JP2008195334A - Shifting transmission - Google Patents

Shifting transmission Download PDF

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Publication number
JP2008195334A
JP2008195334A JP2007035011A JP2007035011A JP2008195334A JP 2008195334 A JP2008195334 A JP 2008195334A JP 2007035011 A JP2007035011 A JP 2007035011A JP 2007035011 A JP2007035011 A JP 2007035011A JP 2008195334 A JP2008195334 A JP 2008195334A
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JP
Japan
Prior art keywords
speed
transmission
output
continuously variable
transmission unit
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
JP2007035011A
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Japanese (ja)
Inventor
Masaru Ando
Minoru Hiraoka
Yoshiro Takao
勝 安藤
実 平岡
吉郎 高尾
Original Assignee
Kubota Corp
株式会社クボタ
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Publication date
Application filed by Kubota Corp, 株式会社クボタ filed Critical Kubota Corp
Priority to JP2007035011A priority Critical patent/JP2008195334A/en
Priority claimed from KR1020117031318A external-priority patent/KR101240817B1/en
Priority claimed from CN 200780031034 external-priority patent/CN101505986B/en
Publication of JP2008195334A publication Critical patent/JP2008195334A/en
Pending legal-status Critical Current

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    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/62Hybrid vehicles
    • Y02T10/6213Hybrid vehicles using ICE and electric energy storage, i.e. battery, capacitor
    • Y02T10/6221Hybrid vehicles using ICE and electric energy storage, i.e. battery, capacitor of the parallel type

Abstract

PROBLEM TO BE SOLVED: To provide a transmission device capable of suppressing transmission loss while preventing an increase in weight and size.
SOLUTION: The continuously variable transmission unit 20, the planetary transmission unit P that combines the output of the continuously variable transmission unit 20 and the engine driving force, and the combined driving force of the planetary transmission unit P are divided into a plurality of speed ranges. A speed range setting unit C that transmits to the output rotating body 80 is provided. Control means for switching the continuously variable transmission unit 20 and the speed range setting unit C is provided so that the output rotating body 80 is driven at a rotational speed and at a rotational speed corresponding to the speed change command from the speed change command detecting means. When the output rotator 80 is driven in the first speed range, the control means shifts the continuously variable transmission unit 20 over the entire reverse rotation side speed change range and the entire normal rotation side speed change range. Is driven in the second speed range, the continuously variable transmission section 20 is operated to shift over the entire forward rotation side transmission range and the low speed side transmission range portion of the reverse rotation side transmission range.
[Selection] Figure 1

Description

  The present invention includes a continuously variable transmission unit or an electric motor to which an engine driving force is input, and outputs an output of the continuously variable transmission unit and an engine driving force not subjected to a shifting action by the continuously variable transmission unit, or the electric motor. A planetary transmission unit that synthesizes the output and engine driving force of the planetary transmission unit with a plurality of planetary transmission mechanisms, and divides the combined driving force of the planetary transmission unit into a plurality of speed ranges and transmits it to the output rotating body. A shift command detecting means for detecting a shift command by the shift operating means, and the shift command detecting means so that the output rotating body is driven at a rotational speed within a speed range corresponding to the shift command by the shift operating means. And a control means for performing a shift operation on the electric motor or the continuously variable transmission unit and switching the speed range setting unit based on information detected by

  In the case where the above-described transmission transmission is provided with a continuously variable transmission, the continuously variable transmission is operated to change gears, and the speed range setting unit is appropriately switched in conjunction with this shifting operation, so that The driving force output from the transmission unit and synthesized by the planetary transmission unit is divided into a plurality of speed ranges, and is steplessly shifted and output from the output rotating body in each step speed range. is there. In the case of a motor equipped with an electric motor, the electric motor is subjected to a speed change operation, and the speed range setting unit is appropriately switched in accordance with the speed change operation, so that it is output from the engine and the electric motor and synthesized by the planetary transmission unit. The driving force is divided into a plurality of speed ranges, and the speed is steplessly changed and output from the output rotating body in each speed range.

As this type of transmission, a patent application (Japanese Patent Application No. 2005-286073) has been developed first.
FIG. 9 is a diagram of a traveling transmission device for a tractor equipped with the previously developed transmission gear transmission. As shown in this figure, the previously developed transmission gear transmission A includes a continuously variable transmission unit 20, a planetary transmission unit P, and a speed range setting unit C. In addition, B shown in FIG. 9 is a forward / reverse switching device, 3 is a rear wheel differential mechanism, and 7 is a front wheel differential mechanism.
The planetary transmission unit P includes a first planetary transmission mechanism P1, a second planetary transmission mechanism P2, and a third planetary transmission mechanism P3. The first planetary transmission mechanism P1 includes a ring gear to which an engine driving force that is not subjected to a speed change action by the continuously variable transmission unit 20 is input, and a sun gear to which an output from the continuously variable transmission unit 20 is input. The second planetary transmission mechanism P2 includes a carrier linked to the ring gear of the first planetary transmission mechanism P1 and a ring gear linked to the carrier of the first planetary transmission mechanism P1. The third planetary transmission mechanism P3 includes a sun gear linked to the sun gear of the second planetary transmission mechanism P2, and a carrier linked to the ring gear of the second planetary transmission mechanism P2.
The speed range setting unit C includes a first clutch C1 and a second clutch C2. The input side of the first clutch C1 and the input side of the second clutch C2 are connected to a pair of output parts of the planetary transmission part P separately.
K shown in FIG. 9 is an auxiliary transmission unit. The auxiliary transmission unit K includes a low speed clutch CL and a high speed clutch CH, and includes an output shaft 80 as an output rotating body.

  FIG. 10 is a block diagram of the speed change operation unit provided in the speed change transmission device A previously developed. As shown in this figure, the shift operation section includes a shift lever 100 as a shift operation means, a shift command detection means 101, and a shift mode selection means 102. The shift command detection unit 101 detects the operation position of the shift lever 100 as a shift command, and outputs the detection result to the control unit 105. The transmission mode selection means 102 sets a low speed mode and a high speed mode, and outputs this mode setting information to the control means 105. The control means 105 shifts the continuously variable transmission 20 based on the detection information from the shift command detection means 101 so that the output shaft 80 is driven at a rotational speed and a speed range corresponding to the operating position of the shift lever 100. At the same time, the first clutch C1 and the second clutch C2 are switched. The control means 105 performs a switching operation between the low speed clutch CL and the high speed clutch CH based on the setting information by the speed change mode selection means 102 so that the speed mode corresponding to the set speed change mode set by the speed change mode selection means 102 is set. .

  FIG. 11 shows the relationship among the speed change state of the continuously variable transmission unit 20, the speed range, the speed mode, and the output speed of the output shaft 80 (hereinafter referred to as output speed) in the previously developed speed change transmission apparatus A. It is explanatory drawing shown. The vertical axis shown in FIG. 11 indicates the output speed. The horizontal axis shown in FIG. 11 indicates the speed change state of the continuously variable transmission unit 20. “−MAX” on the horizontal axis indicates the maximum speed shift state in the shift range on the reverse rotation output side of the continuously variable transmission unit 20, “0” indicates the neutral state of the continuously variable transmission unit 20, and “+ MAX”. Indicates a shift state at the maximum speed in the shift range on the positive rotation output side of the continuously variable transmission unit 20. FIG. 12 is an explanatory diagram showing the relationship among the speed range, speed mode, and clutch operating state in the previously developed transmission gearbox A. “On” shown in FIG. 12 indicates the engaged state of each clutch C1, C2, CL, CH, and “−” indicates the disconnected state of each clutch C1, C2, CL, CH.

