JPH01240350A - Car brake device - Google Patents

Car brake device

Info

Publication number
JPH01240350A
JPH01240350A JP7034688A JP7034688A JPH01240350A JP H01240350 A JPH01240350 A JP H01240350A JP 7034688 A JP7034688 A JP 7034688A JP 7034688 A JP7034688 A JP 7034688A JP H01240350 A JPH01240350 A JP H01240350A
Authority
JP
Japan
Prior art keywords
transmission
brake
speed
hydraulic clutch
low speed
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
JP7034688A
Other languages
Japanese (ja)
Inventor
Tomeo Umemoto
留男 梅本
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Kubota Corp
Original Assignee
Kubota Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Kubota Corp filed Critical Kubota Corp
Priority to JP7034688A priority Critical patent/JPH01240350A/en
Publication of JPH01240350A publication Critical patent/JPH01240350A/en
Pending legal-status Critical Current

Links

Abstract

PURPOSE:To help the braking force by controlling so as to cause connection with a hydraulic clutch in slip condition at the operating time of a drive brake in an arrangement where two sets of transmission including friction type hydraulic clutch with different gear ratios in the running power transmitting system are provided parallelly. CONSTITUTION:A running power transmitting system 19 has a running transmission 20 and a rear wheel differential 21 interlocked therewith through a bevel pinion shaft 22 and performs transmission to the left and right rear wheels 14 via a final speed reducing device 24. A front wheel drive system 27 has a high/low speed switching device 30 to transmit rotation of a transmission shaft 29 interlocked with the mentioned bevel pinion shaft 22 through a gear train 28 to a propeller shaft 31, and its rotation is transmitted to the left and right front wheels 10 via a front wheel differential 32 and a final speed reducing device 33. The high/low speed switching device 30 is composed of a low speed and a high speed transmission 35, 40 including hydraulic clutches 34, 36, which are so controlled as to be connected in slip condition while a rear wheel brake 25 is in application.

Description

【発明の詳細な説明】 (産業上の利用分野) 本発明は、車輌の制動装置に関し、走行動力伝達系中の
伝動部を利用して制動力を補、助するようにしたもので
ある。
DETAILED DESCRIPTION OF THE INVENTION (Industrial Application Field) The present invention relates to a braking device for a vehicle, which supplements and assists braking force by utilizing a transmission part in a traveling power transmission system.

(従来の技術) 農用トラクタ等の車輌では、駆動輪たる左右−対の後輪
を制動するブレーキを設け、このブレーキを作動させて
制動するようにしている。
(Prior Art) Vehicles such as agricultural tractors are provided with brakes for braking a pair of left and right rear wheels, which are driving wheels, and are operated to perform braking.

(発明が解決しようとする課題) 従来は、単にブレーキのみで制動力を得るようにしてい
たので、走行速度が高速でかつ慣性力が大の場合には制
動距離が長くなる欠点がある。しかし、制動力を確保す
るためにブレーキを大型化すれば、それに伴なって製造
コストがアップする問題がある。
(Problems to be Solved by the Invention) Conventionally, braking force has been obtained simply by using the brakes, which has the disadvantage that the braking distance becomes long when the vehicle is traveling at a high speed and the inertial force is large. However, if the size of the brake is increased in order to secure braking force, there is a problem in that the manufacturing cost increases accordingly.

本発明は、かかる従来の課題に鑑み、走行動力伝達系の
構成要素を利用して制動力を補助するようにすることを
目的とする。
In view of such conventional problems, it is an object of the present invention to utilize components of a traveling power transmission system to assist braking force.

(課題を達成するための手段) 本発明は、そのための手段として、走行動力伝達系19
中に、伝達比の異なる2組の伝動部35.40を並列的
に備えると共に、これら2組の伝動部35゜40を選択
する摩擦式の油圧クラッチ34.36と、駆動輪I4を
制動するブレーキ25とを備えた車輌において、ブレー
キ25の作動時に前記両クラッチ34゜36を滑り状態
で接続するための制御手段50を備えたものである。
(Means for achieving the object) The present invention provides a driving power transmission system 19 as a means for achieving the object.
Inside, two sets of transmission parts 35.40 with different transmission ratios are provided in parallel, and a friction type hydraulic clutch 34.36 selects these two sets of transmission parts 35.40, and brakes the drive wheel I4. The vehicle is equipped with a control means 50 for connecting both clutches 34 and 36 in a slipping state when the brake 25 is activated.

