JP2006306140A - Speed change gear transmission device for power vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a speed change gear transmission device for a power vehicle which can be compactly constituted without requiring a dimensional increase in the total length and in the diametrical direction. <P>SOLUTION: This speed change gear transmission device 6 for the power vehicle is constituted by providing a speed change gear transmitter 41, a travel transmitting shaft 46, and a PTO transmitting shaft 63. In this case, the speed change gear transmitter 41 changes the rotation transmitting ratio in the latter part of a power inputting shaft 31. The travel transmitting shaft 46 transmits the power from the speed change gear transmitting body 41 as the traveling power to a rear wheel differential section 32 on the same axis. The PTO transmitting shaft 63 transmits a working machine power which is branched from the power inputting shaft 31 to a PTO shaft 7 of the latter part stationing in parallel with the travel transmitting shaft 46. In a space between the PTO transmitting shaft 63 and the power inputting shaft 31, a PTO clutch 61 which controls the connection/disconnection of the power transmission, and a PTO speed change gear mechanism 62 which switches the rotation transmitting ratio between the outputting shaft 61d of the PTO clutch 61 and the PTO transmitting shaft 63 are provided. The PTO clutch 61 and the PTO speed change gear mechanism 62 are arranged on the front side by avoiding the speed change gear transmitter 41. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a speed change transmission device that changes the speed of traveling power of a power vehicle such as a tractor or a construction vehicle.

  Conventionally, a power transmission such as a tractor uses a transmission gear transmission using a hydraulic clutch. The speed change transmission device includes a reverser mechanism that switches forward and backward movement of the airframe and a main speed change mechanism that switches the gear ratio in multiple stages, and a hydraulic clutch is used for the switching operation. For example, as shown in FIG. 1 in Patent Document 1, there is a type in which a hydraulic reverser mechanism is provided behind the engine, and a hydraulic main transmission mechanism and a sub-transmission mechanism capable of four-speed shifting are provided at the rear stage of the transmission. . The transmission mechanism using the clutch has a transmission ratio between the clutch output and the counter shaft by arranging two sets of back-to-back clutches on the front and rear of the rotating cylindrical drum and a counter shaft parallel to the side thereof. To choose. In the above configuration example, by using a hydraulic clutch not only for the main transmission mechanism but also for the sub-transmission mechanism, it is possible to improve operability and reduce switching shock in high-power transmission control of a large tractor or the like. .

However, the hydraulic clutch type speed change mechanism configured as described above requires a space for the counter shaft in parallel with the hydraulic clutch, including the reverser mechanism, and the reverser mechanism must also be provided with a reverse idle shaft in parallel. However, there was a problem that the shaft hole of the mission case was increased and the internal structure was complicated, resulting in an increase in the total length of the equipment. Further, when increasing the number of gears, there is a problem that a plurality of similar rotating drums are arranged in front and rear, and the overall dimension in the front-rear direction becomes longer.
JP-A-8-338525

  The problem to be solved is to provide a speed change transmission device for a powered vehicle that can be configured compactly without requiring an increase in the overall length and radial dimension.

  The invention according to claim 1 is a transmission that changes the rotational transmission ratio at the rear stage of the power input shaft, and traveling that is transmitted from the transmission transmission to the rear wheel differential unit on the same line axis using the power as traveling power. In a transmission transmission device for a powered vehicle comprising a transmission shaft and a PTO transmission shaft that transmits work machine power branched from the power input shaft to a PTO shaft arranged in a subsequent stage in parallel with the traveling transmission shaft, the PTO transmission shaft and the PTO transmission shaft Between the power input shaft, there are provided a PTO clutch for controlling connection / disconnection of power transmission, and a PTO transmission mechanism for switching the rotational transmission ratio between the output shaft and the PTO transmission shaft, and these PTO clutch and PTO transmission mechanism Is characterized in that it is disposed on the front side of the speed change transmission body.

