JP3537390B2 - Work equipment transmission - Google Patents
Work equipment transmissionInfo
- Publication number
- JP3537390B2 JP3537390B2 JP2000294455A JP2000294455A JP3537390B2 JP 3537390 B2 JP3537390 B2 JP 3537390B2 JP 2000294455 A JP2000294455 A JP 2000294455A JP 2000294455 A JP2000294455 A JP 2000294455A JP 3537390 B2 JP3537390 B2 JP 3537390B2
- Authority
- JP
- Japan
- Prior art keywords
- clutch
- speed
- transmission
- steering
- brake
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
Links
Landscapes
- Arrangement Of Transmissions (AREA)
- Non-Deflectable Wheels, Steering Of Trailers, Or Other Steering (AREA)
- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、コンバインなど作
業機の伝動装置であって、詳しくは、左右の走行装置へ
の各伝動系のそれぞれに、伝動を断続するクラッチ部と
これよりも伝動下手側に位置して走行装置を制動するブ
レーキ部とを備えた油圧操作式の操向クラッチ・ブレー
キを介装し、操向操作具の操作に基づいてクラッチ切り
後の操向クラッチ・ブレーキからのリリーフ圧を調整す
ることにより操向クラッチ・ブレーキを制動力が徐々に
増大するように作動させる可変リリーフ弁を設けてある
ものに関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a transmission for a working machine such as a combine, and more particularly, to a clutch for interrupting transmission in each of transmission systems for left and right traveling devices and a lower transmission than this. A hydraulically operated steering clutch / brake equipped with a brake unit positioned on the side and braking the traveling device is interposed, and the steering clutch / brake after the clutch is disengaged based on the operation of the steering operation tool. The present invention relates to a vehicle provided with a variable relief valve that operates a steering clutch / brake so as to gradually increase a braking force by adjusting a relief pressure.
【０００２】[0002]
【従来の技術】従来では、旋回内側の走行装置に対応す
る操向クラッチ・ブレーキをクラッチ切り作動させるこ
とにより、旋回内側の走行装置の駆動を断って、旋回内
側の走行装置と旋回外側の走行装置との速度差で緩旋回
を行い、旋回内側の走行装置に対応する操向クラッチ・
ブレーキをクラッチ切り状態で制動作動させることによ
り、旋回内側の走行装置を停止させて急旋回を行うよう
にしていた。2. Description of the Related Art Conventionally, by turning off a steering clutch / brake corresponding to a traveling device on the inside of a turn, the drive of the traveling device on the inside of the turn is cut off, and the traveling device on the inside of the turn and traveling on the outside of the turn. Make a gentle turn with the speed difference from the device, and use the steering clutch /
When the brake is operated with the clutch disengaged, the traveling device inside the turn is stopped to make a sharp turn.
【０００３】[0003]
【発明が解決しようとする課題】しかし、上記従来の技
術によるときは、走行抵抗が大きい場合などでは、駆動
が断たれた旋回内側の走行装置が急激に制動されて、大
きなショックを発生していた。However, according to the above-mentioned prior art, when the running resistance is large, the traveling device inside the turning where the driving is cut off is suddenly braked to generate a large shock. Was.
【０００４】本発明の目的は、操向時におけるショック
を軽減する点にある。An object of the present invention is to reduce shock during steering.
【０００５】[0005]
【課題を解決するための手段】請求項１に係る本発明に
よる作業機の伝動装置の特徴・作用・効果は次の通りで
ある。The features, operations, and effects of the transmission for a working machine according to the first aspect of the present invention are as follows.
【０００６】〔特徴〕左右の走行装置への各伝動系のそ
れぞれに、伝動を断続するクラッチ部とこれよりも伝動
下手側に位置して走行装置を制動するブレーキ部とを備
えた油圧操作式の操向クラッチ・ブレーキを介装し、操
向操作具の操作に基づいてクラッチ切り後の操向クラッ
チ・ブレーキからのリリーフ圧を調整することにより操
向クラッチ・ブレーキを制動力が徐々に増大するように
作動させる可変リリーフ弁を設けてある作業機の伝動装
置であって、前記操向クラッチ・ブレーキの伝動下手側
部分同士を連動させるクラッチ入り状態と連動を断つク
ラッチ切り状態とに切り換え自在で圧油供給により付勢
に抗してクラッチ入り状態となる旋回補助クラッチを設
け、前記リリーフ圧の増大に伴い前記旋回補助クラッチ
への供給圧を減少させる減圧弁を設けてある点にある。[Characteristics] Each of the transmission systems to the left and right traveling devices has a hydraulically operated type having a clutch portion for interrupting transmission and a brake portion located below the transmission and braking the traveling device. The steering force of the steering clutch / brake is gradually increased by adjusting the relief pressure from the steering clutch / brake after the clutch is disengaged based on the operation of the steering operation tool by interposing the steering clutch / brake. A transmission device for a working machine provided with a variable relief valve that operates so as to operate the clutch, in which the lower side portion of the transmission of the steering clutch / brake can be switched between a clutch engaged state and a clutch disengaged state that disconnects the linkage. And a turning assist clutch that is in a clutch-engaged state against the bias by the supply of pressurized oil is provided, and the supply pressure to the turning assist clutch is reduced as the relief pressure increases. Lies in is provided with a pressure reducing valve for.
【０００７】〔作用〕旋回補助クラッチを設けて、旋回
時、旋回補助クラッチを連動状態から連動解除状態に徐
々に切り換えることにより、旋回内側の走行装置を旋回
外側の走行装置で駆動し、この駆動力を徐々に小さくす
るようにしてあるから、旋回時、旋回内側の走行装置が
急激に走行抵抗で停止することを防止することができ
る。[Operation] A turning assist clutch is provided, and during turning, the turning assist clutch is gradually switched from an interlocking state to an interlocking disengagement state, whereby the traveling device inside the turning is driven by the traveling device outside the turning. Since the force is gradually reduced, it is possible to prevent the traveling device inside the turn from suddenly stopping due to running resistance during the turn.
