JPS6192925A - Transmission with hydraulic clutches - Google Patents

Abstract

PURPOSE:To enable enough response to frequent engagement, disengagement and braking, in a transmission which has hydraulic clutches and functions to automatically steer a crawler-type moving unit, by building a main transmission means, steering brakes and steering clutches independently of each other in a transmission case. CONSTITUTION:An input shift 1, a countershaft 2, a speed shifting hydraulic clutch shaft 3 for the high and low speed positions of a main transmission means, hydraulic clutch shafts 4, 5 for the forward and backward speed positions of the main transmission means, a steering shaft 6 fitted with hydraulic steering brakes 14L, 14R and hydraulic steering clutches 15L, 15R, a right and a left speed reduction shafts 7 and a right and a left driving sprocket shafts 8 are provided in parallel with each other in a common transmission case. The shaft 3 is fitted with hydraulic clutches 9, 10 for the high and low speed positions of the main transmission means. The shaft 4 is fitted with hydraulic clutches 11, 12 for the forward speed positions of the main transmission means. The shaft 5 is fitted with a hydraulic clutch 13 for the backward speed position of the main transmission means. As a result, multiple speed position shifting can be performed through the control of the hydraulic clutches 9-13.

Description

DETAILED DESCRIPTION OF THE INVENTION (a) Field of Industrial Application The present invention relates to a hydraulic clutch type transmission for a crawler set transmission used in construction machinery and agricultural machinery.

(B) Prior Art A hydraulic clutch type transmission device has been known in the past by the same applicant, as disclosed in Japanese Patent Application Laid-Open No. 12751/1983. However, these conventional transmission devices are configured such that the hydraulic steering brake device and the steering clutch device are operated by a single hydraulic cylinder device.

(c) Problems to be Solved by the Invention The purpose of the present invention is to solve the problem in that when a hydraulic steering clutch device and a steering brake device are operated by one set of hydraulic cylinders, the clutch steering operation is Next, a steering brake operation occurs, but this timing is determined by the stroke of the hydraulic piston, so braking and clutch operations only occur at certain timings. This was fine in the case of conventional manual steering operation, but when an automatic steering circuit based on a steering sensor is installed, mechanical timing of the steering brake and steering clutch becomes cumbersome. It was not possible to respond sufficiently to sudden disconnection and braking operations.

In the present invention, the hydraulic cylinder for the steering brake and the hydraulic cylinder for the steering clutch are separated, each is provided with a disc and a hydraulic cylinder, and the timing of the steering clutch and steering brake is determined by the hydraulic control valve. This allows an automatic steering solenoid valve to be installed.

(d) Means for Solving the Problems The objects of the present invention are as described above, and the configuration for achieving the objects will now be explained.

In a hydraulic clutch type transmission device that automatically steers a crawler set traveling device, a hydraulic clutch type main transmission, a hydraulic steering brake device, and a disc-adhesive hydraulic steering clutch device are installed independently inside the transmission case. It is characterized by the following structure.

Further, a hydraulic steering brake device and a hydraulic steering clutch device are both arranged on one steering shaft in a disc-contact manner.

(E) Embodiments and Functions The objects, structure, and functions of the present invention are as described above. Next, the embodiments and functions will be explained based on the accompanying drawings.

Figure 1 is a schematic diagram of this hydraulic clutch type transmission,
Figure 2 is also a front cross-sectional view of the mission case M;
The figure is a left side view of the mission case M, FIG. 4 is a right side view, FIG. 5 is a sectional view of the front gear control valve device, FIG. 6 is a plan view of the mission case M, and FIG. is also a plan sectional view of the top surface of the mission case, No. 8
The figure is a right side sectional view of the hydraulic steering clutch control valve device (P, C, V'') in the right side view of the transmission case, and FIG. 9 is a circuit diagram of the hydraulic clutch type transmission device.

The power transmission system will be explained from Fig. 1 and Fig. 2.