As shown in these drawings, the previously developed speed change transmission device A is as follows.
That is, when the low speed mode is set by the transmission mode selection means 102, the control means 105 operates the low speed clutch CL to the engaged state and switches the auxiliary transmission section K to the low speed state. In this state where the low speed mode is set, when the speed change lever 100 is operated in the low speed operation range L from the neutral position N to the intermediate position m, the control means 105 operates the first clutch C1 in the engaged state. To do. As the shift lever 100 is operated from the neutral position N to the intermediate position m, the control means 105 shifts the continuously variable transmission 20 from “−MAX” to “+ MAX”, and the output shaft 80 is moved. Driven in the first speed range of the low speed mode, the output speed is increased steplessly from “0”. When the shift lever 100 reaches the intermediate position m, the control means 105 shifts the continuously variable transmission 20 to “+ MAX” and the output speed becomes “Vlm”. When the speed change lever 100 is operated in the high speed side operation range H from the intermediate position m to the maximum speed position max, the control means 105 operates the second clutch C2 in the engaged state. As the shift lever 100 is operated from the intermediate position m toward the maximum speed position max, the control means 105 shifts the continuously variable transmission unit 20 from “+ MAX” to “−MAX” and outputs the output shaft 80. Is driven in the two-speed range of the low-speed mode, and the output speed increases steplessly from “Vlm”. When the speed change lever 100 reaches the maximum speed position max, the control means 105 shifts the continuously variable transmission 20 to “−MAX”, and the output speed becomes “Vlh”.

  When the high speed mode is set by the transmission mode selection means 102, the control means 105 operates the high speed clutch CH to the engaged state and switches the auxiliary transmission unit K to the high speed state. When the speed change lever 100 is operated in the low speed side operation range L from the neutral position N to the intermediate position m in the state where the high speed mode is set in this way, the control means 105 operates the first clutch C1 in the engaged state. To do. As the shift lever 100 is operated from the neutral position N toward the intermediate position m, the control means 105 shifts the continuously variable transmission 20 from “−MAX” to “+ MAX”, and the output shaft 80 is moved. Driven in the high-speed mode in the first speed range, the output speed increases steplessly from “0”. When the shift lever 100 reaches the intermediate position m, the control means 105 shifts the continuously variable transmission 20 to “+ MAX” and the output speed becomes “Vhm”. When the speed change lever 100 is operated in the high speed side operation range H from the intermediate position m to the maximum speed position max, the control means 105 operates the second clutch C2 in the engaged state. As the speed change lever 100 is operated from the intermediate position m toward the maximum speed position max, the control means 105 changes the speed of the continuously variable transmission 20 from “+ MAX” to “−MAX”. Is driven in the high-speed mode in the two-speed range, and the output speed increases steplessly from “Vhm”. When the speed change lever 100 reaches the maximum speed position max, the control means 105 shifts the continuously variable transmission 20 to “−MAX”, and the output speed becomes “Vhh”.

  In this type of transmission, the weight of the planetary transmission mechanism tends to be large, and when the rotational speed of the planetary transmission unit becomes high, the dynamic inertia of the planetary transmission unit tends to increase. As a result, slippage is likely to occur in the device portion employing the friction clutch. That is, transmission loss tends to increase. For this reason, the previously developed speed change transmission device inputs the engine driving force to the ring gear of the first planetary transmission mechanism P1 via the speed reduction mechanism 115 as shown in FIG. 9 so as to reduce the speed of the planetary transmission unit. . The speed reduction mechanism 115 includes a gear 115a interlocked with the pump shaft 21 of the continuously variable transmission unit 20, and a gear 115b meshed with the gear 115a.

  The previously developed speed change transmission device tends to be heavy or large in terms of the mechanism for inputting engine driving force to the planetary transmission unit.

  An object of the present invention is to provide a transmission device that can suppress transmission loss while preventing an increase in weight and size.

The first aspect of the invention includes a continuously variable transmission unit or an electric motor to which engine driving force is input, and outputs the output of the continuously variable transmission unit and the engine driving force that is not subjected to a shifting action by the continuously variable transmission unit, or A speed range including a planetary transmission unit that combines the output of the electric motor and the engine driving force by a plurality of planetary transmission mechanisms, and divides the combined driving force of the planetary transmission unit into a plurality of speed ranges and transmits it to the output rotating body. A shift command detecting means for detecting a shift command by the shift operation means; and the shift command so that the output rotating body is driven at a rotational speed within a speed range corresponding to the shift command by the shift operation means. And a control means for performing a shift operation on the electric motor or the continuously variable transmission unit and switching the speed range setting unit based on information detected by the detection unit. Te,
The control means;
When operating the speed range setting unit so that the output rotator is driven in the first speed range, the electric motor or the continuously variable transmission unit is connected to the entire reverse speed output side of the electric motor or the continuously variable transmission side, and the forward rotation output side. Shift operation over the entire shift range at
When operating the speed range setting unit so that the output rotator is driven in the second speed range, the electric motor or the continuously variable transmission unit is connected to the entire rotation range on the forward rotation output side thereof and the reverse rotation output side. The speed change operation is performed over the low speed side shift range portion excluding a part on the high speed side of the shift range.

  According to the configuration of the first aspect of the present invention, the maximum speed on the reverse rotation output side of the continuously variable transmission unit or the electric motor when shifting the continuously variable transmission unit or the electric motor so that the output rotating body is driven in the first speed range. And the maximum speed on the reverse rotation output side of the continuously variable transmission unit or electric motor when shifting the continuously variable transmission unit or electric motor so that the output rotating body is driven in the second speed range, the output rotation When the body is driven in the second speed range, the maximum speed is lower. As a result, the engine drive force is input to the planetary transmission unit in a non-decelerated state, or even if it is necessary to be configured to be input in the decelerated state, the reduction ratio is reduced and generated in the planetary transmission unit. The highest rotational speed can be made relatively low.

  Therefore, while the maximum rotation speed of the planetary transmission unit is low and transmission loss can be minimized, the mechanism that inputs from the engine to the planetary transmission unit is not required to reduce speed and has a small reduction ratio. It is possible to obtain a speed change transmission device that is compact and easy to use, such as being easily installed in a traveling transmission device.

  According to a second aspect of the present invention, in the configuration of the first aspect of the invention, the planetary transmission unit is configured such that the engine driving force is input in a non-decelerated state.

  According to the configuration of the second invention, it is not necessary to decelerate the engine driving force input to the planetary transmission unit.

  Thereby, the maximum transmission speed of the planetary transmission part becomes a low rotation speed, and a transmission transmission device with little transmission loss can be obtained from the surface of an input mechanism lightweight and compactly.

