JP2005319965A - Travel transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a travel transmission allowing a stable turning operation even when the turning force is increased by smaller turning than usual. <P>SOLUTION: The travel transmission 1 comprises a differential mechanism 12, switching clutches 10a and 10b, a control section 31, and the like. The control section 31 is provided with a first transmission characteristic where the injected pressure to the switching clutches 10a and 10b changes substantially uniformly as an initial pressure Pi of linear motion at a predetermined neutral angular position Ai of a turning input tool and a predetermined turning pressure Pb at a predetermined turning angular position Ab, and a second transmission characteristic switchable by a switch 33 operation. In the second transmission characteristic, the injected pressure is controlled so as to change substantially uniformly in a range from the neutral angular position Ai to the turning angular position Ab as a predetermined increase turning pressure Ps at the turning angular position Ab and a switching pressure Pn at a middle angular position A1 of the transmission switching in the first transmission characteristic. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a traveling transmission device that transmits power to traveling means such as a crawler included in a combine so that the vehicle can turn.

  The traveling transmission device that transmits power to the left and right crawlers, for example, as shown in Patent Document 1 previously proposed by the present applicant, is controlled by applying a braking force to the transmission system inside the turning and turns Enables traveling. The braking force is adjusted according to the operation of the turning lever and the turning radius is adjusted by providing a turning control device by electromagnetic control, hydraulic control, etc. so that the braking force changes corresponding to the tilt angle of the turning lever. can do. In addition, by setting the braking force stronger than the standard, it is possible to widen the turning range so that it can be operated to small turns such as sudden turns, and by providing a "turning force up switch" that can be switched at any time, a wide range It is possible to cope with various situations by the turning operation.

However, as described above, when the turning force is increased due to a small turn including a sudden turn called a so-called spin turn, the operation sensitivity by the lever operation of the turning input tool increases, and a slight lever exceeding the neutral dead zone Even in operation, the vehicle turns more abruptly than in the standard case, so that the airframe travel becomes unstable and the operability may be lowered.
JP 2003-146239 A

  The problem to be solved is to provide a traveling transmission device that can perform a stable turning operation even when the turning force is increased because the turning operation is smaller than usual.

  The invention according to claim 1 is a differential mechanism that adjusts the speed difference between the left and right transmission systems by means of a differential case input, and the differential case input according to the injection pressure in a range from a high speed for straight travel to a low speed for turning. A travel transmission device comprising: a switching clutch that switches transmission; and a control unit that changes an injection pressure applied to the switching clutch in accordance with a tilting operation angle of the turning input device in a turning inner direction. The initial pressure at which the inside and outside of the turn are substantially the same speed at a predetermined neutral angle position of the turning input tool, and the turning pressure at which the turning speed is a predetermined turning speed at a predetermined turning angle position near the operation limit of the turning input tool. In addition to providing a first transmission characteristic that changes pressure almost uniformly in a range from the neutral angle position to the turning angle position, a second transmission characteristic that can be switched by a switch operation is provided. The dynamic characteristics include the initial pressure at the neutral angle position, the switching pressure for transmission switching at the intermediate angle position at which the transmission of the switching clutch is switched for the first transmission characteristic, and the increased turning pressure with a predetermined width increased at the turning angle position. In this case, control is performed so as to change substantially uniformly in the range from the neutral angle position to the intermediate angle position and in the range from the intermediate angle position to the turning angle position.

  Due to the first transmission characteristic, a turning force is generated corresponding to the speed difference between the inside and outside by the tilting operation of the turning input tool, and this turning force tilts the turning input tool in the range from the neutral angle position to the turning angle position. It is controlled so as to change uniformly according to the operation angle, and can be operated from a straight running operation to a predetermined turning operation. When switched to the second transmission characteristic by switch operation, the transmission speed inside the turn changes from the straight traveling speed to the driving force zero in the range from the neutral angle position to the intermediate angle position as in the first transmission characteristic. In the range from the intermediate angle position to the turning angle position, the increased turning force continuously changes as the transmission speed inside the turning changes from the state where the driving force is zero to the increased turning pressure, and the small turning turning control is performed. It is transferred to.

