JPH089339B2 - Interlining turning mechanism - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION (a) Field of Industrial Application The present invention relates to an interlining turning mechanism of a crawler type steering device such as a combine.

(B) Prior Art Conventionally, a gear related to an interlining turning mechanism of a crawler type steering device has been publicly known.

For example, it is like the technique described in JP-A-62-292578.

However, in the related art, the left and right reduction shafts that mesh with the left and right brake gears on the steering brake shaft are idlely supported, and one gear is integrally provided with a bevel gear,
A bevel gear is placed in a position opposite to this, a hydraulic clutch is provided between the other input / output gear, and an intermediate bevel gear is meshed between the two bevel gears to form an interlining turning mechanism.

However, with this configuration, the interlining turning mechanism can be configured by utilizing the dead space between the steering brake in the center of the transmission case and the large-diameter brake gears located on the left and right sides thereof. There was a problem.

． The center of the steering brake shaft and the reduction shaft and the diameter of the brake gear have already been determined, and the diameter of the gear that meshes with this is limited. Therefore, there is no degree of freedom in setting the reduction ratio of the interlining turning mechanism.

On the other hand, in the dead space, the capacity cannot be reduced when the clutch is of hydraulic type because the high reduction ratio cannot be obtained even though the space for storing the interlining swing clutch is limited.

． The bearing structure must have high strength in consideration of the thrust force acting in each direction generated by the left and right bevel gears and the intermediate bevel gear.

． The cost increases due to the use of two gears and three bevel gears.

． The intermediate shaft that supports the intermediate bevel gear has the disadvantage that it requires a special shaft support structure because all other transmission shafts are supported in the left-right direction, but only this shaft is arranged orthogonally. is there.

． The above-mentioned problems further hinder the installation of this interlining rotating mechanism in a standard transmission as an optional specification.

(C) Problems to be Solved by the Invention The present invention configures an interlining swivel mechanism by utilizing dead space, which is an advantage of the technique described in Japanese Patent Laid-Open No. 62-292578. (1). Allows a high reduction ratio to be set for the interlining turning mechanism.

(2). The intermediate gear shaft for the interlining swivel mechanism is arranged in parallel with the other transmission shafts to form a simple bearing structure.

(3). The cost is reduced by reducing the number of gears of the interlining turning mechanism.

(4). The intermediate shaft for the interlining turning mechanism is stably supported in the case with a simple structure.

(5). The interlining turning mechanism can be easily attached to a standard transmission.

It has the following problems to be solved.

(D) Means for Solving the Problems The problems to be solved by the present invention are as described above. Next, means for solving the problems will be described.

In the brake gears 24 and 27 on the steering brake shaft 2 that transmit power from the clutch gears 22 and 23 on the steering clutch shaft 3 to the left and right final shafts 30l and 30r, an intermediate gear that meshes with one brake gear 24. 12 is provided, and the intermediate gear 12
One interlocking swivel gear 14 that meshes with the interlocking swivel gear 1 is provided on the interlocking swivel shaft 1, and the other interlocking swivel gear 15 that meshes with the other brake gear 27 is provided on the interlocking swivel shaft 1. An interlining swivel clutch 7 capable of power-connecting the interlocking swivel gear 15 and the other interlocking swivel gear 15 is provided, and an intermediate gear shaft 33 supporting the intermediate gear 12 is provided in a direction parallel to the interlining swivel shaft 1 from one side wall of the mission case M. It is a cantilevered support shaft that protrudes to the outside.

(E) Embodiments The problems to be solved by the present invention and the means for solving the problems are as described above. Next, the structure of the embodiments shown in the accompanying drawings will be described.

FIG. 1 is a skeleton diagram of a transmission equipped with an interlining swivel mechanism according to the present invention, FIG. 2 is a side view showing the arrangement of shafts of the transmission, and FIG. 3 is a main part of the interlock swivel mechanism in the transmission. Fig. 4 is a front sectional view of the lower portion shown in Fig. 4, Fig. 4 is a sectional view of a shuttle valve that is switched depending on which of the left and right interlining rotation is performed, and Fig. 5 is a hydraulic circuit diagram of the interlining rotation mechanism of the present invention.

