JPH0345899Y2 - - Google Patents

Description

[Detailed explanation of the invention] (a) Industrial application field The present invention is a steering system for an axle drive system for a crawler-type steering vehicle, which connects and disconnects the power of the left and right crawlers and brakes their rotation to effect steering. It is about the mechanism.

(b) Prior art A ball clutch device was also provided in the axle drive device of a conventional crawler-type steering vehicle, but the ball clutch device has an engaging portion on the axle and a steering large-diameter gear side. The clutch ball was moved in and out between the engaging portions of the clutch to connect and disconnect the clutch.

However, because the diameter of the axle is small, the torque applied to the clutch ball is large, and the operator has a problem in that the operating force required for steering operation becomes too large.

In addition, as a steering brake device, there have been conventionally known techniques such as arranging a friction plate type brake device between the axle and the case wall, or engaging the axle side and the case side with a brake ball to create a steering brake. It had been done.

However, these also had complicated structures and could not be reduced in cost below a certain level.

(c) Problems to be solved by the invention In the invention, by arranging the large-diameter cylindrical guide 4 above the axle, the clutch ball is located in the large-diameter part, and the steering clutch can be operated easily. The ball shifter 1 for operating the clutch ball, which is fitted on the outer periphery of the guide 4 in a relatively unrotatable manner, is also used as the base of the brake pawl portion 1a of the steering brake, thereby reducing the force and providing a simple pawl type. This is a steering brake device.

(d) Means for solving the problem The purpose of the present invention is as described above. Next, the configuration for achieving the purpose will be explained.

The guide guide 4 constituting the steering clutch mechanism and the steering brake mechanism is formed into a cylindrical shape, and the inner diameter part is fitted to the axle 13 and the outer diameter part is fitted to the ball shifter 1 so as not to be relatively rotatable. Information guide 4
The ball shifter 1 can be slid left and right on the outer circumference of the ball shifter 1.
The clutch ball 2 is moved between the engaging portion 6a of the steering large-diameter gear 6 and the engaging portion 4b of the guide guide 4 by sliding left and right.
A brake pawl portion 1a provided at the outer end of the ball shifter 1 is configured to be engageable with a case side pawl portion 5a on the transmission case side.

(E) Embodiment The purpose and structure of the present invention are as described above. Next, the structure of the embodiment shown in the attached drawings will be explained.

Fig. 1 is a side sectional view of the continuously variable transmission disposed in the upper stage of the axle drive unit, Fig. 2 is a plan sectional view of the same, and Fig. 3 is the steering clutch, which is the main part of the present invention.
A sectional view showing the brake mechanism, and FIG. 4 is a side sectional view showing an engaging portion between the guide 4 and the ball shifter 1.

The structure of the continuously variable transmission provided above the axle drive device in FIGS. 1 and 2 will be explained.

Power from the engine is transmitted by a belt to an input pulley 19 fixed to the input shaft 7. A cone type continuously variable transmission is interposed between the input shaft 7 and the main shaft 8.

The continuously variable transmission has a plurality of cones 14 interposed between an input side friction disk 16 and an output side friction disk 17. The input side friction disk 16 rotates the cones 14, and then the cones 14 rotate. Output side friction disk 1 by cone 14
7 is configured to rotate.

A speed change friction ring 15 that provides resistance to the rotation of the cone 14 is arranged around the output side friction disk 17, and the speed change friction ring 15 is slid by a speed change shifter arm 18 to
The gears are changed by changing the position of contact with the gear.

When the abutting part of the shift friction ring 15 is in contact with the hem of the cone 14, the resistance is large and the rotational speed decreases, causing the shift friction ring 15 to move to a place near the top of the cone 14. When they are in contact, the resistance given to the cone 14 is reduced, so
The rotational speed of the cone 14 also increases, and the rotational speed after shifting also increases.

The continuously variable transmission transmits the rotation after the gear change to the main shaft 8, and a friction multi-disc clutch type forward/reverse transmission is constructed on the main shaft 8.

By configuring the vehicle as a friction multi-plate clutch, it is possible to smoothly switch between forward and backward travel while keeping the cone 14 driven at all times.

