JPH04151380A - Steering device in traveling work vehicle - Google Patents

Abstract

PURPOSE:To enable right and left travel sections to be braked and selected for reversal with a single steering lever by providing the operation system of the steering lever and a frictional clutch related to the right and left travel sections with a pressure proportional control valve for increasing hydraulic pressure according to a steering lever operation magnitude, and the braking force of the frictional clutch. CONSTITUTION:The steering device of a combined harvester and thresher or the like has a change-over clutch for locking a reversing shaft 41 for reversing right and travel sections pivotally supported within a transmission 3 to the side thereof, or turning on the transmission of reversal input. Also, the reversing shaft 41 is fitted with hydraulically controlled frictional clutches 46 and 47 for braking the right and left travel sections, or turning on and off the transmission of the reversal of the reversing shaft 41 to the aforesaid travel sections. In addition, a single steering lever 65 is provided at the side of a driver's seat for controlling the frictional clutches 46 and 47, interlocked with the right and left oscillation of a vehicle. In this case, an operation system for the steering lever 65 and frictional clutches 46 and 47 are provided with a pressure proportional control valve 89 for increasing hydraulic pressure according to the operation magnitude of the steering lever 65, and the braking force of the clutches 46 and 47 for operation in a direction for turning on a clutch.

Description

[Detailed description of the invention] <Industrial application field> The present invention relates to a steering device for a traveling work vehicle.

<Prior Art> Conventionally, as a steering lever for a combine harvester, a device is known that operates a left or right side brake by swinging a second operating lever from side to side to operate a left or right side brake.

In addition, in the case of a passenger traveling work vehicle such as a combine harvester, a reversing shaft is installed in the transmission, and the transmission system for the forward and reverse shafts is switched to perform forward and backward operation. A friction clutch is attached, and during normal driving (forward rotation), this is locked to the transmission side and the friction clutch is activated to take the braking reaction force, and when driving in reverse, the reverse rotation input is applied to the reverse shaft in the "human" state. A mechanism has been proposed that provides reverse drive to the rotor, and this mechanism is equipped with a switching clutch that turns the reversing shaft into and out of the locked state and reversed state.

Furthermore, a mechanism has been proposed in which the sight clutch on the turning side is set to the "disengaged" state during forward running, and the friction clutch is activated to turn the vehicle, or the turning side is driven in reverse to perform a super-turn.

<Problems to be Solved by the Invention> However, in the above-mentioned mechanism, the "disengagement" operation of the left and right side clutches when turning, turning turns by braking on one side, and turning turns by reversing one side, etc. It has the disadvantage that it is operated by a separate operating system and the mechanism and operation are complicated. In addition, in order to perform these operations in a single operation, computer control must be used, which is disadvantageous in terms of cost and maintenance.

<Means for Solving the Problems> The device of the present invention that solves the above-mentioned problems includes a reversing shaft 4 for reversing the left and right running parts in the transmission 3.
1, and locks the reverse rotation shaft to the transmission 3 side or turns on the reverse transmission input. Hydraulic-controlled friction clutches 46 and 47 are provided to transmit reverse rotation to the left and right running sections, and a single steering lever 65 is provided to control the friction clutches 46 and 47 in conjunction with left and right rocking movements. In the mechanism provided on the driver's seat side, the operating system of the steering lever 65 and the friction clutches 46, 47 is operated by increasing the hydraulic pressure in response to the operation of the steering lever 65 in the left or right direction. 46
．． The clutch is characterized by being provided with a pressure proportional control valve 89 which increases the braking force of 47 and further operates the clutch in the "on" direction.

<Operation> The reverse rotation shaft 41 is connected and disconnected from the reverse rotation driving force by the switching clutch 43, or is set in a locked state on the transmission 3 side. The left and right friction clutches 46 and 47 are the reverse rotation shaft 4
1 is in the locked state, it acts as a brake to brake the forward (forward) transmission system of the traveling section, and also acts as a brake to brake the forward (forward) transmission system of the traveling section.
When the is in reverse drive, the side clutch is in the ``off'' state and acts as a brake for forward travel, and when the braking force is increased, it sequentially turns to the braking side, and at maximum braking, the braking side rotates in the reverse direction along with the reverse shaft. , completes a super-turn.