(作 用) ブレーキペダル26を踏込んでブレーキ25により後輪
14を制動する。この時、走行動力伝達系19中の油圧
クラッチ34.36が滑り状態で接続するので、伝達比
の異なる2組の伝動部35.40が同時に動力伝達系1
9に介装されることになり、これによって制動力が発生
し、ブレーキ25による制動力を補助する。
(Operation) The brake pedal 26 is depressed to brake the rear wheel 14 using the brake 25. At this time, the hydraulic clutches 34, 36 in the traveling power transmission system 19 are connected in a slipping state, so that the two sets of transmission parts 35, 40 with different transmission ratios are simultaneously connected to the power transmission system 1.
9, thereby generating a braking force and assisting the braking force provided by the brake 25.

(実施例) 以下、図示の実施例について本発明を詳述すると、第3
図及び第4図において、1はトラクタ車体で、エンジン
2、ミッションケース31等から成る。4はエンジン2
等をおおうボンネット、5はその後部の計器パネル、6
はハンドルである。7は前車軸ケースで、トラクタ車体
1の前部にセンター軸で支持されており、この前車軸ケ
ース7の左右両端にはキングピン8、前輪ケース9等を
介して前輪10が操向自在に支持されている。11は前
輪10用の操向シリンダで、ハンドル6に連動して左右
に作動し、タイロッド12を介して前輪10をキングピ
ン8廻りに操向するように構成されている。
(Example) Hereinafter, the present invention will be described in detail with reference to the illustrated example.
In the figures and FIG. 4, reference numeral 1 denotes a tractor body, which includes an engine 2, a transmission case 31, and the like. 4 is engine 2
5 is the instrument panel at the rear, 6 is the bonnet that covers the
is the handle. A front axle case 7 is supported by a center shaft at the front of the tractor body 1, and a front wheel 10 is supported at both left and right ends of the front axle case 7 via a king pin 8, a front wheel case 9, etc. so as to be freely steerable. has been done. Reference numeral 11 denotes a steering cylinder for the front wheel 10, which is configured to operate left and right in conjunction with the handlebar 6, and to steer the front wheel 10 around the king pin 8 via a tie rod 12.

13は前輪10の切れ角を検出する切れ角検出器で、旋
回時に前輪10の切れ角が約40度以上になればオンす
るように構成されている。
A turning angle detector 13 detects the turning angle of the front wheels 10, and is configured to turn on when the turning angle of the front wheels 10 becomes approximately 40 degrees or more during a turn.

14は左右の後輪で、トラクタ車体1の後部両側に後車
軸ケース15等を介して設けられている。16は後輪フ
ェンダ−117は運転席、18はステップである。
Reference numeral 14 denotes left and right rear wheels, which are provided on both rear sides of the tractor body 1 via rear axle cases 15 and the like. 16 is a rear wheel fender, 117 is a driver's seat, and 18 is a step.

第1図は走行動力伝達系19を示し、20は走行変速装
置、21はベベルピニオン軸22を介して変速装置20
に連動する後輪デフ装置で、これらはミッションケース
3内に組込まれている。後輪デフ装置21はデフヨーク
軸23、終減速装置24を介して左右の後輪14に連動
連結され、各後輪14を駆動するようになっている。後
輪デフ装置21と終減速装置24との間には、各デフヨ
ーク軸23を介して左右の後輪14を制御するようにブ
レーキ25が夫々設けられている。この左右のブレーキ
25は、ステップ18の前部側に配置された左右ブレー
キペダル26により独立操作及び同時操作できるように
なっている。
FIG. 1 shows a traveling power transmission system 19, in which 20 is a traveling transmission, and 21 is a transmission 20 via a bevel pinion shaft 22.
This is a rear wheel differential device that is linked to the transmission case 3, and these are built into the transmission case 3. The rear wheel differential device 21 is operatively connected to the left and right rear wheels 14 via a differential yoke shaft 23 and a final reduction gear 24, and drives each rear wheel 14. Brakes 25 are provided between the rear wheel differential device 21 and the final reduction gear device 24 so as to control the left and right rear wheels 14 via the respective differential yoke shafts 23 . The left and right brakes 25 can be operated independently or simultaneously by left and right brake pedals 26 arranged on the front side of the step 18.