  The invention according to claim 2 is a differential mechanism that adjusts the speed difference between the left and right transmission systems by means of a differential case input, and the differential case input in accordance with the injection pressure in a range from a high speed for straight travel to a low speed for turning. A travel transmission device comprising: a switching clutch that switches transmission; and a control unit that changes an injection pressure applied to the switching clutch in accordance with a tilting operation angle of the turning input device in a turning inner direction. The initial pressure at which the inside and outside of the turn are substantially the same speed at a predetermined neutral angle position of the turning input tool, and the turning pressure at which the turning speed is a predetermined turning speed at a predetermined turning angle position near the operation limit of the turning input tool. In addition to providing a first transmission characteristic that changes pressure almost uniformly in a range from the neutral angle position to the turning angle position, a second transmission characteristic that can be switched by a switch operation is provided. The dynamic characteristics are the initial pressure at the neutral angle position, the intermediate pressure set separately at the intermediate angle position where the transmission of the switching clutch is switched for the first transmission characteristic, and the increased swing pressure with a predetermined width increased at the swing angle position. In this case, control is performed so as to change substantially uniformly in the range from the neutral angle position to the intermediate angle position and in the range from the intermediate angle position to the turning angle position.

  Due to the first transmission characteristic, a turning force is generated corresponding to the speed difference between the inside and outside by the tilting operation of the turning input tool, and this turning force tilts the turning input tool in the range from the neutral angle position to the turning angle position. It is controlled so as to change uniformly according to the operation angle, and can be operated from a straight running operation to a predetermined turning operation. When the switch is switched to the second transmission characteristic by the switch operation, the airframe turns with an intermediate pressure set separately in the range from the neutral angle position to the intermediate angle position and in the range from the intermediate angle position to the turning angle position.

  According to a third aspect of the present invention, in the configuration of the first or second aspect, the turning angle position is in the vicinity of an operation limit of the turning input tool, and the injection pressure to the switching clutch in the range exceeding the angular position is The maximum turning pressure exceeds a predetermined sudden turning pressure in which the inner and outer sides of the transmission system are in opposite directions. In the range exceeding the turning angle position, the turning operation is performed with the maximum turning pressure exceeding the injection pressure for the sudden turning.

  The effect of claim 1 is that the first transmission characteristic enables a turn in a range from a straight running to a turning run corresponding to the operation from the neutral angle position to the turning angle position. By the switch operation, the turning force continuously increases from the intermediate angle position where the transmission speed of the turning inner transmission system becomes zero driving force, and is switched to the second transmission characteristic that makes a small turning operation. A smooth small turn including, for example, a sudden turn can be made according to the operation of the turning input tool without causing a sudden change in the turning force.

  The effect of claim 2 is that the first transmission characteristic enables a turn in a range from a straight running to a turning run corresponding to the operation from the neutral angle position to the turning angle position. By turning the switch from the neutral angle position to the turning angle position, the turning power is switched to the second transmission characteristic with the turning force increased including the turning action by the intermediate pressure set separately at the intermediate angle position. The operability in the control can be made to correspond to the preference of each operator.

  Since the invention according to claim 3 is configured to perform the turning operation with the maximum turning pressure exceeding the injection pressure for the sudden turning in the range exceeding the turning angle position, the sudden turning operation even when the travel load fluctuation is large. Can ensure

Embodiments specifically configured based on the above technical idea will be described below with reference to the drawings.
As shown in FIG. 1, the combine operates the working machines such as the reaping part A, the threshing part B, the storage part C, and the unloading part D, the left and right crawlers E and E, and the working machine operation and the machine traveling. The control part F etc. for performing are provided. In the body, a prime mover (not shown) and a traveling transmission device that drives the left and right crawlers E, E and the like by receiving the power are provided.

  When the combine makes a turn to change the advancing direction of the airframe, the turn of the left and right traveling systems is adjusted in the turn adjusting portion of the drive transmission device in order to adjust the rotation of the left and right crawlers E and E inside the turn. The inner rotation transmission is switched from the traveling transmission system to the turning adjustment system, and the rotation speed inside the turning is adjusted via a switching clutch provided in the turning adjustment system.

  FIG. 2 is a cross-sectional view of a main part of an axial development of the traveling transmission device. In FIG. 2, a traveling transmission device 1 includes, in a transmission case, an input shaft 3 that receives power from a continuously variable transmission (not shown), a sub-transmission shaft 6 that receives the power via an intermediate shaft 3a, A counter shaft 7 that receives power, a side clutch shaft 9 that receives the counter output and divides the power into left and right transmission systems, a dual clutch shaft 11 that receives the shaft output at high and low speeds, and a continuously variable reduction power to the differential case 12 The left and right crawlers e and e are decelerated through the differential gear shaft 13s constituting the receiving differential mechanism and the left and right output gears 14 and 14 that receive the left and right transmission systems from the side clutch shaft 9 together with the left and right differential power. The left and right wheel shafts 15, 15, etc. are configured to be transmitted.