【０００８】しかも、旋回内側の走行装置に対する制動
力を増大するにしたがって旋回外側の走行装置から旋回
内側の走行装置への伝達駆動力を減少させる必要がある
ことに着目して、操向操作具の操作に基づいて旋回補助
クラッチへの供給圧を調整するに、減圧弁を設けてリリ
ーフ圧の増大に伴い旋回補助クラッチへの供給圧を減少
させるようにしてあるから、例えば、操向操作具に旋回
補助クラッチを機械的に連係させて旋回補助クラッチへ
の供給圧を制御する場合に比較して、油路構成の改良だ
けで済む。In addition, it is necessary to reduce the driving force transmitted from the outer traveling device to the inner traveling device as the braking force on the inner traveling device is increased. In order to adjust the supply pressure to the turning assist clutch based on the operation described above, a pressure reducing valve is provided so as to decrease the supply pressure to the turning assist clutch with an increase in the relief pressure. As compared with the case where the turning assist clutch is mechanically linked with the turning assist clutch to control the supply pressure to the turning assist clutch, only the improvement of the oil passage configuration is required.
【０００９】〔効果〕従って、操向時におけるショック
を軽減して旋回性能を向上でき、しかも、構造簡単・安
価に実施できるようになった。[Effect] Therefore, the shock at the time of steering can be reduced and the turning performance can be improved, and the structure can be implemented simply and inexpensively.
【００１０】[0010]
【発明の実施の形態】作業機の一例であるコンバイン
は、図１に示すように、左右一対のクローラ式の走行装
置１を備えた機体フレームに、搭乗運転部２と脱穀装置
３と穀物タンク４とを搭載し、機体フレームの前部に、
植立穀稈を刈り取って前記脱穀装置２に供給する刈取部
５を揺動昇降自在に連結し、圧油供給に伴い刈取部５を
上昇させるとともに排油に伴い刈取部５を自重で下降さ
せるリフトシリンダ６を設けて構成されている。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS As shown in FIG. 1, a combine, which is an example of a working machine, includes a boarding operation unit 2, a threshing device 3, and a grain tank provided on a body frame having a pair of right and left crawler traveling devices 1. 4 and on the front of the body frame,
A cutting unit 5 that cuts the planted grain culm and supplies it to the threshing device 2 is swingably connected to the cutting unit 5 so that the cutting unit 5 is raised with the pressurized oil supply and the cutting unit 5 is lowered by its own weight with drainage. The lift cylinder 6 is provided.
【００１１】前記機体フレームに搭載したエンジン７か
ら前記走行装置１への伝動系には、図２に示すように、
伝動上手側から順に、ベルトテンション式の主クラッチ
８と、高低２段変速の第１副変速機構９と、高低２段変
速の第２副変速機構１０と、前進３段・後進１段の変速
装置１１と、走行装置１の車軸１Ａのそれぞれに格別に
伝動する左右の操向クラッチ１２と旋回補助クラッチＣ
Ｃとが介装されている。As shown in FIG. 2, a transmission system from the engine 7 mounted on the body frame to the traveling device 1 includes:
In order from the power transmission upper side, a belt tension type main clutch 8, a first sub-transmission mechanism 9 for high-low two-speed transmission, a second sub-transmission mechanism 10 for high-low two-speed transmission, and three forward speeds and one reverse speed Device 11, left and right steering clutches 12 and turning assist clutches C which are transmitted specifically to each of the axles 1 </ b> A of the traveling device 1.
C is interposed.
【００１２】前記第１副変速機構９と第２副変速機構１
０と変速装置１１と操向クラッチ１２とは、二つの割ケ
ース１３ａを合わせてボルトで連結したミッションケー
ス１３に内装されており、前記車軸１Ａはミッションケ
ース１３に軸支されている。The first sub-transmission mechanism 9 and the second sub-transmission mechanism 1
The transmission 0, the transmission 11 and the steering clutch 12 are housed in a transmission case 13 in which two split cases 13a are joined together by bolts, and the axle 1A is supported by the transmission case 13.
【００１３】前記主クラッチ８は、エンジン７の出力軸
１ａと前記ミッションケース１３に軸支させた第１軸Ｓ
１とのあいだに介装されている。The main clutch 8 includes a first shaft S that is supported by the output shaft 1a of the engine 7 and the transmission case 13.
It is interposed between one.
【００１４】前記第１副変速機構９は、ギヤ１４，１５
を介して前記第１軸Ｓ１に連動する第２軸Ｓ２に、この
第２軸Ｓ２に油圧操作式の高速クラッチ１６Ｈを介して
連動する大径の高速伝動ギヤ１７Ｈと、第２軸Ｓ２に油
圧操作式の低速クラッチ１６Ｌを介して連動する小径の
低速伝動ギヤ１７Ｌとを装着することにより、圧油供給
で高速クラッチ１６Ｈを付勢に抗して入り作動させるこ
とで高速伝動ギヤ１７Ｈを介して高速回転を出力し、圧
油供給で低速クラッチ１６Ｌを付勢に抗して入り作動さ
せることで低速伝動ギヤ１７Ｌを介して低速回転を出力
するように構成されている。The first subtransmission mechanism 9 includes gears 14 and 15
, A large-diameter high-speed transmission gear 17H interlocked with the second shaft S2 via a hydraulically operated high-speed clutch 16H, and a hydraulic pressure on the second shaft S2. By mounting a small-diameter low-speed transmission gear 17L that is interlocked via an operation-type low-speed clutch 16L, the high-speed clutch 16H is engaged against the urging by the supply of pressurized oil to thereby operate via the high-speed transmission gear 17H. It is configured to output high-speed rotation, and to output low-speed rotation via the low-speed transmission gear 17L by engaging the low-speed clutch 16L against the bias by supplying hydraulic oil.
