JPH08142901A - Spin-turn mechanism - Google Patents

Abstract

PURPOSE: To provide a spin-turn mechanism in which imprudent shifting from left/right turning to spin turning can be prevented and along with this spin- turning speed appropriate for the ground surface condition can be arbitrarily selected, in the case of a crawler-type travelling device which is capable of making a left/right turn by causing a difference between a left and a right crawlers in their rotational speed and making a spin turn by causing the left and right crawlers to rotate reversely to each other, by tilting a direction-change operation lever leftward/rightward. CONSTITUTION: Composition is made so that a side clutch may become 'off' and a side brake 'on' located on the tilting side in a mission case M as a direction-change operation lever 1 is tilted, that a spin-turn clutch may become 'on' by operating the above-mentioned direction-change operation lever 1 from the side brake 'on' position toward a different direction from left/right directions, and at the same time, that a ratio of reverse rotations of left/right axle shafts 9, 9 may be changeable according to an operation movement quantity toward the different direction.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a structure of a traveling device equipped with a spin turn mechanism capable of left and right turning and spin turning.

[0002]

2. Description of the Related Art Conventionally, in a crawler type traveling device equipped in a traveling vehicle such as a combine, one of the left and right side clutches (lever tilting side) in the mission case is tilted by tilting the steering operation lever in the left and right directions. Cut,
By operating the brakes to turn left and right, and by tilting the steering operation lever rearward, a reverse clutch is inserted to reverse the axle on the tilted side and rotate the other axle forward to rotate left and right. In addition, a spin turn mechanism capable of spin turning with a constant rotation ratio is known. For example, it is like the technique described in Japanese Patent Laid-Open No. 61-89175. It is also known that an HST type traveling device is used as a main transmission device of a crawler traveling device, and a left and right turn and a spin turn are hydraulically performed to facilitate operation.

[0003]

However, in the above-mentioned prior art, since the steering lever is tilted to the left and right and then the point turning with a constant rotation ratio is operated, when turning left and right. If the steering operation lever is tilted to the end as much as possible, a spin turn may be executed against the driver's will, and a stable turn operation cannot be performed, which is a safety problem. Further, since the spin turning is possible with a constant rotation ratio, it is not possible to arbitrarily change the rotation ratio of the left and right axles to obtain a turning speed suitable for the state of the ground surface such as a field or a road surface.

Furthermore, in the structure in which the HST type traveling device is used as the main transmission device of the crawler traveling device and the left and right turning and the spin turning can be hydraulically operated, in the low speed range during the spin turning, the high ridges and the soft fields are weakened. When the turning resistance exceeds a certain value and the HST type transmission becomes overloaded due to the turning resistance, etc., the relief valve (safety device) of the HST type transmission operates, the vehicle speed becomes 0, and the spin turns. In this state, the engine speed does not decrease and the vehicle does not turn, which causes complaints and is not preferable. Therefore, the present invention makes it possible to easily and easily perform a left / right turning and a spin turning transition operation in a traveling device capable of turning left / right and spin turning by tilting the steering operation lever to the left / right. It is an object of the present invention to configure a turn mechanism in which a spin turning speed suitable for a state can be arbitrarily selected, and further, a turning mechanism that does not prevent turning during spin turning.

[0005]

As means for solving the above problems, the present invention provides a left-right turn by tilting a steering operation lever to the left or right, thereby causing a left-right traveling device to rotate. Also, in the traveling device capable of spin turning by reversing the left and right traveling devices, the side brake is turned on from the side clutch "disengaged" on the tilt side in the transmission case as the steering operation lever is tilted. Then, by operating the steering operation lever from the position of the side brake "ON" in a direction different from the left-right direction, the spin turning clutch becomes "ON", and according to the operation movement amount in this different direction, the left-right direction is changed. It is configured such that the reverse rotation ratio of the axle can be changed.

Further, in the above traveling apparatus, a vehicle speed sensor is provided in the mission case to detect the actual speed, and when deceleration is performed by a certain value or more with respect to the set vehicle speed during the spin turn, the signal from the controller turns from the spin turn to the side brake turn. In addition to the vehicle speed sensor, a pressure sensor, instead of the vehicle speed sensor, is provided in the HST type transmission attached to the mission case and connected to the controller.
The pressure sensor is set to be turned on at a predetermined pressure lower than the relief pressure of the ST type transmission, and the pressure sensor is set to O when spinning.
If it is N, it is a spin turn mechanism configured to switch to a turn by a side brake, and a timer is attached to the controller to start a spin turn, and then a spin turn is performed by a side brake due to a change in vehicle speed or pressure. When the shift is made to, it is configured to maintain the turning state by the side brake for a certain period of time.

