JP3641073B2 - Vehicle braking device - Google Patents

Description

[0001]
[Field of the Invention]
The present invention relates to a vehicle braking device, and more particularly to a braking device in a hydrostatic continuously variable transmission (HST) for a vehicle with a work machine.
[0002]
[Prior art]
In a conventional hydrostatic continuously variable transmission (HST) for a vehicle with a working machine, as shown in FIG. 10, the left and right drive rear wheels of the vehicle are driven independently. Specifically, in FIG. 10, the driving rear wheel 101 and its axle 102, and the driving rear wheel 103 and its axle 104 are provided independently. The driven rear wheel 101 and its axle 102 are driven by a hydrostatic motor 106 via a reduction gear train 105. The driven rear wheel 103 and its axle 104 are driven by a hydrostatic motor 108 via a reduction gear train 107.
[0003]
In this case, the braking device BR brakes the drive rear wheel 101 and the axle 102 via the speed increasing gear train 110 and the drive rear wheel 103 and the axle 104 via the speed increasing gear train 112. The multi-plate brake 113 is used. These two multi-plate brakes 111 and 113 are configured to be interlocked equally with each other by an equalizer or the like.
[0004]
[Problems to be solved by the invention]
However, in the above conventional vehicle braking device, it is difficult to adjust an equalizer or the like for operating the two multi-plate brakes equally with each other, and the number of parts such as rods and arms for the equalizer and the like is difficult. There were many problems.
[0005]
An object of the present invention is to provide a braking device for a vehicle in which two multi-plate brakes can be reliably operated evenly and can be realized with a simple configuration.
[0006]
[Means for Solving the Problems]
In order to achieve the above-described object, a vehicle braking device according to claim 1 is a vehicle braking device attached to a vehicle so that two driving wheels are driven, respectively, in conjunction with one of the driving wheels. A first brake plate coupled to one of the drive wheels for rotation and a first brake plate coupled to the other of the drive wheels for rotation in conjunction with the other of the drive wheels; A second brake plate that is coaxially stacked, and a pressing means that presses the stacked first brake plate toward the second brake plate, and the first brake plate and the first brake plate A ring is arranged between the two brake plates .
[0007]
The control device for a vehicle with a work machine according to claim 2 is the vehicle braking device according to claim 1, wherein the first brake plate has an annular shape and rotates in conjunction with one of the drive wheels. It is connected to a hollow shaft connected to one of the wheels, and the second brake plate is fixed to a hole that passes through the hole of the first brake plate and the hollow portion of the hollow shaft. Features.
[0009]
According to the vehicle braking device of the first and second aspects, since the second brake plate is coaxially overlapped with the first brake plate, the overlapped first brake plate is secondly pressed by the pressing means. By pressing toward the brake plate, the first brake plate and the second brake plate can be pressed with the same pressing force, and an equal braking force is applied to each of the first brake plate and the second brake plate. In addition to being able to realize this action with a simple configuration, since a ring is disposed between the first brake plate and the second brake plate, When the rotation is different from the other of the drive wheels, braking can be performed while absorbing the difference in rotation.
[0011]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, the present invention will be described in detail with reference to the preferred embodiments shown in the drawings.
[0012]
FIG. 1 is a side view of a vehicle with a work machine having a vehicle braking device according to an embodiment of the present invention, and FIG. 2 is a plan view of the vehicle of FIG. FIG. 3 is a plan view of a main part of the vehicle shown in FIG.
[0013]
The vehicle 1 includes a frame 2 a that extends in the longitudinal direction of the vehicle 1, a pair of left and right side frames 2 b and 2 b that extend in the longitudinal direction of the vehicle 1, and a lateral direction of the vehicle 1. A vehicle body frame F that includes cross frames 3a, 3b, and 3c that extend and connect the side frames 2b and 2b to each other is provided. The cross frame 3a is provided in the vicinity of the fixed portion of the frame 2a and the side frames 2b, 2b, the cross frame 3b is provided at the center of the side frame 2b, and the cross frame 3c is provided at the rear end of the side frame 2b. A pair of left and right front wheels Wf and Wf as steering wheels and a pair of left and right rear wheels Wr and Wr as traveling drive wheels are appropriately attached to the body frame F.
