JP2000142457A - Transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce operating force by first shifting one clutch slider out of clutch sliders of auxiliary transmission mechanism or clutch mechanism into the transmission position, and shifting the other clutch slider into the transmission position with a delay. SOLUTION: Auxiliary transmission mechanism 32 of two stages with a neutral position is interposed between continuously variable transmission mechanism for traveling and a differential gear, while clutch mechanism 60 is interposed between continuously variable transmission mechanism for turning and the differential gear. Clutch sliders 80, 81 of the auxiliary transmission mechanism 32 and a clutch slider 61d of the clutch mechanism 60 are interlockingly linked so as to automatically cut off the clutch mechanism 60 when the auxiliary transmission mechanism 32 is in the neutral position. In the case of shifting the auxiliary transmission mechanism 32 from the first gear speed stage to the other gear speed stage, the clutch sliders 80, 81 on one side out of the clutch sliders of the auxiliary transmission mechanism 32 and clutch mechanism 60 are first shifted into the transmission position, and the clutch slider 61d on the other side is shifted into the transmission position with a delay.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a traveling vehicle such as a combine vehicle having a continuously variable transmission mechanism for changing the traveling speed of an airframe and a continuously variable transmission mechanism for turning for changing the traveling direction of the airframe. The present invention relates to a technique for preventing unexpected turning of the aircraft when the aircraft is stopped, and for enabling the speed change operation of the auxiliary transmission to be performed lightly.

[0002]

2. Description of the Related Art The applicant has a continuously variable transmission mechanism for changing the traveling speed of an airframe and a continuously variable transmission mechanism for turning for changing the traveling direction of the airframe. In a transmission that transmits power to an axle through a differential device, a three-stage auxiliary transmission mechanism having a neutral position is interposed between the traveling continuously variable transmission mechanism and the differential device, while the turning A clutch mechanism is interposed between the continuously variable transmission mechanism and the differential device, and the clutch slider of the sub transmission mechanism and the clutch slider of the clutch mechanism are automatically connected to each other when the sub transmission mechanism is in the neutral position. Has been proposed in Japanese Patent Application No. 10-248618 in which the clutch mechanism is engaged when the auxiliary transmission mechanism is switched to any one of the first to third speeds. I have. According to this structure, even if the operator suddenly touches the steering wheel while the aircraft is stopped and the continuously variable transmission mechanism for turning is activated, the driving force is cut just before reaching the differential device, so the aircraft cannot be measured. There is no turning around.

[0003]

However, the shifting operation of the auxiliary transmission mechanism always involves shifting the clutch slider of the auxiliary transmission mechanism to the transmission position and simultaneously shifting the clutch slider of the clutch mechanism to the transmission position. That operation requires a great deal of power and makes the gear shifting operation difficult.

[0004]

The problems to be solved by the present invention are as described above. Next, means for solving the problems will be described. That is, a continuously variable transmission mechanism for changing the traveling speed of the fuselage and a continuously variable transmission mechanism for turning for changing the traveling direction of the fuselage are provided. In the transmission for transmitting power to the transmission, at least two-stage auxiliary transmission mechanism having a neutral position is interposed between the traveling continuously variable transmission mechanism and the differential device, while the turning continuously variable transmission mechanism and the differential gear are interposed. A clutch mechanism is interposed between the differential mechanism and the clutch slider of the sub-transmission mechanism and the clutch slider of the clutch mechanism so that the clutch mechanism is automatically disconnected when the sub-transmission mechanism is in the neutral position. In addition, when shifting the sub-transmission mechanism from the first speed to the other speed, one clutch slider of the sub-transmission mechanism or the clutch mechanism is first shifted to the transmission position, and Those configured to shift to the transmission position behind the clutch slider.

[0005]

Embodiments of the present invention will be described below with reference to the drawings. 1 is a right side view of a combine equipped with the transmission of the present invention, FIG. 2 is a left side view of the same, FIG. 3 is a left side view of the transmission of the present invention, FIG. 4 is a right side view thereof, and FIG. 6, FIG. 6 is a plan view of the same, FIG. 7 is a left side sectional view of the transmission,
8 is a skeleton diagram of the transmission, FIG. 9 is a sectional development view of a transmission including a first continuously variable transmission mechanism for traveling, and FIG. 10 is a sectional development view of a transmission including a second continuously variable transmission mechanism for turning.

First, the overall structure of a combine equipped with the transmission of the present invention will be described with reference to FIGS. 1 and 2. The track frame 1 is provided with left and right crawler traveling devices 2L and 2R. 3 is a machine frame installed on the track frame 1, 4 is a threshing unit in which a feed chain 5 is stretched to the left side and a handling cylinder 6 is installed, 8 is a mowing unit including a cutting blade 9 and a grain culm transport mechanism 10, Reference numeral 11 denotes a hydraulic cylinder that moves the cutting unit 8 up and down via the cutting frame 12.

