JP2002193138A - Traveling gear - Google Patents

Abstract

PROBLEM TO BE SOLVED: To make a transmission case in a compact size by continuously varying the speed of an inner axle of the turning, to heighten the marsh traveling performance by securing the minimum ground clearance of the transmission case to be high, and to facilitate maintenance. SOLUTION: In this traveling gear, side clutches 24L, 24R for interrupting the power to a traveling gear are provided on the right and left sides, a differential gear for transmitting the power to the traveling gear in relation to the off state of the side clutches is disposed between the right and left side clutches. A hydraulic continuously variable transmission mechanism 5 for traveling and a continuously variable transmission mechanism 6 for turning are disposed in front and in rear of a transmission gear, and the power from the hydraulic continuously variable transmission mechanism 5 for traveling and the power from the hydraulic continuously variable transmission mechanism 6 for turning are joined on a side clutch shaft 16 having the side clutches. A transmission case is provided substantially U-shaped.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a traveling device such as a combine or a tractor.

[0002]

2. Description of the Related Art Conventionally, a vehicle having a pair of left and right crawler traveling devices in a combine or the like is provided with left and right side clutch mechanisms, a gear transmission mechanism, a reverse rotation counter gear mechanism, and the like, and axles inside the turning direction are stepped forward and reverse. 2. Description of the Related Art There is known a traveling transmission device that performs speed change by using a transmission. For example, there is a traveling transmission device capable of performing a mild turn with a ratio of the axle rotation speed on the inside of the turn to the axle rotation speed on the outside of the turn of 1: 3 and a spin turn of the same 1: 3.

[0003]

However, such a conventional traveling transmission has a problem that it is difficult to make a smooth turn because of the stepped transmission as described above.
In addition, it is difficult to make the mission case itself compact, and all the clutches and gears are housed in the mission case. It had been. SUMMARY OF THE INVENTION The present invention has been made to solve the above-mentioned conventional problems, and an object thereof is to enable a continuously variable speed change of an axle inside a turning direction in a normal or reverse direction and to make a transmission case compact. In addition to the above configuration, the minimum ground clearance of the mission case is ensured high to improve wetland traveling performance and further facilitate maintenance.

[0004]

This object is achieved by the present invention.
According to the invention, a traveling device provided with left and right side clutches for connecting and disconnecting power to the traveling device, and a differential device for transmitting power to the traveling device in relation to the "disengaged" state of the side clutch. Is achieved by providing The invention according to claim 2 is configured such that the differential device is provided between the left and right side clutch gears. Further, the invention of claim 3 is provided with a traveling hydraulic stepless transmission mechanism and a turning hydraulic stepless transmission mechanism, and the power of the turning hydraulic stepless transmission mechanism is input to the differential device. Also,
The invention according to a fourth aspect is configured such that the traveling hydraulic stepless transmission mechanism and the turning hydraulic stepless transmission mechanism are arranged before and after or right and left of a transmission. The invention according to claim 5 is characterized in that the traveling hydraulic continuously variable transmission mechanism and the turning hydraulic continuously variable transmission mechanism are arranged before and after a transmission, and the power from the traveling hydraulic continuously variable transmission mechanism and the rotation are controlled. The power from the hydraulic hydraulic continuously variable transmission mechanism is combined at a side clutch shaft having the side clutch. The invention according to claim 6 is configured such that the power is input at a position different from the power system from the traveling hydraulic continuously variable transmission mechanism and the power system from the turning hydraulic continuously variable transmission mechanism at the upper part of the transmission case. . The invention according to claim 7 is configured such that the transmission case is provided in a substantially U-shape having an upper portion separated and connected at a lower portion, and having a space therein. Also,
The invention according to claim 8 is configured such that a sub-speed changeover switching means is provided in a concave portion which is a space portion of the substantially U-shaped transmission case.

