JP4090458B2 - Transmission - Google Patents

Description

The present invention relates to a transmission device applied to a working machine such as a combiner, and more particularly to a clutch integrated with a transmission gear applied to a connecting portion of left and right shafts such as a traveling transmission system that transmits power to a left and right traveling device. .

2. Description of the Related Art Conventionally, as a clutch integrated with a transmission gear applied to a connecting portion of left and right shafts of a traveling transmission system that transmits power to left and right traveling apparatuses, a clutch integrated with a clutch at a side portion of the transmission gear is known. (For example, Japanese Patent Laid-Open No. 2-53674)

However, according to the conventional technique, the transmission gear and the clutch on the input side are biased left and right .

An object of the present invention is to prevent a power input unit using a transmission gear and a power output unit to which a multi-plate clutch is connected from being biased left and right .

The features / actions / effects of the transmission according to the first aspect of the present invention are as follows.

〔Characteristic〕
A A shaft with a center gear that is engaged with and interlocked with an output gear to which the power of the engine is transmitted via a transmission system, and a left and right shaft that are coaxially equipped with power transmission gears and that can rotate relative to each other. A shaft on which the center gear is mounted and the left and right shafts that are relatively rotatable, with the power transmission gear positioned on the left and right of the center gear, and the shaft on which the center gear is mounted The radial direction of the power transmission gear fitted to one of the shafts of the relative rotatable left and right shafts that transmits power to the left and right shafts that can rotate relative to each other via the power transmission gear the center side of the clutch housing is formed in a gear integrally for the power transmission to the shaft end of the other shaft at the shaft end of one shaft with the interior of the clutch housing comprises a clutch member to the other of the shaft and fitting Inclusive fitted provided freely multi-plate clutch switched between clutch disengaging condition sever conjunction with clutch engaging state for interlocking connecting the axes of the right and left, for the power transmission, which is formed integrally therewith the clutch housing The center gear is formed such that the outer diameter of the center gear supports the clutch housing rather than the clutch housing. It is in the point formed in large diameter so that it may be located in the axial center side .

[Action]
In connection portion relative rotatable left and right of the axis of the coaxially inside a gear for power transmission is provided a clutch integrally with, by switching gradually disengagement state of the clutch from the interlock state, and simultaneously driven The transmission on one of the left and right shafts was cut off .

Since the clutch is provided integrally with the power transmission gear, it can be installed compactly while providing the clutch, and the power input by the transmission gear is connected to the multi-plate clutch. The output part is not biased left and right .

〔effect〕
Therefore, it has become possible to suppress the overall increase in size. In addition, power can be transmitted in a state where the input portion of the coaxial power transmission gear and the power output portion to which the multi-plate clutch is connected are left and right.

The features / actions / effects of the transmission according to the second aspect of the present invention are as follows.

〔Characteristic〕
According to a second aspect of the present invention, in the transmission device according to the first aspect of the present invention, the left and right shafts are shafts of a traveling transmission system that transmits power to the left and right traveling devices.

[Action]
The present invention according to claim 2 has the same effect as that of the invention according to claim 1.

〔effect〕
The present invention according to claim 2 has the same effect as the effect of the invention according to claim 1.

  As shown in FIG. 1, a combine that is an example of a work machine includes a boarding operation unit 2, a threshing device 3, and a grain tank 4 mounted on a machine frame including a pair of left and right crawler type traveling devices 1. At the front part of the frame, a cutting part 5 that cuts the planted cereal and supplies it to the threshing device 2 is connected so as to be swingable up and down. A lift cylinder 6 is provided to lower 5 by its own weight.

  As shown in FIG. 2, the transmission system from the engine 7 mounted on the body frame to the traveling device 1 includes a belt tension type main clutch 8 and a first sub gear of a high / low two-stage shift in order from the upper transmission side. A left and right steering clutch 12 that is specially transmitted to each of a transmission mechanism 9, a second sub-transmission mechanism 10 having two steps of high and low, a transmission 11 having three forward speeds and one reverse speed, and an axle 1A of the traveling apparatus 1. And a turning assist clutch CC are interposed.

  The first sub-transmission mechanism 9, the second sub-transmission mechanism 10, the transmission 11, and the steering clutch 12 are housed in a transmission case 13 in which two split cases 13a are joined together by bolts, and the axle 1A Is pivotally supported by the mission case 13.

