JP3580614B2 - Aircraft stopping device for traveling vehicles - Google Patents

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a configuration of a body stopping device of a traveling vehicle, such as a combine, that travels using a crawler traveling device.
[0002]
[Prior art]
Conventionally, vehicles driven by a crawler-type traveling device such as a combine have a transmission case equipped with a main transmission and an auxiliary transmission, left and right steering clutches and steering brakes, and change the rotational speed of the left and right axles. In addition, the left and right axles can be driven and stopped so that they can be steered. In addition, the transmission case is provided with a power take-out shaft for outputting power from the main transmission to the mowing portion for driving the mowing portion in synchronization with the traveling speed. Further, a technique has been known in which a so-called spin turn is made possible by providing a clutch for a spin turn in a stage prior to transmitting power to the left and right axles and rotating the left and right axles in opposite directions.
[0003]
[Problems to be solved by the invention]
In such a conventional configuration, when the reaping unit is driven in the traveling stop state, it is necessary to temporarily operate the subtransmission that is in the shift position to the neutral position so that both axles are not driven, and When such a behavior is performed on an inclined terrain, it is necessary to operate a parking brake so that the vehicle does not run away.
[0004]
[Means for Solving the Problems]
The present invention is configured as follows in order to solve such a problem.
In claim 1, power is transmitted to the left and right axles 39L and 39R via the left and right side clutches SCL and SCR that " disengage " by supplying hydraulic pressure from the output shaft 14 of the transmission. A first steering valve 52 having a steering position in which one of the clutches SCL and SCR is selectively turned off and a neutral position in which both of them are simultaneously guided to the tank port 52b to be turned on are provided. , the travel stop valve 50 between the first steering valve 52 and the hydraulic pump P1 is arranged at a first steering valve 52 is the neutral position, the switching of the running stop valve 50, the oil discharged from the hydraulic pump P The two side clutches SCL and SCR are configured to be "disengaged" through the tank port 52b of the first steering valve 52.
According to a second aspect of the present invention, in the vehicle body stopping device according to the first aspect, a spin turn clutch 41 capable of driving the left and right axles 39L and 39R in opposite directions by the engagement thereof is provided. The spin stop clutch 41 is engaged when the travel stop valve 50 is switched so that the two side clutches SCL and SCR are turned off.
[0005]
BEST MODE FOR CARRYING OUT THE INVENTION
The problems to be solved by the present invention and the means for solving the problems are as described above. Next, the configuration of the embodiment shown in the accompanying drawings will be described. 1 is a skeleton diagram of a combine drive unit, FIG. 2 is a hydraulic circuit diagram, FIG. 3 is a left side view of a transmission case, FIG. 4 is a right side view partially cross-sectional view thereof, and FIG. It is.
[0006]
First, power transmission will be described with reference to FIG. The power from the engine mounted on the machine base of the combine is transmitted to the input pulley 6 on the input shaft 5 of the transmission case 7, and the power of the HST transmission 4 attached to the upper side surface of the transmission case 7 from the input shaft 5. The variable displacement hydraulic pump 1 is driven. When a main shift lever (not shown) arranged near the driver's seat is operated, a shift arm provided on the side of the hydraulic pump 1 of the HST-type transmission 4 rotates to supply the hydraulic motor 2 from the hydraulic pump 1. The discharge amount and discharge direction of the pressurized oil to be changed are changed to change the number of rotations and the rotation direction of the hydraulic motor 2, thereby enabling a stepless main speed change operation.
[0007]
An output shaft 14 that engages with the hydraulic motor 2 of the HST-type transmission 4 projects into the transmission case 7 and a gear 15 is fixedly provided. The gear 15 is meshed with a gear 17 on a power take-off shaft 16, which projects outward from the transmission case 7 and has a PTO pulley 19 fixed thereto. The PTO pulley 19 drives a harvesting device, a raising device, a sorting device, and the like mounted on the combine. The gear 17 meshes with a gear 21 fixed on an auxiliary transmission input shaft 20, and a sliding gear 22 having dual gears 22 a and 22 b and external teeth 22 c slides on the auxiliary transmission input shaft 20. A free-fitting gear 23 is spline-fitted as much as possible, and further has a free-fitting gear 23 having internal teeth 23a rotatably fitted to the outside.
