JP2002240735A - Traveling vehicle for work - Google Patents

Abstract

PROBLEM TO BE SOLVED: To return a side clutch mechanism at a rotation inner side to an engagement state when driving force is insufficient due to a slip or the like without returning steering to a forward side in a side clutch automatic disengagement state interlocked with a rotational operation. SOLUTION: A traveling machine body 1 is equipped with front wheels 6 at right and left steered by a steering wheel 41, rear wheels 7 at right and left to which the driving force is transmitted, side clutches 18 at right and left provided in rear wheel power transmission passages at right and left, and an interlocking rod 45 for automatically actuating the side clutch 18 at the rotation inner side to the disengagement side by interlocking with a steering angle of the steering wheel 41 to exceed a set angle. An interlock release rod 51 is provided for releasing the side clutch automatic disengagement state by the interlocking rod 45 when an interlocking releasing pedal 48 is operated.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention belongs to the technical field of working vehicles such as riding rice transplanters.

[0002]

2. Description of the Related Art In general, some traveling vehicles such as riding rice transplanters have pedal clutch-operated side clutch mechanisms interposed in right and left rear wheel power transmission paths. In this type of working vehicle, it is possible to make a small turn by pedaling the side clutch mechanism inside the turn at the same time as turning the steering mechanism. Is required, there is a disadvantage that the operation labor of the operator increases.

[0003]

In view of the above, a side clutch for automatically turning a side clutch mechanism inside a turn to a disengagement side in conjunction with the steering angle of a steering mechanism exceeding a set angle is provided to the working vehicle. It is proposed to provide a clutch interlock. However, during turning, the driving force may be insufficient due to slippage or the like, and two-wheel drive may be required for escape. In this case, the steering needs to be returned to the straight traveling side, and the operation is complicated. However, there is a disadvantage that the turning radius increases and the working efficiency decreases.

[0004]

SUMMARY OF THE INVENTION The present invention has been made in view of the above-mentioned circumstances, and has been made in order to solve these problems. And the right and left rear wheels,
The right and left side clutch mechanisms interposed in the right and left rear wheel power transmission paths, and the side clutch mechanism inside the turn is automatically disengaged in conjunction with the steering angle of the steering mechanism exceeding a set angle. A work traveling vehicle having a side clutch interlocking mechanism that operates to release the side clutch automatic disengagement state by the side clutch interlocking mechanism while an interlock release operating tool is operated. It is characterized by comprising side clutch interlock release means. In other words, in the state where the side clutch is automatically disengaged by the side clutch interlocking mechanism, if the driving force becomes insufficient due to slippage or the like, the steering wheel does not return to the straight-ahead side, and only by operating the interlocking release operation tool, the side clutch mechanism on the inner side of the turn. Can be returned to the entering state. As a result, it is not possible to improve the operability as compared with the conventional case that required the steering return operation, and the turning radius increases by the steering return operation Inconvenience can be avoided. Further, a side clutch operating tool capable of operating the side clutch mechanism to be disengaged is provided prior to the disengagement operation of the side clutch mechanism by the interlocking disengagement operating tool. In other words, regardless of the operation state of the linkage release operation tool,
It is possible to arbitrarily show the side clutch disengaged state.

[0005]

Next, one embodiment of the present invention will be described with reference to the drawings. In the drawing, reference numeral 1 denotes a traveling body of a riding rice transplanter. An engine 2 and a transmission case 3 are mounted on a front part of the traveling body 1, while a traveling body is mounted on a rear part of the body via an elevating link mechanism 4. Attached portion 5 is connected, and the power of the engine 2 is changed in the transmission case 3 before the planted portion 5,
The power is transmitted to the front wheel 6, the rear wheel 7, and the like.

Reference numeral 8 denotes a rear axle case for transmitting power to the left and right rear wheels 7.
The input shaft 9, the first to sixth transmission shafts 10 to 15, the left and right final shafts 16L and 16R, the front wheel braking clutch 17, the left and right side clutches 18L and 18R, the left and right side brakes 19L and 19R are installed. I have. The input shaft 9 from the transmission case 3 via the traveling PTO shaft 20
Is transmitted to the first transmission shaft 10 via the bevel gears 9a and 10a, and then the second transmission shaft 11, the right side clutch 18R, the right side brake 19R, the third transmission shaft 12, the fourth transmission shaft Axis 13, right final axis 16
R and the like, and is transmitted to the right rear wheel 7R via the front wheel braking clutch 17, the left side clutch 18L, the left side brake 19L, the fifth transmission shaft 14, the sixth transmission shaft 1
5. Left rear wheel 7L via left final shaft 16L etc.
It is transmitted to. By the way, the front wheel braking clutch 17
When the main clutch 21 is operated to the disengagement side to stop running, the fifth transmission shaft 14 and the first transmission shaft 10 are directly connected without passing through the left side clutch 18L,
The braking force of the left side brake 19L is applied to the traveling PTO shaft 20.
Through the front wheel 6.

