JP2012011823A - Device for acceleration of front wheel of working vehicle - Google Patents

Device for acceleration of front wheel of working vehicle Download PDF

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JP2012011823A
JP2012011823A JP2010147881A JP2010147881A JP2012011823A JP 2012011823 A JP2012011823 A JP 2012011823A JP 2010147881 A JP2010147881 A JP 2010147881A JP 2010147881 A JP2010147881 A JP 2010147881A JP 2012011823 A JP2012011823 A JP 2012011823A
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gear
shaft
speed increasing
clutch
front wheel
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JP5488262B2 (en
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Koji Koyama
浩二 小山
Tsutomu Watabe
勉 渡部
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Iseki and Co Ltd
Iseki Agricultural Machinery Mfg Co Ltd
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Iseki and Co Ltd
Iseki Agricultural Machinery Mfg Co Ltd
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Abstract

PROBLEM TO BE SOLVED: To prevent an acceleration switch motor that starts a front wheel accelerator mechanism from being covered with a clod of earth or muddy water, thereby preventing the acceleration switch motor from malfunctioning due to muddy water.SOLUTION: In the front wheel accelerator of a working vehicle, a front axle housing 60 is supported by band-shaped iron side frames 80L and 80R provided on the right and left sides, and an acceleration switch motor 82 for starting an acceleration mechanism 105 for accelerating the right and left front wheels 6, 6 is provided forward of the front axle housing 60 and between the right and left side frames 80L and 80R. The acceleration switch motor 82 is placed on a support table 81. An upper part of the acceleration switch motor 82 is covered with a protective cover 85.

Description

本発明は、トラクタや芝刈り機等の作業車の前輪増速装置に関する。   The present invention relates to a front wheel speed increasing device for a work vehicle such as a tractor or a lawn mower.

左右前輪と左右後輪の四輪で走行装置を構成した作業車では、旋回時に前輪の周速を後輪の周速より速く駆動する急旋回のために前輪増速装置を設けている。
例えば、特開２００７−４５１７７号公報に記載の作業車の前輪増速装置では、前輪と後輪の間に車体を構成するミッションケースが配置され、このミッションケースの側面に前輪増速装置を配置し、この前輪増速装置の前輪増速率を電動モータで変更制御するようにしている。 In a work vehicle having a traveling device composed of four wheels, left and right front wheels and left and right rear wheels, a front wheel speed increasing device is provided for rapid turning that drives the peripheral speed of the front wheels faster than the peripheral speed of the rear wheels during turning.
For example, in a front wheel speed increasing device for a work vehicle described in Japanese Patent Application Laid-Open No. 2007-45177, a transmission case that constitutes a vehicle body is disposed between a front wheel and a rear wheel, and a front wheel speed increasing device is disposed on a side surface of the transmission case. The front wheel speed increasing rate of the front wheel speed increasing device is changed and controlled by an electric motor.

特開２００７−４５１７７号公報JP 2007-45177 A

前記従来の作業車の前輪増速装置は、後輪近くに配置されているために機体後部に装着する耕耘装置等から土塊や泥水等が飛来して付着し易く、電動モータのスイッチ部分が漏電によって溶着し、作動不良になることがある。   Since the front wheel speed increasing device of the conventional work vehicle is arranged near the rear wheel, it is easy for dirt, mud, etc. to come and adhere from the tilling device attached to the rear of the fuselage, and the switch part of the electric motor is leaked. May cause malfunction due to welding.

このために、本発明では、増速機構を作動する増速切換モータに土塊や泥水等が付着し難くすることで、泥水による増速切換モータの作動不良を防ぐことを課題とする。   Therefore, an object of the present invention is to prevent malfunction of the speed increasing switching motor due to muddy water by making it difficult for dirt or muddy water to adhere to the speed increasing switching motor that operates the speed increasing mechanism.

上記本発明の課題は、次の技術手段により解決される。
請求項１に記載の発明は、フロントアクスルハウジング６０を左右に設ける帯鉄状の左右サイドフレーム８０Ｌ，８０Ｒで支持し、前記フロントアクスルハウジング６０の前側であって左右のサイドフレーム８０Ｌ，８０Ｒに挟まれた位置に、左右前輪６，６を増速する増速機構１０５を作動させる増速切換モータ８２を配置したことを特徴とする作業車の前輪増速装置とした。 The problems of the present invention are solved by the following technical means.
In the first aspect of the present invention, the front axle housing 60 is supported by the left and right side iron-shaped side frames 80L and 80R provided on the left and right sides, and is sandwiched between the left and right side frames 80L and 80R on the front side of the front axle housing 60. The front wheel speed increasing device for the work vehicle is characterized in that the speed increasing switching motor 82 for operating the speed increasing mechanism 105 for increasing the speed of the left and right front wheels 6 and 6 is disposed at the position.