Referring to FIG. 1, a mechanism of a transmission equipped with the interlining turning mechanism of the present invention will be described.

The power from the engine is transmitted to the input pulley 13.
The input pulley 13 is fixedly mounted on the engine input shaft 6, and the hydraulic pumps P1 and P2 are mounted on the engine input shaft 6.

Further, the engine input shaft 6 is penetrated from the right side of the mission case M to the left side, and is input to the HST transmission H fixed on the left side surface. The hydraulic pump of the HST type transmission H is driven so that the hydraulic motor shaft 5 moves to the mission case M.
Power is transmitted to the inside of.

Fixed gears 16, 17 are arranged on the hydraulic motor shaft 5, and the fixed gears 16, 17 are loosely fitted gears 18, 19 on the auxiliary transmission shaft 4.
Meshes with. A shift shifter for engaging the loosely fitted gears 18 and 19 with the sub-transmission shaft 4 is provided, and is configured to sub-shift the rotation speed continuously changed by the HST transmission device H to high or low.

The rotation after the main gear shift and the sub gear shift are completed is determined by the sub gear shift shaft 4
It is transmitted to the fixed gear 21 above the steering clutch shaft 3 by the fixed gear 20 above. Rotation of the steering clutch shaft 3 by the fixed gear 21 is performed, and the hydraulic pistons internally played in the left and right steering clutches 10 and 11 join and separate the friction discs to travel to the clutch gears 23 and 22. It is configured to connect and disconnect power.

Power is transmitted to the steering brake devices 8 and 9 on the steering brake shaft 2 by the clutch gears 23 and 22 via the steering clutches 10 and 11.

The steering brake shaft 2 is fixedly supported by the transmission case M and cannot rotate. The control cylinder shafts 8a, 9a are loosely fitted on the steering brake shaft 2, and the control cylinder shafts 8a, 9a are
Brake gears 24 and 27 and small-diameter gears 25l and 25r are fixedly installed in the.

The housings of the steering brake devices 8 and 9 have hydraulic pistons inside and are fixed to the steering brake shaft 2. Therefore,
By pressing the friction discs constituting the steering brake devices 8 and 9 with hydraulic pistons, one of the control cylinder shafts 8a and 9a and the steering brake shaft 2 are coupled, and the left and right steering brakes are applied. is there.

The small-diameter gears 25l, 25r on the braking cylinder shafts 8a, 9a are constantly meshed with the large-diameter gears 26l, 26r on the left and right final shafts 30l, 30r, respectively, at the outer ends of the final shafts 30l, 30r. The reduction small diameter gears 28l, 28r are fixedly installed.
8l and 28r are always meshed with the large reduction gears 29l and 29r on the drive sprocket shafts 31l and 31r.

Drive sprocket 3 Drive sprocket on shaft 31l, 31r
2l and 32r are fixed.

In the structure as described above, the intermediate gear shaft 33 and the interlining swivel shaft 1 are provided in the space surrounded by the steering brake shaft 2, the steering clutch shaft 3, the auxiliary transmission shaft 4, and the hydraulic motor shaft 5 of the mission case M. It is arranged. The intermediate gear shaft 33 is a cantilever support shaft that protrudes from one side wall of the transmission case M in a direction parallel to the interlining pivot shaft 1.

And the brake gears 24, 27 on the steering brake shaft 2
The intermediate gear 12 meshing with the No. 24 is loosely fitted and supported by the intermediate gear shaft 33.

The intermediate gear 12 is an interlining swivel gear 14 on the interlining swivel shaft 1.
, Always meshed.

Further, an interlining swivel gear 15 is loosely fitted to the interlocking swivel shaft 1, and both swivel gears 14 and 15 are made rotatable by selective connection of an interlocking swivel clutch 7 constituted by a hydraulic system. There is.

