JP2013019543A - Variable speed transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a variable speed transmission capable of staging engine outputs into a plurality of speed ranges and continuously changing speeds for output at each speed range, in a state in which speed changes between the ranges can be stably performed.SOLUTION: A speed change output unit includes four transmission mechanisms provided across a plurality of output units and output shafts to transmit the driving power of a plurality of output units in a planetary transmission unit to an output shaft of the speed change output unit and to vary the rotation speed of the output shaft, and four clutches provided for the respective four transmission mechanisms. The four clutches comprise a first-speed clutch, a second-speed clutch, a third-speed clutch, and a fourth-speed clutch. A control means is provided for switching the four clutches individually between an on state and an off state so that the driving force is outputted from the output shaft in four different speed ranges, and for performing a speed change operation of a continuously variable transmission unit.

Description

  The present invention relates to a hydrostatic continuously variable transmission portion to which an output of an engine is input, a driving force output from the hydrostatic continuously variable transmission portion, and an engine that is not subjected to a shifting action by the hydrostatic continuously variable transmission portion. A planetary transmission unit configured to combine the driving force with a plurality of planetary transmission mechanisms, and a shift output unit that outputs the combined driving force output from the plurality of output units of the planetary transmission unit in a plurality of speed ranges. The present invention relates to a transmission with a gear.

In the above-described speed change transmission device, the hydrostatic continuously variable transmission unit is operated to change speed, and the gear change output unit is appropriately switched in accordance with this speed change operation, so that the driving force from the engine is in a multi-step speed range. The output is divided into steps and output in a stepless manner within the speed range of each step.
As this type of transmission, a patent application (Japanese Patent Application No. 2005-286073) has been developed first.

FIG. 10 is a diagram of the previously developed transmission 3. As shown in the figure, the previously developed transmission 3 is provided with a hydrostatic continuously variable transmission 20, a planetary transmission 3a, and a transmission output 3b. The planetary transmission unit 3a 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 shifting action by the hydrostatic continuously variable transmission unit 20 is input, and a sun gear to which an output from the hydrostatic continuously variable transmission unit 20 is input. I have. 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 transmission output unit 3b includes a clutch unit C to which the output of the planetary transmission unit 3a is input, and a sub transmission unit 100 to which the output of the clutch unit C is input. The clutch part C includes a first clutch C1 and a second clutch C2 whose input sides are separately connected to a pair of output parts of the planetary transmission part 3a. The auxiliary transmission unit 100 includes a low speed clutch CL and a high speed clutch CH provided between the input shaft and the output shaft of the auxiliary transmission unit 100.

FIG. 11 shows the relationship between the shift state of the hydrostatic continuously variable transmission 20, the speed range, and the output speed of the auxiliary transmission 100 (hereinafter referred to as auxiliary transmission output) in the previously developed transmission 3. It is explanatory drawing which shows. “−MAX” shown in FIG. 11 indicates the maximum speed shift state in the reverse rotation transmission state of the hydrostatic continuously variable transmission portion 20, and “N” indicates the neutral state of the hydrostatic continuously variable transmission portion 20. “+ MAX” indicates the speed change state of the maximum speed in the forward rotation transmission state of the hydrostatic continuously variable transmission 20. FIG. 12 is an explanatory diagram showing the relationship between the speed range and the clutch operating state in the previously developed transmission 3. “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 transmission 3 is as follows.
That is, when the first clutch C1 and the low speed clutch CL are operated in the engaged state and the hydrostatic continuously variable transmission 20 is operated to shift from “−MAX” to “+ MAX”, the transmission 3 is 1 The speed change operation is performed in the speed range, and the rotation speed of the sub-shift output increases continuously from “0”. When the hydrostatic continuously variable transmission 20 is in the “+ MAX” shift state, the rotational speed of the sub-shift output is “B11”. Accordingly, when the second clutch C2 and the low speed clutch CL are operated to be engaged, and the hydrostatic continuously variable transmission 20 is decelerated from “+ MAX”, the transmission 3 is moved to the second speed range. Thus, the gear shift operation is performed, and the rotation speed of the sub-shift output increases steplessly from “B11”. When the hydrostatic continuously variable transmission 20 is in a shift state “A” between “+ MAX” and “N”, the rotational speed of the sub-shift output is “B12”. Accordingly, when the first clutch C1 and the high-speed clutch CH are operated to be engaged, and the hydrostatic continuously variable transmission unit 20 is operated to increase the speed from “A”, the transmission 3 is in the third speed range. At this time, the speed change operation is performed, and the rotation speed of the auxiliary speed change output is increased steplessly from “B12”. When the hydrostatic continuously variable transmission 20 is in the “+ MAX” shift state, the rotation speed of the sub-shift output is “B13”. Accordingly, when the second clutch C2 and the high-speed clutch CH are operated to be engaged, and the hydrostatic continuously variable transmission 20 is operated toward “−MAX”, the transmission 3 is changed to 4 The speed change operation is performed in the speed range, and the rotational speed of the sub-shift output increases steplessly from “B13”. When the hydrostatic continuously variable transmission 20 is in the “−MAX” shift state, the rotation speed of the sub-shift output becomes the maximum speed “B14”.

In the case of the previously developed transmission gearbox, there is a shifting problem that causes power loss or unstable speed change, especially when shifting over the range where the speed stage switches between the 2nd speed range and 3rd speed range. There was a case.
That is, the over-range shift in which the speed range is switched between the second speed range and the third speed range is performed by switching all the clutches from one of the disengaged state and the engaged state to the other. In addition, when the driving load applied to the transmission changes and the load applied to the clutch changes, the clutch is switched at a timing different from the design timing even if the switching operation force with the strength as designed is applied to the clutch. It becomes easy to happen. Further, as the number of clutches to be switched increases, a clutch that switches at a timing different from the design timing is more likely to occur, and a shift in switching timing that occurs between the clutches tends to increase. For this reason, when a shift exceeding the range in which the speed range is switched between the 2nd speed range and the 3rd speed range is performed, each clutch is switched to a predetermined operation state, and the shift output unit displays the 2nd speed range or the 3rd speed range. In the middle of switching to the operation state to be released, a clutch that may be in a disconnected state or a slipped state may occur for a long time. In addition, even when some clutches are switched to a predetermined operation state, other clutches are not yet switched to a predetermined operation state, and the shift output unit is in an operation state in which the 2nd speed range or the 3rd speed range appears. An unstable shifting operation may occur in which an operation state in which the 1st speed range or the 4th speed range is brought out before switching to is performed.

  SUMMARY OF THE INVENTION An object of the present invention is to provide a speed change transmission device that can easily avoid the above-described speed change trouble, while the engine output is divided into a plurality of speed ranges and can be output by shifting steplessly at each speed stage. Is to provide.

The first aspect of the present invention receives a hydrostatic continuously variable transmission portion to which an engine output is input, a driving force output from the hydrostatic continuously variable transmission portion, and a shifting action by the hydrostatic continuously variable transmission portion. A planetary transmission unit that combines a non-engine drive force with a plurality of planetary transmission mechanisms, and a shift output that divides the combined drive force output from the plurality of output units of the planetary transmission unit into a plurality of speed ranges. A transmission device comprising:
The plurality of outputs so that the driving force of the plurality of output units in the planetary transmission unit is transmitted to the output shaft of the transmission output unit and the rotational speed of the output shaft is made different. A plurality of transmission mechanisms provided across the part and the output shaft, and a plurality of clutches provided separately for the plurality of transmission mechanisms.

According to the configuration of the first aspect of the present invention, when the transmission ratios of the plurality of transmission mechanisms are appropriately set, the plurality of clutches are set such that one of the plurality of transmission mechanisms enters the transmission state and the other transmission mechanism enters the transmission cut-off state. Is operated, the shift output unit can be operated so that a predetermined speed range appears.
In other words, for example, when four transmission mechanisms and four clutches are provided so as to obtain a four-speed range, the over-range shift in which the speed range is switched between the first speed range and the second speed range, and the second speed range. Any of a plurality of clutches, even when any over-range shift is performed, such as an over-range shift that switches between the 3-speed range and an over-range shift that switches between the 3-speed range and the 4-speed range. It is only necessary to switch between the two clutches.

  As a result, the engine output can be divided into a plurality of speed ranges and output in a stepless manner at each speed step, and a few clutches can be switched regardless of any range shifting. Shifting is possible, such as being able to run smoothly even if the driving load is easy to change, such as rough terrain, when it is equipped with a driving transmission device, and it is difficult for the power outage and unstable speed change described at the beginning to occur. In addition, it is possible to obtain a transmission gearbox that is rich in output performance.

  According to a second aspect of the present invention, in the configuration of the first aspect of the invention, the output side rotation members of the plurality of clutches are supported by the output shaft of the transmission output unit so as to be integrally rotatable.

  According to the configuration of the second aspect of the invention, the driving load is applied to each clutch from the same output shaft, and even when the driving load changes, it is difficult for the clutch switching timing to vary depending on the clutch.

  As a result, it is possible to obtain a speed change transmission apparatus that is less likely to cause power outage or the unstable speed change described at the beginning, and that has higher speed change and output performance, regardless of which range is shifted.

Diagram of tractor drive transmission Cross section of the shift output section Explanatory drawing which shows the relationship between the operation state of a clutch, and the operation state of a transmission output part. Explanatory drawing which shows the relationship between the speed change state of a continuously variable transmission part, the speed range of a speed change output part, and an output speed. Block diagram of travel control device Diagram of a traveling transmission device provided with the speed change transmission device of the second embodiment Diagram in front view of the planetary transmission section in the speed change transmission device of the second embodiment Explanatory drawing which shows the relationship between the operation state of the clutch in the speed change transmission apparatus of 2nd Example, and the operation state of a transmission output part. Explanatory drawing which shows the relationship between the speed change state of the continuously variable transmission part, the speed range of the speed change output part, and the output speed in the speed change transmission apparatus of the second embodiment. Diagram of previously developed transmission Explanatory drawing which shows the relationship between the speed change state of the continuously variable transmission part of the speed change transmission device developed previously, the speed range of the speed change output part, and the output speed. Explanatory drawing which shows the relationship between the operation state of the clutch of the transmission gearbox developed previously, and the operation state of a transmission output part.

Embodiments of the present invention will be described below with reference to the drawings.
[First Example]
FIG. 1 is a diagram of a transmission 3 according to a first embodiment of the present invention. As shown in this figure, the speed change transmission device 3 according to the first embodiment of the present invention is provided in a travel transmission device provided in a tractor.

The traveling transmission device includes a main clutch 2 to which an output from the output shaft 1a of the engine 1 is input, the transmission transmission device 3 in which an input shaft 21 is linked to the output shaft 2a of the main clutch 2, and the transmission transmission. After the forward / reverse switching device 30 in which the input shaft 31 is linked to the output shaft 70 of the device 3 via the transmission gears 4a and 4b, and after the input gear 5a is linked to the output shaft 32 of the forward / backward switching device 30. The wheel differential mechanism 5, the front wheel output shaft 7 linked to the output shaft 32 of the forward / reverse switching device 30 via transmission gears 6 a and 6 b, and the front wheel output shaft 7 via the transmission shaft 8. The front wheel differential mechanism 9 is coupled to the input shaft 9a.
As shown in FIG. 1, a power take-out shaft 11 provided at the rear part of the transmission case 10 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-out shaft 11 is interlocked with the input shaft 21 of the transmission 3 through the transmission shaft 12, the work clutch 13, the transmission gears 14a and 14b, and the rotation support shaft 15 of the transmission gear 14b. .

  As shown in FIG. 1, the transmission 3 has a hydrostatic continuously variable transmission 20 having a pump shaft that is the input shaft 21 (hereinafter, the input shaft 21 is referred to as a pump shaft 21). (Hereinafter abbreviated as a continuously variable transmission unit 20), a planetary transmission unit 3a having a pair of planetary transmission mechanisms PF and PR, and a transmission output unit 3b having the output shaft 70. is there. The continuously variable transmission unit 20 is provided outside the transmission case 10, and the planetary transmission unit 3a and the transmission output unit 3b, the forward / reverse switching device 30, and the rear wheel differential mechanism 5 are arranged in the transmission case. 10 is provided.

  The continuously variable transmission 20 includes a hydraulic pump 23 having the pump shaft 21 and a hydraulic motor 24 driven by pressure oil from the hydraulic pump 23. The hydraulic pump 23 is composed of an axial plunger type and a variable displacement type hydraulic pump. The hydraulic motor 24 is constituted by an axial plunger type hydraulic motor.

That is, the continuously variable transmission unit 20 inputs the output from the output shaft 1a of the engine 1 to the pump shaft 21 via the main clutch 2, and changes the swash plate angle of the hydraulic pump 23, thereby inputting the engine drive. The force is converted into a driving force in the forward rotation direction and a driving force in the reverse rotation direction, and is steplessly shifted in both the forward rotation direction and the reverse rotation direction and output from the motor shaft 22.

