JP4038619B2 - Power vehicle transmission - Google Patents

Description

The present invention relates to a transmission provided in a powered vehicle such as a tractor, and the main transmission can be switched by a no-clutch operation.

2. Description of the Related Art A power vehicle such as a tractor is known that has a so-called power shift device in which a transmission unit is configured by a hydraulic transmission. This power shift device performs gear shifting without operating the main clutch, and is usually employed in a main transmission device disposed at the rear of transmission of the main clutch.

Further, a sub-transmission device that is mechanically operated is provided at the rear of the transmission. In general, in the case of a tractor, both the main transmission and the sub-transmission are configured to perform a four-stage shift, and the forward / reverse switching device provided on the front side or the rear side of these transmissions is appropriately switched. Thus, it is configured to be able to shift 16 forward speeds and 16 reverse speeds.
Japanese Patent Laid-Open No. 8-128529

By the way, in the conventional device as described above, the main transmission and the sub-transmission device are configured to be switched by an operation lever or a push button switch. However, the main transmission and the sub-transmission device are independent of each other. Therefore, when one is operated, the other transmission does not automatically switch accordingly. Therefore, when the sub-transmission is operated, the vehicle speed changes greatly unless the main transmission is also operated at the same time. There was a case too.

In order to prevent this, the applicant of the present invention has proposed in the past that the main transmission can be switched at the same time when the sub-transmission is operated. Since the shift switching pattern (transition position) of the main transmission is always constant, and there is no limit to the number of gears, an unfamiliar operator is warped and hesitates to use.

The present invention is proposed in view of the above-mentioned problems, and aims to obtain an automatic transmission that is easy to operate and can obtain an appropriate vehicle speed according to the work purpose. Took appropriate measures.
That is, a stepped main transmission (9), a stepped subtransmission (10), and a hydraulic clutch device (11) are provided. When the main transmission (9) is shifted, a control controller ( 35) In a transmission for a powered vehicle in which the hydraulic clutch device (11) is returned to a neutral state in accordance with a command from 35) and the main transmission (9) is shifted, the main transmission (9) The shift position is increased / decreased by pressing the switches (16, 17) provided on the grip of the shift lever (12), and the shift position of the auxiliary transmission (10) is switched by the shift operation of the shift lever (12). A switchable main shift position corresponding to the shift position of the sub-transmission device (10) and the shift position of the sub-transmission device (10) by changing the vehicle setting mode. And before Switching means for changing the main transmission position when switching the gear position at the subtransmission device (10) (50) is provided, is set to road position said switching means (50), switchable gear stage full speed thereby configured to be set in a part of the successive gear stages of stages, said switching means (50) is set on the road travel position, and the main transmission when switching the gear position of the subtransmission device (10) The main transmission position at which the device (9) automatically switches can be arbitrarily changed to provide a transmission for a powered vehicle.

As described above, the present invention includes the stepped main transmission (9), the stepped auxiliary transmission (10), and the hydraulic clutch device (11), and when the main transmission (9) is shifted, In the transmission for a powered vehicle, the main transmission (9) can be shifted by returning the hydraulic clutch device (11) to a neutral state according to a command from a controller (35) for control. The speed change position of the device (9) is increased or decreased by pushing a switch (16, 17) provided in the grip portion of the speed change lever (12), and the speed change position of the auxiliary speed change device (10) is changed to the speed change lever (12). The shift operation of the sub-transmission device (10) and the shift position corresponding to the shift position of the sub-transmission device (10) are changed by changing the setting mode of the vehicle. Possible lord Speed position and provided the switching means for changing the main transmission position when switching the shift position of the auxiliary transmission (10) (50), a setting of road position said switching means (50), switchable gear with stage is configured to be set in a part of the successive gear stages of the total gear stage, said switching means (50) is set on the road travel position, and switches the shift position of the auxiliary transmission device (10) The main transmission (9) is automatically changed so that the main transmission position can be arbitrarily changed. Thus, the transmission is a transmission for a powered vehicle. As a result, an easy-to-use transmission was obtained.
Further, when the switching means (50) is set to the road traveling position, the switchable shift speed is set to a part of continuous shift speeds among all the gear speeds, and the switching means (50) is traveled on the road. Since the main transmission position (9) can be arbitrarily changed when the main transmission position (9) is automatically switched when the shift position of the auxiliary transmission (10) is switched, the main transmission (9) Although it is automatically shifted to a preset shift position, it is possible to cope with an unfamiliar person by changing this to a lower speed.

