JPH0531026B2 - - Google Patents
Info
- Publication number
- JPH0531026B2 JPH0531026B2 JP61055989A JP5598986A JPH0531026B2 JP H0531026 B2 JPH0531026 B2 JP H0531026B2 JP 61055989 A JP61055989 A JP 61055989A JP 5598986 A JP5598986 A JP 5598986A JP H0531026 B2 JPH0531026 B2 JP H0531026B2
- Authority
- JP
- Japan
- Prior art keywords
- clutch
- pressure
- gear transmission
- regulating valve
- hydraulic
- 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
Links
- 230000005540 biological transmission Effects 0.000 claims description 43
- 230000007246 mechanism Effects 0.000 claims description 17
- 230000001105 regulatory effect Effects 0.000 claims description 13
- 238000001514 detection method Methods 0.000 claims description 5
- 230000005284 excitation Effects 0.000 claims description 4
- 230000001276 controlling effect Effects 0.000 claims description 3
- 238000010586 diagram Methods 0.000 description 3
- 230000000694 effects Effects 0.000 description 3
- 230000035939 shock Effects 0.000 description 3
- 230000009471 action Effects 0.000 description 2
- 230000008859 change Effects 0.000 description 2
- 238000004891 communication Methods 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- 230000001360 synchronised effect Effects 0.000 description 2
- 230000008901 benefit Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 230000007935 neutral effect Effects 0.000 description 1
- 230000008569 process Effects 0.000 description 1
Description
【発明の詳細な説明】
〔産業上の利用分野〕
本発明は、変速用油圧クラツチへの圧油供給系
統に供給油圧を制御するクラツチ圧調節弁機構を
設けて、円滑な油圧クラツチ作動を得られるよう
に構成した油圧操作式ギヤ変速装置に関する。[Detailed Description of the Invention] [Industrial Application Field] The present invention provides a clutch pressure regulating valve mechanism for controlling supply oil pressure in a pressure oil supply system to a hydraulic clutch for transmission, thereby achieving smooth hydraulic clutch operation. The present invention relates to a hydraulically operated gear transmission configured to allow
この種のものとしては、特開昭60−237251号公
報で開示されたもの、すなわち、第７図に示すよ
うに、変速操作後における油圧クラツチでの初期
昇圧速度OQ1を大きく、かつ、以後の昇圧速度
OQ2を小さくする状態に制御する技術が知られて
いる。
This type of device is disclosed in Japanese Patent Application Laid-Open No. 60-237251, as shown in FIG . boost rate of
Techniques for controlling OQ 2 to a small state are known.
上記構成のものでは、確かに、初期昇圧速度が
大きいので半クラツチ状態まで短時間に立上り、
時間短縮が図れるとともに、以後の昇圧速度が小
であるので、半クラツチ状態から完全な継り状態
に移行する過程を変速シヨツクの少ない状態で行
うことができ、有効ではあるが、その昇圧特性は
固定のものであるから、負荷抵抗の違いによつ
て、第７図に示すように、その抵抗が大であると
立上り時間t1が設定時間t0より長くなるととも
に、反対に抵抗が小であると、変速シヨツクが発
生するといつた問題があり、細部に亘る制御が不
十分であつた。
With the above configuration, it is true that the initial pressure increase rate is high, so it rises to the half-clutch state in a short time, and
Not only can the time be shortened, but since the subsequent boost rate is small, the process of transitioning from a half-clutch state to a fully engaged state can be performed with fewer shift shocks, which is effective, but its boost characteristics are Since it is fixed, depending on the difference in load resistance, as shown in Figure 7, if the resistance is large, the rise time t1 will be longer than the set time t0, and conversely, if the resistance is small, the rise time t1 will be longer than the set time t0 . However, there were problems such as shift shocks occurring, and detailed control was insufficient.
本発明の目的は簡単な機構を付加することによ
つて、よりきめ細かく油圧クラツチの立上り特性
を制御できるものを提供する点にある。 An object of the present invention is to provide a system that can more precisely control the rise characteristics of a hydraulic clutch by adding a simple mechanism.