  The main clutch 8 is interposed between the output shaft 1a of the engine 7 and the first shaft S1 pivotally supported by the transmission case 13.

  The first auxiliary transmission mechanism 9 has a large diameter that is linked to the second shaft S2 that is linked to the first shaft S1 via gears 14 and 15 and that is linked to the second shaft S2 via a hydraulically operated high-speed clutch 16H. The high-speed transmission gear 17H and the small-diameter low-speed transmission gear 17L linked to the second shaft S2 via the hydraulically operated low-speed clutch 16L are attached to resist the energization of the high-speed clutch 16H with pressure oil supply. The high-speed rotation is output via the high-speed transmission gear 17H, and the low-speed rotation is output via the low-speed transmission gear 17L by operating the low-speed clutch 16L against the bias by supplying the pressure oil. It is configured as follows.

  The second subtransmission mechanism 10 is of a manual shift type, and is constantly meshed with the first shaft S1 and the small-diameter high-speed passive gear 18H that is always meshed with the high-speed transmission gear 17H and the low-speed transmission gear 17L. A cylindrical intermediate transmission shaft 19 provided with an interlocking large-diameter low-speed passive gear 18L is rotatably fitted, and the intermediate transmission gear 20a that is always meshed with the high-speed passive gear 18H is freely rotatable on the third shaft S3. And is engaged with the intermediate transmission gear 20a via the claw clutch 21 by being positioned at the first shift position, and meshed with the low-speed passive gear 18L via the gear 20b by being positioned at the second shift position. The interlocking shifter 22 is mounted in an integral rotation state, and the first output gear 23a for low speed and the second output gear 23b for high speed are mounted in an integral rotation state. By operating the shifter 22 to the first shift position, low speed rotation is output from the first output gear 23a, while high speed rotation is output from the second output gear 23b, and by operating the shifter 22 to the second shift position, the first shift position is output. The first output gear 23a outputs low speed rotation, while the second output gear 23b outputs high speed rotation.

The transmission 11 performs a plurality of speeds by selectively engaging and operating a hydraulically operated clutch C interposed in each of a plurality of transmission paths having different transmission ratios.
Specifically, a low-speed input gear 24L that is always meshed and interlocked with the first output gear 23a and a high-speed input gear 24H that is always meshed and interlocked with the second output gear 23b are rotatably mounted on the fourth shaft S4. At the same time, the main transmission first output gear 25a is mounted in an integrally rotating state, and the fifth shaft S5 is always meshed with the low speed input gear 24L, that is, the reverse input gear 24R is reversely linked with the first output gear 23a. And a medium-speed input gear 24M that is always meshed with and interlocked with the second output gear 23b, and is rotatably mounted, and the main transmission second output gear 25b is mounted in an integrally rotated state, and is energized as pressure oil is supplied. The first-speed clutch C1 that interlocks the low-speed input gear 24L with the fourth shaft S4 by operating against the urging force, and the activating operation against the urging with the pressure oil supply. A three-speed clutch C3 for interlocking the high-speed input gear 24H with the fourth shaft S4, and a reverse clutch CR for interlocking the reverse input gear 24R with the fifth shaft S5 by operating against the bias with the supply of pressure oil A second-speed clutch C2 is provided that interlocks the fifth-speed input gear 24M with the fifth shaft S5 by entering and operating against the bias with the supply of pressure oil.
That is, when only the first speed clutch C1 is engaged and operated, the first speed rotation is output via the main transmission first output gear 25a, and when only the second speed clutch C2 is engaged and operated, the main transmission second output gear 25b is operated. By outputting the second speed rotation via the first gear and only operating the third speed clutch C3, the third speed rotation is output via the main transmission first output gear 25a, and only the reverse clutch CR is operated and operated. The reverse rotation is output via the main transmission second output gear 25b.