  The planetary transmission unit 3a includes the pair of planetary transmission mechanisms PF and PR that are arranged and supported in the axial direction of the rotation support shaft 40 on the front side portion of a single rotation support shaft 40 facing in the longitudinal direction of the vehicle body. A pair of cylindrical shaft-shaped output portions 41 and 42 each having an inner cylindrical shaft and an outer cylindrical shaft, which have a double cylindrical shaft structure and are externally fitted so as to be relatively rotatable, are provided on the rear side portion of the rotation support shaft 40. Yes.

  Among the pair of planetary transmission mechanisms PF and PR, the front planetary transmission mechanism PF located on the front side of the vehicle body includes a sun gear 50 that is rotatably supported by the rotation support shaft 40 and a sun gear 50 around the sun gear 50. A plurality of planetary gears 51 that are dispersed in the circumferential direction and meshed with the sun gear 50, a carrier 52 that rotatably supports each planetary gear 51, and a ring gear 53 that meshes with each planetary gear 51 with internal teeth. And. The sun gear 50 is interlocked to the motor shaft 22 by the rotary support shaft 40 so as to be integrally rotatable. As a result, the output from the motor shaft 22 of the continuously variable transmission 20 is transmitted to the sun gear 50. The carrier 52 includes the transmission gear 54 that is provided so as to be rotatable integrally with the mounting cylinder portion 52 a of the carrier 52, the transmission gear 55 that meshes with the transmission gear 54, and the rotation that is also used as the rotation support shaft of the transmission gear 55. The pump shaft 21 is interlocked with the support shaft 15. Thereby, the engine driving force transmitted from the output shaft 1a of the engine 1 to the front end side of the pump shaft 21 and output from the rear end side of the pump shaft 21 without being subjected to the speed change action by the continuously variable transmission 20 is generated. It is transmitted to the carrier 52.

  The rear planetary transmission mechanism PR located on the rear side of the vehicle body of the pair of planetary transmission mechanisms PF and PR is an output unit 41 (hereinafter referred to as a first output unit) of the pair of output units 41 and 42 on the inner cylinder shaft side. 41), and a plurality of planetary gears that are distributed in the circumferential direction of the sun gear 60 in the circumferential direction of the sun gear 60 and meshed with the sun gear 60. 61, a carrier 62 that rotatably supports each planetary gear 61, and a ring gear 63 that meshes with each planetary gear 61 with internal teeth. Since the sun gear 60 is supported by the first output unit 41 so as to be integrally rotatable, the sun gear 60 and the first output unit 41 are interlocked so as to be integrally rotatable. The carrier 62 is interlocked to the carrier 52 of the front planetary transmission mechanism PF so as to be integrally rotatable by an interlocking member 64. The ring gear 63 is interlocked to the ring gear 53 of the front planetary transmission mechanism PF so as to be integrally rotatable by an interlocking member 65. The ring gear 63 is linked to a front end portion of the output portion 42 (hereinafter referred to as the second output portion 42) on the outer cylinder shaft side of the pair of output portions 41, 42 so as to be integrally rotatable by an interlocking member 66. Has been.

  That is, the planetary transmission unit 3 a is output from the output shaft 1 a of the engine 1 and is transmitted to the carrier 52 without being subjected to the shifting action by the continuously variable transmission unit 20, and the motor shaft 22 of the continuously variable transmission unit 20. Are combined by the front planetary transmission mechanism PF and the rear planetary transmission mechanism PR, and the combined driving force is output from the first output unit 41 and the second output unit 42.

  FIG. 2 is a cross-sectional view of the shift output unit 3b. As shown in this figure, the transmission output unit 3b includes the output shaft 70, a pair of first transmission mechanisms 71 and 72 provided across the output shaft 70 and the first output unit 41, and the output shaft. 70 and the second output part 42, a pair of second transmission mechanisms 73 and 74, a pair of clutches CL1 and CL2 provided separately for the pair of first transmission mechanisms 71 and 72, and the pair of first transmission mechanisms 71 and 72, respectively. 2 A pair of clutches CL3 and CL4 provided separately to the transmission mechanisms 73 and 74 are provided.

  Each of the first transmission mechanisms 71 and 72 is attached to the output shaft 70 in a state of meshing with the input gears 71a and 72a provided in the first output portion 41 so as to be rotatable integrally with the input gear 71a and 72a. Output gears 71b and 72b. Each of the second transmission mechanisms 73 and 74 is attached to the output shaft 70 in a state of meshing with the input gears 73a and 74a provided so as to be rotatable integrally with the second output portion 42, and with the input gears 73a and 74a. Output gears 73b and 74b. The clutches CL1 to CL4 included in the transmission mechanisms 71 to 74 are provided across the output gears 71b, 72b, 73b, 74b and the output shaft 70. Each of the transmission mechanisms 71 to 74 switches the driving force of the first output unit 41 or the second output unit 42 to the input gears 71a, 72a, 73a, 74a by switching the corresponding clutches CL1 to CL4 to the engaged state. And the output gears 71b, 72b, 73b, 74b are transmitted to the output shaft 70, and the clutches CL1 to CL4 are switched to the disengaged state, whereby the output shaft 70 is switched from the first output portion 41 or the second output portion 42. The transmission to is cut off. The rotation speed of the output shaft 70 when one first transmission mechanism 71 transmits the driving force of the first output unit 41 to the output shaft 70, and the other first transmission mechanism 72 generates the driving force of the first output unit 41. The pair of first transmission mechanisms 71 and 72 have different transmission ratios so as to be higher than the rotational speed of the output shaft 70 when it is transmitted to the output shaft 70. The rotation speed of the output shaft 70 when one second transmission mechanism 73 transmits the driving force of the second output unit 42 to the output shaft 70, and the other second transmission mechanism 74 generates the driving force of the second output unit 42. The pair of second transmission mechanisms 73 and 74 have different transmission ratios so that the rotational speed of the output shaft 70 is lower than the rotational speed when the output shaft 70 is transmitted.

  Hereinafter, the clutch CL1 included in one first transmission mechanism 71 is referred to as a first speed clutch CL1, and the clutch CL2 included in the other first transmission mechanism 72 is referred to as a second speed clutch CL2. The clutch CL3 included in the mechanism 73 is referred to as a third speed clutch CL3, and the clutch CL4 included in the other second transmission mechanism 74 is referred to as a fourth speed clutch CL4.

  FIG. 3 is an explanatory diagram showing the relationship between the operation state of each of the clutches CL1 to CL4 and the speed range as the operation state of the shift output unit 3b. “On” shown in FIG. 3 indicates the engaged state of each of the clutches CL1 to CL4, and “−” indicates the disconnected state of each of the clutches CL1 to CL4. FIG. 4 is an explanatory diagram illustrating the relationship among the speed change state of the continuously variable transmission unit 20, the speed range of the speed change output unit 3b, and the output speed of the output shaft 70 of the speed change output unit 3b. The horizontal axis in FIG. 4 indicates the speed change state of the continuously variable transmission unit 20, and the vertical axis indicates the output speed by the output shaft 70. “-MAX” on the horizontal axis indicates a shift state in which the output speed of the motor shaft 22 of the continuously variable transmission unit 20 is the maximum speed in the reverse rotation direction, and “N” indicates a neutral state of the continuously variable transmission unit 20. “+ MAX” indicates a speed change state in which the output speed of the motor shaft 22 of the continuously variable transmission 20 is the maximum speed in the forward rotation direction. “A1” indicates a shift state between “N” and “+ MAX” of the continuously variable transmission unit 20.

  As shown in these drawings, when the first speed clutch CL1 is operated to be engaged and the second speed clutch CL2, the third speed clutch CL3 and the fourth speed clutch CL4 are operated to be disconnected, the shift output unit 3b is connected to the planetary gear. The combined driving force output from the first output unit 41 and the second output unit 42 of the transmission unit 3a is changed to the driving force in the speed range of the first speed range by the first transmission mechanism 71 and the first speed clutch CL1. Is transmitted to the output shaft 70, and is transmitted from the output shaft 70 to the forward / reverse switching device 30. When the continuously variable transmission unit 20 is shifted from “−MAX” to “+ MAX” in the state in which the planetary transmission unit 3 a is operated in this way, the rotational speed of the output shaft 70 is “0”. The speed increases steplessly. When the continuously variable transmission 20 is in the “+ MAX” shift state, the rotational speed of the output shaft 70 becomes “B1”.

  When the second-speed clutch CL2 is operated to be engaged and the first-speed clutch CL1, the third-speed clutch CL3, and the fourth-speed clutch CL4 are operated to be disengaged, the shift output unit 3b is a first output unit of the planetary transmission unit 3a. 41 and the second output unit 42 are transmitted to the output shaft 70 by the other first transmission mechanism 72 and the second speed clutch CL2 so as to be a driving force in the speed range of the second speed range. The output shaft 70 is transmitted to the forward / reverse switching device 30. When the continuously variable transmission unit 20 is decelerated from “+ MAX” in the state where the transmission output unit 3b is operated in this way, the rotational speed of the output shaft 70 increases steplessly from “B1” accordingly. To do. When the continuously variable transmission unit 20 enters the speed change state at the normal rotation speed “A1”, the rotation speed of the output shaft 70 becomes “B2”.

  When the 3rd speed clutch CL3 is operated to be engaged and the 1st speed clutch CL1, the 2nd speed clutch CL2 and the 4th speed clutch CL4 are operated to be disengaged, the shift output unit 3b is a first output unit of the planetary transmission unit 3a. 41 and the second output unit 42 are transmitted to the output shaft 70 by the second transmission mechanism 73 and the third speed clutch CL3 so as to become a driving force in the speed range of the third speed range. The output shaft 70 is transmitted to the forward / reverse switching device 30. When the continuously variable transmission unit 20 is increased from the normal rotation speed “A1” in the state where the transmission output unit 3b is operated in this way, the rotation speed of the output shaft 70 is changed from “B2” accordingly. Increase speed steplessly. When the continuously variable transmission 20 is in the “+ MAX” shift state, the rotational speed of the output shaft 70 becomes “B3”.

  When the fourth speed clutch CL4 is operated to be engaged and the first speed clutch CL1, the second speed clutch CL2 and the third speed clutch CL3 are operated to be disengaged, the shift output unit 3b is a first output unit of the planetary transmission unit 3a. 41 and the second output unit 42 are transmitted to the output shaft 70 by the other second transmission mechanism 74 and the fourth speed clutch CL4 so as to be a driving force in the speed range of the fourth speed range. The output shaft 70 is transmitted to the forward / reverse switching device 30. When the continuously variable transmission unit 20 is shifted from “+ MAX” to “−MAX” in the state in which the transmission output unit 3b is operated in this way, the rotational speed of the output shaft 70 is changed to “B3”. The speed increases steplessly. When the continuously variable transmission 20 is in the “−MAX” shift state, the rotational speed of the output shaft 70 becomes “B4”.

  As shown in FIG. 1, the forward / reverse switching device 30 includes the input shaft 31 and the output shaft 32, and an input side rotating member is connected to the input shaft 31 via an interlocking member 34 so as to be integrally rotatable. The output side rotating member is coupled to the output shaft 32 via the interlocking member 35 so as to be integrally rotatable, and the input side rotating member is interlocked to the input shaft 31 via the reverse transmission gear mechanism 33. The rotating member includes a reverse clutch CR connected to the output shaft 32 through the interlocking member 35 so as to be integrally rotatable.

  That is, the forward / reverse switching device 30 transmits the driving force of the input shaft 31 to the output shaft 32 via the forward clutch CF by operating the forward clutch CF in the engaged state and the reverse clutch CR in the disconnected state. Go forward. The forward / reverse switching device 30 is operated so that the forward clutch CF is disengaged and the reverse clutch CR is engaged, so that the driving force of the input shaft 31 is output via the reverse transmission gear mechanism 33 and the reverse clutch CR. It will be in a reverse drive state to transmit to 32.

  FIG. 5 is a block diagram of the traveling operation device provided in the tractor. As shown in this figure, the travel operation device is connected to a main transmission lever 80 and a forward / reverse lever 81 provided in a driving portion of the tractor, a shift detection means 82 linked to the main transmission lever 80, and a forward / reverse lever 81. The forward / reverse detection means 83 and the control means 84 linked to the forward / backward detection means 83 and the shift detection means 82 are provided. The control means 84 includes a shift valve 85 for shifting the continuously variable transmission 20, a clutch valve 86 to 89 for switching the clutches CL1 to CL4, a forward valve 90 for switching the forward clutch CF, It is linked with each electromagnetic operation part with the reverse valve 91 which switches the reverse clutch CR. The control unit 84 is linked to a shift state detection unit 92 provided in the continuously variable transmission unit 20.

  The main transmission lever 80 is oscillated in an operation range from the neutral position S1 to the maximum speed position Max. Of the operating range of the main transmission lever 80, the neutral position S1 to the intermediate position C is a low speed range L mainly used during work, and the intermediate position C to the maximum speed position Max is mainly a high speed range H used for traveling. It has become. The forward / reverse lever 81 is switched to a neutral position S2, a forward position F, and a reverse position R.