  The traveling transmission system of the transmission transmission device of the power vehicle configured as described above is configured such that the transmission transmission body and the traveling transmission shaft in the subsequent stage are arranged on one line, and from the power input shaft to the rear wheel differential unit via this traveling transmission system. The traveling power is transmitted so that the rotation transmission ratio can be switched, and the work machine transmission system is configured to be parallel to the traveling transmission shaft by the PTO clutch, the PTO transmission mechanism, and the PTO transmission shaft. Via the power input shaft, the work machine power is transmitted from the power input shaft to the PTO shaft arranged at the subsequent stage so that the rotation can be switched. In this case, by disposing the PTO clutch and the PTO transmission mechanism in front of the speed change transmission body and avoiding the speed change transmission body, the front and rear direction arrangement can be made by using the space on the further front side of the traveling transmission system configured on the same line. Therefore, the degree of freedom of arrangement of the PTO transmission shaft is ensured over a wide range on the side of the traveling transmission system device.

  According to a second aspect of the present invention, in the configuration of the first aspect, the speed change transmission body supports the sun gear shaft on the power input side and the sun gear shaft on the power output side on one line, and meshes with the gears of both sun gear shafts, respectively. A compound planetary gear mechanism that controls the rotational transmission ratio between the two sun gear shafts by a control carrier that supports two planetary gears on the integral shaft, a brake clutch that brakes the rotational movement of the control carrier, and the control carrier It is characterized by comprising a composite clutch mechanism that includes a direct coupling clutch that restrains the sun gear shaft and that controls the rotation transmission ratio of the composite planetary gear mechanism.

  The above-mentioned compound planetary gear mechanism has the input and output sun gear shafts arranged on a single line so that the rotational transmission ratio between the two sun gear shafts can be controlled by the control carrier, and the compound clutch mechanism can rotate the control carrier. Therefore, the transmission can be controlled by switching the rotation of the control carrier in response to the operation control of the brake clutch and the direct coupling clutch of the composite clutch mechanism. The ratio and the rotational transmission ratio due to the restraint of the sun gear shaft with respect to the control carrier are switched.

The speed change transmission apparatus for a powered vehicle according to the present invention has the following effects.
According to the configuration of the first aspect, the PTO clutch and the PTO transmission mechanism are disposed on the front side of the traveling transmission gear avoiding the traveling transmission gear so that the traveling transmission by the transmission transmission shaft and the traveling transmission shaft configured in one line is achieved. Since it is possible to arrange in the front-rear direction using the space on the front stage side of the system, the travel transmission system equipment can be used in a wide range up to the side of the travel transmission system equipment depending on the degree of freedom of the arrangement of the PTO transmission shaft. A PTO transmission shaft can be arranged in close proximity. Therefore, with a simple configuration in which each device of the traveling transmission system and the work machine transmission system is arranged in the front-rear direction and the PTO transmission shaft is arranged in the vicinity of the traveling transmission device, the increase in the total length is suppressed to the minimum, The size in the width direction of the apparatus can be reduced to a minimum and the apparatus can be made compact.

  According to the configuration of the second aspect, the speed change transmission body can change its rotation transmission ratio by operating the clutch while arranging the input / output shafts on one line, and an intermediate gear is provided between any sun gear and the planetary gear. When it is provided, it is possible to switch the rotational transmission ratio extending to forward and reverse rotation, so that a multi-speed transmission mechanism including forward and reverse rotation can be configured on a single line.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
FIG. 1 is a side view of a tractor equipped with a speed change transmission device of the present invention. The tractor 1 includes front wheels 2 and 2 for steering and large-diameter rear wheels 3 and 3, and the rotational power of the engine 5 mounted in the bonnet 4 is appropriately decelerated by the transmission gear transmission 6 and rotated. A work machine such as a rotary tiller 8 and the like that is configured to include a PTO shaft 7 that transmits power to the front wheels 2 and 2 and the rear wheels 3 and 3 and outputs work machine power from the rear of the transmission. Drive while driving.

The transmission 6 is composed of a front mission case 6a that is expanded from the rear, and a mid mission case 6b and a rear mission case 6c that are connected to the front mission case 6a. And a transmission system for a work machine that controls transmission of the PTO shaft 7 in addition to the transmission system for switching the transmission rotation ratio.
The forward / reverse switching is controlled according to a forward / reverse switching lever 10 disposed beside the steering handle 11. A hydraulic cylinder 14 is provided in the rear upper part of the transmission case 6a. Lift arms 15 and 15 are pivotally supported on the left and right sides of the hydraulic cylinder 14, and a lift rod 17 and a lower link are provided. The work machine 8 connected via 16 or the like is configured to be movable up and down by a hydraulic operation lever 20 provided beside the cockpit 12.