[0005]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is an overall view showing an example of a combine according to the present invention. The illustrated combine includes a crawler a, a crawler drive shaft b, and a reaper c.
And a feed chain d that feeds the harvested grain culm to the threshing machine while transporting the harvested grain, a grain tank e that stores threshed grain, and an auger f that discharges the stored grain out of the machine.

FIG. 2 is a layout view of switches on the driver's seat of the combine. The HST lever 1 tilts forward and backward to increase or decrease the vehicle speed. When the HST lever 1 is tilted forward from a neutral position in the figure, the speed increases in the forward direction, and when tilted backward, the speed increases in the reverse direction. When the vehicle is returned from the forward or reverse position to the neutral position, the speed is reduced, and the aircraft stops at the neutral position. The accelerator lever 2 tilts back and forth to open and close the throttle to raise and lower the engine speed. Tilt it backward to open the throttle and raise the engine speed, and tilt it forward to close the throttle and increase the engine speed. Lower.
The power steering lever 3 is tilted back and forth and left and right to operate the raising and lowering of the reaping unit and the turning of the machine body. When the aircraft is tilted to the left, the aircraft turns left, and when tilted to the right, it turns right. Reference numeral 4 denotes an auxiliary speed change lever.

Next, the structure of the transmission will be described.
FIG. 3 is a diagram showing an arrangement of each transmission shaft in the transmission as viewed from the right side, and FIG. 4 is a configuration diagram of the inside of the transmission similarly viewed from the right side. FIGS. 5 and 6 are similar configuration diagrams of the transmission as viewed from the left side, respectively. 7 is a cross-sectional view along S1-S1 in FIG. 4, and FIG. 8 is a cross-sectional view along S2-S2 in FIG. FIG. 10 is a perspective view of the transmission. FIG. 12 is an overall hydraulic layout including the transmission.

Left and right side clutches 24L. 24R, and the side clutch 2
A differential gear mechanism for transmitting power to the traveling device in relation to the "disengagement" of the 4L and 24R is provided between the left and right side clutch gears. The differential gear mechanism includes a differential case 25, a differential shaft 22, and differential gears P, Q, and R. Then, a traveling hydraulic continuously variable transmission mechanism (hereinafter referred to as “traveling HST”).
) 5 and a hydraulic stepless speed change mechanism for turning (hereinafter referred to as “HST for turning”) 6 are disposed in front and rear of a transmission case that is divided into left and right but integrated with each other. In a side view, "H for traveling"
ST input shaft 11 → same output shaft 12 → sub-transmission shaft 13 → counter shaft 14 → traveling system deceleration shaft 15 → side clutch shaft 16 ''
And the transmission path of “HST input shaft 19 for turning → output shaft 2
0 → differential reduction shaft 21 → differential differential shaft 22 → reverse gear shaft 2
The transmission path of "3 → side clutch shaft 16" is separated at the upper part and connected at the lower part, and is arranged in a substantially U-shape having a space in the middle.

That is, the traveling HST 5 and the turning HST
6 are disposed in front and rear, and the power from the traveling HST 5 and the power from the turning HST 6 are supplied to the side clutch 24.
They join at the side clutch shaft 16 having L and 24R. Left and right integrated transmission case (main case) 32
The upper portions of the L and 32R are separated so that the input shafts of the power system of the traveling HST 5 and the power system of the turning HST 6 are respectively input. The overall shape of the transmission cases 32L and 32R corresponds to such a transmission path. It is formed in a substantially U shape. In this way, the transmission path for traveling and the transmission path for turning stand up in a substantially U-shape before and after the side clutch shaft 16 as a starting point, so that the minimum ground clearance of the mission case can be secured high, and the wetland traveling performance is enhanced. And the transmission case itself can be made compact.

In such a configuration, for example, as shown in FIG. 10, the input shaft 11 of the traveling HST 5 and the turning HS
The power of the engine is transmitted to the input shaft 19 of T6 via the engine pulley. And left and right side clutch 2
Differential gear mechanism and reverse gear 23 provided between 4L and 24R
Via the HST6 for turning when turning, the differential case 25
The axle on the inner side of the turn can be steplessly shifted in the forward and reverse directions by the rotational drive of.