The above-mentioned operation is performed by swinging one steering lever 79 left and right to operate the pressure proportional control valve 89 according to the amount of swing from the neutral position. The braking force of the friction clutch 46 or 47 is increased in proportion to the pressure applied from the operating system. At this time, at the first position when the steering lever 79 is swung left or right from the neutral position, the left or right side clutch is in the "off" state, and the subsequent swiveling is caused by friction corresponding to the swiveling operation fee. clutch 4
The braking force of 6 or 47 is increased sequentially.

<Example> An example will be described below in detail based on the drawings. Second
The figure shows a traveling power transmission device (transmission) for traveling work that has a crawler traveling device, such as a combine harvester.
It is a sectional view showing an internal mechanism of.

An input shaft 5 is supported within the case 3, and an input pulley 6 is fixed to a protruding portion of the input shaft 5.

The other end of the input shaft 5 extends into a hydraulic continuously variable transmission 7 attached to the outside of the case 3, and the rotation of the input shaft 5 transmitted via the input pulley 6 is shifted by the hydraulic continuously variable transmission 7. and output to the output shaft 8.

The hydraulic continuously variable transmission 7 is operated by a main shift lever and is capable of continuously changing gears.

A gear 9 is fixed to an output shaft 8 supported in the case 3, and the gear shaft 1 is connected to the output shaft 1 through a gear 11 that meshes with the gear 9.
The driving force is transmitted to 2. A sub-transmission gear I3 that rotates integrally with the gear shaft 12 is attached to the gear shaft 12 so as to be slidable in the axial direction. The auxiliary transmission gear 13 is composed of gears of three different diameters for three-stage transmission, and meshes with each gear of a three-stage transmission gear 15 fixed to the transmission shaft 14.

The medium speed gear of the speed change gear 15 also meshes with the gear Is fixed to the drive shaft 16, and transmits the driving force to the drive shaft 16.

First, to explain the normal rotation (forward) transmission system, in addition to the gear 18, a gear 17 having a smaller diameter than the gear 18 is fixed to the drive shaft 16, and a center gear 20 fixed to the normal rotation shaft 19 and a gear 17 are fixed to the drive shaft 16. It matches.

Internal teeth 21.22 are formed on both left and right side surfaces of the center gear 20, and side clutch gears 23.24 engage with the inner teeth in a detachable manner. The side clutch gears 23 and 24 are equipped with a side clutch/sochi shaft 25 which is mounted on the same axis as the normal rotation shaft 19.
, 26 so as to be integrally rotatable, and by sliding left and right on the side clutch shafts 25, 26, the gears engage and disengage from the internal teeth 21, 22 of the center gear 20. Output gears 27 provided on the left and right axles 29, 30 on the left and right side wheels 23 and 24,
28 are in mesh. Therefore, the driving force of the center gear 20 is generated when the left and right side clutch gears 23, 24 have internal teeth 21°2.
2, it is transmitted to the axle 29.30.

The axles 29 and 30 extend from the case 3 in the left-right direction, and a sprocket 31 is attached to the tip thereof, and a crawler band 32 is wound around the sprocket 31.

According to the normal rotation transmission system described above, as shown in FIG.
Power is transmitted in this order to the center gear 20, side clutch gears 23, 24, output gears 27, 28, and axles 29, 30, and the aircraft moves forward.

Next, the reverse (reverse) transmission system will be explained.

The left and right sight clutch shafts 25 and 26 reach the left and right outer sides of the case 3, and reverse transmission gears 35 and 36 are respectively fixed to their protruding ends. In addition, the left and right reverse transmission gears 35, 3
6 has a support section 33.3 consisting of a bear link bearing.
4 is provided to support the side clutch shaft 25.degree. 26 and the forward rotation shaft 19 simultaneously and on the same axis.