Embodiments of the present invention will be described below with reference to the drawings.
FIG. 1 is a diagram of a traveling transmission device for a tractor equipped with a transmission gear transmission A according to a first embodiment of the present invention. As shown in this figure, the traveling transmission device includes a main clutch 2 to which an output from the output shaft 1a of the engine 1 is input, and a transmission transmission device A in which an input shaft 21 is coupled to the output shaft 2a of the main clutch 2. A rear wheel differential mechanism 3 in which an input gear 3a is connected to an output shaft 80 as an output rotating body of the transmission device A, and a driving force of the output shaft 80 is transmitted to the transmission gear 4a, the transmission gear 4b and the transmission shaft. 5, the front wheel transmission device D input through the transmission shaft 6, the front wheel differential mechanism 7 through which the driving force from the output shaft 94 of the front wheel transmission device D is input through the transmission shaft 6, and the transmission shaft 5 And a brake disc 8 disposed near the transmission gear 4b. The output shaft 2a of the main clutch 2 and the input shaft 21 of the transmission device A are the same shaft.
As shown in FIG. 1, the power take-off shaft 10 provided at the rear part of the transmission case 9 is used for various working devices such as a rotary tiller (not shown) connected to the rear part of the vehicle body of the tractor. Is to communicate. The power take-off shaft 10 is linked to the input shaft 21 via a work transmission device 11, a transmission shaft 12, a work clutch 13, and a transmission shaft 14.

  As shown in FIG. 1, the speed change transmission device A according to the first embodiment includes the input shaft 21 and the output shaft 80, a continuously variable transmission 20 having the input shaft 21, A planetary transmission unit P located on the vehicle body rear side of the transmission unit 20, a speed range setting unit C located on the vehicle body rear side of the planetary transmission unit P, and a forward / reverse position located on the vehicle body rear side of the speed range setting unit C A rotation switching unit B and a sub-transmission unit K disposed on the lower side in the transmission direction than the normal / reverse rotation switching unit B are provided so that the output from the normal / reverse rotation switching unit B is transmitted.

  The continuously variable transmission 20 is located inside the clutch housing 15. The clutch housing 15 is connected to the front portion of the transmission case 9. The planetary transmission unit P, the speed range setting unit C, the forward / reverse rotation switching unit B, and the auxiliary transmission unit K are located inside the mission case 9.

  As shown in FIG. 2, the transmission case 9 includes a transmission case dividing line 9a provided at an intermediate portion of the transmission case 9 in the longitudinal direction of the vehicle body, and the transmission case side transmission case part 9b is provided by the transmission case dividing line 9a. And the lower transmission side transmission case portion 9c. The upper transmission case portion 9b accommodates the planetary transmission portion P, the speed range setting portion C, the forward / reverse rotation switching portion B, and the front wheel transmission device D. The lower transmission case portion 9c accommodates the auxiliary transmission portion K, the rear wheel differential mechanism 3, and the brake disc 8.

  The continuously variable transmission 20 includes an axial plunger type and variable displacement type hydraulic pump 22 having the input shaft 21 as a pump shaft (hereinafter, the input shaft 21 is referred to as a pump shaft 21). And an axial plunger type hydraulic motor 23 driven by this pressure oil. The continuously variable transmission 20 is a hydrostatic continuously variable transmission.

  That is, the continuously variable transmission unit 20 is switched between the forward rotation transmission state, the neutral state, and the reverse rotation transmission state by changing the swash plate angle of the hydraulic pump 22. The continuously variable transmission unit 20 converts the driving force from the engine 1 into a driving force in the positive rotation direction by changing the swash plate angle of the hydraulic pump 22 in the state where the continuously variable transmission unit is switched to the normal rotation transmission state. The speed is changed steplessly and output from the motor shaft 24. The continuously variable transmission 20 converts the driving force from the engine 1 into a driving force in the reverse rotation direction by changing the swash plate angle of the hydraulic pump 22 in the state where the continuously variable transmission 20 is switched to the reverse rotation transmission state. The speed is changed steplessly and output from the motor shaft 24. The continuously variable transmission 20 stops the output from the motor shaft 24 when switched to the neutral state.

  FIG. 3 shows a cross-sectional state of the planetary transmission portion P. As shown in FIG. 1 and FIG. 1, the planetary transmission portion P includes a first planetary transmission mechanism P1 and a first planetary transmission mechanism P1 arranged in the vehicle longitudinal direction between the continuously variable transmission portion 20 and the speed range setting portion C. A two planetary transmission mechanism P2 and a third planetary transmission mechanism P3 are provided.

  The planetary transmission mechanisms P1, P2, and P3 are arranged around the sun gears 31, 41, 51 concentrically with the transmission shaft 14, and are distributed around the sun gears 31, 41, 51 and the sun gears 31, 41 , 51, a plurality of planetary gears 32, 42, 52, and carriers 34, 44, 54 that support the planetary gears 32, 42, 52 via the support shaft members 33, 43, 53 so as to rotate freely. Ring gears 35, 45, 55 meshed with the planetary gears 32, 42, 52 by internal teeth are provided. The carrier 34 of the first planetary transmission mechanism P1 is supported by a cylindrical shaft 36 that is externally fitted to the transmission shaft 14 in a relatively rotatable manner via a bearing. The sun gear 31 of the first planetary transmission mechanism P1 is supported by the cylindrical shaft 36. The sun gear 31 and the cylindrical shaft 36 are connected to each other so as to be integrally rotatable by engagement with a spline. The carrier 44 of the second planetary transmission mechanism P2 is supported by the transmission shaft 14. The carrier 44 and the transmission shaft 14 are connected to each other so as to be integrally rotatable by engagement with a spline. The sun gear 41 of the second planetary transmission mechanism P2 is supported by a cylindrical shaft 46 that is externally fitted to the transmission shaft 14. The sun gear 41 and the cylindrical shaft 46 are connected so as to be integrally rotatable by engagement by a spline. The carrier 54 of the third planetary transmission mechanism P3 is supported by the cylindrical shaft 46 through a bearing so as to be relatively rotatable. The sun gear 51 of the third planetary transmission mechanism P3 is integrally formed with the cylindrical shaft 46, and rotates integrally with the cylindrical shaft 46. The ring gear 35 of the first planetary transmission mechanism P1 and the carrier 44 of the second planetary transmission mechanism P2 are connected to one end of the ring gear 35 and the outer periphery of the carrier 44 so as to be integrally rotatable. The carrier 34 of the first planetary transmission mechanism P1, the ring gear 45 of the second planetary transmission mechanism P2, and the carrier 54 of the third planetary transmission mechanism P3 are engaged by the splines on the outer peripheral sides of both the carriers 34 and 54 and the ring gear 45. The cylindrical interlocking member 37 is connected to be integrally rotatable. The ring gear 55 of the third planetary transmission mechanism P3 is connected to the input side member 61 of the speed range setting section C so as to be integrally rotatable by a disk-shaped interlocking member 56 whose outer peripheral side is connected to one end of the ring gear 55. . The cylindrical shaft 36 is connected via a transmission gear 38 integrally formed at the end thereof, a transmission gear 39 meshed with the transmission gear 38, and a rotation support shaft 39a that supports the transmission gear 39 so as to be integrally rotatable. The motor shaft 24 is interlocked.

