JP2011042367A - Shift operation device of continuously variable transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To quickly shift to a vehicle speed zone suitable for the work even if a continuously variable transmission is adopted as a main transmission. <P>SOLUTION: The continuously variable transmission (3) is provided for transmitting rotation of an engine (16) to travelling devices (13, 13). A shift operation device of the continuously variable transmission is composed to select and set one of vehicle speed zones provided to sequentially shift from a low-speed side to a high-speed side of high/low vehicle speeds by first shift operation parts (20, 42), and to accelerate/decelerate within a range of the selected vehicle speed zone by second shift operation parts (21u, 21d, 47u, 47d). <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a hydrostatic continuously variable transmission (HST) that is mounted on various work vehicles and is linked to traveling, and a hydraulic mechanical transmission (HMT) that combines the hydrostatic continuously variable transmission and a mechanical transmission. The present invention relates to a shift operation device in a continuously variable transmission such as the above.

  Conventionally, an agricultural tractor has a configuration in which, for example, an HST is provided to drive a traveling device. However, there is a form in which the HST is used as a main transmission mechanism and a sub-transmission mechanism is provided in addition to the main transmission mechanism. By the way, these main and sub-transmission mechanisms are each configured to be shifted by separate operation levers, and in order to obtain appropriate vehicle speeds while checking the vehicle speed table by different work forms such as plow work, rotary tillage work, etc. It is necessary to operate each operation lever of the main / sub transmission. In JP-A-2-27265, since the vehicle speed at the engine rating of the shift position selected by the shift operation is displayed, the working speed can be easily confirmed and the shift position can be selected accurately. A technique for displaying the vehicle speed is disclosed, and it is possible to easily grasp the vehicle speed, but it is necessary to rely on an operator to determine whether or not the vehicle speed is appropriate.

JP-A-2-27265

  Since a continuously variable transmission is adopted as the main transmission, a fine vehicle speed can be realized, but it is not possible to quickly shift to a vehicle speed range suitable for work.

  In addition, since a continuously variable transmission is configured as the main transmission, the lever operation area is configured to be continuously variable so that a desired vehicle speed can be obtained within the range of forward and backward swinging of the operation lever. There was a hassle to find an appropriate vehicle speed range for each work.

  The present invention is intended to solve the above-mentioned problems, and has taken the following technical means.

  That is, the invention described in claim 1 is provided with a continuously variable transmission (3) that transmits the rotation of the engine (16) to the traveling device (13, 13), and is provided by the first transmission operation unit (20, 42). A vehicle speed range provided so as to shift to a high speed in order from the low speed side of the high and low vehicle speeds is selected and set, and the second speed change operation unit (21u, 21d, 42u, 42d) increases / decreases within the range of the selected vehicle speed range. It is set as the structure of the speed change operation apparatus of the continuously variable transmission comprised so.

  The invention according to claim 2 is provided with main and auxiliary transmissions (40, 41) for transmitting the rotation of the engine (16) to the travel device (13, 13), and the main transmission (40) is a continuously variable transmission. The sub-transmission (41) is a stepped transmission that is gear-linked, and has a vehicle speed range in which the entire speed range formed by the main / sub-transmissions (40, 41) is set to a plurality. The vehicle is divided, and one of the plurality of vehicle speed zones is selected and set by the first shift operation unit (42), and the second shift operation unit (42u, 42d) accelerates or decelerates within the range of the selected vehicle speed zone. It is set as the structure of the speed change operation apparatus of the comprised continuously variable transmission.

  According to the configuration of the first and second aspects, the operator can narrow down the necessary shift stage by first setting the desired vehicle speed range by the first shift operation unit, and then the operation of the second shift operation unit. To obtain a desired shift state.