Referring to FIG. 7, as described above, the power from the engine is transmitted to the input shaft 11 of the traveling HST 5 via the input pulley 33. 5 in the figure
3 is a trunnion shaft for traveling HST. Power is transmitted from the output shaft 12 to the auxiliary transmission shaft 13, and at one end of the auxiliary transmission shaft 13, a cutting input pulley that drives a cutting unit and a cutting output pulley 34 wrapped around a belt are attached.
A one-way clutch is interposed between the auxiliary transmission shaft 13 and the cutting output pulley 34. Further, by switching the shifter, the speed is switched between high speed, medium speed and low speed,
Gears 14a, 14b of the counter shaft 14 meshing with the gear 3a;
The counter shaft 14 is driven via 14c. When the counter shaft 14 is driven, the reduction shaft 15 is driven via a gear 15b of the traveling system reduction shaft 15 which meshes with a gear 14b also provided on the counter shaft 14.

Further, by driving the reduction shaft 15, the side clutch shaft 16 is driven via a gear 16a at the center of the side clutch shaft 16 which meshes with a gear 15a provided on the same reduction shaft 15. Side clutch 24L, 24R
When the disc plate 36 is pressed inward by hydraulic pressure, the connection state is established, the power is transmitted from the rotating body 35 to the casing 37 integrally formed with the gear 37a, and the gear is further engaged with the side clutch shaft 16 by spline fitting. 16b rotates. In this embodiment, when the engine is started,
The disc 36 is constantly pressed by the hydraulic pressure to be in a connected state. The gear 1 meshing with the gear 16b
The reduction gear shaft 17 is driven by spline fitting via 7a. Further, by driving the reduction gear shaft 17, the wheel shaft 18 is driven by spline fitting via a gear 18a meshing with a gear 17b of the same gear shaft 17. Incidentally, reference numeral 38 in the figure denotes a sprocket mounted on the wheel shaft 18.

Referring to FIG. 8, power from the engine is transmitted to the input shaft 19 of the turning HST 6 via the input pulley 39 as described above. Numeral 54 in the figure is a trunnion shaft for turning HST. A gear 20a and a gear 21 meshing therewith are output from the output shaft 20.
Power is transmitted to the reduction shaft 21 via a. Further, the power is transmitted to the differential gear Q meshing with the gear 21b via the gear 21b of the reduction shaft 21. Differential gear Q is bolted differential case 2
5 is fixed. In the figure, 41 is a pin fixed to the differential case 25, and 42 and 43 are bevel gears, respectively. The differential gear P provided on the differential shaft 22 meshes with the gear 37a of the side clutch 24L. A differential gear R provided on the opposite side of the differential gear shaft 22 from the differential gear P meshes with a reverse gear 23a of the reverse gear shaft 23, and the reverse gear 23a is connected to a gear 37a of the side clutch 24R. Mesh.

Referring to FIG. 11, when traveling,
The power of the traveling HST 5 is transmitted to the side clutch shaft 16 via the aforementioned transmission path. During traveling, since the left and right side clutches 24L and 24R are in the connected state, the power is transmitted to the wheel gear via the reduction gear shaft 17 and drives the wheel shaft (axle) 18 (indicated by a solid arrow in the same figure). See flow). As described above, for example, when the engine is turned on, the piston 44 is pushed inward by the hydraulic pressure flowing through the hydraulic pipe connected to the solenoid valve, and the disk plate 36 of the side clutch is connected, so that the power is reduced. When the engine is turned off, the compression spring 45 turns the piston 4
4 returns to the original position and transmission of power is cut off.