  That is, the planetary transmission unit P transmits the driving force transmitted from the output shaft 1a of the engine 1 to the front end side of the pump shaft 21 via the main clutch 2 and output from the rear end side of the pump shaft 21 to the transmission shaft 14. To the carrier 44 of the second planetary transmission mechanism P2 and the ring gear 35 of the first planetary transmission mechanism P1. Thereby, the planetary transmission part P is in a state where the engine driving force output from the output shaft 1a of the engine 1 is not subjected to the speed change action by the continuously variable transmission part 20, and in the non-decelerated state, the second planetary transmission mechanism P2 Input to the carrier 44 and the ring gear 35 of the first planetary transmission mechanism P1. The planetary transmission unit P inputs the output from the motor shaft 24 of the continuously variable transmission unit 20 to the sun gear 31 of the first planetary transmission mechanism P1 via the rotation support shaft 39a, the transmission gear 39, the transmission gear 38, and the cylindrical shaft 36. To do. The planetary transmission unit P combines the engine driving force input in this way and the driving force from the continuously variable transmission unit 20 by three planetary transmission mechanisms P1, P2, and P3, and this combined driving force is combined with the cylindrical shaft 46. It is output to the interlocking member 56 and transmitted to the speed range setting unit C.

  FIG. 3 shows a cross-sectional state of the speed range setting section C. As shown in FIG. 1 and FIG. 1, the speed range setting unit C includes a first clutch C <b> 1 and a second clutch C <b> 2 provided around the cylinder shaft 46 in the axial direction of the cylinder shaft 46. Yes.

The first clutch C <b> 1 extends over the cylindrical input side member 61, a cylindrical output side member 62 positioned on the outer peripheral side of the input side member 61, and the output side member 62 and the input side member 61. A multi-plate friction clutch main body 63 provided and a hydraulic piston 64 provided inside the output side member 62 so as to be slidable are provided. The input side member 61 is supported by the cylindrical shaft 46 through a bearing so as to be relatively rotatable. The input side member 61 is connected to the interlocking member 56 so as to be integrally rotatable. The output side member 62 is externally fitted to the cylindrical shaft 46 so as to be rotatable relative to the cylindrical shaft 46 via an attachment member 65 provided continuously therewithin.
The hydraulic piston 64 is slid by operation oil supply and discharge through an operation oil passage 64 a provided in the transmission shaft 14. When the friction clutch body 63 is pressurized by the hydraulic piston 64, the first clutch C <b> 1 receives the driving force of the input side member 61 driven by the ring gear 55 via the interlocking member 56 via the friction clutch body 63. It enters an input state so as to be transmitted to the output side member 62. When the pressurizing operation of the friction clutch main body 63 by the hydraulic piston 64 is released, the first clutch C1 is turned off so as to cut off the transmission from the input side member 61 to the output side member 62.

The second clutch C <b> 2 is provided across a cylindrical input side member 66, a cylindrical output side member 67 positioned on the outer peripheral side of the input side member 66, and the output side member 67 and the input side member 66. A multi-plate friction clutch main body 68 and a hydraulic piston 69 slidably provided inside the output side member 67 are provided. The input side member 66 is connected to the cylindrical shaft 46 so as to be integrally rotatable by spline engagement.
The hydraulic piston 69 is slid by operation oil supply and discharge through an operation oil passage 69 a provided in the transmission shaft 14. When the friction clutch body 68 is pressurized by the hydraulic piston 69, the second clutch C2 applies the driving force of the input side member 66 driven by the sun gears 41 and 51 via the cylindrical shaft 46 to the friction clutch body 68. And enters the output side member 67 through the input state. When the pressurizing operation of the friction clutch main body 68 by the hydraulic piston 69 is released, the second clutch C2 is turned off so as to cut off the transmission from the input side member 66 to the output side member 67.

  The output side member 62 of the first clutch C1 and the output side member 67 of the second clutch C2 are integrally formed. The output side member 67 of the second clutch C2 is coupled to the input cylinder shaft 71 of the forward / reverse rotation switching portion B through a circular interlocking member 70 so as to be integrally rotatable. Thereby, the output side member 62 of the first clutch C1 and the output side member 67 of the second clutch C2 are the attachment member 65 and the cylindrical shaft 46 on which the attachment member 65 is externally fitted so as to be relatively rotatable. And is supported by the transmission shaft 14 as a support shaft so as to be relatively rotatable. The output side member 62 of the first clutch C1 and the output side member 67 of the second clutch C2 are linked to the transmission cylinder shaft 71 via the linkage member 70 so as to be integrally rotatable. The input cylinder shaft 71 of the forward / reverse rotation switching portion B is fitted on the transmission shaft 14 so as to be relatively rotatable. The interlocking member 70 and the output side member 67 are integrally rotated by an engagement type connecting means E having a recess provided on one side of the interlocking member 70 and the output side member 67 and a protrusion provided on the other side. It is detachably connected. That is, the input cylinder shaft 71 of the forward / reverse rotation switching portion B in the state where the interlocking member 70 is assembled is externally fitted to the transmission shaft 14 from the rear side thereof, and the forward / reverse rotation switching portion B is assembled to the transmission shaft 14. Accordingly, the interlocking member 70 is connected to the output side member 67 of the second clutch C2 so as to be integrally rotatable.

  FIG. 4 shows a sectional state of the auxiliary transmission portion K. As shown in FIG. 1 and FIG. 1, the auxiliary transmission unit K includes the output shaft 80, a rear end portion of the output shaft 72 of the forward / reverse rotation switching unit B, and a front end portion of the output shaft 80. A low-speed transmission gear mechanism 81 provided across, a high-speed clutch CH provided across the rear end portion of the output shaft 72 and the front end portion of the output shaft 80, a front end portion of the output shaft 80, and the low-speed transmission gear mechanism 81. And a low-speed clutch CL provided over the transmission gear 82 provided.

  The high-speed clutch CH is integrated with a high-speed gear 84 provided on a side portion of a transmission gear 83 provided in the low-speed transmission gear mechanism 81 so as to be rotatable integrally with the end portion of the output shaft 80 via a gear support 85. And a shift gear 86 provided so as to be freely rotatable and slidable. The transmission gear 83 is integrally formed with the output shaft 72. Thereby, the transmission gear 83 rotates integrally with the output shaft 72.

  The low-speed clutch CL includes a low-speed gear 87 provided on a side portion of the transmission gear 82 so as to be integrally rotatable, and the shift gear 86. The transmission gear 82 is supported on the output shaft 80 so as to be relatively rotatable. As a result, the low speed gear 87 rotates relative to the output shaft 80.

  The shift gear 86 is slid along the gear support 85 and is engaged with the gear support 85 and the high speed gear 84, and the low speed position is engaged with the gear support 85 and the low speed gear 87. Switching operation to and. When the shift gear 86 is switched to the high speed position, the high speed clutch CH enters an engaged state so as to transmit the driving force of the high speed gear 84 to the output shaft 80 via the shift gear 86 and the gear support 85. Then, the auxiliary transmission unit K transmits the driving force of the output shaft 72 of the forward / reverse rotation switching unit B to the front end side of the output shaft 80 via the high speed clutch CH, and the rear wheel differential from the rear end side of the output shaft 80 is transmitted. A high speed state is established so as to transmit to the moving mechanism 3 and the front wheel transmission device D. When the shift gear 86 is operated to be disengaged from the high speed gear 84, the high speed clutch CH is turned off so as to cut off the transmission from the high speed gear 84 to the output shaft 80.