(Transmission transmission)
The structure of the speed change transmission device 6 is provided with a power input shaft 31 for receiving power from the engine 5 at the forefront of the transmission case 6a, as shown in FIG. A traveling transmission system 32s that transmits to the rear-wheel differential unit 32 of the rear stage as traveling power by switching the forward / reverse rotation of the received power and the transmission transmission ratio, and a transmission transmission ratio of the power branched from the rear stage part of the traveling transmission system 32s. The front wheel transmission system 33 s that is switched to transmit the front wheel power to the front wheel differential unit 33, and the work machine transmission that transmits the transmission power ratio branched from the power input shaft 31 to the PTO shaft 7 arranged at the rear stage as the work machine power. System 7s.

As shown in FIG. 4, a shaft arrangement front view is shown in FIG. 4, in which the power input shaft 31 is arranged at a high position in the front stage of the transmission case 6a, and the axis A of the traveling transmission system 32s is connected to the power input shaft 31. The work machine power transmission system 7s is arranged in the vicinity of the side of the power input shaft 31 and a line B of the PTO clutch 61, which will be described later, and an axis C of the PTO power transmission shaft 63 below it, and the front wheel power transmission system. 33s arranges the axis D of the first front wheel transmission shaft 52a on the lower side and the axis E of the second front wheel transmission shaft 52b on the lowest side.
As shown in the perspective view of FIG. 5, a hydraulic pump P is attached to the front side wall of the mission case 6a via another metal S to ensure exchangeability and can be arranged according to the position of the oil level. Constitute.

  Since the PTO clutch 61 having the above arrangement is at a substantially same height as the axis A of the traveling transmission system 32 s, cooling is ensured by immersing substantially half of the accumulated oil in the transmission case 6 a. Therefore, transmission with a relatively low torque is possible.

(Running transmission system)
The traveling transmission system of the speed change transmission device 6 includes a forward / reverse switching mechanism 41 that switches the rotational transmission ratio of power received from the power input shaft 31 via the gear mechanism 31d to forward / reverse by hydraulic clutch operation, and the hydraulic pressure following the subsequent stage. A main transmission unit using a clutch operation level switching mechanism 42, a two-stage two-speed switching mechanism 43, 44, a sub-transmission unit 45 that switches the transmission power by a gear shift operation, and a traveling that transmits the output to the rear wheel differential unit 32. A transmission shaft 46 is provided, and these are arranged in a line, and are configured as a traveling compound transmission unit (abbreviated as “multi”) including a plurality of transmission gears from the forward / reverse switching mechanism 41 to the auxiliary transmission unit 45. And each apparatus of this driving | running | working compound transmission part 41-45 forms a transmission torque capacity | capacitance large according to the speed reduction of a back | latter stage side, and forms the drive pinion 32p in the axial end of the driving | running | working transmission shaft 46 of the back | latter stage side. .

  In this case, the mission case 6a can be reduced in size by configuring the large-diameter traveling compound transmission unit on the same axis up to the rear wheel differential unit 32. Further, by constructing the high / low switching mechanism 42 at an increased speed, the transmission torque at the subsequent stage can be reduced and the entire device can be downsized.

  The structure of the forward / reverse switching mechanism 41 will be described in detail. As shown in the partial enlarged transmission system diagram of FIG. 6, the forward / reverse switching mechanism 41 supports two sun gear shafts 41a and 41b on a single line to input / output. A second planetary gear mechanism 41c having a shaft and a complex clutch mechanism 41d for switching and controlling the rotation transmission ratio thereof are configured to be switchable between two forward and reverse speeds.

  The internal configuration of the compound planetary gear mechanism 41c includes two planetary gears 41j and 41k that mesh with one of the sun gears 41e and 41f of the two sun gear shafts 41a and 41b as input / output shafts via an intermediate gear 41g. A planetary gear shaft 41m formed on one shaft and a control carrier 41n for supporting the planetary gear shaft 41m and controlling the rotation transmission ratio are provided. With this configuration, it is possible to change the gear ratio between the two sun gear shafts 41a and 41b as input / output shafts according to the rotational speed of the control carrier 41n.