According to a third aspect of the present invention, in the configurations of the first and second aspects, the first speed change operation portion is configured as a lever (20, 42) that performs a speed change operation along the lever guide (24, 43). The second speed change operation unit is configured by an increase / decrease switch (21u, 21d, 47u, 47d) provided in the grip operation part of the first speed change operation unit (20, 42).
As described above, when the required speed range is selected at the first speed change operation unit, the lever operation is performed with the airframe stopped, and after the airframe is started, based on the increase / decrease switch operation of the second speed change operation unit. A desired shift state can be obtained.

  According to a fourth aspect of the present invention, in the third aspect, the speed of the continuously variable transmission (3, 40) by operating the increase / decrease switch (21u, 21d, 47u, 47d) of the second speed change operation unit is a predetermined speed. Set for each stage. Therefore, if the vehicle speed zone is selected while adopting the continuously variable transmission, the subsequent detailed setting can be set stepwise, and the transition to the predetermined step is smooth.

  According to a fifth aspect of the present invention, in the fourth aspect, the vehicle speed zone selected and set is set to a plurality of vehicle speed zones for a work mode and a single road traveling mode, and among these, an increase in the vehicle speed zone for the work mode is set.・ Speed change by decelerating switch operation (21u, 21d, 47u, 47d) is set to a predetermined step, and gear change by increasing / decelerating switch (21u, 21d, 47u, 47d) operation in the road speed mode is stepless. Configure for configuration. With this configuration, it is possible to quickly set the vehicle speed from among a plurality of vehicle speed zones by the first speed change operation tool in the work mode, while it is possible to set the vehicle speed that is very fine to match the skill level of the operator in the road running mode. And convenient.

  According to the first or second aspect of the invention, the operator can narrow down the required gear stage by first setting the desired vehicle speed range by the first shift operation section (20, 42), and then A desired speed change state can be obtained by operating the second speed change operation unit (21u, 21d, 47u, 47d), and if the operation using the first speed change operation tool is performed, adjustment over the entire area of the continuously variable transmission can be limited. The desired vehicle speed can be obtained quickly and easily.

  According to the third aspect of the present invention, when the necessary speed range is selected with the first speed change operation tool, the lever operation is performed with the airframe stopped, and after the airframe is started, the second speed change operation tool is increased. A desired shift state is obtained based on the operation of the deceleration switch (21u, 21d, 47u, 47d), and the shift operation can be performed with a single lever gripping operation, thereby improving operability.

  In the fourth aspect of the present invention, when the vehicle speed zone is selected while adopting the continuously variable transmission, the subsequent detailed setting can be set stepwise, so that the transition to the predetermined step becomes smooth.

  According to the fifth aspect of the present invention, in the work mode, the vehicle speed can be quickly set from among a plurality of vehicle speed zones by the first speed change operation unit (20, 42), while in the on-road driving mode, it matches the skill level of the operator. Extremely fine vehicle speed settings are possible, improving operability.

Tractor side view Outline illustration of the main part Side view of operation part of hydrostatic continuously variable transmission Same as above Rear view Vehicle speed-shift position relationship graph (A), graph showing an example of vehicle speed zone (B) Plan view showing an example of a lever guide Control block diagram Outline explanatory diagram of main parts showing different examples Vehicle speed-shift position relationship graph (A), graph showing an example of vehicle speed range (B) Plan view showing another example of lever guide Control block diagram flowchart

  Embodiments of the present invention will be specifically described below with reference to the drawings.

  The agricultural tractor 10 has a configuration in which a working machine such as a rotary cultivator outside the figure is attached to the rear part of the vehicle. As shown in FIGS. 1 and 2, a pair of left and right front wheels 12, 12 are attached to the front part of the body frame 11. The left and right rear wheels 13 and 13 are respectively mounted on the rear part. The steering seat 14 is disposed near the rear portion of the vehicle body frame 11, and a steering handle 15 is provided at a front position thereof so as to be steerable.

  The engine 16 is mounted on the front part of the vehicle body frame 11, and a hydrostatic continuously variable transmission 3 described later is installed in the intermediate transmission case 17, and the left and right rear wheels are connected via a differential mechanism 19 in the rear transmission case 18. 13 is driven.

