JP2011020515A - Working vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a hybrid type working vehicle capable of dispensing with an excessive output for rotating hydraulic clutches in a transmission when driving wheels by an electric motor during an engine stop, and applying no excessive load to the electric motor. <P>SOLUTION: Since power from an engine 62 is transmitted to front and rear wheels 61, 63 through the transmission G having a shift stage using the hydraulic clutches 60, 66, 76, and a shift stage not using the hydraulic clutches 60, 66, 76, and also since power from the motors M1, M2 is inputted into the lower side of power transmission of the shift stage using the hydraulic clutches 60, 66, 76, and the upper side of the power transmission of the shift stage not using the hydraulic clutches 60, 66, 76, an outputs loss for rotating the hydraulic clutches 60, 66, 76 generated in the transmission, and an output the loss of a load generated by rotation can be reduced when driving the motors M1, M2 while the engine 62 is stopped, thus constituting the hybrid type working vehicle of the minimum required small-sized motors M1, M2. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a work vehicle, and more particularly, to a hybrid work vehicle that saves energy waste due to a hydraulic clutch.

  Patent Document 1 discloses the following transmission mechanism as an invention that enables an electric motor to be efficiently driven even in a work vehicle that requires various driving modes in a work vehicle that employs a hybrid system. Is described. That is, the front wheels and the rear wheels are driven by the electric motor, the peripheral speeds of the front wheels and the rear wheels are detected, and the difference between the peripheral speeds is greater than or equal to a predetermined value in the case of two-wheel drive that travels by driving only the rear wheels. In some cases, an invention of outputting to an electric motor that drives a front wheel is disclosed.

JP 2007-269072 A

  The invention described in Patent Document 1 has a configuration in which the front wheels and the rear wheels are driven by gear mechanisms by separate electric motors, and the hydraulic clutches in the drive unit of the traveling system in the transmission are used for the input positions of the electric motors. The electric motor is arranged at the position where it acts, that is, the power transmission upper side of the hydraulic clutch.

  Therefore, when the wheels are driven by the electric motor when the engine is stopped, an output for rotating the hydraulic clutch in the transmission is required, and the electric motor bears the load generated at that time, resulting in energy loss. There is room.

  It is an object of the present invention to eliminate the need for an extra output for rotating a hydraulic clutch in a transmission when driving a wheel with an electric motor when the engine is stopped, and without applying an extra load to the electric motor. Another object is to provide a hybrid work vehicle equipped with an operating system using an electric motor in a traveling system in a speed device.

The above-mentioned problems of the present invention are solved by the following solution means.
That is, according to the first aspect of the present invention, the power from the engine (62) is input, and the gear stage using the hydraulic clutch (60, 66, 76) and the shift without using the hydraulic clutch (60, 66, 76). In a work vehicle in which transmission is performed to the front and rear wheels (61, 63) via a stepped transmission (G), power is applied to either the front or rear wheels (61, 63) or the front and rear wheels (61, 63). An electric motor (M1) for transmission is provided, and power input from the electric motor (M1) is transmitted to the lower power transmission side of the gear stage using the hydraulic clutch (60, 76), and the hydraulic clutch (60, 76) is A work vehicle configured to be input to a power transmission upper side of an unused gear stage.

  According to a second aspect of the present invention, the gear stage is composed of a gear stage of the traveling system and a gear stage of the PTO system, and an electric motor (M2) that transmits power to the PTO system is provided. The power input is configured to be input to the lower power side of the gear stage using the PTO hydraulic clutch (66) and to the upper power transmission side of the gear stage not using the PTO hydraulic clutch (66). The work vehicle according to claim 1.

  According to the first aspect of the present invention, the power input from the electric motor (M1) that transmits power to either the front or rear wheel (61, 63) or the front or rear wheel (61, 63) is transmitted to the hydraulic clutch (60, 76). ) Is used on the lower power transmission side of the shift stage portion using the hydraulic clutch (60, 76), and the engine (62) is stopped. When driving the motor (M1), the output loss for rotating the hydraulic clutch (60, 76) generated in the transmission and the output loss of the load caused by the rotation are reduced, and the required minimum size There exists an advantage which can be comprised with a motor (M1).

  In addition to the effect of the invention described in claim 1, the invention described in claim 2 uses a PTO hydraulic clutch (66) to input power from the electric motor (M2) that transmits power to the PTO system. Therefore, the electric motor (M2) for driving the PTO system is the minimum necessary because the power is input to the power transmission upper side of the gear stage that does not use the PTO hydraulic clutch (66). It can be configured with a limited number of small motors.

