JPS6366710B2 - - Google Patents

Description

[Detailed Description of the Invention] Generally, when turning an aircraft in a wetland, when one crawler is braked and the aircraft turns, the braked crawler becomes buried in mud, and the other crawler slips due to the resistance of the mud. However, if one braked crawler is rotated in the opposite direction, the crawler can easily escape from the mud, so it can be rotated.

In addition, when reaping and threshing on relatively hard soil surfaces, such as dry fields, when turning the machine after completing one stroke, it is possible to rotate the crawler in the opposite direction and make a super-turning turn to reduce the number of turns of the combine. It can be turned quickly depending on the amount.

However, when driving on the road, it is dangerous to perform the above-mentioned super pivot turn because the vehicle is traveling at high speed.
For example, when lowering the pre-processing device of a combine harvester and changing the direction of movement of the machine little by little during reaping work to make it follow the rows of grain culms, an inadvertent sharp turn may push down the grain culms or leave uncut parts.

The present invention aims to provide a control device for a traveling device that allows even a person with inexperienced driving skills to perform accurate and safe maneuvering without causing the above-mentioned drawbacks. A variable throttle valve that is equipped with a variable torque clutch that rotates the axle in the opposite direction, and that moves to a side clutch lever in a hydraulic circuit between a hydraulic cylinder that operates the variable torque clutch and a hydraulic pump to adjust the hydraulic pressure of the hydraulic circuit; This system is characterized by the insertion of a relief valve that regulates the maximum pressure of the hydraulic circuit, and a solenoid valve that opens the hydraulic circuit of the relief valve at the high speed position of the speed change lever or the lowered position of the working machine.

The embodiment shown in the drawings will be explained below.1
is a transmission case, in which a V-belt 6 is stretched between a split pulley 3 attached to an input shaft 2 that expands and contracts forcibly and a split pulley 5 on a shaft driven by an engine 4, By forcibly expanding and contracting 3, the speed is continuously variable.
The drive shaft 7 in the transmission case 1 is driven by the input shaft 2 via a reduction gear group and transmission gear groups a, b, c, d, e, f.

Reference numeral 8 denotes a clutch shaft to which a center gear 9 is fixed, which meshes with a drive gear 7a fixed to the drive shaft 7, and a pair of left and right clutch gears 10a are connected to each other by sliding on clutch pawls on both sides of the center gear 9.
10b and the clutch gear 10 at a certain position.
A pair of left and right passive gears 11 in which a and 10b are intermittent.
a and 11b are rotatably mounted.

12 is a reversing shaft provided between the drive shaft 7 and the clutch shaft 8, and the passive gear 11 is connected to both ends.
Reverse gears 12a and 12b that mesh with a and 11b are fixed, and a gear 13 fixed at the intermediate portion meshes with a reverse drive gear 14 that is loosely fitted to the drive shaft 7.

Further, the clutch gears 10a, 10b are axle gears 17a, 1 fixed to axles 16a, 16b having crawler drive wheels (wheels) 15a, 15b.
It meshes with 7b.

A variable torque clutch (hereinafter simply referred to as variable clutch) 18 consisting of a multi-plate clutch is attached to the reverse drive gear 14 loosely fitted to the drive shaft 7, and a hydraulic cylinder 19 for operating the variable clutch 18 has a variable throttle. Hydraulic circuit 21 with valve 20
Shift levers 24 of shift forks 23a and 23b that are operated by a hydraulic pump 22 via
a, 24b are interlocked and connected to left and right side clutch levers 25a, 25b provided on an operation panel (not shown) by operating wires 26, 26, and the operating lever 20a of the variable throttle valve 20 is connected to both side clutch levers 25a, 25b. 25b via an operating wire 27.

Note that the hydraulic pump 22 may be driven by the PTO shaft of the transmission, but in this system, as the engine speed decreases, the oil pressure also decreases, so it is better to drive it by an electric motor separate from the engine transmission system. .

Next, to explain the operation, when the side clutch levers 25a, 25b are tilted forward when moving the aircraft forward, the clutch gears 10a, 10b engage with the clutch pawls on both sides of the center gear 9, and the variable clutch 18 becomes a disengagement. Because there is a drive shaft 7
The drive gear 7a is connected to the axle 1 via the center gear 9, the clutch shaft 8, and the clutch gears 10a and 10b.
6a, 16b drive axle gears 17a, 17b.

Furthermore, when turning the aircraft with a large turning radius, when one side clutch lever 25a is turned off, the power to the axle gear 17a on that side is cut off, so only the other wheel 15b is forcibly driven and one wheel 15a is turned.
The aircraft rotates slowly through the ground, and the aircraft turns with a large turning radius.

At this time, the variable throttle valve 20 and the operating lever 20a are also pulled by the operating wire 27, but the variable throttle valve 20 is in the open state until the operating lever 20a reaches the point O to the point A in FIG. Variable clutch 18 is not activated.

Also, when turning the aircraft around a small turning radius or around one crawler (or wheel), move one side clutch lever 25a from point O to point B.
When pulled to a point, on the one hand, the clutch gear 10a is disengaged and then engages with the clutch claw of the passive gear 11a, on the other hand, the torque of the variable clutch 18 is O from O to A, and after A, the variable throttle valve 20 is throttled. As shown in FIG. 3, the torque increases gradually and acts as a brake, and at point B, the driving force from the ground and the braking torque become equal and stop the crawler drive wheel 15a on that side, so the aircraft moves to one side. It revolves around the crawler.