  When the shift gear 86 is switched to the low speed position, the low speed clutch CL enters an engaged state so as to transmit the driving force of the low speed gear 87 to the output shaft 80 via the shift gear 86 and the gear support 85. Then, the auxiliary transmission unit K transmits the driving force of the output shaft 72 of the forward / reverse rotation switching unit B to the front end side of the output shaft 80 via the low-speed transmission gear mechanism 81 and the low-speed clutch CL, and The low speed state is set so that the rear wheel differential mechanism 3 and the front wheel transmission D are output from the rear end side. When the shift gear 86 is disengaged from the low speed gear 87, the low speed clutch CL is turned off so as to cut off the transmission from the low speed gear 87 to the output shaft 80.

  FIG. 5 is an explanatory diagram showing the relationship among the operation states of the clutches C1, C2, CL, and CH, the speed range set by the speed range setting unit C, and the speed mode set by the auxiliary transmission unit K. is there. “On” shown in FIG. 5 indicates the engaged state of each of the clutches C1, C2, CL, and CH, and “−” indicates the disconnected state of each of the clutches C1, C2, CL, and CH. FIG. 6 shows the speed change state of the continuously variable transmission unit 20, the speed range set by the speed range setting unit C, the speed mode set by the auxiliary transmission unit K, and the driving speed of the output shaft 80 (hereinafter referred to as output speed). It is explanatory drawing which shows the relationship with this. The horizontal axis of FIG. 6 shows the speed change state of the continuously variable transmission unit 20, and the vertical axis shows the output speed. “−MAX” on the horizontal axis indicates the maximum speed shift state in the reverse rotation transmission state of the continuously variable transmission unit 20, “0” indicates the neutral state of the continuously variable transmission unit 20, and “+ MAX” indicates The maximum speed shift state in the forward rotation transmission state of the continuously variable transmission unit 20 is shown.

  As shown in these drawings, the speed range setting unit C changes the combined driving force from the planetary transmission unit P between the first speed range and the second speed range by appropriately switching the clutches C1 and C2. The speed range is set so as to be transmitted to the output shaft 80 through the forward / reverse rotation switching unit B and the sub-transmission unit K divided into step speed ranges.

  As shown in FIGS. 4 and 5, the auxiliary transmission unit K outputs from the output shaft 72 of the forward / reverse rotation switching unit B when the low-speed clutch CL is switched to the engaged state and the high-speed clutch CH is switched to the disconnected state. The generated driving force is transmitted to the front end side of the output shaft 80 via the low speed transmission mechanism 81 and the low speed clutch CL, and from the rear end side of the output shaft 80 to the rear wheel differential mechanism 3 and the front wheel differential mechanism 7. It becomes low speed mode to transmit. When the low speed clutch CL is switched to the disengaged state and the high speed clutch CH is engaged, the auxiliary transmission unit K transmits the driving force output from the output shaft 72 of the forward / reverse rotation switching unit B via the high speed clutch CH. Is transmitted to the front end side of the output shaft 80, and the high speed mode is set so as to transmit from the rear end side of the output shaft 80 to the rear wheel differential mechanism 3 and the front wheel differential mechanism 7.

  That is, when the first clutch C1 and the low speed clutch CL are operated in the engaged state and the second clutch C2 and the high speed clutch CH are operated in the disengaged state, the speed range setting unit C and the auxiliary transmission unit K are not As the step transmission 20 is shifted from “−MAX” to “+ MAX”, the output speed increases steplessly from “0”, and when the stepless transmission 20 reaches “+ MAX”, the output Set the 1st speed range of the low speed mode so that the speed becomes “Vlm”.

  When the second clutch C2 and the low speed clutch CL are operated in the engaged state and the first clutch C1 and the high speed clutch CH are operated in the disengaged state, the speed range setting unit C and the auxiliary transmission unit K are continuously variable. When the speed of the unit 20 is shifted from “+ MAX” to “−MAX”, the output speed increases steplessly from “Vlm”, and when the continuously variable transmission unit 20 becomes “−MAX”, the output speed Set the second speed range of the low speed mode so that becomes “Vlh”. In this way, when the second speed range of the low speed mode is set by the speed range setting unit C and the auxiliary transmission unit K, when the continuously variable transmission unit 20 is operated to “−HV”, the output speed becomes “Vla”. Become.

  When the first clutch C1 and the high speed clutch CH are operated in the engaged state and the second clutch C2 and the low speed clutch CL are operated in the disengaged state, the speed range setting unit C and the auxiliary transmission unit K are continuously variable. As the unit 20 is shifted from “−MAX” to “+ MAX”, the output speed increases steplessly from “0”, and when the continuously variable transmission unit 20 becomes “+ MAX”, the output speed is increased. The first speed range of the high speed mode is set to be “Vhm”.

  When the second clutch C2 and the high speed clutch CH are operated in the engaged state and the first clutch C1 and the low speed clutch CL are operated in the disengaged state, the speed range setting unit C and the auxiliary transmission unit K are continuously variable. As the unit 20 is shifted from “+ MAX” to “−MAX”, the output speed increases steplessly from “Vhm”, and when the continuously variable transmission unit 20 becomes “−MAX”, the output speed The second speed range of the high speed mode is set so that becomes “Vhh”. In this way, when the second speed range of the high speed mode is set by the speed range setting unit C and the auxiliary transmission unit K, when the continuously variable transmission unit 20 becomes “−HV”, the output speed becomes “Vha”.

  FIG. 4 shows a cross section of the forward / reverse rotation switching portion B. As shown in FIG. 1 and FIG. 1, the forward / reverse rotation switching portion B includes the input cylinder shaft 71 and the output shaft 72, and the forward clutch CF provided side by side in the vehicle body longitudinal direction on the input cylinder shaft 71. And a reverse clutch CR, a forward transmission gear mechanism 74 provided across the output side member 73 and the output shaft 72 of the forward clutch CF, and a reverse drive provided across the output side member 75 and the output shaft 72 of the reverse clutch CR. And a transmission gear mechanism 76. The forward transmission gear mechanism 74 includes a gear 74a provided on the output side member 73 so as to be integrally rotatable, and a gear 74b meshed with the gear 74a. The gear 74b is connected to the output shaft 72 so as to be integrally rotatable. The reverse transmission gear mechanism 76 includes a gear 76a provided so as to be integrally rotatable with the output side member 75, a reverse relay gear 76b meshed with the gear 76a, and a gear 76c meshed with the relay gear 76b. ing. The gear 76c is connected to the output shaft 72 so as to be integrally rotatable.

The forward clutch CF and the reverse clutch CR are a multi-plate friction clutch body 73a, 75a provided across the input side member 77 and the output side members 73, 75, and a hydraulic pressure provided slidably inside the input side member 77. Pistons 78 and 79 are provided.
That is, the forward clutch CF and the reverse clutch CR are slid by the hydraulic pistons 78 and 79 being supplied and discharged through the operating oil passages 78a and 79a provided in the transmission shaft 14, and the hydraulic pistons 78 and 79 are operated. When 78 and 79 pressurize the friction clutch bodies 73a and 75a, the driving force of the input side member 77 driven by the input cylinder shaft 71 is applied to the output side members 73 and 75 via the friction clutch bodies 73a and 75a. Entered state to transmit. The forward clutch CF and the reverse clutch CR are configured to cut off transmission from the input side member 77 to the output side members 73 and 75 when the pressurizing operation by the hydraulic pistons 78 and 79 of the friction clutch bodies 73a and 75a is released. It will be cut off.

