JPH0640056Y2 - Traveling transmission - Google Patents

Description

[Detailed Description of the Invention] (a) Field of Industrial Application The present invention relates to a traveling transmission equipped with an HST transmission.

(B) Prior art In the case of a traveling transmission equipped with an HST type transmission,
By returning the swash plate angle operating shaft of the hydraulic pump of the variable speed transmission to the neutral position, a braking action (so-called dynamic brake) can be generated in the hydraulic motor, and the aircraft is stopped using this principle. ing.

(C) Problems to be solved by the invention The conventional device has an advantage that the traveling brake device can be eliminated by using the dynamic brake of the HST transmission. However, there is a demand for such a continuously variable transmission capable of continuously variable transmission in a wide range of vehicles from small to large. Since the vehicle weight is light and the body is small in a small vehicle, the dynamic brake alone can sufficiently stop the body. Although it is possible to make a small turn by steering operation, there is a limit in a large vehicle, and the HST type transmission device may be damaged.

(D) Means for Solving the Problems The present invention also serves as a traveling transmission mounted on vehicles ranging in size from small to large, and is configured so that the aforementioned problems can be solved by simply replacing a few parts. The axle cases 1L and 1R are provided with axle case portions 1a and 1b, and the axles 23L and 23R are projected from the end faces of the axle cases 1L and 1R, respectively.
In a traveling transmission that drives the axles 23L and 23R with HST type transmission H attached to 1L and 1R, flange portions 1c and 1d are formed on the end faces of the axle case portions 1a and 1b, and the flange portions 1c and 1d are formed.
Forming friction plate fitting parts 23a and 23b on the outer periphery of the axles 23L and 23R with a more appropriate distance, and the axles 23L and 23R and the flange portion 1c.
Steering brake device 33L that can be operated independently and integrally with 1d
33R or the sealing member 43 is replaceably attached.

Further, in the traveling transmission equipped with the steering brake devices 33L and 33R, the HST type transmission H is returned to the neutral state only when both steering operation means are simultaneously operated in the steering operation direction. The mechanism consists of brake operating means and HST
It is interposed between the speed change device H and the speed change operation means.

(E) Embodiment of the Invention The purpose of the present invention is as described above, and the structure of the present invention will be described based on the structure of the embodiment shown in the accompanying drawings.

FIG. 1 is a front sectional view of the axle case of the present invention. FIG. 2 is a partial front cross-sectional view showing a state in which the steering braking device is removed and a sealing member is also attached. FIG. 3 is a schematic diagram showing the control system of the present invention.

1L of the 1L and 1R axle cases that are divided into two parts
The spacer 2 is fixed to the upper end of the side, the HST transmission H is placed on the upper surface of the spacer 2, the output shaft 3 of the HST transmission H is projected into the spacer 2, and the output shaft 3 is protruded. The pinion shaft 4 is externally fitted to 3 to transmit power. By replacing the spacer 2 with a spacer having a different height, it becomes possible to adjust the position of the pulley fixedly mounted on the input shaft (not shown) of the HST transmission H. The height or angle can be matched with the pulley fixedly mounted on the output shaft of the engine whose position changes depending on the size, and the power transmission can be smoothed.

The pinion 4a at the lower end of the pinion shaft 4 meshes with a bevel gear 6 on the input shaft 5, and a brake drum 7 of a parking brake device is fixed to one end of the input shaft 5 to rotate a brake lever 9 protruding from a cover 8. By doing so, the brake shoe is brought into contact with the brake drum 7 for braking.

The fixed gear 10 on the input shaft 5 is the first counter shaft.
It meshes with a loosely fitting gear 12 on 11 and the loosely fitting gear 12 meshes with a fixed gear 14 on a second counter shaft 13. The fixed gear 15 on the second counter shaft 13 meshes with the differential ring gear 16 to transmit power to the axles 23L and 23R.

The differential ring gear 16 is sandwiched and fixed to the outside of the differential gear cases 19a and 19b, and the differential bevel shaft 17 is sandwiched and fixed to the inside of the differential gear cases 19a and 19b. Then, the bevel gear 20 is loosely fitted on the differential bevel shaft 17,
Bevel gear with spline fitting on the ends of axles 23L and 23R on 20
21 and 22 are meshed.

A disc-shaped diff lock device A is provided between the axle 23L and the diff gear case 19a, and a clutch plate 25 is fixedly mounted on a boss 24 fitted onto the axle 23L, and an axle case is formed.
By rotating the diff lock arm 26 that projects laterally from the lower part of the 1L, the cam plate 29 rides on the ball 30 and is pushed, pushing the piston plate 27 through the bearing 31 and locking the axle 23L and the diff gear case 19a. Is done. Therefore, the differential gear case 19a and the bevel gear 21 are locked, and the bevel gears 20 and 22 are also locked by the differential gear cases 19a and 19b and the axle shafts 23L and 23R are locked and are rotated at the same speed.