Reference numerals 22 and 23 denote a cylindrical shaft and a clutch case constituting the side clutch 18, respectively. The spline grooves formed on the outer peripheral surface of the cylindrical shaft 22 integrally rotate around the shaft. And a plurality of drive-side disks 24 that are movable in the axial direction are fitted, while the spline grooves formed in the inner peripheral surface of the clutch case 23 are integrally rotated around the axis, and A plurality of driven disks 25 that are movable in the axial direction are fitted. The drive-side disk 24 and the driven-side disk 25 are alternately overlapped in the axial direction, and a retaining ring 26 fitted on the inner peripheral surface of the clutch case 23 and a spacer 27 locked on the outer end of the cylindrical shaft 22. It is sandwiched between. Also, the outer surface of the spacer 27 and the clutch case 23
A plurality of disc springs 28 for urging the clutch case 23 outward (toward the entrance) are interposed between the inner surfaces of the springs. Therefore, always, the retaining ring 26 is
And the driven side disk 25 is pressed to rotate the cylindrical shaft 22 and the clutch case 23 integrally based on the frictional force generated between the two disks, while moving the clutch case 23 inward against the disc spring 28 ( When the clutch shaft 23 is moved to the (cut side), the pressing of the retaining ring 26 is loosened and the cylindrical shaft 22 and the clutch case 23
And the power transmission between them is cut off.

The boss portion 23a of the clutch case 23 extends outward, and the side brake 19 is provided between an outer peripheral surface of an intermediate portion of the extended boss portion 23a and an inner peripheral surface of the rear axle case 8. Is configured. That is, a plurality of brake disks 29 that rotate integrally in the axial direction and are movable in the axial direction are fitted into the spline grooves formed on the outer peripheral surface of the boss portion 23a, while the rear axle case is mounted. A plurality of friction plates 30 whose rotation in the axial direction is restricted and which is movable in the axial direction are fitted in the spline grooves formed on the inner peripheral surface of the shaft 8. The brake disk 29 and the friction plate 30 are alternately superposed in the axial direction. When a brake operation force described later is received from the outside, the brake disk 29 and the friction plate 30 are pressed against the inner surface of the rear axle case 8 to generate a frictional force. The rotation of the clutch case 23 is braked based on the force. Reference numeral 31 denotes a disc spring for returning the side brake.

Reference numeral 32 denotes an operating boss which is externally fitted to the outer peripheral surface of the distal end portion of the boss portion 23a via a pair of bearing members 33. The operating boss 32 receives a shifter operating force described later and moves inward. When it moves, the clutch case 23 is pressed inward to operate the side clutch 18 to the disengagement side, and the brake disk 29 and the friction plate 30 are pressed to operate the side brake 19 to the braking side. At this time, since the side brake 19 operates on the braking side after the side clutch 18 is disengaged, there is a neutral operation range in which only the side clutch 18 is disengaged, and the rear wheel 7 freely rotates in this neutral operation range. It has become.

Reference numeral 34 denotes a shifter shaft rotatably supported on the upper outside of the rear axle case 8.
A shifter pin 34a located on the outer surface of the operation boss 32 is fixed to a lower end of the shift boss 32 via a shifter arm 34b, while a clutch arm 35 is integrally connected to an upper end of the shifter shaft 34. I have. Clutch arm 35
When the outer end side is pulled forward, the shifter pin 34a presses the operating boss 32 inward, and the side clutch 18 and the side brake 19 are operated as described above.

Reference numeral 36 denotes a pair of left and right side clutch pedals disposed on the operation unit.
6, the left side clutch pedal 36L is integrally connected to the pedal shaft 37, while the right side clutch pedal 36R is rotatably supported by the pedal shaft 37. When the left side clutch pedal 36L is depressed, the left operating arm 38L provided at the left end of the pedal shaft 37 moves the outer end side (outward of the shifter shaft) of the left clutch arm 35L forward through the connecting rod 39L. On the other hand, when the right side clutch pedal 36R is depressed, the right operating arm 38R provided on the boss of the right side clutch pedal 36R is connected to the connecting rod 39R.
, The outer end of the right clutch arm 35R is pulled forward. Thereby, the side clutch 18 by the left and right side clutch pedals 36L, 36R is provided.
(Side brake 19) can be selectively turned off.