[0007] 13 is a straw processing unit which faces the end of the straw chain, 15 is a grain tank for carrying the grains from the threshing unit 4 through a fryer cylinder 16, and 17 is a grain tank of the grain tank 15. A discharge auger to be carried out of the machine, 18 is a handle post for supporting a round steering handle 19, 68 is a main shift lever, 20 is a driver's seat, and 21 has an output shaft extending along the lateral direction of the machine. The engine is designed to continuously cut and thresh grain stalks from the front of the combine.

The combine also has a first continuously variable transmission mechanism for the traveling system and a second continuously variable transmission mechanism for the turning system, and each unit is configured to obtain the driving force from the engine 21. . Then, after the control of the forward and reverse rotation directions and the increase / decrease of the number of rotations is performed by the first continuously variable transmission mechanism that has obtained the driving force from the engine 21, the driving force is transmitted to the differential mechanism 33 via the traveling system transmission mechanism R. Is transmitted to Further, after the control of the forward / reverse rotation direction and the increase / decrease of the number of rotations is performed by the second continuously variable transmission mechanism that has obtained the driving force from the engine 21, the driving force is transmitted to the differential mechanism 33 via the forward / reverse rotation applying mechanism S. Is transmitted. With such a configuration, the driving force is constantly transmitted to the driving sprockets 34L and 34R of the left and right crawler type traveling devices 2L and 2R interlockingly connected to the differential mechanism 33, so that the vehicle can travel straight forward and backward and to the left and right driving sprockets 34L and 34R. The turning is enabled by the relative increase / decrease control of the number of revolutions. Hereinafter, the traveling and turning mechanism will be described.

Next, the structure of the transmission of the present invention will be described with reference to FIGS. In this embodiment, a hydrostatic continuously variable transmission (hereinafter referred to as HS) is used as the continuously variable transmission mechanism.
T device) H, and the crawler-type traveling device 2
The transmission M that drives the L · 2R includes a traveling system transmission mechanism R and a reverse rotation imparting mechanism S in the transmission case 22.
And an HST device H mounted on the transmission case 22. The HST device H is
A first continuously variable transmission mechanism 25 for traveling, which is a main transmission mechanism, comprising a set of traveling hydraulic pump 23 and traveling hydraulic motor 24.
And one set of a swing hydraulic pump 26 and a swing hydraulic motor 27
Second continuously variable transmission mechanism 28 for turning, which is a turning mechanism composed of
Consists of The transmission case 22 is on the left side (FIG. 5).
6 (left side in FIG. 6) and a right side case portion 22R, and the case portions 22L and 22R are joined near the center of the transmission case 22 in the left-right direction.

As shown in FIGS. 3 and 6, the first continuously variable transmission mechanism 25 for traveling is provided with a traveling hydraulic pump 23 in a case placed laterally rearward (right side in FIG. 3) in the longitudinal direction of the body. And a traveling hydraulic motor 24 are arranged side by side, and an input shaft 23a of the traveling hydraulic pump 23 and an output shaft 24a of the traveling hydraulic motor 24 are supported in the lateral direction of the machine body, and are parallel to each other in the longitudinal direction. I have.

The second continuously variable transmission mechanism 28 for turning is provided.
In FIG. 3, a swing hydraulic pump 26 and a swing hydraulic motor 27 are juxtaposed from the front (left side in FIG. 3) in the front-rear direction of the fuselage and are installed in a horizontally disposed case, and an input shaft 26a of the swing hydraulic pump 26 and Each of the output shafts 27a of the turning hydraulic motor 27 is pivotally supported in the left-right direction of the machine, and is arranged in parallel in the front-rear direction.

However, the positional relationship in the front-rear direction of the first and second continuously variable transmission mechanisms 25 and 28 for traveling and turning, and the hydraulic pumps and hydraulic motors in the first and second continuously variable transmission mechanisms 25 and 28 The positional relationship in the front-rear direction is not limited to the present embodiment, and can be appropriately changed in the reverse direction.

On the other hand, as shown in FIG. 5, FIG. 9 and FIG.
An input case portion 22a extending above the upper surface of the transmission case 22 is formed to project from the upper right portion of the transmission case 22.
The input case 22a is formed integrally with the right end of the case 22R, and a lid 22b is fixed to close the right end opening of the input case 22a. Then, on the left side surface of the input case portion 22a facing the upper surface of the transmission case 22, the first continuously variable transmission mechanism 2 for traveling is sequentially arranged from the rear of the fuselage.
The cases of the two continuously variable transmission mechanisms 25 and 28 are attached so that the fifth continuously variable transmission mechanism 28 for turning and the second continuously variable transmission mechanism 28 are arranged side by side.