  The shift detection means 82 is constituted by a rotary potentiometer whose operating portion is linked to the main shift lever 80, detects the operation position where the main shift lever 80 is operated, and outputs the detection result to the control means 84. The forward / reverse detection means 83 is constituted by a rotary potentiometer whose operating part is linked to the forward / reverse lever 81, detects the operation position where the forward / reverse lever 81 is operated, and outputs the detection result to the control means 84. . The shift state detection unit 92 detects the shift state of the continuously variable transmission unit 20 and feeds back the detection result to the control unit 84.

  The control means 84 is configured using a microcomputer, and the rotational speed corresponding to the operation position of the main speed change lever 80 is determined by the speed change transmission device 3 based on the detection information from the speed change detection means 82 and the speed change state detection means 92. So that the continuously variable transmission portion 20 is shifted by operating the speed change valve 85 and the clutch valves 86 to 89 are switched. Switch operation of CL4.

  The control means 84 switches the forward clutch 90 by switching the forward valve 90 so that the forward / reverse switching device 30 is in an operation state corresponding to the operation position of the forward / reverse lever 81 based on the information detected by the forward / reverse detection means 83. The reverse clutch CR is switched by switching the CF and switching the reverse valve 91.

  That is, when the tractor travels, the tractor travels by swinging the main transmission lever 80 from the neutral position S1, and as the operation stroke from the neutral position S1 of the main transmission lever 80 is increased, the traveling speed of the tractor is increased. When the main speed change lever 80 is operated to the maximum speed position Max, the traveling speed of the tractor becomes the maximum speed.

  That is, until the main transmission lever 80 is swung from the neutral position S1 to the setting position La in the low speed range L (hereinafter referred to as the low speed setting position La), the control means 84 moves the first speed clutch CL1. The operation is maintained in the on state, and the transmission 3 is shifted to the first speed range to perform the shifting operation. Further, as the main shift lever 80 is swung from the neutral position S1, the control means 84 shifts the continuously variable transmission 20 from the “−MAX” shift state to the “+ MAX” shift state. Go. Thus, as the main speed change lever 80 is operated from the neutral position S1, the output rotational speed of the output shaft 70 increases steplessly from “0”. When the main transmission lever 80 reaches the low speed setting position La, the output rotation speed of the output shaft 70 becomes “B1”. At this time, the controller 84 switches the first speed clutch CL1 to the disengaged state and the second speed clutch CL2 to the on state, respectively, and the transmission 3 is switched to the second speed range. Thereafter, until the main transmission lever 80 reaches the intermediate position C from the low speed setting position La, the control means 84 maintains the second speed clutch CL2 in the engaged state, and the transmission transmission 3 is maintained in the second speed range. Shifting operation is performed. Further, as the main transmission lever 80 is swung from the low speed setting position La, the control means 84 decelerates the continuously variable transmission 20 from the “+ MAX” shift state toward the normal rotation speed “A1”. Go. As a result, as the main speed change lever 80 is operated from the set low speed position La, the output rotational speed by the output shaft 70 increases steplessly from “B1”. When the main transmission lever 80 reaches the intermediate position C, the output rotation speed of the output shaft 70 becomes “B2”. At this time, the control means 84 switches the second speed clutch CL2 to the disengaged state and the third speed clutch CL3 to the on state, respectively, so that the transmission 3 is switched to the third speed range. Thereafter, the control means 84 maintains the third speed clutch CL3 in the engaged state until the main transmission lever 80 reaches the setting position Ha of the high speed range H from the intermediate position C (hereinafter referred to as the high speed setting position Ha). When operated, the transmission 3 is shifted to the 3rd speed range to perform a shifting operation. Further, as the main transmission lever 80 is swung from the intermediate position C, the control means 84 increases the speed of the continuously variable transmission 20 from the positive rotation speed “A1” to “+ MAX”. As a result, as the main speed change lever 80 is swung from the intermediate position C, the output rotational speed of the output shaft 70 increases steplessly from “B2”. When the main transmission lever 80 reaches the high speed setting position Ha, the output rotation speed of the output shaft 70 becomes “B3”. At this time, the control means 80 switches the third-speed clutch CL3 to the disengaged state and the fourth-speed clutch CL4 to the engaged state, respectively, so that the transmission 3 is switched to the fourth-speed range. Thereafter, until the main transmission lever 80 reaches the maximum speed position Max from the high speed setting position Ha, the control means 84 operates to maintain the fourth speed clutch CL4 in the engaged state, and the transmission 3 is in the fourth speed range. Shifting operation is performed. Further, as the main shift lever 80 is swung from the high speed setting position Ha, the control means 84 shifts the continuously variable transmission 20 from the “+ MAX” shift state to the “−MAX” shift state. To go. As a result, as the main speed change lever 80 is swung from the high speed setting position Ha, the output rotation speed by the output shaft 70 increases steplessly from “B3”. When the main transmission lever 80 reaches the maximum speed position Max, the control means 84 maintains the fourth speed clutch CL4 in the engaged state, the transmission transmission 3 is in the fourth speed range, and the control means 84 is not used. The step shift unit 20 is operated to the “−MAX” shift state. As a result, the output rotation speed of the output shaft 70 becomes the maximum speed “B4”.

When traveling in this way, the forward / reverse lever 81 is operated to the forward position F. Then, the control means 84 operates the forward clutch CF to be engaged and the reverse clutch CR to be disengaged. As a result, the forward / reverse switching device 30 enters the forward state, and the output from the output shaft 70 is transmitted to the rear wheel differential mechanism 5 and the front wheel differential mechanism 9 as the forward drive force, and the tractor travels forward. On the other hand, if the forward / reverse lever 81 is operated to the reverse position R, the control means 84 operates to disengage the forward clutch CF and engage the reverse clutch CR. As a result, the forward / reverse switching device 30 enters the reverse state, and the output from the output shaft 70 is transmitted to the rear wheel differential mechanism 5 and the front wheel differential mechanism 9 as a reverse drive force, and the tractor travels backward.
When the forward / reverse lever 81 is operated to the neutral position S2, the control means 84 switches the forward clutch CF and the reverse clutch CR to the disengaged state. As a result, the forward / reverse switching device 30 is in a neutral state, transmission to the rear wheel differential mechanism 5 and the front wheel differential mechanism 9 is stopped, and the tractor is stopped.

  FIG. 2 shows a cross-sectional structure of each of the clutches CL1 to CL4. As shown in the figure, each of the clutches CL1 to CL4 is supported by the output gear 71b, 72b, 73b, 74b so as to be integrally rotatable with the output gear 71b and the output shaft 70. The output-side rotating member 96 and a multi-plate friction clutch body 97 provided across the output-side rotating member 96 and the input-side rotating member 95 are provided.

  Each of the clutches CL <b> 1 to CL <b> 4 includes a hydraulic piston 98 provided inside the output side rotation member 96. Each hydraulic piston 98 is connected to a corresponding clutch valve among the clutch valves 86 to 89 via an operation oil passage 99 provided inside the output shaft 70.

  That is, each of the clutches CL1 to CL4 is supplied with hydraulic pressure from the clutch valves 86, 87, 88, 89 to the hydraulic piston 98, and is engaged when the hydraulic piston 98 pressurizes the friction clutch body 97. The hydraulic pressure is discharged from the hydraulic piston 98 by 86, 87, 88, and 89, and the friction clutch main body 97 is released from the pressurization by the hydraulic piston 98, so that the cut state is established.

[Second Example]
FIG. 9 is a diagram of the transmission 3 according to the second embodiment of the present invention. As shown in this figure, the speed change transmission device 3 according to the second embodiment of the present invention is installed in a travel transmission device provided in a tractor. The travel transmission device includes a main clutch 2 to which an output from the output shaft 1 a of the engine 1 is input, the shift transmission device 3 to which an output from the main clutch 2 is input, and an output shaft of the transmission transmission device 3. The forward / reverse switching device 30 linked to 70, the rear wheel differential mechanism 5 linked to the output shaft 32 of the forward / backward switching device 30, and the front wheel difference linked to the output shaft 32 of the forward / backward switching device 30. And a moving mechanism 9.

  Comparing the traveling transmission device equipped with the transmission transmission device 3 of the second embodiment with the traveling transmission device equipped with the transmission transmission device 3 of the first embodiment, the main clutch 2 and the forward / reverse switching device 30 are compared. And the rear wheel differential mechanism 5 and the front wheel differential mechanism 9 are equipped with the traveling transmission device equipped with the transmission transmission device 3 of the second embodiment and the transmission transmission device 3 of the first embodiment. The traveling transmission device has the same configuration. In terms of transmitting the output of the transmission 3 to the forward / reverse switching device 30, the traveling transmission equipped with the transmission 3 of the second embodiment and the transmission 3 of the first embodiment are provided. The traveling transmission device has a different configuration. That is, in the traveling transmission device equipped with the transmission gear transmission 3 of the second embodiment, the output shaft 70 of the transmission transmission device 3 and the input shaft 31 of the forward / reverse switching device 30 are connected so as to be integrally rotatable. .

  Next, the transmission 3 of the second embodiment will be described in detail. The transmission 3 of the second embodiment includes a hydrostatic continuously variable transmission 20 (hereinafter abbreviated as a continuously variable transmission 20) positioned on the vehicle body rear side of the main clutch 2, and the continuously variable transmission. The planetary transmission unit 3a located on the vehicle body rear side of the unit 20 and the speed change output unit 3b located on the vehicle body front side of the forward / reverse switching device 30 are provided.

  When comparing the speed change transmission device 3 of the second embodiment with the speed change transmission device 3 of the first embodiment, the speed change transmission device 3 of the second embodiment and The speed change transmission device 3 of one embodiment has the same configuration. In terms of the planetary transmission unit 3a and the transmission output unit 3b, the transmission transmission device 3 of the second embodiment and the transmission transmission device 3 of the first embodiment have different configurations. Next, the planetary transmission unit 3a and the transmission output unit 3b in the transmission device 3 of the second embodiment will be described.

  As shown in FIG. 6, the planetary transmission unit 3 a included in the transmission 3 of the second embodiment includes a pair of planetary transmission mechanisms PF and PR arranged in the longitudinal direction of the vehicle body, and the pair of planetary transmission mechanisms PF and PR. Among them, three output portions 41, 42, 43 are provided on the rear side of the vehicle body of the rear planetary transmission mechanism PR located on the rear side of the vehicle body.

  Of the pair of planetary transmission mechanisms PF and PR, the front planetary transmission mechanism PF located on the front side of the vehicle body includes a sun gear 50 that is rotatably supported by a cylindrical shaft 56 and an outer periphery of the sun gear 50. A plurality of planetary gears 51 that are dispersed in the circumferential direction of the sun gear 50 and meshed with the sun gear 50, a carrier 52 that rotatably supports each planetary gear 51, and meshed with each planetary gear 51 by internal teeth. Ring gear 53.

  Of the pair of planetary transmission mechanisms PF and PR, the rear planetary transmission mechanism PR is dispersed in the circumferential direction of the sun gear 60 around the sun gear 60 that is rotatably supported integrally with the rotation support shaft 67. And a plurality of planetary gears 61 meshed with the sun gear 60, a carrier 62 rotatably supporting each planetary gear 61, and a ring gear 63 meshed with each planetary gear 61 by internal teeth. .

  As shown in FIG. 7, the planetary gear 51 of the front planetary transmission mechanism PF and the planetary transmission mechanism PR of the rear planetary transmission mechanism PR corresponding to each other at a plurality of locations around the sun gears 50 and 60 of the front planetary transmission mechanism PF and the rear planetary transmission mechanism PR. The planetary gear 61 is engaged with the rear end portion of the planetary gear 51 and the front end portion of the planetary gear 61. As shown in FIG. 6, the support shaft 57 that rotatably supports each planetary gear 51 of the front planetary transmission mechanism PF is supported across the carrier 52 of the front planetary transmission mechanism PF and the carrier 62 of the rear planetary transmission mechanism PR. And rotates relative to the carriers 52 and 62. A support shaft 68 that rotatably supports each planetary gear 61 of the rear planetary transmission mechanism PR is supported across the carrier 52 of the front planetary transmission mechanism PF and the carrier 62 of the rear planetary transmission mechanism PR, and each of the carriers 52, 62. Rotates relative to. The rotation support shaft 56 of the sun gear 50 of the front planetary transmission mechanism PF is linked to the motor shaft 22 of the continuously variable transmission unit 20 so as to be integrally rotatable.

  The ring gear 53 of the front planetary transmission mechanism PF includes a rotation interlocking body 58 whose one end is connected to the ring gear 53 so as to be integrally rotatable, and a transmission gear 59a that is rotatably connected to the other end of the rotation interlocking body 58. The gear shaft 59 is linked to the pump shaft 21 via a transmission gear 59b that is rotatably supported integrally with the pump shaft 21 of the continuously variable transmission 20 in a state of meshing with the transmission gear 59a.