【００１５】前記第２副変速機構１０は、手動シフト式
のものであって、前記第１軸Ｓ１に、前記高速伝動ギヤ
１７Ｈに常時噛み合い連動する小径の高速受動ギヤ１８
Ｈと前記低速伝動ギヤ１７Ｌに常時噛み合い連動する大
径の低速受動ギヤ１８Ｌとを備えた筒状の中間伝動軸１
９を回転自在に嵌合させ、第３軸Ｓ３に、前記高速受動
ギヤ１８Ｈに常時噛み合う中間伝動ギヤ２０ａを回転の
み自在に装着するとともに、第１シフト位置に位置する
ことにより爪クラッチ２１を介して前記中間伝動ギヤ２
０ａに連動する一方第２シフト位置に位置することによ
りギヤ２０ｂを介して前記低速受動ギヤ１８Ｌに噛み合
い連動するシフタ２２を一体回転状態に装着し、かつ、
低速用の第１出力ギヤ２３ａ及び高速用の第２出力ギヤ
２３ｂを一体回転状態に装着して、シフタ２２を第１シ
フト位置に操作することにより第１出力ギヤ２３ａから
低速回転を出力する一方第２出力ギヤ２３ｂから高速回
転を出力し、シフタ２２を第２シフト位置に操作するこ
とにより第１出力ギヤ２３ａから低速回転を出力する一
方第２出力ギヤ２３ｂから高速回転を出力するように構
成されている。The second auxiliary transmission mechanism 10 is of a manual shift type, and has a small-diameter high-speed passive gear 18 which is always engaged with the high-speed transmission gear 17H on the first shaft S1.
H and a large-diameter low-speed passive gear 18L which is always engaged with and linked to the low-speed transmission gear 17L.
9 is rotatably fitted, and an intermediate transmission gear 20a always meshing with the high-speed passive gear 18H is rotatably mounted on the third shaft S3. The intermediate transmission gear 2
0a, the shifter 22 which is engaged with the low-speed passive gear 18L via the gear 20b by being located in the second shift position is mounted in an integrally rotating state, and
The first output gear 23a for low speed and the second output gear 23b for high speed are mounted in an integrally rotating state, and the shifter 22 is operated to the first shift position to output low speed rotation from the first output gear 23a. By outputting the high-speed rotation from the second output gear 23b and operating the shifter 22 to the second shift position, the low-speed rotation is output from the first output gear 23a, while the high-speed rotation is output from the second output gear 23b. Have been.
【００１６】前記変速装置１１は、伝動比が互いに異な
る複数の伝動径路のそれぞれに介装した油圧操作式のク
ラッチＣを択一的に入り作動させることにより複数段の
変速を行うものである。具体的には、第４軸Ｓ４に、前
記第１出力ギヤ２３ａに常時噛み合い連動する低速入力
ギヤ２４Ｌと、前記第２出力ギヤ２３ｂに常時噛み合い
連動する高速入力ギヤ２４Ｈとを回転のみ自在に装着す
るとともに、主変速第１出力ギヤ２５ａを一体回転状態
に装着し、第５軸Ｓ５に、前記低速入力ギヤ２４Ｌに常
時噛み合い連動する、つまり、第１出力ギヤ２３ａに逆
転連動する後進入力ギヤ２４Ｒと、前記第２出力ギヤ２
３ｂに常時噛み合い連動する中速入力ギヤ２４Ｍとを回
転のみ自在に装着するとともに、主変速第２出力ギヤ２
５ｂを一体回転状態に装着し、圧油供給に伴い付勢に抗
して入り作動することにより前記低速入力ギヤ２４Ｌを
第４軸Ｓ４に連動させる１速クラッチＣ１と、圧油供給
に伴い付勢に抗して入り作動することにより高速入力ギ
ヤ２４Ｈを第４軸Ｓ４に連動させる３速クラッチＣ３
と、圧油供給に伴い付勢に抗して入り作動することによ
り後進入力ギヤ２４Ｒを第５軸Ｓ５に連動させる後進ク
ラッチＣＲと、圧油供給に伴い付勢に抗して入り作動す
ることにより中速入力ギヤ２４Ｍを第５軸Ｓ５に連動さ
せる２速クラッチＣ２とを設けて構成されている。すな
わち、１速クラッチＣ１のみを入り作動させることによ
り、主変速第１出力ギヤ２５ａを介して１速回転を出力
し、２速クラッチＣ２のみを入り作動させることによ
り、主変速第２出力ギヤ２５ｂを介して２速回転を出力
し、３速クラッチＣ３のみを入り作動させることによ
り、主変速第１出力ギヤ２５ａを介して３速回転を出力
し、後進クラッチＣＲのみを入り作動させることによ
り、主変速第２出力ギヤ２５ｂを介して後進回転を出力
するようになっている。The transmission 11 performs a plurality of shifts by selectively engaging and operating a hydraulically operated clutch C interposed in each of a plurality of transmission paths having different transmission ratios. Specifically, on the fourth shaft S4, a low-speed input gear 24L constantly meshing and interlocking with the first output gear 23a and a high-speed input gear 24H constantly meshing and interlocking with the second output gear 23b are freely rotatably mounted. At the same time, the main transmission first output gear 25a is mounted in an integrally rotating state, and the fifth shaft S5 is always engaged with the low-speed input gear 24L, that is, the reverse input gear 24R which is reversely linked to the first output gear 23a. And the second output gear 2
3b and a medium-speed input gear 24M which is always meshed and linked, is freely rotatably mounted, and the main transmission second output gear 2M.
