JPS589786Y2 - Tractor propulsion shaft inertial slip prevention device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a device for preventing a propulsion shaft from idling due to inertia when a main clutch is disengaged in a tractor transmission mechanism.

Generally, in the transmission mechanism of agricultural tractors, a main clutch is interposed between the engine flywheel and the propulsion shaft.
The power from the propulsion shaft to the mission mechanism is interrupted by the important operation of this main clutch.

However, in this case, even if the main clutch is disengaged to cut off power from the engine, the propulsion shaft will still be idling due to its inertia, which will interfere with gear shifting operations, causing unpleasant gear noises and It has the disadvantage of easily causing damage.

In order to overcome these drawbacks, conventional systems have been generally used in which the propulsion shaft is braked in conjunction with the input operation of the main clutch, thereby preventing the propulsion shaft from spinning due to inertia. There is.

In this case, the components of the main clutch part wear out due to long-term use, so in order to disengage the main clutch, it is necessary to increase the amount of clutch operation, for example, the depth of depression of the clutch pedal, according to the amount of wear. come out.

On the other hand, the braking part of the propulsion shaft also wears out due to long-term use, but the amount of wear is not the same as that of the main clutch part.

Therefore. At the assembly stage, in these interlocking relationships,
Despite the fact that the timing of disengagement of the main clutch and the timing of braking applied to the propulsion shaft were properly determined, during many years of use.

These timing relationships are affected, causing problems such as braking force acting on the propulsion shaft even though the main clutch is not disengaged, so it is necessary to make these adjustments by some method.

The present invention aims to provide a device that can easily and easily adjust the time of disengagement of the main clutch and the time of braking applied to the propulsion shaft outside the clutch/using.

The configuration of the present invention will be explained below based on the drawings showing one embodiment.

In FIGS. 1 and 2, reference numeral 1 denotes a clutch housing that is attached to the rear of an engine (not shown) mounted on the front of the tractor body. A shaft 2 is supported passing through the clutch housing 1, and its front end is loosely fitted and supported by an engine flywheel 3 portion.

4 is this PTO drive, PT spline fitted to @2
A PTO friction plate 5 is attached to the clutch hub 4, and a PTO pressure plate 6 at the rear of the friction plate 5 is attached to the clutch hub 4.
, this friction plate 5 is pressed against the flywheel 3 part, and this Calo pressure plate 6 is.

It is connected to a PTO I/'l-shift lever 8 via a PTO clutch release 7.

On the other hand, a cylindrical propulsion shaft 9 is fitted onto the PTO drive shaft 2 so as to be relatively rotatable. A transmission gear is attached to the rear.

Also, at its front end, like the PTO drive @2,
A main clutch friction plate 12 is attached to the main clutch hub 11 and is brought into pressure contact with the engine flywheel 3 by a main clutch pressure plate 13. ,
It is connected to the main clutch release lever 15.

Reference numeral 16 denotes a sleeve guide fitted externally to the above-mentioned propulsion shaft 9 via bearings 17 and 18, and the outside of the sleeve guide 16 is fitted and supported by a support wall 19 extending centrally from the side wall of the clutch housing 1. Te(・ru.

A main clutch release sleeve 20 is slidably fitted onto the sleeve guide 16, and a main clutch release hub 22 is fitted onto the release sleeve 20 via a bearing 21.

By sliding the release sleeve 20 forward, the main clutch release lever 15 supported on the flywheel 3 is rotated, and the main clutch pressure plate 1
3 to disengage the main clutch.

Further, 23 is a PTO release sleeve slidably fitted onto the main clutch release sleeve 20,
A PTO release hub 25 is externally fitted onto the release sleeve 23 via a bearing 24.

As in the case of the main clutch, the release sleeve 2
By sliding the PTO 771 forward, the PTO release lever 8 supported on the flywheel 3 is rotated, thereby moving the PTO 771 pressure plate 6.

As shown in FIG. 2, the PTO release shaft 28, which disconnects the power transmission to the PTO drive shaft 2, is rotatably supported by the clutch housing 1. , is a PTO release yoke attached to the release shaft 26, and by rotating the clutch lever 27, the yoke 28 is rotated, thereby causing the PTO release sleeve 23 to slide.

On the other hand, 29 is a main clutch release shaft which is also rotatably supported by the clutch housing 1 and is equipped with a main clutch release yoke 30. When looking at the outside of the clutch housing 1, the main clutch lever 31 is connected to this shaft. By rotating this main clutch lever 31, the main clutch release shaft 29 and release yoke 30 are rotated, thereby causing the main clutch release sleeve 20 to slide. .