Further, the steering brake devices 33L and 33R are detachably attached to both ends of the axle case portions 1a and 1b protruding laterally from the lower portions of the axle cases 1L and 1R, and are attached to a relatively large vehicle. That is, the brake cases 34L and 34R of the steering brake devices 33L and 33R are fixed to the flange portions 1c and 1d of the axle case portions 1a and 1b with bolts 35 and 35, and the axles inside the brake cases 34L and 34R are fixed. 23L ・ 23R friction plate mating part 23
Brake discs 39, 39 ... are fitted on a and 23b, and steering covers, levers 36L and 36R, cams 37L and 37R, balls 42 and 42 are attached to the brake covers 32L and 32R, and the brake case 34 is attached.
It is fixed to L / 34R with bolts 38/38. The steering brake levers 36L and 36R are connected to operation means such as steering levers and pedals provided in the driver's seat via wires or the like.

Brake cases 34L and 34R have friction plate fitting portions 23a and 23b.
Since an opening having a diameter slightly larger than the outer diameter is formed, the steering brake devices 33L and 33R can be easily removed by removing the bolts 38 and 38. Since the dynamic brake of the HST transmission H is sufficient for a relatively small vehicle, the traveling transmission shown in FIG. 2 with the steering brake removed is used. At this time, the axle case 1a
The oil seal 43, which is a sealing member, is closely attached between the inner circumference of the flange portion 1c and 1d of 1b and the outer circumference surface of the axles 23L and 23R.

Further, a return pipe 40 is provided at the lower end of the axle case 1L to return the leaked oil of the HST transmission into the axle case 1, and a strainer 41 is attached to the side surface of the central portion of the axle case 1R to open the opening. The lubricating oil in the axle case 1 is sucked from 1e to clean the lubricating oil, and the working oil is supplied to the HST transmission H from the communication hole 1f through the pipe.

Next, as shown in FIG. 3, a forced return mechanism for returning the HST transmission H to a neutral state and a diff lock operation mechanism will be described.

Steering pedal 50L / 5 that operates the steering brake device 33L / 33R
As is well known as 0R, each boss part is loosely fitted and supported by one support shaft, and connected to the steering brake levers 36L and 36R via the connecting rods 52L and 52R to the arms 51L and 51R fixed to the boss part. To be done. 53 is a brake return spring.

Switches 54 and 54 are arranged near the respective arms 51L and 51R, and are configured to be turned "ON" by the swing of the arms 51L and 51R by depressing the steering pedals 50L and 50R. It is connected in series.

On the other hand, an arm 56 is fixed to the transmission lever 55 for changing the swash plate angle of the hydraulic pump in the HST transmission H so as to integrally swing. A pin 57 is planted on the arm 56, and a cam plate 58 is arranged at a lower position of the pin 57. The cam plate 58 is provided with a slope on both sides thereof facing the pin 57, and is provided with a recessed portion in the center thereof to the extent that the pin 57 can project.

The solenoid 59 moves the cam plate 58 forward and backward. As the solenoid 59, a movable rod inside is always urged by a spring in a direction of retracting.

When the switch 54 is turned "ON" by depressing both steering pedals 50L and 50R, the solenoid 59 is driven and the cam plate 58 is driven.
When the lever 55 is in the shift position, the pin 57
Contacts the slope of the cam plate 58, and the cam plate 58 continues to advance further, forcibly rotating the arm 56 and the lever 55, and the pin 57
The lever 55 is placed in the neutral position N by falling into the recess.

By depressing both steering pedals 50L and 50R in this way, HS
Since the T-type transmission H is placed in the neutral state, the airframe can be stopped quickly without stopping the engine. Further, since the switch 54 is connected in series, the solenoid 59 is not driven by the steering operation of one of the switches, so that the gear shift speed of the HST transmission H can be made through the diff action so that the brake can be turned in a small turn.

Further, in this embodiment, when the disc type differential lock device A is used, when the steering brake devices 33L and 33R are simultaneously actuated, the clutch plate 25 of the HST type transmission device H is returned until it returns to the neutral position. May slip and be damaged, so if both steering operations are performed during diff lock, it is necessary to return to the unlocked state or to prevent the diff lock from working during both steering operations. The structure is attached.

That is, as shown in FIG. 3, a return spring 60 for returning to the unlocked state is locked to the diff lock arm 26, and one end of the connecting rod 61 is connected. Reference numeral 62 denotes a relay link, a recess 62a is formed in the center thereof, a connecting rod 61 is connected to one end thereof, and a connecting rod 63 connected to a diff lock lever 64 is connected to the other end thereof.