5b is mounted integrally with the first speed clutch C1 for engaging the low-speed input gear 24L with the fourth shaft S4 by operating in opposition to the urging with the supply of pressure oil, The third-speed clutch C3 that interlocks the high-speed input gear 24H with the fourth shaft S4 by performing the on-operation against the force.
And a reverse clutch CR that interlocks the reverse input gear 24R with the fifth shaft S5 by operating in opposition to urging with the supply of pressure oil, and engaging in operation against urging with supply of pressure oil. And a second-speed clutch C2 for interlocking the medium-speed input gear 24M with the fifth shaft S5. That is, by engaging only the first-speed clutch C1, the first-speed rotation is output via the first main-gear output gear 25a, and by engaging only the second-speed clutch C2, the second-speed second output gear 25b is activated. By outputting the second-speed rotation through the third gear and by operating only the third-speed clutch C3, the third-speed rotation is output via the first output gear 25a, and only the reverse clutch CR is operated by being engaged. The reverse rotation is output via the second output gear 25b.
【００１７】そして、第１副変速機構９との組み合わせ
により、前進６段、後進２段の変速を行うのであって、
低速クラッチ１６Ｌを入り作動させるとともに１速クラ
ッチＣ１を入り作動させることにより前進１速状態を現
出し、低速クラッチ１６Ｌを入り作動させるとともに２
速クラッチＣ２を入り作動させることにより前進２速状
態を現出し、低速クラッチ１６Ｌを入り作動させるとと
もに３速クラッチＣ３を入り作動させることにより前進
３速状態を現出し、高速クラッチ１６Ｈを入り作動させ
るとともに１速クラッチＣ１を入り作動させることによ
り前進４速状態を現出し、高速クラッチ１６Ｈを入り作
動させるとともに２速クラッチＣ２を入り作動させるこ
とにより前進５速状態を現出し、高速クラッチ１６Ｈを
入り作動させるとともに３速クラッチＣ３を入り作動さ
せることにより前進６速状態を現出し、低速クラッチ１
６Ｌを入り作動させるとともに後進クラッチＣＲを入り
作動させることにより後進１速状態を現出し、高速クラ
ッチ１６Ｈを入り作動させるとともに後進クラッチＣＲ
を入り作動させることにより後進２速状態を現出するよ
うになっている。The combination of the first sub-transmission mechanism 9 and the first sub-transmission mechanism 9 performs six forward speeds and two reverse speeds.
When the low-speed clutch 16L is engaged and the first-speed clutch C1 is engaged and activated, the first forward speed state is developed, and the low-speed clutch 16L is engaged and activated.
The second forward speed state is developed by engaging the high speed clutch C2, and the third forward speed state is developed by engaging the low speed clutch 16L and the third speed clutch C3 is engaged, and the high speed clutch 16H is engaged. At the same time, the first-speed clutch C1 is engaged and the fourth-speed forward state is revealed by operating the first-speed clutch C1, and the high-speed clutch 16H is engaged and operated. The third forward clutch C3 is operated and the third forward clutch C3 is engaged and operated to reveal the sixth forward speed state, and the low speed clutch 1
When the reverse clutch CR is engaged and the reverse clutch CR is engaged, the first reverse speed state is exhibited. The high speed clutch 16H is engaged and the reverse clutch CR is engaged.
, The second reverse speed state appears.
【００１８】前記操向クラッチ１２は、伝動を断続する
爪クラッチ利用のクラッチ部１２Ｃとその伝動下手側に
位置して走行装置１を制動する多板式のブレーキ部１２
Ｂとを備えた油圧操作式の操向クラッチ・ブレーキであ
って、前記ミッションケース１３をシリンダチューブと
してミッションケース１３内にピストン２６を組み込ん
で構成した油圧シリンダをアクチュエータとして作動す
るものである。具体的には、図３にも示すように、前記
変速装置１１の主変速第１出力ギヤ２５ａ及び主変速第
２出力ギヤ２５ｂに常時噛み合い連動するセンターギヤ
２７を一体回転状態に装着した第６軸Ｓ６から、前記車
軸１Ａそれぞれにスプラインを介して一体回転状態で軸
心方向位置決め状態に装着した最終ギヤ２８に連動する
筒状ギヤ２９への伝動を断続するとともに、クラッチ切
り状態で筒状ギヤ２９を制動するものであって、シリン
ダ室３０への圧油供給に伴い筒状ギヤ２９をシフトする
ことにより、クラッチ部１２Ｃを入り状態から切り状態
に切り換えて第６軸Ｓ６から筒状ギヤ２９への伝動を断
ち、引き続く圧油供給に伴い伝動を断った状態でブレー
キ部１２Ｂを制動作動させて筒状ギヤ２９を制動するよ
うに構成されている。そして、シリンダ室３０からの排
油に伴い復帰バネ３１による弾性力でクラッチ入り状態
に復帰するように構成されている。The steering clutch 12 includes a clutch portion 12C using a pawl clutch for intermittent transmission and a multi-disc type brake portion 12 located on the lower side of the transmission for braking the traveling device 1.
B), which is a hydraulically operated steering clutch / brake having the transmission case 13 as a cylinder tube and a hydraulic cylinder constructed by incorporating a piston 26 in the transmission case 13 as an actuator. More specifically, as shown in FIG. 3, a sixth gear in which a center gear 27 which is always meshed with and linked to the main transmission first output gear 25a and the main transmission second output gear 25b of the transmission 11 is integrally rotated. The transmission from the shaft S6 to the cylindrical gear 29 interlocking with the final gear 28 mounted on the axle 1A via a spline in an integrally rotating state and axially positioned in the axial direction is intermittently performed, and the cylindrical gear is disengaged in the clutch disengaged state. The clutch 12C is switched from the engaged state to the disengaged state by shifting the cylindrical gear 29 in accordance with the supply of the pressure oil to the cylinder chamber 30 to shift the cylindrical gear 29 from the sixth shaft S6. When the transmission is cut off and the transmission is cut off due to the subsequent supply of pressure oil, the brake portion 12B is braked to brake the cylindrical gear 29. Then, the clutch is returned to the engaged state by the elastic force of the return spring 31 in accordance with the drainage of the oil from the cylinder chamber 30.