As described above, since the first and second continuously variable transmission mechanisms 25 and 28 for traveling and turning are arranged on the transmission case 22 in the longitudinal direction of the fuselage, the HST device H It is stored compactly, especially,
By arranging the fuselage in the front-rear direction, the size in the left-right direction can be reduced, and the two first and second continuously variable transmission mechanisms 25 and 28 are equipped even in a small combiner such as a double-row or triple-row. It became possible. In addition, since the first and second continuously variable transmission mechanisms 25 and 28 have their constituent hydraulic pumps and hydraulic motors arranged in parallel in the longitudinal direction of the fuselage, the width in the lateral direction is small and the unit is compact. Configuration.

A transmission system transmission mechanism R and a forward / reverse rotation imparting mechanism S are disposed in the transmission case 22, and a gear 42 for receiving power to the traveling system transmission mechanism R and a forward / reverse rotation imparting mechanism S are provided. A gear 97 for receiving power is provided in the input case portion 22a. One end of an output shaft 24a of the traveling hydraulic motor 24 of the traveling first continuously variable transmission mechanism 25 is inserted into the input case portion 22a and engaged with the gear 42, and the turning second continuously variable transmission mechanism 25 is also engaged. One end of the output shaft 27a of the turning hydraulic motor 27 of the transmission mechanism 28 is inserted into the input case portion 22a and is inserted and engaged with the gear 97.

An input shaft 23a of the traveling hydraulic pump 23 projects from a case of the first continuously variable transmission mechanism 25 for traveling to a side opposite to the input case portion 22a. An input pulley 23b is integrally mounted on the input shaft 23a, and a second continuously variable transmission mechanism 2 for turning.
The input shaft 26a of the swing hydraulic pump 26 protrudes from the case 8 to the side opposite to the input case portion 22a, and a series of input pulleys 26b is integrally attached to the input shaft 26a at the end thereof. .

A transmission belt 30 is wound between one of the input pulleys 23b and the input pulley 26b, and the input shaft 26a of the rotary hydraulic pump 26 is connected to the transmission belt 30 and the input pulleys 23b and 26b. The driving hydraulic pump 23 is interlocked with the input shaft 23a of the traveling hydraulic pump 23. Reference numeral 31 denotes a tension pulley for adjusting the transmission belt 30 to an appropriate tension.

As shown in FIGS. 3 to 6, a tension arm 205 of the tension pulley 31 is pivotally supported on an upper portion of the support plate 200.
Are fixed by bolts over the upper part of the left case portion 22L, the left side surface of the case of the traveling hydraulic motor 24, and the left side surface of the case of the turning hydraulic motor 27.

A support shaft 20 is provided at the rear upper portion of the support plate 200.
A boss 206 provided at the center of the tension arm 205 is rotatably supported on the support shaft 204. Further, a front upper portion of the support plate 200 forms a horizontal plane, and a stay 201 is fixed on the horizontal plane. Left and right surfaces are formed on the upper portion of the stay 201, and insertion holes are opened in the left and right surfaces, the screw rod 208 is inserted in the front-rear direction, and the screw rod 208 is fixed to the stay 201 by a nut so that the position can be adjusted. . One end of a tension spring 202 is locked to an end of the screw rod 208, and the other end of the tension spring 202 is locked to an end of the tension arm 205.

With this configuration, the tension pulley 31 pivotally supported on the other end of the tension arm 205 is provided.
Is rotated downward by the urging force of the tension spring 202 to apply tension to the transmission belt 30. Further, the biasing force can be adjusted by rotating the nut. Further, a lower part of the side surface of the support plate 200 is provided with a support part of a harness of a wire for brake operation and a locking stay of a spring for urging the brake in a releasing direction.

An output pulley 21b fixed to an output shaft 21a of the engine 21 and the traveling hydraulic pump 2
A transmission belt 29 is wound around the other of the third input pulley 23b (FIG. 8). In this way, the input shaft 23a of the traveling hydraulic pump 23 is linked to the engine 21 via the transmission belt, the pulley and the like. Also, from the side surface of the left case portion 22L of the transmission case 22, the cutting PT
An O-shaft 55 projects, and a cutting output pulley 55b that rotates integrally is fixed on the cutting PTO shaft 55, and power is transmitted from the cutting output pulley 55b to a cutting input pulley via a belt. And mission case 2
The output of the engine 21 is transmitted to the reaping unit from the auxiliary transmission shaft 53 in the gear 2 through the gears 56 and 55a.

The first and second continuously variable transmission mechanisms 25 and 28
The transmission arms 23c, 26c for the traveling hydraulic pump 23 and the swing hydraulic pump 26 are disposed on the upper surface of each case (FIG. 6), and the traveling hydraulic pump 23 is operated by rotating the transmission arms 23c, 26c. In addition, the movable swash plates 145 and 146 of the swing hydraulic pump 26 tilt, respectively, and the rotation speed and the rotation direction of the traveling hydraulic motor 24 and the swing hydraulic motor 27 are controlled.