  Then, by combining with the first sub-transmission mechanism 9, a forward 6-speed shift and a reverse 2-speed shift are performed, and the low-speed clutch 16 </ b> L is engaged and operated, and the 1-speed clutch C <b> 1 is engaged and operated so that the first forward speed state , The low speed clutch 16L is engaged and operated, and the 2nd speed clutch C2 is engaged and activated to reveal the forward 2nd speed state, the low speed clutch 16L is engaged and activated, and the 3rd speed clutch C3 is engaged and operated forward 3 By displaying the high speed state, engaging and operating the high speed clutch 16H, and engaging and operating the first speed clutch C1, the forward fourth speed state is displayed, and when the high speed clutch 16H is engaged and operated, the second speed clutch C2 is engaged and operated. The 5th forward speed is displayed, the high speed clutch 16H is engaged and operated, and the 3rd speed By entering and operating the switch C3, the forward 6-speed state appears, and the low-speed clutch 16L is engaged and activated, and the reverse clutch CR is engaged and activated, and the reverse 1-speed state is revealed and the high-speed clutch 16H is engaged and activated. When the reverse clutch CR is engaged and operated, the reverse second speed state appears.

The steering clutch 12 is a hydraulically operated steering clutch provided with a clutch portion 12C using a pawl clutch for intermittent transmission and a multi-plate brake portion 12B for braking the traveling device 1 located on the lower side of the transmission. A brake, in which the transmission case 13 is used as a cylinder tube and a hydraulic cylinder configured by incorporating a piston 26 in the transmission case 13 is operated as an actuator.
Specifically, as shown in FIG. 3, a center gear 27 that is always meshed with and interlocked with the main transmission first output gear 25a and the main transmission second output gear 25b of the transmission 11 is mounted in an integrally rotated state. Transmission from the shaft S6 to the cylindrical gear 29 interlocked with the final gear 28 mounted in the axially positioned state in an axially rotated state on each of the axles 1A via the splines is interrupted and the cylindrical gear is disconnected in the clutch disengaged state. The clutch gear 12C is shifted from the on state to the off state by shifting the cylindrical gear 29 in accordance with the pressure oil supply to the cylinder chamber 30, and the cylindrical gear 29 is switched from the sixth shaft S6. The brake gear 12B is braked to brake the cylindrical gear 29 in a state where the transmission is cut off and the transmission is cut off with the subsequent supply of pressure oil. And it is comprised so that it may return to a clutch engagement state with the elastic force by the return spring 31 with the oil drained from the cylinder chamber 30. FIG.

The turning assist clutch CC is a hydraulically operated multi-plate clutch that can be switched between a clutch-engaged state in which the two axles 1A are interlocked with each other and a clutch disengaged state in which the disengagement is released. Formed integrally with the forming clutch housing, a multi-plate friction interlocking portion 35 is interposed between the clutch body c attached to the other axle 1A and the clutch housing 28, and the multi-plate friction interlocking portion 35 is released. A spring 32 that biases the cylinder plate 33 is provided, and a piston 34 that shifts with the pressure oil supply to the cylinder chamber 33 and switches the multi-plate friction interlocking portion 35 to the friction transmission state against the bias is provided. .
That is, the turning assist clutch CC is incorporated in the final gear, that is, the reduction transmission gear 28, and partially enters the outside of one of the steering clutches and brakes 12 in the axial direction. Is arranged.
In addition, as shown in FIG. 4, the turning assist clutch CC can be assembled in order from the opening of the other split case 13a formed by removing one split case 13a to the other split case 13a. The axle 1A that is pivotally supported by one split case 13a is inserted and fitted in a rotational transmission state to the clutch body c of the turning assist clutch CC.

  As shown in FIG. 5, the speed change operation system among the hydraulic operation systems is the pressure from the hydraulic pump 36 to the low speed clutch 16L, the high speed clutch 16H, the first speed clutch C1, the second speed clutch C2, the third speed clutch C3, and the reverse clutch CR. A shift valve 38 using a rotary valve operated by a shift lever 37 disposed in the boarding operation unit 2 is interposed in the oil supply path. The shift valve 38 is in a neutral position N where no pressure oil is supplied to any clutch, and a first forward speed position F1 which supplies pressure oil to the low speed clutch 16L and the first speed clutch C1 to reveal the forward first speed state. Then, pressure oil is supplied to the low speed clutch 16L and the second speed clutch C2, and the forward second speed position F2 where the forward second speed state appears, and the low speed clutch 16L and the third speed clutch C3 are supplied with pressure oil to move forward. A forward third speed position F3 that reveals the third speed state, a reverse first speed position R1 that supplies pressure oil to the low speed clutch 16L and the reverse clutch CR to reveal the reverse first speed state, and the high speed clutch 16H and the first speed A forward fourth speed position F4 for supplying pressure oil to the clutch C1 to reveal the forward fourth speed state, and a forward speed for supplying pressure oil to the high speed clutch 16H and the second speed clutch C2 to reveal the forward fifth speed state. 5-speed position F5 and high-speed clutch 16H Pressure oil is supplied to the third speed clutch C3 to reveal the sixth forward speed state, and the sixth forward speed position F6 where the forward sixth speed state appears, and the high speed clutch 16H and the reverse clutch CR are supplied with pressure oil to reveal the second reverse speed state. And a reverse second speed position R2.