The shaft 1 is an input shaft, and an input pulley 18 is attached to the right side, and hydraulic pumps 42 and 43 are attached to the left outer side. The shaft 2 is a counter shaft, the shaft 3 is a hydraulic clutch shaft for changing the main gear high and low gears, the shaft 4 is a hydraulic clutch shaft for the forward gear of the main gear forward and backward gears, and the shaft 5 is the reverse gear of the main gear front and rear gears. The shaft 6 is a hydraulic steering clutch device and the steering shaft equipped with a hydraulic steering brake, the shaft 7 is a left and right deceleration shaft, and the shaft 8 is a left and right drive sprocket shaft. Left and right drive sprockets 40L ・Crawler device 41L at 40R ・
It is driving 41R.

A three-stage gear sliding type sub-shift of high, medium, and low gears is performed between the input shaft 1 and the counter shaft. The high speed of the sub-shift is gear 20.
The spline pawl 19b of the sliding gear 19 meshes with the gear 21.
is obtained by engagement. The medium speed of the sub-shift is obtained by the sliding gear 19 meshing with the gear 23. The low speed of the sub-shift is obtained by the inner diameter die 19a of the sliding gear 19 meshing with the gear 17.

Next, let me explain the hydraulic clutch type main transmission.

The hydraulic clutch type main transmission of this transmission device first uses hydraulic clutch devices 9 and 10 for main shift high and low gears to
Select high and low speeds, 2 reverse speeds, 1st forward speed, 3rd speed, and 1st reverse speed, and then select the hydraulic clutch device 11.1 for the main shift forward and backward speeds.
At 2/13, select one of forward 3rd and 4th speeds, forward 1st and 2nd speeds, and reverse 1st and 2nd speeds, and as a result, 2x3 6
It allows for gear changes.

If this is assumed to be one speed for each hydraulic clutch device, five hydraulic clutch devices can only change speeds in five stages, but by dividing it into two parts, main gear height/lower gear and main gear forward/backward advance gear, and arranging them in series. , 6 speeds were possible.

The gear connections for each main gear stage from shaft 2 to shaft 6 will be explained.

The first main speed is transmitted as follows: shaft 2 - gear 22 - gear 27 - hydraulic clutch device 10 - shaft 3 - gear 28 - gear 31 + hydraulic clutch device 12 - shaft 4 - gear 3 - gear 35 - shaft 6.

The main transmission 2nd speed is transmitted as follows: shaft 2 - gear 24 - gear 25 - hydraulic clutch device 9 - shaft 3 - gear 28 - gear 31 - hydraulic clutch device 12 - shaft 4 - gear 30 - gear 35 - shaft 6 .

The third main speed is transmitted in the following order: shaft 2 - gear 22 - gear 27 - hydraulic clutch device 10 -> shaft 3 -> gear 26 -> gear 29 - hydraulic clutch device 11 - shaft 4 -> gear 30 -> gear 35 - shaft 6.

The fourth main shift is transmitted as follows: shaft 2 - gear 24 -> gear 25 - hydraulic clutch device 9 -> shaft 3 -> gear 26 - gear 29 - hydraulic clutch device 11 - shaft 4 - gear 30 -> gear 35 - shaft 6.

Main gear reverse 1st speed is shaft 2 → gear 22 - gear 27 - hydraulic clutch device 10 → shaft 3 - gear 28 - gear 31 - gear 34
- Hydraulic clutch device 13 - Shaft 5 - Gear 33 - Gear 35 -
It is said to be axis 6.

The main gear reverse 2nd speed is: shaft 2 - gear 24 - gear 25 - hydraulic clutch device 9 - shaft 3 - gear 2Fi = gear 31 - gear 34
- Hydraulic clutch device 13 - Shaft 5 - Gear 33 - Gear 35 -
It is said to be axis 6.

Next, in FIG. 2, hydraulic steering clutch devices 15L and 15R on the steering shaft 6 and hydraulic steering brake device 14 are shown.
Let me explain the structure of L・1411.

