JPH0620689Y2 - Turning mechanism in front-wheel steering vehicle - Google Patents

Turning mechanism in front-wheel steering vehicle

Info

Publication number
JPH0620689Y2
JPH0620689Y2 JP1846887U JP1846887U JPH0620689Y2 JP H0620689 Y2 JPH0620689 Y2 JP H0620689Y2 JP 1846887 U JP1846887 U JP 1846887U JP 1846887 U JP1846887 U JP 1846887U JP H0620689 Y2 JPH0620689 Y2 JP H0620689Y2
Authority
JP
Japan
Prior art keywords
front wheel
rotary cylinder
pinion shaft
intermediate rotary
shaft
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.)
Expired - Lifetime
Application number
JP1846887U
Other languages
Japanese (ja)
Other versions
JPS63125621U (en
Inventor
三雄 矢野
Original Assignee
セイレイ工業株式会社
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 セイレイ工業株式会社 filed Critical セイレイ工業株式会社
Priority to JP1846887U priority Critical patent/JPH0620689Y2/en
Publication of JPS63125621U publication Critical patent/JPS63125621U/ja
Application granted granted Critical
Publication of JPH0620689Y2 publication Critical patent/JPH0620689Y2/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Description

【考案の詳細な説明】 (イ)産業上の利用分野 本考案は、前輪舵取り車両における旋回機構に関する。DETAILED DESCRIPTION OF THE INVENTION (a) Field of Industrial Use The present invention relates to a turning mechanism in a front-wheel steering vehicle.

(ロ)従来の技術 従来より、トラクター等の圃場内での作業性の向上、特
に旋回時の旋回半径を小さくすることを目的として、各
種形態の前輪舵取り車両における旋回機構が開発されて
いる。そして、かかる旋回機構の一形態として、前輪内
外輪作動駆動式のものがある。
(B) Conventional Technology Conventionally, various types of turning mechanisms for front-wheel steering vehicles have been developed for the purpose of improving workability in a field of a tractor or the like, and particularly reducing the turning radius when turning. As one form of such a turning mechanism, there is a front wheel inner / outer wheel actuation type.

(ハ)考案が解決しようとする問題点 しかし、従来の前輪内外輪作動駆動式の旋回機構は、以
下の問題点を有していた。
(C) Problems to be solved by the device However, the conventional front-wheel / outer-wheel actuated drive type turning mechanism has the following problems.

増速機構を機体の後方に配設したトランスミッション
内に配設しているので、前輪駆動軸の他にも伝動軸を必
要とし、走行時、車体下部の障害物等により、同伝動軸
が損傷するおそれがある。
Since the speed increasing mechanism is installed in the transmission located behind the machine, a transmission shaft is required in addition to the front wheel drive shaft, and the transmission shaft is damaged by obstacles etc. under the vehicle body during traveling. May occur.

増速機構は常噛みクラッチのため、圃場条件によって
は急激に増速してスリップし、土の持ち廻りをもたらす
ことになる。
Since the speed-up mechanism is a constant-mesh clutch, the speed may suddenly increase and slip depending on the field conditions, causing the soil to rotate around.

本考案は、上記問題点を解決することができる前輪舵取
り車両における旋回機構を提供することを目的とする。
An object of the present invention is to provide a turning mechanism in a front wheel steering vehicle that can solve the above problems.