  The internal structure of the composite clutch mechanism 41d is interposed between the brake clutch 41p capable of braking the rotational operation of the control carrier 41n and the control carrier 41n and one sun gear shaft 41b to restrict the rotational operation between the two. A direct coupling clutch 41q is provided concentrically within the cylindrical frame 41r. With this configuration, it is possible to perform forward / reverse switching including restraint of the two sun gear shafts 41a and 41b in accordance with individual clutch operations.

  As for the high / low switching mechanism 42, the sun gear and the planetary gear are directly meshed with each other without an intermediate gear, and the two planetary gear mechanisms 42c are arranged on the same line with the two sun gear shafts 42a and 42b as input / output shafts, and the rotational transmission ratio thereof Is configured to be capable of switching the second speed in the same direction of the compound planetary gear mechanism 42c with the spring pressure contact type compound clutch mechanism 42d that performs switching control by hydraulic operation as a transmission unit.

  With regard to the configuration of the transmission transmission units of the forward / reverse switching mechanism 41 and the elevation switching mechanism 42, the forward / reverse switching mechanism 41 and the elevation switching mechanism 42 are arranged to face each other, and the respective frames 41r and 42r are integrally formed. Then, by connecting the sun gear shafts 41b and 42b on one side, the two transmission units of the forward / reverse rotation mechanism and the height switching mechanism can be compactly integrated. Similarly, two two-speed switching mechanisms 43 and 44 can be opposed to each other so that two shift transmission units can be integrally configured in a compact manner.

  In the compound planetary gear mechanism 41c having the above-described configuration, the input and output sun gear shafts 41a and 41b are arranged on one line, and the rotational transmission ratio between the sun gear shafts 41a and 41b can be controlled by the control carrier 41n. Since the composite clutch mechanism 41d can switch the braking of the rotational movement of the control carrier 41n and the restraint of the sun gear shaft 41b with respect to the control carrier 41n, the transmission transmission 41 corresponds to the operation control of the brake clutch 41p and the direct coupling clutch 41q. Thus, the rotation transmission ratio by braking of the rotation operation of the control carrier 41n and the rotation transmission ratio by restraint of the sun gear shaft 41b with respect to the control carrier 41n are switched.

  Therefore, the transmission gear 41 can change its rotation transmission ratio by operating the clutch while arranging the input / output shafts 41a and 41b on one line, and between the sun gear 41f and the planetary gear 41k. When the gear 41g is interposed, it is possible to switch the rotational transmission ratio that extends in the forward and reverse directions, so that multistage switching including forward and reverse rotation can be configured on one line.

  In order to prevent wear due to friction between the gear and the carrier between the control carrier 41n and each of the planetary gears 41j and 41k, the compound planetary gear mechanism 41c of the speed change transmission body is shown in FIG. A plate 41s with a claw shown in the perspective view of FIG. 8 is attached, and a claw portion 4t formed by bending at an end thereof is used as a detent to attach the plate through the shaft. Further, for supplying hydraulic oil to the composite clutch mechanism 41d, the frame 41r has a mounting portion 41u with the transmission case 6a for cooling, forward rotation, main change, reverse rotation as shown in the perspective view of FIG. The oil passages 41v are individually formed in communication.

(Front wheel transmission system)
As for the front wheel transmission system of the speed change transmission device 6, a 4WD switching mechanism 51 that switches the front wheel power branched from the traveling transmission shaft 46 of FIG. 2 via the gear mechanism 46 t by a hydraulic clutch operation and the rotation of the front wheel power. A first front wheel transmission shaft 52a and a second front wheel transmission shaft 52b are provided for transmission from the front portion of the transmission 6 to the front wheel differential portion 33 via a tire size switching clutch 52 that switches the transmission ratio by shifting the clutch. Configure.

  The front wheel transmission system configured as described above is configured such that the counter shaft of the 4WD lead gear is coaxial with the counter shaft of the tire size switching clutch 52, so that the bearings and shafts are reduced, and the cost is reduced, and the rotation is in the same direction. Therefore, the rotation difference is canceled out.

