JPH027336Y2 - - Google Patents

Description

[Detailed explanation of the invention] This invention is an input to transmission devices in self-propelled working vehicles such as agricultural tractors, riding rice transplanters, and wheel loaders, and more specifically, to input power transmission devices and PTO transmission devices. The present invention relates to a transmission device that is provided with a main drive shaft for transmission.

In self-propelled working vehicles such as agricultural tractors, when the engine speed fluctuates, especially when the engine is idling, impact noise is generated from the gear meshing part of the transmission.
This is a common experience. This kind of impact noise is generated because one gear and the other gear come into impactful contact when the rotation speed changes due to the backlash between the gears that are meshed with each other. The higher the circumferential speed, the more severe the problem becomes. In the type of transmission device mentioned at the beginning, since the main drive shaft is divided into a travel power transmission path and a work equipment drive power transmission path, there are many gear meshing parts on the main drive shaft. The impact noise generated from the main drive shaft becomes severe.

For this reason, as already disclosed in, for example, Japanese Utility Model Application No. 50-58423 and Japanese Utility Model Application No. 53-66586, there are
A traveling power transmission device and a PTO transmission device are respectively disposed between the PTO system transmission shafts, and a portion of the speed change gears on the drive side of both transmission devices are shared and fixedly installed on the main drive shaft. In some transmission devices, it is possible to reduce the number of gears used by using a shared driving side transmission gear,
A structure is known in which the main drive shaft is connected to an input shaft driven by the engine via a gear reduction mechanism in order to rotate the main drive shaft at a lower speed than the engine.

As disclosed in the above-mentioned publications, the conventional one is a single reduction gear made by meshing a gear fixedly installed on the input shaft and a gear fixedly installed on the main drive shaft. It was also composed of columns.

The purpose of this invention is to construct a gear reduction mechanism that performs two-stage deceleration using the same number of gears as the conventional one, so that the circumferential speed of the gear on the main drive shaft is lower than that of the conventional one. An object of the present invention is to provide a novel transmission device for a self-propelled work vehicle, which is designed to suppress impact noise.

For this purpose, this invention is shown in Figures 2, 3 and 4.
As illustrated in the figure, the traveling power transmission devices 14, 14A, 14B and the PTO system are connected between the main drive shaft 11 and the traveling system transmission shafts 12, 12A, 12B, which are parallel to each other, and between the PTO system transmission shafts 13, 13B, respectively.
The transmissions 15, 15B are connected to some transmission gears 16F ₁ , 16F ₂ , 16 on the driving side in both transmissions.
Main drive shaft 1 with R, 16F ₃ and 14F ₄ in common
In the transmission device, the main drive shaft 11 is fixedly disposed on the engine 1 and is connected to the input shaft 30 driven by the engine 1 via a gear reduction mechanism, the following technical means are provided. We took the following steps.

That is, as similarly illustrated in each of the above-mentioned figures, the transmission gear train of the highest speed gear in both of the transmissions is disposed close to the input end of the input shaft 30, and the highest speed gear train of either of the transmissions is arranged close to the input end of the input shaft 30. Transmission gear 17F ₂ (Fig. 2) on the driven side of the stage, 17
A clutch 20F _{2 (} second
), 55 (Fig. 3), and 65 (Fig. 4).

In addition, this invention provides the gear reduction mechanism with a first gear reduction mechanism formed by meshing a gear 31 fixedly installed on the input shaft 30 and a gear 32 integrally formed with the idle gears 17F ₂ , 17F ₄ , 61. The reduction gear train, the idle gears 17F ₂ , 17F ₄ , 61, and the driving side transmission gear 16 of the highest speed gear common to both transmissions.
F ₂ (Fig. 2), 16F ₄ (Fig. 3), 16F ₃ (Fig. 4)
and a second reduction gear train in mesh with each other.

In the transmission device of the present invention having the above configuration, the rotation of the input shaft 30 that rotates together with the engine 1 is caused by the rotation of the input shaft 30 that rotates together with the engine 1, and the rotation of the input shaft ₃₀ that rotates together with the engine ₁ . ₄ , 16F ₄ (3rd
), 61 and 16F ₃ (FIG. 4), the speed is reduced in two stages and transmitted to the main drive shaft 11.

