JP2007160993A - Transmission of riding type traveling vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a transmission of a riding type traveling vehicle capable of reliably braking a front wheel by a small brake. <P>SOLUTION: A transmission for changing the driving force for traveling comprises a speed change unit for performing the speed change based on the speed change operation, a differential mechanism 58 for right and left front wheels 1, a deceleration shaft 53 for decelerating the driving force and transmitting the driving force to the differential mechanism 58, a speed change output shaft 49 which is connected to the deceleration shaft 53 to transmit the driving force immediately after the speed change by the speed change unit to the deceleration shaft 53, and a brake 34 for braking the drive of at least the front wheels 1. The brake 34 in the transmission is arranged on the outer side of a transmission case 14, and mounted on an end of the speed change output shaft 49. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a transmission for a riding type traveling vehicle such as a riding rice transplanter.

2. Description of the Related Art Conventionally, a transmission that changes driving force for traveling is provided with a brake that brakes the rotation of left and right wheels (see Patent Document 1).
Japanese Patent No. 3675409

  In the transmission in Patent Document 1, the left and right output shafts that output driving force to the left and right axles protrude from the differential in the transmission case. A front wheel brake shaft is provided immediately before the differential, and the brake is attached to the front wheel brake shaft. When the front wheel brake shaft is braked by the brake, the front and rear wheels can be braked.

  When braking the front wheel and the rear wheel, it is necessary to use a brake having a large capacity in order to receive a larger torque as it is performed closer to the front wheel or the rear wheel. Since the front wheel brake shaft is provided immediately before the differential and is relatively close to the front and rear wheels, it is necessary to use a brake with a large capacity, which increases the cost.

  The transmission of the riding type traveling vehicle of the present invention for solving the above-described problems includes a transmission that shifts the driving force for traveling, a transmission unit that performs a shift based on a shift operation, and a differential mechanism 58 for the left and right front wheels 1. And a reduction shaft 53 that is connected to the differential mechanism 58 and transmits the driving force to the differential mechanism 58 by decelerating, and a driving force that is connected to the reduction shaft 53 and that has just been shifted by the transmission unit to the reduction shaft 53. In a transmission of a riding type traveling vehicle provided with a transmission output shaft 49 that transmits power and a brake 34 that brakes driving of the front wheels 1, the brake 34 is attached to an end of the transmission output shaft 49, The first feature is that the transmission output shaft 49 is arranged outside and configured to brake the transmission output shaft 49.

  Secondly, the driving force from the engine 13 is input in a continuously variable manner via the continuously variable transmission 16, the continuously variable transmission 16 is attached to one outer surface of the transmission case 14, and the brake 34 is The transmission case 14 is provided on the other outer surface of the mission case 14.

  When braking the front wheels on the shaft of the transmission system that transmits the driving force to the front wheels, the shaft closer to the front wheels receives a larger torque, so it is necessary to use a brake with a large capacity. On the other hand, the differential mechanism is positioned in front of the deceleration shaft that decelerates and transmits the driving force, and the driving force immediately after the shifting by the transmission unit is input, so that the torque for braking the rotation can be small. A brake is attached to the speed change output shaft, and the brake brakes the speed change output shaft to brake the front wheels.

  As described above, a brake having a small capacity can be used, and braking of the front wheels can be easily performed by such a brake having a small capacity. Since a brake having a small capacity is generally small and inexpensive, there is an advantage that the brake can be downsized and the cost of the brake can be reduced.

  Since the brake is provided outside the transmission case, the brake can be handled alone and the design can be easily changed. For example, it is possible to easily change the brake capacity and perform maintenance without using the transmission alone (for example, disassembling the transmission case).

  Since the brake is miniaturized as described above, even if the brake is attached to the outer surface of the transmission case, the width of the transmission case including the brake does not increase extremely. For this reason, in the case of a mission case in which the hydraulic continuously variable transmission is attached to one outer surface, the brake can be attached to the other outer surface of the mission case in a space-saving manner.