[0007]

With the structure according to claim 1, the operating range of the steering operation lever is made different between the left and right turning and the spin turning, and the left and right turning is smoothly turned without the involuntary transition to the spin turning. In addition, the spin turning speed can be increased or decreased according to the operation amount of the steering operation lever. Further, according to the second and third aspects, the turning load is increased due to the state of the ground surface during the spin turn, and even if the vehicle speed approaches 0, the spin turn is automatically switched to the brake turn, and the turn is impossible. You can avoid the situation. At this time, according to the fourth aspect of the invention, the brake turning state can be maintained for a certain period of time (for example, 5 seconds, which is considered to be the completion of the normal turning) by the timer, during which the spin turning state can be performed again. It does not switch even if it becomes.

[0008]

EXAMPLES Next, examples will be described. FIG. 1 is an overall side view of the combine, FIG. 2, a perspective view showing an operation range of a steering operation lever of a spin turn mechanism, and FIG. 3 is a skeleton diagram and a hydraulic circuit diagram showing a spin turn mechanism provided with a vehicle speed sensor. FIG. 4 is a hydraulic circuit diagram of the spin turn mechanism, and FIG.
Similarly, a control circuit diagram, FIG. 6 is a flow chart showing an automatic switching procedure between spin turning and brake turning, and FIG. 7 is HS.
It is a skeleton diagram and a hydraulic circuit diagram showing a spin turn mechanism in which a pressure switch is provided in a T-type transmission.

FIG. 1 shows an embodiment of the spin turn mechanism of the present invention.
The crawler type traveling device mounted on the combine shown in FIG. Combine is crawler type traveling device 1
The traveling unit is configured with 0, and the cutting device 1 is provided in front of the fuselage.
No. 1 is projected, the grain culm cut by the reaping device 11 is conveyed backward, and the threshing device 12 threshs the grain, and the segregated grains after selection are stored in the Glen tank 13, and the straw is discharged to the rear of the machine body. The grain tank 1 is processed by the straw processing device 14 and discharged to the field.
The refined grains stored in No. 3 can be taken out of the machine by the discharge auger 15. A driver's seat 16 is disposed on the front side of the Glen tank 13, an engine E is disposed below the driver's seat 16, and a mission case M is disposed below the engine E. A steering operation lever 1, a main speed change lever 36, an auxiliary speed change lever 37, and the like are arranged on the front and side operation parts.

As shown in FIG. 2, the steering operation lever 1 is constructed so that it can be tilted forward, backward, leftward and rightward. When the steering lever 1 is tilted forward from the neutral position N, the mowing device 11 is lowered, and when it is tilted rearward, the mowing device is lowered. 11 moves up and the reaper 11 can be adjusted up and down, and when the neutral position N is tilted to either the left or right direction to turn, the side clutch on the tilt side in the mission case M becomes "disengaged" and the side brakes are released. Is activated and the axle 9 of the crawler type traveling device on one side of the tilting side
Is locked, and as the steering operation lever 1 is tilted in the turning direction, the handedness of the side brake becomes stronger, the crawler drive becomes 100% to 0%, and the turning radius becomes smaller. It is configured to be able to turn with.

Further, when the steering operation lever 1 is fully tilted in one of the left and right directions (the side brake is completely in effect) and tilted rearward, the spin swing clutch in the mission case M becomes " ON ”, the handedness of the side brake weakens as it falls backward, and the crawler drive changes from 0% to 100%, and the axle 9
Rotates in the reverse direction and is fully tilted rearward (the state where the side brake is not fully applied), the fastest reverse rotation (the fastest turning speed) becomes, and the left and right axles 9 The rotation ratio is changed so that a spin rotation (point rotation) can be performed on the spot at a desired rotation speed.

Although the operating range for performing the spin turn of the steering operation lever 1 is the front and rear range from the most tilted position to the rear in this embodiment, it is not particularly limited, and the left and right turns can be performed. The operation range may be different from the left-right direction which is the operation range for performing the operation, and the operation range may be set in the forward direction or the oblique direction, for example. That is, any configuration may be adopted as long as the spin turning operation range of the steering operation lever 1 is set in a direction different from the left and right turning operation range to prevent malfunction of the spin turning. In addition, the spin turning can be performed only when the vehicle is decelerated or at a low speed so that it cannot be performed at a high speed when the vehicle body may fall or the driver may be thrown out. The grip portion at the tip of the steering operation lever 1 is
A lever switch 17 is provided so that the lever switch 17 can be gently swung by tilting lightly in the desired direction.