Reference numeral 40 denotes a pitman arm provided at the front bottom of the traveling body 1, and a base end of the pitman arm 40 is integrally connected to a steering shaft 42 which rotates with the operation of the steering wheel 41. While
The front end of the pitman arm 40 has a drag link 43
L, 43R via the left and right front wheel steering arms 44L, 44
Connected to R. As a result, the left and right front wheels 6 are steered according to the turning operation of the steering wheel 41, but the base end of the pitman arm 40 extends rearward of the steering shaft 42, and A connection pin 40a is protruded from the portion.

Reference numerals 45L and 45R denote a pair of left and right interlocking rods (side clutch interlocking mechanism).
The front ends of the 5L and 45R are connected to the connection pins 40a via connection plates 46 having long holes 46a. On the other hand, the rear end of the left interlocking rod 45L is connected to the outer end of the left clutch arm 35L via a tension coil spring 47, and the rear end of the right interlock rod 45R is connected via the extension coil spring 47. It is connected to the outer end of the right clutch arm 35R. That is, when the steering wheel 41 is turned left or right from the straight traveling position, the connection rods 45L and 45R on the inner wheel side are pulled forward with the rotation of the pitman arm 40. If the operation angle exceeds the set angle (turn operation angle), the clutch arm 35
The rotation angles of L and 35R reach the clutch operation angle, and the inner clutch side clutch 18 is automatically disengaged. Whether or not to automatically activate the side brake 19 in response to the turning operation of the steering wheel 41 is optional, and the setting can be performed by adjusting the length of the interlocking rod or the like.

Reference numeral 48 denotes an interlock release pedal (interlock release operation tool) provided on the operation section. The base end of the interlock release pedal 48 is a pedal shaft rotatably supported in the left-right direction. 49 are integrally connected to the intermediate portion. When the interlock release pedal 48 is depressed, the left operation arm 50L provided at the left end of the pedal shaft 49 is moved to the inner end side (shifter shaft) of the left clutch arm 38L via the interlock release rod 51L (side clutch interlock release means). (Inward), and the right operating arm 50R provided at the right end of the pedal shaft 49 pulls the inner end side of the right clutch arm 38R forward via the interlock release rod 51R (side clutch interlock release means). Is configured. That is, when the side clutch 18 inside the turning is disengaged by the interlocking rods 45L and 45R and the interlock release pedal 48 is depressed, the clutch arm 35 inside the turning is forcibly returned to the entry side. Accordingly, when the driving force becomes insufficient due to a slip or the like during the turning of the body, the interlocking release pedal 48 can be used without returning the steering wheel 41 to the straight traveling side.
, It is possible to return the side clutch 18 inside the turn to the engaged state. In addition, the interlock release pedal 4
8 is biased toward the non-stepping-on position. Therefore,
The side clutch disengagement state by the interlocking rods 45L and 45R is released only while the interlock release pedal 48 is being depressed.

Reference numeral 52 denotes an L-shaped connecting plate interposed between the interlock release rod 51 and the clutch arm 35. The rear end of the connecting plate 52 has a long hole pointing in the front-rear direction. It is connected to the clutch arm 35 via 52a. Thereby, the rotation of the clutch arm 35 when the interlock release pedal 48 is not operated is allowed. On the other hand, at the front end of the connection plate 52,
The rear end of the connecting rod 51 is slidably penetrated back and forth, and the connecting plate 52 is urged forward between the double nut 51 a screwed into the penetrating portion and the front end of the connecting plate 51. The compression coil spring 53 is interposed. Since the spring force of the compression coil spring 53 is set stronger than the spring force of the tension coil spring 47, it is possible to release the side clutch disengagement state by the interlock rod 45 by operating the interlock release pedal 48. When the side clutch pedal 36 is operated during the operation of the interlock release pedal 48, the operation of the side clutch pedal 36 is prioritized by the compression of the compression coil spring 53,
The clutch arm 35 is configured to rotate to the cut side.

On the other hand, reference numeral 110 denotes an input shaft of the transmission case 3, and the power input to the input shaft 110 passes through the main clutch 21 formed on the input shaft 110, and then changes to the planted transmission mechanism 112. The first and second planting transmission shafts 113, 114, which are transmission-coupled via a shaft, a torque limiter 115 formed at one end of the second planting transmission shaft 114, and a planting plant formed on the planting output shaft 116. The first and second traveling transmission shafts 119 and 120, which are transmitted to the planting output shaft 116 via the attached clutch mechanism 117 and the like, and which are transmission-coupled via the traveling transmission mechanism 118, and a differential gear 121 to be described later. A rear wheel output shaft 123 via a third traveling transmission shaft 122 and the like which is transmission-connected via a ring gear 121a
It is transmitted to. The power input to the ring gear 121a of the differential device 121 is output in a distributed manner from the left and right output shafts 124L and 124R of the differential device 121 and transmitted to the left and right front wheels 6.