  Specifically, the input shaft 3 is an introduction portion that receives prime mover power via a hydrostatic continuously variable transmission (not shown). The sub-transmission shaft 6 includes a slide gear 5 whose position can be selected by lever operation, and constitutes a sub-transmission mechanism that shifts and outputs the power of the input shaft 3 to the counter shaft 7 at a plurality of gear ratios (third speed in the figure). . The counter shaft 7 includes a reduction gear 7a that decelerates and outputs the speed change power at a predetermined transmission ratio. The side clutch shaft 9 includes a small gear 9b in addition to the center gear 9a that receives the power of the counter shaft 7, and includes left and right side clutch gears 8 and 8 that can be engaged and disengaged in the axial direction. Is divided into left and right.

  The double clutch shaft 11 is provided with two clutch mechanisms (switching clutches) 10a, 10b and an output gear 11g having a hydraulic pack configuration, and is used for linear travel of a small diameter as an input gear of each clutch of the dual clutch mechanisms 10a, 10b. A gear 11a and a large-diameter turning gear 11b are arranged. The linear gear 11a and the turning gear 11b are always meshed with the center gear 9a and the small-diameter gear 9b of the side clutch shaft 9, respectively. By performing transmission control of the dual clutch mechanisms 10a and 10b by hydraulic operation in the axial direction, the dual clutch shaft 11 is stepless within the range of the second speed received from the side clutch shaft 9 according to the braking force on the low speed rotation side. Is controlled to decelerate.

  The differential gear shaft 13s pivotally supports sleeve-like left and right differential gears 13 and 13 that function as differential shafts, and makes the two differential at a central position sandwiched between the left and right differential gears 13 and 13. The differential case 12 is provided with a differential case gear 12c to form a differential mechanism. The differential case gear 12 c meshes with the output gear 11 g of the double clutch shaft 11. Further, the linear reduction ratio from the left and right side clutch gears 8 and 8 of the side clutch shaft 9 to the left and right differential gears 13 and 13 via the left and right output gears 14 and 14 is from the center gear 9a to the differential case gear 12c. The number of teeth of the related gear is set so as to be equal to the straight speed reduction ratio.

  When traveling straight by the travel transmission device 1, the left and right side clutch gears 8 and 8 of the side clutch shaft 9 are transmitted to the respective wheel shafts 15 and 15 through the left and right output gears 14 and 14 at the same left and right speeds. To drive straight ahead. During turning, the transmission system inside the turning is disconnected by the side clutch gear 8, and the differential case 12 is decelerated according to the deceleration of the double clutch shaft 11 by the braking force of the double clutch mechanisms 10a, 10b. The output gear 14 on the driving side is differentially decelerated to perform a turning traveling transmission.

  The turning adjustment by the traveling transmission device 1 is performed in accordance with the transmission speed difference between the inner and outer sides determined according to the injection pressure to the double clutches 10a and 10b within the deceleration range by the turning low speed gear 9b of the side clutch shaft 9. The aircraft can be turned with a different turning radius. Specifically, from a gentle turn where the transmission speed on the inside of the turn is lower than the outside, a brake turn where the inside of the turn is a stop speed (zero speed), a predetermined speed in the direction opposite to the outside transmission system (for example, outside) The airframe can be turned by operating the power steering lever within a range up to 1/3) the speed of the spin-like sudden turn.

  As shown in the input / output system diagram of FIG. 3, the control unit 31 for transmission control of the traveling transmission device 1 includes a wetland mode switch 32 for inputting wetland field switching, and a turning force for inputting a turning force up operation. An up switch 33, a power steering lever position sensor 34 for inputting the tilting operation of the turning input tool, an adjustment dial 35 for adjusting and setting the standard mode brake pressure, an adjustment dial 36 for adjusting and setting the wet field mode brake pressure, etc. An input connection is made, and an adjustment solenoid 36 for adjusting the injection pressure to the switching clutches 10a, 10b, a push cylinder solenoid 37a, 37b for engaging / disengaging the right or left side clutch, and the like are output-connected.

  The control unit 31 controls the adjusting solenoid 36 and the like in response to the signal of the power steering lever position sensor 34, thereby injecting the switching clutches 10a and 10b according to the respective tilting operation angles in the left and right directions by the turning input tool. The pressure is changed, and the range from the straight traveling speed at which the turning inner and outer speeds are substantially equal to the sudden turning speed in which the inner and outer speeds are in the reverse direction is controlled according to a predetermined transmission characteristic.