  As shown in FIG. 5, the steering operation system of the hydraulic operation system is based on the operation from the straight (neutral) position N of the steering operation tool 39 arranged in the boarding operation unit 2 to the first left turn position L1. The left steering clutch / brake 12 is turned off and the left steering clutch / brake 12 is operated so that the braking force gradually increases based on the operation to the left-turning second position L2. The auxiliary turning clutch CC is actuated so that the clutch pressure gradually decreases, and the left steering clutch / brake 12 is actuated to the maximum braking state on the basis of the operation to the left-turning third position L3. While the clutch CC is disengaged, the right steering clutch / brake 12 is disengaged based on the operation of the steering operation tool 39 from the straight (neutral) position N to the first right turn first position R1, and more right Based on the operation to the turning second position R2, the right steering clutch / brake 12 is operated so that the braking force gradually increases, and the auxiliary turning clutch CC is operated so that the clutch pressure gradually decreases. The right steering clutch / brake 12 is operated to the maximum braking state based on the operation to the right right third turning position R3, and the auxiliary turning clutch CC is turned off.

  Specifically, a branch is made to an oil path from the hydraulic pump 36 to the transmission valve 38 in order to set the clutch pressure of the low speed clutch 16L, the high speed clutch 16H, the first speed clutch C1, the second speed clutch C2, and the third speed clutch C3. An operation for controlling the supply of pressure oil to an oil passage for supplying pressure oil from the connected relief valve 40 for clutch pressure to the steering clutch / brake 12 in conjunction with the steering operation tool 39. As described above, the steering clutch / brake 12 is adjusted by adjusting the relief pressure from the steering clutch / brake 12 after the clutch is disengaged based on the operation of the steering operation tool 39, by interposing the direction valve 41. That is, a variable relief valve 42 that is operated so as to gradually increase the braking force is provided, and the supply pressure to the turning assist clutch CC is reduced as the relief pressure increases, and the turning is performed. And it is configured to provide a pressure reducing valve 43 for actuating the auxiliary clutch CC as described above. That is, the steering valve mechanism is composed of the steering valve 41 and the variable relief valve 42.

  Therefore, according to this steering operation system, by operating the steering operation tool 39 to the straight traveling position N, the left and right steering clutches and brakes 12 are in the clutch engaged state, and the aircraft moves straight. When the steering operation tool 39 is operated to the left turn first position L1, the left steering clutch / brake 12 is operated to disengage the clutch. In this case, if the traveling load is smaller than the clutch pressure of the turning assist clutch CC, The power is transmitted from the right axle 1A to the left axle 1A via the turning assist clutch CC without slipping, and the left traveling apparatus 1 is driven in the same manner as the right traveling apparatus 1 and travels straight. Is greater than the clutch pressure of the turning assisting clutch CC, the turning assisting clutch CC slips and the transmission driving force from the right axle 1A to the left running device 1 decreases, so that the running speed of the left running device 1 is reduced. Slow down and turn left. Next, when the steering operation tool 39 is operated to the left turning second position L2, the steering clutch / brake 12 starts braking. In this case, the traveling load including the braking force of the steering clutch / brake 12 turns. If the pressure is lower than the clutch pressure of the auxiliary clutch CC, power is transmitted from the right axle 1A to the left axle 1A via the turning auxiliary clutch CC without slipping, and the left traveling device 1 is the same as the right traveling device 1. However, if the traveling load is greater than the clutch pressure of the turning assist clutch CC, the turning assist clutch CC slips and the transmission driving force from the right axle 1A to the left travel device 1 decreases. As a result, the traveling speed of the left traveling device 1 becomes slow and the vehicle turns to the left. Further, when the steering operation tool 39 is operated to the left turning third position L3, the left steering clutch / brake 12 is in the maximum braking state, while the turning auxiliary clutch CC is turned off and the left traveling device 1 is moved. The car stops and turns to the left more rapidly than before.