  The input side member 77 of the forward clutch CF and the reverse clutch CR is an integral member. The input side member 77 is integrated with the input cylinder shaft 71 via a mounting member 77a provided on the inner side of the input side member 77 and a plurality of connecting pins 90 mounted across the mounting member 77a and the input cylinder shaft 71. It is pivotably connected. Each of the connecting pins 90 is a hollow pin having through holes opened at both ends thereof, and the interior of the forward clutch CF and the reverse clutch CR communicates with a drain oil passage 91 provided inside the transmission shaft 14. A drain oil passage to be formed is formed by a through hole.

  That is, when the forward clutch CF is engaged and the reverse clutch CR is disengaged, the forward / reverse rotation switching unit B transmits the driving force of the input cylinder shaft 71 between the forward clutch CF and the forward transmission gear mechanism 74. To the output shaft 72, and a forward rotation transmission state is established so that the output shaft 72 outputs to the auxiliary transmission portion K. When the forward clutch CF is operated in the disengaged state and the reverse clutch CR is in the engaged state, the forward / reverse rotation switching unit B applies the driving force of the input cylinder shaft 71 via the reverse clutch CR and the reverse transmission gear mechanism 76. The output is transmitted to the output shaft 72, and a reverse rotation transmission state is established so that the output shaft 72 outputs to the auxiliary transmission portion K.

  The front wheel transmission device D is switched between a constant speed transmission state and a speed increase transmission state by a switching operation between the constant speed clutch 95 and the speed increasing clutch 96. When the front wheel transmission device D is switched to the constant speed state, the front wheel differential mechanism 7 is driven such that the front wheels are driven in a state where the average peripheral speed of the pair of left and right front wheels is equal to the average peripheral speed of the pair of left and right rear wheels. To be transmitted. When the front wheel transmission device D is switched to the speed increasing transmission state, the front wheels are driven in a state in which the average peripheral speed of the pair of left and right front wheels is about twice the average peripheral speed of the pair of left and right rear wheels. It is transmitted to the front wheel differential mechanism 7.

  FIG. 7 is a block diagram of a speed change operation unit included in the travel transmission device. As shown in this figure, the speed change operation unit includes a speed change lever 100, a speed change command detection means 101 attached to the speed change lever 100, a speed change mode selection means 102, a forward / reverse lever 103, and the forward / reverse lever 103. And a forward / backward detection means 104, a shift command detection means 101, a shift mode selection means 102, and a control means 105 linked to the forward / backward detection means 104. The transmission lever 100, the transmission mode selection means 102, and the forward / reverse lever 103 are provided in the operating part of the tractor. The control means 105 is linked to the continuously variable transmission unit 20 via a transmission actuator (not shown) that operates a transmission operation unit of the continuously variable transmission unit 20. The control means 105 controls the first clutch C1, the second clutch C2, the forward clutch CF, and the reverse clutch CR through clutch valves (not shown) for operating the first clutch C1, the second clutch C2, and the reverse clutch CR, respectively. Two clutches C2, the forward clutch CF, and the reverse clutch CR are linked. The control means 105 is linked to the low speed clutch CL and the high speed clutch CH via an actuator (not shown) that shifts the shift gear 86 between the low speed clutch CL and the high speed clutch CH. The control means 105 is linked to a shift detection means 106, an engine rotation sensor 107, a continuously variable transmission rotation sensor 108, and a vehicle speed sensor 109.

  The shift lever 100 is swung in the operation range S from the neutral position N to the maximum speed position max. In the operation area S, a portion from the neutral position N to the intermediate position m is a low speed side operation area L, and a part from the intermediate position m to the maximum speed position max is a high speed side operation area H.

  The transmission mode selection means 102 is constituted by a changeover switch that can be switched between a low speed position and a high speed position. The speed change mode selection means 102 outputs a low speed mode command to the control means 105 when switched to the low speed position, and outputs a high speed mode command to the control means 105 when switched to the high speed position.

  The shift command detection means 101 is constituted by a rotary potentiometer linked to the shift lever 100. The shift command unit 101 detects the operation position of the shift lever 100 as a shift command, and outputs the detection result to the control unit 105.

  The shift detection means 106 is constituted by a rotary potentiometer that is linked to the shift operation section of the continuously variable transmission section 20. The shift detection unit 106 detects the shift state of the continuously variable transmission unit 20 and feeds back the detection result to the control unit 105. The continuously variable transmission rotation sensor 108 detects the output rotational speed of the continuously variable transmission 20 by the motor shaft 24 and outputs the detection result to the control means 105. The vehicle speed sensor 109 detects the rotation speed of the output shaft 80 as a vehicle speed and outputs the detection result to the control means 105.

  The forward / reverse lever 103 is switched to a forward position F, a neutral position N, and a reverse position R. The forward / reverse detection means 104 is constituted by a rotary potentiometer linked to the forward / reverse lever 103. The forward / reverse detection means 104 detects the operation position of the forward / reverse lever 103 and outputs the detection result to the control means 105.

  The control means 105 is configured using a microcomputer. When the speed change mode selection means 102 is operated to the low speed position, the control means 105 enters the low speed mode based on the low speed mode command from the speed change mode selection means 102. When the speed change lever 100 is in the low speed side operation range L, the control means 105 puts the first clutch C1 and the low speed clutch CL into the engaged state based on the information detected by the speed change command detection means 101. The second clutch C2 and the high-speed clutch CH are each operated in the disengaged state, and as the shift lever 100 is operated from the neutral position N to the intermediate position m, the shift command detection means 101 and the shift detection means 106 are operated. Based on the detected information, the continuously variable transmission unit 20 is shifted from “−MAX” to “+ MAX”. At this time, based on the detection information from the shift command detection unit 101 and the shift detection unit 106, the control unit 105 causes the continuously variable transmission unit 20 to shift within the reverse rotation transmission state (see FIG. The speed change lever 100 is shifted to the intermediate position, and the entire speed change range SF in the forward rotation transmission state (see FIG. 6, hereinafter referred to as the forward rotation speed change range SF) is changed. When m, the continuously variable transmission 20 is operated to “+ MAX”.

  In the low speed mode, if the speed change lever 100 is in the high speed side operation range H, the control means 105 puts the second clutch C2 and the low speed clutch CL into the engaged state based on the detection information from the speed change command detection means 101. When the first clutch C1 and the high speed clutch CH are respectively operated in the disengaged state, and the speed change lever 100 is operated from the intermediate position m toward the highest speed position max, the speed change command detection means 101 and the speed change detection means. On the basis of the detection information obtained by 106, the continuously variable transmission 20 is shifted from “+ MAX” to “−VH”. At this time, based on the detection information from the shift command detection means 101 and the shift detection means 106, the control means 105 moves the continuously variable transmission section 20 to the entire forward rotation speed range SF and the reverse rotation speed range SR. When the speed change operation is performed over the low speed side shift range portion SRL excluding a part of the high speed side SRH and the speed change lever 100 reaches the maximum speed position max, the continuously variable speed change portion 20 is operated to “−VH”. That is, even when the speed change lever 100 reaches the maximum speed position max, the continuously variable transmission portion 20 is not shifted to “−MAX” and is kept in a speed change state of “−VH”, which is lower than “−MAX”.