Forward gear 23 with forward clutch 25 loosely fitted
The reverse clutch 24 is disposed at the boss portion of the reverse gear 22, into which the reverse clutch 24 is loosely fitted.

The key shifter 21 connects and disconnects the forward clutch 25, and the key shifter 20 connects and disconnects the reverse clutch 24.

A forward/reverse shifter 30 for selectively rotating the key shifters 20, 21 is loosely fitted onto the main shaft 8 so as to be slidable left and right.

Slide the forward and backward shifter 30 left and right,
When the key shifter 21 is pushed into the groove of the main shaft 8,
The pressing part on the opposite side protrudes, and the forward clutch 25
The main shaft 8 and the forward gear 23 are integrated by pushing the friction plates into contact with each other.

In addition, the key shifter 2 is controlled by the forward/reverse shifter 30.
0 into the groove of the main shaft 8, the reverse clutch 24 becomes connected and the reverse gear 22 and the main shaft 8 are integrated.

The forward gear 23 is a gear 28 on the counter shaft 26.
The reverse gear 22 always meshes with the gear 27 on the counter shaft 26 via a reverse gear (not shown) to form a reverse gear train.

Therefore, by integrating either the reverse side clutch 24 or the forward side clutch 25 with the main shaft 8 by sliding the forward/reverse shifter 30 from side to side, the forward/reverse speed change is performed.

The rotation after the continuously variable transmission and the forward/reverse shift is transmitted from the gear 29 to the large-diameter steering gear 6 in FIG. 3 via another gear train or directly.

Next, the steering clutch/brake mechanism, which is the main part of the present invention, will be explained with reference to FIGS. 3 and 4.

The steering large-diameter gear 6 is directly connected to the aforementioned gear 29,
Alternatively, power is transmitted through other gears in between.

The steering large diameter gear 6 itself is connected to the left and right axles 13L, 1
The steering large diameter gear 6 is loosely fitted on the connecting shaft 11 that is loosely fitted between the clutch balls 2 and 3R.
Unless the guide 4 and the axle 13 are integrated, the large-diameter steering gear 6 does not transmit power to the axles 13L and 13R.

Cylindrical portions 6 are formed on the left and right by the boss portion of the steering large diameter gear 6.
b protrudes, and an engaging portion 6a into which the clutch ball 2 is fitted is bored into the cylindrical portion 6b as a hole.

The clutch ball 2 moves in and out of the engaging portion 6a.

The cylindrical portion 6b covers the inner end of the guide 4.

The guide 4 is a cylindrical member splined onto the axle 13, and has an engaging portion 4b carved as a groove at a position facing the engaging portion 6a of the large-diameter steering gear 6. It is.

Then, the clutch ball 2 moving in and out of the engaging portion 6a protrudes into the engaging portion 4b.
With the guide guide 4 and the steering large diameter gear 6 in a locked state, the rotation of the steering large diameter gear 6 is transmitted to the guide guide 4, and further the rotation of the guide guide 4 is transmitted to the axle shaft 13.

It is the inner protrusion 1b and inner recess 1c of the ball shifter 1 that move the clutch ball 2 in and out of the engaging portion 6a.

The ball shifter 1 is fitted around the outer periphery of the guide 4, and a locking ball 3 and a biasing spring 10 are arranged so as to straddle both, and the locking ball 3 allows the two to rotate relative to each other. In addition, the ball shifter 1 can be slid from side to side with a light operating force.

The biasing springs 10 are coil springs, and a plurality of biasing springs are arranged around the outer periphery of the guide to bias the ball shifter 1 in the direction of engaging the clutch.

When the ball shifter 1 is slid left and right, the inner protrusion 1b and the inner recess 1c are alternatively located on the outer periphery of the clutch ball 2, and when the inner protrusion 1b is located on the outer periphery of the clutch ball 2, , the clutch ball 2 is pushed between the engaging portion 6a and the engaging portion 4b, and the cylindrical portion 6b and the guide 4 are integrated.