  The three output portions 41, 42, 43 are constituted by a shaft body that overlaps with a concentric triple shaft structure so as to be relatively rotatable. The first output part 41 of the three output parts 41, 42, 43 is composed of a cylindrical shaft located on the outermost side of the triple shaft structure, and is connected to the ring gear 63 of the rear planetary transmission mechanism PR via the rotation interlocking body 69. It is connected so that it can rotate integrally. Of the three output portions 41, 42, 43, the second output portion 42 is formed of a cylindrical shaft positioned in the middle of the triple shaft structure, and is connected to the carrier 62 of the rear planetary transmission mechanism PR so as to be integrally rotatable. . Of the three output portions 41, 42, 43, the third output portion 43 is composed of a shaft body located on the innermost side of the triple shaft structure, and rotates integrally with the rotation support shaft 67 of the sun gear 60 of the rear planetary transmission mechanism PR. To do.

  In other words, the planetary transmission unit 3a meshes with the planetary gear 51 of the front planetary transmission mechanism PF and the planetary gear 61 of the rear planetary transmission mechanism PR and rotates together with the planetary gears 51 and 60 maintaining the interlocked state. It is a compound planetary model in which a front planetary transmission mechanism PF and a rear planetary transmission mechanism PR are coupled so as to revolve around the planetary gear. Then, the planetary transmission unit 3 a inputs the driving force of the motor shaft 21 as the engine driving force that is not subjected to the shifting action by the continuously variable transmission unit 20 to the ring gear 53 of the previous planetary transmission mechanism PF, and the pump of the continuously variable transmission unit 20 The output from the shaft 22 is input to the sun gear 50 of the front planetary transmission mechanism PF, and the engine driving force not subjected to the shifting action by the continuously variable transmission unit 20 and the output of the continuously variable transmission unit 20 are transmitted to the rear planetary transmission mechanism PF and the rear. The resultant is combined with the planetary transmission mechanism PR, and this combined driving force is output from the three output units 41, 42, and 43.

  As shown in FIG. 6, the shift output unit 3 b includes the output shaft 70, a first transmission mechanism 71 provided across the output shaft 70 and the first output unit 41, the output shaft 70, and the first output shaft 70. The second transmission mechanism 72 provided across the three output portions 43, the third transmission mechanism 73 provided across the output shaft 70 and the second output portion 42, and the output shaft 70 and the third output portion 43. A fourth transmission mechanism 74 provided, and clutches CL1, CL2, CL3, CL4 provided in the four transmission mechanisms 71, 72, 73, 74 are provided.

  The first transmission mechanism 71 includes an input gear 71a provided to be rotatable integrally with the first output unit 41, and an output gear 71b attached to the output shaft 70 so as to be rotatable relative to the input gear 71a. Configured. The second transmission mechanism 72 includes an input gear 72a provided so as to be integrally rotatable with the third output portion 43, and an output gear 72b attached to the output shaft 70 so as to be relatively rotatable while meshing with the input gear 72a. Configured. The third transmission mechanism 73 includes an input gear 73a that is integrally rotatable with the second output portion 42, and an output gear 73b that is relatively rotatably attached to the output shaft 70 while meshing with the input gear 73a. Configured. The fourth transmission mechanism 74 includes an input gear 74a that is provided so as to be integrally rotatable with the third output portion 43, and an output gear 74b that is rotatably engaged with the output shaft 70 while being engaged with the input gear 74a. Configured.

  The clutches CL1 to CL4 included in each of the transmission mechanisms 71 to 74 are supported by the input side rotation member 95 provided integrally with the output gears 71b, 72b, 73b, and 74b and the output shaft 70 so as to be integrally rotatable. An output-side rotating member 96, a multi-plate friction clutch body 97 provided between the output-side rotating member 96 and the input-side rotating member 95, and a hydraulic piston 98 provided inside the output-side rotating member 96; It is configured with. In each of the clutches CL1 to CL4, a plurality of clutch plates (not shown) of the friction clutch body 97 are pressed by a hydraulic piston 98, whereby the input side rotating member 95 and the output side rotating member 96 are integrated by friction. When the clutch plate of the friction clutch body by the hydraulic piston 98 is released, the input side rotating member 95 and the output side rotating member 96 are disconnected from each other.

  Each of the transmission mechanisms 71 to 74 is operated by switching the clutches CL1 to CL4 included in the transmission mechanisms 71 to 74 to the engaged state, whereby the first output unit 41, the second output unit 42, or the third output unit. 43 is transmitted to the output shaft 70 by the input gears 71a, 72a, 73a, 74a, the output gears 71b, 72b, 73b, 74b and the clutches CL1, CL2, CL3, CL4, and the clutches CL1-CL4 By switching to the cut-off state, transmission from the first output unit 41, the second output unit 42, or the third output unit 43 to the output shaft 70 is cut off.

  The transmission ratios of the transmission mechanisms 71 to 74 are set so that the rotational speeds of the output shaft 70 when the output shaft 70 is driven by the transmission mechanisms 71 to 74 are different as follows. The rotational speed when driven by the second transmission mechanism 72 is faster than the rotational speed when driven by the first transmission mechanism 71. The rotational speed when driven by the third transmission mechanism 73 is faster than the rotational speed when driven by the second transmission mechanism 72. The rotational speed when driven by the fourth transmission mechanism 74 is set to be higher than that when driven by the third transmission mechanism 73.

  FIG. 8 is an explanatory diagram showing the relationship between the operation state of each of the clutches CL1 to CL4 and the speed range as the operation state of the shift output unit 3b. “On” shown in FIG. 8 indicates the engaged state of each of the clutches CL1 to CL4, and “−” indicates the disconnected state of each of the clutches CL1 to CL4. FIG. 9 is an explanatory diagram showing the relationship between the speed change state of the continuously variable transmission unit 20, the speed range of the speed change output unit 3b, and the output speed of the output shaft 70 of the speed change output unit 3b. The horizontal axis in FIG. 9 indicates the speed change state of the continuously variable transmission unit 20, and the vertical axis indicates the output speed by the output shaft 70. “-MAX” on the horizontal axis indicates a shift state in which the output speed of the motor shaft 22 of the continuously variable transmission unit 20 is the maximum speed in the reverse rotation direction, and “N” indicates a neutral state of the continuously variable transmission unit 20. “+ MAX” indicates a speed change state in which the output speed of the motor shaft 22 of the continuously variable transmission 20 is the maximum speed in the forward rotation direction.

  As shown in these drawings, in the speed change transmission device 3 according to the second embodiment, the continuously variable transmission portion 20 is operated to change gears, and each clutch CL1, CL2, CL3, CL4 of the transmission output portion 3b is operated in accordance with this speed change operation. Is appropriately switched so that the driving force from the engine 1 is divided into four speed ranges, and the speed is changed steplessly in each speed range so that the output shaft 70 can change forward and backward. 30.

  That is, when the first speed clutch CL1 is operated to be engaged, and the second speed clutch CL2, the third speed clutch CL3, and the fourth speed clutch CL4 are operated to be disconnected, the shift output unit 3b is connected to the first transmission unit 3a. The combined driving force output from the output unit 41, the second output unit 42, and the third output unit 43 is changed to a driving force in the speed range of the first speed range by the first transmission mechanism 71 and the first speed clutch CL1. This is transmitted to the output shaft 70 and transmitted from the output shaft 70 to the forward / reverse switching device 30. When the continuously variable transmission unit 20 is shifted from “−MAX” to “+ MAX” in the state in which the planetary transmission unit 3 a is operated in this way, the rotational speed of the output shaft 70 is “0”. The speed increases steplessly. When the continuously variable transmission 20 is in the “+ MAX” shift state, the rotational speed of the output shaft 70 becomes “B21”.

  When the second-speed clutch CL2 is operated to be engaged and the first-speed clutch CL1, the third-speed clutch CL3, and the fourth-speed clutch CL4 are operated to be disengaged, the shift output unit 3b is a first output unit of the planetary transmission unit 3a. 41, the second output unit 42, and the third output unit 43 output the output shaft so that the combined drive force becomes a drive force in the speed range of the second speed range by the second transmission mechanism 72 and the second speed clutch CL2. 70, and is transmitted from the output shaft 70 to the forward / reverse switching device 30. When the continuously variable transmission unit 20 is shifted from “+ MAX” to “−MAX” in the state where the transmission output unit 3b is operated in this way, the rotational speed of the output shaft 70 is changed to “B21”. The speed increases steplessly. When the continuously variable transmission 20 is in the “−MAX” shift state, the rotational speed of the output shaft 70 becomes “B22”.

  When the 3rd speed clutch CL3 is operated to be engaged and the 1st speed clutch CL1, the 2nd speed clutch CL2 and the 4th speed clutch CL4 are operated to be disengaged, the shift output unit 3b is a first output unit of the planetary transmission unit 3a. 41, the second output unit 42, and the third output unit 43 output the output shaft so that the combined drive force becomes a drive force in the speed range of the third speed range by the third transmission mechanism 73 and the third speed clutch CL3. 70, and is transmitted from the output shaft 70 to the forward / reverse switching device 30. When the continuously variable transmission unit 20 is shifted from “−MAX” to “+ MAX” in the state where the transmission output unit 3b is operated in this way, the rotational speed of the output shaft 70 is changed to “B22”. The speed increases steplessly. When the continuously variable transmission 20 is in the “+ MAX” shift state, the rotational speed of the output shaft 70 is “B23”.

  When the fourth speed clutch CL4 is operated to be engaged and the first speed clutch CL1, the second speed clutch CL2 and the third speed clutch CL3 are operated to be disengaged, the shift output unit 3b is a first output unit of the planetary transmission unit 3a. 41, the second output unit 42, and the third output unit 43 output the output shaft so that the combined drive force becomes a drive force in the speed range of the fourth speed range by the fourth transmission mechanism 74 and the fourth speed clutch CL4. 70, and is transmitted from the output shaft 70 to the forward / reverse switching device 30. When the continuously variable transmission unit 20 is shifted from “+ MAX” to “−MAX” in the state where the transmission output unit 3b is operated in this way, the rotational speed of the output shaft 70 is “B23”. The speed increases steplessly. When the continuously variable transmission unit 20 enters the “−MAX” speed change state, the rotational speed of the output shaft 70 becomes the maximum speed “B24”.

[Another Example]
Instead of the speed change transmission device of each of the above embodiments, three transmission mechanisms provided across a plurality of output parts of the planetary transmission part and the output shaft of the speed change output part, and three clutches provided separately for each of these three transmission mechanisms The engine output is divided into three speed ranges, and the transmission is output in a stepless manner in each speed range from 1st to 3rd speed, or a plurality of planetary transmission units 5 transmission mechanisms provided across the output section and the output shaft of the transmission output section, and 5 clutches provided separately for each of the 5 transmission mechanisms, and the engine output is divided into five speed ranges, and Even in the case of a gear transmission in which the speed is changed steplessly in each speed range from 1st gear to 5th gear and is divided into a plurality of speed ranges of fewer or more than four stages. Book Akira can be applied.

  Instead of the clutches CL1 to CL4 shown in the above embodiments, a clutch configured to be switched between the on state and the off state by a shift operation of the clutch gear using the synchromesh may be employed. In addition, the object of the present invention can be achieved.

DESCRIPTION OF SYMBOLS 1 Engine 3a Planetary transmission part 3b Shifting output part 20 Hydrostatic continuously variable transmission part 41, 42, 43 Output part 70 Output shaft 71, 72, 73, 74 Transmission mechanism 96 Output side rotation member PF, PR Planetary transmission mechanism CL1, CL2 , CL3, CL4 clutch

  The present invention relates to a hydrostatic continuously variable transmission portion to which an output of an engine is input, a driving force output from the hydrostatic continuously variable transmission portion, and an engine that is not subjected to a shifting action by the hydrostatic continuously variable transmission portion. A planetary transmission unit configured to combine the driving force with a plurality of planetary transmission mechanisms, and a shift output unit that outputs the combined driving force output from the plurality of output units of the planetary transmission unit in a plurality of speed ranges. The present invention relates to a transmission with a gear.

In the above-described speed change transmission device, the hydrostatic continuously variable transmission unit is operated to change speed, and the gear change output unit is appropriately switched in accordance with this speed change operation, so that the driving force from the engine is in a multi-step speed range. The output is divided into steps and output in a stepless manner within the speed range of each step.
As this type of transmission, a patent application (Japanese Patent Application No. 2005-286073) has been developed first.

FIG. 10 is a diagram of the previously developed transmission 3. As shown in the figure, the previously developed transmission 3 is provided with a hydrostatic continuously variable transmission 20, a planetary transmission 3a, and a transmission output 3b. The planetary transmission unit 3a 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 shifting action by the hydrostatic continuously variable transmission unit 20 is input, and a sun gear to which an output from the hydrostatic continuously variable transmission unit 20 is input. I have. 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 transmission output unit 3b includes a clutch unit C to which the output of the planetary transmission unit 3a is input, and a sub transmission unit 100 to which the output of the clutch unit C is input. The clutch part C includes a first clutch C1 and a second clutch C2 whose input sides are separately connected to a pair of output parts of the planetary transmission part 3a. The auxiliary transmission unit 100 includes a low speed clutch CL and a high speed clutch CH provided between the input shaft and the output shaft of the auxiliary transmission unit 100.