  When the speed change mode selection means 102 is operated to the high speed position, the control means 105 enters the high speed mode based on the high speed mode command from the speed change mode selection means 102. When the speed change lever 100 is in the low speed side operation range L, the control means 105 puts the first clutch C1 and the high speed clutch CH into the engaged state based on the information detected by the speed change command detection means 101 when the speed change lever 100 is in the low speed operation range L. As the second clutch C2 and the low speed clutch CL are respectively operated in the disengaged state and the shift lever 100 is operated from the neutral position N to the intermediate position m, the shift command detection means 101 and the shift detection means 106 are operated. Based on the detected information, the continuously variable transmission unit 20 is shifted from “−MAX” to “+ MAX”. At this time, on the basis of detection information from the shift command detection means 101 and the shift detection means 106, the control means 105 changes the continuously variable transmission portion 20 to the entire reverse rotation speed range SR and the entire normal rotation speed range SF. When the speed change lever 100 reaches the intermediate position m, the continuously variable transmission 20 is operated to “+ MAX”.

  If the speed change lever 100 is in the high speed side operation range H when the high speed mode is set, the control means 105 puts the second clutch C2 and the high speed clutch CH into the engaged state based on the detection information from the speed change command detection means 101. When the first clutch C1 and the low-speed clutch CL are respectively operated in the disengaged state and the shift lever 100 is operated from the intermediate position m to the highest speed position max, the shift command detection means 101 and the shift detection means On the basis of the detection information obtained by 106, the continuously variable transmission unit 20 is shifted from “+ MAX” to “−HV”. At this time, based on the detection information from the shift command detection means 101 and the shift detection means 106, the control means 105 moves the continuously variable transmission section 20 to the entire forward rotation speed range SF and the reverse rotation speed range SR. When the speed change lever 100 is shifted to the maximum speed position max, the continuously variable transmission 20 is operated to “−VH”. That is, even when the speed change lever 100 reaches the maximum speed position max, the continuously variable transmission portion 20 is not shifted to “−MAX” and is kept in a speed change state of “−VH”, which is lower than “−MAX”.

  The control means 105 detects points T1 and T2 (see FIG. 6) at which the first speed range and the second speed range are switched based on detection information from the continuously variable transmission rotation sensor 108, the vehicle speed sensor 109, and the engine rotation sensor 107. To detect.

  That is, when the tractor is driven, the transmission mode selection means 102 is operated to select the transmission mode, and if the transmission lever 100 is operated in this state, the tractor is brought into the selected transmission mode and the operation position of the transmission lever 100. Drive at the corresponding vehicle speed.

That is, the transmission mode selection means 102 is operated to the low speed position, and the transmission lever 100 is operated from the neutral position N to the intermediate position m. Then, the control means 105 operates the first clutch C1 and the low speed clutch CL in the engaged state based on the mode setting information by the shift mode selection means 102 and the detection information by the shift command detection means 101. Thus, the speed range setting unit C and the sub transmission unit K divide the combined driving force from the planetary transmission unit P into the first speed range of the low speed mode and output it from the output shaft 80. Further, based on the information detected by the shift command detection means 101, the control means 105 shifts the continuously variable transmission 20 from “−MAX” to “+ MAX”. As a result, the output speed as the vehicle speed increases steplessly from “0” to “Vlm”. When the shift lever 100 reaches the intermediate position m, the control means 105 shifts the continuously variable transmission 20 to “+ MAX” and the output speed becomes “Vlm”.
In this state, the shift lever 100 is operated from the intermediate position m toward the maximum speed position max with the shift mode selection means 102 being operated to the low speed position. Then, the control means 105 operates the second clutch C2 and the low speed clutch CL in the engaged state based on the mode setting information by the shift mode selection means 102 and the detection information by the shift command detection means 101. As a result, the speed range setting unit C and the auxiliary transmission unit K divide the combined driving force from the planetary transmission unit P into the two-speed range in the low speed mode and output it from the output shaft 80. Further, based on the information detected by the shift command detection unit 101, the control unit 105 shifts the continuously variable transmission unit 20 from “+ MAX” to “−VH”, and the output speed as the vehicle speed changes from “Vlm” to “Vla”. To steplessly. When the speed change lever 100 reaches the maximum speed position max, the control means 105 shifts the continuously variable transmission 20 to “−VH” and the output speed becomes “Vla”.

  With the shift mode selection means 102 operated to the high speed position, the shift lever 100 is operated from the neutral position N to the intermediate position m. Then, the control means 105 operates the first clutch C1 and the high speed clutch CH in the engaged state based on the mode setting information by the transmission mode selection means 102 and the detection information by the transmission command detection means 101. As a result, the speed range setting unit C and the sub transmission unit K divide the combined driving force from the planetary transmission unit P into the first speed range of the high speed mode and output it from the output shaft 80. Further, based on the information detected by the shift command detection means 101, the control means 105 shifts the continuously variable transmission 20 from “−MAX” to “+ MAX”. As a result, the output speed as the vehicle speed increases steplessly from “0” to “Vhm”. When the shift lever 100 reaches the intermediate position m, the control means 105 shifts the continuously variable transmission 20 to “+ MAX” and the output speed becomes “Vhm”.

  In this state, the shift lever 100 is operated from the intermediate position m toward the maximum speed position max with the shift mode selection means 102 being operated to the high speed position. Then, the control means 105 operates the second clutch C2 and the high speed clutch CH to the engaged state based on the mode setting information by the transmission mode selection means 102 and the detection information by the transmission command detection means 101. As a result, the speed range setting unit C and the sub-transmission unit K divide the combined driving force from the planetary transmission unit P into the two-speed range of the high speed mode and output it from the output shaft 80. Further, based on the information detected by the shift command detection unit 101, the control unit 105 shifts the continuously variable transmission 20 from “+ MAX” to “−VH”, and the output speed as the vehicle speed is changed from “Vhm” to “Vha”. To steplessly. When the speed change lever 100 reaches the maximum speed position max, the control means 105 shifts the continuously variable transmission 20 to “−VH” and the output speed becomes “Vha”.

When the tractor travels in this way, if the forward / reverse lever 103 is operated forward, the control means 105 operates the forward clutch CF in the engaged state based on detection information from the forward / reverse detection means 104. As a result, the forward / reverse rotation switching portion B enters the forward rotation transmission state, and the tractor travels forward.
If the forward / reverse lever 103 is operated to the reverse side, the control means 105 operates the reverse clutch CR in the engaged state based on the detection information by the forward / backward detection means 104. As a result, the forward / reverse rotation switching portion B enters the reverse rotation transmission state, and the tractor travels backward.
When the forward / reverse lever 103 is operated to the neutral position N, the control means 105 operates the forward clutch CF and the reverse clutch CR to be disconnected based on information detected by the forward / reverse detection means 104. As a result, the forward / reverse rotation switching portion B becomes neutral and does not output, and the tractor stops.