この構成で、増速切換モータ８２に対して後方の後輪や作業機から飛びかかる泥水を前フロントアクスルハウジング６０で防ぎ、左右から飛びかかる泥水を左右サイドフレーム８０Ｒ，８０Ｌで防ぐ。   With this configuration, muddy water splashing from the rear rear wheel or work machine with respect to the speed increasing switching motor 82 is prevented by the front front axle housing 60, and muddy water splashing from the left and right is prevented by the left and right side frames 80R and 80L.

請求項２に記載の発明は、前記増速切換モータ８２をプレート状の支持台８１に載置したことを特徴とする請求項１に記載の作業車の前輪増速装置とした。
この構成で、請求項１の作用に加えて、支持台８１で路面や圃場面から飛び散る泥水が増速切換モータ８２に付着することを防ぐ。 The invention according to claim 2 is the front wheel speed increasing device for the work vehicle according to claim 1, wherein the speed increasing switching motor 82 is mounted on a plate-like support base 81.
With this configuration, in addition to the operation of the first aspect, the muddy water splashing from the road surface and the farm scene is prevented from adhering to the speed increasing switching motor 82 by the support base 81.

請求項３に記載の発明は、前記増速切換モータ８２の上部を防護カバー８５で覆ったことを特徴とする請求項２に記載の作業車の前輪増速装置とした。
この構成で、請求項１の作用と請求項２の作用に加えて、増速切換モータ８２の上方へ回り込む泥水を防護カバー８５で防ぐ。 According to a third aspect of the present invention, there is provided the front wheel speed increasing device for a work vehicle according to the second aspect, wherein an upper portion of the speed increasing switching motor 82 is covered with a protective cover 85.
In this configuration, in addition to the effects of the first and second aspects, the protective cover 85 prevents muddy water that goes around the speed increasing switching motor 82.

請求項１の発明或いは請求項２の発明或いは請求項３の発明で、増速切換モータ８２に飛散する石が当たるのを防ぎ、泥水が付着するのを防ぎ、増速切換モータ８２が漏電によって故障することを効果的に防止できる。   In the invention of claim 1 or claim 2 or claim 3, it is possible to prevent the splashing stone from hitting the speed increasing switching motor 82, preventing muddy water from adhering, and the speed increasing switching motor 82 is It is possible to effectively prevent failure.

実施例作業車（トラクタ）の全体側面図である。It is a whole side view of an Example work vehicle (tractor). 実施例作業車の全体平面図である。It is a whole top view of an Example working vehicle. 実施例作業車のミッションケースの側断面図である。It is side sectional drawing of the mission case of an Example working vehicle. ミッションケース内の一部拡大側断面図である。It is a partially expanded side sectional view in a mission case. ＰＴＯクラッチの切状態を示す拡大側断面図である。It is an expanded side sectional view which shows the disengagement state of a PTO clutch. ミッドＰＴＯ軸の駆動状態を示すＰＴＯクラッチの拡大側断面図である。It is an expanded sectional side view of the PTO clutch which shows the drive state of a mid PTO shaft. リアＰＴＯ軸の駆動状態を示すＰＴＯクラッチの拡大側断面図である。It is an expanded sectional side view of the PTO clutch which shows the drive state of a rear PTO shaft. ミッドＰＴＯ軸とリアＰＴＯ軸を共に駆動する状態を示すＰＴＯクラッチの拡大側断面図である。It is an expanded sectional side view of the PTO clutch which shows the state which drives a mid PTO axis | shaft and a rear PTO axis | shaft together. ミッションケース内の一部拡大側断面図である。It is a partially expanded side sectional view in a mission case. 増速ケースの平断面図である。It is a plane sectional view of the speed increasing case. 増速ケースの一部拡大側面図である。It is a partially expanded side view of a speed increasing case. フロントアクスルハウジングの拡大平面図である。It is an enlarged plan view of a front axle housing. フロントアクスルハウジングの平面図である。It is a top view of a front axle housing. フロントアクスルハウジングの側面図である。It is a side view of a front axle housing. フロントアクスルハウジングの平面図である。It is a top view of a front axle housing.

以下、図面に示す実施例に基づいて、本発明の実施例を説明する。
図１と図２は、本発明でいう作業車の一例として示すトラクタの全体図で、機体の前部のボンネット１内に搭載したエンジン２の動力をミッションケース３内で適宜に変速して前輪軸４と後輪軸５に伝動して前輪６と後輪７の両方或は後輪７のみを駆動し、機体上に設ける座席１０に座った作業者が中央に立設するステアリングハンドル８で前輪６を操向しながら走行する。機体の後方へ突出するヒッチ９には、ロータリ耕運機などの作業機を装着し、ミッションケース３から後方へ向かって突出するリアＰＴＯ軸１１でヒッチ９に装着する作業機を駆動し、ミッションケース３の後部から前方へ向かって突出するミッドＰＴＯ軸１２で前輪６と後輪７の間に装着する芝刈り機などの作業機を駆動する。 Embodiments of the present invention will be described below based on the embodiments shown in the drawings.
1 and 2 are general views of a tractor shown as an example of a working vehicle in the present invention. The power of an engine 2 mounted in a bonnet 1 at the front of the airframe is appropriately shifted in a transmission case 3 before A front wheel is driven by a steering handle 8 which is transmitted to the wheel shaft 4 and the rear wheel shaft 5 to drive both the front wheel 6 and the rear wheel 7 or only the rear wheel 7 and an operator sitting on a seat 10 provided on the fuselage stands in the center. Run while steering No. 6. A work machine such as a rotary cultivator is mounted on the hitch 9 protruding rearward of the machine body, and the work machine mounted on the hitch 9 is driven by the rear PTO shaft 11 protruding rearward from the mission case 3. A working machine such as a lawn mower mounted between the front wheel 6 and the rear wheel 7 is driven by a mid PTO shaft 12 protruding forward from the rear part.