本発明による特徴構成は変速用油圧クラツチへ
の圧油供給系統に、変速操作後における油圧クラ
ツチでの初期昇圧速度を大きく、かつ、以後の昇
圧速度を小さくする状態に制御するクラツチ圧調
節弁機構を設けてある油圧操作式ギヤ変速装置に
おいて、油圧クラツチへの入力軸と出力軸との双
方の回転数を各別に検出する回転数検出センサを
設け、これら両回転数検出センサの検出結果によ
る回転数差が大きい程、初期昇圧速度を大きくす
るようにクラツチ圧調節弁機構を自動制御する制
御回路を備えてあることを特徴とする。
The characteristic structure of the present invention is a clutch pressure regulating valve mechanism in the pressure oil supply system to the hydraulic clutch for shifting, which controls the initial pressure increase rate in the hydraulic clutch after a shift operation to be large and the subsequent pressure increase rate to be small. In a hydraulically operated gear transmission equipped with The present invention is characterized in that it is equipped with a control circuit that automatically controls the clutch pressure regulating valve mechanism so that the larger the difference in number, the greater the initial pressure increase speed.
つまり、負荷抵抗の大小を油圧クラツチ前後の
回転数の差の大小として認識できる点に着目し、
この回転数差の大小に応じて、例えば、第３図
イ，ロ，ハに示すように初期昇圧速度Q1を大小
に変化させる。
In other words, we focused on the fact that the magnitude of load resistance can be recognized as the magnitude of the difference in rotation speed before and after the hydraulic clutch.
Depending on the magnitude of this rotational speed difference, for example, the initial pressure increase rate Q 1 is varied in magnitude as shown in FIG. 3 A, B, and C.
すなわち、回転数差が少なく負荷抵抗が小さい
ときには、第３図イのように単位時間当たりの昇
圧値が少となる遅い初期昇圧速度で、回転数差が
大きく負荷抵抗が大であるときには、第３図ハの
ように単位時間当たりの昇圧値が大となる速い初
期昇圧速度で、また、回転数差が中くらいで負荷
抵抗が中くらいであるときには、第３図ハのよう
に中くらいの昇圧速度になるといつた具合にクラ
ツチ圧調節弁機構が自動的に制御されるようにな
り、負荷抵抗の大小に拘らずに半クラツチ状態に
到達する高い圧力P3を所期の設定時間t0で得られ
るようになる。 In other words, when the rotational speed difference is small and the load resistance is small, the initial pressure increase rate is low, resulting in a small boost value per unit time, as shown in Figure 3A, and when the rotational speed difference is large and the load resistance is large, the As shown in Figure 3 C, when the initial pressure increase rate is high and the pressure increase value per unit time is large, and when the rotational speed difference is medium and the load resistance is medium, as shown in Figure 3 C, As the pressure increases, the clutch pressure regulating valve mechanism is automatically controlled to maintain the high pressure P3 that reaches the half-clutch state at the desired set time t0 , regardless of the load resistance. You will be able to get it with
これにより、負荷抵抗が大きく半クラツチ状態
への立上がり時間が長く緩慢になるとか、負荷抵
抗が小さく変速シヨツクが発生するといつたこと
を解消できるものとなる。 As a result, it is possible to eliminate the problems that occur when the load resistance is large and the rise time to the half-clutch state is long and slow, or when the load resistance is small and a shift shock occurs.
その結果、昇圧制御系の工夫により、初期昇圧
速度を以後に比べて大に設定できる利点を、負荷
抵抗の大小に拘らずに発揮させることができ、よ
り性能が向上される油圧操作式ギヤ変速装置を提
供することができた。
As a result, by improving the boost control system, the advantage of being able to set the initial boost rate to a higher rate than in the subsequent steps can be achieved regardless of the load resistance, resulting in a hydraulically operated gear shift that further improves performance. We were able to provide the equipment.