(ニ)問題点を解決するための手段 本考案は、増速切換機構を、筒状ケーシングと、同筒状
ケーシング内に配設し、前端を前輪デフ装置と連結した
ピニオン軸と、ピニオン軸廻りに同心円的に配設した中
間回転筒と、入力側を前輪駆動軸に連結するとともに、
出力側をピニオン軸と中間回転筒の後端に連結した増速
用デフ機構と、中間回転筒を筒状ケーシングに固定・解
除する多板クラッチと、操舵機構に連動連結してピニオ
ン軸と中間回転筒の連結・解除を行うとともに、中間回
転筒を筒状ケーシングに固定・解除する摺動カム体とか
ら構成したことを特徴とする前輪舵取り車両における旋
回機構に係るものである。
(D) Means for Solving the Problems The present invention is directed to a cylindrical casing, a pinion shaft having a front end connected to a front wheel differential device, and a pinion shaft, in which a speed increasing switching mechanism is arranged in the cylindrical casing. While connecting the input side to the front wheel drive shaft and the intermediate rotary cylinder that is concentrically arranged around it,
A speed-up diff mechanism that connects the output side to the pinion shaft and the rear end of the intermediate rotary cylinder, a multi-plate clutch that locks and unlocks the intermediate rotary cylinder in a tubular casing, and a steering mechanism that is interlocked and intermediately connected to the pinion shaft. The present invention relates to a turning mechanism in a front-wheel steering vehicle, which comprises a sliding cam body for connecting / disconnecting a rotary cylinder and for fixing / releasing an intermediate rotary cylinder to a tubular casing.

(ホ)作用及び効果 上記した構成により、本考案は、以下の作用及び効果を
奏する。
(E) Operation and effects With the above-described configuration, the present invention has the following operations and effects.

前輪操舵機構に連動した摺動カム体によって徐々に多
板クラッチを作動させることができるので、増速用デフ
機構とあいまって、圃場条件に対応した左右前輪の差動
状態を得ることができる。
Since the multi-disc clutch can be gradually operated by the sliding cam body that is interlocked with the front wheel steering mechanism, the differential state of the left and right front wheels corresponding to the field conditions can be obtained together with the speed increasing differential mechanism.

ハンドル切り角の一定範囲外では、左右車輪の差が確
実な増速になり、切り始めから徐々に速度差が生じ、シ
ョックがなく、安定した旋回が可能となり、土の持ち廻
りが少なく、圃場を痛めない。
If the steering wheel turning angle is outside the certain range, the difference between the left and right wheels will increase steadily, and the speed difference will gradually occur from the beginning of turning, and there will be no shock and stable turning will be possible. Does not hurt

前輪駆動軸と増速切換機構とのジョイント部の回転が
増速されないので、騒音が少ない。
Since the rotation of the joint portion between the front wheel drive shaft and the speed increase switching mechanism is not accelerated, noise is reduced.

(ヘ)実施例 以下、添付図に示す実施例に基づいて、本考案を具体的
に説明する。
(F) Embodiment Hereinafter, the present invention will be specifically described based on an embodiment shown in the accompanying drawings.

第1図において、Aはトラクターであり、同トラクター
Aは、その前後部に、それぞれ、前輪2と後輪3とを取
付けており、かかる前輪2と後輪3は、ともに、以下に
説明する駆動機構によって駆動される。
In FIG. 1, A is a tractor, and the tractor A has a front wheel 2 and a rear wheel 3 attached to its front and rear portions, respectively, and both the front wheel 2 and the rear wheel 3 will be described below. It is driven by a drive mechanism.

即ち、第2図に示す駆動系統図において、3はエンジ
ン、4は主クラッチ、5は主変速装置、6は副変速装
置、7は後輪デフ装置であり、同デフ装置7のデフヨー
ク軸8は最終減速装置9を介して各後輪2に連動連結さ
れる。なお、10は各デフヨーク軸8の外端部に設けられ
た後輪ブレーキである。
That is, in the drive system diagram shown in FIG. 2, 3 is an engine, 4 is a main clutch, 5 is a main transmission, 6 is an auxiliary transmission, and 7 is a rear wheel differential device. Is linked to each rear wheel 2 via a final reduction gear 9. Reference numeral 10 is a rear wheel brake provided on the outer end of each differential yoke shaft 8.

なお、上記構成において、主変速装置5、副変速装置6
は、ミッションケース内に内蔵されている。
In the above structure, the main transmission device 5 and the auxiliary transmission device 6
Is built into the mission case.