FIG. 11 shows the relationship between the shift state of the hydrostatic continuously variable transmission 20, the speed range, and the output speed of the auxiliary transmission 100 (hereinafter referred to as auxiliary transmission output) in the previously developed transmission 3. It is explanatory drawing which shows. “−MAX” shown in FIG. 11 indicates the maximum speed shift state in the reverse rotation transmission state of the hydrostatic continuously variable transmission portion 20, and “N” indicates the neutral state of the hydrostatic continuously variable transmission portion 20. “+ MAX” indicates the speed change state of the maximum speed in the forward rotation transmission state of the hydrostatic continuously variable transmission 20. FIG. 12 is an explanatory diagram showing the relationship between the speed range and the clutch operating state in the previously developed transmission 3. “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 transmission 3 is as follows.
That is, when the first clutch C1 and the low speed clutch CL are operated in the engaged state and the hydrostatic continuously variable transmission 20 is operated to shift from “−MAX” to “+ MAX”, the transmission 3 is 1 The speed change operation is performed in the speed range, and the rotation speed of the sub-shift output increases continuously from “0”. When the hydrostatic continuously variable transmission 20 is in the “+ MAX” shift state, the rotational speed of the sub-shift output is “B11”. Accordingly, when the second clutch C2 and the low speed clutch CL are operated to be engaged, and the hydrostatic continuously variable transmission 20 is decelerated from “+ MAX”, the transmission 3 is moved to the second speed range. Thus, the gear shift operation is performed, and the rotation speed of the sub-shift output increases steplessly from “B11”. When the hydrostatic continuously variable transmission 20 is in a shift state “A” between “+ MAX” and “N”, the rotational speed of the sub-shift output is “B12”. Accordingly, when the first clutch C1 and the high-speed clutch CH are operated to be engaged, and the hydrostatic continuously variable transmission unit 20 is operated to increase the speed from “A”, the transmission 3 is in the third speed range. At this time, the speed change operation is performed, and the rotation speed of the auxiliary speed change output is increased steplessly from “B12”. When the hydrostatic continuously variable transmission 20 is in the “+ MAX” shift state, the rotation speed of the sub-shift output is “B13”. Accordingly, when the second clutch C2 and the high-speed clutch CH are operated to be engaged, and the hydrostatic continuously variable transmission 20 is operated toward “−MAX”, the transmission 3 is changed to 4 The speed change operation is performed in the speed range, and the rotational speed of the sub-shift output increases steplessly from “B13”. When the hydrostatic continuously variable transmission 20 is in the “−MAX” shift state, the rotation speed of the sub-shift output becomes the maximum speed “B14”.

In the case of the previously developed transmission gearbox, there is a shifting problem that causes power loss or unstable speed change, especially when shifting over the range where the speed stage switches between the 2nd speed range and 3rd speed range. There was a case.
That is, the over-range shift in which the speed range is switched between the second speed range and the third speed range is performed by switching all the clutches from one of the disengaged state and the engaged state to the other. In addition, when the driving load applied to the transmission changes and the load applied to the clutch changes, the clutch is switched at a timing different from the design timing even if the switching operation force with the strength as designed is applied to the clutch. It becomes easy to happen. Further, as the number of clutches to be switched increases, a clutch that switches at a timing different from the design timing is more likely to occur, and a shift in switching timing that occurs between the clutches tends to increase. For this reason, when a shift exceeding the range in which the speed range is switched between the 2nd speed range and the 3rd speed range is performed, each clutch is switched to a predetermined operation state, and the shift output unit displays the 2nd speed range or the 3rd speed range. In the middle of switching to the operation state to be released, a clutch that may be in a disconnected state or a slipped state may occur for a long time. In addition, even when some clutches are switched to a predetermined operation state, other clutches are not yet switched to a predetermined operation state, and the shift output unit is in an operation state in which the 2nd speed range or the 3rd speed range appears. An unstable shifting operation may occur in which an operation state in which the 1st speed range or the 4th speed range is brought out before switching to is performed.

  SUMMARY OF THE INVENTION An object of the present invention is to provide a speed change transmission device that can easily avoid the above-described speed change trouble, while the engine output is divided into a plurality of speed ranges and can be output by shifting steplessly at each speed stage. Is to provide.

The first aspect of the present invention receives a hydrostatic continuously variable transmission portion to which an engine output is input, a driving force output from the hydrostatic continuously variable transmission portion, and a shifting action by the hydrostatic continuously variable transmission portion. A planetary transmission unit that combines a non-engine drive force with a plurality of planetary transmission mechanisms, and a shift output that divides the combined drive force output from the plurality of output units of the planetary transmission unit into a plurality of speed ranges. A transmission device comprising a portion ,
The plurality of outputs so that the driving force of the plurality of output units in the planetary transmission unit is transmitted to the output shaft of the transmission output unit and the rotational speed of the output shaft is made different. Four transmission mechanisms provided across the part and the output shaft, and four clutches provided separately for the four transmission mechanisms ,
The four clutches are composed of a first speed clutch, a second speed clutch, a third speed clutch, and a fourth speed clutch,
Control means for shifting the four clutches between a separately engaged state and a disengaged state and shifting the continuously variable transmission unit so as to be divided into four speed ranges and output from the output shaft. ,
The control means includes
In the first speed range, only the first speed clutch of the four clutches is switched to the engaged state so that the output speed of the output shaft increases steplessly, and the continuously variable transmission section is set to the maximum speed in the reverse rotation direction. From the neutral state where the output is stopped, the speed is changed toward the maximum speed in the forward rotation direction.
At the point where the 1st speed range and the 2nd speed range are switched, the 1st speed clutch is switched from the engaged state to the disconnected state and the 2nd speed clutch is switched to the engaged state so that the output speed of the output shaft continuously changes. Shifting the continuously variable transmission unit from the maximum speed in the positive rotation direction to the maximum rotation speed between the maximum speed in the positive rotation direction and the neutral state,
In the second speed range, only the second speed clutch among the four clutches is maintained in the engaged state so that the output speed of the output shaft increases steplessly, and the continuously variable transmission unit is rotated in the forward rotation direction. Shifting from the highest speed to the positive rotation speed,
At the point where the 2nd speed range and the 3rd speed range are switched, the 2nd speed clutch is switched from the engaged state to the disconnected state and the 3rd speed clutch is switched to the engaged state so that the output speed of the output shaft continuously changes. Shifting the continuously variable transmission from the positive rotation speed to the maximum speed in the positive rotation direction,
In the 3rd speed range, only the 3rd speed clutch among the 4 clutches is maintained in the engaged state so that the output speed of the output shaft increases steplessly, and the continuously variable transmission section is rotated forward. Change the speed from the speed to the maximum speed in the forward rotation direction,
At the point where the 3rd speed range and the 4th speed range are switched, the 3rd speed clutch is switched from the engaged state to the disengaged state and the 4th speed clutch is switched to the engaged state so that the output speed of the output shaft continuously changes. Shifting the continuously variable transmission from the highest speed in the forward rotation direction to the highest speed in the reverse rotation direction,
In the four-speed range, only the four-speed clutch among the four clutches is maintained in the engaged state so that the output speed of the output shaft increases steplessly, and the continuously variable transmission unit is moved in the normal rotation direction. The speed is changed from the maximum speed to the maximum speed in the reverse rotation direction.

According to the construction of the first invention, by one of the four transmission mechanism is the transmission containing state, four clutches so that other transmission mechanism is a transmission cut state is operated, four-step speed range The shift output unit can be operated so as to appear.
That is, the range transcending speed change between the velocity range is first speed range and the second speed range, a range transcending speed change between the second speed range and the third speed range, between the third speed range and the fourth speed range When any shift exceeding the range, ie, the shift exceeding the range to be switched, is performed, it is only necessary to switch any two of the four clutches.

As a result, the engine output can be divided into four speed ranges, and the gears can be shifted and output steplessly at each speed step, and a few clutches can be switched regardless of which range shift is performed. Shifting is possible, such as being able to run smoothly even if the driving load is easy to change, such as rough terrain, when it is equipped with a driving transmission device, and it is difficult for the power outage and unstable speed change described at the beginning to occur. In addition, it is possible to obtain a transmission gearbox that is rich in output performance.

Diagram of tractor drive transmission Cross section of the shift output section Explanatory drawing which shows the relationship between the operation state of a clutch, and the operation state of a transmission output part. Explanatory drawing which shows the relationship between the speed change state of a continuously variable transmission part, the speed range of a speed change output part, and an output speed. Block diagram of travel control device Diagram of a traveling transmission device provided with the speed change transmission device of the second embodiment Diagram in front view of the planetary transmission section in the speed change transmission device of the second embodiment Explanatory drawing which shows the relationship between the operation state of the clutch in the speed change transmission apparatus of 2nd Example, and the operation state of a transmission output part. Explanatory drawing which shows the relationship between the speed change state of the continuously variable transmission part, the speed range of the speed change output part, and the output speed in the speed change transmission apparatus of the second embodiment. Diagram of previously developed transmission Explanatory drawing which shows the relationship between the speed change state of the continuously variable transmission part of the speed change transmission device developed previously, the speed range of the speed change output part, and the output speed. Explanatory drawing which shows the relationship between the operation state of the clutch of the transmission gearbox developed previously, and the operation state of a transmission output part.

Embodiments of the present invention will be described below with reference to the drawings.
[First Example]
FIG. 1 is a diagram of a transmission 3 according to a first embodiment of the present invention. As shown in this figure, the speed change transmission device 3 according to the first embodiment of the present invention is provided in a travel transmission device provided in a tractor.

The traveling transmission device includes a main clutch 2 to which an output from the output shaft 1a of the engine 1 is input, the transmission transmission device 3 in which an input shaft 21 is linked to the output shaft 2a of the main clutch 2, and the transmission transmission. After the forward / reverse switching device 30 in which the input shaft 31 is linked to the output shaft 70 of the device 3 via the transmission gears 4a and 4b, and after the input gear 5a is linked to the output shaft 32 of the forward / backward switching device 30. The wheel differential mechanism 5, the front wheel output shaft 7 linked to the output shaft 32 of the forward / reverse switching device 30 via transmission gears 6 a and 6 b, and the front wheel output shaft 7 via the transmission shaft 8. The front wheel differential mechanism 9 is coupled to the input shaft 9a.
As shown in FIG. 1, a power take-out shaft 11 provided at the rear part of the transmission case 10 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-out shaft 11 is interlocked with the input shaft 21 of the transmission 3 through the transmission shaft 12, the work clutch 13, the transmission gears 14a and 14b, and the rotation support shaft 15 of the transmission gear 14b. .

  As shown in FIG. 1, the transmission 3 has a hydrostatic continuously variable transmission 20 having a pump shaft that is the input shaft 21 (hereinafter, the input shaft 21 is referred to as a pump shaft 21). (Hereinafter abbreviated as a continuously variable transmission unit 20), a planetary transmission unit 3a having a pair of planetary transmission mechanisms PF and PR, and a transmission output unit 3b having the output shaft 70. is there. The continuously variable transmission unit 20 is provided outside the transmission case 10, and the planetary transmission unit 3a and the transmission output unit 3b, the forward / reverse switching device 30, and the rear wheel differential mechanism 5 are arranged in the transmission case. 10 is provided.

  The continuously variable transmission 20 includes a hydraulic pump 23 having the pump shaft 21 and a hydraulic motor 24 driven by pressure oil from the hydraulic pump 23. The hydraulic pump 23 is composed of an axial plunger type and a variable displacement type hydraulic pump. The hydraulic motor 24 is constituted by an axial plunger type hydraulic motor.

  That is, the continuously variable transmission unit 20 inputs the output from the output shaft 1a of the engine 1 to the pump shaft 21 via the main clutch 2, and changes the swash plate angle of the hydraulic pump 23, thereby inputting the engine drive. The force is converted into a driving force in the forward rotation direction and a driving force in the reverse rotation direction, and is steplessly shifted in both the forward rotation direction and the reverse rotation direction and output from the motor shaft 22.

  The planetary transmission unit 3a includes the pair of planetary transmission mechanisms PF and PR that are arranged and supported in the axial direction of the rotation support shaft 40 on the front side portion of a single rotation support shaft 40 facing in the longitudinal direction of the vehicle body. A pair of cylindrical shaft-shaped output portions 41 and 42 each having an inner cylindrical shaft and an outer cylindrical shaft, which have a double cylindrical shaft structure and are externally fitted so as to be relatively rotatable, are provided on the rear side portion of the rotation support shaft 40. Yes.

  Among the pair of planetary transmission mechanisms PF and PR, the front planetary transmission mechanism PF located on the front side of the vehicle body includes a sun gear 50 that is rotatably supported by the rotation support shaft 40 and a sun gear 50 around the sun gear 50. A plurality of planetary gears 51 that are dispersed in the circumferential direction and meshed with the sun gear 50, a carrier 52 that rotatably supports each planetary gear 51, and a ring gear 53 that meshes with each planetary gear 51 with internal teeth. And. The sun gear 50 is interlocked to the motor shaft 22 by the rotary support shaft 40 so as to be integrally rotatable. As a result, the output from the motor shaft 22 of the continuously variable transmission 20 is transmitted to the sun gear 50. The carrier 52 includes the transmission gear 54 that is provided so as to be rotatable integrally with the mounting cylinder portion 52 a of the carrier 52, the transmission gear 55 that meshes with the transmission gear 54, and the rotation that is also used as the rotation support shaft of the transmission gear 55. The pump shaft 21 is interlocked with the support shaft 15. Thereby, the engine driving force transmitted from the output shaft 1a of the engine 1 to the front end side of the pump shaft 21 and output from the rear end side of the pump shaft 21 without being subjected to the speed change action by the continuously variable transmission 20 is generated. It is transmitted to the carrier 52.

