JPH0241669B2 - - Google Patents

Info

Publication number
JPH0241669B2
JPH0241669B2 JP57195133A JP19513382A JPH0241669B2 JP H0241669 B2 JPH0241669 B2 JP H0241669B2 JP 57195133 A JP57195133 A JP 57195133A JP 19513382 A JP19513382 A JP 19513382A JP H0241669 B2 JPH0241669 B2 JP H0241669B2
Authority
JP
Japan
Prior art keywords
gear
transmission mechanism
shift
shaft
gear transmission
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
JP57195133A
Other languages
Japanese (ja)
Other versions
JPS5983853A (en
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed filed Critical
Priority to JP57195133A priority Critical patent/JPS5983853A/en
Priority to GB08315043A priority patent/GB2129385B/en
Priority to US06/501,486 priority patent/US4637269A/en
Priority to FR8310339A priority patent/FR2530198B1/en
Publication of JPS5983853A publication Critical patent/JPS5983853A/en
Publication of JPH0241669B2 publication Critical patent/JPH0241669B2/ja
Granted legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/02—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of clutch
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/06—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing
    • B60K17/08—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing of mechanical type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/28—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or type of power take-off
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/085—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with more than one output shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/04—Combinations of toothed gearings only
    • F16H37/042—Combinations of toothed gearings only change gear transmissions in group arrangement
    • F16H37/043—Combinations of toothed gearings only change gear transmissions in group arrangement without gears having orbital motion
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/70—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for change-speed gearing in group arrangement, i.e. with separate change-speed gear trains arranged in series, e.g. range or overdrive-type gearing arrangements
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H63/3023—Constructional features of the final output mechanisms the final output mechanisms comprising elements moved by fluid pressure

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Structure Of Transmissions (AREA)

Description

【発明の詳細な説明】 〔産業上の利用分野〕 本発明は、農用トラクタや建設用車両等のよう
に、走行伝動系とPTO伝動系との２組の伝動系
を備えた作業車の駆動構造に関する。[Detailed Description of the Invention] [Field of Industrial Application] The present invention is applicable to the drive of a working vehicle, such as an agricultural tractor or a construction vehicle, which is equipped with two sets of transmission systems, a travel transmission system and a PTO transmission system. Regarding structure.

〔従来の技術〕[Conventional technology]

作業車の一例である農用トラクタにおいては、
第３図に示すような構造のものがある。つまり、
原動機Ｅからの動力を受け取る入力軸S1から分岐
させた動力を、主ギア変速機構１及び副ギア変速
機構３を介して走行装置に伝達すると共に、入力
軸S1から分岐させた別の動力をPTO軸１２に伝
達する構造である。 In agricultural tractors, which are an example of work vehicles,
There is a structure as shown in FIG. In other words,
The power branched from the input shaft S 1 that receives power from the prime mover E is transmitted to the traveling device via the main gear transmission mechanism 1 and the auxiliary gear transmission mechanism 3, and another power branched from the input shaft S 1 . This structure transmits the power to the PTO shaft 12.

〔発明が解決しようとする課題〕[Problem to be solved by the invention]

前記構造であると、例えば主ギア変速機構１の
変速操作をアクチユエータ１８，１９により行う
際には、先ず入力軸S1よりも伝動上手側（原動機
Ｅ側）に位置する主クラツチＣを切り操作する。
そして、ギアGbに咬合しているシフト部材２０
をアクチユエータ１８，１９によりこのギアGb
から外すと共に、他のシフト部材２０をアクチユ
エータ１８，１９によりギアGbに咬合させて、
再び主クラツチＣを入り操作することになる。 With the above structure, for example, when the actuators 18 and 19 are used to change the speed of the main gear transmission mechanism 1, the main clutch C, which is located on the upper side of the transmission (on the side of the prime mover E) than the input shaft S1 , is first disengaged. do.
And the shift member 20 meshing with the gear Gb
This gear Gb is controlled by actuators 18 and 19.
At the same time, the other shift member 20 is engaged with the gear Gb by the actuators 18 and 19,
The main clutch C will be engaged and operated again.

この一連の操作において、主クラツチＣの切り
操作後にシフト部材２０をギアGbに咬合させる
場合、シフト部材２０側は受動軸S2及び副ギア変
速機構３を介して地面につながつて略一定回転数
で回転しているので、自由回転側のギアGbの慣
性重量が問題となる。つまり、第３図の構造では
ギアGbには入力軸S1、この入力軸S1に固定され
た駆動側のギヤGa、及び、この駆動側のギアGa
に咬合する他のギアGbがつながつている為に、
ギアGb側の慣性重量は比較的大きなものとなつ
ている。 In this series of operations, when the shift member 20 is engaged with the gear Gb after the main clutch C is disengaged, the shift member 20 side is connected to the ground via the passive shaft S 2 and the auxiliary gear transmission mechanism 3, and rotates at a substantially constant speed. Since it is rotating, the inertial weight of gear Gb on the free rotation side becomes a problem. In other words, in the structure shown in FIG. 3, the gear Gb includes an input shaft S 1 , a drive-side gear Ga fixed to this input shaft S 1 , and a drive-side gear Ga fixed to the input shaft S 1 .
Because other gears Gb that engage with are connected,
The inertia weight on the gear Gb side is relatively large.