  In this case, since the width of the transmission case including the brake does not increase extremely as described above, it is not necessary to increase the space for arranging the transmission case, and the transmission case itself can be made compact. And there exists an advantage that interference with the operation system of a brake and the operation system of a hydraulic continuously variable transmission can be avoided.

  FIG. 1 is a side view of a riding rice transplanter (passenger type traveling vehicle) equipped with a transmission of the present invention. This riding rice transplanter has a structure in which a planting work machine 6 is connected to a rear side of a traveling machine body 3 having left and right front and rear wheels 1 and 2 via a lifting link mechanism 4 as in the prior art. The planting machine 6 moves up and down by swinging the lifting link mechanism 4 up and down by the hydraulic cylinder 5. The traveling machine body 3 travels by driving the front and rear wheels 1 and 2.

  The traveling machine body 3 is provided with a driver's seat 8 including a seat 7. A front operation panel 9 is provided in front of the seat 7 in the driver seat 8. A steering handle 11 protrudes from the front operation panel 9. By turning the steering handle 11, the front wheel 1 can be operated to steer the traveling machine body.

  An engine 13 is accommodated in the hood 12 in front of the driver's seat 8 as shown in FIGS. A transmission mission case 14 is provided at the lower rear of the engine 13. A hydraulic continuously variable transmission (HST) 16 is attached to the left side surface of the mission case 14.

  In front of the HST 16, a hydraulic pump 17 for hydraulic pressure used for power steering, the hydraulic cylinder 5 and the like is provided. An output pulley 18 for driving force is provided on the left side surface of the engine 13. A driving force is transmitted from the output pulley 18 to the input pulley 19 of the HST 16 through the main clutch 21 so as to be freely turned on and off.

  The main clutch 21 is a belt tension clutch including a belt 22 that is hung between the output pulley 18 and the input pulley 19 and a tension pulley 23 that is in sliding contact with the belt 22. When the driving force is input to the HST 16 by the main clutch 21, the driving force that is steplessly shifted by the HST 16 is input to the transmission.

  The transmission mechanically shifts the input driving force and outputs it as the driving force of the front wheels 1, the rear wheels 2 and the planting work machine 6. The main shift and forward / reverse switching of traveling (driving of the front wheel 1 and the rear wheel 2) is performed by the HST 16.

  A sub-shift for traveling is performed by a sub-transmission mechanism configured in the transmission. A driving force is transmitted from an output pulley 18 of the engine 13 to a driving pulley 26 of the hydraulic pump 17 through a hydraulic clutch 24 formed of a belt tension clutch. On the left side of the mission case 14, driving force is transmitted from the engine 13 to the HST 16 and the hydraulic pump 17.

  A main transmission lever 27 for main transmission is provided on the side of the steering handle 11 so as to be able to swing left and right and back and forth. The main transmission lever 27 is connected to the HST 16 and performs a shifting operation of the HST 16. A sub-transmission lever 28 for sub-transmission is provided below the front operation panel 9 so as to be swingable. The auxiliary transmission lever 28 is connected to the auxiliary transmission mechanism side of the transmission and operates the auxiliary transmission mechanism. A travel shift is performed by the main shift by the main shift lever 27 and the sub shift by the sub shift lever 28.

  A clutch brake pedal 31 protrudes from the floor 29 of the driver seat 8. The clutch brake pedal 31 is provided so that it can be depressed. The clutch brake pedal 31 is connected to the main clutch 21 and, as shown in FIG. 4, is connected to a brake 34 that brakes the front and rear wheels 1 and 2 via rods 32 and 33.

  The clutch brake pedal 31 and the main clutch 21 are operated by disengaging the main clutch 21 so as to cut off the transmission of the driving force to the transmission when the clutch brake pedal 31 is depressed, and releasing the depression (the foot from the clutch brake pedal 31 is released). As a result, the clutch brake pedal 31 swings upward to return to the initial posture, and the main clutch 21 is engaged and operated.