A free rotation gear 42 rotatably supported by a reverse rotation shaft 41 meshes with the gear 18 of the drive shaft 16 . Similarly, a switching clutch 43 is pivotally supported on the reverse rotation shaft 41, and the switching clutch 43 is provided to rotate integrally with the reverse rotation shaft 41 and to be freely slidable in the axial direction. The switching clutch 43 is a dog clutch, and clutch claws are provided on both sides of the switching clutch 43, and the clutch claws that mesh with the clutch claws of the switching clutch 43 are provided inside the free rotation gear 42 and the case 3.

The switching clutch 43 is always engaged with a clutch pawl 44 on the free rotation gear 42 side or a clutch pawl 45 on the case 3 side.

The switching clutch 43 is the clutch pawl 4 of the free rotation gear 42
4, the power of the drive shaft 16 is transmitted to the reverse rotation shaft 41 via the free rotation gear 42, and when the switching clutch 43 is engaged with the clutch pawl 45, the power of the drive shaft 16 is transmitted to the reverse rotation shaft 41 through the free rotation gear 42. The rotation of 41 will be regulated.

Both ends of the reversing shaft 41 reach the outside of the case 3, and the input sides of friction clutches 46, 47 are attached to both ends. In the device of this embodiment, the friction clutches 46.47 are multi-disc clutches, and a clutch case 50.51 is formed on the outside of the friction clutches 46.47.
47 and reverse transmission gears 35, 36 are covered.

Gears 48, 49 are formed on the output side of the friction clutches 46, 47, and are meshed with the aforementioned reverse transmission gears 35, 36, respectively.

The friction clutches 46 and 47 are actuated by the pressure of a presser plate 54 fitted to the end of the reverse rotation shaft 41 so as to be slidable in the axial direction. is pressed from the outside. A piston portion 58 at the center of the outer surface of the piston 57 is fitted into a cylinder 59 formed within the clutch case 50.51, and when hydraulic pressure is applied to the cylinder 59, the piston 57 is moved to the position of the friction clutch 46.47. It is turned on and turned off when the hydraulic pressure is released.

The piston 58 is also actuated by rotating a pin lever 63 attached to the protruding end of an eccentric cam pin 61.62 inserted through the cylinder 59.
．． 47 is operated by, for example, the left and right friction clutches 46, 47.
It is used for parking brakes that operate simultaneously, or when braking while driving.

According to the above reverse transmission system, the switching clutch 43 is engaged with the free rotation gear 42 side, and the side clutch gear 23.
24 is in the off state, and the friction clutches 46 and 47 are in the on state, the drive shaft 16, gear 18, free rotation gear 42,
Switching clutch 43, reversing shaft 41, friction clutch 46°4
7. Gear 48.49, Reverse transmission gear 35.36, Side clutch shaft 25.26, Side clutch gear 23.24
, output gears 27, 28, and axles 29, 30 in this order, and the aircraft moves backward.

Next, the operation of each part when performing normal rotation operation based on the transmission 1 will be explained.

The forward and backward movement is as described above. When applying the parking brake, the switching clutch 43 is engaged with the clutch pawl 45 on the case 3 side to restrict rotation of the reversing shaft 41,
The left and right friction clutches 46 and 47 are turned on. As a result, braking force is applied to the axles 29 and 30, and the aircraft does not move. Furthermore, when the switching clutch 43 is engaged with the free rotation gear 42 in the state shown in FIG. 29.30 will be unable to rotate and will be braked. In this case, it is desirable that the gear ratios of the forward rotation transmission system and the reverse rotation transmission system are the same, and the friction clutch 46.
47 can also be used as a parking brake, eliminating the need for a special parking brake structure. This makes it possible to simplify the mechanism, reduce weight, and reduce costs.

Next, the case of making a left turn will be explained.

First, when turning to the left from the forward state already described in FIG. 1, as shown in FIG. The clutch pawl 45 is engaged. Switching clutch 4
3, the reverse rotation shaft 41 is brought into a stopped state. Here, since the right crawler is driving forward, the left crawler is rotated by the forward movement of the right crawler, and the aircraft gradually turns to the left. When the amount of operation of the operating section is increased to swing the clutch lever 52 and turn on the friction clutch 46, the left transmission system stops because the reverse rotation shaft 41 is stopped, and the left crawler stops. This allows the aircraft to perform a left turn around the left crawler. When turning to the right, the switching clutch 43 is similarly engaged with the case 3 side clutch pawl 45, the right side clutch gear 24 is disengaged, and the friction clutch 47 is engaged.