  FIG. 8 is a diagram of a traveling transmission device for a tractor equipped with a transmission gear transmission A according to the second embodiment. When comparing the speed change transmission device A according to the second embodiment with the speed change transmission device A according to the first embodiment, the planetary transmission portion P, the speed range setting portion C, the forward / reverse rotation switching portion B, and the sub-transmission portion K. The transmission transmission device A according to the second embodiment is different from the transmission transmission device A according to the first embodiment in a configuration in which the same configuration is provided and a driving force capable of continuously variable transmission is input. Yes. This difference will be described next.

  The speed change transmission apparatus A according to the second embodiment includes an electric motor 110. The planetary transmission unit P inputs the output of the electric motor 110 to the sun gear 31 of the first planetary transmission mechanism P1 through the transmission gear mechanism 112. The planetary transmission unit P inputs the output from the output shaft 1a of the engine 1 to the ring gear 35 of the first planetary transmission mechanism P1 and the carrier 44 of the second planetary transmission mechanism P2 via the main clutch 2. The planetary transmission unit P inputs and combines the driving force of the engine 1 and the driving force of the electric motor 110 and transmits the combined driving force to the speed range setting unit C. By changing the rotation speed of the electric motor 100 steplessly by the driver 113 of the electric motor 110 and switching between the speed range setting unit C and the auxiliary transmission unit K in accordance with this shifting operation, the first embodiment As in the case of the gear transmission A according to the above, the output speed of the output shaft 80 is steplessly changed in the first speed range in the low speed mode or the high speed mode, or is steplessly changed in the second speed range in the low speed mode or the high speed mode. Or

[Another Example]
The object of the present invention can be achieved even if a shift pedal or a shift switch is employed instead of the shift lever 100. Therefore, the speed change lever 100, the speed change pedal, the speed change switch, and the like are collectively referred to as speed change operation means 100.

Diagram of a tractor travel transmission device provided with the transmission gear transmission of the first embodiment Cross section of mission case Cross section of planetary transmission section and speed range setting section Cross section of forward / reverse rotation switching part and auxiliary transmission part Explanatory drawing showing the relationship among speed mode, speed range and clutch operating state Explanatory drawing which shows the relationship between the speed change state of a continuously variable transmission part, a speed range, speed mode, and output speed. Block diagram of the speed change operation unit Diagram of a traveling transmission device for a tractor equipped with a transmission gear transmission according to a second embodiment Diagram of traveling transmission device for tractor equipped with previously developed gear transmission Block diagram of the shift operation unit of the previously developed shift transmission Explanatory drawing which shows the relationship between the speed change state, speed range, speed mode, and output speed of the continuously variable transmission of the previously developed speed change transmission Explanatory drawing which shows the operation state of the clutch of the transmission gearbox developed previously, the relationship between a speed range, and a speed mode.

Explanation of symbols

20 continuously variable transmission unit 80 output rotor 100 shift operation unit 101 shift command detection unit 105 control unit 110 electric motor C speed range setting unit P planetary transmission unit P1, P2, P3 planetary transmission mechanism SR reverse rotation side shift range SF positive Rotational speed range SRH Partial reverse rotational speed range SRL Low speed range

Claims (2)

  1. An infinitely variable transmission unit or an electric motor to which engine driving force is input is provided, and the output of the infinitely variable transmission unit and the engine driving force not subjected to the shifting action by the infinitely variable transmission unit, or the output of the electric motor and the engine A planetary transmission unit that combines driving force with a plurality of planetary transmission mechanisms, a speed range setting unit that divides the combined driving force of the planetary transmission unit into a plurality of speed ranges and transmits it to the output rotating body,
    Detection information by the shift command detecting means for detecting a shift command by the shift operation means, and detection information by the shift command detecting means so that the output rotating body is driven at a rotation speed within a speed range corresponding to the shift command by the shift operation means. A speed change transmission device comprising: a control means for performing a speed change operation on the electric motor or the continuously variable transmission portion and switching the speed range setting portion based on
    The control means;
    When operating the speed range setting unit so that the output rotator is driven in the first speed range, the electric motor or the continuously variable transmission unit is connected to the entire reverse speed output side of the electric motor or the continuously variable transmission side, and the forward rotation output side. Shift operation over the entire shift range at
    When operating the speed range setting unit so that the output rotator is driven in the second speed range, the electric motor or the continuously variable transmission unit is connected to the entire rotation range on the forward rotation output side thereof and the reverse rotation output side. A speed change transmission device configured to perform a speed change operation over a low speed side shift range portion excluding a part on the high speed side of the shift range.
  2.   2. The transmission according to claim 1, wherein the planetary transmission unit is configured such that engine driving force is input in a non-decelerated state.
JP2007035011A 2007-02-15 2007-02-15 Shifting transmission Pending JP2008195334A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP2007035011A JP2008195334A (en) 2007-02-15 2007-02-15 Shifting transmission

Applications Claiming Priority (7)

Application Number Priority Date Filing Date Title
JP2007035011A JP2008195334A (en) 2007-02-15 2007-02-15 Shifting transmission
KR1020117031318A KR101240817B1 (en) 2007-02-05 2007-09-25 Speed change power transmission device
KR1020097002861A KR101143062B1 (en) 2007-02-05 2007-09-25 Speed change power transmission device
PCT/JP2007/068533 WO2008096473A1 (en) 2007-02-05 2007-09-25 Speed change power transmission device
EP20070828350 EP2116407B1 (en) 2007-02-05 2007-09-25 Speed change power transmission device
US12/297,245 US8303448B2 (en) 2007-02-05 2007-09-25 Speed change transmission apparatus
CN 200780031034 CN101505986B (en) 2007-02-05 2007-09-25 Gear shift transmission device

Publications (1)

Publication Number Publication Date
JP2008195334A true JP2008195334A (en) 2008-08-28

Family

ID=39754671

Family Applications (1)

Application Number Title Priority Date Filing Date
JP2007035011A Pending JP2008195334A (en) 2007-02-15 2007-02-15 Shifting transmission

Country Status (1)

Country Link
JP (1) JP2008195334A (en)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102009020402A1 (en) 2008-07-29 2010-02-04 Murakami Corp. Vehicle accessory
DE102009002808A1 (en) * 2009-05-05 2010-11-11 Zf Friedrichshafen Ag Powertrain of a commercial vehicle comprising a continuously variable transmission
US9261182B2 (en) 2011-03-31 2016-02-16 Kubota Corporation Shift power transmission apparatus and travel power transmission device

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102009020402A1 (en) 2008-07-29 2010-02-04 Murakami Corp. Vehicle accessory
DE102009002808A1 (en) * 2009-05-05 2010-11-11 Zf Friedrichshafen Ag Powertrain of a commercial vehicle comprising a continuously variable transmission
US9261182B2 (en) 2011-03-31 2016-02-16 Kubota Corporation Shift power transmission apparatus and travel power transmission device
US9897185B2 (en) 2011-03-31 2018-02-20 Kubota Corporation Shift power transmission apparatus and travel power transmission device
US10113625B2 (en) 2011-03-31 2018-10-30 Kubota Corporation Shift power transmission apparatus and travel power transmission device

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