(Work machine transmission system)
Regarding the work machine transmission system of the transmission 6, a wet multi-plate type PTO clutch 61 that connects and disconnects the power received from the power input shaft 31 via the gear mechanism 31 w by hydraulic operation, and the rotation transmission ratio thereof is operated by shifter operation. A PTO transmission mechanism 62 having a parallel two-shaft configuration that is switched by the motor, a PTO transmission shaft 63 that branches from the power input shaft 31 to the PTO shaft 7 arranged in parallel to the traveling transmission shaft 46 and transmits the work machine power. Constitute.

  The PTO transmission mechanism 62 is configured such that one of the output shaft 61d of the PTO clutch 61 and the PTO transmission shaft 63 serves as a counter shaft, and the rotational transmission ratio can be switched in two stages by a shifter operation. And a PTO three-axis transmission control unit by the PTO transmission mechanism 62 is configured in the front stage portion of the transmission case 6a, and is disposed in front of the traveling composite transmission units 41 to 45.

  In the speed change transmission device 6 having the above-described configuration, the travel transmission system 32 s is configured such that the travel composite transmission units 41 to 45 and the travel transmission shaft 46 in the subsequent stage are arranged on one line, and from the power input shaft via the travel transmission system 32 s. The traveling power is transmitted to the rear wheel differential section 32 so that the rotation transmission ratio can be switched, and the work machine transmission system 7s is parallel to the traveling transmission shaft 46 by the PTO clutch 61, the PTO transmission mechanism 62, and the PTO transmission shaft 63. The work machine power is transmitted through the work machine transmission system 7s from the power input shaft to the PTO shaft 7 arranged at the rear stage so that the rotation can be switched.

  In this case, by disposing the PTO clutch 61 and the PTO transmission mechanism 62 on the front side while avoiding the traveling compound transmission units 41 to 45, a space on the further front side of the traveling transmission system 32s configured on the same axis line. Therefore, the degree of freedom of arrangement of the PTO transmission shaft 63 is ensured for a wide range on the side of the equipment of the traveling transmission system 32s. Therefore, a simple configuration in which the traveling transmission system 32 s and the work machine transmission system 7 s are arranged in the front-rear direction and the PTO transmission shaft is arranged in the vicinity of the traveling transmission system 32 s can minimize the increase in the total length. While holding down, the size in the width direction of the device 6 can be reduced to the minimum and a compact configuration can be achieved.

(Hydraulic control configuration)
Next, the hydraulic control configuration of the transmission device of the transmission device 6 will be described with reference to the hydraulic circuit diagram of FIG.
The hydraulic control unit of the forward / reverse switching mechanism 41 is connected to the hydraulic pump P via the electromagnetic proportional pressure reducing valves 71 and 71 that switch according to the operation of the forward / reverse lever 10 for each of the forward rotation F side and the reverse rotation R side of the composite clutch mechanism 41d. And a neutral switching valve 71a that opens both hydraulic pressures at the operation limit position of the switching lever 10 is connected in parallel. Furthermore, a valve stack is formed on the upper surface of the transmission case 6a by combining the electromagnetic proportional pressure reducing valve 73 of the second speed switching mechanism 43 for switching the first speed and the second speed. With this configuration, diff lock switching can be shared. As for the hydraulic control configuration of the transmission gear for three-speed four-speed switching and high-low switching, an electromagnetic proportional pressure reducing valve 74 of the second speed switching mechanism 44 and an electromagnetic proportional pressure reducing valve 72 of the height switching mechanism 42 are provided, and similarly Form a stack.

  Further, as shown in FIG. 11, the hydraulic control unit of the forward / reverse switching mechanism 41 has a neutral switching valve so as to shut off the P ports of the electromagnetic proportional pressure reducing valves 71 and 71 of the composite clutch mechanism 41d. 71b is connected in series. In this case, in the unlikely event of a problem with the proportional pressure reducing valves 71, 71, it is possible to eliminate the problem of removing the forward and backward clutch pressures and discarding the supply flow rate to the proportional valves.