  Embodiments of the present invention will be described below with reference to the drawings. First, from the configuration, 1 is a tractor, 2 is a front wheel, and 3 is a rear wheel. An engine 4 is mounted at the front of the tractor 1 body, and a clutch housing 6 housing a main clutch 5 and a transmission case 8 housing a transmission are connected to the rear of the engine 4. In the mission case 8, a synchromesh main transmission 9 capable of four-speed shifting, a synchromesh auxiliary transmission 10 capable of four-speed shifting, and a hydraulic pressure for changing the traveling direction of the aircraft. A switching type forward / reverse switching device 11 is provided in series in the front-rear direction. The hydraulic clutch 13 of the forward / reverse switching device 11 includes a forward (F) side hydraulic clutch 13a and a reverse (R) side hydraulic clutch 13b.

  The combination of the main transmission 9 and the sub-transmission 10 is configured so that the number of 16 shift stages as shown in the table of FIG. The main transmission 9 and the sub-transmission 10 are operated by a single transmission lever 12, and the arm of the transmission lever 12 has an H-shaped transmission guide next to the cockpit 14 as shown in FIG. Fifteen guide grooves 15a are inserted. When the auxiliary transmission 10 is switched, the clutch pedal 7 is depressed and the main clutch 5 is disengaged before shifting. That is, if the shift lever 12 is moved back and forth or left and right along the shift guide groove 15a after the main clutch 5 is disengaged, high speed (H speed), low speed (L speed), medium speed (M speed), ultra low speed ( (LL speed) of 4 speeds. Instead of the main clutch 5, the hydraulic clutch 13 of the forward / reverse switching device 11 may be disengaged for shifting.

  Further, the handle portion of the speed change lever 12 is provided with a push button type speed change switch 16 for speed increase and a speed change speed change switch 17. For example, when the speed change speed change switch 16 is pressed, the first speed to the fourth speed is achieved. When the speed change gear switch 17 is pushed down, the gear shift switch 17 is shifted down from the fourth speed to the first speed side. Thus, the main transmission 9 is moved to the first speed by appropriately operating the speed change switches 16 and 17 as described above. To 4th speed.

  In this case, the main speed change operation is performed by a no-clutch operation. When the main speed change device 9 is switched by pressing the speed change switches 16 and 17 of the speed change lever 12, first, the forward / reverse switching device 11 is switched. The hydraulic clutch 13 is switched to a neutral state, and then piston rods 33 and 34 as actuators for operating the shifters 31 and 32 of the main transmission 9 are forcibly moved in the longitudinal direction of the shaft by hydraulic pressure (see FIG. 4). When it is electrically detected that the shifters 31 and 32 have reached a predetermined shift position, the hydraulic clutch 13 of the forward / reverse switching device 11 is connected again. These switching operations are controlled by a controller 35 described later.

Further, a work mode setting dial 50 for setting a work mode is provided behind the speed change guide 15, and a shift pattern can be selected by appropriately operating the work mode setting dial 50. In other words, the work mode setting dial 50 can be switched between four shift modes of “standard position”, “crank position”, “rotary position”, and “road running position”, and the work mode setting dial 50 can be operated. For example, the shift pattern of the main transmission 9 during the sub-shift operation is changed.

  FIG. 5 is a block diagram for explaining the relationship between the controller 35 constituting the control system, input means composed of sensors and switches, and output means such as a solenoid. The controller 35 includes solenoids 37, 38, 39, and 40 for switching the solenoid valves 18 and 19 for operating the shifters 31 and 32 of the main transmission 9, and a solenoid valve 22 for switching the hydraulic clutch 13 of the forward / reverse switching device 11. Are connected to a proportional solenoid 47 for controlling the pressure reducing proportional pressure reducing valve 45 of the forward / reverse switching device 11. The proportional solenoid 47 controls the timing of connecting the hydraulic clutch 13 by changing the duty ratio of the pulse current. Specifically, when the hydraulic clutch 13 is connected, although not shown in the drawing, in order to quickly move the piston to the target position at the initial stage of connection, only 100% duty is set for a short time (50 to 100 msec is set as the initial time). A pulse current is allowed to flow, and then the pulse current value is once lowered to lower the pressure, and the duty ratio of the pulse current is gradually increased to smoothly connect the clutch.