  On the other hand, turning to the right side is performed in the same manner as described above except that the left side is replaced with the right side.

  44 is an actuator that acts on one of the steering clutches and brakes 12 and functions as a parking brake. When the speed change valve 38 is operated to the neutral position, oil is discharged and the steering clutch When the brake 12 is braked and the speed change valve 38 is operated to a position other than the neutral position, pressure oil is supplied to release the brake. Reference numeral 100 denotes a power take-off shaft to the cutting unit 5, which is linked to the first auxiliary transmission mechanism 9 via a two-stage transmission mechanism 101.

  As shown in FIG. 6, one side of the split case 13a includes the clutch C of the transmission 11, that is, the low speed clutch 16L, the high speed clutch 16H, the first speed clutch C1, the second speed clutch C2, the third speed clutch C3, An oil passage 45 for the reverse clutch CR and one of the steering clutches and brakes 12 is formed, and as shown in FIGS. 8 and 9, the steering valve 41 and the variable relief valve 42 are incorporated. As shown in FIG. 8, the relief valve 40 and the pressure reducing valve 43 are incorporated in the lid 49. Further, as shown in FIG. 7, an oil passage 46 for the other steering clutch / brake 12 and the turning assist clutch CC is formed in the other split case 13a. 7. As shown in FIG. 8, a communication oil passage 48 is formed for communicating the oil passages 45, 46 with each other.

  The means for interlocking the variable relief valve 42 with the steering operation tool 39 is provided with a cam 50 that changes the relief pressure of the variable relief valve 42 by rotating, and the swinging movement is interlocked with the steering operation tool 39. A movable arm 51 is provided, and a leaf spring arm 53 is attached to a cam shaft 52 of the cam 50 so as to integrally swing, and the arm 53 and the swing arm 51 are linked by a rod 54. .

Combine side view Transmission system diagram Longitudinal sectional view of the main parts of the transmission Exploded sectional view of main parts of transmission Hydraulic circuit diagram Mission case side view Mission case side view Cutaway front view of the main part of the mission case Cross section of the main part of the mission case

Explanation of symbols

1 traveling device 1A axle 28 gear CC turning assist clutch

Claims (2)

A shaft (S6) in which the center gear (27) meshing with and interlocking with the output gears (25a, 25b) to which the power of the A engine is transmitted via the transmission system is integrally rotated, and the power transmission gear (28 And the left and right shafts (1A) and (1A) that are coaxially rotatable relative to each other and the center transmission gear (28) is positioned on the left and right of the center gear (27). A shaft (S6) on which the gear (27) is mounted and the left and right shafts (1A) (1A) that are rotatable relative to each other are arranged, and a gear for transmitting power from the shaft (S6) on which the center gear (27) is mounted. In the connecting portion of the left and right shafts (1A) and (1A) that transmit power to the left and right shafts (1A) and (1A) that can rotate relative to each other via (28) , one shaft (1A) Gear (28) for power transmission to be fitted onto One shaft with forming a clutch housing in the radial direction center side together with the power transmission gear (28) comprises a clutch member which fits the interior on the other axis of the clutch housing (1A) (c) The shaft end of the other shaft (1A) is inserted and fitted into the shaft end of (1A) to switch between a clutch-engaged state in which the left and right shafts (1A) (1A) are interlockedly connected to each other and a clutch disengaged state in which the interlock is cut off. A free multi-plate clutch (CC) is provided , and the clutch housing is formed so that the power transmission gear (28) formed integrally with the clutch housing is located at the center of the clutch housing in the rotational axis direction. The outer diameter of the center gear (27) is positioned closer to the axial center side of the one shaft (1A) supporting the clutch housing than the clutch housing. Aru gearing to a larger diameter to.   The transmission device according to claim 1, wherein the left and right shafts (1A) (1A) are shafts of a traveling transmission system that transmits power to the left and right traveling devices (1).

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