The main clutch lever 31 is configured to rotate in conjunction with a clutch pedal (not shown).

As shown in FIG. 2, the main clutch release shaft 29 protrudes to the outside of the clutch lever 1 on the opposite side of the main clutch lever 31, and a lever shaft 33 is rotatably fitted onto this protrusion 32. be done.

And clutch housing 1 outside 111! In I,
This lever shaft 33 has a driven plate 3 constituting a driven part.
A drive shaft 35 is fitted onto the outer end of the release shaft 29 and fixed with a pin 36, and a drive shaft 35 is fitted on the outside of the driven plate 34 with a spline. A drive plate 37 is fixed, and the drive shaft 35 and drive plate 37 constitute a drive section.

As shown in FIG. 3, this drive plate 37 has two arc-shaped long holes 38 and 39 drilled on the left and right sides along the rotation direction of the drive plate 370, and bolts are inserted into these long holes 38 and 39. 40,4
The tips of the poles 40 and 41 are screwed onto the driven plate 34, and are tightened and fixed so that the drive plate 37 and the driven plate 34 rotate together.

therefore. By loosening or pulling out the lever shaft 33 and the release shaft 29, the drive plate 37 and the driven plate 34 can be rotated independently of each other and their relative positions can be changed. The relative positions of the two can be adjusted freely.

In this case, although stepless adjustment is no longer possible, it is also possible to provide a plurality of independent or continuous bolt holes in place of the elongated holes 38 and 39 in FIG.

Furthermore, an elongated hole may be formed directly in the lever shaft 33 without using the driven plate 34 and the driving plate 37, and a bolt inserted into the elongated hole may be directly screwed into the release/gift 32. Instead of this elongated hole, a large number of pin holes are arranged in parallel in the circumferential direction of the lever shaft 33, and a pin is inserted into one of these pin holes and one pin hole of the release shaft 320, or the lever shaft 33
The release shaft 320 is screwed into the release shaft 320.
For example, a large number of depressions and depressions are formed in the circumferential direction, and the tip of the bolt is engaged with the depressions.

Various types of fixing means can be considered for the release shaft 32 and the lever shaft 33, but in short, the release shaft 32 and the lever shaft 7) 33 are rotatable in the circumferential direction and relative to each other in the direction of rotation. It is sufficient that they are fixed to each other so as to be adjustable in position and to rotate integrally with each other.

On the other hand, 42 is a brake lever attached to the inner end of the lever shaft 33 in the Kurachino Ujifugu 1,
As shown in FIG. 4, a roller shaft 43 is fixed to the tip of the brake lever 42 extending downward.
A roller 44 is rotatably attached to 3.

Reference numeral 45 denotes a fixing plate attached to the roller shaft 43 when the roller 44 is externally measured.

Next, 46 is a mounting plate fixed to the support wall 19 with bolts 47 together with the sleeve guide 16 below the propulsion shaft 9. The end of the mounting plate 46 on the side of the brake lever 42 is A shaft support cylinder 48 is welded to the shaft support cylinder 48, and a camshaft 49 is rotatably fitted into the shaft support cylinder 48.

A cam lever 50 is integrally attached.

One end of this cam lever 50 is formed into a trapezoidal cam surface 51 as shown in FIG. The configuration is changed so that the cam lever 50 is rotated by the rotation of the cam lever 50.

Further, a pressing plate 52 is attached to the other end of the cam lever 50 in a horizontal state.

On the other hand, a brake shaft 53 is fixed to the other end of the mounting plate 46, and one end of a brake shoe 54 as an arc-shaped brake tool is rotatably supported on this brake shaft 53. The other end bypasses the lower part of the propulsion shaft '9 and extends to the other side,
A pressing rod 55 is fitted into the tip of the pressing rod 55 so as to be movable up and down, and the lower end of the pressing rod 55 is attached to the suppressing plate 52 .

56 is. A spring damper is fitted onto the press rod 55 between the press plate 52 and the brake shoe 54 .

Reference numeral 57 designates a brake drum serving as a brake receiver that is spline-fitted to the propulsion shaft 9 above the brake shoe 54, and its outer peripheral surface serves as a brake receiving surface 58.

Reference numeral 59 shown in FIG.
By pivoting upward about 3, the lining 59 is brought into pressure contact with the brake receiving surface 58, thereby braking the propulsion shaft 9.

In addition. In FIG. 2, for convenience of explanation, the brake drum 5 is
7 is indicated by a two-dot chain line.