During turning, the side clutch inside the turning is turned off, and the power of the traveling HST 5 is not transmitted to the wheel shaft. Here, the left side clutch 24
Considering the case where L is on and the right side clutch 24R is off, the power of the traveling HST 5 is transmitted from the side clutch shaft 16 to the left (outer turning) wheel shaft 18, but the right (turning). It is not transmitted to the wheel shaft 18 (inside). Then, the power of the turning HST 6 is input to the differential gear mechanism, and the differential gear Q and the rotation of the differential case 25 are driven by the rotation of the differential
The differential gear R, the reverse gear 23
To the wheel shaft on the right side (the inside of the turn) through which the speed of the wheel shaft is continuously or negatively changed. The brake 27 will be described.
Is rotated, the piston 47 is pushed inward and the disc plate 27a is connected to apply a brake.

FIG. 9 is a diagram showing the relationship between the rotational speeds of the differential gears P, Q, and R. During traveling (straight running), the differential shaft 22 is rotated left and right in reverse, and the bevel gears 42 and 42a are rotating. At the time of turning, power is transmitted from the turning HST 6, and the differential gear Q rises from zero rotation according to the tilt angle of the power steering lever 3, and differentially moves with respect to the differential gear P or R outside the turning. Gear Q accelerates.
While one of the gear R or the gear P is rotating in the reverse direction with respect to the other (the turning outside and inside rotate in the same direction and the turning inside rotates lower than the outside), turning at a gentle turning angle (here, “mild” Turn), and stop (rotation stop inside the turn) is a brake turn. Then, when the differential case 25 starts to rotate in the reverse direction, and one of the gear R and the gear P is rotating forward with respect to the other (the outer side and the inner side rotate in different directions), a spin turn is performed. Of course, the inside of the turn and the outside of the turn are reversed between the left turn and the right turn. By the way, when the ratio between the axle rotation speed inside the turn and the axle rotation speed outside the turn in the spin turn state is set to 1: 3 by controlling the drive rotation speed of the turning HST 6, the spin turn is 1: 1. As compared with the above, the loss of horsepower during turning is reduced, and the center of turning of the body is moved while performing a spin turn, so that after turning on a headland or the like, alignment can be facilitated.

Further, as described above, the outer shape of the transmission case is formed in a substantially U-shape, and a sub-gear switching means as shown in FIG. Provided. Reference numeral 8 denotes a subtransmission lever, which is connected to a pin 40 in a recess of the transmission case via a link mechanism 48. The pin 40 is fixed to a U-shaped plate 40a, and the U-shaped plate 40a is connected to a shifter for shifting the sub-speed. Also, the main shift lever 7
Is a pin 53a of the traveling HST 5 via a link mechanism 49.
Connected to This pin 53a is a U-shaped plate 53
b. Reference numeral 55 denotes a fixed-quantity motor. Also,
A pinion 56a is attached to the trunnion shaft 54 of the turning HST6.
The motor 57 is mounted via a gear 56 and a gear 56. As described above, the traveling HST via the input pulley 33 is used.
5, the power from the engine is transmitted to the input shaft 11,
This power is transmitted from the engine pulley 58 (FIG. 12) to the belt 5.
0 is transmitted to the input pulley 33. Further, a belt 51 is stretched between the input pulley 33 and the input pulley 39, and the power from the engine is also transmitted to the input pulley 39. Reference numeral 52 denotes a tension pulley for interrupting power to the turning HST 6 by its operation / non-operation. As described above, the auxiliary speed change operation means can be disposed by effectively utilizing the space in the front-rear space between the traveling HST 5 and the turning HST 6, so that the overall configuration can be made compact.

Referring to the hydraulic arrangement diagram of FIG. 12, when the engine is driven, the oil in the oil tank 62 is sucked in through the gear pump 60 and sent to the solenoid valve 66 through the reduce valve 61.
It is divided into left and right side clutches 2
4L, 24R. The left and right side clutches 24L, 24R are brought into a connected state (engaged state) by the hydraulic pressure.
The oil is sent from the oil tank 62 to the traveling HST 5 and the turning HST 6. HST5 for traveling or HST for turning
When 6 is not used, a part is returned to the oil tank 62 via the manifold 65. Further, the oil is sent from the oil tank 62 to the reamer vertical cylinder 67 and the auger vertical cylinder 68 via the control valve 63.