  Next, the hydrostatic continuously variable transmission 3 will be described.

  First, the hydrostatic continuously variable transmission 3 is composed of a hydraulic pump and a hydraulic motor, one hydraulic pump is connected to the engine 16 so as to be able to transmit, and the other hydraulic motor is rotated to the differential mechanism 19 of the transmission case 18. It is connected and configured to output power.

  Then, when the swash plate is adjusted by operating the trunnion shaft 7 on the pump side while circulating the hydraulic oil from the hydraulic pump to the hydraulic motor, the hydrostatic continuously variable transmission 3 is changed and adjusted. The reverse rotation can be switched and the acceleration / deceleration can be adjusted.

  The hydrostatic continuously variable transmission 3 configured as described above is provided in the intermediate transmission case 17 as shown in FIGS. 1 to 3, and the rotational power is input to the rear transmission case 18 as described above. It is said. The mounting base 4 is formed in a single plate shape as shown in the drawing, and is arranged in the vertical direction at a position away from the hydrostatic continuously variable transmission 3 and the intermediate transmission case 17. The intermediate transmission case 17 is supported by a plurality of mounting bolts 30.

  As shown in FIGS. 3 to 5, the control motor 5 is attached to the base 4 so as to be positioned inside the mounting base 4, that is, between the mounting base 4 and the intermediate transmission case 17. The operation device 6 includes an operation shaft 6a and an operation gear 6b. The operation shaft 6a passes through the mounting base 4 and is supported by a bearing, and one side (inner side) is connected to the control motor 5 so as to be capable of transmission. The operation gear 6b is pivotally attached to the other (outside).

  As shown in the drawing, the trunnion shaft 7 extends outward from the hydrostatic continuously variable transmission 3, extends through the mounting base 4 and extends outside the base 4, and supports the bearing. The transmission gear 7a is attached to the shaft. In this case, the trunnion shaft 7 is provided by bearing on the mounting base 4 while maintaining a parallel state with the operation shaft 6a on the control motor 5 side, and the transmission gear 7a having a large diameter at the tip is replaced with a small-diameter operation gear of the operation shaft 6a. The operating force output from the control motor 5 is transmitted to the trunnion shaft 7.

  The control motor 5 has a setting angle θ of the angle setting unit 22 composed of a potentiometer that is set in conjunction with the operation lever 20 and the increase / decrease switches 21u and 21d arranged in the vicinity of the cockpit. The trunnion shaft 7 is interlocked and configured to rotate from the neutral position to the highest speed side based on the change over the range of θm. Reference numeral 23 denotes a forward / reverse switching switch disposed in the vicinity of the operation lever 20, which is provided so as to be switchable between the forward side and the reverse side, and similarly controls the rotation of the control motor 5.

  The operation lever 20 and the increase / decrease switches 21u and 21d indicate first and second speed change operation units, and the control unit 25 is configured to rotationally drive the control motor 5 based on these setting input signals. That is, the setting angle θ of the angle setting device 22 is a vehicle speed band of road traveling HH including super low speed work LL, low speed work L, medium speed work M, high speed work H, and high speed work from low speed to large speed. Is selected in advance (FIG. 5). These vehicle speed zones can be selected by performing a selection operation along the lever guide 24 set in advance with the operation lever 20 as the first speed change operation unit. As examples of work in each vehicle speed band, trencher and bank coating work are typical in the ultra-low speed work area, rotary tilling work in the low speed work area, scraping work in the medium speed work area, and plow work in the high speed work area. In addition, among the vehicle speed bands, the vehicle speed zones LL, L, M, and H are overlapped with each other to give a range to the selected vehicle speed.