Next, referring to FIGS. 3, 4, and 5, the power transmission control mechanism in the crawler type traveling device having the spin turn mechanism will be described. The power from the engine E is attached to the mission case M. A main gear shift is performed by the HST type transmission H, a sub gear shift is performed by the change shaft 22 and the brake shaft 23 in the transmission case M, and the sub gear shift is transmitted to the center gear 25 of the side clutch shaft 24. Sliding gears 26 provided on both sides of the center gear 25 and at opposing positions
The side clutches 4L and 4R are formed on the side surface of 26. By turning on the side clutches 4L and 4R, the power transmitted to the side clutch shaft 24 is transmitted to the left and right via the reduction shaft 35. It is transmitted to the axles 9L and 9R. Side brakes 5L and 5R are formed at the ends of the sliding gears 26 and 26, respectively.

Left and right double gears 29, 29 are loosely fitted on the reduction shaft 35, and one of the two gears 2 which is constantly meshed with the sliding gears 26, 26 among them.
9a has an intermediate gear 3 fixedly mounted on an idler shaft 30.
The intermediate gear 31 is in mesh with a gear 33 fixed to one of the spin swivel shafts 32. The gear 34 fixedly provided on the other side of the spin swivel shaft 32 is meshed with the other gear 29a, which is always meshed with the sliding gears 26, 26 in the double gear 29. A spin turning clutch 6 is formed at the end of the spin turning shaft 32. The side clutches 4L and 4R shown in FIG. 3 are claw clutches (may be wet multi-plate type),
The spin swing clutch 6 is a wet multi-plate clutch.

The left and right side clutches 4L and 4R and the side brakes 5L and 5R are configured to be switchable by operating the side clutch actuators 7L and 7R, and the side clutch actuators 7L and 7R are steered. It is configured to be operable by switching the solenoid valve 18 and operating the variable relief valve 20, and the spin swing clutch 6 can be turned “on” and “off” by operating the spin swing clutch actuator 8. The spin swing clutch actuator 8 is configured to be operable by switching the spin solenoid valve 19. The side clutch actuators 7L and 7R and the spin swing clutch actuator 8 may be hydraulic or pneumatic, but in the present embodiment, hydraulic cylinders are used. The hydraulic drive system and the electric control system will be described below.

The hydraulic pump P driven by the engine E is constructed so as to suck oil from the tank T and discharge it to the steering electromagnetic valve 18 side. By tilting the lever 1 to the left and right, turning on the left and right steering switches 2L and 2R, and turning on the solenoids 18a and 18b via the controller C, the variable relief valve 20 can be switched. The spin solenoid valve 19 can be opened and closed according to the tilt angle, and the spin solenoid valve 19 has the auxiliary shift lever 37 in the standard or low speed position and the spin turn switch 3 in the ON state, so that the steering operation lever 1 is fully left and right in the turning direction. It is possible to switch from the state in which the solenoid 19a is tilted to the rear by further tilting it backward and turning on the solenoid 19a. Further, a vehicle speed sensor S1 is provided on the brake shaft 23 in the mission case M, and the traveling speed of the crawler type traveling device 10 can be detected by the vehicle speed sensor S1.

In such a structure, when the vehicle travels straight ahead, the steering operation lever 1 is set to the neutral position N, the left and right steering switches 2L and 2R are turned off, the solenoids 18a and 18b of the steering solenoid valve 18 and the spin solenoid valve 1 are operated.
The solenoid 19a of 9 is turned off, the variable relief valve 20 is closed, the side clutch actuators 7L and 7R and the spin turning actuator 8 are not actuated, and the left and right side clutches 4L and 4R are “ON”, By setting the left and right side brakes 5L and 5R to "OFF" and the spin turning clutch 6 to "OFF", the power of the engine E is changed to the HST transmission H, the main shaft 21 in the mission case M, and the change shaft 22. , The brake shaft 23, the side clutch shaft 24, the reduction shaft 35, and the left and right axles 9L and 9R to drive the left and right crawlers forward.