また、11は前輪駆動系で、副変速装置6に歯車列12及び
自在継手13を介して連結した前輪駆動軸14と、同前輪駆
動軸14と連結した前輪デフ装置15とからなり、同前輪デ
フ装置15の各デフヨーク軸16は、歯車列17を介して前輪
1に連結され、また、前輪1は、キングピン廻りに操向
動作可能となっている。
A front wheel drive system 11 includes a front wheel drive shaft 14 connected to the auxiliary transmission 6 through a gear train 12 and a universal joint 13, and a front wheel differential device 15 connected to the front wheel drive shaft 14. Each differential yoke shaft 16 of the differential device 15 is connected to the front wheel 1 via a gear train 17, and the front wheel 1 is steerable around a kingpin.

本考案は、上記前輪駆動系11において、前輪駆動軸14と
前輪デフ装置15との間に、増速切換機構Bを設けたこと
を特徴とする。
The present invention is characterized in that, in the front wheel drive system 11, a speed-increasing switching mechanism B is provided between the front wheel drive shaft 14 and the front wheel differential device 15.

第2図を参照して、かかる増速切換機構Bの構成を詳細
に説明する。
The configuration of the speed increasing switching mechanism B will be described in detail with reference to FIG.

図中、21は前輪デフ装置15を内蔵し、かつケース揺動支
持部21aによって機体22に左右に揺動自在に支持された
フロントアクスルケースであり、同フロントアクスルケ
ース21は、その後部に、後方に向けて延出した筒状ケー
シング20の基端を突設しており、同筒状ケーシング20
は、その中途部を、上端を機枠22に固定した軸受24によ
って支持されている。
In the figure, reference numeral 21 denotes a front axle case that has a front wheel differential device 15 built-in and is swingably supported to the body 22 by a case swing support portion 21a in the left and right directions. The base end of the tubular casing 20 extending rearward is provided so as to project.
The intermediate part is supported by a bearing 24 whose upper end is fixed to the machine frame 22.

なお、25及び26は機体22の底部に設けたオイルパンとク
ラッチハウジングであり、筒状ケーシング20は、これら
に接触しないように配設される。
Reference numerals 25 and 26 denote an oil pan and a clutch housing provided at the bottom of the machine body 22, and the tubular casing 20 is arranged so as not to contact them.

また、かかる筒状ケーシング20は、その内部に、前輪デ
フ装置15から前輪駆動軸14に向けて、前端に前輪デフ装
置15の歯車列を噛合するベベルギヤ27を具備するピニオ
ン軸29と、後端を自在継手13によって前輪駆動軸14と連
動連結した増速切換機構入力軸30とを直列に配設してい
る。
Further, the tubular casing 20 has a pinion shaft 29, which has a bevel gear 27 meshing with a gear train of the front wheel differential device 15 at a front end, from the front wheel differential device 15 toward the front wheel drive shaft 14, and a rear end thereof. A speed increasing / switching mechanism input shaft 30 in which the front wheel drive shaft 14 and the front wheel drive shaft 14 are linked by a universal joint 13 is arranged in series.

また、31はピニオン軸29の略全長にわたって同心円的に
かつ相対回転自在に取付けた中間回転筒であり、同中間
回転筒31は、その前端に、軸線方向に摺動自在だがスプ
ラインによって中間回転筒31と一体回転する摺動カム体
32を取付けており、同摺動カム体32は、ドッグクラッチ
33を介して、ピニオン軸29の中途に固着したフランジ34
と着脱自在に係合している。
Further, 31 is an intermediate rotary cylinder that is concentrically and relatively rotatably attached over substantially the entire length of the pinion shaft 29.The intermediate rotary cylinder 31 is slidable in the axial direction at its front end, but it is a spline for the intermediate rotary cylinder. Sliding cam body that rotates integrally with 31
32 is attached, and the sliding cam body 32 is a dog clutch.
Flange 34 fixed in the middle of pinion shaft 29 via 33
Is detachably engaged with.

なお、摺動カム体32は枢軸35によって摺動自在に枢支し
た摺動ホーク36によって軸線方向に移動されるものであ
り、かかる揺動ホーク36は、図示しない操舵機構と連動
連結され、ドッグクラッチ33の係合離脱を行うことがで
きる。
The sliding cam body 32 is moved in the axial direction by a sliding fork 36 slidably supported by a pivot shaft 35. The swing fork 36 is interlocked with a steering mechanism (not shown) and The clutch 33 can be engaged and disengaged.

