JPH03139473A - Transmission structure for running of working vehicle - Google Patents

Abstract

PURPOSE:To simplify the transmission mechanism and to perform smooth steer ing by a method wherein a hydraulic cylinder and a pressure regulating valve to vary engaging operation pressure through variation and regulation of an feed oil pressure are mounted in the engagement control position of a frictional clutch for reversing. CONSTITUTION:A rotation transmission body 12 is mounted slidably in the direction of an axis P in a state that it is interlocked with a running device 4. A clutch FC for forward and a frictional clutch RC for reversing are mounted between the rotation transmission body 12 and a first drive rotary body 7 and between the rotation transmission body 12 and a second drive rotary body 9, respectively, in a state that a shift between engagement and disengagement is effected through slide of the rotation transmission body 12 and the clutches are selectively brought into an engaging state. A hydraulic cylinder to operate the rotation transmission body 12 and a pressure regulating valve to vary the engagement control pressure of the frictional clutch RC for reversing by means of the rotation transmission body 12 through variation and regulation of a pressure of oil fed to the hydraulic cylinder are mounted in an engagement control position of the frictional clutch RC for reversing.

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to a transmission structure for driving a working vehicle, specifically, to drive both the left and right traveling devices forward to move the machine straight ahead, and to drive the left and right traveling devices forward. You can make a pivot turn by driving one side forward while braking the other, or make a super pivot turn by driving one of the left and right traveling devices forward and the other backward. This article relates to a possible driving transmission structure.

[Conventional technology]

Conventionally, as the above-mentioned traveling transmission structure, for example,
There was one shown in Publication No. 0988.

That is, for each of the left and right traveling devices, a first driving rotary body for forward power transmission and a second driving rotary body for backward power transmission are provided so as to rotate around the same axis, and the second driving rotary body is provided to rotate around the same axis. A brake means capable of switching the body between a rotationally driven state and an unrotatably fixed state is provided, and a rotary transmission body interlocked to transmit power to the traveling device is connected to a first drive rotary body and a first drive rotary body. Concentrically between the two driving rotors, and
In addition to being provided so as to be slidable in the axial direction, an engaging type forward clutch is provided between the first driving rotating body and the rotating transmission body, and an engaging type forward clutch is provided between the second driving rotating body and the rotating transmitting body. Reverse clutches are provided so as to be operated on and off by the sliding of the rotary transmission body, and the aircraft direction is determined by the clutch operation by the sliding operation of the rotary transmission body, and the second driving rotation is controlled by switching the braking means. The turning form is changed by changing the state of the body.

That is, by operating the forward clutch for one of the left and right traveling devices, fixing the second drive rotating body for the other, and operating the reverse clutch for the other, one of the traveling devices is driven forward. The other traveling gear is then braked. Then, the forward clutch for one of the left and right traveling devices is engaged, and the second clutch for the other one is engaged.
By putting the drive rotor in the driving state and operating the reverse clutch to engage, the - one traveling device is driven forward and the other traveling device is driven backward.

[Problem to be solved by the invention]

Conventionally, the above-mentioned brake means is configured to be able to switch the second driving rotary body between a power transmission state and a non-transmission state with respect to the power source, and to apply braking to the second drive rotary body in the non-transmission state. This made the transmission structure complicated.

An object of the present invention is to provide a traveling power transmission structure that can perform both a pivot turn and a super pivot turn while being advantageous in terms of both structure and operation.

[Means to solve the problem]

In order to achieve the purpose of the driving transmission structure for a working vehicle according to the present invention, a first drive rotating body for forward power transmission rotating around the same axis is provided for each of the left and right traveling devices. A rotary transmitting body is provided between the second driving rotary body for transmitting backward power so as to be slidable in the direction of the axis while being interlocked with the traveling device, and the rotary transmitting body and the first driving rotary body are provided so as to be slidable in the direction of the axis. a forward clutch between the rotating transmission body and the second
Disc-type reverse friction clutches are provided between the driving rotary bodies so that they can be turned on and off depending on the sliding of the rotary transmission body, and can be selectively engaged, and the reverse friction clutches are in the engagement position with respect to the reverse friction clutches. A hydraulic cylinder for operating the rotary transmission body, and a pressure regulating valve for changing and adjusting the hydraulic pressure supplied to the hydraulic cylinder to change the operating pressure for engaging the reverse friction clutch by the rotary transmission body are provided.

The functions and effects thereof are as follows.

[For production]

When the forward clutches for both the left and right traveling devices are operated to engage, the forward power of the first drive rotating body is transmitted to the traveling device by the rotary transmission body, and both the left and right traveling devices are driven forward and the aircraft moves straight. do.