ただし、このような効果を奏するものとして、
変速前の負荷抵抗を基に前記昇圧速度を可変する
形態のものが考えられるが、かな場合には変速前
の情報であるから、現時点での負荷抵抗とズレを
生じる場合もあり、それに比べて本発明の場合に
は現時点での負荷抵抗に対応できるのでより正確
な制御が行える。 However, as having such an effect,
One possibility is to vary the boost speed based on the load resistance before the gear shift, but in some cases, since the information is before the gear shift, there may be a discrepancy with the current load resistance. In the case of the present invention, more accurate control can be performed because it can correspond to the current load resistance.
第２図はトラクタに装備のミツシヨケースＭ内
の伝動構造を示し、エンジンＥに連動連結させた
入力軸１と走行用第１伝動軸２とに亘つて、４段
切換自在なシンクロメツシユ式主ギヤ変速装置
H1を設け、油圧クラツチＣへの入力軸としての
第１伝動軸２と油圧クラツチＣへの出力軸として
の走行用第２伝動軸３との間に、摩擦板式油圧ク
ラツチＣを設け、第２伝動軸３の出力を正逆転変
更するシンクロメツシユ式前後進ギヤ変速装置
H2、それからの出力を高低２段に切換自在なシ
ンクロメツシユ式第１副ギヤ変速装置H3、及び、
それからの出力を高低２段に切換自在な第２副ギ
ヤ変速装置H4の夫々を設け、そして、第２副ギ
ヤ変速装置H4の出力を後輪４の作動機構４Ａ、
及び、前輪５の作動機構５Ａに伝動させるように
構成してある。
Fig. 2 shows the transmission structure inside the transmission case M installed on the tractor.The input shaft 1, which is interlocked with the engine E, and the first transmission shaft 2 for traveling are connected to a synchronized mesh type main shaft that can freely switch between four stages. gear transmission
A friction plate type hydraulic clutch C is provided between the first transmission shaft 2 as an input shaft to the hydraulic clutch C and the second driving transmission shaft 3 as an output shaft to the hydraulic clutch C. Synchronous mesh type forward/reverse gear transmission that changes the output of 2 transmission shafts 3 in forward and reverse directions.
H 2 , a synchromesh type first auxiliary gear transmission H 3 that can freely switch the output therefrom into two high and low stages, and
A second auxiliary gear transmission H 4 that can freely switch the output from the second gear transmission H 4 into two high and low stages is provided, and the output of the second auxiliary gear transmission H 4 is transferred to the rear wheel 4 operating mechanism 4A,
The power is also transmitted to the operating mechanism 5A of the front wheel 5.
前記入力軸１の動力を４段に変速して動力取出
伝動軸６に伝動するシンクロメツシユ式ギヤ変速
装置７を設けると共に、伝動軸６と動力取出軸８
との間に、中継伝動軸９を設け、もつて、動力取
出軸８を変速できるように構成してある。 A synchromesh type gear transmission 7 is provided which changes the power of the input shaft 1 into four stages and transmits it to the power output transmission shaft 6, and the transmission shaft 6 and the power output shaft 8
A relay transmission shaft 9 is provided between the power output shaft 8 and the power output shaft 8, so that the speed of the power take-off shaft 8 can be changed.
次に、走行用伝動系に対する変速操作構造につ
いて、第１図及び第２図に基づいて詳述する。 Next, the speed change operation structure for the driving transmission system will be described in detail with reference to FIGS. 1 and 2.
すなわち、主ギヤ変速装置H1に、択一的に作
動される２個の主ギヤ変速用シフター１０Ａ，１
０Ｂの夫々を連動連結した２個の操作用油圧シリ
ンダ１１Ａ，１１Ｂを付設するとともに、第１副
ギヤ変速装置H3に、第１副ギヤ変速用シフター
12を連動連結した操作用油圧シリンダ１３を付設
してある。 That is, the main gear transmission H 1 includes two main gear transmission shifters 10A, 1 that are alternatively operated.
Two operating hydraulic cylinders 11A and 11B are connected to each other in conjunction with each other, and the first auxiliary gear transmission H3 is equipped with a first auxiliary gear shifter.