Now, to explain the operation of the present invention based on the above configuration,
Now, when you depress the clutch pedal (not shown) and rotate the main clutch lever 31, the main clutch release shaft 2
9 and the main clutch release yoke 30 attached thereto rotate, causing the main clutch release sleeve 20 and main clutch releases 7 to 22 to slide forward, and the release knob 22 rotates the main clutch release lever 15. The main clutch friction plate 12 is moved away from the flywheel 3 section, and the main clutch is in the disengaged position.

At the same time, a drive shaft 35° drive plate 37 is attached to the release shaft 29. The brake lever 42 is rotated forward via the driven plate 34 and the lever shaft 33.

As the brake lever 420 rotates, the roller 44 that was in contact with the bottom of the cam surface 51 of the cam lever 50 moves while contacting the cam surface 51, moving the cam lever 50 counterclockwise in FIG. and press plate 5 at the other end.
2 rotates the brake shoe 54 upward about the brake shaft 53 via the spring damper 56 and brings it into pressure contact with the brake drum 57, so that the propulsion shaft 9 is prevented from idling due to inertia and stopped. be.

By the way, during long-term use of the above-mentioned main clutch, the main clutch friction plate 12 and the main clutch release lever
15, such as the tip 60, wears out and increases the clearance in that area, thus requiring the clutch pedal to be depressed more deeply in order to disengage the main clutch.

On the other hand, in the braking section of the propulsion shaft, the braking shoe 54
However, the amount of wear on the main clutch is not the same as the amount of wear on the main clutch, and the amount of wear on the main clutch is generally greater.

Therefore, as mentioned at the beginning, there is an inconvenience that braking force is applied to the propulsion shaft even though the main clutch is not disengaged, but in the embodiment of the present invention, this is adjusted by the following method. be able to.

That is, the pole screwed onto the driven plate 34) 40.41
Since the bolt holes of the driving plate 37 are formed in the elongated holes 38 and 39, one of the driving plate 37 and the driven plate 34 can be removed independently (in other words, the release shirt to which they are attached) 29. The lever shaft 33 and the lever shaft 33 can be rotated independently of each other to adjust their relative positions.

Therefore, in the case of the drive plate 37, in the clockwise direction in FIG.
In the case of the driven plate 34, by rotating it in the opposite direction, it is possible to eliminate the problem in which the propulsion shaft was braked too quickly compared to when the main clutch was disengaged, and in this way the relationship between the two was adjusted. After that, all you have to do is tighten and fix it again using the poles I-40 and 41.

In summary, one aspect of the present invention is to fix the lever shaft to which the brake lever is attached and the main clutch release shaft so that they rotate integrally with each other in the external measurement of the clutch housing, with the relative positions in the circumferential direction of rotation being adjustable. This makes it possible to adjust and eliminate timing discrepancies in the interlocking relationship between the main clutch part and the propulsion shaft braking part due to wear of each component, and it can be easily removed from the outside without the need to open the clutch housing. Moreover, it was possible to obtain a remarkable effect that adjustment can be easily performed.

In this specification, it goes without saying that the brake coupling member referred to in the claims of the utility model registration corresponds to the brake lever of the embodiment, and similarly the brake shaft corresponds to the lever shaft of the embodiment.

[Brief explanation of the drawing]

Fig. 1 is a longitudinal cross-sectional view of a clutch housing showing an embodiment of the present invention, Fig. 2 is a cross-sectional view thereof, Fig. 3 is a rear view of the main part, and Fig. 4 is a bottom view of the main part. . 1...Clutch housing, 29...
Main clutch release shaft, 33... Lever shaft. 42...Brake lever.

Claims (1)

[Scope of utility model registration request] A main clutch release shaft is mounted inside the clutch housing, and this main clutch release shaft is rotated to perform important operations of the main clutch, and a braking connection is also provided that is interlocked and connected to the braking device of the propulsion shaft. In the tractor transmission mechanism, the transmission mechanism for a tractor is provided with a member, the brake member is actuated through the brake member, and the propulsion shaft is braked by holding the transmission mechanism, wherein one end of the release shaft protrudes outside the clutch housing, and the protrusion portion On the side, a braking shaft is fitted to the release shaft so as to be rotatable in the circumferential direction, and on the outside of the clutch housing, the 1J-z shaft and the braking shaft are connected to each other so that their relative positions in the rotational direction can be freely adjusted. An inertial slip prevention device for a tractor propulsion shaft, characterized in that the brake shaft is fixed to rotate integrally with the brake shaft, and the brake coupling member is attached to the brake shaft within a clutch housing.