The other end of the input shaft 23a of the traveling hydraulic pump 23 projects outside the case, and a charge pump C for supplying hydraulic oil to the first and second continuously variable transmission mechanisms 25 and 28 is provided on the outer surface.
P is attached and driven by the power from the input shaft 23a. The other end of the input shaft 26a of the turning hydraulic pump 26 also protrudes through the input case 22a and the lid 22b, and The work pump SP for the mowing part on the outer side
And is driven by power from the input shaft 26a. With such a configuration, the input shafts 23a and 26a, which always rotate, respectively, individually apply the driving force from the engine 21 to the charge pump CP and the work pump SP.
Therefore, the configuration is simple, and the power of the engine 21 is efficiently transmitted.

As shown in FIG. 4, a suction port 152 is communicated with the suction side of the charge pump CP and the lifting hydraulic pump SP on the outer surface of a case 22R of the transmission case 22, and piping is connected to the suction port 152. The other end of the pipe 160 is connected to the three-way branch joint 156, and the three-way branch joint 156
Is one end of the charge pump CP pump port (inlet)
A pipe 161 is connected to the other end, and the other end of the pipe 161 is connected to a pump port (suction port) of the working pump SP.

As shown in FIG. 7, the interior of the transmission case 22 to which the suction port 152 communicates is divided into first and second oil chambers 142a and 142.
In the first oil chamber 142a, a strainer 141 opened in an oil reservoir for storing lubricating oil for lubricating gears and the like accommodated in the transmission case 22 is suspended. An external oil filter 140 is mounted on the outer surface of the case portion 22L of the transmission case 22 via a filter mounting seat so as to face the strainer 141.

As shown in FIG. 3, an elevation valve unit VU is provided on the outer surface of the transmission case 22 near the front of the case portion 22L so that the cutting unit 8 can be raised and lowered with respect to the ground. That is, the valve case 150 of the elevating valve unit VU is detachably attached to the outer surface of the case portion 22L, the pump port 153 is provided on the front of the valve case 150, the tank port 154 and the cylinder port 155 are provided on the lower surface, and the upper surface is provided on the upper surface. Is provided with a three-position switching type electromagnetically operated directional control valve 147.

Next, the configuration of the differential mechanism 33 will be described with reference to FIGS. The differential mechanism 33 in the transmission case 22 includes a pair of left and right planetary gear mechanisms 35L and 3L.
5R, each of the planetary gear mechanisms 35L and 35R is integrally formed with sun gears 36L and 36R, a plurality of planetary gears 37L and 37R meshing with the outer periphery of the sun gears 36L and 36R, and ring gears 38L and 38R. 3
Internal gears 38a and 38a meshing with 7L and 37R
And carriers 41L and 41R which are fixedly mounted on the axles 40L and 40R on the same axis as the sun gear shaft 39 and pivotally support the planetary gears 37L and 37R.

The planetary gears 37L and 37R are equally arranged radially from the axles 40L and 40R,
The left and right carriers 41L and 41R are sandwiched between the left and right sun gears 36L and 36R.
41R and the internal gear 38
a and 38a mesh with each of the planetary gears 37L and 37R, are arranged coaxially with the sun gear shaft 39, and
It is rotatably supported on 0L and 40R.

The left and right sun gears 36L and 36L
R is engraved on the outer peripheral surface of the common sun gear shaft 39 and is fixed to the center gear 4 which is locked at an intermediate portion between the two sun gears 36L and 36R.
6, a gear 42 engaged with the output shaft 24a of the first continuously variable transmission mechanism 25 is interlockingly connected to the traveling system transmission mechanism R via an input portion of the traveling system transmission mechanism R. ing.

The traveling system transmission mechanism R is provided with a three-stage mechanical auxiliary transmission mechanism 32 having a neutral position. In the auxiliary transmission mechanism 32, an input gear 44 is fixedly provided at one end of an auxiliary transmission drive shaft 53 traversing the transmission case 22. The high-speed gear 52 is loosely fitted, and a clutch slider 81 that can mesh with the high-speed gear 52 is spline-fitted slidably. Gears 47 and 48 are loosely fitted on the sub-transmission driven shaft 45, which is rotatably mounted in parallel with the sub-transmission drive shaft 53, and the clutch slider 80 is spline-fitted therebetween so that the clutch slider 80 can mesh with both. , The output gear 49 is fixed.
The gear 47 and the low-speed gear 50, the gear 48 and the medium-speed gear 51, and the gear 49 and the high-speed gear 52 are always meshed.

On the other hand, the left and right ring gears 38L, 38
R is linked with a forward / reverse rotation imparting mechanism S including gears 63c and 63d loosely fitted on the support shaft 63, an idle gear 62a on the idle shaft 62, and the like. A gear 97 engaged with the output shaft 27a of the second continuously variable transmission mechanism 28 is interlocked and connected.

