JPH0739723Y2 - Traveling power transmission device in mobile agricultural machinery - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION <Industrial Application Field> The present invention relates to a traveling power transmission device in a mobile agricultural machine.

<Prior Art> As a crawler traveling device for a mobile agricultural machine, there is known a crawler traveling device that steers the right and left crawler driving directions in a forward or reverse direction.

In the transmission mechanism of such a traveling device, as in the invention described in Japanese Patent Publication No. 57-60988, for example, when switching between forward and reverse rotation, the rotation of the left and right axles is switched by the engagement / disengagement operation of the dog clutch. ing.

<Problems to be Solved by the Invention> However, in the above device, since the dog clutch for switching is located at a position far from the axle, switching is performed in a high-speed rotation state before deceleration. Therefore, there is a drawback that the impact applied to the dog clutch at the time of switching becomes strong and the life of the dog clutch and other components is shortened.

When the dog clutch is switched to the braking state,
Since it can be used only as a parking brake and cannot be used as a braking brake during traveling because it is a dog clutch, there is also a problem that it is necessary to separately provide a braking brake device.

<Means for Solving the Problems> The present invention for solving the above-mentioned problems is based on the drive shaft 16
The center gear 20 of the steering shaft 19 and the center gear
In a mobile agricultural machine that is transmitted to the left and right axles 29, 30 through the left and right side clutch gears 23, 24 that engage and disengage with the 20, between the drive shaft 16 and the steering shaft 19, provided at both ends thereof. An intermediate shaft 41 interlocking with the left and right side clutch gears 23, 24 via left and right friction clutches 46, 47 is provided, and the intermediate shaft 41 is rotated by a switching clutch 43 by receiving power from the drive shaft 16 to rotate the axle 29. It is characterized in that it is configured to switch between a state in which the wheels 30 and 30 are rotated in the reverse direction and a state in which the axles 29 and 30 are fixed to the case so that they cannot be rotated and are braked.

<Operation> The power of the drive shaft 16 is the center gear 20 provided on the steering shaft 19.
Be transmitted to. Side clutch gear for center gear 20
23 and 24 disengage and transmit power to the left and right axles 29 and 30.
By separately engaging and disengaging the side clutch gears 23 and 24, the left and right sides can be separately transmitted. Further, power is transmitted from the drive shaft 16 to the intermediate shaft 41 via the switching clutch 43, and the power of the intermediate shaft 41 is applied to the friction clutches provided at both ends.
It is transmitted to the side clutch gears 23, 24 by 46, 47. Further, when maintaining one or both of the axles 29, 30 in the braking state, one or both of the side clutch gears 23, 24 are disengaged to switch the switching clutch 43 to the side where the intermediate shaft 41 is fixed, and friction Engage one or both clutches 46, 47. As a result, it becomes possible for the aircraft to move backward or turn to the ground.

Next, after switching the switching clutch 43 to the intermediate shaft 41 rotation side,
If the same operation as described above is performed, the axles 29, 30 are reversed by the rotational force of the intermediate shaft 41.

<Example> Hereinafter, one example will be described in detail with reference to the drawings. First
The drawing is a cross-sectional view showing an internal mechanism of a traveling power transmission device 1 of a mobile agricultural machine having a crawler traveling device such as a combine.

An input shaft 5 is supported in 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 the hydraulic continuously variable transmission 7 attached to the outside of the case 3, and is transmitted through the input pulley 6 to the input shaft 5.
Is rotated 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 gear shift lever so that the gear can be continuously changed.

A gear 9 is fixed to an output shaft 8 supported in the case 3, and a driving force is transmitted to a gear shaft 12 via a gear 11 meshing with the gear 9. An auxiliary transmission gear 13 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 sub-transmission gear 13 is composed of gears of three different diameters for performing three-speed shifting, and meshes with each gear of the three-speed transmission gear 15 fixed to the transmission shaft 14.

The medium speed gear of the transmission gear 15 meshes with a gear 18 fixed to the drive shaft 16 and transmits the drive force to the drive shaft 16.