Conversely, when the inner recess 1c is located outside the clutch ball 2, the clutch ball 2 can retreat into the inner recess 1c.
is located between the inner concave portion 1c and the engaging portion 6a from the engaged state to the engaging portion 4b, and the large-diameter steering gear 6 and the guide guide 4 are released from the engaged state, and the engagement to the axle shaft 13 is released. The power is cut off.

The ball shifter 1 slides outward to fit the clutch ball 2 into the inner recess 1c, and with the steering clutch disengaged, the ball shifter 1 is further slid outward to remove the ball. A brake claw portion 1a formed on the outer end of the shifter 1 engages with a case-side claw portion 5a fixed inside the transmission case ML/MR, thereby locking the axle 13 to the transmission case ML/MR side. This is what we will do.

That is, the claw body 5 on which the case-side claw portion 5a is carved,
Mission case ML/MR and axle case 1
They are fastened together by two fixing bolts 31.

Therefore, the pawl body 5 and the case-side pawl portion 5a are fixed to the transmission case ML/MR side, and the ball shifter 1 cannot be rotated by locking the brake pawl portion 1a to the case-side pawl portion 5a. Therefore, the ball shifter 1 and the guide 4 are connected to the locking ball 3.
Since the guide guide 4 is always in an engaged state, the guide guide 4 is also unable to rotate, and since the guide guide 4 and the axle 13 are locked with the spline, the axle 13 eventually becomes unrotatable.
This results in a state where the brakes are applied.

The ball shifter 1 is a transmission case.
The ball shifter 1 is slid inward and outward by the steering shifter 9 from the outside of the ML/MR, and the ball shifter 1 is urged inward by the urging spring 10 in the direction in which the braking state is released.

The axle 13, the guide 4 and the ball shifter 1
The relatively non-rotatable state of is disclosed in the drawing of FIG.

(f) Effects of the invention Since the invention is constructed as described above, it has the following effects.

First, if the ball shifter is placed directly on the axle 13 as in the past, and the clutch ball is moved in and out between the two, since the diameter of the axle 13 is small, the clutch ball There was a problem in which a large torque was applied to the steering clutch lever, and the operating force on the steering clutch lever was too large.
In the case of the present invention, the cylindrical guide 4 is connected to the axle 1.
3, and the clutch ball 2 is interposed between the guide guide 4 and the steering large-diameter gear 6, so that the torque at the clutch ball 2 can be reduced. Therefore, the operating force of the steering control lever can be reduced.

Second, since the ball shifter 1, which operates the clutch ball 2 in and out, is also used as the operating medium for the steering section, the number of operating members for the steering section can be reduced, and the steering brake shifter is also used as the steering clutch. The shifter 9 can be used for both purposes.

[Brief explanation of drawings]

Fig. 1 is a side sectional view of the continuously variable transmission disposed in the upper stage of the axle drive unit, Fig. 2 is a plan sectional view of the same, and Fig. 3 is the steering clutch, which is the main part of the present invention.
A sectional view showing the brake mechanism, and FIG. 4 is a side sectional view showing an engaging portion between the guide 4 and the ball shifter 1. DESCRIPTION OF SYMBOLS 1... Ball shifter, 1a... Brake claw part, 1b... Inner protrusion, 1c... Inner recess, 2... Clutch ball, 3... Locking ball, 4... Guide guide, 4a, 4b... Engagement parts 4b, 5...claw body,
6... Steering large diameter gear, 6a... Engagement portion.

Claims (1)

[Scope of utility model registration request] The guide guide 4 constituting the steering clutch mechanism and the steering brake mechanism is formed into a cylindrical shape, and the inner diameter part is fitted to the axle 13 and the outer diameter part is fitted to the ball shifter 1 so as not to be relatively rotatable. Information guide 4
The ball shifter 1 can be slid left and right on the outer circumference of the ball shifter 1.
The clutch ball 2 is moved between the engaging portion 6a of the steering large-diameter gear 6 and the engaging portion 4b of the guide guide 4 by sliding left and right.
A steering mechanism for a vehicle drive device characterized in that a brake pawl portion 1a provided at the outer end of a ball shifter 1 can be engaged with a case-side pawl portion 5a on a transmission case side. .