[0008]
On the other hand, gears 25, 26, 27 are fixed on the transmission shaft 24, and the gear 27 is always meshed with the loose fitting gear 23. When an auxiliary transmission lever (not shown) arranged near the driver's seat is operated, the shifter fork is slid and the sliding gear 22 is slid, and the gears 22 a and 22 b are fixed on the transmission (intermediate) shaft 24. The external teeth 22c can be meshed with the internal teeth 23a of the loose fitting gear 23 alternatively. By this sliding operation, three-stage sub-transmission can be performed. A brake drum 29 for parking brake is fixedly provided at the outer end of the transmission case of the transmission shaft 24.
[0009]
The gear 26 is engaged with a center gear 30 on a hydraulically operated side clutch SCL / SCR provided on a side clutch shaft 32, and the side clutch shaft 32 is driven by the power from the center gear 30 via the side clutch SCL / SCR. Gears 33L and 33R capable of outputting the gears 33L and 33R, which are always meshed with the fixed gears 35L and 35R on the reduction shafts 34L and 34R. The deceleration shafts 34L and 34R protrude into an axle case provided on both sides of the transmission case 7, and gears 36L and 36R are fixed to the ends thereof, and the gears 36L and 36R are gears 37L on axles 39L and 39R. 37R, and drive sprockets 42L, 42R are fixedly mounted at both ends of the axles 39L, 39R so that a crawler type traveling device (not shown) can be driven.
[0010]
The fixed gear 35L meshes with a reverse gear 44 fixed on the counter shaft 43, and the reverse gear 44 also meshes with a gear 45 fixed on the side brake shaft 46. Hydraulically operated side brakes SBL and SBR are provided on both sides of the side brake shaft 46, and a hydraulically operated spin turn clutch 41 is provided at the center thereof. A hollow shaft 47 with a gear is loosely fitted on one side of the side brake shaft 46, and the hollow shaft 47 with a gear is connected to the side brake shaft 46 by engaging the spin turn clutch 41. The side brake SBL is configured to brake a side brake shaft 46 protruding from the left side surface of the transmission case 7, and the side brake SBR is capable of braking a hollow shaft 47 with gears protruding from the right side surface of the transmission case 7. It is composed.
[0011]
The hydraulic actuators 31L and 31R for the side clutches SCL and SCR, the hydraulic actuators 40L and 40R for the side brakes SBL and SBR, and the hydraulic actuator 41a for the spin turn clutch 41 are controlled by the hydraulic control circuit shown in FIG. That is, the hydraulic pumps P1 and P2 are driven by the engine E, and the travel stop valve 50 is connected to the hydraulic pump P1. The travel stop valve 50 is connected to an I position for guiding the discharge oil of the hydraulic pump P1 to an input port 52a of a first steering valve 52, which will be described later, and the discharge oil of the hydraulic pump P1 is transferred to a tank port 52b of the first steering valve 52. This valve is a four-port two-position switching valve having a guiding II position. In this embodiment, the valve is configured as a rotary valve, and can be switched from the I position to the II position by rotating the operation lever 51 thereof. The operation lever 51 is connected to a foot pedal (not shown) provided on a step of the vehicle, but may be configured to switch the travel stop valve 50 by operating a switch provided on an operation panel.