Then, the rotation output of the turning hydraulic motor 27 of the turning second continuously variable transmission mechanism 28 is transmitted to the gear 97 and the driving gear 96a on the counter shaft 96 in order from the output shaft 27a, and further transmitted for input. The rotation is transmitted to the turning input shaft 90 via the gear 91 and to the clutch shaft 61 via the clutch mechanism 60.

The structure of the clutch mechanism 60 is such that drive gears 90 a and 90 b having the same number of teeth are engraved on the turning input shaft 90, and the drive gears 90 a and 9 are provided on the clutch shaft 61.
Clutch gears 61b and 61c that always mesh with 0b are loosely fitted. And both clutch gears 61b, 61
c, the clutch slider 61d, which can be disengaged from each of the clutch gears 61b and 61c,
1 and cannot be rotated relative to each other and is slidable in the axial direction.

The output gear 61 on the clutch shaft 61
The rotation of the ring gear 38a is directly transmitted to the turning input gear 63b loosely fitted on the support shaft 63, and is transmitted through the gear 63d.
It is transmitted to R. For the left ring gear 38L, after the rotation of the output gear 61a on the clutch shaft 61 is reversed by the idle gear 62a on the idle shaft 62,
The power is transmitted to the turning input gear 63a on the support shaft 63, and the gear 63
and transmitted to the ring gear 38L via the ring gear c. In this way, the rotational output of the turning hydraulic motor 27 is transmitted so as to drive the left and right ring gears 38L and 38R in opposite rotational directions and at the same rotational speed.

In such a configuration, the rotation output of the traveling hydraulic motor 24 is transmitted from the output shaft 24a to the input case 22.
a, the gear 4 on the counter shaft 43 via the gear 42 in
3a, transmitted to the auxiliary transmission mechanism 32 via the input gear 44, and after the transmission is shifted in the auxiliary transmission mechanism 32, the output gear 49
Then, the left and right sun gears 36L and 36R are rotationally driven via the counter gear 54 and the center gear 46. Then, by transmitting it to the axle 40 via the left and right planetary gear mechanisms 35L and 35R, the left and right driving sprockets 34L and 34R are rotationally driven to drive the crawler type traveling devices 2L and 2R.

With such a configuration, the speed change arm 23c of the traveling hydraulic pump 23 with respect to the movable swash plate 145 is linked to a main speed change lever 68 disposed near the driver's seat via a link mechanism, and is connected to the main transmission lever 68 for driving. The one continuously variable transmission mechanism 25 controls the rotation direction of the traveling hydraulic motor 24 in the forward and reverse directions, increases or decreases the rotation speed, and stops the rotation by changing the inclination angle of the movable swash plate 145 by rotating the main transmission lever 68. Is possible. The movable swash plate 14 of the swing hydraulic pump 26
6 has a round steering handle 19
The second continuously variable transmission mechanism for turning 28 changes the inclination angle of the movable swash plate 146 by the rotation of the steering handle 19, so that the forward / reverse rotation of the turning hydraulic motor 27 is performed. The rotation direction, the number of rotations, and the control of the rotation stop are performed.

When the steering handle 19 is in the straight running position, the turning hydraulic pump 26 is in the neutral position, the driving of the turning hydraulic motor 27 is stopped, the left and right ring gears 38 are stationary, and the main speed change lever 68 When the traveling hydraulic motor 24 is driven by discharging hydraulic oil from the traveling hydraulic pump 23, the rotation is transmitted from the center gear 46 to the left and right sun gears 36L and 36R at the same speed, and the planetary gears of the left and right planetary gear mechanisms 35L and 35R. Gear 37L / 37
The right and left driving sprockets 34L and 34R are driven at the same rotational speed in the same rotational direction in the left and right directions via the R and the carriers 41L and 41R, so that the aircraft advances forward and straight. Further, when the direction of discharging the hydraulic oil from the traveling hydraulic pump 23 is reversed by the main transmission lever 68, the machine body travels straight in a reverse state.

Here, when the steering handle 19 is turned to the right,
The slewing hydraulic pump 26 is activated to discharge pressure oil,
The turning hydraulic motor 27 is driven by receiving the pressure oil. The power output from the turning hydraulic motor 27 is applied to the turning input shaft 90.
From the clutch mechanism 60 to the forward / reverse rotation imparting mechanism S,
Here, it is divided into two hands at the same rotation speed, one of which rotates the ring gear 38L of the planetary gear mechanism 35 forward and the other rotates the ring gear 38R reversely. The rotation speed of the ring gear 38L rotating forward is added to the rotation speed of the left carrier 41L rotating forward by the sun gear 36L, while the rotation speed of the ring gear 38R rotating reversely is changed to the right carrier 41R rotating forward by the sun gear 36R. Is subtracted from the number of revolutions.
As a result, while maintaining the driving state of both driving sprockets 34L and 34R, the rotation speed of the driving sprocket 34L becomes higher than that of the driving sprocket 34R, and the course is changed to the right.