In this transmission, a steering clutch device 15 and a steering brake device 14, both of which are hydraulic, are installed on the steering shaft 6.

Therefore, the actuator 15b of the left and right steering clutch devices
- 15b and the actuators 14a of the left and right steering brake devices - Including the actuators 14a, four sets of actuator devices are arranged on one steering axis.

The mission case M is divided into left and right halves, and oil passage plates 65 and 65 are installed on the sides of the left and right mission cases, respectively.
66 is attached. And Mi Notion Case M-
Hydraulic steering brake control valve device installed on the top surface of M (
P, B, V) and the hydraulic steering clutch control valve device (P, C, V), the pressure oil passes through the oil passages formed inside the left and right oil passage plates 65 and 66 to the left and right seals. This is conveyed to Case 60/60. The oil passages (
P, B, L) (1', B, R) are press-fitted between the hydraulic cylinder and the actuator via the oil passage between the seal cases 60, 60 and the brake cases 61, 61.

The actuator 14a is pushed inward by the force of this pressure oil, moves against the spring 14b, brings the clutch disc device 14c into close contact, and performs one-sided steering control. If no pressure oil is supplied, the brake is pushed back by the spring 14b and the braking state is completely released.

The actuator 15b of the hydraulic steering clutch device 15 is configured in a double-acting type within the hydraulic cylinder case 15a. That is, the cylinder case 15a constitutes the inside, and the lid body 15c is sealed on the outside, and pressure oil is alternately introduced into both the inside and the outside to connect and disconnect the clutch disc device 15e for the steering clutch. It is configured to The actuator 15 is configured in a double-acting manner in this way.
This is because a spring 15d that pushes b from the inside in the clutch contact direction is inserted. Due to the provision of this leaf spring 15d, when the engine stops and the hydraulic pump stops rotating, the steering clutch disc device 15e is brought into close contact with the leaf spring 15d, and the rotation of the drive sprocket shafts 8L and 8R is controlled by the leaf spring 15d. 6, the drive brake device 32
can be effective. Without this device, a parking brake device would have to be installed on the reduction shafts 7L, 7R or the drive sprocket shafts 8L, BR, and since the torque is large, the brake capacity becomes large.

67 is a lid of the parking brake device.

Pressure oil flows into the inside of the actuator 15b of the hydraulic steering clutch device 15 from the oil path of PiPr, and applies hydraulic pressure to the effect of the leaf spring 15d to connect the clutch. Pressure oil flows in from the oil passage, completely disengaging the clutch.

The hydraulic cylinder case 15a of the steering clutch device also serves as the boss of the gear 35, and the steering clutch disc device 15e controls the rotation of this gear 35 by using a small diameter gear 36.
Its role is to convey information to L/36R. The power is then transmitted from the small diameter gears 36L and 36R to the large diameter gears 37L and 37R on the reduction shafts 7L and 7R. Final cases 53a and 53b are fixed to the outside of the lower part of the mission case M, and therein are reduction shafts 7L and 7R, and gears 38L and 3811.
39L and 39R and drive sprocket shafts 8L and 8R are constructed.

In the input shaft 1 at the top of the mission case M, two hydraulic pumps 42 and 43 are installed on the left side of the mission case M, and the large-capacity hydraulic pump 43 controls the hydraulic clutch-type transmission and the hydraulic steering clutch. The hydraulic pump 42 is a hydraulic pump for a hydraulic steering brake.

Further, a sliding gear 19 for a gear sliding sub-shift is slid left and right on the shifter 44 on the shifter shaft 44a. As shown in FIG. 4, it is operated from outside the mission case M by means of an arm shaft 46 and an arm 45. or,
As shown in FIG. 4, the parking brake device 32 has an arm 52.
The brake is being operated by.

Next, the configuration of the hydraulic circuit will be explained.

First, the overall flow will be explained using the hydraulic circuit diagram shown in FIG.