[0014]
A floor panel 4, a handle post 5, and a seat base 6 are provided at the front portion of the vehicle body frame F. A seat 7 on which a passenger sits is provided on the seat base 6. A steering handle 8 for steering the left and right front wheels Wf, Wf is provided on the upper portion of the handle post 5. The steering handle 8 may be an arbitrary handle such as a round handle, a bar handle, a rectangular handle, or a lever handle.
[0015]
On the right side of the seat base 6, an operation panel 9 is provided on the vehicle body frame F. The operation panel 9 is provided with an HST operation lever 98 for a hydrostatic continuously variable transmission (HST) M, which will be described later, and a lifting / lowering button 10 for the work machine, which will be described later.
[0016]
On the left side of the seat base 6, a PTO brake lever 72 for turning on / off a PTO (power take-off) clutch CL interposed in a power transmission path to a working machine, which will be described later, is provided on the body frame F. .
[0017]
A single-cylinder four-cycle engine E is mounted on the rear upper surface of the vehicle body frame F so that the crankshaft 11 extends in the lateral direction of the vehicle 1 and the cylinder 12 faces rearward and obliquely upward. A fuel tank 13, an air cleaner 14 and a muffler 15 are placed on the upper part of the engine E. A hydrostatic continuously variable transmission (HST) M with a transmission for driving the left and right rear wheels Wr, Wr by converting the driving force of the engine E into hydraulic pressure is mounted below the engine claim F below the engine E. Has been. The continuously variable transmission M independently controls the rotational speeds of the left and right rear wheels Wr and Wr. A rotary working machine R driven by the engine E is connected to the rear end of the vehicle body frame F.
[0018]
A work machine lifting shaft 22 extending in the lateral direction of the vehicle 1 is rotatably supported by a bracket 21 that protrudes rearward from the rearmost cross frame 3c. A pulley 23 is provided on the crankshaft 11 of the engine E, and a pulley 24 is provided on the work machine lifting shaft 22. The pulley 23 and the pulley 24 are connected via an endless belt 25. The tension of the endless belt 25 is adjusted by the PTO clutch CL.
[0019]
A rear chain case 31 is connected to a rear end of a front chain case 29 pivotally supported on the work machine lifting shaft 22 via an intermediate cylinder 30, and the front chain case 29 and the intermediate cylinder 30 are connected to each other. The rotary working machine R including the rear chain case 31 is driven up and down by a lifting cylinder 32 mounted between the rotary working machine R and the bracket 21. That is, brackets 33 are pivotally supported on the work machine lifting shaft 22 so as to be swingable up and down, and the brackets 33 are connected to the rear chain case 31. A lifting cylinder 32 is connected between the bracket 33 and the bracket 21. Therefore, when the bracket 33 is swung upward by the elevating cylinder 32, the bracket 33 swings upward together with the work machine R. Even if the elevating cylinder 32 does not operate, the work machine R can freely swing upward around the work machine elevating shaft 22 by the reaction force from the ground.
[0020]
A plurality of tilling blades 38 provided at the rear end of the rear chain case 31. . . Is connected to the work implement lifting shaft 22 by a chain transmission mechanism (not shown) housed in the front chain case 29, the intermediate cylinder 30, and the rear chain case 31, and is driven to rotate. Reference numeral 39 in the figure denotes a tilling blade 38. . . The reference numeral 40 is a resistance rod, and the reference numeral 41 is a flat plate. The tilling blade 38 is composed of a normal tiller blade and a reverse tiller blade by a coaxial forward / reverse tiller (not shown).