図３は、動力伝動機構の断面図で、エンジン側ケース１３から後方へ突出するメイン出力軸１８とミッションケース３から前方へ突出する入力軸２０をジョイント１９で連結し、繋ぎカバー２１で上側を覆っている。   FIG. 3 is a cross-sectional view of the power transmission mechanism. A main output shaft 18 protruding rearward from the engine side case 13 and an input shaft 20 protruding forward from the transmission case 3 are connected by a joint 19, and the upper side is connected by a connecting cover 21. Covering.

エンジン側ケース１３の内部では、エンジン２の動力をメインクラッチ１４で断続可能に第一出力軸１５へ伝動し、第一ギヤ１６と第二ギヤ１７でやや減速してメイン出力軸１８に伝動している。   Inside the engine side case 13, the power of the engine 2 is transmitted to the first output shaft 15 so as to be intermittently connected by the main clutch 14, and is slightly decelerated by the first gear 16 and the second gear 17 and transmitted to the main output shaft 18. ing.

ミッションケース３は、前からフロントケース３６とミッドケース３７とリアケース４５の三つの中空ケースを一体に連結して構成している。
フロントケース３６内では、入力軸２０の回転が第三ギヤ２２と第四ギヤ２３で第一伝動軸２５に伝動する。 The mission case 3 is configured by integrally connecting three hollow cases of a front case 36, a mid case 37, and a rear case 45 from the front.
In the front case 36, the rotation of the input shaft 20 is transmitted to the first transmission shaft 25 by the third gear 22 and the fourth gear 23.

ミッドケース３７内では、第一伝動軸２５の回転がそのまま第二ジョイント４０でＰＴＯ伝動軸４１に伝動され、さらに、第一伝動軸２５に固着の第一変速ギヤ２７と第二変速ギヤ２９と第三変速ギヤ３１が噛み合う走行軸２４に嵌合した第四変速ギヤ２６と第五変速ギヤ２８と第六変速ギヤ３０と逆転ギヤ５０（この逆転ギヤ５０が図示省略のギヤで第一変速ギヤ２７と噛み合っている）がキーシフトクラッチ４６で適宜に軸に固定されて一速から三速及び逆回転まで変速して走行軸２４に伝動される。   In the mid case 37, the rotation of the first transmission shaft 25 is directly transmitted to the PTO transmission shaft 41 by the second joint 40, and further, the first transmission gear 27 and the second transmission gear 29 fixed to the first transmission shaft 25. A fourth transmission gear 26, a fifth transmission gear 28, a sixth transmission gear 30, and a reverse gear 50 (the reverse gear 50 is a gear not shown in the figure, a first transmission gear). 27 is engaged with the shaft by the key shift clutch 46, and is shifted from the first speed to the third speed and reversely rotated to be transmitted to the traveling shaft 24.

なお、第一伝動軸２５とＰＴＯ伝動軸４１を連結する第二ジョイント４０は、図９の拡大図に示す如く、リアケース４５に第一伝動軸２５を軸支する軸受１００との間隔ｎがＰＴＯ伝動軸４１の挿入長さｍよりも短いので、ミッドケース３７内のギヤの交換の際に第一伝動軸２５を第二ジョイント４０から引き抜いても第二ジョイント４０がＰＴＯ伝動軸４１から外れてリアケース４５内に落下することが無いので、リアケース４５側を分解する必要が無く、分解修理の作業時間を短縮できる。   The second joint 40 that connects the first transmission shaft 25 and the PTO transmission shaft 41 has an interval n between the rear case 45 and the bearing 100 that supports the first transmission shaft 25 as shown in the enlarged view of FIG. Since the insertion length m of the PTO transmission shaft 41 is shorter than the insertion length m, even if the first transmission shaft 25 is pulled out from the second joint 40 when the gear in the mid case 37 is replaced, the second joint 40 is detached from the PTO transmission shaft 41. Therefore, it is not necessary to disassemble the rear case 45 side, and the work time for disassembly and repair can be shortened.