【００１９】前記旋回補助クラッチＣＣは、前記両車軸
１Ａ同士を連動させるクラッチ入り状態と連動を解除し
たクラッチ切り状態とに切り換え自在な油圧操作式の多
板クラッチであって、一方の最終ギヤ２８をシリンダ室
形成用のクラッチハウジングとし、他方の車軸１Ａに装
着したクラッチ体ｃとクラッチハウジング２８とのあい
だに多板摩擦連動部３５を介装し、この多板摩擦連動部
３５を連動解除状態に付勢するスプリング３２を設け、
シリンダ室３３への圧油供給に伴いシフトして付勢に抗
して多板摩擦連動部３５を摩擦伝動状態に切り換えるピ
ストン３４を設けて構成されている。つまり、この旋回
補助クラッチＣＣは、前記最終ギヤ、つまり、減速伝動
用のギヤ２８内に組み込まれており、かつ、一方の操向
クラッチ・ブレーキ１２の外側に軸心方向で一部は入り
込む状態に配置されている。また、旋回補助クラッチＣ
Ｃは、図４に示すように、一方の割ケース１３ａを外す
ことで形成される他方の割ケース１３ａの開口からその
他方の割ケース１３ａに構成部材を順に組み付け可能な
ものであり、一方の割ケース１３ａに軸支される車軸１
Ａは、前記旋回補助クラッチＣＣのクラッチ体ｃに回転
伝動状態に差込嵌合されている。The turning assist clutch CC is a hydraulically operated multi-disc clutch that can be switched between a clutch engaged state in which the two axles 1A are interlocked and a clutch disengaged state in which the interlock is released. Is a clutch housing for forming a cylinder chamber, a multi-plate friction interlocking section 35 is interposed between the clutch body c mounted on the other axle 1A and the clutch housing 28, and the multi-plate friction interlocking section 35 is released from the interlocking state. A spring 32 for biasing the
A piston 34 is provided which shifts with the supply of pressure oil to the cylinder chamber 33 and switches the multi-plate friction interlocking portion 35 to a frictional transmission state against the bias. That is, the turning assist clutch CC is incorporated in the final gear, that is, the gear 28 for deceleration transmission, and partially enters the outside of one steering clutch / brake 12 in the axial direction. Are located in In addition, the turning assist clutch C
C, as shown in FIG. 4, is a component that can be sequentially assembled to the other split case 13a from the opening of the other split case 13a formed by removing one split case 13a. Axle 1 supported by split case 13a
A is inserted into the clutch body c of the turning assist clutch CC in a rotationally transmitted state.
【００２０】油圧操作系のうち変速操作系は、図５に示
すように、油圧ポンプ３６から低速クラッチ１６Ｌ・高
速クラッチ１６Ｈ・１速クラッチＣ１・２速クラッチＣ
２・３速クラッチＣ３・後進クラッチＣＲへの圧油供給
路に、前記搭乗運転部２に配置した変速レバー３７で操
作されるローターリーバルブ利用の変速バルブ３８を介
装して構成されている。前記変速バルブ３８は、いずれ
のクラッチにも圧油を供給しない中立位置Ｎと、低速ク
ラッチ１６Ｌと１速クラッチＣ１とに圧油を供給して前
進１速状態を現出する前進１速位置Ｆ１と、低速クラッ
チ１６Ｌと２速クラッチＣ２とに圧油を供給して前進２
速状態を現出する前進２速位置Ｆ２と、低速クラッチ１
６Ｌと３速クラッチＣ３とに圧油を供給して前進３速状
態を現出する前進３速位置Ｆ３と、低速クラッチ１６Ｌ
と後進クラッチＣＲとに圧油を供給して後進１速状態を
現出する後進１速位置Ｒ１と、高速クラッチ１６Ｈと１
速クラッチＣ１とに圧油を供給して前進４速状態を現出
する前進４速位置Ｆ４と、高速クラッチ１６Ｈと２速ク
ラッチＣ２とに圧油を供給して前進５速状態を現出する
前進５速位置Ｆ５と、高速クラッチ１６Ｈと３速クラッ
チＣ３とに圧油を供給して前進６速状態を現出する前進
６速位置Ｆ６と、高速クラッチ１６Ｈと後進クラッチＣ
Ｒとに圧油を供給して後進２速状態を現出する後進２速
位置Ｒ２とを備えている。As shown in FIG. 5, the speed change operation system of the hydraulic operation system includes a low-speed clutch 16L, a high-speed clutch 16H, a first-speed clutch C1, and a second-speed clutch C, as shown in FIG.
A transmission valve 38 using a rotary valve operated by a transmission lever 37 disposed in the riding section 2 is provided in a pressure oil supply path to the second and third speed clutch C3 and the reverse clutch CR. . The shift valve 38 is provided with a neutral position N in which no pressure oil is supplied to any of the clutches, and a forward first speed position F1 in which pressure oil is supplied to the low-speed clutch 16L and the first-speed clutch C1 to show the first forward speed state. And pressurized oil is supplied to the low-speed clutch 16L and the second-speed clutch C2 to advance
Forward second speed position F2 for displaying the high speed state, and low speed clutch 1
A third forward speed position F3 for supplying pressure oil to the 6L and third speed clutch C3 to display a third forward speed state, and a low speed clutch 16L.