従つて、シフト部材を回転数の異なる前記被咬
合側のギアに咬合させようとしても、ギアの回転
数がシフト部材の回転数になかなか合致せず、シ
フト部材の咬合側への操作抵抗が大きなものとな
つてしまう。これにより、この大きな操作抵抗に
打ち勝つてシフト部材を操作するだけのアクチユ
エータを備えなければならず、アクチユエータ自
体及びアクチユエータへの動力供給部が大型化し
てしまう。 Therefore, even if an attempt is made to cause the shift member to engage with the gear on the occlusal side that has a different rotation speed, the rotation speed of the gear will not easily match the rotation speed of the shift member, and the operating resistance of the shift member toward the occlusion side will be large. It becomes a thing. As a result, it is necessary to provide an actuator that can overcome this large operational resistance to operate the shift member, resulting in an increase in the size of the actuator itself and the power supply section to the actuator.

又、副ギア変速機構３の変速操作を行う場合も
同様である。つまり、主クラツチＣを切り操作し
た場合、自由回転側となるシフト部材２０には入
力軸S1、主ギア変速機構１及び第３軸S3がつなが
つて慣性重量が大きなものとなる為に、被咬合側
のギアG9，G10の回転数にシフト部材２０の回転
数が合致し難くなる。これにより、副ギア変速機
構３のシフト部材２０の咬合側への操作が重いも
のとなつてしまう。 The same applies to the case where the sub-gear transmission mechanism 3 is operated to change its speed. In other words, when the main clutch C is disengaged, the input shaft S 1 , the main gear transmission mechanism 1, and the third shaft S 3 are connected to the shift member 20 that rotates freely, and the inertial weight becomes large. It becomes difficult for the rotation speed of the shift member 20 to match the rotation speed of the gears G 9 and G 10 on the engaged side. This makes it difficult to operate the shift member 20 of the sub-gear transmission mechanism 3 toward the occlusal side.

又、第３図の構造であると機体の走行を停止さ
せるべく主クラツチＣを切り操作すると、PTO
軸１２も停止してしまう。これにより、機体を停
止させた場合にはPTO軸１２からの動力で作業
を行うことができない。 Also, with the structure shown in Figure 3, when main clutch C is disconnected to stop the aircraft from moving, the PTO
The shaft 12 also stops. As a result, when the machine is stopped, work cannot be performed using the power from the PTO shaft 12.

ここで本発明は走行用の主及び副ギア変速機構
の変速操作が重くならないように、又、機体を停
止させてPTO軸からの動力で作業が行えるよう
に構成することを目的としている。 The object of the present invention is to prevent the speed change operation of the main and auxiliary gear transmission mechanisms for traveling from becoming too heavy, and to configure the aircraft so that work can be performed using power from the PTO shaft when the aircraft is stopped.

〔課題を解決するための手段〕[Means to solve the problem]

本発明の特徴は、作業車の駆動構造を次のよう
に構成することにある。つまり、原動機からの動
力を受ける入力軸から分岐させた動力を、主ギア
変速機構から副ギア変速機構を介して走行装置に
伝達し、前記入力軸から分岐させた別の動力を
PTO軸に伝達するように構成すると共に、前記
ギア変速機構を変速操作するアクチユエータを設
け、且つ、前記主ギア変速機構又は副ギア変速機
構の変速操作時に入切操作されて主ギア変速機構
又は副ギア変速機構の変速操作を可能にするクラ
ツチを、前記主ギア変速機構と副ギア変速機構と
の間に配置してあることにあり、その作用及び効
果は次のとおりである。 The feature of the present invention is that the drive structure of the working vehicle is configured as follows. In other words, the power branched from the input shaft that receives power from the prime mover is transmitted from the main gear transmission mechanism to the traveling device via the auxiliary gear transmission mechanism, and another power branched from the input shaft is transmitted.
An actuator is configured to transmit the transmission to the PTO shaft and is configured to change the speed of the gear transmission mechanism, and is turned on and off when the main gear transmission mechanism or the auxiliary gear transmission mechanism is operated to change the speed of the main gear transmission mechanism or the auxiliary gear transmission mechanism. A clutch that enables the gear change operation of the gear change mechanism is disposed between the main gear change mechanism and the auxiliary gear change mechanism, and its functions and effects are as follows.