Idle gears 17F ₂ , 17F ₄ , 61 as described above
A traveling system or PTO system transmission 14 (second
), 14A (Fig. 3), and 15B (Fig. 4) are operated by clutches 20F ₂ (Fig. 2), 55 (Fig. 3), and 65 (Fig. 4). , the same gear is connected to the transmission shaft 12 (Fig. 2), 12A (3rd
), 13B (Fig. 4). At that time, the transmission shafts 12, 13A, 13B rotate at a higher rotational speed than the main drive shaft 11, but the same rotational speed is the input speed. The rotation speed is lowered by the first reduction gear train 31, 32 than the rotation speed of the shaft 30, and it is also disclosed in the above-mentioned Japanese Utility Model Application No. 50-58423 and No. 1987-66586. Since the rotational speed of the transmission shaft obtained at the highest gear is set to be equal to or slightly higher than the rotational speed of the main drive shaft, no particular problem arises.

The embodiment shown in FIGS. 1 and 2 will be described. The illustrated embodiment is an example in which this invention is implemented in an agricultural tractor as shown in FIG. The agricultural tractor is equipped with an engine 1 at the front of the machine body.The engine 1 rotates the left and right rear wheels 2, and also drives the left and right front wheels 3 as necessary to drive the machine. It is configured to rotationally drive a PTO shaft 4 for driving a working machine that extends to the rear. The power of the engine 1 is transmitted to the transmission case 5, which contains a main clutch (not shown) at the front end 5a and constitutes the main part of the fuselage, and the rear housing 6, which constitutes the rearmost part of the fuselage. Above, so that it is transmitted to the rear wheels 2, front wheels 3, and PTO shaft 4 as described later,
It is planned. On the rear housing 6, a passenger seat 7 and a hydraulic lift device 8 having a hydraulic lift arm 8a are installed vertically. The aircraft is steered by turning the left and right front wheels 3 using a control handle 9 in front of the passenger seat 7.

As shown in FIGS. 1 and 2, the mission case 5 is divided into two parts: a first mission case 5A located on the front side and a second mission case 5B located on the rear side. A vertical oil passage forming plate 10 is held in between. As shown in FIG. 2, inside the first mission case 5A,
A main drive shaft 11, a power shift shaft 12, and a PTO transmission shaft 13 are provided along the longitudinal direction of the aircraft. Among these, the power shift shaft 12 passes through the oil passage forming plate 10 and is connected to the second transmission shaft. It extends to the rear end inside the case 5B. The power of the engine 1 is distributed from the main drive shaft 11 into traveling driving force and working machine driving force, and the running driving force is transmitted to the rear wheels 2 and front wheels 3, and the working machine driving force is transmitted to the PTO axis 4 directions. Although it is designed to
Inside the first transmission case 5A, a hydraulic clutch-type traveling power transmission 14 is provided between the main drive shaft 11 and the power shift shaft 12, and between the main drive shaft 11 and the PTO shift shaft 13. A color shift type PTO transmission 15 is provided.

As shown in FIG. 2, the traveling power transmission 14 has an _F1 gear _16F1 , an _F2 gear _16F2 , and an R gear 16R fixedly installed on the main drive shaft 11, and a loosely fitted gear on the power shift shaft 12. F ₁ gear 17F ₁ , F ₂ gear 17F ₂ and R gear 17 which are installed idle gears
Corresponding gears with R are connected directly (between F gears) or indirectly (R
(gears) mesh with each other, and the power shift shaft 12
Above each gear 17F ₁ , 17F ₂ , 17
Multi-disc type _F1 hydraulic clutches _{20F1 , F2} hydraulic clutches _20F2 and R hydraulic clutches 20R are arranged in R and selectively couple the gears 17F1, _17F2 , 17R to the power shift shaft 12. It is composed of what is provided. As described above, the traveling power transmission 14 includes the respective hydraulic clutches 20F ₁ ,
20F ₂ and 20R are selectively operated, and depending on the operation of the F ₁ hydraulic clutch 20F ₁ , the gear ratio is the first forward speed F ₁ , and depending on the operation of the F ₂ hydraulic clutch 20F ₂ , the gear ratio is the second forward speed F _2. or, depending on the operation of the R hydraulic clutch 20R, the gear ratio of reverse 1st gear R.
The main drive shaft 14 and the power shift shaft 12 are selectively interlocked and connected, respectively.