[0021]
Hereinafter, the configuration of the brake pedal operation system BP will be described with reference to FIGS. 3 and 4. FIG. 4 is an explanatory diagram of the configuration of the brake pedal operation system BP and the brake operation system B.
[0022]
Brackets 44, 44 are fixed to both ends of the cross frame 3a, and a brake rod shaft cylinder 45 is rotatably attached to the brackets 44, 44. The brake rod shaft 45 extends in the lateral direction of the vehicle 1. A first lever 46, a second lever 47 and a third lever 48 are fixed to the brake rod shaft 45 from the right end of the brake rod arm 45 on the right side of the vehicle 1. A fourth lever 49 is fixed to the left end of the rod arm 45. Each lever 46, 47, 48, 49 extends in an appropriate downward direction.
[0023]
In FIG. 4A, a bracket 50 extending downward is fixed to the right side portion of the front portion of the frame 2a. A brake pedal lever 51 and a brake pedal arm 52 that are integral with each other are attached to the bracket 50 so as to be rotatable around a lateral axis 36 of the vehicle 1. The brake pedal lever 51 and the brake pedal arm 52 are each directed substantially upward. A brake pedal 53 is fixed to the upper end of the brake pedal arm 52. One end of a tension spring 54 is locked to the upper end of the brake pedal bar 51, and the other end of the tension spring 54 is locked to the right side of the frame 2 a behind the bracket 50. As a result, the brake pedal 53 is always urged upward (OFF position). Further, one end of the brake pedal rod 55 is attached to the upper end of the brake pedal bar 51 so as to be rotatable around the lateral axis of the vehicle 1, and the other end of the brake pedal rod 55 is the third lever. 48 is mounted for rotation about the lateral axis of the vehicle 1. Due to the action of the tension spring 54, the brake pedal 53 is urged clockwise and the brake rod shaft 45 is urged counterclockwise as viewed from the left side of the vehicle 1 (in FIG. 4).
[0024]
Hereinafter, the configuration of the brake operation system B will be described with reference to FIG.
[0025]
4 (A) and 4 (B), as described above, a hydrostatic continuously variable transmission (HST) M with a transmission provided at the lower portion of the engine E incorporates a braking device BR described later. When the brake lever 60 connected to the brake device BR is viewed counterclockwise when viewed from the left side of the vehicle 1 (in FIG. 4), the brake is turned on, and when the brake lever 60 is rotated clockwise, the brake is turned off. . The brake lever 60 extends substantially upward. The brake lever 60 is biased clockwise in FIG. 4 by a biasing force of the tension spring 54 via a pin and a washer fixed to the brake rod 62. A hole is provided at the tip of the brake lever 60 in the longitudinal direction of the vehicle 1. One end of the brake rod 62 is passed through this hole, and the other end of the brake rod 62 is connected to a second lever 47 fixed to the brake rod arm 45 so as to be rotatable around the lateral axis of the vehicle 1. Yes. A buffering spring 64 is mounted between one end of the brake rod 62 and the brake lever 60.
[0026]
Hereinafter, the details of the braking device BR of the hydrostatic continuously variable transmission (HST) M will be described with reference to FIGS. 5, 6, and 7. FIG. 5 is an explanatory view of the internal structure of the hydrostatic continuously variable transmission (HST) M, FIG. 6 is a sectional view of the braking device BR of the hydrostatic continuously variable transmission (HST) M, and FIG. FIG. 5, the same components as those in FIG. 10 are denoted by the same reference numerals.
[0027]
The driving rear wheel 101 and its axle 102 and the driving rear wheel 103 and its axle 104 are provided independently. The driven rear wheel 101 and its axle 102 are driven by a hydrostatic motor 106 via a reduction gear train 105. The driven rear wheel 103 and its axle 104 are driven by a hydrostatic motor 108 via a reduction gear train 107.