First, the forward (forward) transmission system will be described. In addition to the gear 18, a gear 17 having a diameter smaller than that of the gear 18 is fixed to the drive shaft 16 and a center gear 20 and teeth which are fixed to the steering shaft 19. I am fit.

Inner teeth 21 and 22 are formed on both left and right side surfaces of the center gear 20, and side clutch gears 23 and 24 mesh with each other in a disengageable manner. The side clutch gears 23 and 24 are integrally and slidably attached to side clutch shafts 25 and 26 that are mounted on the steering shaft 19 on the same axis center, and can slide left and right on the side clutch shafts 25 and 26. As a result, the meshing with the inner teeth 21, 22 of the center gear 20 is disengaged. Output gears 27, 28 provided on the left and right axles 29, 30 mesh with the left and right side clutch gears 23, 24, respectively. Therefore, the driving force of the center gear 20 is transmitted to the axles 29, 30 when the left and right side clutch gears 23, 24 are engaged with the inner teeth 21, 22. The axles 29, 30 extend in the left-right direction from the case 3, and have a sprocket 31 attached to the tip thereof, and the sprocket 31 has a crawler belt 32.
Is wrapped around.

According to the above normal rotation transmission system, as shown in FIG. 2, the side clutch gears 23 and 24 are set to the engaged state, and the friction clutches 46 and 47 are set.
When turned off, drive shaft 16, gear 17, center gear 2
0, side clutch gear 23, 24, output gear 27, 28, axle 29,
Power is transmitted in the order of 30, and the aircraft moves forward.

Next, the reverse (reverse) transmission system will be described. The left and right side clutch shafts 25 and 26 reach the left and right outer sides of the case 3,
Reverse rotation transmission gears 35 and 36 are fixed to the protruding ends, respectively. Further, inside the left and right reverse rotation transmission gears 35 and 36, there are provided support portions 33 and 34 composed of bare link bearings, which support the side clutch shafts 25 and 26 and the steering shaft 19 simultaneously and on the same axial center. ing. Steering shaft 19 and left and right side clutch shafts 2
The load applied to 5, 26 is applied from the center gear 20, the side clutch gears 23, 24, and the reverse transmission gears 35, 36, but
By providing 33, 34 in the vicinity of the reverse rotation transmission gears 35, 36, the reverse rotation transmission gears 35, 36 for the side clutch shafts 25, 26 can be provided.
The bending moment applied from can be reduced.
Similarly, the positions of the supporting portions 33 and 34 are set to the side clutch gear 2
3, 24 and the reverse rotation transmission gears 35, 36, and the side clutch gear 23, the reverse rotation transmission gear 35, and the side clutch gear 24 and the reverse rotation transmission gear 36, which are substantially equidistant from each other. By comparison, the steering shaft 19 and side clutch shafts 25, 26
There is an advantage that the flexure and the distortion that occur in 1 are uniformized and reduced.

Further, since the reverse rotation transmission gears 35 and 36 are provided outside the case 3, the gear diameter can be increased to increase the reduction ratio, and the friction clutches 46 and 47 output to the reverse rotation transmission gears 35 and 36 can be increased. It is possible to reduce the allowable amount of transmission torque. Therefore, a small friction clutch can be used, and the traveling power transmission device 1 can be reduced in weight and size.

On the other hand, a free rotation gear 42, which is rotatably supported by an intermediate shaft 41, meshes with the gear 18 of the drive shaft 16. Similarly, a switching clutch 43 is rotatably supported by the intermediate shaft 41.
43 is provided so as to rotate integrally with the intermediate shaft 41 and to be slidable in the axial direction. The switching clutch 43 is a dog clutch, and clutch pawls are provided on both sides of the switching clutch 43. The clutch pawls that mesh with the clutch pawls 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 the clutch pawl 44 on the free rotation gear 42 side or the clutch pawl 45 on the case 3 side.