  The lever guide 24 is configured in a substantially linear manner, and the vehicle speed zone is arranged so as to shift in order from the low speed side of the high and low vehicle speeds. Further, the lever guide 24 is provided with a straight operation transition portion and an operation transition portion having a step 24a, and in particular, a step 24a is provided at a portion where the work vehicle speed band H is shifted to the road traveling vehicle speed band HH, so that the lever guide 24 cannot be shifted at once. In this way, misoperation is prevented. In addition, a step 24b is provided between the low-speed work vehicle speed zone and the medium-speed work vehicle speed zone in the work vehicle speed zone to achieve the same effect.

  In the vehicle speed band set by the selection of the operation lever 20, the step-by-step operation is performed by operating the increase / decrease switches 21u and 21d, which are the second speed change operation units disposed in the grip 20a of the operation lever 20. It is a possible configuration. That is, even if the setting angle θ does not change by pressing the increase / decrease switch 21u or 21d, the control motor 5 is rotated by a preset unit, and within a range of the five high and low vehicle speed zones, a predetermined number of steps are set. It is possible to perform an increase / decrease operation. The number of steps that can be increased or decreased for each vehicle speed range is changed.

  When the road running HH is selected from the set vehicle speed band, the gear shifts in conjunction with the accelerator operation. In accordance with the accelerator operation such as the operation of an accelerator pedal or a manual accelerator lever, the number of shift stages is automatically changed to high or low. The control unit 25 detects the position of the operation lever 20 in the on-road vehicle speed range, and the accelerator sensor 26 detects the accelerator state. By inputting detection, it is determined whether or not an increase / decrease speed change is necessary, and the speed is increased or decreased to a predetermined level. This range of acceleration / deceleration may be based on the unit speed set by the increase / decrease switches 21u, 21d, or may be configured to be set more finely and steplessly. If comprised in this way, it will be very convenient by speed-change control as needed based on accelerator operation.

  In the shift control by the accelerator sensor 26 or the like, when a brake operation of the airframe is detected, the vehicle speed is controlled to be zero regardless of the set vehicle speed band HH for road travel. Further, when the vehicle body is started by continuing the setting of the vehicle speed band HH for traveling on the road, the shift control is performed so as to obtain a predetermined speed V1 set in advance. Here, the specified speed V1 is provided at a speed stage where the traveling torque can be transmitted to advance.

  In addition, the control unit 25 has the following functions. When a work vehicle speed other than road driving is selected among the operations to the vehicle speed band by the operation lever 20, the cumulative use time Σtn of the number of shift stages by the second shift operation in each vehicle speed band LL, L, M, H is calculated. Remember. When the vehicle speed band is selected and set next time, the gear position having the longest accumulated use time Σtn is adopted. If comprised in this way, the operability will be improved by eliminating the inconvenience of setting the appropriate number of gears each time.

  Next, the case of a work vehicle including a main / sub transmission as a transmission will be described. In the above embodiment, the hydrostatic continuously variable transmission alone can be set to a plurality of vehicle speed bands. However, the hydrostatic continuously variable transmission 3 is the main transmission 40 and is stepped (for example, two steps). The same applies to the case where the auxiliary transmission apparatus is configured. That is, the sub-transmission device 41 is configured to shift to high and low two stages. By the continuously variable transmission between the auxiliary transmission 41 and the main transmission 40, the vehicle speed shown in the shift position-vehicle speed relationship graph of FIG. 9A can be obtained. The range of the vehicle speeds represented by these two is set, and can be divided and switched to super low speed lll, low speed l, medium speed m, high speed h, and road traveling speed hh. The configuration can be switched along the guide 43.

  The sub-transmission device 41 is configured so that the high / low speed change is performed by the expansion / contraction operation of the cylinder mechanism 44 in response to the switching signal from the control unit 25, and the switching control is performed by the switching valve 45 that switches the oil path by the input of the high / low switching signal. It is a configuration. The input of the high / low control switching signal is based on a command signal from the control unit 25, and is based on each of the shift position sensors 46a, 46b, 46c, 46d and 46e provided for each lever guide 43. At the time of the high / low switching, the main clutch is configured as a hydraulic clutch, and the clutch is temporarily switched off to automatically switch to high or low.