[0012]
A second steering valve 52 is connected to the secondary side of the travel stop valve 50. The first steering valve 52 is a 5-port 3-position switching electromagnetic valve. The switching can be performed according to a signal when the steering switch 49a provided in the driver's seat is turned ON / OFF artificially, or a grain culm detection signal from the steering sensor 49b provided on the weeding culm of the cutting section. The carry-over port on the secondary side of the first steering valve 52 is connected to an oil supply circuit of the side brakes SBL / SBR. In the refueling circuit of the side brakes SBL / SBR, a manually operated type second steering valve 53 of four-port, three-position switching, and its relief setting in proportion to the switching operation amount of the second steering valve 53 A variable relief valve 54 whose value is increased is arranged. The left and right output ports of the second steering valve 53 are connected to hydraulic actuators 40L and 40R of the side brakes SBL and SBR. The left and right output ports are also connected to the pressure receiving chambers of the switching valves 57L and 57R through the oil passages 56L and 56R.
[0013]
Each of the switching valves 57L and 57R has a pressure receiving chamber at one end thereof, and has a return spring at the other end thereof. The side is connected to a hydraulic pump P2 via check valves 59L and 59R, and is supplied with pressure oil. This supply pressure is set by a relief valve 60. The secondary sides of the switching valves 57L and 57R are connected to hydraulic actuators 31L and 31R of the side clutches SCL and SCR. When the second steering valve 53 is switched from the illustrated neutral position to the left or right steering position by the operating lever 53a while the first steering valve 52 is maintained at the illustrated neutral position, the hydraulic pump P1 Is supplied from the one output port of the second steering valve 53 to one of the hydraulic actuators 40L and 40R while the pressure is increased by the variable relief valve 54, and the hydraulic oil is supplied to one of the oil passages 56L and 56R. Is supplied to one of the pressure receiving chambers of the switching valves 57L and 57R. At this time, the urging force of the return springs of the switching valves 57L and 57R is set to be weaker than the urging force of the return springs of the hydraulic actuators 40L and 40R. Before the SBL / SBR starts the braking action, the switching valves 57L / 57R are switched so that the side clutches SCL / SCR are "disengaged". Therefore, the vehicle turns freely from a gentle turning state in which the power of one of the axles 39L and 39R is cut off to a sharp turning in which the brake is applied, according to the switching operation amount of the second steering valve 53.
[0014]
The oil passages 64 and 65 are connected to the two output ports of the first steering valve 52, respectively, and the oil passages 64 and 65 are connected to the pressure receiving chambers of the switching valves 57L and 57R by oil passages 61L and 61R. Connected through. Therefore, when the first steering valve 52 is switched from the neutral position shown in the drawing to the left or right steering position by a signal from the steering switch 49a or the steering sensor 49b, the hydraulic oil from the hydraulic pump P1 is turned on. Is supplied from one output port of the first steering valve 52 to the pressure receiving chambers of the switching valves 57L and 57R through one of the oil passages 64 and 65, and one of the switching valves 57L and 57R is switched. The side clutch SCL / SCR operates to "disengage". Therefore, the vehicle enters a gentle turning state in which one of the axles 39L and 39R is disconnected from the power.
[0015]
The hydraulic pump P1 is configured as a hydraulic source for operating a hydraulic actuator 41a of the spin turn clutch 41. For this purpose, a shuttle valve 55 is arranged in the control circuit for the side clutches SCL and SCR. As shown in FIG. 5, the shuttle valve 55 has a valve spool 55b slidably disposed in a valve case 55a, pressure receiving chambers formed at both ends thereof, and neutral return springs 55c and 55d accommodated therein. It is configured as a pilot pressure actuation type that switches between 4 ports and 3 positions. Each of the oil passages 64 and 65 is connected to each of the pressure receiving chambers and also to the left and right input ports 55a1 and 55a2 of the shuttle valve 55. The output ports 55e1 and 55e2 of the shuttle valve 55 are connected to the input ports of the spin turn valve 62. For example, when oil flows through the oil passage 64 by the first steering valve 52, the valves pool 55b slides rightward from the neutral position shown in the lower half of the figure and switches to the working position shown in the upper half of the figure. The oil flowing through the oil passage 64 is discharged from the output port 55e1 toward the spin turn valve 62. When oil flows into the oil passage 65, the oil is discharged from the output port 55e2. The discharge oil is adjusted to a constant pressure by a relief valve 66 via left and right check valves connected to oil passages 64 and 65.