The amount of oil discharged from the turning hydraulic pump 26 increases as the turning angle of the steering handle 19 increases,
In response to this, the rotation speed of the turning hydraulic motor 27 also increases steplessly, so that the relative rotation difference generated between the left and right driving sprockets 34 gradually increases, and the body turns with a smaller turning radius. When the steering handle 19 is turned to the left, the pressure oil discharge direction of the slewing hydraulic pump 26 is reversed, and the rotation direction of the slewing hydraulic motor 27 is reversed. As a result, the rotation speed of the carrier 41L is finally reduced. Meanwhile, the rotation speed of the right carrier 41R is added, and the rotation speed of the right drive sprocket 34R is increased.
And the course is changed to the left.

The turning input shaft 90 of the forward / reverse rotation imparting mechanism S
Is equipped with a brake mechanism B for stabilizing the straightness. The brake mechanism B includes the transmission gear 91 that integrally rotates on the turning input shaft 90,
And a braking gear 92 composed of a friction plate having a smaller number of teeth than the transmission gear 91. And the transmission gear 9
1 meshes with a drive gear 96 a that transmits power from the turning hydraulic motor 27, and through the transmission gear 91,
Power is transmitted to the turning input shaft 90.

Also, two braking gears 92 meshing with the driving gear 96a are externally fitted to the turning input shaft 90, and three mating friction plates 93, 93, 93 sandwich the braking gear 92. And is mounted so as to rotate integrally with the turning input shaft 90.
Is constantly pressed via a pressing plate 94 which receives the spring force of the disc spring 95 received by the lid 22b. Then, by receiving this pressing force, the transmission gear 91, the mating friction plate 93, and the braking gear 92 always maintain the pressure contact state.

In this configuration, when power is transmitted from the driving gear 96a, the transmission gear 91 causes the turning input shaft 9 to rotate.
0 while the power is transmitted to the rotation input shaft 90 at a rotation speed different from that of the transmission gear 91, and the transmission gear 91
And a braking gear 92, a frictional resistance is generated between the transmission gear 91, the mating friction plate 93 and the braking gear 92, and a braking action on the turning input shaft 90 is generated. As a result, even if the neutral position of the swing hydraulic pump 26 is not accurately set and the swing hydraulic motor 27 tries to rotate slightly, the swing input shaft 90 is braked, so that the left and right ring gears 38L and 38R are stationary. Is maintained. A parking brake mechanism T applies a braking force to the traveling transmission mechanism R by operating a hand brake (not shown).

Next, the interlocking linkage between the auxiliary transmission mechanism 32 and the clutch mechanism 60 according to the present invention will be described. The clutch slider 61d is operatively linked to the clutch sliders 80 and 81 of the traveling auxiliary transmission mechanism 32 described above.
As shown in FIG. 2, a shifter 100 is slidably fitted on a fork shaft 101 laid horizontally on the transmission case 22, and shift forks 100a, 100b, and 100c project radially from a shift boss 100d of the shifter 100. A detent mechanism 103 is formed between the shift boss 100d of the shifter 100 and the fork shaft 101, and shifts at low speed L, neutral N, medium speed M, and high speed H positions on the fork shaft 101 from the right side of FIG. Fork 10
0a, 100b, and 100c can be held.

The clutch slider 61d is engaged with the clutch fork 100c, the clutch slider 80 is engaged with the clutch fork 100a, and the clutch slider 81 is engaged with the clutch fork 100b. An arm 102 protruding from a clutch shaft 73 is engaged with the shift boss 100d, and the clutch shaft 73 is connected to an auxiliary transmission lever 69. The clutch sliders 80, 81, and 61d are operated by operating the auxiliary transmission lever 69.
Are slid at the same time.

The operation at the time of this sliding will be described. In the clutch mechanism 60 shown in FIG.
The distance W between the right end face of the spline 70a formed on the outer periphery of the spline hub 70 on which the gear is fitted and the left end face of the engaging teeth 61f of the clutch gear 61c arranged on the side.
1, and a distance W1 between the left end surface of the spline 70a and the right end surface of the engaging tooth 61g of the clutch gear 61b is spaced a predetermined distance, while the clutch slider 80 of the traveling auxiliary transmission mechanism 32 is fitted to the outside. Spline hub 72
The distance W2 between the left and right end faces of the spline 72a formed on the outer circumference of the gear and the side end faces of the engaging teeth 47a and 48a of the gears 47 and 48 is smaller than the distance W1. That is, W1
> W2.