The interlining turning gear 15 is always meshed with the local 27 of the brake gears 24, 27.

In FIG. 2, the intermediate gear shaft in the mission case M
The arrangement of 33 and the interlining swivel shaft 1 will be described.

In a side view, the engine input shaft 6 is arranged above the mission case M and drives the MST transmission H.

Since only the gear having a relatively small diameter is arranged on the auxiliary transmission shaft 4 of the hydraulic motor shaft 5 and the steering clutch shaft 3,
Although they are arranged on one straight line, since large diameter gears such as brake gears 24 and 27 are arranged on the steering brake shaft 2, they are laterally deviated, and this deviated brake is used. An intermediate gear shaft 33 and an interlining swivel shaft 1 are arranged above the gears 24 and 27. The intermediate gear shaft 33 is a cantilever support shaft that protrudes from one side wall of the transmission case M in a direction parallel to the interlining pivot shaft 1.

Since there is a wide space between the upper portion of the steering brake shaft 2 and the sub-transmission shaft 4 and the hydraulic motor shaft 5, there is originally a space, and the intermediate gear shaft 33 and the interlining swivel shaft 1 are arranged in this space. Therefore, the transmission case M can be used as it is, and the transmission with the interlining turning mechanism can be provided.

In addition, an electromagnetic interlining turning switch valve V2 and a shuttle valve V1, which will be described later, are installed above the mission case M.
The piping 42 attached to the shuttle valve V1 is connected to the oil passage joint portion at the end of the interlining swivel shaft 1 as shown in FIG. 3, and the pressure oil flowing through the piping 42 is the internal oil of the interlining swivel shaft 1. The interlining swivel clutch 7 is adapted to be joined through a road. As described above, since the interlining swivel shaft 1 is disposed above the steering brake shaft 2 and is close to the shuttle valve V1 side, the length of the piping 42 is short.

FIG. 4 is a cross-sectional view of a shuttle valve that is switched depending on which of the left and right interlining swiveling is performed, and FIG.

In the place where the electromagnetic interlining swivel switching valve V2 is in the neutral position, it is a normal manual steering mechanism, and the steering levers 40L, 40R
When any one of the above is tilted, the left and right steering clutch switching valves 41L or 41R are switched, the steering clutch 10 or 11 is disengaged, and then the steering brake device 8 or 9 is braked.

Next, when the electromagnetic interlining swing switching valve V2 is switched by remote control, the left and right steering clutch switching valves 41L or 41R are hydraulically operated to selectively disconnect the steering clutch 10 or 11, and the same. The interlining swing clutch 7 is joined by hydraulic pressure.

In this case, the pressure oil passes through another oil passage depending on which one of the steering clutches 10 and 11 is disengaged. In either case, the interlocking turning clutch 7 can be joined, The shuttle valve V1 is provided.

As shown in FIG. 4, the shuttle valve V1 is composed of an internal shuttle spool 43 and biasing springs 44l, 44r that press from left and right.

One of the steering clutches 10 and 11 is disengaged, and at the same time, the interlining swivel clutch 7 is joined by the pressure oil introduced by switching the shuttle valve V1, so that the final shaft 30l or 30r whose traveling power is cut off is in the middle. Gear 12, interlocking swivel gear 14,1
It is driven in reverse by the 5.

(F) Action of the invention In order to give the shuttle valve V1 and the steering clutch switching valves 41L, 41R an operating sequence, the spring force of the relief valve L1> shuttle valve
The spring force of V1> the spring force of the steering clutch switching valves 41L and 41R is set.

When the interlining turning switch is tilted to the left or right and one is turned on, the electromagnetic interlining turning switching valve V2 is switched from the neutral position to one of the operating positions.