走行軸２４の回転は、第十四ギヤ５７で第一伝動軸２５に遊嵌したギヤ筒６９の大ギヤ部５９へ伝動され、ベベルギヤ軸１２１にスプライン嵌合した高低クラッチギヤ３２が第十四ギヤ５７に噛み合ったりギヤ筒６９の小ギヤ部６８と噛み合ったりすることでベベルギヤ軸１２１が高低に変速して伝動され、ベベルギヤ軸１２１の回転がベベルギヤ３８と車軸ベベルギヤ３９で後輪軸５に伝動され、さらに、ベベルギヤ軸１２１にスプライン嵌合する第十五ギヤ１２２と第五ギヤ３３とクラッチギヤ３４で前輪駆動軸３５に伝動され、この前輪駆動軸３５の回転が図１０に示すフロントアクスルハウジング６０の第二前輪駆動軸１０１に伝動する。   The rotation of the travel shaft 24 is transmitted to the large gear portion 59 of the gear cylinder 69 loosely fitted to the first transmission shaft 25 by the fourteenth gear 57, and the high and low clutch gear 32 that is spline-fitted to the bevel gear shaft 121 is the fourteenth. By meshing with the gear 57 or meshing with the small gear portion 68 of the gear cylinder 69, the bevel gear shaft 121 is shifted at a high and low speed, and the rotation of the bevel gear shaft 121 is transmitted to the rear wheel shaft 5 by the bevel gear 38 and the axle bevel gear 39. Furthermore, the fifteenth gear 122, the fifth gear 33 and the clutch gear 34 which are spline-fitted to the bevel gear shaft 121 are transmitted to the front wheel drive shaft 35, and the rotation of the front wheel drive shaft 35 is shown in FIG. The second front wheel drive shaft 101 is transmitted.

前記のＰＴＯ伝動軸４１の回転は、後輪軸５よりも後側に設けるリアＰＴＯ軸１１とミッドＰＴＯ軸１２の伝動部に伝動される。
ＰＴＯ伝動軸４１には第十ギヤ５５がスプライン嵌合し第一カウンタギヤ４２が遊嵌し、リアＰＴＯ軸１１には第十一ギヤ４８がスプライン嵌合し第一クラッチギヤ５６が遊嵌し、この第一クラッチギヤ５６にＰＴＯクラッチギヤ４３が遊嵌し第十二ギヤ５８がスプライン嵌合している。そして、第十一ギヤ４８に常時に噛み合い第一クラッチギヤ５６とＰＴＯクラッチギヤ４３に適宜噛み合うコンスタントメッシュ方式のクラッチ切換ギヤ４７が外嵌している。第二クラッチギヤ４３と第十一ギヤ４８とクラッチ切換ギヤ４７でＰＴＯクラッチ１５０を構成し、このＰＴＯクラッチ１５０のシフト操作は、座席１０の近傍に設ける一本のＰＴＯ切換レバー１４９で行う。 The rotation of the PTO transmission shaft 41 is transmitted to the transmission portions of the rear PTO shaft 11 and the mid PTO shaft 12 provided on the rear side of the rear wheel shaft 5.
The tenth gear 55 is spline-fitted to the PTO transmission shaft 41 and the first counter gear 42 is loosely fitted, and the eleventh gear 48 is spline-fitted to the rear PTO shaft 11 and the first clutch gear 56 is loosely fitted. The PTO clutch gear 43 is loosely fitted to the first clutch gear 56, and the twelfth gear 58 is splined. A constant mesh clutch switching gear 47 that is always meshed with the eleventh gear 48 and meshed appropriately with the first clutch gear 56 and the PTO clutch gear 43 is externally fitted. The second clutch gear 43, the eleventh gear 48, and the clutch switching gear 47 constitute a PTO clutch 150, and the PTO clutch 150 is shifted by a single PTO switching lever 149 provided near the seat 10.

第十ギヤ５５が第十二ギヤ５８と噛み合って第一クラッチギヤ５６を常時回転していて、図５の状態が第一クラッチギヤ５６にクラッチ切換ギヤ４７が噛み合わずリアＰＴＯ軸１１とミッドＰＴＯ軸１２が共に駆動されない状態で、ＰＴＯクラッチ１５０のクラッチの切り替えは、次のように行われる。   The tenth gear 55 is meshed with the twelfth gear 58 and the first clutch gear 56 is always rotating. The state shown in FIG. 5 is the first clutch gear 56 and the clutch switching gear 47 is not meshed with the rear PTO shaft 11 and the mid PTO. In the state where the shaft 12 is not driven together, the clutch switching of the PTO clutch 150 is performed as follows.