The transmission control characteristic by the control unit will be described in detail. As shown in the transmission characteristic diagram of the standard mode in FIG. 4, the first transmission characteristic and other transmission characteristics are set.
The first transmission characteristic is that the injection pressure to the switching clutches 10a and 10b is a predetermined initial pressure Pi that reduces the straight gear transmission pressure inside the turning at a neutral angle position Ai excluding a predetermined neutral dead zone of the turning input tool, a predetermined The neutral pressure Pn at which the straight gear transmission and the swivel gear transmission are switched at the intermediate angle position A1 of the tilt angle, up to a predetermined brake angle position (swing angle position) Ab near the operation limit of the swivel input tool up to a maximum angular position Af A predetermined turning pressure, for example, a brake pressure Pb with zero inner speed, is a pattern that changes substantially uniformly in a range from the neutral angle position Ai to the brake angle position Ab.

  Due to this first transmission characteristic, in the range from the neutral angle position Ai to the brake angle position Ab, the turning difference corresponding to the speed difference between the inside and outside changes uniformly according to the tilting operation angle of the turning input tool, and the brake By holding constant at the angular position Ab or higher, the airframe can be swung between a straight traveling and a predetermined turning operation such as a brake turning.

  The second transmission characteristic is configured to be switchable based on a switching signal generated by a switch operation of the turning force up switch 33. The second transmission characteristic is that the injection pressure to the switching clutches 10a and 10b is an increased turning pressure obtained by increasing a predetermined width at the brake angle position Ab, for example, a predetermined sudden turning pressure that becomes a spin-like turning speed in the reverse direction inside and outside. The injection pressure of Ps changes substantially uniformly in the range from the intermediate angular position A1 to the brake angular position Ab, and the maximum rotational pressure that exceeds the sudden rotational pressure Ps in the range from the brake angular position Ab to the maximum angular position Af The pattern is Pf.

  Due to this second transmission characteristic, in the range from the neutral angle position Ai to the intermediate angle position A1, the turning inside changes from the straight traveling speed to the driving force of zero as in the first transmission characteristic, and this intermediate angular position A1. In the range from the braking angle position Ab to the braking angle position Ab, the injection pressure increased from the state in which the transmission speed inside the turning is zero, and the turning force is continuously increased when the increased turning pressure is set to the sudden turning pressure Ps. It is increased to shift to small turning traveling control including sudden turning, and is maintained at a sudden turning speed in an angle range exceeding the brake angular position Ab.

  Therefore, the traveling power transmission device having the above-described configuration enables a small turn that is smooth and excellent in operability according to the operation of the turning input tool without causing a sudden change in the turning force at the intermediate angle position. Further, by setting the sudden turning pressure Ps at the brake angle position Ab, the continuity of the transmission speed inside the turning is ensured before and after the braking angle position Ab, so that smooth operation is possible and the turning input tool Corresponding to the operating angle range, it is possible to reliably perform the sudden turning operation of the aircraft.

As described above, the turning operation based on the first transmission characteristic can perform a relatively slow turning traveling in a range from straight traveling to the so-called brake turning according to the tilting operation of the turning input tool. When the switch 33 is turned on, the second transmission characteristic is changed, and the operator can select a small turn that is excellent in operability at any time.
The

  Next, the third transmission characteristic will be described. The third transmission characteristic is configured so that the first transmission characteristic can be switched by a switch operation, similarly to the second transmission characteristic, and the driving speed when the transmission speed inside the turn is the first transmission characteristic is configured. The intermediate pressure P1 is set separately at the intermediate angular position A1 where the force becomes zero. At the brake angle position Ab, the internal and external speeds of the turn are the sudden turn pressures Ps in the opposite direction, and change substantially uniformly in the range from the neutral angle position Ai to the intermediate angle position A1 and in the range from the intermediate angle position A1 to the brake angle position Ab. Pattern. The intermediate pressure P1 can be set separately by the adjustment dial 35 according to the operator's preference.

  This third transmission characteristic is a change in the turning force according to the transmission characteristic by a separately set intermediate pressure P1 in the range from the neutral angle position Ai to the intermediate angle position A1 and in the range from the intermediate angle position A1 to the brake angle position Ab. Correspondingly, a small turn including a sudden turn is possible. Therefore, the traveling power transmission device configured as described above can make the operability in the small turn traveling control correspond to the preference of each operator.

Next, the turning force up control in the wetland mode will be described.
As shown in FIG. 5, the transmission characteristics in the wet field mode are set at the neutral pressure position Ai and the initial pressure Pw in the wet field mode, and the brake pressure at the brake angle position Ab is set with the turning force up set pressure based on the threshold value Pt set for the wet field mode. If it is less than Pb1, it increases to the brake pressure Pb in the standard mode, and if it is equal to or higher than the turning force up set pressure Pb2, it is set to a pressure Pb3 to which a predetermined increase width α is added.