As described above, a parking brake 27 is provided on the differential shaft 22 on one side (right side in the figure) of the differential gear mechanism (differential device). The brake 27 is linked to the brake pedal 9 provided on the control unit (see FIG. 2). The operation of the parking brake 27 will be described with reference to FIG. When the brake pedal 9 is depressed in the direction of arrow A when the vehicle is stopped, the support plate 69 is rotated around the fulcrum 72 in the direction of arrow B, and at this time, the wire 73 is pulled to move the tension pulley 52 and the belt 51 is moved. If you loosen the power, the transmission will be cut off. At the same time, the tube 10a
The wire 10 in the inside is pulled, and the support plate 70 is
It rotates around arrow a in the direction of arrow C. When the support plate 70 rotates, the rod 71 is pushed, and the brake plate 46 attached to the tip of the rod 71 rotates (falls) in the direction of arrow D. As a result, the brake 27 operates as described above, and the left and right side clutch gears and the wheel shafts interlocked with the differential gear mechanism are braked.

Thus, the parking brake can be reliably applied. For example, even if the vehicle is stopped at an angle on a slope, the vehicle can be stopped on the slope without turning and the safety is improved. Further, as an operation form, after cutting one side of the field, an operation of driving the cutting unit while the vehicle is stopped at the ridge to drive back the cutting grain culm may be performed. , 24R to apply the brake 27, this operation can be performed with the aircraft stopped reliably even when the traveling HST 5 is driven. Further, by disposing the brake 27 in the side space of the differential case 25, it is possible to make the transmission case more compact by effectively utilizing the space.

FIG. 14 is a view of FIG. 13 as viewed from the front and rear. Reference numeral 28 denotes a cutting input pulley; 29, a cutting upper and lower fulcrum pipe; 30, a cutting frame; is there. When the engine stalls, the motor 31 is activated and the cable 10
Pull 0. Then, the support plate 70 rotates in the direction of arrow C around the fulcrum 70a. As a result, the brake 27 is turned on.

Further, as described above, by providing the reduction gear shaft 17 between the side clutch gear and the gear of the wheel shaft 18, the rotation speed of the side clutch shaft 16 can be set to be higher, and This side clutch shaft 16
, The capacity (disc diameter, number of disks, etc.) of the side clutches 24L, 24R provided in the first and second clutches can be reduced, and the production cost can be reduced.

As is apparent from FIGS. 7 and 8, etc., the left and right side clutches 24L and 24R for turning on and off the transmission of the driving force to the side clutch gears are connected to the left and right transmission cases (main case) 32L. , 32R. Thus, maintenance of the side clutches 24L and 24R can be easily performed.

As described above, in this embodiment, the traveling H
The ST5 and the turning HST6 are arranged at the upper part of the transmission case so as to be separated from each other in the front and rear directions. , The size of the mission can be reduced.

[0025]

As described in detail above, according to the traveling apparatus of the present invention, the axle inside the turning can be continuously variable in the forward and reverse directions, thereby enabling a smooth turning. In addition, it is possible to reduce the size of the mission case, and to improve the wetland running performance by securing a high minimum ground clearance of the mission case when applied to a combine, for example. Furthermore, cost is reduced and maintenance is facilitated.

[Brief description of the drawings]

FIG. 1 is an overall side view showing an example of a combine according to the present invention.

FIG. 2 is a switch layout diagram of a driver's seat of the combine.

FIG. 3 is a diagram showing the arrangement of each transmission shaft in the transmission as viewed from the right side.

FIG. 4 is a structural view of the inside of the transmission, also viewed from the right side.