When the switching clutch 43 is engaged with the clutch pawl 45 on the case 3 side, the reverse rotation shaft is stopped, so only pivot turning is possible.

Next, we will explain the cases of turning to the left and turning to the left during low-speed driving when driving for work.Firstly, when turning to the left from the forward state already described in Fig. 1, the left side The clutch gear 23 is turned off, and the switching clutch 43 is engaged with a clutch pawl 44 provided on the free rotation gear 42 side.

By switching the switching clutch 43, the reverse rotation shaft 41 is always in a reverse rotation state.

Here, since the right crawler is driving forward, the left crawler is rotated by the forward movement of the right crawler, and the aircraft gradually turns to the left. When the amount of operation of the operation part is increased to bring the friction clutch 46 into a half-clutch state, the gear 4 on the output side
8 is stopped, the left transmission system stops, and the left crawler stops.

This allows the aircraft to perform a left turn around the left crawler. When the friction clutch 46 is fully latched by further increasing the amount of operation of the operating section, the left transmission system is connected to the reverse rotation shaft 41. Friction clutch 46. gear 48
．． Reverse transmission gear 35. Site clutch gear 23. Output gear 27. The axle 29 is configured in order to transmit reverse rotation power. As a result, the left and right crawler drive directions are reversed, and the aircraft makes a sharp turn.

With the above configuration, it is possible to extremely easily and quickly switch from a pivot turn to a super pivot turn with the same amount of operation as when driving at high speed, and the operational performance is improved. There is. Therefore, it is particularly useful when traveling for work, where detailed and quick forward rotation operations are required.

Furthermore, since the switching from a pivot turning to a super pivot turning is performed continuously by changing the clutch pressure of the friction clutches 46 and 47, there may be discontinuities in operation due to switching of the pawl clutch, or switching on and off of the pawl clutch. This has the advantage that the impact load on various parts of the mechanism during operation is extremely reduced.

Next, the speed change operation of the auxiliary transmission gear 13 and the switching operation of the switching clutch 43 will be explained. When the auxiliary transmission gear 13 is in the high-speed "on" state and the switching clutch 43 is operated to "engage" the gear 42 side, the aircraft will turn sharply. There is a risk of For the second reason, in this embodiment, when the sub-transmission gear 13 is in the high-speed "on" state, the operating lever of the switching clutch 43 and the sub-transmission lever are used together so that the switching clutch 43 does not become "on" in the reverse direction. We have adopted a mechanism that does not cause the dangers mentioned above.

As shown in FIGS. 3 to 5, the sub-shift lever 65 has a mechanism for switching between medium speed M, high speed H1, and low speed by swinging it back and forth along a lever guide 66 provided on the fuselage cover. , neutral N between each pattern
In contrast to this longitudinal shift region 66a, switching regions 66b and 66C curve to the right in a hook shape in the middle speed M region and low speed region at the front and rear ends of the shift region 66a.
is formed, and the shift lever 65 can be operated to swing in the right direction only when in the medium speed or low speed range, and when the shift lever 65 is operated in the switching range 66a or 66c, the switching clutch 43 moves to the clutch pawl 4.
4, and the reverse rotation shaft (old) is reversed.

In order to enable the above operation, the sub-shift lever 65 is
As shown in Figures (A) and (B), left and right rotation (
The upper lever 65a and the lower lever 65b are connected through a bracket 67 and a pin 68, which are gate-shaped when viewed from the side, and the lower end of the lower lever 65b is connected to the fuselage side by a pin 69. It is pivoted so that it can swing back and forth.

The upper lever 65a has a gate shape when viewed from the side,
It is inserted into a groove 71a of a bracket 71, which has a kite groove 71a in the front and back direction corresponding to the speed change area 66a on its upper surface. The lower end is pivotally supported so that it can swing left and right, and swings left and right together with the lever 65.