  In FIG. 5, reference numeral 48 is a monitor lamp, and 49 is a position sensor that detects the position of a shifter that operates the main transmission 9. The controller 35 includes a rotation sensor 52 that detects the rotation speed of the engine 4, a wheel rotation sensor 53 that detects the rotation speed of the rear wheel 3, a FR switch 54 provided on the forward / reverse switching lever 30, Position sensors 20 and 21 for detecting the shift position of the auxiliary transmission 10, a buzzer 55 as an alarm device, a check switch 56 that is pressed when switching to an inspection mode for confirming the operation state of each sensor, and for supplying power to each part The main key switch 57 and the work mode setting dial 50 are connected.

  In the storage device (ROM) of the controller 35, a program for automatic transmission of the main transmission 9 is written. That is, when the work mode setting dial 50 is switched to the “standard position”, a 16-speed shift as shown in the shift speed table of FIG. 6 becomes possible, and when the auxiliary transmission 10 is switched to the 1-speed increase side, the main transmission 9 is always shifted down to the first speed, and on the contrary, when the auxiliary transmission 10 is decelerated one step, the main transmission 9 is always shifted up to the fourth speed.

  When the work mode setting dial 50 is set to the “pitch position”, as shown in FIG. 7, a six-speed shift is possible. When the sub-transmission device 10 is at the L speed, the main transmission 9 is always the fourth speed, and the sub-transmission device. When 10 is H speed, the main transmission 9 is always in first speed, and only when the auxiliary transmission 10 is at M speed, a four-stage main transmission operation is possible. Also in this case, when the auxiliary transmission 10 is increased by one step, the main transmission 9 becomes the first speed, and conversely, when the auxiliary transmission 10 is reduced by one step, the main transmission 9 becomes the fourth speed.

  When the work mode setting dial 50 is switched to the “rotary position”, seven speeds can be changed as shown in FIG. When the sub-transmission 10 is at LL speed, the main transmission 9 is only in the second speed of the third speed and the fourth speed, and when the sub-transmission 10 is at the M speed, the main transmission 9 is set to the first speed and the speed is increased further. It is configured not to be able to. In this case, switching of the main transmission 9 accompanying the sub-shift operation is the same as in the above case.

  When the work mode setting dial 50 is switched to the “road running position”, a five-speed shift can be performed as shown in FIG. In this case, the main transmission 9 is fixed at the fourth speed when the sub-transmission 10 is at the M speed, and the main transmission 9 is configured to be able to switch between four stages when the sub-transmission 10 is at the H speed. In this embodiment, when the auxiliary transmission 10 is changed from the M speed to the H speed, the main transmission 9 is always set to the third speed.

  As described above, according to the above-described embodiment, it is possible to select a shift pattern that is most suitable for the working conditions, and it is possible to definitely perform a shift operation of the aircraft even if it is an inexperienced person. In the above embodiment, when the auxiliary transmission 10 is operated, the shift position of the main transmission 9 to be changed in accordance with the operation is fixed. Depending on the skill level, the main shift switching pattern of the main transmission 9 may be arbitrarily rewritten. Hereinafter, a rewriting method in such a case will be briefly described.

  FIG. 10 shows a configuration for rewriting, and a non-volatile memory 60 (an electrically rewritable EEPROM) storing a main shift switching pattern is mounted on the controller 35a. The controller 35a is provided with a communication port 59. An external communication device 62 (microcomputer checker) having a CPU is connected to the communication port 59, and communication is performed between the controller 35a on the unit side and the external communication device 62. While changing the shift pattern of the main transmission 9. In addition to the function of checking various setting devices and sensors, the external communication device 62 can rewrite program constants, reference values, and the like stored in the nonvolatile memory 60.