It is a left view of the tractor of the Example of this invention. It is a power transmission diagram in the transmission of the tractor of FIG. FIG. 3 is a hydraulic circuit diagram of the power transmission diagram of FIG. 2. FIG. 2 is a detailed view of a control block of the power transmission system of the tractor of FIG. 1. FIG. 5A is a control flowchart of the control device of the meshing transmission according to the present embodiment, and FIG. 5B is a flowchart of drive control by the drive output selection switch. It is a flowchart of the engine drive control of a present Example. It is a flowchart of the motor drive control of a present Example. It is a flowchart in the case of switching the motor of a driving | running | working system to electric power generation mode during driving with the engine of a present Example.

Embodiments of the present invention will be described with reference to the drawings.
FIG. 1 shows a side view of the tractor of this embodiment.
The tractor traveling machine body T having a traveling form of riding four-wheel drive travels while steering the front wheels 61 with the steering handle 73. A work machine R such as a rotary tiller can be mounted on the rear part of the traveling machine body T so as to be able to move up and down, and the ground work can be performed. This traveling machine body T has an engine 62 mounted on the front end through an engine bracket supported by a front axle housing, and a transmission case in which a clutch housing and a gear type transmission (transmission) G are housed on the rear side of the engine 62. 65 and the like are integrally connected, a rear axle housing 75 is provided at the rearmost portion of the transmission case 65, and rear wheels 63 are mounted on both left and right sides.

FIG. 2 shows a power transmission system diagram of the tractor of this embodiment.
In this embodiment, the left and right sides are referred to as left and right, respectively, and the front and rear are referred to as front and rear, respectively, in the forward direction of the tractor.
The input shaft 2 of the clutch housing portion is driven by the driving force from the engine 62. The output shaft 3 and the PTO shaft 14 at the rear end are interlocked via a transmission mechanism in the mission case 65, and the front wheel output shaft 5 provided at the lower portion of the mission case 65 is interlocked. The output shaft 3 is supported along the front-rear direction at a substantially central portion of the rear portion of the transmission case 65, has a drive pinion gear 53 at the rear end, meshes with the diff ring gear 46 of the rear differential 45, and extends along the rear axle housing 75. The rear differential shaft 10 and the rear wheel shaft 11 that are axially mounted are interlocked via a planetary reduction mechanism 16. The front wheel output shaft 5 is connected to the input shaft 26 of the front differential 47 provided at the center of the front axle housing from the lower portion of the transmission case 65 through the lower portion of the engine 62, and is mounted along the front axle housing. The front differential shaft 12 and the planetary reduction mechanism 16 are connected to the front wheel shaft 13.

  The transmission (meshing transmission) G of this embodiment drives the PTO counter shaft 9 (having the PTO transmission counter gear 44) from the input shaft 2 driven by the engine 62 via the input gear 31. The PTO counter shaft 9 is provided with a PTO clutch 66. The input shaft 2 is provided with forward / reverse switching gears 42, 42 for forward / reverse switching in the idle state, and the reverse counter forward / reverse switching gear 42 has a back counter shaft 8 arranged in parallel with the input shaft 2. A back counter gear 43 provided on the main transmission shaft 19 is engaged, and the other forward-side forward / reverse switching gear 42 is provided with an input gear 48 fixed on the main transmission shaft 19 and an effective free rotation on the main transmission shaft 19. Four main transmission gears 33 having different diameters are provided. These four main transmission gears 33 are configured as a four-speed transmission, and are switched and shifted by a clutch 76. A transmission G that includes the four main transmission gears 33 is referred to as a main transmission A.

  On the main transmission shaft 19, of the four main transmission gears 33 of the main transmission A, the main transmission gear 33 (for first speed) having the smallest effective diameter and the main transmission gear having the third smallest effective diameter are provided. 33 (for the third speed) is fixedly provided between the main transmission gear 33 having the second smallest effective diameter (for the second speed) and the main transmission gear 33 having the largest effective diameter (the fourth speed). And the clutch 76 is fixedly provided. Each of the two clutches 76 is provided with a friction clutch that connects each main transmission gear 33 so as to rotate integrally with the main transmission shaft 19.

Further, the input gear 48 that can mesh with the forward gear of the forward / reverse switching gear 42 meshes with the back counter gear 43 on the back counter shaft 8 together with the reverse gear of the forward / backward switching gear 42. Of the forward switching gear 42, the forward gear 42 and the reverse gear 42 are alternatively integrated with the input shaft 2 by switching between the two forward / reverse switching clutches 60 consisting of front and rear independent friction clutches, It is the structure switched to forward travel and reverse travel. A configuration including these gears 42 and a clutch 60 including a hydraulic cylinder 85 (FIG. 3) described later is referred to as a forward / reverse clutch D.
Further, a forward / reverse switching lever 115 for manually switching the forward / backward clutch D is provided at the post portion of the steering handle.

