure enables two ends of half shaft to carry only the torque,
without any counterforce or bending torque. To prevent the axial play of half shaft
under the application of the lateral force, the engagement end with the sun gear of
wheel reducer is limited by pillar (or steel ball). The torque and movement from the
main drive is transmitted to the half shaft via differential and then is transmitted to
the wheel reducer via half shaft.
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Section V Wheel Reducer

The wheel reducer is the final torque enhancement and speed reduction mechanism in
the transmission system. It can increase the reduction ratio of transmission to meet the
traveling and working requirements of the complete machine. In addition, as it can
accordingly reduce the speed ratios of main drive and transmission, it reduces the
transmitted torques of these parts and reduces their structural sizes.
The wheel reducer adopts planetary transmission mechanism. The entire mechanism is
composed of drive sun gear, fixed gear ring, driven planetary carrier, and planetary gear,
of which the working principle is shown in the figure.

5-9 Working principle of wheel reducer

1 Gear ring 2 Planetary carrier 3 Half shaft 4 Planetary gear 5 Wheel hub 6 Sun gear

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The sun gear and half shaft are connected together by spline. The gear ring
is fixed on the wheel support on two ends of the drive axle housing via
spline and its stationary. The planetary gear that engages with the sun
gear and gear ring is installed on the planetary carrier via roller bearing and
planetary gear shaft. The planetary carrier and wheel rim are fixed together
by wheel rim bolts and therefore the wheel rim rotates along with the
planetary carrier.
The power from the main drive is transmitted to planetary gear via half
shaft and sun gear so that the planetary gear rolls along the stationary
inner gear ring and drives the rotation of planetary carrier and drive wheels.
To improve the engagement conditions of sun gear and planetary gear and
ensure uniform distribution of engagement load, the half shaft is under
floating state, instead of being under stationary support.
The lubrication system of the wheel reducer is an independent system and
the oil level access hole and screw plug are fitted on the end cap of the
planetary carrier. The filler port and screw plug are fitted on the end face of
the planetary carrier.

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Section VI Tire-Wheel Rim Assembly

The tire-wheel rim assemblies of the loader are the main traveling parts and
are functioned to carry the weight of complete machine, relieve the impact
force from the ground, and generate drive force and braking force by means of
the adhesion between tires and road.
1. Wheel rim

The wheel rim is composed of wheel rim body, retainer, and lock ring. After
being installed onto the wheel rim, the tire is restrained by the wheel rim body
and retainer and is locked by lock ring.

The wheel rim is fixed onto the planetary carrier of drive axle wheel reducer
and the power is transmitted to the wheel rim and tire via the planetary carrier.
2. Tire

The wheel loader generally adopts low pressure wide tires, featuring large
sectional size, good elasticity, and low ground pressure. While traveling or
operating on soft foundation, the tire features low sink, high adhesion, and
good traction and trafficability. While traveling or operating on rough road, the
tire can ensure the good damping and shock absorption performance of the
loader.

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Section VII Analysis of Common Malfunctions of Drive Axle

1. Normally, the front axle is subject to higher force and the rear
axle is subject to lower force. Why is the rear axle main drive
malfunctioned earlier?
This is mainly caused by the improper operations of the operator.
When the insertion angle of the bucket is too large, the front
wheels of the loader will be off the ground and all insertion force
will be carried by the rear axle so that the rear axle will be damaged
due to overload.
2. What is the cause for full permeation of gear oil in the drive
axle brake disc? How to solve this problem?
The oil permeation of the brake disc is generally caused by the
damaged dual-lip framework oil seal at the final drive, which causes
external leakage of gear oil and oil contamination on brake disc
and impairs the braking effects. This is really dangerous. Timely
disassemble the tire, planetary carrier, and wheel hub for repair and
replacement.
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3. What is the cause for abnormal sound within the axle casing?

(1) Incorrect operations. If the insertion angle of the bucket is too high
during the working, the front wheels will be off the ground and the
rear axle main drive will be easily damaged. If the bucket load is too
high, the rear wheels will be off the ground and the front axle main
drive will be easily damaged. Once the gears are damaged, it will
generate abnormal sound.

(2) Noise due to improper backlash between drive and driven gears. The
excessive backlash will lead to impact between teeth of gears. The
under-size backlash will lead to squeezing between teeth of gears,
accelerate the wear, and cause heating of drive axle.
(3) Improper adjustment of assembly gap, leading to over-size or
under-size bearing gap and causing noise.

(4) The stagnation of differential planetary gear and cross shaft and the
wear of adjustment washer will lead to excessive backlash of bevel
gears and cause noise.

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4. How to solve the leakage of main drive oil seal? What are
the precautions for installation of new oil seal?
Troubleshooting:

Disassemble the drive shaft, disassemble the lock nut with special
socket, take out the flange, disassemble the oil seal seat and oil
seal, and replace with new oil seal.
Caution:

Check the oil seal for presence of aging, cracking, and damage. Do
not expand the oil seal too forcible, in order to prevent plastic
deformation. Immerse the oil seal into the fluid at the temperature
closing to the working temperature as close as possible and then
install the oil seal. Use special tool.

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THE END

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