クラッチ切換ギヤ４７を第十一ギヤ４８と第一クラッチギヤ５６に噛み合わせるようスライドすると、リアＰＴＯ軸１１が駆動される。（図７）
クラッチ切換ギヤ４７を第十一ギヤ４８から離して、第一クラッチギヤ５６とＰＴＯクラッチギヤ４３に噛み合わせるようスライドすると、第一クラッチギヤ５６の回転がＰＴＯクラッチギヤ４３から第一カウンタギヤ４２に伝わり、後述する伝動でミッドＰＴＯ軸１２が駆動される。（図６）
クラッチ切換ギヤ４７を第十一ギヤ４８と第一クラッチギヤ５６とＰＴＯクラッチギヤ４３の三つのギヤに噛み合わせるようスライドすると、リアＰＴＯ軸１１とミッドＰＴＯ軸１２が共に駆動される。（図８）
第一カウンタギヤ４２の回転は、第一カウンタ軸５０の第二カウンタギヤ４９と第二カウンタ軸５１の第三カウンタギヤ４４と第三カウンタ軸５３の第四カウンタギヤ５２を介してミッドＰＴＯ軸１２に形成した第十三ギヤ５４に伝動されてミッドＰＴＯ軸１２を駆動する。 When the clutch switching gear 47 is slid to mesh with the eleventh gear 48 and the first clutch gear 56, the rear PTO shaft 11 is driven. (Fig. 7)
When the clutch switching gear 47 is separated from the eleventh gear 48 and slid so as to mesh with the first clutch gear 56 and the PTO clutch gear 43, the rotation of the first clutch gear 56 changes from the PTO clutch gear 43 to the first counter gear 42. The mid PTO shaft 12 is driven by transmission described later. (Fig. 6)
When the clutch switching gear 47 is slid to mesh with the three gears of the eleventh gear 48, the first clutch gear 56, and the PTO clutch gear 43, the rear PTO shaft 11 and the mid PTO shaft 12 are driven together. (Fig. 8)
The first counter gear 42 rotates through the second counter gear 49 of the first counter shaft 50, the third counter gear 44 of the second counter shaft 51, and the fourth counter gear 52 of the third counter shaft 53. The mid PTO shaft 12 is driven by being transmitted to a thirteenth gear 54 formed on the motor 12.

図１０は、フロントアクスルハウジング６０の断面図で、フロントアクスルハウジング６０の後側に増速ケース６１をボルト７７で取り付け、フロントアクスルハウジング６０と増速ケース６１を一体として前ピポットケース９６と後ピポットケース６２で支持し、左右揺動可能にしている。フロントアクスルハウジング６０と増速ケース６１を一体化することで、軽量化出来て、トラクタ全体の前後バランスを良くしている。   FIG. 10 is a cross-sectional view of the front axle housing 60. A speed increasing case 61 is attached to the rear side of the front axle housing 60 with a bolt 77, and the front axle housing 60 and the speed increasing case 61 are integrated into a front pivot case 96 and a rear pivot. It is supported by a case 62 so that it can swing left and right. By integrating the front axle housing 60 and the speed increasing case 61, the weight can be reduced and the front / rear balance of the entire tractor is improved.

増速ケース６１の後ピポットケース６２側に軸支した第二前輪駆動軸１０１に、図３で説明した前輪駆動軸３５からの動力が入力する構成である。増速ケース６１内に第一増速ギヤ６３を形成し、この第一増速ギヤ６３の端面に形成したクラッチ爪６３ａに前輪ベベル軸７８にスプライン嵌合した第一クラッチ６６がクラッチばね６７で押圧されて係合して第二前輪駆動軸１０１の回転を前輪ベベル軸７８に伝動する（等速４輪駆動）。   The power from the front wheel drive shaft 35 described with reference to FIG. 3 is input to the second front wheel drive shaft 101 that is pivotally supported on the rear pivot case 62 side of the speed increasing case 61. A first speed increasing gear 63 is formed in the speed increasing case 61, and a first clutch 66 that is spline-fitted to the front bevel shaft 78 is engaged with a clutch pawl 63 a formed on the end face of the first speed increasing gear 63 by a clutch spring 67. The second front wheel drive shaft 101 is pressed and engaged to transmit the rotation of the second front wheel drive shaft 101 to the front wheel bevel shaft 78 (constant speed four-wheel drive).