The sub-transmission shaft 20 provided coaxially with the main transmission shaft 19 is provided with two high / low-speed switching gears 34 having different effective diameters that are switched and shifted by the clutch 76 to further increase the driving force after the main transmission. Decelerate and switch between high speed and low speed. The gear configuration that can be switched between high speed and low speed is referred to as a high / low transmission B.
Further, an output shaft 3 having three auxiliary transmission gears 35 having different effective diameters is arranged coaxially with the auxiliary transmission shaft 20. The output shaft 3 is configured to be shifted in three stages by the auxiliary transmission gear 35. The configuration of the gear 35 capable of three-speed shifting is referred to as an auxiliary transmission device C.

  Further, a creep counter shaft 21 having a creep counter gear 49 that meshes with the auxiliary transmission gear 35 is provided in parallel with the output shaft 3. A travel counter shaft 6 having a main transmission counter gear 39 and a high / low speed switching gear 40 meshing with the main transmission gear 33 and the high / low speed switching gear 34 is disposed in parallel with the main transmission shaft 19 and the auxiliary transmission shaft 20. Rotation transmitted from the main transmission shaft 19 is changed by the main transmission gear 33, and the rotation is switched between the high and low speeds provided on the auxiliary transmission shaft 20 via the main transmission counter gear 39 and the high and low speed switching gear 40 in sequence. It is transmitted to the gear 34. The power transmitted to the high / low speed switching gear 34 is transmitted to the output shaft 3 through the clutch 76 and through the transmission mechanism by the sub transmission gear 35 provided on the sub transmission shaft 20.

In the traveling power transmission system of the present embodiment, a function of shifting the PTO shaft 14 and a function of rotating the PTO shaft 14 forward and backward are provided.
Further, the auxiliary transmission counter shaft 27 of the auxiliary transmission counter gear 38 that meshes with the auxiliary transmission gear 35 is rotatably supported, and the front wheel interlocking gear 51 that is interlocked from the output shaft 3 via the front wheel take-out gear 36 is rotatable. A supporting PTO interlocking shaft 4 is provided.

  A PTO forward / reverse switching shaft 22 is provided on the front extension axis of the PTO interlocking shaft 4. Further, a front wheel interlocking shaft 28 having a second front wheel interlocking gear 54 is provided at a position parallel to the PTO interlocking shaft 4, and the second front wheel interlocking gear 54 receives power from the front wheel interlocking gear 51 to drive power to the front wheel interlocking shaft 28. Is transmitted. The PTO forward / reverse switching shaft 22 is provided with a PTO forward / reverse switching gear 37 for switching the front wheel interlocking shaft 28 between forward rotation and reverse rotation, and a PTO forward / reverse gear 32 is provided on the front extension axis of the PTO forward / reverse switching shaft 22. A PTO transmission shaft 18 is arranged.

A reduction shaft 23 having a PTO reduction gear 50 meshing with the PTO forward / reverse switching gear 37 is arranged in parallel with the PTO forward / reverse switching shaft 22.
A shift shifter gear 15 for shifting the PTO shaft 14 is provided on the PTO counter shaft 9, and the gear 15 includes a shifter 15 a that is always meshed with the gear 15. Further, a forward / reverse shifter gear 17 for switching between forward rotation and reverse rotation of the PTO shaft 14 is provided on the PTO transmission shaft 18, and the gear 17 is provided with a shifter 17 a that always meshes with the gear 17.

  Therefore, first, in the case of the first speed forward rotation of the PTO shaft 14, the shifter 15a is slid to the left in FIG. 2 to connect the shift shifter gear 15 and the first speed forward gear 29, and the shifter 17a is slid to the left in FIG. Then, the forward / reverse shifter gear 17 is connected to the PTO forward rotation gear 32.

  In order for the engine power to operate the PTO shaft 14, the power from the engine input shaft 2 is first connected to the shifter 15 a from the shift shifter gear 15 on the PTO counter shaft 9 via the PTO clutch 66 linked to the input gear 31. The PTO speed change counter gear 44 on the PTO speed change counter shaft 58 arranged in parallel with the PTO counter shaft 9 via the first speed gear 29 and the second first speed forward rotation gear 29 rotating integrally with the gear 29. Then, the second PTO shift counter gear 68 on the PTO shift counter shaft 58 is driven. The driving force of the second PTO shift counter gear 68 is transmitted to the PTO transmission shaft 18 via the PTO forward rotation gear 32, and the PTO forward / reverse switching gear 37, the PTO reduction gear 50, and the second PTO reduction gear are transmitted from the transmission shaft 18. 50, the second PTO forward / reverse switching gear 77 and the PTO forward / reverse switching shaft 22 are output to the PTO shaft 14.