An operating hydraulic cylinder 13 in which 12 are interlocked and connected is attached.
又、前記主ギヤ変速装置H1に対する２個の操
作用油圧シリンダ１１Ａ，１１Ｂ及び前記第１副
ギヤ変速装置H3に対する操作用油圧シリンダ１
３のピストを摺動スプールとして兼用利用する状
態で３個の３位置切換弁S1，S2，S3を構成してあ
る。 Also, two operating hydraulic cylinders 11A, 11B for the main gear transmission H1 and an operating hydraulic cylinder 1 for the first auxiliary gear transmission H3 .
Three 3-position switching valves S 1 , S 2 , and S 3 are constructed in such a manner that the pistons of 3 are also used as sliding spools.
前記操作用油圧シリンダ１１Ａ，１１Ｂ，１３
に対する圧油の供給、並びに、前３位置切換弁
S1，S2，S3に対する圧油の供給は、主制御弁V1
としてのロータリ式の９位置Ｎ〜F1〜F8切換弁
の操作によつて行われ、この９位置切換弁V1に
対する圧油の供給は、油圧ポンプＰから減圧弁１
５を介して行われる。 The operating hydraulic cylinders 11A, 11B, 13
Supply of pressure oil to and front 3-position switching valve
Pressure oil is supplied to S 1 , S 2 , and S 3 through the main control valve V 1
Pressure oil is supplied to this 9-position switching valve V1 from a hydraulic pump P to a pressure reducing valve 1 .
5.
前記伝動油圧クラツチＣは、前記減圧弁１５か
らクラツチ圧調節弁機構としての電磁比例減圧弁
１６を介して供給される油圧によつて駆動される
もので、前記電磁比例減圧弁１６と前記油圧クラ
ツチＣとの間に、圧油をクラツチＣに供給するク
ラツチ入り状態と、クラツチＣ内の圧油をタンク
Ｔに戻すクラツチ切り状態とに択一的に切換自在
な切換弁１７としての４個のパイロツト圧操作式
２位置切換弁１７Ａ，１７Ｂ，１７Ｃ，１７Ｄを
直列に接続してあり、これらのうちの１個のパイ
ロツト圧操作式２位置切換弁１７Ａは、前記前後
進ギヤ変速装置H2を操作する手動操作レバー１
８と連動して操作され、かつ、前記主制御弁V1
と並列に接続された補助制御弁V2から供給され
る圧油によつて操作され、残る３個のパイロツト
圧操作式２位置切換弁１７Ｂ，１７Ｃ，１７Ｄ
は、夫々、前記３位置切換弁S1，S2，S3から供給
される圧油によつて操作され、もつて、主ギヤ変
速装置H1、前後進ギヤ変速装置H2、及び、第１
副ギヤ変速装置H3の全てが伝動状態にあるとき
にのみ、４個のパイロツト圧操作式２位置切換弁
１７Ａ，１７Ｂ，１７Ｃ，１７Ｄの全てが連通す
る状態に切換わるとクラツチ入り状態に切換わつ
て、変速操作に伴つて自動的にクラツチＣが切換
操作されるように構成してある。 The transmission hydraulic clutch C is driven by hydraulic pressure supplied from the pressure reducing valve 15 through an electromagnetic proportional pressure reducing valve 16 as a clutch pressure regulating valve mechanism, and the transmission hydraulic clutch C is driven by the hydraulic pressure supplied from the pressure reducing valve 15 through an electromagnetic proportional pressure reducing valve 16 as a clutch pressure regulating valve mechanism. Between the clutch C and the clutch C, there are four switching valves 17 that can be selectively switched between a clutch engaged state that supplies pressure oil to the clutch C and a clutch disengaged state that returns pressure oil in the clutch C to the tank T. Pilot pressure-operated two-position switching valves 17A, 17B, 17C, and 17D are connected in series, and one of these pilot pressure-operated two-position switching valves 17A controls the forward/reverse gear transmission H2. Manual operation lever 1 to operate
8 and is operated in conjunction with the main control valve V 1
The remaining three pilot pressure-operated two-position switching valves 17B, 17C, and 17D are operated by pressure oil supplied from the auxiliary control valve V2 connected in parallel with the
are operated by pressure oil supplied from the three-position switching valves S 1 , S 2 , and S 3 , respectively, and the main gear transmission H 1 , the forward/reverse gear transmission H 2 , and the 1
Only when all of the auxiliary gear transmission H3 is in the transmission state, when all four pilot pressure operated two-position switching valves 17A, 17B, 17C, and 17D are switched to a communicating state, the clutch is switched to the engaged state. Furthermore, the clutch C is configured to be automatically switched in conjunction with the gear shifting operation.