〔作 用〕[Effect]

前述のように構成すると、例えば第１図に示す
ように、主ギア変速機構１の変速操作を行うべく
クラツチ２を切り操作して、例えばギアG5にシ
フト部材２０を咬合させるとする。この場合、ギ
アG5は原動機Ｅからの動力により略一定回転数
で回転しているので、シフト部材２０が自由回転
側となる。そして、シフト部材２０につながつて
いるものは受動軸S2のみとなるので、シフト部材
２０側の慣性重量は第３図に示す従来構造よりも
小さなものとなる。 With the above-described structure, assume that, for example, as shown in FIG. 1, the clutch 2 is disengaged to shift the main gear transmission mechanism 1, and the shift member 20 is engaged with, for example, the gear G5 . In this case, since the gear G5 is rotating at a substantially constant rotational speed due to the power from the prime mover E, the shift member 20 is on the free rotation side. Since only the passive shaft S2 is connected to the shift member 20, the inertia weight on the shift member 20 side is smaller than that of the conventional structure shown in FIG.

従つて、クラツチ２の切り操作後にシフト部材
２０をギアG5に咬合させる場合、シフト部材２
０の回転数がギアG5の回転数に比較的早く合致
することになり、シフト部材２０の操作が特に重
いものとはならない。これにより、このシフト部
材２０を操作するアクチユエータ１８，１９自体
及びアクチユエータ１８，１９への動力供給部
は、小さな操作力の小型のものでよくなる。 Therefore, when the shift member 20 is engaged with the gear G5 after the clutch 2 is disengaged, the shift member 2
The rotation speed of gear G 5 will match the rotation speed of gear G 5 relatively quickly, and the operation of the shift member 20 will not be particularly heavy. Thereby, the actuators 18 and 19 themselves that operate the shift member 20 and the power supply section to the actuators 18 and 19 can be small and require a small operating force.

又、副ギア変速機構３においてはクラツチ２を
切り操作すると、自由回転側のシフト部材２０に
つながつているのは第３軸S3のみとなり、慣性重
量が第３図に示す従来構造よりも小さなものとな
る。これにより、シフト部材２０をギアG9，G10
に咬合させる場合に、シフト部材２０の回転数が
ギアG9，G10の回転数に比較的早く合致すること
になり、シフト部材２０の操作が軽く行える。 Furthermore, in the auxiliary gear transmission mechanism 3, when the clutch 2 is disengaged, only the third shaft S3 is connected to the shift member 20 on the free rotation side, and the inertial weight is smaller than that of the conventional structure shown in FIG. Become something. Thereby, the shift member 20 is shifted to the gears G 9 , G 10
In this case, the rotation speed of the shift member 20 matches the rotation speed of the gears G 9 and G 10 relatively quickly, and the shift member 20 can be easily operated.

そして、第１図に示すように入力軸S1から走行
系とPTO系に分岐しているので、走行系側のク
ラツチ２を切り操作して機体を停止させても、
PTO系側（PTO軸１２側）に動力は流れて行
く。 As shown in Figure 1, the input shaft S1 branches into the travel system and the PTO system, so even if you disengage clutch 2 on the travel system side to stop the aircraft,
Power flows to the PTO system side (PTO shaft 12 side).

〔発明の効果〕〔Effect of the invention〕

以上のように、走行系の主及び副ギア変速機構
の変速操作が比較的軽く行えるようになり、主ギ
ア変速機構用のアクチユエータ等の小型化及び主
副ギア変速機構の変速操作性の向上を図ることが
できた。 As described above, the shift operation of the main and auxiliary gear transmission mechanisms of the traveling system can be performed relatively easily, and it is possible to downsize the actuator for the main gear transmission mechanism and improve the shift operability of the main and auxiliary gear transmission mechanisms. I was able to figure it out.

さらに、機体を停止させながらPTO軸の動力
により作業が行えるようになつて、作業性の向上
を図ることができた。 Furthermore, work can now be done using power from the PTO axis while the aircraft is stopped, improving work efficiency.

〔実施例〕〔Example〕

次に本発明の実施例を図面に基づいて詳述す
る。 Next, embodiments of the present invention will be described in detail based on the drawings.