  Next, in the case of the first speed reverse rotation of the PTO shaft 14, the shifter 15a is slid to the left in FIG. 2 to connect the shift shifter gear 15 and the first speed forward rotation gear 29, and the shifter 17a is slid to the right in FIG. The forward / reverse shifter gear 17 is connected to the PTO reverse rotation gear 71. In this case, until the power from the engine input shaft 2 drives the second PTO shift counter gear 68 on the PTO shift counter shaft 58, it is the same as in the case of the first speed forward rotation of the PTO shaft 14, and the second PTO shift The driving force of the counter gear 68 is transmitted to the PTO reverse rotation gear 69 on the PTO reverse rotation shaft 70 via the PTO normal rotation gear 32, and is transmitted from the PTO reverse rotation gear 69 to the PTO reverse rotation shaft 70, and on the PTO reverse rotation shaft 70 Second PTO reverse gear 74, PTO reverse gear 71, second PTO reverse gear 71, shifter 17a, forward / reverse shifter gear 17, PTO transmission shaft 18, PTO forward / reverse switching gear 37, PTO reduction gear 50, second PTO reduction gear 50, the second PTO forward / reverse switching gear 77 and the PTO forward / reverse switching gear 22 are output to the PTO shaft 14.

  Further, in the case of the second speed forward rotation of the PTO shaft 14, the shifter 15a is slid to the right side in FIG. 2 to connect the shift shifter gear 15 and the second speed forward rotation gear 30, and the shifter 17a is moved to the left side in FIG. By sliding, the forward / reverse shifter gear 17 is connected to the PTO forward rotation gear 32.

  The motive power from the engine input shaft 2 passes through the PTO clutch 66 linked to the input gear 31 and the second speed forward rotation gear 30 connected to the shifter 15a from the transmission shifter gear 15 on the PTO counter shaft 9 and the second 2 This is transmitted to the PTO shift counter gear 44 on the PTO shift counter shaft 58 via the fast forward gear 30 and the second PTO shift counter gear 68 on the PTO shift counter shaft 58 is driven. The driving force of the second PTO shift counter gear 68 is transmitted to the PTO transmission shaft 18 via the PTO forward rotation gear 32 and the forward / reverse shifter gear 17, and from the transmission shaft 18 to the PTO forward / reverse switching gear 37, the PTO reduction gear 50, 2 It is output to the PTO shaft 14 via the second PTO reduction gear 50, the second PTO forward / reverse switching gear 77 and the PTO forward / reverse switching shaft 22.

  Further, in the case of the second speed reverse rotation of the PTO shaft 14, the shifter 15a is slid to the right side in FIG. 2 to connect the shift shifter gear 15 and the second speed forward gear 30, and the shifter 17a is slid to the right side in FIG. Then, the forward / reverse shifter gear 17 is connected to the PTO reverse gear 71.

  The motive power from the engine input shaft 2 passes through the PTO clutch 66 linked to the input gear 31 and the second speed forward rotation gear 30 connected to the shifter 15a from the transmission shifter gear 15 on the PTO counter shaft 9 and the second 2 This is transmitted to the second PTO shift counter gear 44 on the PTO shift counter shaft 58 via the fast forward gear 30 and the second PTO shift counter gear 68 on the PTO shift counter shaft 58 is driven. The driving force of the second PTO shift counter gear 68 is transmitted to the PTO reverse rotation gear 69 on the PTO reverse rotation shaft 70 via the PTO normal rotation gear 32, and is transmitted from the PTO reverse rotation gear 69 to the PTO reverse rotation shaft 70. 70, second PTO reverse gear 74, PTO reverse gear 71, second PTO reverse gear 71, shifter 17a, forward / reverse shifter gear 17, PTO transmission shaft 18, PTO forward / reverse switching gear 37, PTO reduction gear 50, second It is output to the PTO shaft 14 via the PTO reduction gear 50, the second PTO forward / reverse switching gear 77 and the PTO forward / reverse switching shaft 22.

  Further, the front wheel take-out gear 36 at the rear end portion of the output shaft 3 meshes with the first front wheel interlocking gear 51 that is rotatably provided on the auxiliary transmission countershaft 27, and meshes with the first front wheel interlocking gear 51. The driving force of the output shaft 3 transmitted to the front wheel interlocking shaft 28 via the auxiliary transmission counter shaft 27 is transmitted to the front wheel driving shaft 7 that rotates integrally with the front wheel interlocking shaft 28 via the coupling K.