  When the shift operation lever 42 is operated and the shift position sensor 46a is turned on, the super-low speed vehicle speed band 11 can be selected, the sub shift is automatically set to a low state, and the main shift is set in a preset range. Can be shifted by the increase / decrease switches 47u and 47d provided on the grip 42a of the shift operation lever 42. Similarly, when the shift position sensor 46b is turned on, the sub-shift is automatically set to a low state, and the main shift can be set within the range l. Subsequently, when the shift position sensor 46c is turned on, the sub-shift is automatically switched to high, and the main shift is increased or decelerated within the range m. The sensor 46d has the sub-shift height, the main shift has the range h, the sensor 46e has the sub-shift height, and the main shift. Can be shifted within the range hh.

  As described above, the sub-shift is automatically set to an appropriate shift position based on the setting of the shift operation lever 42, and the main shift is configured to be able to increase / decrease within a preset aptitude range. In addition, by corresponding to road running, the target work speed or road running speed can be obtained easily and easily by operating the increase / decrease speed change switches 47u and 47d of the grip portion 42a.

  In the second embodiment in which the main / sub-transmission devices 40, 41 are provided and the vehicle speed band is set in a composite manner, the increase / decrease switch 21u of the first embodiment is used for the configuration for increasing / decreasing the main transmission 40. , 21d, the configuration is such that the angle of the control motor 5 is set. That is, when any one of the shift position sensors 46a to 46e is turned on, the set speed ranges 11 to hh are selected, and the control motor 5 is rotated so that the speed can be changed to an increase / decrease speed corresponding to this range.

  The speed change lever 42 and the increase / decrease speed change switches 47u and 47d in the second embodiment can be shifted in a combined set speed range, that is, in the vehicle speed bands 11 to hh. The lever guide 43 in this example involves front and rear and left and right operations, and the guide portion is concentrated in the left half when the low sub-shift is selected and set, and concentrated in the right half when the sub-shift is set high. As a structure to perform, the speed is set to increase from the front side toward the front side. In this way, by aligning the high / low switching of the sub-shift, it is possible to align the high speed side on one side and the low speed side to the other side for the layout of the operation system without causing an erroneous operation. is there.

  In the second embodiment, the main shift may be configured so that it can be shifted stepwise, or may be a steplessly variable mode. Further, as in the first embodiment, the accumulated time of the used gear stage is stored for each working speed of the gear shift operation lever, and the operation can be improved by adopting this at the next gear stage.

  In the second embodiment, when the sub-shift is switched between high and low, the power shift mechanism is configured such that a hydraulic clutch is interposed at each shift stage. This configuration is convenient because it is not necessary to perform the clutch pedal disengagement operation, and it is not necessary to disengage the main clutch one by one as described above. Instead of the power shift, a hydraulic clutch may be interposed in the transmission system, and a high and low speed change may be made without requiring the main clutch disengaging operation.

  FIG. 12 shows an example of the main shift control when the sub-shift is shifted to a high or low without the main clutch disengaging operation. When the accumulated time Σtn of the previous work is stored and the shift operation lever 42 is operated at the shift position (step 101), the accumulated time of each main shift stage at the previous shift position is called (step 102), and the longest time Shift position, that is, memory shift position is selected (step 103). Here, under the condition that the speed of the main transmission is higher and the sub-shift is shifted to the higher speed (steps 104 and 105), the main speed is not shifted and is left in the same position (step 107). In the case of shifting with a so-called no-clutch, when the vehicle speed changes to the deceleration side, there is a sense of incongruity, but this is solved.

  In FIG. 12, when it is determined that there is an operation depending on whether or not the clutch pedal is operated (step 106), since it is regarded as a shift to a specific work, a shift (memory shift) corresponding to the accumulated time Σtn is switched. (Step 108). When the sub-shift is switched to low at step 105, if the post-shift vehicle speed is set higher than the pre-shift vehicle speed (step 109), the main shift remains unchanged and the clutch pedal operation is performed when there is no clutch pedal operation. When there is, the control motor rotation control is performed and the shift control is performed. Similarly, when it is determined at step 109 that the post-shift vehicle speed is low (step 110).