As shown in FIG. 19, the sub-shift lever 69 is located at the neutral position N between the middle speed M position and the high speed H position, that is, formed on the inner periphery of the clutch slider 61d. When the engaging teeth 61j are located between the engaging teeth 61g and 61h of the clutch gear 61b, the engaging teeth 61
The distance W1 between the side end face of the engaging tooth 61g and the side end face of the engaging tooth 61g, and the distance W1 between the side end face of the engaging tooth 61j and the side end face of the engaging tooth 61h are equal to the distance W1. Axis 5
3 and the side end surface of the spline 53a formed on the
The distance W2 between the second engaging tooth 52a and the side end face is also the distance W2.
And the interval W2 is smaller than the interval W1, that is, W1> W2.

With such a configuration, the sub-transmission lever 69 is operated to set the sub-transmission mechanism 32 to any of the low speed, medium speed, and high speed, and the shifter 100a
When the wheels 100b and 100c are slid at the same time, first, the clutch slider 80 or 81 of the traveling auxiliary transmission mechanism 32 is moved.
Shifts to the transmission position, and subsequently, the clutch slider 61d of the clutch mechanism 60 shifts to the transmission position, and conversely, when returning to the neutral position N, the clutch slider 61d of the clutch mechanism 60 first comes off from the transmission position. Subsequently, the clutch slider 80 or 81 is displaced from the transmission position. Thus, the operation force for the sub-shift operation is reduced.

That is, when the auxiliary transmission lever 69 is at the neutral position N, as shown in FIG.
And the clutch slider 61d is in a position where it does not engage with any of the engagement teeth, and the power from the first continuously variable transmission mechanism 25 and the second continuously variable transmission mechanism 28 is transmitted to the planetary gear mechanism 35.
Power is not transmitted to L · 35R. In the transition period in which the sub-transmission lever 69 is shifted to the low-speed position L, as shown in FIG. 14, the clutch slider 80 first engages with the engagement teeth 47a of the gear 47 to be in the transmission position. 61d is located within the interval W1 and
Not engaged with 1f. Thereafter, when the sub-transmission lever 69 reaches the low-speed position L, as shown in FIG. 15, the transmission position of the clutch slider 80 is maintained and the clutch slider 61d is engaged with the engagement teeth 61f to become the transmission position.
Power is transmitted to the planetary gear mechanisms 35L and 35R through the subtransmission mechanism 32 and the clutch mechanism 60.

When the sub-transmission lever 69 shifts from the neutral position N to the intermediate speed position M, in the transition period,
As shown in FIG. 16, the clutch slider 80 first engages with the engagement teeth 48a of the gear 48 to be in the transmission position, and the clutch slider 61d is located within the interval W1 and has the engagement teeth 61g.
Not engaged. Thereafter, when the sub-transmission lever 69 reaches the middle speed position M, as shown in FIG. 17, the clutch slider 80, the engagement teeth 48a, and the clutch slider 61
and the engagement teeth 61g are engaged to be in the transmission position, and the planetary gear mechanism 3 is driven through both the subtransmission mechanisms 32 and the clutch mechanism 60.
Power is transmitted to 5L / 35R.

When the sub-transmission lever 69 shifts to the neutral position N between the middle speed position M and the high speed position H, in the transition period, first, as shown in FIG. The engagement of the engaging teeth 61g is released, and at this time, the clutch slider 80 and the engaging teeth 48a continue to mesh with each other. Thereafter, when the sub-transmission lever 69 reaches the neutral position N, as shown in FIG. The engagement of the engagement teeth 48a is also released, and the planetary gear mechanisms 35L and 35R
No power is transmitted to

In the transition period in which the sub-transmission lever 69 is shifted from the neutral position N to the high-speed position H, as shown in FIG. 20, the engagement teeth 61j of the clutch slider 61d are kept within the interval W1. , Clutch slider 81
Then, when the auxiliary transmission lever 69 reaches the high-speed position H, the engagement teeth 61j and the engagement teeth 61h of the clutch slider 61d are engaged with each other, as shown in FIG. The transmission position is reached and the planetary gear mechanisms 35L and 35L are transmitted through the subtransmission mechanism 32 and the clutch mechanism 60.
Power is transmitted to R.

Therefore, when the clutch forks 100a, 100b, and 100c are simultaneously shifted by the operation of the sub-transmission lever 69, the sub-transmission mechanism 33 and the clutch mechanism 60 are in the transmission state with the timing being shifted.
This makes it possible to reduce the operating force of the sub-shift. However, in the present embodiment, the clutch slider of the clutch mechanism 60 is configured to be in the transmission position later than the clutch slider of the subtransmission mechanism 32. On the contrary, the relationship between W1 and W2 is changed to W1 <W2. And the clutch slider of the subtransmission mechanism 32 may be shifted to the transmission position later than the clutch slider of the clutch mechanism 60.