27は前輪駆動系で、ギヤー列2Bを介してベベルピニ
オン軸22に連動する伝動軸29と、高低速切換装置3
0と、プロペラ軸31と、前輪デフ装置32と、終減速
装置33とから構成され、ピニオン軸22からの動力に
より左右の前輪10を駆動するようになっている。前輪
デフ装置32、終減速装置33等は、前車軸ケース7、
前輪ケース9等に組込まれている。
27 is a front wheel drive system, which includes a transmission shaft 29 interlocked with the bevel pinion shaft 22 via a gear train 2B, and a high/low speed switching device 3.
0, a propeller shaft 31, a front wheel differential device 32, and a final reduction device 33, and the left and right front wheels 10 are driven by the power from the pinion shaft 22. The front wheel differential device 32, final reduction gear device 33, etc. are mounted on the front axle case 7,
It is incorporated into the front wheel case 9, etc.

高低速切換装置30は、伝動軸29とプロペラ軸31と
を低速油圧クラッチ34を介して伝達比l:1で直結す
る低速伝動部35と、高速油圧クラッチ36、ギヤー列
37、中間軸38、ギヤー列39とを介して伝動軸29
とプロペラ軸31とを伝達比1:2で連動連結する高速
伝動部40とを有する。油圧クラッチ34゜36は摩擦
式であり、両者油圧クラッチ34.36の切断時には前
輪10が遊転状態となって後輪14による2輪駆動、低
速油圧クラッチ34の接続時には前輪10が後輪14と
略同調した周速で回転する4輪駆動、高速油圧クラッチ
36の接続時には前輪10が後輪14の周速の約2倍で
回転する倍速旋回となるように構成されている。37.
38は油圧クラッチ34 、36を夫々制御する圧力比
例型の電磁弁で、ソレノイド39とソレノイド40とを
有する。41は油圧ポンプである。42は速度検出器で
、ギヤー列29のギヤー43の回転を検出するようにな
っている。
The high-low speed switching device 30 includes a low-speed transmission section 35 that directly connects the transmission shaft 29 and the propeller shaft 31 with a transmission ratio of 1:1 via a low-speed hydraulic clutch 34, a high-speed hydraulic clutch 36, a gear train 37, an intermediate shaft 38, Transmission shaft 29 via gear train 39
and a high-speed transmission section 40 that interlocks and connects the propeller shaft 31 and the propeller shaft 31 at a transmission ratio of 1:2. The hydraulic clutches 34 and 36 are friction type, and when both hydraulic clutches 34 and 36 are disengaged, the front wheels 10 are in an idle state and the rear wheels 14 drive the two wheels, and when the low-speed hydraulic clutch 34 is engaged, the front wheels 10 are driven by the rear wheels 14. The four-wheel drive system rotates at a circumferential speed substantially in sync with the four-wheel drive system, and when the high-speed hydraulic clutch 36 is engaged, the front wheels 10 rotate at about twice the circumferential speed of the rear wheels 14, resulting in double-speed turning. 37.
38 is a pressure proportional electromagnetic valve that controls the hydraulic clutches 34 and 36, respectively, and has a solenoid 39 and a solenoid 40. 41 is a hydraulic pump. A speed detector 42 detects the rotation of the gear 43 of the gear train 29.