  The rear planetary transmission mechanism PR located on the rear side of the vehicle body of the pair of planetary transmission mechanisms PF and PR is an output unit 41 (hereinafter referred to as a first output unit) of the pair of output units 41 and 42 on the inner cylinder shaft side. 41), and a plurality of planetary gears that are distributed in the circumferential direction of the sun gear 60 in the circumferential direction of the sun gear 60 and meshed with the sun gear 60. 61, a carrier 62 that rotatably supports each planetary gear 61, and a ring gear 63 that meshes with each planetary gear 61 with internal teeth. Since the sun gear 60 is supported by the first output unit 41 so as to be integrally rotatable, the sun gear 60 and the first output unit 41 are interlocked so as to be integrally rotatable. The carrier 62 is interlocked to the carrier 52 of the front planetary transmission mechanism PF so as to be integrally rotatable by an interlocking member 64. The ring gear 63 is interlocked to the ring gear 53 of the front planetary transmission mechanism PF so as to be integrally rotatable by an interlocking member 65. The ring gear 63 is linked to a front end portion of the output portion 42 (hereinafter referred to as the second output portion 42) on the outer cylinder shaft side of the pair of output portions 41, 42 so as to be integrally rotatable by an interlocking member 66. Has been.

  That is, the planetary transmission unit 3 a is output from the output shaft 1 a of the engine 1 and is transmitted to the carrier 52 without being subjected to the shifting action by the continuously variable transmission unit 20, and the motor shaft 22 of the continuously variable transmission unit 20. Are combined by the front planetary transmission mechanism PF and the rear planetary transmission mechanism PR, and the combined driving force is output from the first output unit 41 and the second output unit 42.

FIG. 2 is a cross-sectional view of the shift output unit 3b. As shown in this figure, the transmission output unit 3b includes the output shaft 70, a pair of first transmission mechanisms 71 and 72 provided across the output shaft 70 and the first output unit 41, and the output shaft. 70 and the second output portion 42, a pair of second transmission mechanisms 73 and 74, a pair of clutches CL1 and CL3 provided separately for the pair of first transmission mechanisms 71 and 72, and the pair of first transmission mechanisms 71 and 72, respectively. 2 A pair of clutches CL2 and CL4 provided separately to the transmission mechanisms 73 and 74 are provided.

  Each of the first transmission mechanisms 71 and 72 is attached to the output shaft 70 in a state of meshing with the input gears 71a and 72a provided in the first output portion 41 so as to be rotatable integrally with the input gear 71a and 72a. Output gears 71b and 72b. Each of the second transmission mechanisms 73 and 74 is attached to the output shaft 70 in a state of meshing with the input gears 73a and 74a provided so as to be rotatable integrally with the second output portion 42, and with the input gears 73a and 74a. Output gears 73b and 74b. The clutches CL1 to CL4 included in the transmission mechanisms 71 to 74 are provided across the output gears 71b, 72b, 73b, 74b and the output shaft 70. Each of the transmission mechanisms 71 to 74 switches the driving force of the first output unit 41 or the second output unit 42 to the input gears 71a, 72a, 73a, 74a by switching the corresponding clutches CL1 to CL4 to the engaged state. And the output gears 71b, 72b, 73b, 74b are transmitted to the output shaft 70, and the clutches CL1 to CL4 are switched to the disengaged state, whereby the output shaft 70 is switched from the first output portion 41 or the second output portion 42. The transmission to is cut off. The rotation speed of the output shaft 70 when one first transmission mechanism 71 transmits the driving force of the first output unit 41 to the output shaft 70, and the other first transmission mechanism 72 generates the driving force of the first output unit 41. The pair of first transmission mechanisms 71 and 72 have different transmission ratios so as to be higher than the rotational speed of the output shaft 70 when it is transmitted to the output shaft 70. The rotation speed of the output shaft 70 when one second transmission mechanism 73 transmits the driving force of the second output unit 42 to the output shaft 70, and the other second transmission mechanism 74 generates the driving force of the second output unit 42. The pair of second transmission mechanisms 73 and 74 have different transmission ratios so that the rotational speed of the output shaft 70 is lower than the rotational speed when the output shaft 70 is transmitted.

In the following, it is referred to the clutch CL3 that one of the first transmission mechanism 71 includes a first speed clutch CL1, the clutch CL1 included in the other first transmission mechanism 72 is referred to as the first speed clutch CL1, the second transmission of one The clutch CL2 provided in the mechanism 73 is referred to as a second speed clutch CL2, and the clutch CL4 provided in the other second transmission mechanism 74 is referred to as a fourth speed clutch CL4.

  FIG. 3 is an explanatory diagram showing the relationship between the operation state of each of the clutches CL1 to CL4 and the speed range as the operation state of the shift output unit 3b. “On” shown in FIG. 3 indicates the engaged state of each of the clutches CL1 to CL4, and “−” indicates the disconnected state of each of the clutches CL1 to CL4. FIG. 4 is an explanatory diagram illustrating the relationship among the speed change state of the continuously variable transmission unit 20, the speed range of the speed change output unit 3b, and the output speed of the output shaft 70 of the speed change output unit 3b. The horizontal axis in FIG. 4 indicates the speed change state of the continuously variable transmission unit 20, and the vertical axis indicates the output speed by the output shaft 70. “-MAX” on the horizontal axis indicates a shift state in which the output speed of the motor shaft 22 of the continuously variable transmission unit 20 is the maximum speed in the reverse rotation direction, and “N” indicates a neutral state of the continuously variable transmission unit 20. “+ MAX” indicates a speed change state in which the output speed of the motor shaft 22 of the continuously variable transmission 20 is the maximum speed in the forward rotation direction. “A1” indicates a shift state between “N” and “+ MAX” of the continuously variable transmission unit 20.

As shown in these drawings, when the first speed clutch CL1 is operated to be engaged and the second speed clutch CL2, the third speed clutch CL3 and the fourth speed clutch CL4 are operated to be disconnected, the shift output unit 3b is connected to the planetary gear. The combined driving force output from the first output unit 41 and the second output unit 42 of the transmission unit 3a is changed to the driving force in the speed range of the first speed range by the other first transmission mechanism 72 and the first speed clutch CL1. Is transmitted to the output shaft 70, and is transmitted from the output shaft 70 to the forward / reverse switching device 30. When the continuously variable transmission unit 20 is shifted from “−MAX” to “+ MAX” in the state in which the planetary transmission unit 3 a is operated in this way, the rotational speed of the output shaft 70 is “0”. The speed increases steplessly. When the continuously variable transmission 20 is in the “+ MAX” shift state, the rotational speed of the output shaft 70 becomes “B1”.

When the second-speed clutch CL2 is operated to be engaged and the first-speed clutch CL1, the third-speed clutch CL3, and the fourth-speed clutch CL4 are operated to be disengaged, the shift output unit 3b is a first output unit of the planetary transmission unit 3a. 41 and the second output unit 42 are transmitted to the output shaft 70 by one second transmission mechanism 73 and the second speed clutch CL2 so as to become a driving force in the speed range of the second speed range. The output shaft 70 is transmitted to the forward / reverse switching device 30. When the continuously variable transmission unit 20 is decelerated from “+ MAX” in the state where the transmission output unit 3b is operated in this way, the rotational speed of the output shaft 70 increases steplessly from “B1” accordingly. To do. When the continuously variable transmission unit 20 enters the speed change state at the normal rotation speed “A1”, the rotation speed of the output shaft 70 becomes “B2”.

When the 3rd speed clutch CL3 is operated to be engaged and the 1st speed clutch CL1, the 2nd speed clutch CL2 and the 4th speed clutch CL4 are operated to be disengaged, the shift output unit 3b is a first output unit of the planetary transmission unit 3a. 41 and the second output unit 42 are transmitted to the output shaft 70 by the first transmission mechanism 71 and the third speed clutch CL3 so as to become a driving force in the speed range of the third speed range. The output shaft 70 is transmitted to the forward / reverse switching device 30. When the continuously variable transmission unit 20 is increased from the normal rotation speed “A1” in the state where the transmission output unit 3b is operated in this way, the rotation speed of the output shaft 70 is changed from “B2” accordingly. Increase speed steplessly. When the continuously variable transmission 20 is in the “+ MAX” shift state, the rotational speed of the output shaft 70 becomes “B3”.

  When the fourth speed clutch CL4 is operated to be engaged and the first speed clutch CL1, the second speed clutch CL2 and the third speed clutch CL3 are operated to be disengaged, the shift output unit 3b is a first output unit of the planetary transmission unit 3a. 41 and the second output unit 42 are transmitted to the output shaft 70 by the other second transmission mechanism 74 and the fourth speed clutch CL4 so as to be a driving force in the speed range of the fourth speed range. The output shaft 70 is transmitted to the forward / reverse switching device 30. When the continuously variable transmission unit 20 is shifted from “+ MAX” to “−MAX” in the state in which the transmission output unit 3b is operated in this way, the rotational speed of the output shaft 70 is changed to “B3”. The speed increases steplessly. When the continuously variable transmission 20 is in the “−MAX” shift state, the rotational speed of the output shaft 70 becomes “B4”.

  As shown in FIG. 1, the forward / reverse switching device 30 includes the input shaft 31 and the output shaft 32, and an input side rotating member is connected to the input shaft 31 via an interlocking member 34 so as to be integrally rotatable. The output side rotating member is coupled to the output shaft 32 via the interlocking member 35 so as to be integrally rotatable, and the input side rotating member is interlocked to the input shaft 31 via the reverse transmission gear mechanism 33. The rotating member includes a reverse clutch CR connected to the output shaft 32 through the interlocking member 35 so as to be integrally rotatable.

  That is, the forward / reverse switching device 30 transmits the driving force of the input shaft 31 to the output shaft 32 via the forward clutch CF by operating the forward clutch CF in the engaged state and the reverse clutch CR in the disconnected state. Go forward. The forward / reverse switching device 30 is operated so that the forward clutch CF is disengaged and the reverse clutch CR is engaged, so that the driving force of the input shaft 31 is output via the reverse transmission gear mechanism 33 and the reverse clutch CR. It will be in a reverse drive state to transmit to 32.

  FIG. 5 is a block diagram of the traveling operation device provided in the tractor. As shown in this figure, the travel operation device is connected to a main transmission lever 80 and a forward / reverse lever 81 provided in a driving portion of the tractor, a shift detection means 82 linked to the main transmission lever 80, and a forward / reverse lever 81. The forward / reverse detection means 83 and the control means 84 linked to the forward / backward detection means 83 and the shift detection means 82 are provided. The control means 84 includes a shift valve 85 for shifting the continuously variable transmission 20, a clutch valve 86 to 89 for switching the clutches CL1 to CL4, a forward valve 90 for switching the forward clutch CF, It is linked with each electromagnetic operation part with the reverse valve 91 which switches the reverse clutch CR. The control unit 84 is linked to a shift state detection unit 92 provided in the continuously variable transmission unit 20.

  The main transmission lever 80 is oscillated in an operation range from the neutral position S1 to the maximum speed position Max. Of the operating range of the main transmission lever 80, the neutral position S1 to the intermediate position C is a low speed range L mainly used during work, and the intermediate position C to the maximum speed position Max is mainly a high speed range H used for traveling. It has become. The forward / reverse lever 81 is switched to a neutral position S2, a forward position F, and a reverse position R.

  The shift detection means 82 is constituted by a rotary potentiometer whose operating portion is linked to the main shift lever 80, detects the operation position where the main shift lever 80 is operated, and outputs the detection result to the control means 84. The forward / reverse detection means 83 is constituted by a rotary potentiometer whose operating part is linked to the forward / reverse lever 81, detects the operation position where the forward / reverse lever 81 is operated, and outputs the detection result to the control means 84. . The shift state detection unit 92 detects the shift state of the continuously variable transmission unit 20 and feeds back the detection result to the control unit 84.

  The control means 84 is configured using a microcomputer, and the rotational speed corresponding to the operation position of the main speed change lever 80 is determined by the speed change transmission device 3 based on the detection information from the speed change detection means 82 and the speed change state detection means 92. So that the continuously variable transmission portion 20 is shifted by operating the speed change valve 85 and the clutch valves 86 to 89 are switched. Switch operation of CL4.

  The control means 84 switches the forward clutch 90 by switching the forward valve 90 so that the forward / reverse switching device 30 is in an operation state corresponding to the operation position of the forward / reverse lever 81 based on the information detected by the forward / reverse detection means 83. The reverse clutch CR is switched by switching the CF and switching the reverse valve 91.

  That is, when the tractor travels, the tractor travels by swinging the main transmission lever 80 from the neutral position S1, and as the operation stroke from the neutral position S1 of the main transmission lever 80 is increased, the traveling speed of the tractor is increased. When the main speed change lever 80 is operated to the maximum speed position Max, the traveling speed of the tractor becomes the maximum speed.