Then, when a person operates the forward clutch for one of the left and right traveling devices and operates the valve of the hydraulic cylinder for the other, the hydraulic cylinder is activated and the reverse clutch is operated by a person, and one of the traveling devices is moved to the first position. Power is transmitted from the driving rotary body and driven forward, and the other traveling device is driven backward by power transmitted from the second driving rotary body, so that the aircraft turns. In this case, by adjusting the engagement operation pressure of the reverse clutch with the pressure regulating valve, the reverse clutch is adjusted to a half-clutch state where the engagement pressure is an appropriate value lower than the set maximum pressure, and the traveling gear on the inside of the turn moves forward. The running gear on the inside of the turn may be braked so that it stops without rotating despite the drag effect of the running gear on the outside of the turn, or the running gear on the inside of the turn may be braked so that it does not rotate and stop, or the reverse clutch is fully engaged with the applied pressure at the set maximum pressure. Becomes driven to the side. That is, the traveling device on the inside of the turn can be braked by the rotational force of the second drive rotary body to turn the aircraft, or the left and right traveling devices can be driven in mutually opposite rotational directions to turn the aircraft.

〔Effect of the invention〕

For the reverse friction clutch, hydraulic cylinder, and pressure regulating valve, the second drive rotor is switched to a non-transmission state, and the transmission structure is simplified so that special means for fixing the second drive rotor is not required. In addition, the turning operation can be performed simply by operating the valve for the hydraulic cylinder and the pressure regulating valve, making it possible to obtain a device that can be easily maneuvered at a low cost.

〔Example〕

Next, examples will be shown.

As shown in Figure 1, the hydraulic continuously variable transmission (M+
) and the input shaft (1) to the transmission case (2), and the rotational force of the input shaft (1) can be switched to three stages by sliding the shift gear member (3). In addition to transmitting the rotational output of the auxiliary transmission for traveling (M2) to the transmission (M,), the rotational output of the auxiliary transmission for traveling (M2) is transmitted to the left and right crawler type traveling devices (4), (4), respectively, via the aircraft direction device (A). The power is transmitted to the drive shaft (5) to constitute a traveling transmission structure for a combine harvester.

The left and right traveling device (4) constitutes the aircraft direction device (A).
, (4) are constructed as shown in FIGS. 1 and 2.

That is, the forward transmission gear (7) attached to the mission case (2) so as to be supported via the support shaft (6) is directly engaged with the output shaft gear (8) of the auxiliary transmission for traveling (M2). The structure is such that the support shaft (6) is always driven to rotate around the axis (P) of the support shaft (6) by rotating the support shaft (6).
A reverse transmission gear (9) arranged at one end so as to rotate around the axis (P) is connected to the output shaft gear ( 11)
By interlocking with the forward transmission gear (7), the structure is such that it is always driven to rotate in the opposite rotational direction to the forward transmission gear (7) around the same axis as the forward transmission gear (7), and the support shaft (
6) A transmission gear member (12) is attached to a location located between the forward transmission gear (7) and the reverse transmission gear (9) so as to be relatively rotatable and slidable. By forming the clutch gear part (13) in the transmission gear member (12) so as to be engaged with and disengaging from the boss gear of the forward transmission gear (7), the transmission gear part (12) can be moved from the forward transmission gear (7) to the transmission gear member (12). ) so that the rotational force is transmitted to the transmission gear member (1
2) The forward clutch (FC) is configured to be turned on and off as the clutch slides. The clutch housing (14) is integrally formed on the reverse transmission gear (9) so that the clutch housing (14) rotates together with the clutch housing (14), and the clutch housing (14) is integrally formed with the transmission gear member (12) so that the clutch housing (14) slides together. The cylindrical output member (15) provided with the clutch housing (
14), and a clutch body having a plurality of friction plates (16) arranged concentrically between the clutch housing (14) and the output member (15),
By providing the transmission gear member (12) with the clutch operating portion (17) formed to apply pressure to the clutch body or release the action, the rotational force of the reverse transmission gear (9) is transferred to the transmission gear member (12). so that the friction is transmitted to the
A multi-disc reverse friction clutch (RC) is configured to be turned on and off as the transmission gear member (12) slides. The transmission gear member (12) is interlocked with the crawler drive shaft (5) via the gear transmission mechanism (18), and maintains engagement with the gear (18a) of the gear transmission mechanism (18) regardless of whether it slides. By forming the clutch gear part (13) and the clutch operating part (17) so as to integrally slide,
) while sliding in the direction of the axis (P), both the forward clutch (FC) and reverse friction clutch (RC) are disengaged, and only one of them is engaged. It is configured to operate.