[0028]
A spur gear 201 is attached to the axle 102, and a spur gear 202 is attached to the axle 104. A small spur gear 203 is engaged with the spur gear 201. A small spur gear 203 is coaxially and integrally provided with a large spur gear 205 via a hollow shaft 204. A small spur gear 206 is coaxially and integrally provided with a large spur gear 208 via a shaft 207. The shaft 207 is passed through the hollow portion of the hollow shaft 204.
[0029]
A small spur gear 210 is engaged with the large spur gear 205, and a wet multi-plate brake 212 as a second brake plate is attached to the small spur gear 210 via a shaft 211. A small spur gear 213 is engaged with the large spur gear 208, and an annular wet multi-plate brake 215 as a first brake plate is attached to the small spur gear 213 through a hollow shaft 214. The shaft 211 is passed through the hollow portion of the hollow shaft 214 and the annular wet multi-plate brake 215. With such a configuration, the rotation of the driving rear wheels 101 and 103 is transmitted to the wet multi-plate brakes 212 and 215, respectively. The wet multi-plate brake 212 and the wet multi-plate brake 215 are coaxially stacked.
[0030]
Hereinafter, the structure of the braking device BR will be described with reference to FIGS. 6 and 7. In FIG. 6, the same components as those in FIG.
[0031]
The wet multi-plate brake 212 and the wet multi-plate brake 215 are accommodated in the inside 221 of the casing 220 of the continuously variable transmission M, and the inside 221 is sealed by a cover 222. The interior 221 is filled with oil. The wet multi-plate brake 215 is in contact with the wall 223 of the casing 220, and the wet multi-plate brake 212 faces the cover 222. A ring 235 is sandwiched between the wet multi-plate brake 212 and the wet multi-plate brake 215. The structure of the sliding plates of the wet multi-plate brake 212 and the wet multi-plate brake 215 is basically except that the wet multi-plate brake 212 is circular while the wet multi-plate brake 215 is annular. Are the same.
[0032]
Bolts 224 are planted coaxially with the shaft 211 and the hollow shaft 214 in the cover 222. Rods 225 and 226 are inserted into two through holes provided in the cover 222 at the target positions with respect to the bolt 224. A disc-shaped bent plate 227 is passed through the bolt 224 through a hole at its center. The bending angle of the bending plate 227 is about 140 degrees, and the concave side thereof is directed to the rods 225 and 226. A brake lever 60 is formed integrally with the bending plate 227 (FIGS. 3 and 4). When the brake lever 60 is in the OFF position, the concave edge 230 of the bent plate 227 is in a position corresponding to the rods 225 and 226 (FIGS. 6 and 7). A washer 232 and a double nut 233 are attached to the screw portion 231 of the bolt 224.
[0033]
Hereinafter, the operation of the configuration of the brake portion BR of the continuously variable transmission (HST) M according to the embodiment of the present invention will be described.
[0034]
The operation by the configuration of the brake operation system B will be described.
[0035]
When the brake pedal 53 is depressed, the brake pedal rod 55 and the brake rod 62 are pulled in the forward direction of the vehicle 1, and the tensile force is transmitted to the brake lever 60 via the spring 64, and the brake lever 60 in the OFF position is moved. As viewed from the left side of the vehicle 1 (in FIG. 4), it rotates counterclockwise. The spring 64 serves as a buffer.
[0036]
Due to the counterclockwise rotation of the brake lever 60, the portion where the bent plate 227 abuts against the rods 225 and 226 moves from the concave edge portion 230 to the convex edge portion 240. At this time, since the movement of the concave edge portion 230 of the bent plate 227 to the tip end side of the bolt 224 is restricted by the washer 232 held by the double nut 233, both convex edge portions 240 connect the rods 225 and 226. Press evenly. The pressing forces of the rods 225 and 226 are applied to both wet multi-plate brakes 212 and 215 that are in contact with each other via the ring 235. Accordingly, the pressing force applied to both the wet multi-plate brakes 212 and 215 is equal, and as a result, the brake forces generated by the wet multi-plate brakes 212 and 215 are equal. Further, since the wet multi-plate brakes 212 and 215 can be rotated independently of each other by the ring 235, when there is a rotational difference between the shaft 211 and the hollow shaft 214, such as when the vehicle 1 turns a curve, The rotational difference is absorbed.