The lubricating oil in the transmission case M is filtered by an oil filter 90, and the hydraulic oil is sucked into the hydraulic pumps 43 and 42. A suction port for lubricating oil is opened below the oil filter 90, and is sucked from below the mission case through an oil passage between the oil passage plate 65 and the wall surface of the mission case M. The hydraulic pump 43 has a large capacity and sends pressure oil to a total of seven hydraulic cylinders, including five hydraulic cylinders of the hydraulic clutch type transmission and left and right hydraulic cylinders for the hydraulic steering clutch. In reality, pressure oil is not sent to all seven cylinders, so there are four cylinders: two hydraulic cylinders for shifting and two on the left and right for steering clutches. The pressure oil of the hydraulic pump 43 enters the spring bearing of the delay relief valve device (D, R, V) on the piston 87 and relief valve 88 side, and the low pressure oil discharged from the relief valve 88 is sent to the transmission case via the low pressure relief valve 71. Return to

The pressure oil path flowing to the delay relief valves (D, I?, V) branches to control valves 47 and 49 for the pressure oil clutch type transmission. In FIG. 9, pressure oil from the hydraulic pump 43 is guided to control valves 47 and 49 for a hydraulic clutch type transmission via a check valve 89, but in the embodiments shown in FIGS. 2 to 8, This is omitted.

Further, this pressure oil passage is connected to a control valve device (P, C) for a hydraulic steering clutch shown in FIG.
, V) enters the lower pressure oil passage, passes through the left and right check valves 74L and 74R7, and then passes through the control valves 75L and 75R.
pass through. Then, via the oil path, the hydraulic steering clutch device 15L of the steering shaft in the lower part of the transmission case is connected.
It enters 15R.

However, although it is the pressure oil from the hydraulic pump 43 that flows into the actuator of the hydraulic steering clutch device, the pressure oil for operating the control valves 75L and 75R is introduced from the pressure oil for the hydraulic steering brake. ing.

That is, it is pressure oil from the hydraulic pump 42.

Pressure oil from the hydraulic pump 42 is first supplied to the solenoid valve for automatic steering (
A, S, V"). The solenoid valve is switched by the signal from the steering sensor and acts as right brake, neutral, and left brake. When the solenoid valve (A, S, V) is in neutral, or
When the switch is fixed to manual steering, manual steering control valves 84L and 84R can be used to control the steering.

First, in the case of automatic steering, the left and right check valves 80L and 80R are installed to suppress sudden shocks when switching automatic steering and to equalize left and right brake pressure and clutch pressure.
is provided, and the pressure oil discharged from the check valve returns to the mission case M via the low pressure relief valve 79.

and a back chamber of a control valve for a hydraulic steering clutch;
It simultaneously flows into the hydraulic actuators of the hydraulic steering brake devices 14L and 14R. Then, the steering brake starts to move gradually, and the pressure of the brake valves 91L and 91R of the hydraulic steering clutch device is adjusted so that the steering clutch is disengaged when a certain amount of braking force is applied.

Similarly, when performing manual steering with the automatic steering solenoid valves (A, S, V) in neutral, the manual control valve 84L.
84R is manually switched. At this time, disc relief valves 85L and 85R are provided to alleviate the shock caused by the sudden onset of braking. The left and right control valves of the pressurized oil are crossed to prevent one-sided braking from occurring.

The controlled pressure oil also enters the back chambers of the control valves 75L and 75R of the hydraulic steering clutches and the actuators of the hydraulic steering brake devices 14L and 14R.

As described above, two hydraulic pumps 43-42 are provided, one of which is used for the hydraulic cylinder of the hydraulic clutch type transmission and the hydraulic cylinder of the hydraulic steering clutch device, and the other is used for the hydraulic cylinder of the hydraulic steering brake device. It is configured to be used for operating the control valves 75L and 75R of the hydraulic steering clutch device.

Next, follow the flow of pressure oil based on the cross-sectional views of the transmission case embodiment shown in FIGS. 2 and 3.