When the switching clutch 43 is engaged with the clutch pawl 44 of the free rotation gear 42, the power of the drive shaft 16 is changed to the free rotation gear.
When the changeover clutch 43 is transmitted to the intermediate shaft 41 via 42 and the switching clutch 43 is engaged with the clutch pawl 45, the rotation of the intermediate shaft 41 is restricted.

Both ends of the intermediate shaft 41 reach the outside of the case 3, and the input sides of the friction clutches 46 and 47 are attached to the both ends. The friction clutches 46, 47 are multi-disc clutches in the device of this embodiment, and clutch cases 50, 51 are provided outside the friction clutches 46, 47.
Is formed, the friction clutches 46, 47 and the reverse transmission gear 35,
36 are covered.

Gears 48 and 49 are formed on the output side of the friction clutches 46 and 47,
The above-mentioned reverse rotation transmission gears 35 and 36 are meshed with each other. Clutch levers 52 and 53 are swingably provided outside the clutch cases 50 and 51, and the friction clutches 46 and 47 are turned on and off by the swinging operation of the clutch levers 52 and 53.

According to the above reverse rotation transmission system, as shown in FIG. 3, the switching clutch 43 is engaged with the free rotation gear 42 side, the side clutch gears 23 and 24 are disengaged, and the friction clutches 46 and 47 are engaged. If so, the drive shaft 16, the gear 18, the free rotation gear 42,
Switching clutch 43, intermediate shaft 41, friction clutches 46, 47, gear 4
Power is transmitted in the order of 8,49, reverse rotation transmission gears 35 and 36, side clutch shafts 25 and 26, side clutch gears 23 and 24, output gears 27 and 28, and axles 29 and 30, and the machine body moves backward.

Next, the operation of each part when the steering operation is performed based on the traveling power transmission device 1 will be described. The forward and backward movement is as described above. When applying the parking brake, as shown in FIG. 4, the switching clutch 43 is engaged with the clutch pawl 45 on the case 3 side to restrict the rotation of the intermediate shaft 41, and the left and right friction clutches 46, 47 are engaged. And As a result, braking force acts on the axles 29, 30 and the body does not move. When the switching clutch 43 is engaged with the free rotation gear 42 side in the state shown in FIG. 2, rotational force is applied to the drive shaft 16 from the forward rotation transmission system and the reverse rotation transmission system in the opposite directions, and the axle 29,3
0 means that it cannot rotate and is 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 clutches 46 and 47 can be used as parking brakes, so that no special parking brake structure is required.

Next, the case of turning to the left will be described. FIG. 5 shows a transmission system in a left turn turning operation in a high speed traveling state such as when traveling on a road.

First, in the case of turning to the left side from the forward movement state already described in FIG. 2, as shown in FIG. 5, the left side clutch gear
23 is disengaged, and the switching clutch 43 is engaged with the clutch pawl 45 provided on the case 3 side. The switching of the switching clutch 43 brings the intermediate shaft 41 into a stopped state. 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 operation amount of the operation portion is increased to swing the clutch lever 52 to put the friction clutch 46 into the on state, the left transmission system is stopped and the left crawler is stopped because the intermediate shaft 41 is stopped. As a result, the aircraft can make a left turn with the left crawler as the center. When turning to the right, the switching clutch 43 is similarly engaged with the case 3 side clutch pawl 45, and 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 intermediate shaft 41 is stopped, so that only the pivotal turning is possible.

FIG. 6 shows a transmission system that makes a left turning turn and a left super turning turn during low speed running during work running.
First, in the case of turning to the left from the forward movement state already described in FIG. 2, as shown in FIG. 6, the left side clutch gear
23 is disengaged, and the switching clutch 43 is engaged with the clutch pawl 44 provided on the free rotation gear 42 side. Switching clutch
By switching 43, the intermediate shaft 41 is always in the reverse rotation state.
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 operation amount of the operation unit is increased to swing the clutch lever 52 and the friction clutch 46 is brought into a half-clutch state, sliding friction with the friction plate on the intermediate shaft 41 side which is rotating in reverse causes the gear 48 on the output side to move. The rotation is stopped, the left transmission system stops, and the left crawler stops. This allows
The aircraft can make a left turn turning around the left crawler. Further increase the operation amount of the operation part to increase friction clutch 46.
When the clutch is completely engaged, the left transmission system is composed of the intermediate shaft 41, the friction clutch 46, the gear 48, the reverse transmission gear 35, the side clutch gear 23, the output gear 27, and the axle 29 in this order.
The power of reverse rotation is transmitted. As a result, the driving directions of the crawlers on the left and right are reversed, and the aircraft makes a super turning turn.