[0016]
In the valve spool 55b of the shuttle valve 55, the pressure receiving area S1 of the spool end 55b1 facing one pressure receiving chamber is set larger than the pressure receiving area S2 of the spool end 55b2 facing the other pressure receiving chamber. Therefore, as described later, when the oil discharged from the hydraulic pump P1 flows to both the oil passages 64 and 65 at the same time, the valve spool 55b switches to the operation position shown in the upper half of FIG. It is configured to discharge toward the spin turn valve 62.
[0017]
The spin turn valve 62 is for turning the spin turn clutch 41 "on" and "off". The spin turn valve 62 blocks the oil output from the shuttle valve 55 and connects the hydraulic actuator 41a of the spin turn clutch 41 to the oil tank. It is a two-position switching type electromagnetic valve having an "off" position and an "on" position for connecting the oil output from the shuttle valve 55 to the hydraulic actuator 41a to block the oil tank.
[0018]
Reference numeral 67 denotes a control circuit for driving the solenoid of the first steering valve 52 and the solenoid of the spin turn valve 62 which are configured as electromagnetic valves. The input portion of the control circuit 67 includes a lever switch 63 that is turned on when the operation lever 51 is tilted to the stop side, a rotation speed sensor 69 that detects the rotation of the axles 39L and 39R, and an operation that performs fine adjustment of steering. The direction switch 49a, the steering sensor 49b, and the spin turn operation switch 80 are connected. When the spin turn operation switch 80 is turned on while the vehicle is running, and the steering switch a is turned on in the direction in which the vehicle is to be turned, one solenoid of the first steering valve 52 is excited to steer either the left or right. Position, the drive force of the axle inside the turn is cut off, and the solenoid 62a of the spin turn valve 62 is excited to be switched from the position shown to the operating position, the spin turn clutch 41 is engaged, and the outside of the turn is turned. The rotation transmitted to the axle is converted into reverse rotation and transmitted to the axle inside the turn. Therefore, the vehicle turns around the vehicle body.
[0019]
As described above, the travel stop valve 50 is disposed in the oil passage connecting the hydraulic pump P1 and the first steering valve 52, and the specific arrangement of each valve is as shown in FIGS. A shuttle valve 55 is placed on the front side of the upper surface of the transmission case 7, and a spin turn valve 62 is laminated on the upper surface of the valve case 55a of the shuttle valve 55. A valve block 70 containing a pair of check valves and a relief valve 66 is mounted on the rear side of the upper surface of the transmission case 7, and the travel stop valve 50 and the switching valves 57L and 57R are arranged side by side on the upper surface to stop traveling. The first steering valve 52 is laminated on the upper surface of the valve case 50a of the valve 50.
[0020]
In such a configuration, when the operation lever 51 is rotated while the first steering valve 52 is in the neutral position, the travel stop valve 50 is switched to the II position, and the hydraulic oil from the hydraulic pump P1 is supplied to the first position. Oil is simultaneously sent to both oil passages 64 and 65 via the tank port 52b of the steering valve 52. At this time, the lever switch 63 is turned on by the rotation of the operation lever 51, and the control circuit 67 controls the first steering valve 52 so as not to be switched even if the steering switch 49 is operated. Then, when the pressure oil is supplied to the oil passages 64 and 65, pilot pressure is applied to each of the oil passages 61L and 61R, and both of the switching valves 57L and 57R are simultaneously switched to switch the left and right side clutches SCL and SCR. The hydraulic actuators 31L and 31R are simultaneously turned "off" to stop the transmission of the rotational force to the axles 39L and 39R, thereby stopping the travel. Therefore, even when the vehicle is stopped, the power take-off shaft 16 located on the upstream side of the power transmission from the side clutches SCL / SCR can be constantly driven by the power output from the HST transmission 4. , Can perform stationary work. In addition, by changing the shift position of the HST type transmission 4, the PTO pulley can obtain a continuously variable rotation to improve the working efficiency.