[0037]
When the force of depressing the brake pedal 53 is released, the brake pedal 53 is pushed up by the tensile force of the tension spring 54, and the brake pedal rod 55 and the brake rod 62 are returned to the rear side of the vehicle 1. As a result, the brake lever 60 is moved to FIG. In (B), the vehicle 1 rotates clockwise as viewed from the left side of the vehicle 1 (in FIG. 4).
[0038]
Due to the clockwise rotation of the brake lever 60, the portion where the bent plate 227 abuts against the rods 225 and 226 moves from the convex edge portion 240 to the concave edge portion 230 (FIGS. 6 and 7). Thereby, the pressing force to the rods 225 and 226 of the bending member 227 is released.
[0039]
Hereinafter, the internal structure of a modification of the hydrostatic continuously variable transmission (HST) M of FIG. 5 will be described with reference to FIG. Here, FIG. 8 is an explanatory view of the internal structure of a modified example of the hydrostatic continuously variable transmission (HST) M. FIG. In FIG. 8, the same reference numerals are given to the components corresponding to FIG. 5, and the description of these components is the same as the description of FIG. 5. In FIG. 8, different reference numerals are given to components different from those in FIG. 5, and only those components will be described.
[0040]
The driving rear wheel 101 and its axle 102 and the driving rear wheel 103 and its axle 104 are provided independently. The axle 102 and the axle 104 are connected via a differential gear 300. The differential gear 300 is driven by a hydrostatic motor 302 via a reduction gear train 301. When the vehicle 1 turns a curve by the action of the differential gear 300, it can be rolled without slipping one of the drive wheels 101 or 103.
[0041]
On the other hand, the structure and differential of the spur gear 201 attached to the axle 102 and the spur gear 202 or less, the wet multi-plate brake 212, and the wet multi-plate brake 215 attached to the axle 104 are the same as those in FIG. It is.
[0042]
Hereinafter, the internal structure of another modification of the hydrostatic continuously variable transmission (HST) M of FIG. 5 will be described with reference to FIG. 9. It is explanatory drawing of another modification internal structure of a hydrostatic continuously variable transmission (HST) M. In FIG. 9, the same reference numerals are given to the components corresponding to FIG. 5, and the description of these components is the same as the description of FIG. 5. In FIG. 9, different reference numerals are given to components different from those in FIG. 5, and only those components will be described.
[0043]
The driving rear wheel 101 and its axle 102 and the driving rear wheel 103 and its axle 104 are provided independently. A side clutch 310 is connected to the axle 102, and a side clutch 311 is connected to the axle 104.
[0044]
A spur gear 303 is engaged with the side clutch 310, and a spur gear 304 having the same number of teeth as that of the spur gear 303 is engaged with the side clutch 311. The side clutches 310 and 311 may have a brake. The spur gear 303 and the spur gear 304 are connected coaxially and integrally. A spur gear 306 attached to the output shaft of the hydrostatic motor 305 is connected to the spur gear 303.
[0045]
When the vehicle 1 turns a curve, at least one of the side clutch 310 and the side clutch 311 slips, so that one of the drive wheels 101 or 103 can be rolled without slipping.
[0046]
On the other hand, the structure and differential of the spur gear 201 attached to the axle 102 and the spur gear 202 or less, the wet multi-plate brake 212, and the wet multi-plate brake 215 attached to the axle 104 are the same as those in FIG. It is.
[0047]
The above-described embodiment can be applied to a riding management machine and a walking type tiller.
[0048]
For example, although the four-wheeled vehicle is illustrated in the above embodiment, the present invention is a three-wheeled vehicle with one steering wheel, front wheels Wf, Wf are travel drive wheels, and rear wheels Wr, Wr are steering wheels. The present invention can also be applied to a wheeled vehicle and a vehicle whose traveling drive wheel is a crawler.