第2図は電磁弁37.38の制御回路を示す。第2図に
おいて、44は左右ブレーキペダル26の同時操作を検
出するブレーキスイッチである。45は速度判別器で、
ブレーキスイッチ44がオンした時に、速度検出器42
からの速度信号より実際の走行速度を判別し、高速時に
高速信号a、中速時に中速信号すを夫々出力するように
なっている。46は関数発生器で、ブレーキスイッチ4
4がオンした時に、速度検出器42からの速度信号の大
小に応じた立上り特性を有する関数信号Cを発生するよ
うになっている。なお、関数信号Cは走行速度が大であ
る程、立上り特性が大になる関係にある。47は電磁弁
37の駆動部で、低速信号すがあった時に、関数信号C
に比例した圧力が得られるようにソレノイド39を駆動
する。48は電磁弁38の駆動部で、高速信号aがあっ
た時に、関数信号Cに比例した圧力が得られるようにソ
レノイド40を駆動する。49は切換回路で、切れ角検
出器13がオフの時に電磁弁37のソレノイド39を駆
動し、切れ角検出器13がオンした時に電磁弁38のソ
レノイド40を駆動するようになっている。なお、速度
検出器42、ブレーキスイッチ44、速度判別器45、
関数発生器46、駆動部47.48等は、油圧クラッチ
34.36の制御手段50を構成し、これによって油圧
クラッチ34.36を接続する時には滑り状態となるよ
うに関数信号Cが設定されている。
FIG. 2 shows the control circuit for the solenoid valves 37, 38. In FIG. 2, 44 is a brake switch that detects simultaneous operation of the left and right brake pedals 26. 45 is a speed discriminator,
When the brake switch 44 is turned on, the speed detector 42
The actual traveling speed is determined from the speed signal from the vehicle, and a high speed signal a is output when the vehicle is running at a high speed, and a medium speed signal is output when the vehicle is running at a medium speed. 46 is a function generator, and brake switch 4
4 is turned on, a function signal C is generated having a rise characteristic depending on the magnitude of the speed signal from the speed detector 42. It should be noted that the function signal C has a relationship such that the higher the traveling speed, the greater the rising characteristic. 47 is the drive part of the solenoid valve 37, and when there is a low speed signal, the function signal C
The solenoid 39 is driven so that a pressure proportional to is obtained. Reference numeral 48 denotes a drive unit for the electromagnetic valve 38, which drives the solenoid 40 so that a pressure proportional to the function signal C is obtained when there is a high speed signal a. A switching circuit 49 drives the solenoid 39 of the electromagnetic valve 37 when the turning angle detector 13 is off, and drives the solenoid 40 of the electromagnetic valve 38 when the turning angle detector 13 is on. In addition, the speed detector 42, the brake switch 44, the speed discriminator 45,
The function generator 46, drive units 47, 48, etc. constitute a control means 50 for the hydraulic clutch 34, 36, whereby the function signal C is set so that the hydraulic clutch 34, 36 is in a slipping state when the hydraulic clutch 34, 36 is connected. There is.

路上走行時には左右ブレーキペダル26を連結して同時
操作可能にしておく。そこで、後輪14を駆動して走行
する2輪駆動状態において、走行を停止する場合、ブレ
ーキペダル26を踏込むと、左右のブレーキ25が作動
して左右の後輪14を制動する。
When driving on the road, the left and right brake pedals 26 are connected so that they can be operated simultaneously. Therefore, in a two-wheel drive state where the rear wheels 14 are driven to drive the vehicle, when the vehicle stops traveling, when the brake pedal 26 is depressed, the left and right brakes 25 are actuated to brake the left and right rear wheels 14 .

この時、高速走行であれば、速度検出器42からの速度
信号を速度判別器45で判別し、高速信号aを出力する
ので、駆動部47.48に高速信号aが入る。
At this time, if the vehicle is traveling at high speed, the speed discriminator 45 determines the speed signal from the speed detector 42 and outputs the high speed signal a, so that the high speed signal a is input to the drive units 47 and 48.