And a reverse first-speed position R1 for supplying pressure oil to the reverse clutch CR and a reverse first-speed state, and high-speed clutches 16H and 16H.
A fourth forward speed position F4 in which the pressure oil is supplied to the speed clutch C1 to display the fourth forward speed state, and a pressure oil is supplied to the high speed clutch 16H and the second speed clutch C2 to display the fifth forward speed state. A forward fifth speed position F5, a forward sixth speed position F6 in which pressure oil is supplied to the high speed clutch 16H and the third speed clutch C3 to display a forward sixth speed state, a high speed clutch 16H and a reverse clutch C
And a second reverse speed position R2 for supplying pressure oil to the R and the second reverse speed state.
【００２１】油圧操作系のうち操向操作系は、図５に示
すように、前記搭乗運転部２に配置した操向操作具３９
の直進（中立）位置Ｎから左旋回第１位置Ｌ１への操作
に基づいて左側の操向クラッチ・ブレーキ１２を切り作
動させ、より左の左旋回第２位置Ｌ２への操作に基づい
て左側の操向クラッチ・ブレーキ１２を徐々に制動力が
増大するように作動させるとともに補助旋回クラッチＣ
Ｃを徐々にクラッチ圧が減少するように作動させ、より
左の左旋回第３位置Ｌ３への操作に基づいて左側の操向
クラッチ・ブレーキ１２を最大制動状態に作動させると
ともに補助旋回クラッチＣＣを切り作動させる一方、操
向操作具３９の直進（中立）位置Ｎから右旋回第１位置
Ｒ１への操作に基づいて右側の操向クラッチ・ブレーキ
１２を切り作動させ、より右の右旋回第２位置Ｒ２への
操作に基づいて右側の操向クラッチ・ブレーキ１２を徐
々に制動力が増大するように作動させるとともに補助旋
回クラッチＣＣを徐々にクラッチ圧が減少するように作
動させ、より右の右旋回第３位置Ｒ３への操作に基づい
て右側の操向クラッチ・ブレーキ１２を最大制動状態に
作動させるとともに補助旋回クラッチＣＣを切り作動さ
せるように構成されている。As shown in FIG. 5, the steering operation system of the hydraulic operation system includes a steering operation tool 39 arranged in the boarding operation unit 2.
The left steering clutch / brake 12 is turned off based on the operation from the straight traveling (neutral) position N to the first left turning first position L1, and the left steering clutch / brake 12 is operated based on the operation toward the left turning second position L2. The steering clutch / brake 12 is operated so as to gradually increase the braking force, and the auxiliary swing clutch C
C is operated so that the clutch pressure gradually decreases, and the left steering clutch / brake 12 is operated to the maximum braking state based on the operation to the left-hand left turning third position L3, and the auxiliary turning clutch CC is operated. While the disengagement operation is performed, the right steering clutch / brake 12 is disengaged and operated based on the operation of the steering operation tool 39 from the straight traveling (neutral) position N to the right turning first position R1, thereby turning the steering wheel 39 further rightward. On the basis of the operation to the second position R2, the right steering clutch / brake 12 is operated so that the braking force is gradually increased, and the auxiliary swing clutch CC is operated such that the clutch pressure is gradually reduced. The right steering clutch / brake 12 is operated to the maximum braking state and the auxiliary swing clutch CC is disengaged based on the operation of the right turning third position R3. To have.
【００２２】具体的には、前記低速クラッチ１６Ｌ・高
速クラッチ１６Ｈ・１速クラッチＣ１・２速クラッチＣ
２・３速クラッチＣ３のクラッチ圧を設定するために前
記油圧ポンプ３６から変速バルブ３８への油路に分岐接
続させたクラッチ圧設定用のリリーフ弁４０からの圧油
を操向クラッチ・ブレーキ１２に供給する油路に、前記
操向操作具３９に連動して圧油供給を制御するように作
動する操向弁４１を介装し、前記操向操作具３９の操作
に基づいてクラッチ切り後の操向クラッチ・ブレーキ１
２からのリリーフ圧を調整することにより操向クラッチ
・ブレーキ１２を前記のように、つまり、制動力が徐々
に増大するように作動させる可変リリーフ弁４２を設
け、前記リリーフ圧の増大に伴い前記旋回補助クラッチ
ＣＣへの供給圧を減少させて旋回補助クラッチＣＣを前
記のように作動させる減圧弁４３を設けて構成されてい
る。つまり、操向弁４１と可変リリーフ弁４２とから操
向弁機構が構成されている。Specifically, the low-speed clutch 16L, high-speed clutch 16H, first-speed clutch C1, and second-speed clutch C
In order to set the clutch pressure of the second / third speed clutch C3, pressure oil from a relief valve 40 for setting a clutch pressure, which is branched and connected to an oil passage from the hydraulic pump 36 to the shift valve 38, is used to drive the steering clutch / brake 12. A steering valve 41 that operates to control the supply of pressure oil in conjunction with the steering operation tool 39 is interposed in the oil passage to be supplied to the oil supply path. After the clutch is disengaged based on the operation of the steering operation tool 39, Steering clutch / brake 1
A variable relief valve 42 is provided to operate the steering clutch / brake 12 as described above by adjusting the relief pressure from the pressure control valve 2 as described above, that is, to gradually increase the braking force. The pressure reducing valve 43 for reducing the supply pressure to the turning assist clutch CC and operating the turning assist clutch CC as described above is provided. That is, the steering valve mechanism is constituted by the steering valve 41 and the variable relief valve 42.