前輪ベベル軸７８の前小ベベルギヤ７４とフロントアクスルハウジング６０内の前大ベベルギヤ７５が噛み合ってデフギヤ組７６を回転し、前輪駆動軸４Ｒ，４Ｌを駆動する。
増速ケース６１内の増速機構１０５は、前輪ベベル軸７８と平行に増速軸６４を軸支し、前記第一増速ギヤ６３と噛み合う第二増速ギヤ６５をスプライン嵌合し、湿式クラッチ７１を装着してこの湿式クラッチ７１のクラッチギヤ７２を前輪ベベル軸７８へスプライン嵌合した第三増速ギヤ７３と噛み合わせている。第二増速ギヤ６５と湿式クラッチ７１との間にクラッチ押圧リング１０２を増速軸６４に嵌合し、このクラッチ押圧リング１０２と前記第一クラッチ６６の両方係合するクラッチ切換プレート１０３を設け、クラッチ切換プレート１０３を移動させるカム軸７０を設けている。クラッチ切換プレート１０３は、ガイドピン９１に増速軸６４の軸方向へスライド可能に支持している（図１１）。即ち、カム軸７０が回転するとクラッチ切換プレート１０３を介してクラッチ押圧リング１０２が湿式クラッチ７１方向に移動すると共に、第一クラッチ６６のクラッチ爪６３ａが切り状態となる。その後、クラッチ押圧リング１０２が湿式クラッチ７１に当接して該湿式クラッチ７１を入り状態にする。これにより、等速４輪駆動から前輪が増速する増速４輪駆動となる。 The small front bevel gear 74 of the front wheel bevel shaft 78 and the large front bevel gear 75 in the front axle housing 60 are engaged with each other to rotate the differential gear set 76 to drive the front wheel drive shafts 4R and 4L.
The speed increasing mechanism 105 in the speed increasing case 61 supports the speed increasing shaft 64 in parallel with the front wheel bevel shaft 78, and the second speed increasing gear 65 that meshes with the first speed increasing gear 63 is spline-fitted, and is wet. The clutch 71 is mounted, and the clutch gear 72 of the wet clutch 71 is meshed with a third speed increasing gear 73 that is spline-fitted to the front wheel bevel shaft 78. A clutch pressing ring 102 is fitted to the speed increasing shaft 64 between the second speed increasing gear 65 and the wet clutch 71, and a clutch switching plate 103 for engaging both the clutch pressing ring 102 and the first clutch 66 is provided. A cam shaft 70 for moving the clutch switching plate 103 is provided. The clutch switching plate 103 is supported by the guide pin 91 so as to be slidable in the axial direction of the speed increasing shaft 64 (FIG. 11). That is, when the camshaft 70 rotates, the clutch pressing ring 102 moves in the direction of the wet clutch 71 via the clutch switching plate 103, and the clutch pawl 63a of the first clutch 66 is turned off. Thereafter, the clutch pressing ring 102 comes into contact with the wet clutch 71 to bring the wet clutch 71 into an engaged state. As a result, from the constant-speed four-wheel drive, the speed-up four-wheel drive in which the front wheels are accelerated is changed.

増速機構１０５は、カム軸７０を増速切換モータ８２で回動させると、第一クラッチ６６が第一増速ギヤ６３から離れて前輪ベベル軸７８の回転伝動を断ち、クラッチ押圧リング１０２が湿式クラッチ７１を押して増速軸６４の回転をクラッチギヤ７２から第三増速ギヤ７３に伝動して前輪ベベル軸７８を増速駆動し、前輪６，６が増速して駆動される。   In the speed increasing mechanism 105, when the cam shaft 70 is rotated by the speed increasing switching motor 82, the first clutch 66 is separated from the first speed increasing gear 63 and the rotation transmission of the front wheel bevel shaft 78 is cut off, and the clutch pressing ring 102 is moved. The wet clutch 71 is pushed and the rotation of the speed increasing shaft 64 is transmitted from the clutch gear 72 to the third speed increasing gear 73 to drive the front wheel bevel shaft 78 at a higher speed, and the front wheels 6 and 6 are driven at a higher speed.

前輪ベベル軸７８には、軸中心を通る第一潤滑孔９７を設け、増速軸６４には、湿式クラッチ７１にオイルを供給する第二潤滑孔９８を設けて、増速機構の潤滑性を良くしている。   The front wheel bevel shaft 78 is provided with a first lubricating hole 97 that passes through the center of the shaft, and the speed increasing shaft 64 is provided with a second lubricating hole 98 that supplies oil to the wet clutch 71 to improve the lubricity of the speed increasing mechanism. I'm doing better.

図１２に示す如く、カム軸７０は増速ケース６１から上方に突出しており、突出したカム軸７０の軸端にカム軸アーム９２を固着し、このカム軸アーム９２に増速切換モータ８２に連結する増速入切ワイヤ９５のインナーワイヤを引張バネ９９を介して連結している。この増速入切ワイヤ９５のアウターワイヤは、増速ケース６１のボス部９３に取り付けたワイヤ取付プレート９４に取り付けている。引張バネ９９でクラッチ押圧リング１０２を湿式クラッチ７１に押しつけることで湿式クラッチ７１が摩耗しても伝動する。   As shown in FIG. 12, the cam shaft 70 protrudes upward from the speed increasing case 61, and a cam shaft arm 92 is fixed to the shaft end of the protruding cam shaft 70, and the speed increasing switching motor 82 is attached to the cam shaft arm 92. The inner wire of the speed increasing on / off wire 95 to be connected is connected via a tension spring 99. The outer wire of the speed increasing on / off wire 95 is attached to a wire attaching plate 94 attached to the boss portion 93 of the speed increasing case 61. Even if the wet clutch 71 is worn, it is transmitted by pressing the clutch pressing ring 102 against the wet clutch 71 with the tension spring 99.