In the wet paddy mode with the conventional configuration, when the brake pressure is adjusted low, turning may be difficult when the turning force is increased with a pressure of + α, and when the value of + α is increased, the brake pressure is adjusted to be higher. In some cases, the turning radius suddenly decreases and a shock may occur. However, with the above configuration, when the power steering operation amount is large in the weak brake adjustment state in the wet paddy mode, the turning force increase is used. As a result, a braking force similar to that of the standard mode can be obtained, so that smooth and reliable turning is possible without requiring switching to the standard mode, thereby improving the adaptability of conditions in the wet paddy mode. it can.
In this case, continuous operability can be ensured by setting the difference between the reference brake pressure Pb in the standard mode and the threshold value Pt as the increase width α.

It is a side view of the combine as a mounting example of the traveling transmission device of the present invention. It is an expanded sectional view of a run transmission device provided with a turning adjustment part. It is a transmission characteristic figure of the standard mode of a transmission control characteristic. It is a transmission characteristic figure of a standard mode. It is a transmission characteristic in the wet field mode.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Traveling transmission apparatus 8 Side clutch gear 9 Side clutch shaft 9a High speed gear 9b Low speed gear 10a, 10b Double clutch (switching clutch)
DESCRIPTION OF SYMBOLS 11 Switching clutch 10a, 10b axis | shaft 12c Differential case 12 Differential mechanism 31 Control part 33 Turning power up switch 34 Power steering lever position sensor 35 Adjustment dial A1 Intermediate angle position Ab Brake angle position (turning angle position)
Af Maximum angle position Ai Neutral angle position P1 Intermediate pressure Pb Brake pressure (turning pressure)
Pf Maximum turning pressure Pi Initial pressure Pn Neutral pressure Ps Sudden turning pressure (Increase turning pressure)

Claims (3)

A differential mechanism that adjusts the speed difference between the left and right transmission systems by a differential case input, a switching clutch that switches the transmission according to the injection pressure in the range from the high speed for straight travel to the low speed for turning, In a traveling transmission device comprising a control unit that changes an injection pressure to the switching clutch in accordance with a tilting operation angle in a turning inner direction of the turning input tool,
In the control unit, the injection pressure to the switching clutch is an initial pressure at which the turning inner and outer sides are substantially the same speed at a predetermined neutral angle position of the turning input device, and a turning pressure at which a predetermined turning speed is obtained at a predetermined turning angle position. In addition to providing a first transmission characteristic that changes pressure almost uniformly in a range from the neutral angle position to the turning angle position, a second transmission characteristic that can be switched by a switch operation is provided. The initial pressure at the neutral angle position, the switching pressure for transmission switching at the intermediate angle position where the transmission of the switching clutch is switched for the first transmission characteristic, and the increased turning pressure with a predetermined width increased at the turning angle position, A travel transmission device that is controlled to change substantially uniformly in a range from a neutral angle position to an intermediate angle position and in a range from an intermediate angle position to a turning angle position. A differential mechanism that adjusts the speed difference between the left and right transmission systems by a differential case input, a switching clutch that switches the transmission according to the injection pressure in the range from the high speed for straight travel to the low speed for turning, In a traveling transmission device comprising a control unit that changes an injection pressure to the switching clutch in accordance with a tilting operation angle in a turning inner direction of the turning input tool,
In the control unit, the injection pressure to the switching clutch is an initial pressure at which the turning inner and outer sides are substantially the same speed at a predetermined neutral angle position of the turning input device, and a turning pressure at which a predetermined turning speed is obtained at a predetermined turning angle position. In addition to providing a first transmission characteristic that changes pressure almost uniformly in a range from the neutral angle position to the turning angle position, a second transmission characteristic that can be switched by a switch operation is provided. The initial pressure at the neutral angle position, the intermediate pressure by setting separately at the intermediate angle position where the transmission of the switching clutch is switched for the first transmission characteristic, and the increased turning pressure with a predetermined width increased at the turning angle position. A travel transmission device that is controlled to change substantially uniformly in a range from a neutral angle position to an intermediate angle position and in a range from an intermediate angle position to a turning angle position. The turning angle position is in the vicinity of the operation limit of the turning input tool, and the injection pressure to the switching clutch in the range exceeding this angle position is the maximum turning pressure exceeding a predetermined sudden turning pressure in which the inner and outer sides of the transmission system are in the opposite directions. The travel transmission device according to claim 1 or 2, wherein