Then, the transmission member (12) is urged forward by the spring (19).
) to slide into the forward clutch engaged position, and a swing fork (20) for sliding operation of the transmission member (12) is attached to the outside of the transmission case (2) as shown in Fig. 3. The hydraulic cylinder (C) is configured to be operated based on the hydraulic circuit shown in FIG. 3, and the hydraulic cylinder (C) for the other traveling device (4) A steering lever (22) as shown in Fig. 4 is linked to an electromagnetic control valve (CV) and a variable relief valve (RV) configured to be used for the operation of (C). The clutch is operated by slidingly operating the transmission member (12) by switching or adjusting the control valve (CV) and the variable relief valve (RV).In other words, the steering lever (22) is When the aircraft is swung laterally around the pivot axis (X) and operated to the straight forward position (S), the switch operating tool (
23a) or (23b) comes into a non-contact state with respect to the operating lever (22) and is pulled by the spring (24) to the switch-off operating position, and the operating switch (25a) and (23b) of the control valve (CV) are turned off. 2
5b) is turned off and the control valve (CV) is placed in the neutral position. For this reason, the hydraulic cylinder (C) is shortened due to its own shortening force, and is placed in a non-working position away from the fork swing operating arm (26) attached to the fork shaft (21).
The output member (12) is slidably operated by the forward biasing spring (19) to engage the forward clutch (FC). Then, move the steering lever (22) to the straight-ahead position (
S) to the first rotation position (Ll) or (R1) on the left or right side of the aircraft, the switch operating tool (23a)
Or (23b) is switched to the operation position for pressing operation by the steering lever (22), and the operation switch (25
a) or (25b) is switched on and the control valve (CV
) switches to the rotation position.

For this valve switching, the hydraulic cylinder (C) extends and presses the operating arm (26), and the output member (12) slides toward the reverse clutch side to operate the fork by operating the arm. Then, the forward clutch (FC) is disengaged. At this time, the relief pressure of the variable relief valve (RV) is low and the operating pressure of the hydraulic cylinder (C) is low, so the reverse clutch (RC) is still disengaged. Then, the steering lever (22) is moved to the first turning position (Ll
) or (R1) to the second rotation position (L2) or (R2), which is further swung to the left or right side of the aircraft, the variable relief valve (RV ) is automatically increased to the set maximum relief pressure, the hydraulic pressure supplied to the hydraulic cylinder (C) becomes the set maximum supplied hydraulic pressure, and the hydraulic cylinder (C) is activated via the output member (12). Then, the engagement pressure acting on the reverse clutch (RC) becomes the set maximum operating pressure, and the reverse clutch (RC) is engaged. Steering lever (
22) is operated between the first rotation position (Ll) or (R1) and the second rotation position (L2) or (R2), the relief valve of the variable relief valve (RV) will reach the set maximum relief due to the interlocking mechanism. As the relief pressure becomes lower than the pressure, the supplied hydraulic pressure of the hydraulic cylinder (C) becomes smaller than the set maximum supplied hydraulic pressure, and the clutch engagement operating pressure by the hydraulic cylinder (C) becomes lower than the set maximum operating pressure. The reverse clutch (RC) becomes a half-clutch state.

In short, when the steering lever (22) is operated to the straight-ahead position (S), both of the pair of forward clutches (FC) are engaged and the rotational force of the forward transmission gear (7) is transferred to one side. The gear transmission mechanism (18) is operated by the transmission gear member (12).
) to one crawler drive shaft (5), and the other transmission gear member (12) to the other crawler drive shaft (5) via the gear transmission mechanism (18), so that the aircraft moves straight. The left and right traveling devices (4), (4) are driven forward so that the vehicle moves forward.

When the steering lever (22) is operated to the first turning position (Ll) or (R, -), the forward clutch (FC) and reverse clutch (RC) on the side corresponding to the operating direction are
) is turned off, power transmission to one crawler drive shaft (5) is stopped, and the left and right traveling devices (4), (
4), while keeping one of them in an idle state, the other is driven forward. When the steering lever (22) is operated to the second turning position (L2) or (R2), the reverse clutch (RC) on the side corresponding to the operating direction is engaged and the reverse transmission gear (9) is turned on. The rotational force is transmitted to one crawler drive shaft (5) by the transmission gear member (12) via the gear transmission mechanism (18), so that the aircraft turns to the side where the steering lever (22) is located. Left and right traveling device (4), (4
) is driven in the reverse direction, and the other is driven in the forward direction. When the steering lever (22) is operated to an appropriate position between the first turning position (Ll) or (R1) and the second turning position (L2) or (R2), the side corresponding to the operating direction is The reverse clutch (RC) becomes a half-clutch, and the aircraft turns to the side where the steering lever (22) is located, and the aircraft travels on the inside of the turn regardless of the dragging effect of the traveling device (4) on the outside of the turn. One of the left and right traveling devices (4) is driven forward so that the device (4) does not rotate, and the reverse driving force is transmitted to the other by a half-clutch.