但し、主ギヤ変速装置H1の２個の油圧シリン
ダ１１Ａ，１１Ｂの一方を変速側に操作した状態
において、他方の油圧シリンダを中立位置に圧油
によつて操作保持させるように構成してある。
又、第２副ギヤ変速装置H4には、変速レバーに
て操作自在なシフターを付設してある。さらに、
動力取出軸８に対する変速装置７を人為的に操作
するように構成してある。 However, when one of the two hydraulic cylinders 11A, 11B of the main gear transmission H1 is operated to the gear shifting side, the other hydraulic cylinder is operated and held in the neutral position by pressure oil. .
Further, the second auxiliary gear transmission H4 is provided with a shifter that can be operated using a speed change lever. moreover,
The transmission device 7 relative to the power take-off shaft 8 is configured to be manually operated.
尚、図中、Ｎ及びF1乃至F3の夫々は、主制御
弁V1の操作位置を示し、又、Ｆ及びＲは、補助
制御弁V2の操作位置を示す。 In the figure, N and F 1 to F 3 each indicate the operating position of the main control valve V 1 , and F and R indicate the operating position of the auxiliary control valve V 2 .
第１図に示すように、圧油供給系統で２位置切
換弁１７Ｄと油圧クラツチＣとの間には、電磁比
例減圧弁１６が設けられており、その構造を第４
図に基づいて詳述すると、左右に揺動可能なスプ
ール１４の一端側にソレノイドコイル１９及び、
他端側に油圧ポート２０Ｐ，２０Ｃ，２０Ｔを形
成するとともに、スプール１４の肉厚内に油圧ポ
ート２０Ｃ及びスプール１４先端側圧力室２１と
に連通可能な通路２２を形成し、もつて、ソレノ
イドコイル１９によつて押出力Ｆを受けたスプー
ル１４の移動によつて、油圧ポート２０Ｐ，２０
Ｃが連通状態になり、この連通状態になることに
よつて、ポート２０Ｐからポート２０Ｃに圧油が
供給され、このポート２０Ｃに供給された圧油が
通路２２を通つて圧力室２１に導入され、スプー
ル１４を前記押出力Ｆに抗して、力ｆで現状復帰
させようとし、両者Ｆ，ｆがつり合つた所でスプ
ール１４は静止し、ポート２０Ｃ圧力が設定さ
れ、この設定された圧油が油圧クラツチＣに送ら
れることになる。つまり、ソレノイド１９の励磁
電圧に比例した圧力調整が可能である。 As shown in FIG. 1, an electromagnetic proportional pressure reducing valve 16 is provided between the two-position switching valve 17D and the hydraulic clutch C in the pressure oil supply system.
To explain in detail based on the figure, a solenoid coil 19 is attached to one end side of the spool 14 that can swing left and right,
Hydraulic ports 20P, 20C, and 20T are formed on the other end side, and a passage 22 that can communicate with the hydraulic port 20C and the pressure chamber 21 on the tip side of the spool 14 is formed within the wall thickness of the spool 14. Due to the movement of the spool 14 which receives the pushing force F by the hydraulic port 20P, 20
C enters a communication state, and by entering this communication state, pressure oil is supplied from the port 20P to the port 20C, and the pressure oil supplied to the port 20C is introduced into the pressure chamber 21 through the passage 22. , an attempt is made to return the spool 14 to its current state with a force f against the pushing force F, and when both F and f are balanced, the spool 14 comes to rest, and the port 20C pressure is set, and this set pressure Oil will be sent to hydraulic clutch C. In other words, the pressure can be adjusted in proportion to the excitation voltage of the solenoid 19.