一方、関数発生器46が速度信号に応じた関数信号Cを
発生し、これが駆動部47.48に送られるので、この
関数信号Cに比例して各ソレノイド39.40が駆動さ
れ、両者油圧クラッチ34.36が滑り状態で接続する
。従って、高低速切換装置30の油圧クラッチ34.3
6が滑りながら接続するので、これがエンジン2に対し
て負荷として作用し、ブレーキ25による制動力を補助
する。また同時に高低速切換装置30は前輪10につな
がっているので、前輪10を制動することになる。つま
り、高低速切換装置30が制動力を補助すると共に、前
輪10及び後輪14を制動する4輪制動となるので、短
かい制動距離で確実に停止することができる。また油圧
クラッチ34.36の圧力は走行速度に比例するので、
速度に関係なく制動距離を一定にできる。
On the other hand, the function generator 46 generates a function signal C according to the speed signal, and this is sent to the drive section 47.48, so each solenoid 39.40 is driven in proportion to this function signal C, and both hydraulic clutches 34.36 connects in a sliding state. Therefore, the hydraulic clutch 34.3 of the high-low speed switching device 30
6 is connected while sliding, which acts as a load on the engine 2 and assists the braking force of the brake 25. At the same time, since the high/low speed switching device 30 is connected to the front wheels 10, the front wheels 10 are braked. In other words, the high/low speed switching device 30 assists the braking force, and four-wheel braking is performed, which brakes the front wheels 10 and the rear wheels 14, so that the vehicle can be reliably stopped within a short braking distance. Also, since the pressure of the hydraulic clutch 34, 36 is proportional to the traveling speed,
Braking distance can be kept constant regardless of speed.

走行速度が中速であれば、速度判別器42が中速信号す
を出力するので、関数信号Cに比例した圧力により低速
油圧クラッチ34が滑り状態で接続し、ブレーキ25に
より4輪制動をする。
If the traveling speed is medium speed, the speed discriminator 42 outputs a medium speed signal, so the low speed hydraulic clutch 34 is connected in a slipping state by the pressure proportional to the function signal C, and the brake 25 brakes the four wheels. .

また低速時には、ブレーキ25による後輪14のみの制
動である。
Further, at low speeds, only the rear wheels 14 are braked by the brake 25.

なお、実施例では、前輪駆動系27の高低速切換装置3
0について説明したが、変速装置2にて実施しても良い
し、また4輪駆動に限られず、2輪駆動であっても良い
In addition, in the embodiment, the high-low speed switching device 3 of the front wheel drive system 27
0 has been described, but it may be implemented in the transmission 2, and it is not limited to four-wheel drive, but may be two-wheel drive.

(発明の効果) 本発明によれば、走行動力伝達系19中に、伝達比の異
なる2組の伝動部35.40を並列的に備えると共に、
これら2組の伝動部35.40を選択する摩擦式の油圧
クラッチ34.36と、駆動輪14を制動するブレーキ
25とを備えた車輌において、ブレーキ25の作動時に
前記両クラッチ34.36を滑り状態で接続するための
制御手段50を備えているので、ブレーキ25の作動時
には伝達比の異なる2組の伝動部34 、36相互間で
制動力が発生し、これでブレーキ25による制動力を補
助することができる。また走行動力伝達系19の伝動部
35.40を利用するため、ブレーキ25を大型化する
必要がなく、製造コストのアップすることもない。
(Effects of the Invention) According to the present invention, the traveling power transmission system 19 includes two sets of transmission parts 35 and 40 having different transmission ratios in parallel, and
In a vehicle equipped with a friction-type hydraulic clutch 34.36 that selects between these two sets of transmission parts 35.40 and a brake 25 that brakes the drive wheels 14, both clutches 34.36 slip when the brake 25 is activated. Since the control means 50 is provided for connecting the brake 25 in the same state, when the brake 25 is activated, a braking force is generated between the two sets of transmission parts 34 and 36 having different transmission ratios, and this assists the braking force of the brake 25. can do. Furthermore, since the transmission parts 35 and 40 of the traveling power transmission system 19 are used, there is no need to increase the size of the brake 25, and the manufacturing cost does not increase.