[0021]
In this state, when the rotation speed sensor 69 detects that the rotation of the left and right axles 39L and 39R has stopped, the control circuit 67 excites the solenoid 62a of the spin turn valve 62 to perform switching. At this time, since the shuttle valve 55 has the left and right pressure receiving areas of the valve spool 55b different from each other, if pilot pressure is simultaneously applied to the oil passages 61L and 61R, the shuttle valve is switched as shown in the upper half of FIG. Pressure oil is supplied to the hydraulic actuator 41a of the spin turn clutch 41 through 62, and the spin turn clutch 41 is joined. If the spin-turn clutch 41 is engaged in the stopped state as described above, for example, when the vehicle stops on a slope, even if one of the axles 39L and 39R tries to rotate in a direction going down the slope, the other axle will rotate in the reverse direction. Therefore, the vehicle must be stopped immediately.
[0022]
【The invention's effect】
With the above configuration, the present invention has the following effects.
That is, with the configuration as claimed in claim 1, the traveling device can be kept in the driving stop state by the traveling stop valve 50 with a simple configuration without temporarily setting the transmission to the neutral position, and the engine rotation is taken out of power. The transmission to the shaft can be continued, and the stationary work can be easily performed.
Further, since the travel stop valve 50 is disposed between the first steering valve 52 and the hydraulic pump P1, the second steering valve 53 and the variable relief valve 54 for controlling the hydraulic pressure related to the side brake are changed to the first steering valve. It becomes possible to arrange on the downstream side of the direction valve 52, and the sequence is easily assembled.
[0023]
Since it is configured as in claim 2, becomes spin turn actuated state after the aircraft stopped, even if force acts to the vehicle body is moved in the longitudinal direction, to a double axle tends to rotate in opposite directions, it is the parking lock acts .
Since the lock is performed using the spin turn mechanism, a dedicated parking lock mechanism can be eliminated. Since the hydraulic circuit that operates the spin turn clutch is used, the shuttle valve used for the hydraulic circuit can be simply changed without changing the conventional function, and the control of the parking lock mechanism can be easily configured.
[Brief description of the drawings]
FIG. 1 is a skeleton diagram of a combine driving unit.
FIG. 2 is a hydraulic circuit diagram.
FIG. 3 is a left side view of the transmission case.
FIG. 4 is a partial cross-sectional view of the same right side view.
FIG. 5 is an enlarged sectional view of a main part of the shuttle valve.
[Explanation of symbols]
P1 Hydraulic pump 14 Output shaft 16 Power take-off shaft 31L / 31R Hydraulic actuator 39L / 39R Axle 41 Spin turn clutch 50 Travel stop valve 52 First steering valve 55 Shuttle valve 57L / 57R Switching valve 61L / 61R Oil passage

Claims (2)

In the configuration in which power is transmitted from the output shaft 14 of the transmission to the left and right axles 39L and 39R via the left and right side clutches SCL and SCR that " disengage " by supplying hydraulic pressure , any of the side clutches SCL and SCR is used. a steering position which alternatively "oFF" operation or, a first steering valve 52 and a neutral position for being led into the "oN" operating simultaneously tank port 52b and both provided, the first steering The travel stop valve 50 is disposed between the valve 52 and the hydraulic pump P1, and when the first steering valve 52 is in the neutral position, the oil discharged from the hydraulic pump P is supplied to the first steering valve 52 by switching the travel stop valve 50. of leading to the tank port 52 b, both sides clutch SCL · SCR "off" body stop device of the traveling vehicle, characterized by being configured to operate. 2. The apparatus for stopping a traveling vehicle according to claim 1 , further comprising a spin turn clutch 41 capable of driving the left and right axles 39L and 39R in opposite directions by engaging the traveling stop valve 50. A body stopping device for a traveling vehicle, wherein the spin-turn clutch 41 is engaged when the side clutches SCL / SCR are switched to “off”.

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