第１図に示すように、原動機Ｅから入力軸S1に
伝達されてくる動力をミツシヨンケースＭに内装
の主ギア変速機構１、多板油圧式のクラツチ２、
副ギア変速機構３、並びに、超減速機構４にその
順で伝達するように構成している。そして、最終
変速動力を後車輪５系と前車輪６系とに分岐した
状態で、且つ、前車輪６系においては動力伝達解
除操作自在にミツシヨンケースＭから取り出し、
後車輪５系の駆動力をミツシヨンケースＭに直結
したデフ装置７を介して後車輪５に伝達すると共
に、前車輪６系の駆動力を伝動軸８及びデフ装置
９を介して前車輪６に伝達するように構成して、
農用トラクタ等の４輪駆動型の作業車の駆動構造
を構成してある。 As shown in FIG. 1, the power transmitted from the prime mover E to the input shaft S1 is transferred to the transmission case M through an internal main gear transmission mechanism 1, a multi-plate hydraulic clutch 2,
The signal is configured to be transmitted to the auxiliary gear transmission mechanism 3 and the super reduction mechanism 4 in that order. Then, with the final shifting power divided into the rear wheel 5 system and the front wheel 6 system, and with the front wheel 6 system free to perform a power transmission release operation, it is taken out from the transmission case M,
The driving force of the rear wheel 5 system is transmitted to the rear wheels 5 via the differential device 7 directly connected to the transmission case M, and the driving force of the front wheel 6 system is transmitted to the front wheels 6 via the transmission shaft 8 and the differential device 9. configured to communicate to
It constitutes a drive structure for a four-wheel drive type work vehicle such as an agricultural tractor.

さらに、ミツシヨンケースＭ内において、入力
軸S1の動力をPTO変速機構１０、及び、多板油
圧式のクラツチ１１を介して、作業装置駆動用の
PTO軸１２に伝達するように構成してある。 Furthermore, within the mission case M, the power of the input shaft S 1 is transmitted through a PTO transmission mechanism 10 and a multi-disc hydraulic clutch 11 to drive a working device.
The signal is configured to be transmitted to the PTO shaft 12.

以下、各変速機構１，３，４，１０について
夫々詳述する。 Each of the transmission mechanisms 1, 3, 4, and 10 will be described in detail below.

前記主ギア変速機構１を構成するに、夫々歯数
の異なる４個の駆動側ギヤG1，G2，G3，G4を入
力軸S1に一体回転自在に並設すると共に、それら
各駆動側ギヤG1，G2，G3，G4に各別に常時咬合
する４個の受動側ギヤG5，G6，G7，G8を、走行
系の受動軸S2に夫々遊転自在に取り付けている。
そして、隣り合う受動側ギヤG5とG6及びG7とG8
の間の夫々に、それら隣り合う受動側ギヤG5，
G6，G7，G8の一方を択一的に受動軸S2に一体連
結する２組のシンクロメツシユ式のシフト装置１
３ａ，１３ｂを設けて、このシフト装置１３ａ，
１３ｂの操作により４段変速を行なうように構成
してある。 To configure the main gear transmission mechanism 1, four drive side gears G 1 , G 2 , G 3 , G 4 each having a different number of teeth are arranged side by side on the input shaft S 1 so as to be rotatable integrally, and each of them is The four driven gears G 5 , G 6 , G 7 , and G 8 that are always engaged with the driving gears G 1 , G 2 , G 3 , and G 4 are freely rotated on the driven shaft S 2 of the traveling system. It can be installed freely.
Then, the adjacent passive gears G 5 and G 6 and G 7 and G 8
between the adjacent passive gears G 5 ,
Two synchronized mesh shift devices 1 that selectively connect one of G 6 , G 7 , and G 8 to the passive shaft S 2
3a, 13b are provided, and this shift device 13a,
The vehicle is configured to perform a four-speed shift by operating the gear 13b.

前記副ギア変速機構３を構成するに、クラツチ
２を介して主ギア変速機構１から動力伝達を受け
る第３軸S3に、後進用の中継ギアGBに常時咬合
するギヤG9、及び、夫々歯数の異なる２個のギ
アG10，G11を一体連結した第１ギア対GG1を、
夫々遊転自在に取り付けている。そして、後進用
の中継ギアGBに常時咬合するギアG12と前記第１
ギア対GG1の一方のギアG10に常時咬合するギア
G13とを一体連結した第２ギア対GG2、及び第１
ギア対GG1の他方のギアG11に常時咬合するギア
G14を、第４軸S4に夫々遊転自在に取り付けてあ
る。そして、ギアG9と第１ギ対GG1との間、及
び、第２ギア対GG2とギアG14との間の夫々に、
それらギアG9，G14と第１及び第２ギア対GG1，
GG2とを第３軸S3あるいは第４軸S4に択一的に一
体連結するシンクロメツシユ式のシフト装置１
４，１５を設けている。これにより、第３軸S3側
のシフト装置１４の操作により前後進切換を行う
と共に、第４軸S4側のシフト装置１５の操作によ
り高低速の切換操作を行うように構成してある。 The auxiliary gear transmission mechanism 3 includes a third shaft S 3 that receives power transmission from the main gear transmission mechanism 1 via the clutch 2, and a gear G 9 that is constantly engaged with a relay gear G B for reverse movement; A first gear pair GG 1 is formed by integrally connecting two gears G 10 and G 11 each having a different number of teeth,
Each is attached so that it can rotate freely. Then, the gear G 12 that is always engaged with the relay gear G B for reverse movement and the first
A gear that constantly engages gear G 10 on one side of gear pair GG 1
A second gear pair GG 2 integrally connected with G 13 , and a first
A gear that constantly meshes with the other gear G 11 of gear pair GG 1
G 14 are respectively attached to the fourth shaft S 4 so as to be freely rotatable. And between the gear G 9 and the first gear pair GG 1 and between the second gear pair GG 2 and the gear G 14 , respectively,
Those gears G 9 , G 14 and the first and second gear pair GG 1 ,
A synchronized mesh shift device 1 that selectively integrally connects the GG 2 to the third shaft S 3 or the fourth shaft S 4
4,15 are provided. Thereby, the configuration is such that forward/reverse switching is performed by operating the shift device 14 on the third shaft S3 side , and high/low speed switching is performed by operating the shift device 15 on the fourth shaft S4 side.