従つて、この電磁比例減圧弁１６に対して、こ
の励磁電圧を自動制御するマイコンを内蔵した制
御回路２３が備えてあり、第３図に示すように、
クラツチオン作動時における初期昇圧速度Q1が
大きく、以降の昇圧速度Q2が小さくなるように
励磁電圧を制御できる。 Therefore, the electromagnetic proportional pressure reducing valve 16 is equipped with a control circuit 23 containing a microcomputer that automatically controls the excitation voltage, as shown in FIG.
The excitation voltage can be controlled so that the initial boost rate Q 1 at the time of clutch-on operation is large and the subsequent boost rate Q 2 is small.
次に、走行負荷抵抗に準じた初期昇圧速度Q1
の可変制御を説明する。第１図に示すように、油
圧クラツチＣへの入力軸としての走行用第１伝動
軸２と出力軸としての第２伝動軸３とに、夫々回
転数検出用ギヤ２４，２４を嵌着するとともに、
このギヤ２４の回転数を検出する電磁プツクアツ
プ式のセンサ２８，２８を設け、このセンサ２
８，２８での検出回転数Rin，Routに基づいて、
第３図イ，ロ，ハのグラフと第５図のフロートチ
ヤートで示すように、回転数差ΔRが大きなもの
程初期昇圧速度Q1を大きくするようにしてある。 Next, the initial boost rate Q 1 according to the running load resistance
Explain the variable control of. As shown in FIG. 1, rotation speed detection gears 24, 24 are fitted to the first transmission shaft 2 for running as an input shaft to the hydraulic clutch C and the second transmission shaft 3 as an output shaft, respectively. With,
Electromagnetic pull-up type sensors 28, 28 are provided to detect the rotation speed of this gear 24.
Based on the detected rotation speeds Rin and Rout at 8 and 28,
As shown by the graphs A, B, and C in FIG. 3 and the float chart in FIG. 5, the larger the rotational speed difference ΔR is, the larger the initial pressure increase rate Q 1 is.
○イ 前記クラツチ調節弁機構１６としては次のよ
うな構造のものでもよい。第６図に示すよう
に、油圧クラツチＣに通じる二次側パイロツト
圧力の作用によつてスプリング２５Ａの付勢力
に抗して開作動するハイパスバルブ２５と、二
次側パイロツト圧力の作用によつてスプリング
２６Ａの付勢力に抗して閉作動するローパルバ
ルブ２６と、オリフイス２７とを並列に介装し
て構成したものでもよい。この場合には両スプ
リング２６Ａ，２５Ａに対して同時に付勢力を
調節する形態をとり、回転数差が大きい程、付
勢力を大きくするように構成すればよい。
B. The clutch control valve mechanism 16 may have the following structure. As shown in FIG. 6, the high-pass valve 25 is opened against the biasing force of the spring 25A by the action of the secondary pilot pressure connected to the hydraulic clutch C, and the high-pass valve 25 is opened by the action of the secondary pilot pressure. The low pal valve 26, which closes against the biasing force of the spring 26A, and the orifice 27 may be interposed in parallel. In this case, the biasing force for both springs 26A, 25A may be adjusted simultaneously, and the biasing force may be increased as the rotational speed difference is larger.
○ロ クラツチ圧調節弁機構１６としては可変リリ
ーフバルブでもよい。○B The clutch pressure regulating valve mechanism 16 may be a variable relief valve.