  Couplings K are also provided between the counter shaft 59 and the front wheel output shaft 5, between the front wheel output shaft 5 and the front wheel interlocking shaft 25, and between the front wheel interlocking shaft 25 and the front wheel input shaft 26, and rotate integrally therewith. . The spline on the inner diameter side of the coupling K and the spline on the shaft side are engaged to transmit power.

  Further, the front wheel output shaft 5 arranged at the lower stage in the transmission case 65 is mounted on the bottom of the rear portion of the transmission case 65 and is connected to the input shaft of the front differential 47 through the front wheel interlocking shaft 25 and the coupling K. 26.

  A front wheel drive clutch 67 is provided on the front wheel drive shaft 7, and geared from the drive shaft 7 to the front wheel output shaft 5. Further, two front wheel drive switching gears 41 having different effective diameters are arranged on the left and right sides of the front wheel drive clutch 67, and the two front wheel drive switching gears 41 are provided on a counter shaft 59 arranged in parallel with the front wheel drive shaft 7. Are engaged with two switching drive counter gears 56 having different effective diameters, and the front wheel drive clutch 67 is selectively connected, so that the front wheel output shaft 5 is driven at either one of the two reduction ratios. Can be driven.

  When the front wheel drive clutch 67 is shifted to the neutral position, a rear wheel drive two-wheel drive mode in which the front wheel 61 is not driven is used. When the front wheel drive clutch 67 is switched to a low speed position by hydraulic operation, the front wheel 61 is moved to the rear wheel 63. The front wheel drive clutch 67 is switched by hydraulic operation to shift to a high speed position, and the front wheel 61 is increased about twice as much as the rear wheel 63. It can drive | work by setting it as the four-wheel drive form driven at high speed.

  With the meshing transmission G having the above-described configuration, the rotational power of the engine 62 is transmitted through the forward / reverse clutch D that constitutes the main clutch, so that the main transmission A that has four speeds and the high speed that has two speeds. The low transmission B and the sub-transmission C comprising three speeds are shifted to any one of a total of 24 speeds, and the obtained rotational power is driven through the rear differential 45 to drive the rear wheels 63. . Further, the rotational power changed by the auxiliary transmission C is transmitted to a front wheel drive clutch (two-wheel drive / four-wheel drive switching clutch) 67, and the front wheel 61 is switched to "constant speed" or "acceleration" by the clutch 67. After that, the front wheel 61 is driven through the front differential 47.

  The transmission of the traveling system is interlocked with the drive pinion gear 53 via the main transmission gear 33, the high / low speed switching gear 34, the multiple transmission gear 35, etc. arranged on the axis of the output shaft 3 from the input shaft 2. The PTO gear shift is linked via a PTO forward rotation gear 32 provided at the front end of the PTO interlocking shaft 4.

  The auxiliary transmission gear 35 is provided with a traveling system motor drive gear 52 that meshes with the auxiliary transmission gear 35 so that power from the traveling system motor M1 can be input, and a PTO system motor M2 that meshes with the PTO forward / reverse switching gear 37. The drive gear 57 is provided so that the power from can be input.

  In the hybrid type transmission of the present embodiment, both the travel system motor M1 and the PTO system motor M2 use the hydraulic clutches 60, 66, and 76 for the power from the electric motors M1 and M2 in the respective transmission systems. The power is transmitted to the lower power transmission side of the shift stage that does not use the hydraulic clutches 60, 66, and 76.

  This is necessary when the engine 62 is stopped and the motors M1 and M2 are driven to reduce the output loss for rotating the hydraulic clutches generated in the transmission and the load output loss caused by the rotation. There is an advantage that it can be configured with the minimum number of motors M1 and M2.

Next, FIG. 3 shows a hydraulic circuit diagram of the tractor of this embodiment.
In the hydraulic circuit diagram of FIG. 3, the left and right brake cylinders 83 that brake the left and right rear wheels 63 independently, the four-wheel drive clutch cylinder 99 that switches the power transmitted to the front wheels 61 to “constant speed” or “acceleration”, steering A power steering device 103, a PTO clutch cylinder 104, PTO clutch pressure control valves 105, 106, and the like that are operated by rotating the handle 73 are provided. In addition, the circuit 101 of the dashed-dotted line portion is a main hydraulic circuit (working machine lifting / lowering, horizontal working machine extraction, external hydraulic pressure taking out, etc.) and has little relation to sub-circuits (running / brake / diff lock / PTO side circuit). Is omitted.