  Reference numeral 35 denotes a trunnion sensor, which is attached below the trunnion shaft 7 and detects the rotational angle position of the trunnion shaft 7 as shown in FIGS. In other words, an L-shaped pin 35a provided integrally with the trunnion shaft 7 is engaged with an engagement portion 35c extending from the potentiometer 35b side and having a U-shaped tip, and the angle change of the trunnion shaft 7 is linked to the potentiometer 35b. It is. The neutral return state is confirmed based on the detection result of the trunnion sensor 35.

  Reference numeral 36 denotes a neutral arm, which extends upward from the trunnion shaft 7 as shown in FIG. A pin 36a is projected from the upper part of the neutral arm 36, and left and right operating rods 37L and 37R formed with elongated holes 38 and 38 having the same length are engaged with each other. As shown in FIG. 1, the operating rods 37L and 37R are configured to be connected to the brake pedal 40 via operation wires 39L and 39R connected to the end portions.

  Since it is configured as described above, when the brake pedal 40 is not operated, the neutral arm 36 can rotate following the transmission gear 7a within the range allowed by the long holes 38, 38, while the brake pedal 40 is When it is stepped on, it can be forcibly returned to the neutral position, so that the safety of the hydrostatic continuously variable transmission 3 can be ensured even if the control motor 5 fails.

3 continuously variable transmission 13 rear wheel (travel device)
16 Engine 20 First transmission operation unit 40 Main transmission 41 Sub transmission 42 First transmission operation unit 21u, 21d Second transmission operation unit 47u, 47d Second transmission operation unit

Claims (5)

A continuously variable transmission (3) that transmits the rotation of the engine (16) to the travel device (13, 13) is provided, and the first shift operation unit (20, 42) sequentially shifts from a low speed side to a high speed side. The speed change operation of the continuously variable transmission configured to select and set the vehicle speed range provided in this way and to increase and decrease the speed within the range of the selected vehicle speed range by the second speed change operation unit (21u, 21d, 47u, 47d) apparatus. A main / sub-transmission device (40, 41) for transmitting the rotation of the engine (16) to the traveling device (13, 13) is provided. The main transmission (40) is configured as a continuously variable transmission and the sub-transmission device (41). ) Is configured as a geared stepped transmission, and is divided into a plurality of vehicle speed zones in which the entire transmission vehicle speed range formed by the main and auxiliary transmissions (40, 41) is set to a plurality of first transmission operation parts ( 42) The variable speed operation of the continuously variable transmission configured to select and set one of the plurality of vehicle speed zones by the second speed change operation unit (42u, 42d) within the range of the selected vehicle speed range. apparatus. The first shift operation unit is configured as a lever (20, 42) that performs a shift operation along the lever guide (24, 43), and the second shift operation unit is a grip operation unit of the first shift operation unit (20, 42). The speed change operation device for a continuously variable transmission according to claim 1 or 2, comprising an increase / decrease switch (21u, 21d, 47u, 47d) provided in the step. The speed change of the continuously variable transmission (3, 40) by operating the increase / decrease switch (21u, 21d, 47u, 47d) of the second speed change operation unit is set for each predetermined speed stage. A gear shifting operation device for a step transmission. The vehicle speed zone to be selected and set is set to a plurality of work mode vehicle speed zones and a single road travel mode, and among these, by the increase / decrease switch operation (21u, 21d, 47u, 47d) in the work mode vehicle speed zone 5. The continuously variable transmission according to claim 4, wherein the shift is set to a predetermined step, and the shift by operating the increase / decrease switch (21u, 21d, 47u, 47d) in the vehicle speed zone in the road traveling mode can be set steplessly. Gear shift operation device.

Images