Similarly, as shown in FIG. 2, the PTO transmission 15 includes gears 16R, 16R, and
Gears 21, 23 meshed with 16F ₁ and 16F ₂ ,
24 and another gear 22 meshed with another gear 25 fitted on the main drive shaft 11 are connected to the PTO
A spline cylinder 26 is installed loosely on the transmission shaft 13, and is fitted on the PTO transmission shaft 13 between the gears 21 and 22 and between the gears 23 and 24, respectively.
27 with spline fitting and shift collar 28,2
9 is provided. PTO
Each of the gears 21, 22, 23, 24 on the transmission shaft 13 has pawls 21a, 22a, 23a, 2 that can be engaged with splines on the inner peripheral surface of each shift collar 28, 29.
4a is formed. As described above, the PTO transmission 15 selectively slides and displaces each shift collar 28, 29 to
a, 24a, and the corresponding gears 21, 2
2, 23, and 24 are selectively coupled to the PTO transmission shaft 13, and by coupling the gear 21, the gear ratio is 1st gear, and by coupling the gear 22, the gear ratio is 2nd gear. The main drive shaft 11 and the PTO transmission shaft 13 are selectively operated at a 3rd speed gear ratio by coupling the gear 23 and a 4th gear gear ratio by coupling the gear 24, respectively. It is assumed that the two are interlocked and connected.

As described above, the main drive shaft 11 that transmits input to the traveling power transmission 14 and the PTO transmission 15 is provided, but the mechanism for transmitting the power of the engine 1 to the main drive shaft 11 is In particular, it is structured as follows.

That is, the input shaft 30, which is rotationally driven by the engine 1 through the main clutch provided in the front end of the transmission case 5, is moved from the rear end to a position above the front end of the power shift shaft 14, as shown in FIG. A small diameter gear 31 is fitted to the rear end of the input shaft 30. In addition, a large diameter gear 32 integrally formed with the F ₂ gear 17F ₂ ,
_{Both F2} gears _17F2 are loosely fitted onto the power shift shaft 12, and the large diameter gear 32 is meshed with the small diameter gear 31 described above. As a result of the above, input shaft 3
The rotation at 0 is achieved by a reduction gear train consisting of a small diameter gear 31 and a large diameter gear 32, a small diameter _F2 gear 17F2, and a large diameter gear _17F2 .
It is designed to be decelerated by a reduction gear train consisting of meshing with the F ₂ gear 16F ₂ and transmitted to the main drive shaft 11 .

Another hydraulic clutch-type traveling power transmission device 35 is shown in FIG. 2, in which the power shift shaft 12 and a transmission shaft 34 disposed on its extension are selectively interlocked and connected at two high and low gear ratios. The second
It is provided inside the mission case 5B. The traveling power transmission 35 has an H gear 36H fitted to the front end of the transmission shaft 34, and an L gear 36L loosely fitted to the power shift shaft 12. A transmission shaft 37 is provided in the second transmission case 5B on an extension line of the main drive shaft 11, and the transmission shaft 37 meshes with the L gear 38 which meshes with the L gear 36L and the H gear 36H. At the same time, the power shift shaft 1
2, a multi-plate H hydraulic clutch 40H for selectively coupling the H gear 26H to the power shift shaft 12 and a multi-disc L hydraulic clutch 40H for selectively coupling the L gear 26L to the power shift shaft 12. A clutch 40L is provided. The other traveling power transmission device 35 includes each of the hydraulic clutches 40H and 40L.
By selectively operating the H hydraulic clutch 40H and directly connecting the power shift shaft 12 and the transmission shaft 34, a high gear ratio H is achieved, and by operating the L hydraulic clutch 40L, the power shift shaft 12 is directly connected.
When the transmission shaft 34 is rotated through the L gears 36L, 38, the transmission shaft 37, the gear 39, and the H gear 36H, the power shift shaft 12 and the transmission shaft 34 are selectively interlocked at a low gear ratio L. It is assumed that The above-described transmission shaft 34 is connected to the left and right rear wheels 2 and the left and right front wheels 3 through another gear shift type traveling power transmission device (not shown). A front wheel drive clutch 4 for selectively connecting and disconnecting power transmission to the
1 is provided at the inner lower part of the front end of the rear housing 6, as shown in FIG. In FIG. 2, reference numeral 42 denotes a front wheel drive force extraction shaft connected to a front wheel drive force transmission shaft provided in the outer cylinder 43 shown in FIG.

In addition, the PTO gear shift shaft 13 is as shown in Fig. 2.
Two transmission shafts 45, 46 arranged on the extension line and a PTO clutch 47 between the two transmission shafts 45, 46.
is connected to the PTO shaft 4 shown in FIG.

The embodiment shown in FIGS. 1 and 2 is constructed as described above, and the main drive shaft 11 is connected to the engine 1.
Rather than directly driving the engine, a reduction gear mechanism consisting of two sets of reduction gear trains 31 and 32 and 17F ₂ and 16F ₂ reduces the engine speed and transmits it to the main drive shaft 11. Therefore, the circumferential speed of the gears on the main drive shaft 11, which has many gear meshing parts, is lowered, and the noise generated from the main drive shaft 11 when the rotational speed fluctuates when the engine 1 is idling is greatly reduced. . The speed reduction mechanism includes one set of speed reduction gear trains 17.
Since F ₂ and 16F ₂ are also constituted by a transmission gear train for two forward speeds in the hydraulic clutch-type traveling power transmission 14, the structure is simple.