  That is, until the main transmission lever 80 is swung from the neutral position S1 to the setting position La in the low speed range L (hereinafter referred to as the low speed setting position La), the control means 84 moves the first speed clutch CL1. The operation is maintained in the on state, and the transmission 3 is shifted to the first speed range to perform the shifting operation. Further, as the main shift lever 80 is swung from the neutral position S1, the control means 84 shifts the continuously variable transmission 20 from the “−MAX” shift state to the “+ MAX” shift state. Go. Thus, as the main speed change lever 80 is operated from the neutral position S1, the output rotational speed of the output shaft 70 increases steplessly from “0”. When the main transmission lever 80 reaches the low speed setting position La, the output rotation speed of the output shaft 70 becomes “B1”. At this time, the controller 84 switches the first speed clutch CL1 to the disengaged state and the second speed clutch CL2 to the on state, respectively, and the transmission 3 is switched to the second speed range. Thereafter, until the main transmission lever 80 reaches the intermediate position C from the low speed setting position La, the control means 84 maintains the second speed clutch CL2 in the engaged state, and the transmission transmission 3 is maintained in the second speed range. Shifting operation is performed. Further, as the main transmission lever 80 is swung from the low speed setting position La, the control means 84 decelerates the continuously variable transmission 20 from the “+ MAX” shift state toward the normal rotation speed “A1”. Go. As a result, as the main speed change lever 80 is operated from the set low speed position La, the output rotational speed by the output shaft 70 increases steplessly from “B1”. When the main transmission lever 80 reaches the intermediate position C, the output rotation speed of the output shaft 70 becomes “B2”. At this time, the control means 84 switches the second speed clutch CL2 to the disengaged state and the third speed clutch CL3 to the on state, respectively, so that the transmission 3 is switched to the third speed range. Thereafter, the control means 84 maintains the third speed clutch CL3 in the engaged state until the main transmission lever 80 reaches the setting position Ha of the high speed range H from the intermediate position C (hereinafter referred to as the high speed setting position Ha). When operated, the transmission 3 is shifted to the 3rd speed range to perform a shifting operation. Further, as the main transmission lever 80 is swung from the intermediate position C, the control means 84 increases the speed of the continuously variable transmission 20 from the positive rotation speed “A1” to “+ MAX”. As a result, as the main speed change lever 80 is swung from the intermediate position C, the output rotational speed of the output shaft 70 increases steplessly from “B2”. When the main transmission lever 80 reaches the high speed setting position Ha, the output rotation speed of the output shaft 70 becomes “B3”. At this time, the control means 80 switches the third-speed clutch CL3 to the disengaged state and the fourth-speed clutch CL4 to the engaged state, respectively, so that the transmission 3 is switched to the fourth-speed range. Thereafter, until the main transmission lever 80 reaches the maximum speed position Max from the high speed setting position Ha, the control means 84 operates to maintain the fourth speed clutch CL4 in the engaged state, and the transmission 3 is in the fourth speed range. Shifting operation is performed. Further, as the main shift lever 80 is swung from the high speed setting position Ha, the control means 84 shifts the continuously variable transmission 20 from the “+ MAX” shift state to the “−MAX” shift state. To go. As a result, as the main speed change lever 80 is swung from the high speed setting position Ha, the output rotation speed by the output shaft 70 increases steplessly from “B3”. When the main transmission lever 80 reaches the maximum speed position Max, the control means 84 maintains the fourth speed clutch CL4 in the engaged state, the transmission transmission 3 is in the fourth speed range, and the control means 84 is not used. The step shift unit 20 is operated to the “−MAX” shift state. As a result, the output rotation speed of the output shaft 70 becomes the maximum speed “B4”.

When traveling in this way, the forward / reverse lever 81 is operated to the forward position F. Then, the control means 84 operates the forward clutch CF to be engaged and the reverse clutch CR to be disengaged. As a result, the forward / reverse switching device 30 enters the forward state, and the output from the output shaft 70 is transmitted to the rear wheel differential mechanism 5 and the front wheel differential mechanism 9 as the forward drive force, and the tractor travels forward. On the other hand, if the forward / reverse lever 81 is operated to the reverse position R, the control means 84 operates to disengage the forward clutch CF and engage the reverse clutch CR. As a result, the forward / reverse switching device 30 enters the reverse state, and the output from the output shaft 70 is transmitted to the rear wheel differential mechanism 5 and the front wheel differential mechanism 9 as a reverse drive force, and the tractor travels backward.
When the forward / reverse lever 81 is operated to the neutral position S2, the control means 84 switches the forward clutch CF and the reverse clutch CR to the disengaged state. As a result, the forward / reverse switching device 30 is in a neutral state, transmission to the rear wheel differential mechanism 5 and the front wheel differential mechanism 9 is stopped, and the tractor is stopped.

  FIG. 2 shows a cross-sectional structure of each of the clutches CL1 to CL4. As shown in the figure, each of the clutches CL1 to CL4 is supported by the output gear 71b, 72b, 73b, 74b so as to be integrally rotatable with the output gear 71b and the output shaft 70. The output-side rotating member 96 and a multi-plate friction clutch body 97 provided across the output-side rotating member 96 and the input-side rotating member 95 are provided.

  Each of the clutches CL <b> 1 to CL <b> 4 includes a hydraulic piston 98 provided inside the output side rotation member 96. Each hydraulic piston 98 is connected to a corresponding clutch valve among the clutch valves 86 to 89 via an operation oil passage 99 provided inside the output shaft 70.

  That is, each of the clutches CL1 to CL4 is supplied with hydraulic pressure from the clutch valves 86, 87, 88, 89 to the hydraulic piston 98, and is engaged when the hydraulic piston 98 pressurizes the friction clutch body 97. The hydraulic pressure is discharged from the hydraulic piston 98 by 86, 87, 88, and 89, and the friction clutch main body 97 is released from the pressurization by the hydraulic piston 98, so that the cut state is established.

[Second Example]
FIG. 9 is a diagram of the transmission 3 according to the second embodiment as a reference example of the present invention. As shown in this figure, the speed change transmission device 3 according to the second embodiment as a reference example of the present invention is installed in a travel transmission device provided in a tractor. The travel transmission device includes a main clutch 2 to which an output from the output shaft 1 a of the engine 1 is input, the shift transmission device 3 to which an output from the main clutch 2 is input, and an output shaft of the transmission transmission device 3. The forward / reverse switching device 30 linked to 70, the rear wheel differential mechanism 5 linked to the output shaft 32 of the forward / backward switching device 30, and the front wheel difference linked to the output shaft 32 of the forward / backward switching device 30. And a moving mechanism 9.

  Comparing the traveling transmission device equipped with the transmission transmission device 3 of the second embodiment with the traveling transmission device equipped with the transmission transmission device 3 of the first embodiment, the main clutch 2 and the forward / reverse switching device 30 are compared. And the rear wheel differential mechanism 5 and the front wheel differential mechanism 9 are equipped with the traveling transmission device equipped with the transmission transmission device 3 of the second embodiment and the transmission transmission device 3 of the first embodiment. The traveling transmission device has the same configuration. In terms of transmitting the output of the transmission 3 to the forward / reverse switching device 30, the traveling transmission equipped with the transmission 3 of the second embodiment and the transmission 3 of the first embodiment are provided. The traveling transmission device has a different configuration. That is, in the traveling transmission device equipped with the transmission gear transmission 3 of the second embodiment, the output shaft 70 of the transmission transmission device 3 and the input shaft 31 of the forward / reverse switching device 30 are connected so as to be integrally rotatable. .

  Next, the transmission 3 of the second embodiment will be described in detail. The transmission 3 of the second embodiment includes a hydrostatic continuously variable transmission 20 (hereinafter abbreviated as a continuously variable transmission 20) positioned on the vehicle body rear side of the main clutch 2, and the continuously variable transmission. The planetary transmission unit 3a located on the vehicle body rear side of the unit 20 and the speed change output unit 3b located on the vehicle body front side of the forward / reverse switching device 30 are provided.

  When comparing the speed change transmission device 3 of the second embodiment with the speed change transmission device 3 of the first embodiment, the speed change transmission device 3 of the second embodiment and The speed change transmission device 3 of one embodiment has the same configuration. In terms of the planetary transmission unit 3a and the transmission output unit 3b, the transmission transmission device 3 of the second embodiment and the transmission transmission device 3 of the first embodiment have different configurations. Next, the planetary transmission unit 3a and the transmission output unit 3b in the transmission device 3 of the second embodiment will be described.

  As shown in FIG. 6, the planetary transmission unit 3 a included in the transmission 3 of the second embodiment includes a pair of planetary transmission mechanisms PF and PR arranged in the longitudinal direction of the vehicle body, and the pair of planetary transmission mechanisms PF and PR. Among them, three output portions 41, 42, 43 are provided on the rear side of the vehicle body of the rear planetary transmission mechanism PR located on the rear side of the vehicle body.

  Of the pair of planetary transmission mechanisms PF and PR, the front planetary transmission mechanism PF located on the front side of the vehicle body includes a sun gear 50 that is rotatably supported by a cylindrical shaft 56 and an outer periphery of the sun gear 50. A plurality of planetary gears 51 that are dispersed in the circumferential direction of the sun gear 50 and meshed with the sun gear 50, a carrier 52 that rotatably supports each planetary gear 51, and meshed with each planetary gear 51 by internal teeth. Ring gear 53.

  Of the pair of planetary transmission mechanisms PF and PR, the rear planetary transmission mechanism PR is dispersed in the circumferential direction of the sun gear 60 around the sun gear 60 that is rotatably supported integrally with the rotation support shaft 67. And a plurality of planetary gears 61 meshed with the sun gear 60, a carrier 62 rotatably supporting each planetary gear 61, and a ring gear 63 meshed with each planetary gear 61 by internal teeth. .

  As shown in FIG. 7, the planetary gear 51 of the front planetary transmission mechanism PF and the planetary transmission mechanism PR of the rear planetary transmission mechanism PR corresponding to each other at a plurality of locations around the sun gears 50 and 60 of the front planetary transmission mechanism PF and the rear planetary transmission mechanism PR. The planetary gear 61 is engaged with the rear end portion of the planetary gear 51 and the front end portion of the planetary gear 61. As shown in FIG. 6, the support shaft 57 that rotatably supports each planetary gear 51 of the front planetary transmission mechanism PF is supported across the carrier 52 of the front planetary transmission mechanism PF and the carrier 62 of the rear planetary transmission mechanism PR. And rotates relative to the carriers 52 and 62. A support shaft 68 that rotatably supports each planetary gear 61 of the rear planetary transmission mechanism PR is supported across the carrier 52 of the front planetary transmission mechanism PF and the carrier 62 of the rear planetary transmission mechanism PR, and each of the carriers 52, 62. Rotates relative to. The rotation support shaft 56 of the sun gear 50 of the front planetary transmission mechanism PF is linked to the motor shaft 22 of the continuously variable transmission unit 20 so as to be integrally rotatable.

  The ring gear 53 of the front planetary transmission mechanism PF includes a rotation interlocking body 58 whose one end is connected to the ring gear 53 so as to be integrally rotatable, and a transmission gear 59a that is rotatably connected to the other end of the rotation interlocking body 58. The gear shaft 59 is linked to the pump shaft 21 via a transmission gear 59b that is rotatably supported integrally with the pump shaft 21 of the continuously variable transmission 20 in a state of meshing with the transmission gear 59a.

  The three output portions 41, 42, 43 are constituted by a shaft body that overlaps with a concentric triple shaft structure so as to be relatively rotatable. The first output part 41 of the three output parts 41, 42, 43 is composed of a cylindrical shaft located on the outermost side of the triple shaft structure, and is connected to the ring gear 63 of the rear planetary transmission mechanism PR via the rotation interlocking body 69. It is connected so that it can rotate integrally. Of the three output portions 41, 42, 43, the second output portion 42 is formed of a cylindrical shaft positioned in the middle of the triple shaft structure, and is connected to the carrier 62 of the rear planetary transmission mechanism PR so as to be integrally rotatable. . Of the three output portions 41, 42, 43, the third output portion 43 is composed of a shaft body located on the innermost side of the triple shaft structure, and rotates integrally with the rotation support shaft 67 of the sun gear 60 of the rear planetary transmission mechanism PR. To do.

  In other words, the planetary transmission unit 3a meshes with the planetary gear 51 of the front planetary transmission mechanism PF and the planetary gear 61 of the rear planetary transmission mechanism PR and rotates together with the planetary gears 51 and 60 maintaining the interlocked state. It is a compound planetary model in which a front planetary transmission mechanism PF and a rear planetary transmission mechanism PR are coupled so as to revolve around the planetary gear. Then, the planetary transmission unit 3 a inputs the driving force of the motor shaft 21 as the engine driving force that is not subjected to the shifting action by the continuously variable transmission unit 20 to the ring gear 53 of the previous planetary transmission mechanism PF, and the pump of the continuously variable transmission unit 20 The output from the shaft 22 is input to the sun gear 50 of the front planetary transmission mechanism PF, and the engine driving force not subjected to the shifting action by the continuously variable transmission unit 20 and the output of the continuously variable transmission unit 20 are transmitted to the rear planetary transmission mechanism PF and the rear. The resultant is combined with the planetary transmission mechanism PR, and this combined driving force is output from the three output units 41, 42, and 43.