First, in the left side view of the mission case in FIG. 3, the pressure oil from the hydraulic pump 43 of the hydraulic pumps 42, 42 passes through the inside of the mission case wall from the oil passage 70, and passes through the pressure oil passage 72 in FIG.・It reaches 76. The spring bearings of the delay relief valves (D, R, V) enter the back chamber of the spool 87 through the throttle hole 86, and the oil passage 76 returns to the back chamber of the spool 88. The configuration of this disc relief valve absorbs a sudden rise in pressure at the beginning of a shift operation and a sudden connection of the hydraulic clutch device, and is configured to gradually connect the clutch from a half-clutch state. Also, oil road 7
Control valves 47 and 49 of hydraulic latch type transmission from 2
Since the control valves 47 and 49 are connected by the connecting rod 48, they simultaneously slide up and down, and from each oil passage shown in FIG. It reaches the seal cases 64, 63, 62, and 60L through the oil path. 1 is a low-pressure oil passage, which is guided to the low-pressure relief valve 71 and discharged when the pressure reaches a certain level or higher, and then flows back into the mission case M. D is a drain oil passage, which directly circulates the oil into the transmission case. The control valves 47 and 49 are operated from outside the transmission case via an arm 50 and an arm shaft 51.

As shown in FIG. 3, the control valves 47 and 49 take advantage of the fact that there are no shafts or gears on the shoulder at the front end of the mission case M.
In this part, a delay relief valve is provided on one mission case side, and control valves 47 and 49 are provided in the wall of the other mission case. .

In addition, as shown in Fig. 8, the pressure oil in the oil passages 72 and 76 is supplied to the automatic steering solenoid valves (A, S, V'') and the hydraulic steering clutch control valve device (P, C, V''). ) is in communication with an oil passage 73 in an oil passage body 94 provided on the lower surface of the pressurized oil passage 73.The left and right check valves 74L and 7 are connected to the oil passage 73 for pressure oil.
After passing through 4R, enter oil passage 95L/95R. and,
The spools of the control valves 75L and 75R are controlled to either Pr or Rr, or to the D direction of the drain oil path. In the case of the right spool, it is controlled to PI or R1 or D. And Pl is in the oil passage 97L in Fig. 3,
R1 is an oil passage Pr- which is connected to the same <96L and reaches the seal case 60L via the oil passage indicated by the dotted line in FIG. 3, after being controlled by the control valve 75R of the hydraulic steering clutch on the right side. Rr is from oil passages 96L and 97R in Fig. 4,
The oil reaches each oil passage of the seal case 60R, flows from the left and right sides of the actuator 15b of the hydraulic steering clutch device, and pushes the clutch disc in the engagement/disengagement direction from both sides.

Next, the flow of pressure oil from the hydraulic pump 42 will be explained.

The oil passage 77 in FIG. 3 leads to a pressure oil passage 78 of the oil passage body 94 on the upper surface of the transmission case M. In Fig. 7, enter the automatic steering solenoid valves (A, S, V') from here, go to the boat,
Pressure oil discharged to B boat is checked by check valve 8OL.
- When discharged through 80R, it reaches the low pressure relief valve 79 and returns to the transmission case.

In addition, the He port and B port communicate with oil passages 81L and 81R, from which the control valve 75L of the hydraulic steering clutch is connected.
・Communicates with A boat and B port in the back room of 75R. By entering this back chamber, control valve 75L・7
The switch is made by pushing the 5R spool and moving it against the springs 91L and 91R.

Further, the H ports 82 of the solenoid valves (A, S, V) communicate with the control valves 84L and 84R of the hydraulic steering device, and discharge from there to the L port and R port.

These ports and R ports also communicate with the L and R ports in the back chamber of the control valves 75L and 75R of the hydraulic steering clutch device shown in Fig. 7, and these also operate the control valves 75L and 75R. It is.

Also, the river ports 83 of the steering brake control valves 75L and 75R are connected to the upper delay relief valves 85, respectively.
It also communicates with the back chamber of L/85R, suppressing the rise of pressure oil at the beginning of steering braking and suppressing sudden shock during braking.