  For example, in the above-mentioned example, at the “road running position”, the main transmission 9 is automatically shifted to the third speed when the auxiliary transmission 10 is switched from the M speed to the H speed. If it is a person, it may be rewritten so that the speed is 1st. Specifically, an A pattern for selecting the 3rd speed and a B pattern for the 1st speed are prepared on the IC card 58 on the external communication device 62 side. The checker 62 is connected to perform pattern change processing while communicating with each other. FIG. 11 illustrates a state in which communication is performed between the machine-side controller 35a and the microcomputer checker 62. The machine-side controller 35a reads the rewrite contents on the microcomputer checker 62 side, and rewrite information. If there is (information from the A pattern to the B pattern), the nonvolatile memory 60 of the main unit controller 35a is rewritten.

  Such a shift pattern change setting is normally performed when the tractor is shipped, but a service person may arbitrarily rewrite the tractor according to a request from a user in the market. FIG. 13 illustrates another mechanism of the tractor 1 described in the above embodiment. The tractor 1 has only one brake pedal 70, and the rear wheel brake device 74 is braked while looking at the steering angle of the steering handle 72.

  For this reason, an analog sensor 75 is provided at each of the rotation base of the brake pedal 70 and the rotation base of the steering handle 72, and detects the depression amount of the brake pedal 70 and the steering angle of the steering handle 72. If the steering handle 72 is steered in either the left or right direction with the brake pedal 70 lightly depressed, the brake device 74 on the steered side is activated, and when the brake pedal 70 is depressed greatly, the steering handle 72 is steered. The left and right brake devices 74 are configured to work simultaneously regardless of the angle. In FIG. 14, reference numeral 80 is a hydraulic pump, 81 is an on-off valve, and 82 is an oil passage switching valve. When the solenoid 83 is excited, the on-off valve 81 is switched to the open side, and the oil passage switching valve 82 is switched to the left oil chamber by exciting the solenoid 84, and the left brake device 74L is activated. When the right solenoid 85 is excited, the right oil chamber is switched to the right brake device 74R. When the brake pedal 70 is depressed greatly, the on-off valve 81 operates to the open side, and the oil passage switching valve 82 is held at the neutral position. For this reason, the tractor 1 can stop the airframe by operating the left and right brake devices 74. When turning, the oil path switching valve 82 is switched in either the left or right direction, and when the brake pedal 70 is depressed, the on-off valve 81 is switched to the open side. Due to the configuration as described above, the number of brake pedals 70 is reduced from the conventional two to one, so that the cost is reduced, and it is necessary to consider at all times that attention should be paid to connecting the left and right brake pedals when traveling on the road. Because there is no, operation becomes easy.

It is the whole tractor side view. It is a top view of a tractor. It is a power transmission diagram. It is a hydraulic circuit diagram of a forward / reverse switching device and a main transmission. It is a control block diagram. It is a table explaining the number of shift stages at the standard time. It is the table | surface explaining the gear stage number at the time of shaving. It is the table | surface explaining the gear stage number at the time of rotary. It is the table | surface explaining the gear stage number at the time of driving | running | working on a road. It is a control block diagram. It is a flowchart. It is a flowchart. It is a sectional side view of the principal part. It is a hydraulic circuit diagram.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Tractor 2 Front wheel 3 Rear wheel 4 Engine 9 Main transmission 10 Sub transmission 11 Forward / reverse switching device 12 Shift lever 50 Work mode setting dial (switching means)

Claims (1)

A stepped main transmission (9), a stepped subtransmission (10), and a hydraulic clutch device (11) are provided. When the main transmission (9) is shifted, a controller (35) for control is provided. In the transmission of a powered vehicle in which the hydraulic clutch device (11) is returned to the neutral state by the command from the vehicle so that the main transmission (9) is shifted, the shift position of the main transmission (9) Is increased / decreased by pressing the switches (16, 17) provided on the gripping portion of the transmission lever (12), and the shift position of the auxiliary transmission (10) is switched by the shift operation of the transmission lever (12). In addition, by changing the setting mode of the vehicle, the switchable shift position of the subtransmission (10), the switchable main shift position corresponding to the shift position of the subtransmission (10), and the Minor change Device (10) switching means (50) to change the main shift position when switching the shift position of the provided, setting road position said switching means (50), switchable gear stages of all shift stages thereby configured to be set in a part of the successive gear stages of out, the switching means (50) is set on the road travel position, and the main transmission when switching the shift position of the sub transmission (10) ( 9) A transmission for a powered vehicle, characterized in that the main shift position at which the automatic switching is performed can be arbitrarily changed.

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