As shown in Fig. 4, the steering lever (22) and the variable relief valve (RV) constitute an interlocking mechanism.
A pair of swing links (29a) in which the lever pivot member (28) is pivotably supported relative to the steering lever (22) when the lever (2) is pivoted from the straight forward position (S).

(29b) is configured so that an operating pin (30) attached to the steering lever (22) presses and swings one of the operating wires (29b), and the outer wire and inner wire of the operating wire (27) are connected to a pair of swinging A pair of swing links (29a) and (29b) are connected to the swing links (29a) and (29b) separately, and the swing links (29a) and (29b) are connected to the swing links (29a) and (29b) respectively, and the swing links (29a) and (29b) are connected to the swing links (29a) and (29b) respectively, and the swing links (29a) and (29b) are connected to the swing links (29a) and (29b) so that the swing link spacing automatically returns to the set spacing when the steering lever (22) reaches the straight-ahead position (S). 29a).

(29b) are connected by springs (31), and despite these connections, one swing link (29
When a) or (29b) is swung by the steering lever (22), the stopper pin (32) attached to the lever pivot member (28) moves the other swiveling link (29).
b) or (29a) is configured to be received and supported so that it does not swing, so that when the steering lever (22) swings, one swing link (29a) or (29b)
) operates the inner wire or outer wire to operate the swing operation part (33) of the variable relief valve (RV) to increase the relief pressure due to the lever operation force, or due to the biasing force of the spring (31). Then, the swing operation section (33) is operated to return to the relief pressure decreasing side.

Note that the spring (34) shown in FIG.
Due to the pressing and sliding operation of the spring operating member (35), the spring operating member (35) is subjected to a tensile elastic deformation operation, making the operating resistance of the steering lever (22) greater than the previous operating resistance, and the reverse clutch (RC) begins to engage. This is to make the pilot aware of this.

[Another example]

The forward transmission gear (7), the reverse transmission gear (9), and the transmission member (12) may be replaced with chain sprockets or the like. Therefore, these will be referred to as a first drive rotary body (7), a second drive rotary body (9), and a rotation transmission body (12).

Instead of the variable relief valve (RV), a pressure-reducing pressure regulating valve may be provided between the hydraulic pump and the hydraulic cylinder, and these are referred to as pressure regulating valves (RV).

Incidentally, although reference numerals are written in the claims section for convenient comparison with the drawings, the present invention is not limited to the structure shown in the accompanying drawings.

[Brief explanation of the drawing]

The drawings show an embodiment of the driving transmission structure for a working vehicle according to the present invention, FIG. 1 is a sectional view of the driving transmission structure, FIG. 2 is a sectional view of the reverse transmission part, and FIG. 3 is a hydraulic circuit diagram. , FIG. 4 is a partially cutaway rear view of the steering lever installation section. (4)...Travelling device, (7)...First
Drive rotor, (9)...Second drive rotor, (1
2)...Rotary transmission body, (C)...Hydraulic cylinder, (FC)...Forward clutch, (R
C)... Reverse clutch, (RV)...
・Pressure regulating valve, (P)... shaft core.

Claims (1)

[Claims] For the left and right traveling devices (4), (4), a first drive rotating body (7) for transmitting forward power and a second drive for transmitting backward power rotate around the same axis (P). A rotary transmission body (12) is provided between the rotary body (9) and the rotary transmission body (12) so as to be slidable in the direction of the axis (P) while being interlocked with the traveling device (4). and the first driving rotating body (7)
a forward clutch (FC) between the rotational transmission body (12) and a disk-type reverse friction clutch (RC) between the rotational transmission body (12) and the second drive rotational body (9); The reverse friction clutch (
RC), the rotary transmission body (12)
a hydraulic cylinder (C) that operates the hydraulic cylinder (C), and a pressure regulating valve that changes and adjusts the hydraulic pressure supplied to the hydraulic cylinder (C) to change the operating pressure for engaging the reverse friction clutch (RC) by the rotary transmission body (12). (RV) for driving a working vehicle.