また、37は中間回転筒31の中途であって、摺動カム体32
に隣接した位置に取付けた多板クラッチであり、同多板
クラッチ37は、摺動カム体32の軸線方向移動によってス
プリング38を圧縮することによって、中間回動筒31を筒
状ケーシング20に固定し、その回転を停止することがで
きる。
Further, 37 is the middle of the intermediate rotary cylinder 31, and the sliding cam body 32
Is a multi-disc clutch attached to a position adjacent to, and the multi-disc clutch 37 fixes the intermediate rotary cylinder 31 to the tubular casing 20 by compressing the spring 38 by the axial movement of the sliding cam body 32. However, the rotation can be stopped.

また、40はピニオン軸29の後端に設けた増速用デフ機構
であり、同デフ機構40は、ピニオン軸29の後端廻りに同
心円的にかつ回転ハウジング41を取付け、同回転ハウジ
ング41の内面にピニオン軸29の軸線と直交する方向に軸
線を有するベベルギヤ42を取付け、同ベベルギヤ42の前
面と後面とをそれぞれピニオン軸29の後端に固着したベ
ベルギヤ43と中間回動筒31の後端に一体的に形成したベ
ベルギヤ44と噛合させ、さらに、回転ハウジング41の前
端に設けた内歯車部を増速切換機構入力軸30の後端に形
成した外歯車部と噛合させることによって構成してい
る。
Further, 40 is a speed increasing diff mechanism provided at the rear end of the pinion shaft 29, and the diff mechanism 40 concentrically and rotationally mounts a rotary housing 41 around the rear end of the pinion shaft 29. A bevel gear 42 having an axis line in the direction orthogonal to the axis line of the pinion shaft 29 is attached to the inner surface, and the front and rear surfaces of the bevel gear 42 are fixed to the rear end of the pinion shaft 29, respectively, and the rear end of the intermediate rotation cylinder 31. To be engaged with a bevel gear 44 formed integrally with the rotary housing 41, and further, an internal gear portion provided at the front end of the rotary housing 41 is made to mesh with an external gear portion formed at the rear end of the speed increasing switching mechanism input shaft 30. There is.

ついで、上記構成を有する増速切換機構Bの作用につい
て説明する。
Next, the operation of the speed increasing switching mechanism B having the above configuration will be described.

エンジン3を始動し、主クラッチ4を接続すると、エン
ジン3の動力は、主クラッチ4、主変速装置5、副変速
装置6、後輪デフ装置7及び最終減速装置9を介して各
後輪2へ伝達される。
When the engine 3 is started and the main clutch 4 is connected, the power of the engine 3 passes through the main clutch 4, the main transmission device 5, the auxiliary transmission device 6, the rear wheel differential device 7 and the final reduction gear device 9 to the rear wheels 2 respectively. Transmitted to.

一方、副変速装置6から前輪駆動軸14,増速切換機構
B、前輪デフ装置15を介して各前輪1へ伝達されるの
で、トラクターAは、この前輪1及び後輪2の四輪を駆
動輪として走行することになる。
On the other hand, since it is transmitted from the auxiliary transmission 6 to each front wheel 1 via the front wheel drive shaft 14, the speed increase switching mechanism B, and the front wheel differential device 15, the tractor A drives the four wheels of the front wheel 1 and the rear wheel 2. It will run as a wheel.

しかして、直進走行時には、前輪1と後輪とを同じ速度
で駆動されることになるが、これを駆動系統説明図を参
照して説明すると、以下の如くなる。
Then, when traveling straight ahead, the front wheels 1 and the rear wheels are driven at the same speed, which will be described below with reference to the drive system explanatory diagram.

即ち、操舵機構は揺動ホーク36を作動する程度には操舵
されていないので、多板クラッチ37は作動しておらず、
中間回転筒31は筒状ケーシング21に固定されておらず、
一方、ドッグクラッチ33によって中間回転筒31はピニオ
ン軸29に一体的に連結された状態にある。
That is, since the steering mechanism is not steered to the extent that the swing fork 36 is activated, the multi-plate clutch 37 is not activated,
The intermediate rotary cylinder 31 is not fixed to the tubular casing 21,
On the other hand, the intermediate rotating cylinder 31 is integrally connected to the pinion shaft 29 by the dog clutch 33.