With the above-described configuration, it is possible to extremely easily and quickly switch from the solid turning to the super turning with the same amount of operation as in the high-speed running state, and the operation performance is improved. There is. Therefore, it is particularly useful during work traveling in which a fine and quick steering operation is required.

Further, since switching from the solid turning to the super turning is continuously performed by the change of the clutch pressure of the friction clutches 46, 47, the discontinuity of the operation due to the switching of the claw clutch and the engagement / disengagement of the claw clutch. There is an advantage that the impact load on each part of the mechanism at the time is extremely reduced.

It should be noted that, if a super turning operation is performed in a high-speed running state, the aircraft will suddenly turn, which is dangerous, so the switching clutch 43 is connected to the case 3 side in conjunction with the high-speed switching operation of the main transmission or the auxiliary transmission. By providing a mechanism for switching to the clutch pawl 45, it is possible to prevent an accident during high-speed traveling.

In the traveling power transmission device 1 described above, the intermediate shaft 41 is omitted,
By attaching a brake device instead of the reverse rotation transmission gears 35 and 36, a power transmission device for turning around can be obtained.

<Effect of the Invention> According to the structure of the present invention configured as described above, since the switching clutch is provided at a position near the output side in the transmission, the impact applied to the clutch when switching the switching clutch is reduced, The switching clutch has a long life.

If a switching clutch is connected to the fixed part, the friction clutch can be shared as a braking brake or a parking brake, and the brake operation can be performed in either the normal rotation state or the reverse rotation state without switching the side clutch to the reverse rotation. Therefore, there is an effect that a special brake mechanism is not necessary, and the mechanism can be simplified, the weight can be reduced, and the cost can be reduced.

Furthermore, if the friction clutch is operated and the brake is operated while the switching clutch is connected to the free rotating gear, the clutch will act on the intermediate shaft rotating in the opposite direction, and the braking effect will be faster. By increasing the operation amount and increasing the pressure of the friction clutch, it is possible to make a super-spinning turn, so that the operation performance is significantly improved and the transition from a turning turn to a super-turning turn is smooth. There are advantages.

[Brief description of drawings]

FIG. 1 is a sectional view showing an internal mechanism of the traveling power transmission device, FIG. 2 is a power transmission system diagram of the traveling power transmission device showing a high speed or low speed forward traveling state, and FIG. 3 is a reverse traveling state, FIG. Is also the parking brake and the braking state during high-speed traveling, FIG. 5 is the same turning state during road traveling (high-speed traveling), and FIG. Is shown. 16: Drive shaft, 19: Steering shaft 23,24: Side clutch gear 29,30: Axle, 41: Reverse rotation shaft 43: Switching clutch, 46, 47: Friction clutch

Claims (1)

[Scope of utility model registration request] 1. A center gear (20) of a steering shaft (19) and left and right side clutch gears (23), (24) for engaging and disengaging the power of a drive shaft (16) with the center gear (20). In the mobile agricultural machine that is transmitted to the left and right axles (29) and (30),
Between the drive shaft (16) and the steering shaft (19), left and right side clutch gears (23), (24) are provided via friction clutches (46), (47) provided at both ends of the drive shaft (16). An intermediate shaft (41) interlocking with the switching clutch (4
By 3), the power from the drive shaft (16) is rotated to rotate the axles (29) and (30) in the reverse direction, and the state where the axles (29) and (30) are non-rotatably fixed to the case and braked. A traveling power transmission device in a mobile agricultural machine, which is configured to be switched to.