【００２３】従って、この操向操作系によれば、操向操
作具３９を直進位置Ｎに操作することにより、左右の操
向クラッチ・ブレーキ１２がクラッチ入り状態にあっ
て、機体は直進する。そして、操向操作具３９を左旋回
第１位置Ｌ１に操作すると、左側の操向クラッチ・ブレ
ーキ１２がクラッチ切り作動し、この場合、走行負荷が
旋回補助クラッチＣＣのクラッチ圧よりも小さいと、旋
回補助クラッチＣＣを介して右側の車軸１Ａから左側の
車軸１Ａに動力がスリップせずに伝達されて、左側の走
行装置１が右側の走行装置１と同様に駆動されて直進す
るが、走行負荷が旋回補助クラッチＣＣのクラッチ圧よ
りも大きいと、旋回補助クラッチＣＣがスリップして右
側の車軸１Ａから左側への走行装置１への伝達駆動力が
減少することで左側の走行装置１の走行速度が遅くなっ
て左側に旋回する。次に、操向操作具３９を左旋回第２
位置Ｌ２に操作すると、操向クラッチ・ブレーキ１２が
制動を開始し、この場合、操向クラッチ・ブレーキ１２
の制動力も含めた走行負荷が旋回補助クラッチＣＣのク
ラッチ圧よりも小さいと、旋回補助クラッチＣＣを介し
て右側の車軸１Ａから左側の車軸１Ａに動力がスリップ
せずに伝達されて左側の走行装置１が右側の走行装置１
と同様に駆動されて直進するが、走行負荷が旋回補助ク
ラッチＣＣのクラッチ圧よりも大きいと、旋回補助クラ
ッチＣＣがスリップして右側の車軸１Ａから左側への走
行装置１への伝達駆動力が減少することで左側の走行装
置１の走行速度が遅くなって左側に旋回する。更に、操
向操作具３９を左旋回第３位置Ｌ３に操作すると、左側
の操向クラッチ・ブレーキ１２が最大制動状態となる一
方、旋回補助クラッチＣＣが切り作動して、左側の走行
装置１が停止し、今までよりも急な左側への旋回が行わ
れる。Therefore, according to this steering operation system, by operating the steering operation tool 39 to the straight traveling position N, the left and right steering clutches / brakes 12 are in the clutch engaged state, and the aircraft advances straight. When the steering operation tool 39 is operated to the left turning first position L1, the left steering clutch / brake 12 is disengaged. In this case, if the traveling load is smaller than the clutch pressure of the turning assist clutch CC, Power is transmitted from the right axle 1A to the left axle 1A via the turning assist clutch CC without slipping, and the left traveling device 1 is driven in the same manner as the right traveling device 1 to go straight. Is larger than the clutch pressure of the turning assist clutch CC, the turning assist clutch CC slips, and the driving force transmitted from the right axle 1A to the left traveling device 1 decreases, so that the traveling speed of the left traveling device 1 is increased. Turns late and turns to the left. Next, the steering operation tool 39 is turned left
When operated to the position L2, the steering clutch / brake 12 starts braking, and in this case, the steering clutch / brake 12
When the traveling load including the braking force of the vehicle is smaller than the clutch pressure of the turning assist clutch CC, the power is transmitted from the right axle 1A to the left axle 1A via the turning assist clutch CC without slipping, and the left traveling is performed. The traveling device 1 on the right side of the device 1
However, when the traveling load is greater than the clutch pressure of the turning assist clutch CC, the turning assist clutch CC slips and the driving force transmitted from the right axle 1A to the left side to the traveling device 1 is increased. By decreasing the traveling speed, the traveling speed of the traveling device 1 on the left side is slowed, and the vehicle 1 turns left. Further, when the steering operation tool 39 is operated to the left turning third position L3, the left steering clutch / brake 12 is in the maximum braking state, while the turning assist clutch CC is disengaged, and the left traveling device 1 is moved. It stops and makes a sharper left turn than before.
【００２４】他方、右側への旋回も、左が右に代わるだ
けで前記と同様に行われる。On the other hand, turning to the right is performed in the same manner as described above, except that the left is replaced by the right.
【００２５】４４は、一方の操向クラッチ・ブレーキ１
２に作用してこれを駐車ブレーキとして機能させるアク
チュエータであって、変速バルブ３８が中立位置に操作
されているとき排油してスプリング４４ａで操向クラッ
チ・ブレーキ１２を制動作動させ、変速バルブ３８が中
立以外の位置に操作されているとき圧油が供給されて制
動を解除するものである。１００は、前記刈取部５への
動力取出し軸であり、２段変速機構１０１を介して第１
副変速機構９に連動している。Reference numeral 44 denotes one steering clutch / brake 1
2 which act as a parking brake by actuating the steering valve / brake 12 with the spring 44a to drain the oil when the shift valve 38 is operated to the neutral position. Is operated at a position other than the neutral position, pressure oil is supplied to release the braking. Reference numeral 100 denotes a power take-out shaft to the reaping unit 5, and a first power take-out shaft through a two-stage speed change mechanism 101.
It is interlocked with the sub transmission mechanism 9.
【００２６】そして、前記割ケース１３ａの一方には、
図６に示すように、変速装置１１のクラッチＣ、つま
り、低速クラッチ１６Ｌ・高速クラッチ１６Ｈ・１速ク
ラッチＣ１・２速クラッチＣ２・３速クラッチＣ３・後
進クラッチＣＲ及び、一方の操向クラッチ・ブレーキ１
２に対する油路４５が形成されるとともに、図８、図９
に示すように、前記操向弁４１と可変リリーフ弁４２と
が組み込まれ、それらに対する蓋４９には、図８にも示
すように、前記リリーフ弁４０と減圧弁４３とが組み込
まれている。また、他方の割ケース１３ａには、図７に
示すように、他方の操向クラッチ・ブレーキ１２及び旋
回補助クラッチＣＣに対する油路４６が形成され、前記
ミッションケース１３の合わせ面４７には、図７、図８
に示すように、前記油路４５，４６同士を連通させる連
通油路４８が形成されている。And, in one of the split cases 13a,
As shown in FIG. 6, the clutch C of the transmission 11, that is, the low speed clutch 16L, the high speed clutch 16H, the first speed clutch C1, the second speed clutch C2, the third speed clutch C3, the reverse clutch CR, and one of the steering clutches Brake 1
8 and 9 are formed.