そのため、前輪駆動軸14の回転は、増速切換機構入力軸
30から回転ハウジング41に伝達されるが、ベベルギヤ4
2,ベベルギヤ43,ピニオン軸29,ベベルギヤ44,中間
回転筒31は、前輪駆動軸14と同一速度で回転し、その
後、前輪デフ装置15及び前輪ヨーク軸16を介して前輪1
に伝達されることになる。
For this reason, the rotation of the front wheel drive shaft 14 depends on the speed increase switching mechanism input shaft.
Transmitted from 30 to the rotary housing 41, but the bevel gear 4
2, the bevel gear 43, the pinion shaft 29, the bevel gear 44, and the intermediate rotary cylinder 31 rotate at the same speed as the front wheel drive shaft 14, and then the front wheel 1 via the front wheel differential device 15 and the front wheel yoke shaft 16.
Will be transmitted to.

一方、操舵機構が揺動ホーク36を作動する程度に操舵さ
れると、多板クラッチ37が作動し、中間回転筒31は筒状
ケーシング21に固定されることになるとともに、ドッグ
クラッチ33の離脱によって、ピニオン軸29と中間回転筒
31との連結は解除されることになる。
On the other hand, when the steering mechanism is steered to the extent that the swing hawk 36 is operated, the multi-plate clutch 37 is actuated, the intermediate rotary cylinder 31 is fixed to the tubular casing 21, and the dog clutch 33 is disengaged. Depending on the pinion shaft 29 and the intermediate rotary cylinder
The connection with 31 will be released.

そのため、前輪駆動軸14の回転は、増速切換機構入力軸
30から回転ハウジング41に伝達されるが、ベベルギヤ42
→ベベルギヤ43→ピニオン軸29→フロントアクスルケー
ス21の伝達経路のみが活きており、これと、回転ハウジ
ング41との相対回転によって、差動歯車機構を形成し、
ピニオン軸29は、前輪駆動軸14の2倍の速度で回転し、
その後、前輪デフ装置15及び前輪ヨーク軸16を介して前
輪1に伝達されることになる。
For this reason, the rotation of the front wheel drive shaft 14 depends on the speed increase switching mechanism input shaft.
Transmitted from the rotary housing 41 to the bevel gear 42
→ Bevel gear 43 → Pinion shaft 29 → Only the transmission path of the front axle case 21 is active, and the relative rotation between this and the rotary housing 41 forms a differential gear mechanism,
The pinion shaft 29 rotates at twice the speed of the front wheel drive shaft 14,
After that, it is transmitted to the front wheels 1 via the front wheel differential device 15 and the front wheel yoke shaft 16.

従って、トラクターAは小旋回半径でスリップを生じる
ことなく、旋回することができる。
Therefore, the tractor A can turn at a small turning radius without slipping.

また、上記構成において、増速切換機構Bを除いて他の
構成要素は標準仕様であるため、小旋回可能な旋回機構
を容易かつ安価に構成でき、後付け(オプション)も容
易となる。また、フロントアクスルケース21後方に増速
切換機構Bを配設したため、余計な伝動部を不用とする
ことができ、走行の障害とならない。さらに、前方に増
速切換機構Bを有するため、前後重量バランスが良好と
なり、旋回中心が従来より前方にくるため、旋回半径を
小さくすることができる。
Further, in the above-mentioned configuration, since the other components except the speed-increasing switching mechanism B have standard specifications, a swivel mechanism capable of small swiveling can be easily and inexpensively configured, and retrofitting (option) is also easy. Further, since the speed-increasing switching mechanism B is arranged behind the front axle case 21, it is possible to eliminate an unnecessary transmission portion, which does not hinder traveling. Further, since the speed increasing / switching mechanism B is provided on the front side, the weight balance between the front and the rear is improved, and the center of turning comes to the front side as compared with the conventional case, so that the turning radius can be reduced.