前記超減速機構４を構成するに、第４軸S4と同
芯上に最終出力軸S6を設けると共に、第４軸S4か
らの動力を、超減速ギア機構４ａを介して、第５
軸S5を迂回させる状態で最終出力軸S6に伝達する
状態と、第４軸S4に最終出力軸S6を直結する状態
とに亘つて切換えるシフト装置１６を設けてい
る。これにより、シフト装置１６の操作により
に、超減速状態と直結状態とに切換操作するよう
に構成してある。 The super-reduction gear mechanism 4 is configured by providing a final output shaft S6 coaxially with the fourth shaft S4 , and transmitting the power from the fourth shaft S4 to the fifth shaft through the super-reduction gear mechanism 4a.
A shift device 16 is provided for switching between a state in which transmission is made to the final output shaft S 6 while bypassing the shaft S 5 and a state in which the final output shaft S 6 is directly connected to the fourth shaft S 4 . As a result, the shift device 16 is operated to switch between the super deceleration state and the direct connection state.

つまり、主ギア変速機構１、副ギア変速機構
３、及び、超減速機構４の変速操作により前後進
夫々16段変速を行なえるように構成している。そ
して、最終出力軸S6に伝達された動力を、PTO
出力軸S8に遊転自在に取り付けた中継ギアGFを
介して、前車輪６への伝動軸８にギア連動すると
共に、その中継ギアGFに咬合する伝動下手側の
ギアGF1を動力伝達状態と非伝達状態とに亘つて
シフト操作自在に構成して、４輪駆動状態と２輪
駆動状態とに切換えられるように構成してある。 In other words, the configuration is such that the main gear transmission mechanism 1, the auxiliary gear transmission mechanism 3, and the super-reduction mechanism 4 can be shifted in 16 steps in each of the forward and reverse directions. Then, the power transmitted to the final output shaft S 6 is transferred to the PTO
Through a relay gear G F freely rotatably attached to the output shaft S 8 , the gear is interlocked with the transmission shaft 8 to the front wheels 6, and the lower transmission side gear G F1 meshing with the relay gear G F is powered. It is configured to be freely shiftable between a transmission state and a non-transmission state, and is configured to be switched between a four-wheel drive state and a two-wheel drive state.

前記PTO変速機構１０を構成するに、主ギア
変速機構１と同様に、４個の駆動側ギアG1，G2，
G3，G4に各別に常時咬合するギアG15，G16，
G17，G18を、PTO系の受動軸S7に夫々遊転自在
に取り付けている。そして、それら隣り合うギア
G15とG16及びG17とG18の間に各ギアG15，G16，
G17，G18を択一的に受動軸S7に一体連結する２
組のシンクロメツシユ式のシフト装置１７ａ，１
７ｂを設け、PTO系の４段変速を行えるように
構成してある。 Like the main gear transmission mechanism 1, the PTO transmission mechanism 10 is composed of four drive side gears G 1 , G 2 ,
Gears G 15 and G 16 that are always engaged with G 3 and G 4 separately,
G 17 and G 18 are each freely rotatably attached to the passive shaft S 7 of the PTO system. And those adjacent gears
Each gear G 15 , G 16 between G 15 and G 16 and G 17 and G 18 ,
G 17 and G 18 are alternatively integrally connected to the passive shaft S 7 2
Synchronized mesh shift device 17a, 1
7b, and is configured to perform PTO system 4-speed shifting.

前記各シンクロメツシユ式のシフト装置１３
ａ，１３ｂ，１４，１５，１７ａ，１７ｂのシフ
ト操作を行うために、第１図に示すように、同芯
状に対向する１対のパイロツトシリンダ１８（ア
クチユエータに相当）に亘つて１個の共通のプラ
ンジヤー１９（アクチユエータに相当）を摺動自
在に設けている。そして、各軸S2，S3，S4，S7に
一体回転自在に、且つ、シフト操作自在に取り付
けたシフト部材２０に対するシフトフオーク２１
を、プランジヤー１９の中間部に連結し、パイロ
ツトシリンダ１８に対する圧油供給操作によりプ
ランジヤー１９を摺動させるように構成してあ
る。 Each of the synchronized mesh shift devices 13
a, 13b, 14, 15, 17a, 17b, as shown in FIG. A common plunger 19 (corresponding to an actuator) is slidably provided. A shift fork 21 is connected to the shift member 20 attached to each shaft S 2 , S 3 , S 4 , S 7 so as to be integrally rotatable and shiftable.
is connected to the intermediate portion of the plunger 19, and the plunger 19 is configured to slide by supplying pressure oil to the pilot cylinder 18.