A lower lever 65b protrudes in the respective swing directions near the pivot portions of the lower lever 65b and the bracket 7j.
and a swinging arm 74 that swings together with the bracket 71.
76 is attached, and an operating system 77 such as a wire or rod (not shown) for operating the switching clutch 43 is directly connected to the tip of one swinging arm 74, and the gear shifting is performed as shown in FIGS. 4(A) and 5. When the lever 65 is swung to the left, the switching clutch 43 enters the reverse rotation shaft old system, and when the lever 65 is swung to the left, it becomes the ``off'' state and is activated to the case 3 side, and the reverse rotation shaft 41 is locked.

An operating system 78, such as a wire or rod (none of which is shown), is connected to the tip of the other swinging arm 7, and is connected to the operating system 78, such as a wire or rod (none of which is shown), which moves the sub-transmission gear 13 left and right to perform a gear change operation.
As shown in FIG. 5, the lever kite 66 is swung back and forth along the speed change range 66a from the medium speed range M to the low speed range,
The sub-transmission gear 13 is switched to each position.

Due to the above mechanism, the switching clutch 43 is turned on only when the sub-transmission gear 13 is in a medium-low speed position other than a high speed position.

These operation systems are mechanical operations such as rondo, wire, etc.
Can be used for both hydraulic operation via valve operation.

Next, the interlocking operation of the side clutch gears 23, 24 and the friction clutches 46, 47 described above will be explained. This operation corresponds to the left and right swinging of the steering lever 79 shown in FIGS. 1, 3, and 6. will be carried out. By the way, steering lever 79
In this embodiment, the lever is a dual-purpose lever that can raise and lower the pre-processing section of the combine by swinging back and forth, and a structural explanation of the back and forth swinging will be omitted.

The steering lever 79 is pivotally supported at its lower end by a shaft 81 so as to be able to swing left and right, and a drive lever 82 is provided at the lower end of the swing to project downward, and further below the lower end there are arms 84a on the left and right sides of the lower end.
An inverted T-shaped plate 84 having protruding portions 84b and 84b is rotatably supported by a shaft 83.

At the upper end of the plate 84, pins 86a and 86b are protruded so as to come into contact with both the left and right sides of the drive lever 82, and at the ends of each arm 84a and 84b are a sight clutch gear 23, 24 and a friction clutch 46. The proximal ends 87a and 87b of an operating system 87 consisting of a wire or rod for selectively operating the .47 are connected to each other, and both are connected together to a single operating system 87.

With the above configuration, when the steering lever 79 is swung leftward or rightward from the upright neutral position, either the left or right side clutch gear 23 or 24 is disengaged from the center gear 20 through the operation system 87 and is "disengaged." ” state and continues to oscillate, the friction clutch 46 or 4 is activated in response to the oscillation.
7 selectively performs a braking operation, and at maximum braking, the reversing shaft 41 and the friction clutch 46 or 47 are locked.

To explain the above hydraulic operation in more detail, the steering lever 79
The swinging of the pressure proportional control valve 89 shown in FIG. 7 is controlled through the operating system 87. That is, the operating system 87 is connected to one side of an L-shaped arm 92 whose bent portion is supported by the shaft 9I, and the other side of the arm 92 is connected to the pressure proportional control valve 89 according to the amount of swing of the steering lever 79. Press and slide the rod 89a,
The springs 89c, 89d inside the cylinder 89b change in size depending on the amount of slide of the rod 89a.

Among the springs 89e, the springs 89e have a small elastic coefficient;
89d.

89c and then the valve body 89f is pressed. The result-
On the next side, a hydraulic pressure corresponding to the elastic modulus and pressing load of the springs 89c to 89e is formed at each stage, and depending on the level of the hydraulic pressure, the actuating cylinder 93 of the side clutch gear 24° 23 (see Fig. 8) ) and friction clutch 4
6.47 cylinder 59 is activated.