[0049]
In the above embodiment, the hydrostatic continuously variable transmission (HST) is exemplified as the continuously variable transmission. However, instead of the HST, a CVT (belt type continuously variable transmission), a ring cone continuously variable transmission is used. Any continuously variable transmission such as a toroidal continuously variable transmission or a friction continuously variable transmission or a stepped mechanical transmission can be employed.
[0050]
【The invention's effect】
As described above in detail, according to the braking device for a vehicle of claims 1 and 2, since the second brake plate is coaxially overlapped with the first brake plate, the overlapped first The first brake plate and the second brake plate can be pressed with the same pressing force by pressing the brake plate toward the second brake plate by the pressing means, and the first brake plate and the second brake plate can be pressed. in the brake plate can be generated respectively equal braking force, moreover, can achieve this effect by a simple structure, with can be done to reduce the number of components, in addition to the cost can be achieved, first Since the ring is disposed between the brake plate and the second brake plate, when the rotation is different between one of the drive wheels and the other of the drive wheels, braking is performed while absorbing the difference in rotation. Can do .
[Brief description of the drawings]
FIG. 1 is a side view of a vehicle with a work machine having a vehicle braking device according to an embodiment of the present invention.
FIG. 2 is a plan view of the vehicle shown in FIG.
FIG. 3 is a plan view of a main part of the vehicle of the apparatus of FIG. 1;
FIG. 4 is an explanatory diagram of a configuration of a brake pedal operation system BP and an HST operation system.
FIG. 5 is an explanatory diagram of an internal structure of a hydrostatic continuously variable transmission (HST) M.
6 is a cross-sectional view of a braking device BR of a hydrostatic continuously variable transmission (HST) M. FIG.
7 is a cross-sectional view of a brake lever 60. FIG.
FIG. 8 is an explanatory diagram of an internal structure of a modified example of the hydrostatic continuously variable transmission (HST) M.
FIG. 9 is an explanatory diagram of an internal structure of another modification of the hydrostatic continuously variable transmission (HST) M.
FIG. 8 is an explanatory diagram of a configuration of a conventional vehicle braking device.
[Explanation of symbols]
B Brake operation system BP Brake pedal operation system CL PTO brake E Engine F Frame HS HST Return operation system M Hydrostatic continuously variable transmission (HST)
P PTO brake operation system R Rotary work machine Wf Front wheel Wr Rear wheel 1 Vehicle 2a, 2b Side frame 3a, 3b, 3c Cross frame 4 Floor panel 5 Handle post 7 Seat 9 Operation panel 45 Brake rod arm 53 Brake pedal 60 Brake lever 101 , 103 Drive wheel 105, 107 Reduction gear train 102, 104 Axle 106, 108, 302, 305 Hydraulic motor 201, 202, 205, 206, 208, 210, 213 Spur gear 204, 214 Hollow shaft 207, 211 Shaft 212, 215 Wet multi-plate brake 225, 226 Rod 227 Curved plate 300 Differential tooth flat 310, 311 Side clutch

Claims (2)

In a vehicle braking device attached to a vehicle so that two drive wheels are driven respectively, a first brake plate coupled to one of the drive wheels so as to rotate in conjunction with one of the drive wheels; A second brake plate that is coupled to the other of the drive wheels so as to rotate in conjunction with the other of the drive wheels, and is coaxially stacked on the first brake plate; and the stacked first Pressing means for pressing the brake plate toward the second brake plate, and a ring is disposed between the first brake plate and the second brake plate. Vehicle braking device.   The first brake plate is annular, and is connected to a hollow shaft connected to one of the drive wheels so as to rotate in conjunction with one of the drive wheels, and the second brake plate is The vehicle braking device according to claim 1, wherein the vehicle braking device is fixed to a shaft that is passed through a hole portion of the first brake plate and a hollow portion of the hollow shaft.

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