次に、各変速機構１，３，１０の油圧操作構造
について第１図及び第２図により詳述する。 Next, the hydraulic operation structure of each transmission mechanism 1, 3, 10 will be explained in detail with reference to FIGS. 1 and 2.

主ギヤ変速機構１及び副ギア変速機構３におい
て、油圧ポンプＰからの圧油供給路２２を、走行
変速用バルブV1を介して主ギア変速機構１にお
ける２個のシフト装置１３ａ，１３ｂ、及び、副
ギア変速機構３における高低切換用のシフト装置
１５の夫々のパイロツトシリンダ１８に並列接続
している。そして、走行変速系と並列に圧油供給
路２２を前後進切換用バルブV2を介して、副ギ
ア変速機構３における前後進切換用のシフト装置
１４のパイロツトシリンダ１８に接続してある。 In the main gear transmission mechanism 1 and the auxiliary gear transmission mechanism 3, the pressure oil supply path 22 from the hydraulic pump P is connected to the two shift devices 13a, 13b in the main gear transmission mechanism 1 via the traveling transmission valve V1 , and , are connected in parallel to the respective pilot cylinders 18 of the shift device 15 for high/low switching in the auxiliary gear transmission mechanism 3. In parallel with the traveling transmission system, a pressure oil supply path 22 is connected to a pilot cylinder 18 of a shift device 14 for forward/reverse switching in the auxiliary gear transmission mechanism 3 via a forward/reverse switching valve V2.

走行変速用バルブV1を中立位置Ｎを含めて９
位置（Ｎ，F1〜F8）切換弁に構成し、その走行
変速用バルブV1の操作により、それに接続され
た３個のシフト装置１３ａ，１３ｂ，１５の８通
りの組み合せ作動状態を現出して、８段変速操作
を行うように構成している。さらに、前後進切換
用バルブV2の操作を加えることによつて前後進
各８段に変速可能となつている。 Set the driving speed change valve V 1 to 9 including the neutral position N.
It is configured as a position (N, F 1 to F 8 ) switching valve, and by operating the traveling speed change valve V 1 , eight combinations of operating states of the three shift devices 13a, 13b, 15 connected thereto can be displayed. It is configured so that it can be pulled out to perform an 8-speed gear shift operation. Furthermore, by operating the forward/reverse switching valve V2 , it is possible to change the speed to eight speeds each.

各シフト装置１３ａ，１３ｂ，１４，１５のプ
ランジヤー１９をスプールとして兼用利用する状
態で、走行変速用及び前後進切換用バルブV1，
V2からの圧油に対する４個の３位置切換弁V1，
V2，V3，V4を構成している。そして、前後進切
換用の３位置切換弁V1と、走行変速用のクラツ
チ２の油圧操作部とを一本の油路２３により接続
すると共に、他の３個の３位置切換弁V2，V3，
V4からのパイロツト圧により各別に操作される
２位置切換弁V′2，V′3，V′4を油路２３に直列に
介装している。 In a state in which the plunger 19 of each shift device 13a, 13b, 14, 15 is also used as a spool, the traveling speed change and forward/reverse switching valve V1 ,
Four three-position valves for pressure oil from V 2 V 1 ,
It constitutes V 2 , V 3 , and V 4 . The three-position switching valve V 1 for forward/reverse switching is connected to the hydraulic operating part of the clutch 2 for traveling gear shifting by one oil passage 23, and the other three three-position switching valves V 2 , V3 ,
Two-position switching valves V' 2 , V' 3 , and V' 4 each operated by pilot pressure from V 4 are installed in series in the oil passage 23 .

これにより、前後進切換用のシフト装置１４及
び高低切換用のシフト装置１５が共に非中立状態
にあり、且つ、主ギア変速機構１における２個の
シフト装置１３ａ，１３ｂのうち一方だけが非中
立位置にある時のみ、走行変速用のクラツチ２が
入り操作されているように構成し、走行変速用バ
ルブV1、あるいは、前後進切換用バルブV2をあ
る変速位置から他の変速位置に操作するに際し
て、作動状態にあつたいずれかのシフト装置２０
が中立状態に戻つた時点で走行変速用のクラツチ
２が自動的に切り操作され、且つ、中立状態にあ
つたいずれかのシフト部材２０が作動状態に切換
つた時点で、走行変速用のクラツチ２が自動的に
入り操作されるように構成してある。 As a result, both the shift device 14 for forward/reverse switching and the shift device 15 for elevation/lower switching are in a non-neutral state, and only one of the two shift devices 13a, 13b in the main gear transmission mechanism 1 is in a non-neutral state. The clutch 2 for traveling gear shifting is engaged and operated only when the clutch 2 is in the position, and the traveling gear shifting valve V 1 or the forward/reverse switching valve V 2 is operated from one gear shifting position to another gear shifting position. At the time of the shift, any shift device 20 that was in the operating state
When the shift member 20 returns to the neutral state, the clutch 2 for the travel shift is automatically disengaged, and at the time any of the shift members 20 in the neutral state is switched to the operating state, the clutch 2 for the travel shift is automatically operated. It is configured so that it is automatically entered and operated.