It is a fulcrum roller body 65 that can be freely fitted into the recess 62a of the relay link 62, and is moved forward and backward by a solenoid 66. The solenoid 66 is one in which the movable rod inside is always biased by a spring so as to advance, and is incorporated in series in the electric circuit of the switch 54 of the steering pedals 50L and 50R.

Therefore, the solenoid 66 is not driven only by operating the steering pedals 50L and 50R or by operating one of the steering pedals, and the fulcrum roller body 65 is fitted in the recess 62a of the relay link 62 while it is advanced. As a fulcrum, the relay link 62 can swing, and the diff lock operation of the diff lock lever 64 can be transmitted to the diff lock arm 26 via the connecting rod 63, the relay link 62, and the connecting rod 61.

When both steering pedals 50L and 50R are operated, both switches 54 are turned on, the solenoid 66 is driven, and the relay link 62
Since the fulcrum roller body 65 retreats in the direction away from the concave portion 62a of the relay link 62, it becomes impossible for the relay link 62 to swing about the concave portion 62a as a fulcrum, and when this occurs in the diff lock state, the diff lock arm 26 causes the return spring to return. By being biased by 60, the relay link 62 swings around the connecting portion of the connecting rod 63 as a fulcrum, and the diff lock arm 26 is returned to the unlocked state.

Further, even if the diff lock lever 64 is operated in the diff lock direction, the relay link 62 only swings around the connecting portion of the connecting rod 61 as a fulcrum and is not transmitted to the diff lock arm 26.

For the above configuration, switch 54, solenoid 59
-Although it was composed of an electric circuit using 66, it is also possible to construct it by mechanical link interlocking.

(F) Action of the device With such a configuration, the steering brake devices 33L and 33R rotate the steering brake levers 36L and 36R, and the cams 37L and 37R are pressed, and the steering brake devices 33L and 33R are pushed onto the axles 23L and 23R. The brake discs 39, 39 ... Spline-fitted to each other are pressed against the brake pads to brake one of the axles so that steering can be performed.

Therefore, the other axle is the HST due to the action of the differential gear device.
The rotation from the variable speed transmission H can be doubled to perform steering with a small turn in addition to the steering operation.

When stopping the aircraft, by turning both brake levers 36L and 36R, braking is applied to both axles 23L and 23R, and the HST transmission H is set to the neutral position, and the dynamic brake is applied to the axles 23L and 23R. It can be given and stopped immediately.

Further, when mounting on a small vehicle with a relatively compact body and light weight, as shown in FIG. 2, the bolts 35, 35 ... Are removed to easily remove the steering braking devices 33L, 33R.
The steering of the airframe is performed by the steering operation and the dynamic brake of the HST transmission H is used to stop the airframe.

(G) Effect of the Invention With the above-mentioned configuration, the present invention has the following effects.

First, since the steering brake device can be easily attached to and detached from the axle case portion, the steering brake device can be retrofitted, and it is easy to attach the steering brake device to the axle case according to the vehicle type. It became possible to choose.

Secondly, since the steering brake device can be attached to and detached from the axle case, maintenance and the like can be easily performed without disassembling the axle case.

Thirdly, in the steering brake device, since the forced return mechanism for returning the HST transmission to the neutral state is provided only when both brake operating means are simultaneously operated in the steering action direction, the steering brake device is provided. It was possible to stop the aircraft quickly by using both the braking by and the dynamic brake of the HST transmission.

[Brief description of drawings]

FIG. 1 is a front sectional view of the axle case of the present invention. FIG. 2 is a partial front cross-sectional view of the state in which the steering brake device is also removed. FIG. 3 is a schematic diagram showing the control system of the present invention. H …… HST transmission 1L ・ 1R …… Axle case 1a ・ 1b …… Axle case 1c ･ 1d …… Flange 23a ・ 23b …… Fit part 23L ・ 23R …… Axle 33L ・ 33R …… Steering Brake device

Claims (2)

[Scope of utility model registration request] [Claim 1] Axle case 1L and 1R to axle case 1a
HST type transmission H equipped with 1b, axles 23L and 23R protruding from the respective end faces, and attached to axle cases 1L and 1R
In the traveling transmission that drives the axles 23L and 23R, the flange portions 1c and 1d are formed on the end faces of the axle case portions 1a and 1b,
Axle 23L with an appropriate distance from the flanges 1c and 1d
・ Friction plate fitting parts 23a ・ 23b are formed on the outer periphery of 23R, and the axle 23L ・
A traveling transmission device characterized in that a steering brake device 33L / 33R capable of independent / integral operation or a sealing member 43 is replaceably mounted between the 23R and the flange portion 1c / 1d. 2. A traveling transmission equipped with the steering brake devices 33L and 33R, wherein the HST transmission H is set to a neutral state only when both steering operation means are simultaneously operated in the steering operation direction. 2. The traveling transmission according to claim 1, wherein the forced return mechanism for returning is interposed between the brake operating means and the shift operating means of the HST transmission H.