  The clutch brake pedal 31 and the brake 34 release the brake when the clutch brake pedal 31 is depressed, release the depression, and release the brake 34 when the clutch brake pedal 31 returns to the initial position. It is connected to.

  As described above, when the clutch brake pedal 31 is depressed, the main clutch 21 is disengaged and the driving force to the transmission is disengaged, and the brake 34 is actuated to brake the front and rear wheels 1 and 2. By releasing the depression of the clutch brake pedal 31, the clutch brake pedal 31 is returned to the initial posture, the main clutch 21 is engaged and operated, the braking operation of the brake is released, and the braking of the four wheels is released.

  Thus, the operator sits on the seat 7 and operates the main transmission lever 27 and the auxiliary transmission lever 28 in a state where the depression of the clutch brake pedal 31 is released, thereby shifting the traveling machine body 3 forward or backward. Can do.

  Therefore, the planting work machine 6 is lowered to ground the float 36 to the farm field, and the traveling machine body 3 is run as described above, and the planting work machine 6 is driven to perform seedling planting work on the farm field. be able to. The brake 34 functions as a parking brake by stopping traveling while the traveling machine body 3 is traveling, and locking the clutch brake pedal 31 in a depressed state while the traveling body 3 is stopped.

  A ground operating tool 37 is provided in front of the bonnet 12 so as to be swingable up and down, located at the front end portion of the traveling machine body 3. The ground operating tool 37 is linked to the clutch brake pedal 31 by operating the lock lever 38 shown in FIG.

  By connecting the clutch brake pedal 31 and the ground operating tool 37 with the lock lever 38, the main clutch 21 and the brake 34 can be operated from outside the vehicle by the vertical swinging operation of the ground operating tool 37. For this reason, the traveling of the traveling machine body 3 can be operated from outside the vehicle by swinging the ground operating tool 37 up and down.

  FIG. 5 is a developed sectional view of the mission case 14. As described above, the HST 16 is attached to the left side surface of the mission case 14. An input shaft 41 is supported in the mission case 14. The output shaft 16 a of the HST 16 and the input shaft 41 are connected in the mission case 14.

The driving force after the continuously variable transmission by the HST 16 is transmitted to the input shaft 41.
A driving force is transmitted from the input shaft 41 to the work machine output shaft 46 through the work machine speed change portion (gear) 42, the work machine transmission shaft 43, and the torque limiter 44.

  Two gears 47 and 48 for auxiliary transmission are attached to the input shaft 41 so as to rotate integrally. A transmission output shaft 49 is supported in the transmission case 14 on the downstream side of transmission from the input shaft 41. A transmission gear 51 that meshes with one of the gears 47 and 48 is attached to the transmission output shaft 49 so as to integrally rotate so as to be slidable in the axial direction.

  The input shaft 41, the gears 47 and 48, the transmission output shaft 49, and the transmission gear 51 constitute an auxiliary transmission mechanism. The drive output after the main shift transmitted to the input shaft 41 is sub-shifted and transmitted to the shift output shaft 49. The auxiliary transmission mechanism has a neutral position in which the transmission gear 51 does not mesh with either gear 47 or 48. In addition to the transmission gear 51, an output gear 52 is attached to the transmission output shaft 49 so as to rotate integrally.

  In the transmission case 14, a speed reduction shaft 53 that also serves as power distribution is pivotally supported downstream of the transmission output shaft 49 from the transmission. A power input gear 54 is attached to the reduction shaft 53 so as to rotate integrally. The power input gear 54 and the output gear 52 are meshed. The driving force after the main speed change and the sub speed change transmitted to the speed change output shaft 49 is decelerated from the speed change output shaft 49 via the power input gear 54 and the output gear 52 and transmitted to the speed reduction shaft 53.

  A front wheel output gear 56 for output to the front wheel 1 and a rear wheel output gear 57 composed of a bevel gear for output to the rear wheel 2 are integrated with the speed reduction shaft 53 separately from the power input gear 54. It is attached.