PTO変速機構１０において第２図に示すよう
に、油圧ポンプＰにPTO変速バルブV3を介して
２つのシフト装置１７ａ，１７ｂのパイロツトシ
リンダ１８を並列接続し、中立位置ｎを含めて５
位置（ｎ，f1〜f4）切換弁に構成されたPTO変速
バルブV3の操作により、２つのシフト装置１７
ａ，１７ｂの４通りの組み合せ作動状態を現出し
てPTO系の４段変速操作を行うように構成して
ある。 In the PTO transmission mechanism 10, as shown in FIG .
The two shift devices 17 are operated by operating the PTO speed change valve V 3 configured as a position (n, f 1 to f 4 ) switching valve.
It is constructed so that four combinations of operation states a and 17b are presented to perform a four-speed PTO system gear shift operation.

そして、シフト装置１７ａ，１７ｂのプランジ
ヤー１９をスプールとして利用し、２個の３位置
切換弁V5，V6を、構成すると共に、それら３位
置切換弁V5，V6からのパイロツト圧により各別
に操作される２個の２位置切換弁V′5，V′6を、油
圧ポンプＰとPTO変速用のクラツチ１１の油圧
操作部とを接続する油路２４に直列に介装してい
る。これにより、PTO変速バルブV3の操作に伴
ない両シフト装置１７ａ，１７ｂが共に中立状態
になつた時のみ、PTO変速用のクラツチ１１が
自動的に切り操作されるように構成してある。 Then, the plungers 19 of the shift devices 17a and 17b are used as spools to configure two 3-position switching valves V 5 and V 6 , and the pilot pressure from these 3-position switching valves V 5 and V 6 is used to control each valve. Two separately operated two-position switching valves V' 5 and V' 6 are installed in series in an oil passage 24 connecting the hydraulic pump P and the hydraulic operating section of the clutch 11 for PTO shifting. As a result, the PTO shift clutch 11 is automatically disengaged only when both shift devices 17a, 17b are brought into a neutral state due to the operation of the PTO shift valve V3 .

つまり、第１図に示すようにクラツチ１１によ
り作業装置側との連動状態を断つた状態で、
PTO系の受動軸S7の慣性重量に抗するだけの小
なるシフト力でシフト装置１７ａ，１７ｂを入り
側にシフト操作できるのである。これにより、各
シフト装置１７ａ，１７ｂの小型化、並びに、シ
フト操作用油圧構造とミツシヨンケースＭの小型
化を図つてある。 In other words, as shown in FIG. 1, with the clutch 11 disconnected from the working device,
The shift devices 17a and 17b can be shifted to the entry side with a small shift force that is sufficient to resist the inertial weight of the passive shaft S7 of the PTO system. As a result, each of the shift devices 17a and 17b is made smaller, as well as the hydraulic structure for shift operation and the transmission case M are made smaller.

尚、各変速機構１，３，４，１０の具体的変速
段数、及び、ギアの配置等は各種の構成変更が可
能であり、又、シフト装置１３ａ，１３ｂ，１４
もシンクロメツシユ式のものに代えて従来周知の
各種型式のパワーシフト装置を適用することが可
能である。 It should be noted that the specific number of gears and the arrangement of gears of each transmission mechanism 1, 3, 4, 10 can be changed in various ways, and the shift devices 13a, 13b, 14
It is also possible to apply various types of conventionally known power shift devices instead of the synchromesh type.

さらに、シフト装置１３ａ，１３ｂ，１４の型
式変更に伴ない、主及び副変速機構１，３及びク
ラツチ２，１１の具体的操作構造も、油圧式や電
気式を用いる等各種の構成変更が可能である。 Furthermore, along with changes in the models of the shift devices 13a, 13b, and 14, the specific operating structures of the main and sub-transmission mechanisms 1, 3 and clutches 2, 11 can be changed in various ways, such as using hydraulic or electric types. It is.