【図面の簡単な説明】[Brief explanation of the drawing]

図面は本発明の一実施例を示し、第1図は動力伝達系の
構成図、第2図は電磁弁制御回路のブロック図、第3図
はトラクタの側面図、第4図は同平面図である。 14・・−後輪(駆動輪) 、19−走行動力伝達系、
34−低速油圧クラッチ、35−低速伝動部、36−高
速油圧クラッチ、4〇−高速伝動部、42−・−速度検
出器、44−ブレーキスイッチ、45・・−速度判別器
、46−・−関数発生器、50−・制御手段。
The drawings show one embodiment of the present invention, in which Fig. 1 is a configuration diagram of a power transmission system, Fig. 2 is a block diagram of a solenoid valve control circuit, Fig. 3 is a side view of the tractor, and Fig. 4 is a plan view thereof. It is. 14...-Rear wheel (drive wheel), 19-Traveling power transmission system,
34-low speed hydraulic clutch, 35-low speed transmission section, 36-high speed hydraulic clutch, 40-high speed transmission section, 42-.-speed detector, 44-brake switch, 45--speed discriminator, 46-.- Function generator, 50--control means.

Claims (1)

【特許請求の範囲】[Claims] (1)走行動力伝達系19中に、伝達比の異なる2組の
伝動部35、40を並列的に備えると共に、これら2組
の伝動部35、40を選択する摩擦式の油圧クラッチ3
4、36と、駆動輪14を制動するブレーキ25とを備
えた車輌において、ブレーキ25の作動時に前記両クラ
ッチ34、36を滑り状態で接続するための制御手段5
0を備えたことを特徴とする車輌の制動装置。
(1) The traveling power transmission system 19 includes two sets of transmission parts 35, 40 with different transmission ratios in parallel, and a friction type hydraulic clutch 3 that selects these two sets of transmission parts 35, 40.
4, 36, and a brake 25 for braking the drive wheels 14, a control means 5 for connecting both the clutches 34, 36 in a slipping state when the brake 25 is activated.
A braking device for a vehicle, characterized in that it is equipped with a 0.
JP7034688A 1988-03-23 1988-03-23 Car brake device Pending JPH01240350A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP7034688A JPH01240350A (en) 1988-03-23 1988-03-23 Car brake device

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP7034688A JPH01240350A (en) 1988-03-23 1988-03-23 Car brake device

Publications (1)

Publication Number Publication Date
JPH01240350A true JPH01240350A (en) 1989-09-25

Family

ID=13428772

Family Applications (1)

Application Number Title Priority Date Filing Date
JP7034688A Pending JPH01240350A (en) 1988-03-23 1988-03-23 Car brake device

Country Status (1)

Country Link
JP (1) JPH01240350A (en)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2005195175A (en) * 2002-06-12 2005-07-21 Nmhg Oregon Inc Method of controlling vehicle speed and vehicle control system
US7974760B2 (en) 2003-10-20 2011-07-05 Nmhg Oregon, Inc. Advanced power-shift transmission control system
US8135531B2 (en) 2002-06-12 2012-03-13 Nmhg Oregon, Llc Predictive vehicle controller
US8775039B2 (en) 2003-10-20 2014-07-08 Nmhg Oregon, Llc Dynamically adjustable inch/brake overlap for vehicle transmission control

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2005195175A (en) * 2002-06-12 2005-07-21 Nmhg Oregon Inc Method of controlling vehicle speed and vehicle control system
JP4554351B2 (en) * 2002-06-12 2010-09-29 ナコ マテリアルズ ハンドリング グループ インコーポレイテッド Method and vehicle control system for controlling vehicle speed
US8135531B2 (en) 2002-06-12 2012-03-13 Nmhg Oregon, Llc Predictive vehicle controller
US7974760B2 (en) 2003-10-20 2011-07-05 Nmhg Oregon, Inc. Advanced power-shift transmission control system
US8775039B2 (en) 2003-10-20 2014-07-08 Nmhg Oregon, Llc Dynamically adjustable inch/brake overlap for vehicle transmission control

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