  The hydraulic oil discharged from the hydraulic pump 80 is supplied to a hydraulic clutch cylinder 87 and a hydraulic clutch that operate the fourth speed gear 2 and the second speed gear 33 of the main transmission A via the clutch 76 via the pressure reducing valve 81a. A hydraulic clutch cylinder 91 and a hydraulic clutch cylinder which are supplied to a shift control valve 89 for switching the 4-2 speed for switching the cylinder 88 and further operate the first speed gear 3 and the third speed gear 33 of the main transmission A, respectively. Is supplied to a shift control valve 93 for switching the first to third speeds.

The hydraulic fluid that passes through the pressure reducing valve 81 a is supplied to the switching valve 86 that switches between the forward clutch and the reverse clutch D of the forward / reverse clutch cylinder 85 via the on / off control valve 129 of the forward / reverse clutch cylinder 85. It can be detected by the forward clutch pressure sensor 110 and the reverse clutch pressure sensor 111 which hydraulic fluid is supplied to the forward clutch D of the forward / reverse clutch cylinder 85.
Similarly, the hydraulic fluid supplied to the hydraulic clutch cylinders described above and below can be detected by a pressure sensor provided in an oil passage on the inlet side to each hydraulic clutch cylinder.

  The hydraulic oil discharged from the hydraulic pump 80 is branched and supplied to the left and right brake cylinders 83 via the pressure reducing valve 81b and the brake valve 82a. The brake valve 82a is a switching control valve that selects the rear wheel 63, and the brake valve 82a is integrated with a pressure control valve 82b that adjusts the braking force.

  Further, the hydraulic oil that passes through the pressure reducing valve 81b has the clutch 76 applied to one of the two gears 40 of "high speed" and "low speed". Are supplied to control valves 96a and 96b for switching the high / low hydraulic clutch cylinder 95 to be operated.

Further, the hydraulic oil passing through the pressure reducing valve 81 b is branched into the front-wheel differential lock cylinder 98 a for the front differential 47 and the rear-difference lock cylinder 98 b for the rear differential 45 through the differential lock control valve 97.
Further, the hydraulic cylinder 99 for switching the gear 41 of the front wheel drive clutch 67 is supplied with hydraulic oil via the pressure reducing valve 81b via the switching control valve 94.

Similarly, the hydraulic fluid passing through the pressure reducing valve 81b is supplied to the PTO clutch cylinder 104 via the PTO valves 105 and 106, and adjusts the pressure of the PTO clutch.
Also, the hydraulic pressure from the hydraulic pump 80 shown in FIG. 3 is configured to supply hydraulic oil to the orbit roll 107 that is operated by operating the power steering handle 73.

FIG. 4 shows a detailed control block diagram for explaining the control device 100 and the input / output device of the meshing transmission G shown in FIG. 2 of the present embodiment.
As shown in FIG. 4, the control device 100 includes a motor ECU, an engine ECU 100a, a work implement lifting system ECU 100b, and a traveling system ECU 100c, and can communicate with each other via a CAN2 communication system. The control device 100 can communicate with the operation panel 118 and the meter panel 119 through the CAN1 communication system.

The motor ECU supplies the electric energy from the battery to the traveling system motor M1 and the PTO system motor M2 through the inverter unit by the input from the output selection switch, and the motor M1, the motor load monitor, the engine load monitor, and the battery monitor. The output status of M2 is displayed.
FIG. 5A shows an overall flow of driving force control of the meshing transmission G of this embodiment, and FIG. 5B shows which operation of the motors M1, M2 and the engine 62 is performed by a drive output selection switch. A flow for deciding whether to perform selection or automatically and entering motor drive control or engine drive control is shown. FIG. 6 shows a flowchart of engine drive control, and FIG. 7 shows a flowchart of motor drive control.

  As shown in the flowchart of FIG. 6, when switching from the output of the motors M1 and M2 to the output of the engine 62, immediately after the output switching, the forward / reverse hydraulic clutch 60 and the PTO hydraulic clutch 66 are switched from the disengaged state to the boosted state. The other clutches are also switched to the target position. When the clutch pressure is close to completion of boosting (determined by the current value to the solenoid), motor stop instruction data is output to stop the motor drive. Next, it is confirmed from the engine load factor that there is a margin in engine output, and at the same time, it is confirmed from the voltage value that there is also a margin in the amount of charge of a battery (not shown). If there is a margin in the motor output, motor operation instruction data using the motor output is transmitted.

  Also, in FIG. 7, when switching from engine output to motor output, immediately after the switching, the traveling motor M1 and the PTO motor M2 are driven so as to achieve the output rotational speed currently being driven, and the motor rotation is the target rotation. When the value approaches the number (determined by the rotation sensor of the motor), engine stop instruction data is sent, and output correction of the PTO motor M2 or the traveling motor M1 is performed according to the operation position of the transmission system. At this time, when the motor output is insufficient, that is, when the driving amount of the traveling vehicle cannot be obtained with the motors M1 and M2, that is, when the output rotational speed before switching to the motor is not reached, an instruction to switch to engine operation is sent. To do.