The pressure oil flows into the oil passage A port or B port on one side, the pressure required for connecting the interlining swing clutch 7 is increased by the relief valve L, and the pilot hydraulically operated steering clutch switching valve 41L or 41R. Instantaneously, and then the hydraulic pressure from the A port or the B port acts on the end of the shuttle spool 43 of the pilot hydraulically operated shuttle valve V1,
The spool 43 slides to the right or left from the neutral position shown in FIG. 4, and the pressure oil in the A port or B port is
It flows to the piping 42 through a throttle valve.

One of the steering clutches 10 and 11 is disengaged by operating the steering clutch switching valves 41L and 41R. The pressure oil from the shuttle valve V1 gradually passes through the throttle valve, and the interlocking swivel clutch 7 is gently engaged, and the traveling device on the disengaged side of the steering clutches 10 and 11 reverses to cause interlocking swivel. Done.

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

In FIG. 1, the intermediate gear shaft 33 that supports the intermediate gear 12 is a cantilever support shaft that projects from one side wall of the transmission case M in a direction parallel to the intermediary rotation shaft 1.
Since it is no longer necessary to consider the interference between the intermediate gear shaft 33 and the interlocking swing clutch 7 that occurs when the vehicle is installed between the left and right sides of the mission case M, the narrow mission case M
It was possible to place the interlining swivel device in the extra space. Further, it is possible to easily assemble the intermediate gear shaft 33. In addition, since the interlining turning mechanism itself is configured compactly, it was possible to easily mount it on a standard transmission as an optional specification.

In FIG. 2, the intermediate gear shaft 33, which pivotally supports the intermediate gear 12, was arranged in parallel with the other steering brake shafts 2 and steering clutch shafts 3 so that a simple bearing structure could be obtained. .

As shown in FIG. 3, the intermediate gear 12 of the interlocking mechanism can mesh with one of the brake gears 24 or 27 at any position, so that a high reduction ratio can be set, the capacity of the interlocking clutch 7 can be reduced, and the mission It can be stored comfortably in the dead space of Case M.

In FIG. 4, the cost can be reduced by configuring the number of gears required for the interlining turning mechanism by the intermediate gear 12 and the interlining turning gears 14 and 15.

[Brief description of drawings]

FIG. 1 is a skeleton diagram of a transmission equipped with an interlining swivel mechanism according to the present invention, FIG. 2 is a side view showing the arrangement of shafts of the transmission, and FIG. 3 is a main part of the interlock swivel mechanism in the transmission. Fig. 4 is a front sectional view of the lower portion shown in Fig. 4, Fig. 4 is a sectional view of a shuttle valve that is switched depending on which of the left and right interlining rotation is performed, and Fig. 5 is a hydraulic circuit diagram of the interlining rotation mechanism of the present invention. M ... Mission case V1 ... Shuttle valve V2 ... Electromagnetic interlocking swivel switching valve 1 ... Interlocking swivel shaft 2 ... Steering brake shaft 3 ... Steering clutch shaft 4 ... Sub-transmission shaft 5 ... Hydraulic motor shaft 6 …… Engine input shaft 7 …… Interlining swing clutch 8,9 …… Steering brake device 10,11 …… Steering clutch

Claims (1)

[Claims] 1. A clutch gear 22, 23 on a steering clutch shaft 3.
Therefore, in the brake gears 24 and 27 on the steering brake shaft 2 that transmits power to the left and right final shafts 30l and 30r, an intermediate gear 12 that meshes with one brake gear 24 is provided, and one of the gears that meshes with the intermediate gear 12 is provided. An interlining swivel gear 14 is provided on the interlining swivel shaft 1, and another interlocking swivel gear 15 that meshes with the other brake gear 27 is provided on the interlining swivel shaft 1, and one interlocking swivel gear 14 and the other A piece in which an intermediary rotation clutch 7 capable of power-connecting the ground rotation gear 15 is provided, and an intermediate gear shaft 33 supporting the intermediate gear 12 is projected from one side wall of the mission case M in a direction parallel to the intermediary rotation axis 1. An interlining swivel mechanism characterized by having a supporting shaft.