[0053]

The present invention is configured as described above.
The following effects are obtained. That is, the vehicle comprises a continuously variable transmission mechanism for changing the traveling speed of the body and a continuously variable transmission mechanism for turning for changing the traveling direction of the body, and is different from each of the continuously variable transmission mechanisms. In a transmission for transmitting power to an axle via a moving device, at least two-stage auxiliary transmission mechanism having a neutral position is interposed between the continuously variable transmission mechanism for traveling and the differential device, while A clutch mechanism is interposed between the continuously variable transmission mechanism and the differential, and the clutch slider of the auxiliary transmission mechanism and the clutch slider of the clutch mechanism are automatically connected to each other when the auxiliary transmission mechanism is in the neutral position. When the auxiliary transmission mechanism is shifted from the first gear to another gear, the clutch slider of one of the auxiliary transmission mechanism and the clutch mechanism is first moved to the transmission position. Since the clutch shift is shifted to the transmission position with a delay, when the sub-shift operation is performed by the sub-shift operation lever, the operation force is dispersed, and the operation force can be reduced. By reducing the force, it was possible to perform the shifting operation smoothly. If the auxiliary transmission lever is at the neutral position, the clutch body is disconnected, so that the machine body does not unexpectedly turn when the machine body stops.

[Brief description of the drawings]

FIG. 1 is a right side view of a combine equipped with a transmission of the present invention.

FIG. 2 is a left side view of the same.

FIG. 3 is a left side view of the transmission of the present invention.

FIG. 4 is a right side view of the same.

FIG. 5 is also a rear view.

FIG. 6 is a plan view of the same.

FIG. 7 is a left side sectional view of the transmission.

FIG. 8 is a skeleton diagram of a transmission.

FIG. 9 is a sectional development view of a transmission including a first continuously variable transmission mechanism for traveling.

FIG. 10 is a sectional development view of a transmission including a second continuously variable transmission mechanism for turning.

FIG. 11 is a plan sectional view of a shifter portion.

FIG. 12 is a side sectional view of the same.

FIG. 13 is a cross-sectional plan view of the traveling auxiliary transmission mechanism and the turning auxiliary transmission mechanism in a neutral state.

FIG. 14 is a plan sectional view showing a state of a transition period to the low speed shift position.

FIG. 15 is a plan sectional view showing a state at the low speed shift position.

FIG. 16 is a cross-sectional plan view showing a state in a transition period to a middle speed shift position.

FIG. 17 is a cross-sectional plan view showing a state of a middle speed shift position.

FIG. 18 is a plan sectional view showing a state of a transition period from the middle speed shift position to the neutral position.

FIG. 19 is a cross-sectional plan view showing a neutral state between a middle speed shift position and a high speed position.

FIG. 20 is a plan sectional view showing a state of a transition period to the high-speed shift position.

FIG. 21 is a plan sectional view showing the state of the high speed shift position.

[Explanation of symbols]

 Reference Signs List 22 transmission case 25 traveling continuously variable transmission mechanism 28 turning continuously variable transmission mechanism 32 traveling auxiliary transmission mechanism 47a engaging teeth 48a engaging teeth 52a engaging teeth 60 clutch mechanism 61d clutch slider 61f engaging teeth 61g engaging teeth 61h Engaging teeth 61j Engaging teeth 69 Sub-shift lever 80 Clutch slider 81 Clutch slider M Transmission W1 interval W2 interval

 ────────────────────────────────────────────────── ─── Continued on the front page (72) Inventor Koji Kiyooka 2-181-1, Inadera, Amagasaki-shi, Hyogo F-term in Kanzaki High-Tech Koki Co., Ltd. 3D052 AA11 BB13 DD04 EE01 FF02 GG03 HH02 JJ00 JJ03 3J028 EA22 EB10 EB22 EB33 EB35 EB53 EB62 EB67 FA06 FB06 FB15 FC32 FC42 FC68 GA13 HA04 HA22 HA40 3J067 AA01 AB01 AC05 AC42 BA44 EA04 EA32 GA14

Claims (1)

[Claims] A continuously variable transmission mechanism for changing the traveling speed of a fuselage and a continuously variable transmission mechanism for turning for changing the traveling direction of the fuselage. In a transmission for transmitting power to an axle via the drive, at least two-stage auxiliary transmission mechanism having a neutral position is interposed between the traveling continuously variable transmission mechanism and the differential device, while the turning continuously variable transmission is provided. A clutch mechanism is interposed between the mechanism and the differential device, and a clutch slider of the auxiliary transmission mechanism and a clutch slider of the clutch mechanism are
When the sub-transmission mechanism is in the neutral position, the clutch mechanism is interlocked and linked so that the clutch mechanism is automatically disconnected. When the sub-transmission mechanism is shifted from the first speed to another speed, the sub-transmission mechanism or the clutch mechanism is used. A transmission characterized in that one clutch slider is shifted to a transmission position first, and the other clutch slider is shifted to a transmission position with a delay.