  When the engine output is switched from the motor output to the motor output, the motors M1 and M2 are driven before the engine is stopped and the engine 62 is stopped after adjusting the rotation speed, thereby smoothly reducing the speed conversion at the time of switching. You can shift.

  Further, when switching from motor output to operation by engine output, immediately after the engine is started, the hydraulic clutches 60, 66, 76 of the traveling system and the PTO system are kept “off”, and the clutches 60, 66, 76 are gradually moved. The motor 62 is gradually assisted by increasing the pressure to the torque and switching the torque, and the operation is interrupted by turning off the motors M1 and M2 upon completion of the pressure increase of the hydraulic clutches 60, 66, and 76. The output can be switched smoothly without any problems.

  In addition, an engine load monitor and a battery monitor are provided, and the operator can switch between the engine 62 and the battery by an output selection switch, so that the load state of the engine 62 and the battery power supply state can be selected. The operator himself / herself should be able to determine whether or not the work on the motor side can be continued under conditions such as subsequent continuous work.

  When the engine output is switched to the motor output, the operation position of the travel shift operation unit (lever, button, etc.) or PTO shift operation unit (lever, button, etc.) and the accelerator operation (accelerator pedal, lever, etc.) When it is detected by button signal detection and it is determined that the driving condition has been changed by the driver's operation, the rotational speeds of the motors M1 and M2 are set so that the same output rotation can be obtained by changing the driving condition. Change (including forward and reverse rotation). In this way, smooth switching is possible at the time of operation switching.

Furthermore, when shifting to a shift position (high-speed range) suitable for running on the road, the motor drive and engine drive are switched according to the engine driving load factor and the battery load margin.
This is because during traveling in the high speed range, it is during road traveling or high speed work, and the load (necessary torque) of the traveling system is often small. By performing hybrid operation, the motors M1 and M2 can be configured with a small driving force. For this reason, by using the motors M1 and M2 having an output sufficiently smaller than the engine output, the layout can be made without largely changing the basic configuration of the vehicle.

  When the sub-shift position is not the road travel position (medium speed range), the motors M1 and M2 are switched to the power generation mode and used for charging the battery. In this hybrid configuration, when the motors M1 and M2 are used for driving, a timing for charging the motor driving battery is necessary, so the opportunity to charge the battery is used.

  During work in a field or the like, the PTO is often used, which increases the load. However, for example, in the case of a rotary system, the load of the traveling system may be such that the rotary gives propulsive force to the tractor and may be a small load. Therefore, even when the traveling motor M1 is switched to the power generation mode while being driven by the engine 62, there are many cases where a large load is not easily applied to the engine 62, and charging can be performed efficiently.

FIG. 8 shows a flowchart in a case where the traveling motor M1 is switched to the power generation mode while being driven by the engine 62.
The operation of the motor M1, M2 or engine 62 is automatically selected by the drive output selection switch, and when the sub-shift position is on the road or at the high speed running position during work, the process proceeds to the “upper road” step. When the position is at a medium speed position or a low speed position during work, the process proceeds to the “work side”.

  Proceeding to the “roadside” step, if the engine load factor is a load factor that allows motor driving (determining whether or not the current engine load factor is within the range that can be covered by the motor output), motor driving is performed. If not, instruct to continue the engine drive.

  Further, in the step proceeding to the “working side” in FIG. 8, the work is performed on the field, and in this case, the work is burdensome. However, when the engine load factor is the power generation mode possible load factor, the motors M1 and M2 are switched to the power generation mode. When the engine load factor is not the power generation mode possible load factor (when the battery is sufficiently charged), the power generation mode of the motors M1 and M2 is changed. “Off”. Thus, by setting the power generation mode of the motors M1 and M2 to “OFF”, the load applied to the engine 62 can be reduced in total, which leads to an improvement in fuel consumption.

  Whether the engine load factor is the power generation mode possible load factor is determined as follows. That is, when the motors M1 and M2 are used as power generators, the engine load is increased accordingly, but even if this additional amount is added, it is determined whether there is a margin in engine output. If there is not enough room, the engine speed will be lowered and it will be impossible to work, or the engine will stall in the worst case.

  It is desirable to switch to the power generation mode when the engine load factor is smaller than the specified load. This is to prevent the loss of output due to power generation, which prevents the work load from becoming excessively high and the work cannot be performed smoothly.