図１３〜図１５に、フロントアクスルハウジング６０のトラクタ機体への装着構成を示している。
トラクタ機体の前後方向に設ける左右サイドフレーム８０Ｌ，８０Ｒにフロントアクスルハウジング６０を取り付け、該フロントアクスルハウジング６０の前上側で左右サイドフレーム８０Ｌ，８０Ｒの間に板状の支持台８１を取り付け、この支持台８１上に増速切換モータ８２を搭載し、この増速切換モータ８２の回転をギヤ減速機構８４とロッド８３を介して前記のカム軸７０に伝動して前輪増速クラッチの切換を行えるようにしている。前述した図１２の増速入切ワイヤ９５については、ロッド８３の替わりに増速入切ワイヤ９５をギヤ減速機構８４に連結する構成である。そして、図１３〜図１５はロッド８３でカム軸７０を回転させる構成である。 FIGS. 13 to 15 show a configuration for mounting the front axle housing 60 to the tractor body.
A front axle housing 60 is attached to left and right side frames 80L and 80R provided in the front-rear direction of the tractor body, and a plate-like support base 81 is attached between the left and right side frames 80L and 80R on the front upper side of the front axle housing 60. A speed increasing switching motor 82 is mounted on the table 81, and the rotation of the speed increasing switching motor 82 is transmitted to the cam shaft 70 through the gear speed reduction mechanism 84 and the rod 83 so that the front wheel speed increasing clutch can be switched. I have to. The speed increasing / disconnecting wire 95 of FIG. 12 described above is configured to connect the speed increasing / disconnecting wire 95 to the gear reduction mechanism 84 instead of the rod 83. 13 to 15 show a configuration in which the cam shaft 70 is rotated by the rod 83. FIG.

ロッド８３とカム軸７０の動きについて具体的に説明する。
前記ギヤ減速機構８４から出力される軸８４ａにプレート８４ｂが固着しているので、軸８４ａが回転すると、プレート８４ｂも回転する。プレート８４ｂにはロッド８３が遊嵌しており、プレート８４ｂが回転するとロッド８３は前後に動く。これらの部材は支持台８１の下方にあるので、図１３のように点線で示している。 The movement of the rod 83 and the cam shaft 70 will be specifically described.
Since the plate 84b is fixed to the shaft 84a output from the gear reduction mechanism 84, when the shaft 84a rotates, the plate 84b also rotates. A rod 83 is loosely fitted to the plate 84b, and when the plate 84b rotates, the rod 83 moves back and forth. Since these members are below the support base 81, they are indicated by dotted lines as shown in FIG.

ロッド８３の後側は支持台８１の後方まで延びているので実線で示している。ロッド８３の後端はプレート１１０に遊嵌している。プレート１１０は回動支点１１１を中心に回動する構成としている。そして、プレート１１０にはロッド１１２が遊嵌しており、ロッド１１２の他端にはプレート１１３が遊嵌している。プレート１１３には軸１１４が連結されている。軸１１４はフロントアクスルハウジング６０の中を通過する構成としている。軸１１４の他端にはプレート１１５が連結しており、プレート１１５には引張スプリング１１６が設けられており、引張スプリング１１６の他端はプレート１１７に掛けられている。そして、プレート１１７にカム軸７０が連結している。   Since the rear side of the rod 83 extends to the rear of the support base 81, it is indicated by a solid line. The rear end of the rod 83 is loosely fitted to the plate 110. The plate 110 is configured to rotate around a rotation fulcrum 111. A rod 112 is loosely fitted to the plate 110, and a plate 113 is loosely fitted to the other end of the rod 112. A shaft 114 is connected to the plate 113. The shaft 114 is configured to pass through the front axle housing 60. A plate 115 is connected to the other end of the shaft 114, and a tension spring 116 is provided on the plate 115, and the other end of the tension spring 116 is hung on the plate 117. The cam shaft 70 is connected to the plate 117.

これにより、前述のようにロッド８３が前後に動くと、プレート１１０が回動支点１１１を中心にして回動し、ロッド１１２が左右方向に動き、プレート１１３を介して軸１１４が回動する。軸１１４が回動すると、プレート１１５が左右方向に動き、引張スプリング１１６を経由し、プレート１１７を介してカム軸７０が回転する。   As a result, when the rod 83 moves back and forth as described above, the plate 110 rotates about the rotation fulcrum 111, the rod 112 moves in the left-right direction, and the shaft 114 rotates via the plate 113. When the shaft 114 rotates, the plate 115 moves in the left-right direction, and the cam shaft 70 rotates via the plate 117 via the tension spring 116.

前記増速切換モータ８２の駆動を停止すると、引張スプリング１１６によりカム軸７０は元の位置に戻る。
図１５については、見易くするために前記点線で示している部材を省略した図である。 When the driving of the speed increasing switching motor 82 is stopped, the camshaft 70 is returned to the original position by the tension spring 116.
About FIG. 15, it is the figure which abbreviate | omitted the member shown with the said dotted line in order to make it easy to see.