The differential device 121 has a cylindrical case 121 on which the ring gear 121a is integrally fixed on the outer peripheral surface.
b, a pinion shaft 121c radially supported by the cylindrical case 121b, and a pair of pinion gears (bevel gears) 121 rotatably supported by the pinion shaft 121c.
d, a pair of left and right side gears (bevel gears) 121e that simultaneously mesh with the pair of pinion gears 121d, respectively. When the vehicle is going straight, the left and right output shafts 124L and 124R, which are integrally rotatably connected to the left and right side gears 121e, are rotated at a substantially constant speed. A rotation difference corresponding to the turning direction is generated between the left and right output shafts 124L and 124R in a driven manner. Note that the differential device 121 of the present embodiment is disposed so as to be deviated to one side from the left and right center position of the transmission case 3, and is mounted on the left side wall 3 a of the transmission case 3 via bearings 125 and 126. One end of the cylindrical case 121b is supported in a cantilever manner.

Reference numeral 127 denotes a transmission clutch mechanism interposed between the second traveling power transmission shaft 120 and one output shaft 124R of the differential device 121.
Is a pair of transmission gears 130 and 131 which are rotatably supported at a predetermined interval on the right output shaft 124R and always mesh with transmission gears 128 and 129 on the second traveling transmission shaft 120 side, respectively. The right output shaft 124R is spline-fitted between the gears 130 and 131, and the transmission gear 13
Meshing claws 130a, 13 formed on opposing surfaces of 0, 131
1a is provided with a pawl clutch 132 having engaging pawls 132a which can be selectively engaged with each other on both left and right sides.
The reduction ratio of one transmission gear 130 is set smaller than the reduction ratio of the ring gear 121a, while the reduction ratio of the other transmission gear 131 is set larger than the reduction ratio of the ring gear 121a. That is, the transmission clutch mechanism 127 is configured to forcibly increase or decrease the rotational speed of the right output shaft 124R based on the selective engagement operation of the pawl clutch 132 with the pair of transmission gears 130, 131. When the speed of the right output shaft 124R is increased, the left output shaft 124R is
Since L is decelerated, a constant rotation difference corresponding to the left turn is forcibly generated between the left and right output shafts 124L and 124R. On the other hand, when the right output shaft 124R is decelerated, the operation of the differential Since the speed of the left output shaft 124L is increased based on this, it is possible to forcibly generate a constant rotation difference corresponding to a right turn between the left and right output shafts 124L and 124R.

Reference numeral 135 denotes a groove 13 of the claw clutch 132.
The shift fork 135 is fitted and connected to the shift fork 2b, and the shift fork 135 is supported by a fixed shaft 136 penetrating through the base boss 135a so as to be movable left and right. On the fixed shaft 136, three positioning grooves 136a corresponding to the operating positions (left turning position, neutral position, right turning position) of the claw clutch 132 are engraved in parallel, while the base end of the shift fork 135 is provided. The positioning boss 1 is provided on the boss 135a.
A positioning ball 138 which is selectively fitted into the three positioning grooves 136a under the urging force of 37 is provided therein.

Reference numeral 139 denotes a shift shaft rotatably supported by the bottom of the transmission case 3. A lever portion fitted and connected to the groove 135 b of the shift fork 135 is provided at the upper end of the shift shaft 139. A shift arm 140 is integrally connected to a lower end protruding from the transmission case 3, while the shift arm 140 is integrally provided. Thus, the shift fork 135 moves left and right with the left and right rotation of the shift arm 140, and as a result, the pawl clutch 132 is switched.

Reference numeral 143 denotes a connecting rod. One end of the connecting rod 143 is connected to the pitman arm 40, and the other end slides a connecting pin 140a rotatably provided on the shift arm 140. The connecting rod 143 penetrates freely and is configured to hold the connecting pin 140a at a rod intermediate position via a pair of pressing springs 144 that press and contact the connecting pin 140a from both sides. ing. In other words, when the connecting rod 143 is pushed and pulled in accordance with the turning operation of the steering wheel 41, one pressing elastic body 144 presses and presses the connecting pin 140a while compressing, and the urging force is used for the positioning. The shift arm 140 is rotated to the left or right turning position when the biasing force of the ammunition 137 is exceeded. On the other hand, when the steering wheel 41 is operated to return straight, the connecting rod 143 is pushed and pulled in the opposite direction. Accordingly, the other pressing mechanism 144 presses and biases the connecting pin 140a toward the neutral position while being compressed, and shifts when the biasing force exceeds the biasing force of the positioning spring 137. Arm 1
40 will be returned to the neutral position. This allows
The transmission clutch mechanism 127 is automatically switched to operate in conjunction with the turning operation of the steering wheel 41.