  As shown in FIG. 6, the shift output unit 3 b includes the output shaft 70, a first transmission mechanism 71 provided across the output shaft 70 and the first output unit 41, the output shaft 70, and the first output shaft 70. The second transmission mechanism 72 provided across the three output portions 43, the third transmission mechanism 73 provided across the output shaft 70 and the second output portion 42, and the output shaft 70 and the third output portion 43. A fourth transmission mechanism 74 provided, and clutches CL1, CL2, CL3, CL4 provided in the four transmission mechanisms 71, 72, 73, 74 are provided.

  The first transmission mechanism 71 includes an input gear 71a provided to be rotatable integrally with the first output unit 41, and an output gear 71b attached to the output shaft 70 so as to be rotatable relative to the input gear 71a. Configured. The second transmission mechanism 72 includes an input gear 72a provided so as to be integrally rotatable with the third output portion 43, and an output gear 72b attached to the output shaft 70 so as to be relatively rotatable while meshing with the input gear 72a. Configured. The third transmission mechanism 73 includes an input gear 73a that is integrally rotatable with the second output portion 42, and an output gear 73b that is relatively rotatably attached to the output shaft 70 while meshing with the input gear 73a. Configured. The fourth transmission mechanism 74 includes an input gear 74a that is provided so as to be integrally rotatable with the third output portion 43, and an output gear 74b that is rotatably engaged with the output shaft 70 while being engaged with the input gear 74a. Configured.

  The clutches CL1 to CL4 included in each of the transmission mechanisms 71 to 74 are supported by the input side rotation member 95 provided integrally with the output gears 71b, 72b, 73b, and 74b and the output shaft 70 so as to be integrally rotatable. An output-side rotating member 96, a multi-plate friction clutch body 97 provided between the output-side rotating member 96 and the input-side rotating member 95, and a hydraulic piston 98 provided inside the output-side rotating member 96; It is configured with. In each of the clutches CL1 to CL4, a plurality of clutch plates (not shown) of the friction clutch body 97 are pressed by a hydraulic piston 98, whereby the input side rotating member 95 and the output side rotating member 96 are integrated by friction. When the clutch plate of the friction clutch body by the hydraulic piston 98 is released, the input side rotating member 95 and the output side rotating member 96 are disconnected from each other.

  Each of the transmission mechanisms 71 to 74 is operated by switching the clutches CL1 to CL4 included in the transmission mechanisms 71 to 74 to the engaged state, whereby the first output unit 41, the second output unit 42, or the third output unit. 43 is transmitted to the output shaft 70 by the input gears 71a, 72a, 73a, 74a, the output gears 71b, 72b, 73b, 74b and the clutches CL1, CL2, CL3, CL4, and the clutches CL1-CL4 By switching to the cut-off state, transmission from the first output unit 41, the second output unit 42, or the third output unit 43 to the output shaft 70 is cut off.

Rotational speed of the output shaft 70 when the output shaft 70 is thus driven in the transmission mechanism 71 to 74 is set to the transmission ratio of the transmission mechanism 71 to 74 so as to differ as follows. The rotational speed when driven by the second transmission mechanism 72 is faster than the rotational speed when driven by the first transmission mechanism 71. The rotational speed when driven by the third transmission mechanism 73 is faster than the rotational speed when driven by the second transmission mechanism 72. The rotational speed when driven by the fourth transmission mechanism 74 is set to be higher than that when driven by the third transmission mechanism 73.

  FIG. 8 is an explanatory diagram showing the relationship between the operation state of each of the clutches CL1 to CL4 and the speed range as the operation state of the shift output unit 3b. “On” shown in FIG. 8 indicates the engaged state of each of the clutches CL1 to CL4, and “−” indicates the disconnected state of each of the clutches CL1 to CL4. FIG. 9 is an explanatory diagram showing the relationship between the speed change state of the continuously variable transmission unit 20, the speed range of the speed change output unit 3b, and the output speed of the output shaft 70 of the speed change output unit 3b. The horizontal axis in FIG. 9 indicates the speed change state of the continuously variable transmission unit 20, and the vertical axis indicates the output speed by the output shaft 70. “-MAX” on the horizontal axis indicates a shift state in which the output speed of the motor shaft 22 of the continuously variable transmission unit 20 is the maximum speed in the reverse rotation direction, and “N” indicates a neutral state of the continuously variable transmission unit 20. “+ MAX” indicates a speed change state in which the output speed of the motor shaft 22 of the continuously variable transmission 20 is the maximum speed in the forward rotation direction.

  As shown in these drawings, in the speed change transmission device 3 according to the second embodiment, the continuously variable transmission portion 20 is operated to change gears, and each clutch CL1, CL2, CL3, CL4 of the transmission output portion 3b is operated in accordance with this speed change operation. Is appropriately switched so that the driving force from the engine 1 is divided into four speed ranges, and the speed is changed steplessly in each speed range so that the output shaft 70 can change forward and backward. 30.

  That is, when the first speed clutch CL1 is operated to be engaged, and the second speed clutch CL2, the third speed clutch CL3, and the fourth speed clutch CL4 are operated to be disconnected, the shift output unit 3b is connected to the first transmission unit 3a. The combined driving force output from the output unit 41, the second output unit 42, and the third output unit 43 is changed to a driving force in the speed range of the first speed range by the first transmission mechanism 71 and the first speed clutch CL1. This is transmitted to the output shaft 70 and transmitted from the output shaft 70 to the forward / reverse switching device 30. When the continuously variable transmission unit 20 is shifted from “−MAX” to “+ MAX” in the state in which the planetary transmission unit 3 a is operated in this way, the rotational speed of the output shaft 70 is “0”. The speed increases steplessly. When the continuously variable transmission 20 is in the “+ MAX” shift state, the rotational speed of the output shaft 70 becomes “B21”.

  When the second-speed clutch CL2 is operated to be engaged and the first-speed clutch CL1, the third-speed clutch CL3, and the fourth-speed clutch CL4 are operated to be disengaged, the shift output unit 3b is a first output unit of the planetary transmission unit 3a. 41, the second output unit 42, and the third output unit 43 output the output shaft so that the combined drive force becomes a drive force in the speed range of the second speed range by the second transmission mechanism 72 and the second speed clutch CL2. 70, and is transmitted from the output shaft 70 to the forward / reverse switching device 30. When the continuously variable transmission unit 20 is shifted from “+ MAX” to “−MAX” in the state where the transmission output unit 3b is operated in this way, the rotational speed of the output shaft 70 is changed to “B21”. The speed increases steplessly. When the continuously variable transmission 20 is in the “−MAX” shift state, the rotational speed of the output shaft 70 becomes “B22”.

  When the 3rd speed clutch CL3 is operated to be engaged and the 1st speed clutch CL1, the 2nd speed clutch CL2 and the 4th speed clutch CL4 are operated to be disengaged, the shift output unit 3b is a first output unit of the planetary transmission unit 3a. 41, the second output unit 42, and the third output unit 43 output the output shaft so that the combined drive force becomes a drive force in the speed range of the third speed range by the third transmission mechanism 73 and the third speed clutch CL3. 70, and is transmitted from the output shaft 70 to the forward / reverse switching device 30. When the continuously variable transmission unit 20 is shifted from “−MAX” to “+ MAX” in the state where the transmission output unit 3b is operated in this way, the rotational speed of the output shaft 70 is changed to “B22”. The speed increases steplessly. When the continuously variable transmission 20 is in the “+ MAX” shift state, the rotational speed of the output shaft 70 is “B23”.

  When the fourth speed clutch CL4 is operated to be engaged and the first speed clutch CL1, the second speed clutch CL2 and the third speed clutch CL3 are operated to be disengaged, the shift output unit 3b is a first output unit of the planetary transmission unit 3a. 41, the second output unit 42, and the third output unit 43 output the output shaft so that the combined drive force becomes a drive force in the speed range of the fourth speed range by the fourth transmission mechanism 74 and the fourth speed clutch CL4. 70, and is transmitted from the output shaft 70 to the forward / reverse switching device 30. When the continuously variable transmission unit 20 is shifted from “+ MAX” to “−MAX” in the state where the transmission output unit 3b is operated in this way, the rotational speed of the output shaft 70 is “B23”. The speed increases steplessly. When the continuously variable transmission unit 20 enters the “−MAX” speed change state, the rotational speed of the output shaft 70 becomes the maximum speed “B24”.

[Another Example]
As another reference example, instead of the speed change transmission device of each of the above embodiments, three transmission mechanisms provided across a plurality of output parts of the planetary transmission part and the output shaft of the speed change output part, and these three transmission mechanisms A gear transmission that includes three clutches provided separately, the engine output is divided into three speed ranges, and is output in a stepless manner in each of the first to third speed ranges, or And five transmission mechanisms provided across the plurality of output parts of the planetary transmission part and the output shaft of the transmission output part, and five clutches provided separately to the five transmission mechanisms, respectively, and the engine output has a five-stage speed. It is divided into ranges and is divided into a number of multiple speed ranges with fewer or more than four steps, such as a gear transmission that outputs continuously and continuously in each speed range from 1st to 5th. Speed change It operated device, and the like.

  Instead of the clutches CL1 to CL4 shown in the above embodiments, a clutch configured to be switched between the on state and the off state by a shift operation of the clutch gear using the synchromesh may be employed. In addition, the object of the present invention can be achieved.

DESCRIPTION OF SYMBOLS 1 Engine 3a Planetary transmission part 3b Shifting output part 20 Hydrostatic continuously variable transmission part 41, 42, 43 Output part 70 Output shaft 71, 72, 73, 74 Transmission mechanism 96 Output side rotation member PF, PR Planetary transmission mechanism CL1, CL2 , CL3, CL4 clutch

Claims (1)

A hydrostatic continuously variable transmission unit to which an engine output is input; a driving force output from the hydrostatic continuously variable transmission unit; and an engine driving force not subjected to a shifting action by the hydrostatic continuously variable transmission unit. Shifting comprising a planetary transmission unit that combines by a plurality of planetary transmission mechanisms, and a shift output unit that outputs the combined driving force output from the plurality of output units of the planetary transmission unit in a plurality of speed ranges. A transmission device,
The plurality of outputs so that the driving force of the plurality of output units in the planetary transmission unit is transmitted to the output shaft of the transmission output unit and the rotational speed of the output shaft is made different. Four transmission mechanisms provided across the part and the output shaft, and four clutches provided separately for the four transmission mechanisms,
The four clutches are composed of a first speed clutch, a second speed clutch, a third speed clutch, and a fourth speed clutch,
Control means for shifting the four clutches between a separately engaged state and a disengaged state and shifting the continuously variable transmission unit so as to be divided into four speed ranges and output from the output shaft. ,
The control means includes
In the first speed range, only the first speed clutch of the four clutches is switched to the engaged state so that the output speed of the output shaft increases steplessly, and the continuously variable transmission section is set to the maximum speed in the reverse rotation direction. From the neutral state where the output is stopped, the speed is changed toward the maximum speed in the forward rotation direction.
At the point where the 1st speed range and the 2nd speed range are switched, the 1st speed clutch is switched from the engaged state to the disconnected state and the 2nd speed clutch is switched to the engaged state so that the output speed of the output shaft continuously changes. Shifting the continuously variable transmission unit from the maximum speed in the positive rotation direction to the maximum rotation speed between the maximum speed in the positive rotation direction and the neutral state,
In the second speed range, only the second speed clutch among the four clutches is maintained in the engaged state so that the output speed of the output shaft increases steplessly, and the continuously variable transmission unit is rotated in the forward rotation direction. Shifting from the highest speed to the positive rotation speed,
At the point where the 2nd speed range and the 3rd speed range are switched, the 2nd speed clutch is switched from the engaged state to the disconnected state and the 3rd speed clutch is switched to the engaged state so that the output speed of the output shaft continuously changes. Shifting the continuously variable transmission from the positive rotation speed to the maximum speed in the positive rotation direction,
In the 3rd speed range, only the 3rd speed clutch among the 4 clutches is maintained in the engaged state so that the output speed of the output shaft increases steplessly, and the continuously variable transmission section is rotated forward. Change the speed from the speed to the maximum speed in the forward rotation direction,
At the point where the 3rd speed range and the 4th speed range are switched, the 3rd speed clutch is switched from the engaged state to the disengaged state and the 4th speed clutch is switched to the engaged state so that the output speed of the output shaft continuously changes. Shifting the continuously variable transmission from the highest speed in the forward rotation direction to the highest speed in the reverse rotation direction,
In the four-speed range, only the four-speed clutch among the four clutches is maintained in the engaged state so that the output speed of the output shaft increases steplessly, and the continuously variable transmission unit is moved in the normal rotation direction. A speed change transmission device configured to perform a speed change operation from the highest speed to the highest speed in the reverse rotation direction.

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