  As shown in FIG. 12, there is provided a forward / reverse switching valve 71c for both solenoids for switching the composite clutch mechanism 41d between the forward F side and the reverse R side, and one proportional pressure reducing valve 71d for the P port. The pilot relief 71e may be configured to supply a controlled pressure. Thereby, compared with the structure of FIG. 10, double biting of F and R can be prevented and the structure can be made at low cost. Further, here, a cylinder is provided between the forward / reverse rotation switching mechanism 41 and the second speed switching mechanism 43 to operate the differential lock on and off.

It is a side view of a tractor. It is a transmission mechanism diagram of a speed change transmission apparatus. It is a principal part longitudinal cross-sectional view of a transmission gearbox. It is a front view of the shaft arrangement of each transmission system. It is a perspective view of the attachment state of a hydraulic pump. It is a partial expansion transmission system diagram of a transmission system. It is a side external view of a transmission body. It is a perspective view of a board with a nail | claw. It is a perspective view of a frame. FIG. 3 is a hydraulic circuit diagram of the speed change transmission device. FIG. 11 is a hydraulic circuit diagram of another configuration of FIG. 10. FIG. 11 is a hydraulic circuit diagram of still another configuration of FIG. 10.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Tractor 2 Front wheel 3 Rear wheel 6 Shift transmission 6a Transmission case 7 PTO shaft 7s Work machine transmission system 14 Hydraulic cylinder 31 Power input shaft 31d Gear mechanism 31w Gear mechanism 32 Rear wheel differential part 32p Drive pinion 32s Traveling transmission system 33s Front wheel Transmission system 33 Front wheel differential part 41 Forward / reverse switching mechanism (transmission transmission)
41a, 41b Sun gear shaft 41c Compound planetary gear mechanism 41d Compound clutch mechanism 41e, 41f Sun gear 41g Intermediate gear 41j, 41k Planetary gear 41m Planetary gear shaft 41n Control carrier 41p Brake clutch 41q Direct coupling clutch 41r Frame 42 High / low switching mechanism (transmission transmission)
42a, 42b Sun gear shaft 42c Compound planetary gear mechanism 42d Compound clutch mechanism 43, 44 Two-speed switching mechanism (transmission transmission)
45 Sub-transmission section 46 Traveling transmission shaft 46t Gear mechanism 51 Switching mechanism 52 Tire size switching clutch 52a First front wheel transmission shaft 52b Second front wheel transmission shaft 61 Clutch 61d Output shaft 62 Transmission mechanism 63 Transmission shaft A Traveling transmission system axis B, C PTO transmission shaft axis D, E Front wheel transmission shaft axis

Claims (2)

A speed change transmission body (41) whose rotation transmission ratio is changed at the rear stage of the power input shaft (31), and the same line shaft (from the speed change transmission body (41) to the rear wheel differential section (32) using the power as travel power. A) A traveling transmission shaft (46) that transmits power above and a PTO transmission shaft that transmits work machine power branched from the power input shaft (31) to the PTO shaft (7) arranged in parallel to the traveling transmission shaft (7). 63), a transmission for a powered vehicle (6)
Between the PTO transmission shaft (7) and the power input shaft (31), there are a PTO clutch (61) for controlling connection / disconnection of the power transmission, its output shaft (61d) and the PTO transmission shaft (63). A PTO transmission mechanism (62) for switching the rotation transmission ratio between them, and the PTO clutch (61) and the PTO transmission mechanism (62) are arranged on the front side of the transmission transmission body (41) to avoid the transmission transmission body (41). A speed change transmission device for a powered vehicle.   The speed change transmission body (41) supports the sun gear shaft (41a) on the power input side and the sun gear shaft (41b) on the power output side in a line, and the gears (41e, 41f) of both sun gear shafts (41a, 41b). ) And a planetary gear mechanism (41c) for controlling the rotational transmission ratio between the sun gear shafts (41a, 41b) by means of a control carrier (41n) that supports two planetary gears (41j, 41k) on the integral shaft respectively meshing with each other) And a planetary gear mechanism including a brake clutch (41p) for braking the rotational movement of the control carrier (41n) and a direct coupling clutch (41q) for restraining the sun gear shaft (41b) against the control carrier (41n). 41. The transmission according to claim 1, further comprising a composite clutch mechanism (41d) for switching and controlling a rotation transmission ratio of 41c). Location.

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