In the vehicle constructed as described above, the left and right front wheels 6 steered by the steering wheel 41 are provided.
The left and right rear wheels 7 to which the driving force is transmitted, the left and right side clutches 18 respectively provided in the left and right rear wheel power transmission paths, and the steering angle of the steering wheel 41 exceeding a set angle. And an interlock rod 45 for automatically operating the side clutch 18 on the inside of the turn to the disengagement side in conjunction with the interlocking operation. When the interlock release pedal 48 is operated, the side clutch automatic disengagement by the interlock rod 45 is performed. Since the interlock release rod 51 for releasing the state is provided, if the driving force is insufficient due to slippage or the like in the automatic side clutch disengagement state, the steering wheel 41 does not return to the straight running side, and only the interlock release pedal 48 is operated to turn. The inner side clutch 18 can be returned to the engaged state, and as a result, the steering wheel 4
The operability is not allowed to be improved as compared with the related art that requires the return operation of No. 1, and the disadvantage that the turning radius is increased by the return operation of the steering wheel 41 can be avoided.

Also, the side clutch pedal 3 capable of disengaging the side clutch 18 has priority over the disengagement operation of the side clutch 18 by the interlock release pedal 48.
6, it is possible to arbitrarily show the side clutch disengagement state regardless of the operation state of the interlock release pedal 48, and to operate the interlock release pedal 48 incorrectly during the operation of the side clutch pedal 36. However, there is no inconvenience that the side clutch 18 is unintentionally engaged.

Further, in the present embodiment, since the side clutch 18 inside the turning is not automatically disengaged in accordance with the turning operation of the steering wheel 41, the left and right front wheels 6 are forcibly differentiated. It is possible to make a small turn in the wheel drive state, and when slippage occurs in the three-wheel drive state, the four-wheel drive state can be arbitrarily displayed by operating the interlock release pedal 48.

[Brief description of the drawings]

FIG. 1 is a side view of a riding rice transplanter.

FIG. 2 is an expanded sectional view of a transmission case, a front axle case, and a rear axle case.

FIG. 3 is a sectional view of a main part of a rear axle case showing a side clutch and a side brake.

FIG. 4 is a sectional view of a main part of the same showing a shifter shaft.

FIG. 5 is a plan view showing a side clutch pedal operation mechanism, a side clutch interlocking mechanism, and a side clutch interlocking release mechanism.

FIG. 6 is a side view of the same.

FIG. 7 is a side sectional view of a main part showing a connection structure between an interlock release rod and a clutch arm.

FIG. 8 is a developed sectional view of a transmission case.

FIG. 9 is a partially cutaway rear view of the transmission case and the front axle case.

FIG. 10 is a sectional view of a main part of a transmission case.

FIG. 11 is a sectional view of a main part showing a shift fork and a shift shaft.

FIG. 12 is a side view showing a connected state of the steering mechanism and the transmission clutch mechanism.

FIG. 13 is a bottom view of the essential parts of the same.

FIG. 14 is a plan view of a connecting rod.

FIG. 15 is an operation explanatory view of a connecting rod.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Traveling body 3 Transmission case 6 Front wheel 7 Rear wheel 8 Rear axle case 18 Side clutch 19 Side brake 35 Clutch arm 36 Side clutch pedal 40 Pitman arm 41 Steering wheel 45 Interlock rod 48 Interlock release pedal 51 Interlock release rod

Claims (2)

[Claims] 1. A left and right front wheel steered by a steering mechanism, left and right rear wheels to which a driving force is transmitted, left and right side clutch mechanisms respectively interposed in right and left rear wheel power transmission paths, A work vehicle having a side clutch interlocking mechanism for automatically operating a side clutch mechanism inside a turn to a disengagement side in conjunction with a steering angle of a steering mechanism exceeding a set angle. The vehicle according to claim 1, further comprising a side clutch interlock release unit that releases the side clutch automatic disengagement state by the side clutch interlock mechanism while the interlock release operation tool is operated. 2. The work according to claim 1, further comprising a side clutch operating tool capable of disconnecting the side clutch mechanism prior to the disengaging operation of the side clutch mechanism by the interlocking releasing operating tool. For traveling vehicles.