Next, another embodiment shown in FIG. 3 will be explained. In this other embodiment, the main drive shaft 11 and
While a color shift type PTO transmission 15 similar to the above is provided between the PTO transmission shafts 13,
A color shift type traveling power transmission device 14A is provided between the main drive shaft 11 and a transmission shaft 12A provided in place of the power shift shaft 12. This traveling power transmission 14A includes _F1 gears _16F1 , _F2 gears _16F2 , _F3 gears 1 fixedly installed on the main drive shaft 11.
6F ₃ , F ₄ gear 16F ₄ and R gear 16R, F ₁ gear 17F ₁ , F ₂ gear 17F ₂ , F ₃ gear 17F ₃ , F ₄ gear 17F, which are idle gears loosely fitted on the transmission shaft 12A. ₄ and R gear 17R are meshed directly (F gears with each other) or indirectly (R gears with each other) via the R intermediate gear 19, and the F ₁ gears 17F ₁ and F are mounted on the transmission shaft 12A. Shift collar 51 for selectively coupling each of the ₂ gears 17F ₂ to the transmission shaft 12A, and the F ₃ gears 17F ₃ and F ₄ gear 1
A shift collar 52 for selectively coupling _each of the R gears 17R to the transmission shaft 12A is provided, and a shift collar 53 for selectively coupling the R gear 17R to the transmission shaft 12A is provided. It is configured to perform a one-speed shift.

Also in the other embodiment shown in FIG. The large diameter gear 32 is
The _F4 gear _17F4 is integrally formed with the _F4 gear _17F4.
It is loosely fitted onto the transmission shaft 12A.

As described above, the rotation of the input shaft 30 is controlled by the gears 31,
Reduction gear train consisting of 32 gears and gears 17F ₄ and 16F ₄
The transmission gear train for the first forward speed in the traveling power transmission 14A, that is, the driven side transmission of the transmission 14A. axis 1
A clutch 5 is formed by installing an _F4 gear _17F4 , which is an idler gear, on the _F4 gear _17F4 , and a combination of a pawl formed on the F4 gear 17F4 and a shift collar 52.
A transmission gear train configured to be selectively coupled to the transmission shaft 12A by 5 is configured as a reduction gear train for decelerating the rotation of the engine 1 and transmitting the rotation to the main drive shaft 11.

In the above embodiment, the traveling power transmission device 14, 14
All of the plurality of speed change gear trains in A are connected to the transmission shaft 1
Idle gear 17F ₁ loosely installed on 2, 12A,
17F ₂ , 17F ₃ , 17F ₄ , and 17R are configured as a speed change gear train that is selectively connected to the transmission shafts 12 and 12A by a clutch to perform speed change operation, and one of these speed change gear trains is utilized. Although the present invention is configured as a reduction gear train for decelerating the rotation of the engine 1 and transmitting it to the main drive shaft 11, it is of course possible to configure the 1-speed gear train in the PTO transmission as a reduction gear train for such a function. If such a single speed gear train is configured as a speed change gear train of the type in which an idler gear is connected to a transmission shaft by a clutch, the required reduction gear train can be obtained.
The figure shows another embodiment of such a configuration.

In the embodiment shown in FIG.
B is provided on the input shaft 30 side, and connected to the main drive shaft 11.
The 4-speed transmission gear train in the PTO transmission 15B disposed between the PTO transmission shafts 13B is connected to the main drive shaft 1.
A pawl 65a formed on the free rotating gear 61 is constructed by meshing the free rotating gear 61 installed loosely on the PTO transmission shaft 13B with the _F3 gear _16F3 fitted on the F3 gear 16F3 fitted on the
The shift gear 6 is formed with a pawl 65b that can be engaged with the shift gear 6.
2 is provided on the PTO transmission shaft 13B so that it can only slide freely, and the pawls 65a, 65 are moved by the displacement of the shift gear 62.
By the clutch that is engaged by obtaining the mesh between
By coupling to B, the transmission gears 16F ₃ , 6
It is assumed that one row of operation will be obtained. Similarly to the above, the large-diameter gear 32 meshed with the small-diameter gear 31 at the end of the input shaft 30 is integrally formed with the idler gear 61 and loosely fitted onto the PTO transmission shaft 13B. That is, the main drive shaft 11 is rotated at a reduced speed via a reduction gear train consisting of gears 31 and 32 and a reduction gear train consisting of gears 61 and _16F3 .