  The hybrid tractor has a hybrid configuration in which the motor can be driven only by the traveling system, and the PTO system is driven only by the engine 62, and the engine 62 and the traveling motor M1 are used together when the PTO is not used. Also good. This is because when the PTO system is driven, a large output is often possible, the motor M1 becomes large, and the layout becomes difficult. This is because only the traveling system has a small load and can be configured with a small motor M1.

  The tractor of the present invention can be applied to various working vehicles other than agricultural work.

2 Input shaft 3 Output shaft 4 PTO interlocking shaft 5 Front wheel output shaft 6 Traveling counter shaft 7 Front wheel drive shaft 8 Back counter shaft 9 PTO counter shaft 10 Rear differential shaft 11 Rear wheel shaft 12 Front differential shaft 13 Front wheel shaft 14 PTO shaft 15 Shift shifter gear 15a Shifter 16 Planetary reduction mechanism 17 Forward / reverse shifter gear 17a Shifter 18 PTO transmission shaft 19 Main transmission shaft 20 Sub transmission shaft 21 Creep counter shaft 22 PTO forward / reverse switching shaft 23 PTO deceleration shaft 25 Front wheel interlocking shaft 26 Input shaft 27 Subtransmission counter shaft 28 Front wheel interlocking shaft 29 First speed forward gear 30 Second speed forward gear 31 Input gear 32 PTO forward gear 33 Main transmission gear 34 High / low speed switching gear 35 Sub transmission gear 36 Front wheel take-out gear 37 PTO forward / reverse switching gear 38 Sub transmission counter Gear 39 Main transmission counter gear 40 High / low speed switching gear 41 Front wheel drive switching Gear 42 Forward / reverse switching gear 43 Back counter gear 44 PTO shift counter gear 45 Rear differential 46 Differential ring gear 47 Front differential 48 Input gear
49 Creep counter gear 50 PTO reduction gear 51 Front wheel interlocking gear 52 Traveling motor drive gear 53 Drive pinion gear 54 Second front wheel interlocking gear 56 Switching driving counter gear 57 PTO motor driving gear 58 PTO speed change counter shaft 59 Counter shaft 60 Forward / reverse switching Clutch 61 Front wheel 62 Engine 63 Rear wheel 65 Transmission case 66 PTO clutch 67 Front wheel drive clutch 68 Second PTO speed change counter gear 69 PTO reverse gear 70 PTO reverse shaft 71 PTO reverse gear 73 Steering handle 74 Second PTO reverse gear 75 Rear axle housing 76 Clutch 77 PTO forward / reverse switching gear 80 Hydraulic pump 81a, 81b Pressure reducing valve 82a Brake valve 82b Pressure control valve 83 Brake cylinder 85 Forward / reverse clutch cylinder 86 Switching Valve 89 Shift control valves 87, 88, 91, 92 Hydraulic clutch cylinder 93 Shift control valve 94 Switching control valve 95 High / low hydraulic clutch cylinders 96a, 96b Control valve 97 Differential lock control valve 98a Front wheel differential lock cylinder 98b Rear wheel differential lock cylinder 99 Drive switching clutch cylinder 100 control device 100a engine ECU
100b Working machine elevating system ECU 100c Traveling system ECU
DESCRIPTION OF SYMBOLS 101 Main hydraulic circuit 103 Power steering apparatus 104 PTO clutch cylinders 105, 106 PTO clutch pressure control valve 107 Orbit roll 110 Forward clutch pressure sensor 111 Reverse clutch pressure sensor 115 Forward / reverse switching lever 118 Operation panel 119 Meter panel 129 Control valve A Main transmission B High / low transmission C Sub transmission D Forward / reverse clutch G Gear type (meshing) transmission K Coupling M1 Traveling motor M2 PTO motor R Working machine S Operation command means T Traveling machine body

Claims (2)

A transmission (G) having a gear stage using the hydraulic clutch (60, 66, 76) and a gear stage not using the hydraulic clutch (60, 66, 76) by inputting power from the engine (62). Via a work vehicle adapted to transmit to the front and rear wheels (61, 63) via
An electric motor (M1) for transmitting power to either the front or rear wheel (61, 63) or the front or rear wheel (61, 63);
The power input from the electric motor (M1) is the lower power transmission side of the gear stage using the hydraulic clutch (60, 76), and the upper power transmission side of the gear stage not using the hydraulic clutch (60, 76). A work vehicle characterized in that it is configured to input to. The gear stage is composed of a traveling gear stage and a PTO gear stage, and an electric motor (M2) for transmitting power to the PTO system is provided.
The power input from the electric motor (M2) is input to the lower power side of the gear stage using the PTO hydraulic clutch (66), and the upper side of the power transmission of the gear stage not using the PTO hydraulic clutch (66). The work vehicle according to claim 1, wherein the work vehicle is configured to input to the work vehicle.

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