  In the transmission case 14, a differential (differential mechanism) 58 for the front wheel 1 is accommodated on the downstream side of the transmission from the reduction shaft 53. The differential 58 is provided with left and right output shafts 59L, 59R for the left and right front wheels 1. The left and right output shafts 59L and 59R are connected to the left and right axles. Driving force is output to the front axle case 61 from the left and right output shafts 59L, 59R.

  The ring gear 62 of the differential 58 and the front wheel output gear 56 are engaged with each other. As a result, the driving force after the main transmission and the sub-transmission transmitted to the transmission output shaft 49 is decelerated by the reduction shaft 53 and transmitted to the differential 58 and output to the left and right output shafts 59L and 59R. It is transmitted to the axle.

  A rear wheel transmission shaft 63 is pivotally supported in the transmission case 14 on the downstream side of the transmission from the speed reduction shaft 53. A transmission gear 64 made of a bevel gear is integrally attached to the rear wheel transmission shaft 63. The rear wheel output gear 57 and the transmission gear 64 are meshed with each other. A rear wheel output shaft 66 is supported on the transmission case 14 on the downstream side of transmission from the rear wheel transmission shaft 63.

  The rear wheel output shaft 66 is connected to the left and right rear wheel axles. An input gear 67 formed of a bevel gear is attached to the rear wheel output shaft 66 so as to rotate integrally. The input gear 67 meshes with the transmission gear 64.

  As a result, the driving force after the main speed change and the sub speed change transmitted to the speed change output shaft 49 is decelerated by the speed reduction shaft 53, and the rear wheel output shaft 66 is transmitted via the rear wheel output gear 57, the transmission gear 64 and the input gear 67. To the axles of the left and right rear wheels 2. As described above, the speed reduction shaft 53 transmits the driving force by distributing the driving force to the front wheel differential 58 and the rear wheel transmission shaft 63.

  The right end side of the transmission output shaft 49 projects from the right side surface of the transmission case 14. The brake 34 described above for braking the rotation of the transmission output shaft 49 is provided at the right end portion of the transmission output shaft 49 protruding from the transmission case 14.

  The brake 34 has a structure in which the disc plate 71 is pressed against the case 72 side of the brake 34 via the separator plate 69 when the clutch brake pedal 31 is depressed. The disk plate 71 is integral with the speed change output shaft 49 in the rotational direction and is slidable in the axial direction.

  As shown in FIGS. 6 and 7, the brake 34 is attached to the mission case 14 with a case 72 integrally fixed to the right outer surface of the mission case 14 with a bolt 73. The transmission output shaft 49 is braked by pressing the disc plate 71 against the case 72 via the separator plate 69.

  When braking the front wheel 1 and the rear wheel 2 with the shaft of the transmission system that transmits the driving force to the front wheel 1 and the rear wheel 2, the larger the torque is received with the shaft closer to the front wheel 1 or the rear wheel 2, the capacity is increased. It is necessary to use a large brake. For example, when brakes are provided on the axles of the front wheels 1 and the rear wheels 2 and the speed reduction shaft 53, the brake may be after the speed reduction by the speed change output shaft 49, and a brake with a very large capacity is required.

  On the other hand, this transmission is located far from the front wheels 1 and the rear wheels 2 and in front of the speed reduction shaft 53 that transmits the driving force by reducing the driving force to the differential 58, and the driving force immediately after the shift by the sub-transmission mechanism after the main shift. Is input, the brake 34 is attached to the transmission output shaft 49 that requires a small torque for braking the rotation.

  As shown in the transmission structure, the axles of the front wheels 1 and the rear wheels 2 are mechanically linked to the speed change output shaft 49 through the respective gears, while the speed change output shaft 49 is in a state where the sub speed change is in the neutral state. Even so, the connection between the front wheels 1 and the rear wheels 2 is not interrupted. Therefore, by braking the rotation of the speed change output shaft 49 by the brake 34, the front wheels 1 and the rear wheels 2 are braked in any state regardless of the sub shift speed position.