FIG. 5 is a diagram showing the arrangement of each transmission shaft in the transmission as viewed from the left side.

FIG. 6 is a configuration diagram of the inside of the transmission, also viewed from the left side surface.

FIG. 7 is a cross-sectional view along S1-S1 in FIG.

FIG. 8 is a cross-sectional view along S2-S2 in FIG.

FIG. 9 is a diagram showing a relationship between rotational speeds of differential gears P, Q, and R.

FIG. 10 is a perspective view of a transmission.

FIG. 11 is a diagram showing a transmission path.

FIG. 12 is an overall hydraulic layout including a transmission.

FIG. 13 is a side view of the vicinity of a transmission showing a brake unit.

FIG. 14 is a view of FIG. 13 as seen from the front-back direction.

[Explanation of symbols]

 a Crawler b Crawler drive shaft c Cutting part d Feed chain e Grain tank f Auger 1 HST lever 2 Accelerator lever 3 Power steering lever 4 Sub transmission lever 5 HST for running 6 HST for turning 7 Main transmission lever 8 Sub transmission lever 9 Brake pedal 10 Brake wire 11 HST input shaft for traveling 12 Same output shaft 13 Sub transmission shaft 14 Counter shaft 15 Travel system reduction shaft 16 Side clutch shaft 17 Reduction gear shaft 18 Wheel shaft 19 HST input shaft for turning 20 Same output shaft 21 Differential system reduction Shaft 22 Differential shaft 23 Reverse gear shaft 24L, 24R Clutch 25 Differential case 26 Reverse gear 27 Brake 32L, 32R Transmission case (main case)

──────────────────────────────────────────────────の Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) A01D 69/06 A01D 69/06 B62D 11/10 B62D 11/10 (72) Inventor Naofumi Akiyama Iyo-gun, Ehime No. 1 Yatsukura, Tobe-cho Iseki Agricultural Machinery Co., Ltd. (72) Inventor: Mikishi Hirota 1 Tohachi-cho, Tobe-cho, Iyo-gun, Ehime Prefecture Iseki Agricultural Machinery Co., Ltd. CD01 DB06 DB08 DD02 3D052 AA04 BB08 DD03 DD04 EE01 FF02 GG04 JJ02 JJ08 JJ14 JJ21

Claims (8)

[Claims] A side clutch for intermittently connecting and disconnecting power to a traveling device is provided on the left and right, and a differential device for transmitting power to the traveling device in connection with an "off" state of the side clutch is provided. Traveling equipment. 2. The traveling device according to claim 1, wherein the differential device is provided between the left and right side clutch gears. 3. A hydraulic continuously variable transmission for turning and a hydraulic continuously variable transmission for turning are provided, and the power of the hydraulic continuously variable transmission for turning is input to the differential device. Traveling device as described. 4. The traveling apparatus according to claim 3, wherein the hydraulic stepless transmission mechanism for traveling and the hydraulic stepless transmission mechanism for turning are arranged before, after, or right and left of a transmission. 5. The continuously variable hydraulic transmission mechanism for traveling and the continuously variable hydraulic transmission mechanism for turning are arranged before and after a transmission, and the power from the continuously variable hydraulic transmission mechanism for traveling and the hydraulic continuously variable transmission for rotation are provided. The traveling device according to claim 3, wherein the power from the speed change mechanism is combined at a side clutch shaft having the side clutch. 6. An input at an upper portion of a transmission case at a position different from a power system from the traveling hydraulic continuously variable transmission mechanism and a power system from the turning hydraulic continuously variable transmission mechanism. 3. The traveling device according to 3. 7. The traveling device according to claim 6, wherein the transmission case is provided in a substantially U-shape having an upper portion separated and connected at a lower portion and having a space therein. 8. The traveling apparatus according to claim 7, wherein a switching unit for sub-transmission is provided in a concave portion which is a space portion of the substantially U-shaped transmission case.