In the embodiment shown in FIG. 4, the traveling power transmission device 14B is disposed between the main drive shaft 11 and the transmission shaft 12B.
is the F ₁ , F ₂ , F ₃ , R gear 16 on the main drive shaft 11.
F ₁ , 16F ₂ , 16F ₃ , 16R are fixedly installed, and F ₁ , F ₂ , F ₃ , R gear 1 is mounted on the transmission shaft 12B.
Install 7F ₁ , 17F ₂ , 17F ₃ , 17R with loose fit,
The gears 17F ₁ , 17F ₂ , 17F ₃ , 17R on the transmission shaft 12B are selectively connected to the transmission shaft 12B by the shift collars 66 and 67, so that three forward speeds and one reverse speed can be obtained. It is configured to what is possible. In addition, the PTO transmission 15B is configured to obtain a 4-speed transmission ratio as described above, and the shift gear 62 on the PTO transmission shaft 13B is
By meshing with the _F2 gear _16F2 on the main drive shaft 11, a 3rd speed gear ratio can be achieved.
By meshing with 0, the gear ratio of 2nd gear can be further increased.
By meshing another shift gear 64 on the PTO transmission shaft 13B with the F ₁ gear 16F ₁ on the main drive shaft 11, the first gear ratio can be selectively obtained.

As is clear from the above explanation, this invention uses the same number of gears as the conventional one, has a structure that does not complicate the transmission device and does not increase costs, and greatly reduces the rotational speed of the main drive shaft 13. This has the effect of greatly suppressing the above-mentioned impact noise that tends to occur especially when the engine is idling. That is, this invention provides gears 17F ₂ , 16F ₂ (FIG. 2), 17F ₄ , 16 constituting a second reduction gear train that is provided in addition to the first reduction gear train 31 , 32 .
The two gears corresponding to F ₄ (Fig. 3), 61, and 16F ₃ (Fig. 4) were provided in conventional transmission devices as a gear change gear for the highest speed gear. This is because this invention reduces the rotation of the input shaft 30 in two stages and transmits it to the main drive shaft 11 without adding an extra number of gears.

[Brief explanation of the drawing]

Fig. 1 is a schematic side view of an agricultural tractor equipped with an embodiment of this invention, Fig. 2 is a partially exploded vertical sectional side view of the main parts of the same tractor, and Figs. It is a mechanism diagram showing an example and another example. 1...Engine, 11...Main drive shaft, 12...
Power shift shaft, 12A, 12B...Transmission shaft, 1
3,13B...PTO gear shift shaft, 14,14A,1
4B... Travel power transmission, 15, 15B...
PTO transmission, 16F ₂ ...F ₂ gear, 16F ₃ ...
F ₃ gear, 16F ₄ ...F ₄ gear, 17F ₂ ...F ₂ gear,
17F ₄ ...F ₄ gear, 20F ₁ ...F ₁ hydraulic clutch,
30... Input shaft, 31... Small diameter gear, 32... Large diameter gear, 52... Shift collar, 55... Clutch, 61... Idle gear, 62... Shift gear, 6
5...Clutch.

Claims (1)

[Claims for Utility Model Registration] Main drive shaft 11 and traveling system transmission shaft 1 parallel to each other
2, 12A, 12B and PTO system transmission shaft 13,
Traveling power transmission devices 14, 14 between 13B and 13B, respectively.
A, 14B and PTO transmission 15, 15B,
A part of the transmission gear 1 on the drive side in both transmissions.
6F ₁ , 16F ₂ , 16R, 16F ₃ , 16F ₄ are fixedly installed on the main drive shaft 11 and arranged in common,
In a transmission device in which the main drive shaft 11 is connected to an input shaft 30 driven by the engine 1 via a gear reduction mechanism, the transmission gear train of the highest gear in both transmission devices is connected to the input shaft 30. The transmission gears 17F ₂ , 17F ₄ , 61 on the driven side of the highest speed gear in either transmission are arranged close to the input end of the
The gear reduction mechanism is configured as an idling gear that is loosely fitted onto the speed change shaft 12, 12A, 13B on which it is mounted and is connected to the speed change shaft by a clutch 20F ₂ , 55, 65 for speed change operation. The input shaft 30
The gear 31 fixedly installed above and the free rotating gear 17
F ₂ , _{17F 4} , 61 and _a first reduction gear train formed by meshing with a gear 32 integrally formed; Driving side speed change gear 16F ₂ , 1
1. A transmission device for a self-propelled work vehicle, characterized in that the transmission device includes a second reduction gear train formed by meshing 6F ₄ and 16F ₃ gears.