Furthermore, when the aircraft is to make a sharp turn, when the side clutch lever 25a is pulled at least from point O to point C, the torque of the variable clutch 18 increases further after the above-mentioned point B, and the reversing shaft 12 begins to rotate. The crawler drive wheel 15a gradually increases its rotational speed, slowly starts in the opposite direction, and sequentially slows down its rotational speed, and at point C, the variable clutch 18 is maintained in a fully engaged state by the pressing force set by the relief valve 28. As a result, one crawler drive wheel 15a rotates at the same speed in the opposite direction as the other crawler drive wheel 15b, and eventually performs a super turning around the width of the aircraft.

The hydraulic circuit 21 also includes a relief valve 28 that limits the hydraulic pressure to about 1/2 of the maximum torque of the variable clutch 18 set by the variable throttle valve 20, and a relief valve 28 that limits the hydraulic pressure to a torque that is about 1/2 of the maximum torque of the variable clutch 18 set by the variable throttle valve 20. A solenoid valve 30 inserted into the circuit of the relief valve 28 is turned OFF at the operating speed position _F1 of the gear shift lever 34 as shown in FIG. Move the gear shift lever 34 to high speed position F ₂
The solenoid valve 31, which is opened and closed by the switch _S1 which is turned ON when set to , and is inserted into the circuit of the relief valve 29, is connected to the vicinity of the base of the pretreatment lift arm 32 of the combine (lift arm in civil engineering machinery) as shown in It is opened and closed by switch S ₂ , which is installed and turns ON in the descending position and OFF in the ascending position.

However, when the pre-treatment device is lowered to perform reaping work, the switch _S2 is turned on and the solenoid valve 31 is open, so even if the side clutch lever 25a is pulled to the rear as far as possible, the variable clutch 18 The torque does not exceed Ha, and there is no turning in a super stable manner.

In addition, when turning the aircraft after finishing one stroke of reaping, if you forget to lift up the pretreatment device using the hydraulic lift cylinder 33, you will not be able to make a sharp turn, but when the machine is lifted up, switch S ₂ will turn OFF. Therefore, it is possible to make a super confident turn.

Furthermore, even if the pre-processing device is lifted up when driving on the road, and the shift lever 34 is set to the high speed position _F2 , one of the side clutch levers 25a is inadvertently pulled fully rearward to correct the traveling direction. is in the _F2 position and the associated switch _S1 is ON, so the torque of the variable clutch 18 increases only to F2.

Furthermore, when moving the aircraft backwards, when both side clutch levers are simultaneously pulled toward the cutting side, the clutch gears 10a and 10b enter the passive gears 11a and 11b after the center gear 9 is released, and the torque of the variable clutch 18 gradually increases. Eventually, the predetermined torque is reached, so the aircraft gradually reduces its traveling speed, comes to a halt, and then begins to move backward.

This reverse speed can be selected appropriately between the torque points B and C, and a desired turn can be made by operating either side clutch lever 25a, 25b or both while traveling backward. .

As described above, the present invention includes a variable torque clutch mounted on the drive shaft to reversely rotate the axle, and a hydraulic circuit connected to a side clutch lever in a hydraulic circuit between a hydraulic cylinder and a hydraulic pump for actuating the variable torque clutch. a variable throttle valve that adjusts the oil pressure of the
By inserting a relief valve that regulates the maximum pressure in the hydraulic circuit and a solenoid valve that opens the hydraulic circuit of the relief valve when the gear shift lever is in the high-speed position or the work equipment is in the lower position, large rotations can be achieved with an extremely simple device. Although it is possible to freely perform round radius turns, pivot turns, and super pivot turns, the hydraulic pressure of the hydraulic cylinder that operates the variable torque clutch regardless of the amount of movement of the side clutch lever is applied to the relief valve and solenoid valve. Therefore, even those who are inexperienced in operating the aircraft will not be able to make sudden turns while working or traveling at high speed on the road.

[Brief explanation of drawings]

The drawings show one embodiment of the invention,
Figure 1 is an exploded view of the transmission, Figure 2 is a perspective view of the transmission and operating section, Figure 3 is a torque diagram of the variable torque clutch, Figure 4 is a hydraulic circuit diagram, and Figure 5 is a side clutch. FIG. 6 is a side view of the lift portion of the pretreatment device and the switch. 7... Drive shaft, 8... Clutch shaft, 9... Center gear, 10a, 10b... Clutch gear, 1
8...Variable clutch, 19...Hydraulic cylinder,
20... Variable throttle valve, 22... Hydraulic pump, 25
a, 25b...Side clutch lever, 28, 2
9...Relief valve, _S1 , _S2 ...Switch.

Claims (1)

[Claims] 1 A variable torque clutch that reversely rotates the axle is attached to the drive shaft, and a variable torque clutch that operates the variable torque clutch is attached to the hydraulic circuit between the hydraulic cylinder and the hydraulic pump and that adjusts the hydraulic pressure of the hydraulic circuit in conjunction with the side clutch lever. A control device for a traveling device, which includes a throttle valve, a relief valve that regulates the maximum pressure of a hydraulic circuit, and a solenoid valve that opens the hydraulic circuit of the relief valve at a high speed position of a speed change lever or a lowered position of a work equipment. .