【図面の簡単な説明】[Brief description of drawings]

第1図は本考案に係る旋回機構を具備する前輪舵取り車
両の側面図、第2図は駆動系統図、第3図は旋回機構の
拡大構造説明図である。 図中、 A:トラクター B:増速切換機構 14:前輪駆動軸 15:前輪デフ装置 20:筒状ケーシング 21:フロントアクスルケース 22:機体 29:ピニオン軸 31:中間回転軸 32:摺動カム体 22:機体 37:多板クラッチ 40:増速用デフ機構
FIG. 1 is a side view of a front wheel steering vehicle including a turning mechanism according to the present invention, FIG. 2 is a drive system diagram, and FIG. 3 is an enlarged structural explanatory view of the turning mechanism. In the figure, A: tractor B: speed increase switching mechanism 14: front wheel drive shaft 15: front wheel differential device 20: tubular casing 21: front axle case 22: machine body 29: pinion shaft 31: intermediate rotary shaft 32: sliding cam body 22: Aircraft 37: Multi-plate clutch 40: Speed increasing diff mechanism

Claims (1)

【実用新案登録請求の範囲】[Scope of utility model registration request] 【請求項1】増速切換機構(B)を、筒状ケーシング(20)
と、同筒状ケーシング(20)内に配設し、前端を前輪デフ
装置(15)と連結したピニオン軸(29)と、ピニオン軸(29)
廻りに同心円的に配設した中間回転筒(31)と、入力側を
前輪駆動軸(14)に連結するとともに、出力側をピニオン
軸(29)と中間回転筒(31)の後端に連結した増速用デフ機
構(40)と、中間回転筒(31)を筒状ケーシング(20)に固定
・解除する多板クラッチ(37)と、操舵機構に連動連結し
てピニオン軸(29)と中間回転筒(31)の連結・解除を行う
とともに、中間回転筒(31)を筒状ケーシング(20)に固定
・解除する摺動カム体(32)とから構成したことを特徴と
する前輪舵取り車両における旋回機構。
1. A speed increasing switching mechanism (B) is provided in a tubular casing (20).
A pinion shaft (29) having a front end connected to the front wheel differential device (15), and a pinion shaft (29).
Connect the input side to the front wheel drive shaft (14) and the output side to the pinion shaft (29) and the rear end of the intermediate rotary cylinder (31) with the intermediate rotary cylinder (31) arranged concentrically around The speed increasing diff mechanism (40), the multi-disc clutch (37) for fixing and releasing the intermediate rotary cylinder (31) to the tubular casing (20), and the pinion shaft (29) linked to the steering mechanism. A front wheel steering characterized by comprising a sliding cam body (32) for connecting and disconnecting the intermediate rotary cylinder (31) and for fixing and releasing the intermediate rotary cylinder (31) in the tubular casing (20). A turning mechanism in a vehicle.
JP1846887U 1987-02-10 1987-02-10 Turning mechanism in front-wheel steering vehicle Expired - Lifetime JPH0620689Y2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP1846887U JPH0620689Y2 (en) 1987-02-10 1987-02-10 Turning mechanism in front-wheel steering vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP1846887U JPH0620689Y2 (en) 1987-02-10 1987-02-10 Turning mechanism in front-wheel steering vehicle

Publications (2)

Publication Number Publication Date
JPS63125621U JPS63125621U (en) 1988-08-16
JPH0620689Y2 true JPH0620689Y2 (en) 1994-06-01

Family

ID=30812166

Family Applications (1)

Application Number Title Priority Date Filing Date
JP1846887U Expired - Lifetime JPH0620689Y2 (en) 1987-02-10 1987-02-10 Turning mechanism in front-wheel steering vehicle

Country Status (1)

Country Link
JP (1) JPH0620689Y2 (en)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0632438Y2 (en) * 1987-04-10 1994-08-24 三菱農機株式会社 Four-wheel drive agricultural tractor

Also Published As

Publication number Publication date
JPS63125621U (en) 1988-08-16

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