また、左右前輪６，６のナックルアーム８６，８６をタイロッド８７で連結して左右前輪６，６を操向するが、いずれか片方のナックルアーム８６に取り付けるセンサロッド８８とセンサプレート８９で支持台８１上に取り付けた前輪切れ角センサ９０を回動して前輪切れ角を検出するようにしている。   Further, the knuckle arms 86, 86 of the left and right front wheels 6, 6 are connected by tie rods 87 to steer the left and right front wheels 6, 6, but a support base is provided by a sensor rod 88 and a sensor plate 89 attached to one of the knuckle arms 86. A front wheel break angle sensor 90 mounted on 81 is rotated to detect the front wheel break angle.

そして、支持台８１の上には増速切換モータ８２とギヤ減速機構８４と前輪切れ角センサ９０を覆う箱型の防護カバー８５を取り外し可能に取り付けている。
この構成で、支持台８１上に設ける増速切換モータ８２とギヤ減速機構８４と前輪切れ角センサ９０が、支持台８１と左右サイドフレーム８０Ｌ，８０Ｒとフロントアクスルハウジング６０及び防護カバー８５で囲まれて、泥水の付着による作動不良が無くなる。 A box-shaped protective cover 85 that covers the acceleration switching motor 82, the gear reduction mechanism 84, and the front wheel break angle sensor 90 is detachably mounted on the support base 81.
With this configuration, the speed increase switching motor 82, the gear reduction mechanism 84, and the front wheel break angle sensor 90 provided on the support base 81 are surrounded by the support base 81, the left and right side frames 80L and 80R, the front axle housing 60, and the protective cover 85. Therefore, malfunction due to adhesion of muddy water is eliminated.

なお、上記の実施例では、増速機構１０５を増速クラッチの入・切で説明したが、前輪６の回転速度を変速する増速機構にしても良い。   In the above-described embodiment, the speed increasing mechanism 105 has been described by turning on and off the speed increasing clutch. However, a speed increasing mechanism that changes the rotational speed of the front wheels 6 may be used.

６ 前輪
６０ フロントアクスルハウジング
８０Ｌ 左サイドフレーム
８０Ｒ 右サイドフレーム
８１ 支持台
８２ 増速切換モータ
８５ 防護カバー
１０５ 増速機構 6 Front Wheel 60 Front Axle Housing 80L Left Side Frame 80R Right Side Frame 81 Support Stand 82 Speed Increase Switch Motor 85 Protective Cover 105 Speed Increase Mechanism

Claims (3)

フロントアクスルハウジング（６０）を左右に設ける帯鉄状の左右サイドフレーム（８０Ｌ），（８０Ｒ）で支持し、前記フロントアクスルハウジング（６０）の前側であって左右のサイドフレーム（８０Ｌ），（８０Ｒ）に挟まれた位置に、左右前輪（６），（６）を増速する増速機構（１０５）を作動させる増速切換モータ（８２）を配置したことを特徴とする作業車の前輪増速装置。   The front axle housing (60) is supported by left and right side iron-shaped left and right side frames (80L) and (80R) provided on the left and right sides, and on the front side of the front axle housing (60), the left and right side frames (80L) and (80R ) Between the left and right front wheels (6), (6) is disposed at a position sandwiched between the speed increasing switching motor (82) for operating the speed increasing mechanism (105). Speed device. 前記増速切換モータ（８２）をプレート状の支持台（８１）に載置したことを特徴とする請求項１に記載の作業車の前輪増速装置。   The front wheel speed increasing device for a work vehicle according to claim 1, wherein the speed increasing switching motor (82) is placed on a plate-shaped support base (81). 前記増速切換モータ（８２）の上部を防護カバー（８５）で覆ったことを特徴とする請求項２に記載の作業車の前輪増速装置。   The front wheel speed increasing device for a work vehicle according to claim 2, wherein an upper portion of the speed increasing switching motor (82) is covered with a protective cover (85).
JP2010147881A 2010-06-29 2010-06-29 Front wheel speed increasing device for work vehicle Expired - Fee Related JP5488262B2 (en)

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2021083180A1 (en) * 2019-10-29 2021-05-06 南京德朔实业有限公司 Ride-on lawnmower

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JPH11291781A (en) * 1998-04-07 1999-10-26 Iseki & Co Ltd Front wheel driving device for work vehicle
JP2006207737A (en) * 2005-01-28 2006-08-10 Yanmar Co Ltd Transmission of working vehicle

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Publication number Priority date Publication date Assignee Title
JPH11291781A (en) * 1998-04-07 1999-10-26 Iseki & Co Ltd Front wheel driving device for work vehicle
JP2006207737A (en) * 2005-01-28 2006-08-10 Yanmar Co Ltd Transmission of working vehicle

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2021083180A1 (en) * 2019-10-29 2021-05-06 南京德朔实业有限公司 Ride-on lawnmower
US11812689B2 (en) 2019-10-29 2023-11-14 Nanjing Chervon Industry Co., Ltd. Riding lawn mower having different starting modes

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