Then, the R port and L port appear in the oil passages 98L and 98R on the right and left sides of the mission case as P, B, R port, P, and B port, respectively, and the seal case 60
L・601? It enters the hydraulic cylinder of the steering brake system between the brake case and the brake case.

(f) Effects of the Invention Since the present invention is constructed as described above, it has the following effects.

First, the steering clutch device and steering brake device are independent, and the hydraulic cylinder and actuator are separate, so the timing of the steering clutch and steering brake can be controlled by the hydraulic control valve, and automatic steering This makes it possible to sufficiently cope with the case where the steering operation is performed in a complicated manner.

Second, by making the steering clutch a disc type, it is possible to arrange it at a higher deceleration position than in the case of conventional types, and the brake device can be made smaller.

Third, by using a disc type steering clutch, it was possible to soften the shock when the clutch is engaged or disconnected.

Fourthly, in the conventional case where the hydraulic cylinders of the steering clutch section and the steering brake section were the same, it was necessary for the brake case side to rotate, but by making them independent as in the present invention, the brake case side is fixed. This eliminates the need for conventional shaft sealing materials.

[Brief explanation of the drawing]

Figure 1 is a skeleton diagram of this hydraulic clutch type transmission, Figure 2 is a front sectional view of the transmission case M, Figure 3 is a left side view of the transmission case M, the fourth tooth is also a right side view, and Figure 3 is a left side view of the transmission case M. Figure 5 is a sectional view of the front gear control valve device, Figure 6 is a plan view of the mission case M, and Figure 7
The figure is also a plan sectional view of the upper surface of the transmission case, and Figure 8 is a right side sectional view of the hydraulic steering clutch control valve device (P, C, V) part of the right side view of the transmission case. FIG. 9 is a circuit diagram of the present hydraulic clutch type transmission device. A, S, V...Solenoid valve for automatic steering M...Mission case 9, 10, 11, 12, 13...Hydraulic clutch device 1
4L/14R...Hydraulic steering brake device 15L/1
5R...Hydraulic steering clutch device applicant Co., Ltd.
Kanzaki Kokyukoki Seisakusho agent Patent attorney Hisashi Yano - Spontaneous writing of amendments to department procedures) November 28, 1980 Patent No. 213949 2) Title of invention Hydraulic clutch type transmission 3, amendments to be made Applicant Address: 341 Inadera, Amagasaki City, Hyogo Prefecture Name: Kanzaki Kogyoku Koki Seisakusho Co., Ltd. Representative: Koji Yamaoka 4, Agent Address: 1-11-9-5 Minamisenba, Minami-ku, Osaka City The date of the amendment order has been amended as shown in the attached sheet. 8. Details of amendment (1) "Low pressure relief valve 79" on page 13, line 20 of the specification will be corrected to "automatic relief valve 79." (2) The phrase "And...adjusted." from line 2 to line 8 of page 14 of the specification will be corrected as follows. "Then, the pressure oil set by the automatic relief valve 79 simultaneously flows independently into the back chamber of the control valve for the hydraulic steering clutch device and the hydraulic actuator of the hydraulic steering brake device. The springs 91L and 91R of the braking valve of the hydraulic steering clutch device and the steering brake are set so that the steering clutch is disengaged when a preset brake pressure is applied, and then the steering brake is gradually applied. The spring force of the actuator springs 14b and 14b of the device is adjusted as appropriate.''

Claims (2)

[Claims] (1) In a hydraulic clutch type transmission device that automatically steers a crawler type traveling device, a hydraulic clutch type main transmission device, a hydraulic steering brake device,
A hydraulic clutch type transmission device characterized in that a disc-adhering type hydraulic steering clutch device is configured independently. (2) A hydraulic clutch characterized in that the hydraulic steering brake device and the hydraulic steering clutch device according to claim 1 are both arranged on one steering shaft in a disc-contact manner. type transmission.