When turning to the left or right,
For example, when turning to the right, the steering control lever 1 is tilted slightly to the right from the neutral position N and the steering switch 2 is moved.
Turn on R and turn on solenoid 18a of steering solenoid valve 18
Then, the side clutch actuator 7R is operated by switching the side clutch 4R to the "OFF" state, and further the steering operation lever 1 is tilted to change the variable relief valve 20.
To operate the side clutch actuator 7R
By supplying pressure oil to the side brake 5R and setting the side brake 5R to the "on" state, the right crawler is locked so that power is not transmitted to the right crawler, and the left crawler is driven in the forward direction as in the case of going straight.

Further, when spin-turning to the left or right, for example, when wanting to spin-turn to the right, the steering operation lever 1 is tilted to the right all the way with the spin-turn switch 3 ON (the same as turning to the right). When the solenoid 19a of the spin solenoid valve 19 is turned on and switched from the state, the variable relief valve 20 is operated to change the flow of the pressure oil supplied to the side clutch actuator 7R to change the side clutch 4R to the side clutch 4R. Side brake 5R
Is turned off and the spin turning actuator 8 is actuated at the same time as the spin turning clutch 6 is turned on to unlock the right crawler and drive the left crawler forward. The motive power is transmitted from the spin turning shaft 32 and the idler shaft 30 side to the right axle 9R to drive the right crawler in reverse.

At this time, the turning resistance increases due to the state of the ground surface (high ridges, soft fields, etc.) making a right spin turn, the turning load exceeds a certain value, and the HST type traveling device H becomes overloaded. When the relief valve 38 operates and the vehicle speed approaches 0, the spin electromagnetic valve 19 is switched via the controller C based on the vehicle speed detected by the vehicle speed sensor S1 to automatically turn the brake clutch 5R from the spin turn to " It is configured to be able to avoid the unturnable state by switching to the right turn (brake turn) that is "on".

That is, as shown in the flow chart of FIG. 6, when the spin turn switch 3 is in the ON state, the detected value a of the set vehicle speed position by the main transmission lever 36 and the auxiliary transmission lever 37 and the detected value b from the vehicle speed sensor S1 are shown. Is calculated by the controller C (b / a or ba), and when the value is equal to or larger than a constant value (X) preset in the controller C (1 ≧ b / a ≧ X), the spin solenoid valve 19 ON
The spin solenoid valve 19 is turned off when the value is less than a certain value (X) (b / a <X)
Then, it is automatically switched to the brake turning as the spin turning is not operated. In other words, it detects how much the vehicle speed has decreased due to the load generated during the transition from the brake turn to the spin turn, and when the difference between the set deceleration speed and the actual deceleration during the turn exceeds a certain level, the spin turn automatically changes to the brake turn. Is controlled to switch.

In addition, as shown in FIG. 7, the relief valve 3 is provided in the HST transmission H instead of the vehicle speed sensor S1.
A pressure sensor (pressure switch) S2 that operates at a pressure lower than the set pressure of 8 is provided, and the turning resistance increases due to the state of the ground surface that performs spin turning, and the HST type traveling device H becomes an overloaded state and a constant pressure is applied. The pressure sensor S2 is turned on, the spin solenoid valve 1
A configuration in which 9 is turned off and the spin rotation is inoperative and the brake rotation is automatically switched is also possible. Note that FIG.
Shows the state when turning to the right spin.

Further, the controller C is provided with a timer, and the timer has a difference in vehicle speed below a certain level or the pressure sensor S2 is turned on after the vehicle has switched to brake turning due to a decrease in vehicle speed or an increase in pressure as described above. It is provided in order to keep the brake turning state for a certain period of time, for example, for about 5 seconds during which a normal turning can be completed so as not to switch to the spin turning again even when the pressure becomes lower than the pressure. This is because if the spin turn is made possible again, the vehicle speed is immediately reduced or the pressure is increased to switch to the brake turn, and a hunting phenomenon occurs between the spin turn and the brake turn during the spin turn. Furthermore, the reason why the timer control is set to a fixed time is that if the spin turn switch 3 is turned off and the spin turn is completely disabled without providing a timer, it is necessary to turn on the spin turn switch 3 again, which is time-consuming and wasteful. That's why.

As shown in FIG. 4, the hydraulic pump P
The pressure oil from is supplied to the mowing device lifting cylinder 41, the vehicle body horizontal control cylinders 42L and 42R, and the auger turning cylinder 43 through the respective solenoid valves 44, 45L, 45R, 46, etc. Solenoid valve 44/45
By switching L / 45R / 46, it is possible to adjust the vertical position of the mowing device 11, the vertical positions of the left and right crawlers of the crawler type traveling device 10, and the turning operation of the discharge auger 15.