As shown in FIG. 8, the steering valve 41 and the variable relief valve 42 are incorporated, and the lid 49 corresponding thereto incorporates the relief valve 40 and the pressure reducing valve 43 as shown in FIG. As shown in FIG. 7, an oil path 46 for the other steering clutch / brake 12 and the turning assist clutch CC is formed in the other split case 13a. 7, FIG.
As shown in FIG. 5, a communication oil passage 48 for connecting the oil passages 45 and 46 to each other is formed.
【００２７】前記操向操作具３９に可変リリーフ弁４２
を連動させる手段は、回転することにより可変リリーフ
弁４２のリリーフ圧を変更するカム５０を設け、前記操
向操作具３９に連動して揺動する揺動アーム５１を設
け、前記カム５０のカム軸５２に板バネ製のアーム５３
を一体揺動する状態に取り付け、このアーム５３と前記
揺動アーム５１とをロッド５４で連動させて構成されて
いる。The steering operation tool 39 includes a variable relief valve 42.
The means for interlocking the cam 50 is provided with a cam 50 that changes the relief pressure of the variable relief valve 42 by rotating, and a swing arm 51 that swings in conjunction with the steering operation tool 39 is provided. An arm 53 made of a leaf spring is attached to the shaft 52.
Are mounted so as to swing together, and the arm 53 and the swing arm 51 are linked by a rod 54.
【図１】コンバインの側面図FIG. 1 is a side view of a combine.
【図２】伝動系統図FIG. 2 Transmission system diagram
【図３】伝動装置要部の縦断面図FIG. 3 is a longitudinal sectional view of a main part of a transmission device.
【図４】伝動装置要部の分解断面図FIG. 4 is an exploded sectional view of a main part of the transmission;
【図５】油圧回路図FIG. 5 is a hydraulic circuit diagram
【図６】ミッションケースの側面図FIG. 6 is a side view of a transmission case.
【図７】ミッションケースの側面図FIG. 7 is a side view of a transmission case.
【図８】ミッションケース要部の切り欠き正面図FIG. 8 is a cutaway front view of a main part of the transmission case.
【図９】ミッションケース要部の断面図FIG. 9 is a sectional view of a main part of the transmission case.
１ 走行装置 １２Ｃ クラッチ部 １２Ｂ ブレーキ部 １２ 操向クラッチ・ブレーキ ３９ 操向操作具 ４２ 可変リリーフ弁 ＣＣ 旋回補助クラッチ ４３ 減圧弁 1 Traveling device 12C clutch part 12B Brake section 12 Steering clutch / brake 39 Steering operation tool 42 Variable relief valve CC turning assist clutch 43 Pressure reducing valve
───────────────────────────────────────────────────── フロントページの続き (58)調査した分野(Int.Cl.7，ＤＢ名) B62D 11/00 ──────────────────────────────────────────────────続 き Continued on front page (58) Field surveyed (Int. Cl. 7 , DB name) B62D 11/00
Claims (1)
に、伝動を断続するクラッチ部とこれよりも伝動下手側
に位置して走行装置を制動するブレーキ部とを備えた油
圧操作式の操向クラッチ・ブレーキを介装し、操向操作
具の操作に基づいてクラッチ切り後の操向クラッチ・ブ
レーキからのリリーフ圧を調整することにより操向クラ
ッチ・ブレーキを制動力が徐々に増大するように作動さ
せる可変リリーフ弁を設けてある作業機の伝動装置であ
って、前記操向クラッチ・ブレーキの伝動下手側部分同
士を連動させるクラッチ入り状態と連動を断つクラッチ
切り状態とに切り換え自在で圧油供給により付勢に抗し
てクラッチ入り状態となる旋回補助クラッチを設け、前
記リリーフ圧の増大に伴い前記旋回補助クラッチへの供
給圧を減少させる減圧弁を設けてある作業機の伝動装
置。1. A hydraulically operated type having a clutch portion for interrupting transmission and a brake portion located below the transmission for braking the traveling device in each transmission system to the left and right traveling devices. The steering clutch / brake is interposed, and the braking force of the steering clutch / brake gradually increases by adjusting the relief pressure from the steering clutch / brake after the clutch is disengaged based on the operation of the steering operation tool. A transmission for a working machine provided with a variable relief valve that operates as described above, wherein the transmission can be switched between a clutch engaged state in which the lower transmission side portions of the steering clutch / brake are interlocked and a clutch disengaged state in which the interlock is disconnected. A turning assist clutch, which is in a clutch engaged state against the bias by the supply of pressure oil, is provided, and the supply pressure to the turning assist clutch is reduced with an increase in the relief pressure. A transmission for a working machine equipped with a pressure valve.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2000294455A JP3537390B2 (en) | 2000-09-27 | 2000-09-27 | Work equipment transmission |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2000294455A JP3537390B2 (en) | 2000-09-27 | 2000-09-27 | Work equipment transmission |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JP2002104235A JP2002104235A (en) | 2002-04-10 |
| JP3537390B2 true JP3537390B2 (en) | 2004-06-14 |
Family
ID=18777061
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2000294455A Expired - Fee Related JP3537390B2 (en) | 2000-09-27 | 2000-09-27 | Work equipment transmission |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3537390B2 (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE10314956B4 (en) | 2003-04-02 | 2007-08-23 | Zf Friedrichshafen Ag | Superimposed steering gear, especially for caterpillars |
-
2000
- 2000-09-27 JP JP2000294455A patent/JP3537390B2/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| JP2002104235A (en) | 2002-04-10 |
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