本発明は農用や建設用等の各種の作業車に適用
することが可能であり、それら作業車の型式に応
じて、例えば、副ギア変速機構における高低速切
換構造又は超減速機構を適宜省いても良く、要す
るに、主ギア変速機構１の伝動下手側で、且つ、
副ギア変速機構３の伝動上手側にクラツチ２を介
装することを最大の特徴とするものである。 The present invention can be applied to various types of work vehicles such as agricultural and construction vehicles, and depending on the type of the work vehicle, for example, the high-low speed switching structure or the super reduction mechanism in the auxiliary gear transmission mechanism can be omitted as appropriate. In other words, on the downstream side of the transmission of the main gear transmission mechanism 1, and
The main feature is that the clutch 2 is interposed on the upper side of the transmission of the auxiliary gear transmission mechanism 3.

【図面の簡単な説明】[Brief explanation of drawings]

図面は本発明に係る作業車の駆動構造の実施例
を示し、第１図はミツシヨンケース内の全体断面
図、第２図は油圧操作構造を示す概略回路図、第
３図は従来構造を示す概略図である。 １……主ギア変速機構、２……クラツチ、３…
…副ギア変速機構、１２……PTO軸、１８，１
９……アクチユエータ、Ｅ……原動機、S1……入
力軸。 The drawings show an embodiment of the drive structure for a working vehicle according to the present invention, FIG. 1 is an overall sectional view inside the mission case, FIG. 2 is a schematic circuit diagram showing the hydraulic operation structure, and FIG. 3 is a diagram showing the conventional structure. FIG. 1...Main gear transmission mechanism, 2...Clutch, 3...
...Sub-gear transmission mechanism, 12...PTO shaft, 18,1
9... Actuator, E... Prime mover, S 1 ... Input shaft.

Claims (1)

【特許請求の範囲】[Claims] １ 原動機Ｅからの動力を受け取る入力軸S1から
分岐させた動力を、主ギア変速機構１から副ギア
変速機構３を介して走行装置に伝達し、前記入力
軸S1から分岐させた別の動力をPTO軸１２に伝
達するように構成すると共に、前記主ギア変速機
構１を変速操作するアクチユエータ１８，１９を
設け、且つ、前記主ギア変速機構１又は副ギア変
速機構３の変速操作時に入切操作されて主ギア変
速機構１又は副ギア変速機構３の変速操作を可能
にするクラツチ２を、前記主ギア変速機構１と副
ギア変速機構３との間に配置してある作業車の駆
動構造。1 The power branched from the input shaft S1 that receives power from the prime mover E is transmitted from the main gear transmission mechanism 1 to the traveling device via the auxiliary gear transmission mechanism 3, and the power is branched from the input shaft S1 . It is configured to transmit power to the PTO shaft 12, and is provided with actuators 18 and 19 for shifting the main gear transmission mechanism 1. A clutch 2 is disposed between the main gear transmission mechanism 1 and the auxiliary gear transmission mechanism 3, and is disposed between the main gear transmission mechanism 1 and the auxiliary gear transmission mechanism 3. structure.
JP57195133A 1982-07-16 1982-11-05 Driving device Granted JPS5983853A (en)

Priority Applications (4)

Application Number Priority Date Filing Date Title
JP57195133A JPS5983853A (en) 1982-11-05 1982-11-05 Driving device
GB08315043A GB2129385B (en) 1982-11-04 1983-06-01 A vehicle drive apparatus
US06/501,486 US4637269A (en) 1982-07-16 1983-06-06 Drive apparatus
FR8310339A FR2530198B1 (en) 1982-07-16 1983-06-22 DRIVE APPARATUS COMBINING A MOTOR, A MAIN CLUTCH AND A SPEED CHANGE TRANSMISSION

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP57195133A JPS5983853A (en) 1982-11-05 1982-11-05 Driving device

Publications (2)

Publication Number Publication Date
JPS5983853A JPS5983853A (en) 1984-05-15
JPH0241669B2 true JPH0241669B2 (en) 1990-09-18

Family

ID=16336017

Family Applications (1)

Application Number Title Priority Date Filing Date
JP57195133A Granted JPS5983853A (en) 1982-07-16 1982-11-05 Driving device

Country Status (1)

Country Link
JP (1) JPS5983853A (en)

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5413866A (en) * 1977-07-04 1979-02-01 Kubota Ltd Transmission system in cursorial operation car
JPS5413865A (en) * 1977-07-04 1979-02-01 Kubota Ltd Transmission system in cursorial operation car
JPS57194400A (en) * 1981-05-26 1982-11-29 Unitika Ltd Radioactive organic waste liquid incinerator

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5413866A (en) * 1977-07-04 1979-02-01 Kubota Ltd Transmission system in cursorial operation car
JPS5413865A (en) * 1977-07-04 1979-02-01 Kubota Ltd Transmission system in cursorial operation car
JPS57194400A (en) * 1981-05-26 1982-11-29 Unitika Ltd Radioactive organic waste liquid incinerator

Also Published As

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JPS5983853A (en) 1984-05-15

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