[0025]

Since the present invention is configured as described above, it has the following effects. That is, with the configuration according to claim 1, the operating range of the steering operation lever is made different between left and right turning and spin turning, so that the left and right turning can be smoothly changed to the spin turning without unintentionally shifting to the spin turning. Since it can be operated, it is possible to prevent the driver from inadvertently shifting to the spin turn, contrary to the intention of the driver, and it is possible to safely perform the steering operation, and to set the spin turn speed according to the operation amount of the steering operation lever. Since the spin turning speed can be increased or decreased, it is possible to arbitrarily select and obtain the spin turning speed suitable for the situation of the ground surface such as the field scene or the road surface, and the spin turning performance can be improved.

Further, according to the second and third aspects of the invention, when the turning load becomes large due to the state of the ground surface during the spin turn and the vehicle speed approaches 0, the spin turn is automatically switched to the brake turn. Instead, it is possible to easily configure a structure that can avoid the unturnable state,
Since the inability to turn can be avoided, a stable turn can be made and discomfort is eliminated. Further, the pressure sensor provided in the HST transmission serves as a protection device against overload of the HST transmission, suppresses an increase in the oil temperature of the HST transmission, and improves the cooling capacity of the engine. be able to.

According to the fourth aspect of the invention, after the spin turn is switched to the brake turn, the brake turn state can be maintained for a certain period of time, which is considered to be the completion of the normal turn under the timer control. Therefore, even if the spin turn becomes possible again, it does not switch to the spin turn, and it is possible to prevent an unexpected hunting phenomenon from occurring between the spin turn and the brake turn during the spin turn. You can make various turns.

[Brief description of drawings]

FIG. 1 is an overall side view of a combine.

FIG. 2 is a perspective view showing an operation range of a steering operation lever of a spin turn mechanism.

FIG. 3 is a skeleton diagram and a hydraulic circuit diagram showing a spin turn mechanism provided with a vehicle speed sensor.

FIG. 4 is a hydraulic circuit diagram of a spin turn mechanism.

FIG. 5 is a control circuit diagram of the same.

FIG. 6 is a flowchart showing an automatic switching procedure between spin turning and brake turning.

FIG. 7 is a skeleton diagram and a hydraulic circuit diagram showing a spin-turn mechanism in which a pressure switch is provided in an HST transmission.

[Explanation of symbols]

 1 Steering operation lever 4 Side clutch 5 Side brake 6 Spin swing clutch 9 Axle 10 Crawler type traveling device C controller H HST type transmission M Mission case S1 Vehicle speed sensor S2 Pressure sensor

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Akito Nishimura 428 Enami, Okayama City Seirei Industrial Co., Ltd. In-house

Claims (4)

[Claims] 1. A traveling device capable of turning left and right by tilting a steering operation lever to the left and right to generate a rotation difference in the left and right traveling devices, and spin turning by reversing the left and right traveling devices. As the direction control lever is tilted, the side brake is turned on from the side clutch "disengaged" on the tilt side in the mission case, and the steering operation lever is turned on.
By operating in the direction different from the left and right direction from the position, the spin turning clutch becomes "on", and the reverse rotation ratio of the left and right axles can be changed according to the operation movement amount in this different direction. A spin-turn mechanism characterized by this. 2. A traveling case in which a left and right traveling device is rotated left and right by tilting a steering operation lever to the left and right, and a left and right traveling device is rotated in a reverse direction so that spin rotation is possible. A spin turn mechanism characterized in that a vehicle speed sensor is installed in the vehicle to detect the actual speed, and when the vehicle speed decelerates by a certain value or more during a spin turn, the spin turn is switched to a side brake turn by a signal from the controller. 3. A traveling case in which a left and right traveling device can be rotated left and right by tilting the steering operation lever to the left and right, and a left and right traveling device can be rotated to spin spin. A pressure sensor is provided in the HST type transmission attached to the controller and connected to the controller, and the pressure sensor is set to be turned on at a predetermined pressure lower than the relief pressure of the HST type transmission, and when the pressure sensor is turned on during spin turning. , A spin turn mechanism characterized by switching to a turn by a side brake. 4. The spin turn mechanism according to claim 2 or 3, wherein a timer is attached to the controller, and after the spin turn is started, when the spin turn changes to the side brake turn due to a change in vehicle speed or pressure, a constant value is maintained. A spin-turn mechanism characterized by being configured to maintain a turning state by time and side brakes.