  Since the brake 34 is attached to the transmission output shaft 49 that requires a small torque for braking rotation as described above, a brake having a small capacity can be used. The brake 34 having such a small capacity can brake the front wheel 1 and the rear wheel 2 at a time. By braking the four wheels, it is possible to prevent inconveniences such as the aircraft being lowered despite braking on a slope.

  Since a brake with a small capacity is generally small and inexpensive, the brake 34 can be downsized and the cost of the brake 34 can be reduced. As described above, the brake 34 is fixedly attached to the outside of the transmission case 14 with the bolts 73. The brake 34 can be easily handled alone, and the design of the brake 34 can be easily changed.

  For example, the capacity of the brake 34 can be easily achieved by adding a disk plate 71 or the like. Further, maintenance of the brake 34 can be easily performed by a single brake without removing the case 72 from the transmission case 14 without changing the transmission (for example, disassembling the transmission case 14).

  Further, since the brake 34 is downsized, even if the brake 34 is attached to the side surface of the mission case 14, the width of the mission case 14 including the brake 34 does not increase extremely. Therefore, as in this embodiment, when tension clutches, pulleys, and the like are concentrated on one side (left side) of the mission case 14, there is room in the space on the left side of the mission case 14. There is not much.

  In this case, the brake 34 can be attached to the side surface (right side surface) of the mission case 14 opposite to the HST 16 so that the space on the left side of the mission case 14 is not compressed. Even when the brake 34 is attached to the opposite side surface of the HST 16, the width of the transmission case 14 including the brake 34 does not extremely increase because the brake 34 itself is compact.

  For this reason, the brake 34 is stored in a space-saving space on the side (right side) opposite to the HST 16 of the mission case 14 that has a slight margin compared to the space on the side (left side) of the mission case 14 on the HST 16 side. be able to. Thus, it is not necessary to increase the arrangement space of the mission case 14, and the mission case 14 itself can be made compact.

  Since the brake 34 is disposed on the opposite side of the HST 16 with the transmission case 14 in between, interference between the operating system of the brake 34 and the operating system of the HST 16 and the output shaft 59L side for the left and right front wheels 1 can be avoided. .

It is a left view of a riding rice transplanter. It is a left view of the vicinity of the mission case. It is a top view of the mission case vicinity. It is a right side view of the vicinity of the clutch brake pedal. It is an expanded sectional view of a mission case. It is a right view of the vicinity of the brake in the transmission case. It is sectional drawing of the brake vicinity in a mission case.

Explanation of symbols

1 front wheel 13 engine 14 mission case 16 HST (continuously variable transmission)
34 Brake 49 Speed change output shaft 53 Deceleration shaft 58 Differential mechanism

Claims (2)

  A transmission for shifting the driving force for traveling is connected to a transmission unit that performs a shift based on a shift operation, a differential mechanism (58) for the left and right front wheels (1), and the differential mechanism (58). A speed reduction shaft (53) that decelerates and transmits the driving force to the moving mechanism (58), and a shift output that is connected to the speed reduction shaft (53) and transmits the driving force immediately after the shift by the speed change portion to the speed reduction shaft (53). In a transmission of a riding type traveling vehicle including a shaft (49) and a brake (34) for braking the driving of at least the front wheels (1), the brake (34) is attached to an end of the transmission output shaft (49). A transmission of a riding type traveling vehicle that is mounted and arranged outside the transmission case (14) and configured to brake the transmission output shaft (49). The driving force from the engine (13) is input in a continuously variable manner via the continuously variable transmission (16), and the continuously variable transmission (16) is attached to one outer surface of the transmission case (14). The transmission of the riding type traveling vehicle according to claim 1, wherein the brake (34) is provided on the other outer surface of the transmission case (14).

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