FIG. 8 is a circuit diagram of the above-mentioned hydraulic operation system. In the steering control circuit 95 connected via the pump 94, there are the left and right friction clutch cylinders 59, 59 and the left and right "off" operation of the side clutch cylinder 93. As shown in the figure, left and right operation circuits 97a and 97b are respectively connected to a side clutch cylinder 93, and a pressure proportional control valve 89 is connected to the side clutch cylinder 93 in the middle.
There is a throttle valve 9 in each of the merging circuits.
8 and a check valve 99 are provided.

With the above circuit configuration, for example, when the steering lever 79 is operated in the left swing direction, in the process of reaching each position 7 of A-D,
At the A position, the side clutch gear 23 is in the "off" state, and from then on the springs 89e, 89 of the proportional control valve 89
d and 89c act sequentially to increase the oil pressure, and the left friction clutch 46 sequentially increases the braking force, causing a gentle left turn, a left turn with a sharp curve, a pivot turn due to the left crawler being stopped, and a super confidence turn due to the left crawler being reversed. Even when the turning state changes such as a ground turn and the steering lever 79 is swung to the right, the right side clutch gear 24 and the right friction clutch 47 act in the same manner. Reference numeral 90 represents a hydraulic operating section for the side clutch cylinder 93 and the friction clutches 46 and 47 by means of the steering lever 79.

FIG. 9 shows changes in the operating load caused by the operating position of the steering lever 79 and the springs 89e, 89d, and 89c, and the changes in the operating load mostly correspond to changes in the braking force of the friction clutches 46, 47. ing.

<Effects of the Invention> According to the present invention configured as described above, since braking and reverse switching of each of the left and right running sections are performed by a single steering lever, the configuration of the operating section is simple and operability is improved. When the aircraft turns, the pattern of turning with gentle braking on one side, turning with braking on one side (turning on a turn), and turning with a super turning on one side with reverse rotation is sequentially changed depending on the amount of swing operation of the steering lever. It has the advantage of being selectively carried out smoothly using a single steering lever.

Furthermore, even if the above-mentioned operation is made possible, the steering lever operation system does not require any changes to the conventional steering lever operation system for brake operation, and there is no need to make it more complicated, so it is economical in terms of cost. , the operating feeling is smooth in terms of changes in operating load, etc., and erroneous operations do not occur.

[Brief explanation of the drawing]

The drawings show one embodiment of the present invention; Fig. 1 is an explanatory diagram showing a part of the transmission and its operating system; Fig. 2 is a sectional view showing details of the transmission; and Fig. 3 is a plan view of the driver's seat of the combine harvester. A perspective view, FIGS. 4A and 4B are a rear view and a side view showing the structure of the gear shift lever, FIG. 5 is a plan view showing the slam of the gear lever and the lever kite, and FIG. 6 is a steering Rear view showing the structure and operation pattern of the lever,
Figure 7 is a sectional view of the pressure proportional control valve, Figure 8 is a hydraulic circuit diagram of a friction clutch and side clutch using the pressure control valve.
FIG. 9 is a diagram showing patterns during steering operation and changes in operating load. 3: Transmission old reverse shaft 43: Switching clutch 46.47 Friction clutch 65
: Steering lever 89: Pressure proportional control well diagram 'o'

Claims (1)

[Claims] 1) A reversing shaft (41) for reversing the left and right traveling parts is supported in the transmission (3), and the reversing shaft (41) is locked to the transmission (3) side or the reverse transmission input is turned on. The switching clutch (43) and the reversing shaft (41) are used to brake the left and right running sections or to the reversing shaft (41).
) are respectively provided with hydraulically controlled friction clutches (46) and (47) that transmit the reversal of the rotation speed to the left and right running parts, and the friction clutches (46) and (47) are linked with the rocking movement in the left and right direction. In a mechanism in which a single steering lever (65) to be controlled is provided on the driver's seat side, the steering lever (65) is included in the operation system of the steering lever (65) and friction clutches (46) and (47).
), the braking force of the friction clutches (46) and (47) is increased by increasing the hydraulic pressure in response to the left or right operation amount of the valve (89), and the pressure proportional control valve (89) is actuated in the clutch "on" direction. ) A steering device for a traveling work vehicle.