図面は本発明に係る油圧操作式ギヤ変速装置の
実施例を示し、第１図は油圧回路構成図、第２図
はミツシヨンケース内構造を示す構成図、第３図
イ，ロ，ハは夫々油圧クラツチの昇圧特性を示
し、イは軽負荷に対応したもの、ロは中負荷、ハ
は重負荷に対応したもの、第４図は電磁比例制御
弁の一部切欠側面図、第５図は油圧クラツチ昇圧
特性に対する制御フローチヤート、第６図はクラ
ツチ圧調節弁機構の別実施例を示す構成図であ
り、第７図は従来の油圧クラツチ昇圧特性グラフ
である。
Ｃ……油圧クラツチ、Q1……初期昇圧速度、
Q2……以後の昇圧速度、２……油圧クラツチへ
の入力軸、３……油圧クラツチの出力軸、１６…
…クラツチ圧調節弁機構、２３……制御回路、２
８……回転数検出センサ。
The drawings show an embodiment of the hydraulically operated gear transmission according to the present invention, in which Fig. 1 is a hydraulic circuit configuration diagram, Fig. 2 is a configuration diagram showing the internal structure of the transmission case, and Fig. 3 A, B, and C are The pressure increase characteristics of each hydraulic clutch are shown, A is for light loads, B is for medium loads, C is for heavy loads, Figure 4 is a partially cutaway side view of the electromagnetic proportional control valve, and Figure 5 6 is a control flowchart for hydraulic clutch pressure increasing characteristics, FIG. 6 is a block diagram showing another embodiment of the clutch pressure regulating valve mechanism, and FIG. 7 is a graph of conventional hydraulic clutch pressure increasing characteristics. C...Hydraulic clutch, Q1 ...Initial pressure increase speed,
Q 2 ... Subsequent pressure increase speed, 2... Input shaft to hydraulic clutch, 3... Output shaft of hydraulic clutch, 16...
...Clutch pressure regulating valve mechanism, 23...Control circuit, 2
8...Rotation speed detection sensor.
Claims (1)
変速操作後における前記油圧クラツチＣでの初期
昇圧速度Q1を大きく、かつ、以後の昇圧速度Q2
を小さくする状態に制御するクラツチ圧調節弁機
構１６を設けるとともに、前記油圧クラツチＣへ
の入力軸２と出力軸３との双方の回転数を各別に
検出する回転数検出センサ２８，２８を設け、こ
れら両回転数検出センサ２８，２８の検出結果に
よる回転数差が大きい程、前記初期昇圧速度Q1
を大きくするように前記クラツチ圧調節弁機構１
６を自動制御する制御回路２３を備えてある油圧
操作式ギヤ変速装置。 ２ 前記クラツチ圧調節弁機構１６が励磁電圧に
応じて２次側圧を調節する電磁比例減圧弁である
特許請求の範囲第１項に記載の油圧操作式ギヤ変
速装置。 ３ 前記クラツチ圧調節弁機構１６が可変リリー
フバルブである特許請求の範囲第１項に記載の油
圧操作式ギヤ変速装置。[Claims] 1. A pressure oil supply system to the transmission hydraulic clutch C,
Increase the initial pressure increase rate Q 1 at the hydraulic clutch C after the gear shift operation, and increase the subsequent pressure increase rate Q 2
A clutch pressure regulating valve mechanism 16 is provided to control the clutch pressure to a small state, and rotation speed detection sensors 28 and 28 are provided to separately detect the rotation speeds of both the input shaft 2 and the output shaft 3 to the hydraulic clutch C. , the larger the rotational speed difference between the detection results of these two rotational speed detection sensors 28, 28, the higher the initial pressure increase rate Q 1
The clutch pressure regulating valve mechanism 1
A hydraulically operated gear transmission device equipped with a control circuit 23 for automatically controlling 6. 2. The hydraulically operated gear transmission according to claim 1, wherein the clutch pressure regulating valve mechanism 16 is an electromagnetic proportional pressure reducing valve that regulates the secondary side pressure according to the excitation voltage. 3. The hydraulically operated gear transmission according to claim 1, wherein the clutch pressure regulating valve mechanism 16 is a variable relief valve.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP61055989A JPS62215155A (en) | 1986-03-13 | 1986-03-13 | Hydraulically operated gear transmission |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP61055989A JPS62215155A (en) | 1986-03-13 | 1986-03-13 | Hydraulically operated gear transmission |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS62215155A JPS62215155A (en) | 1987-09-21 |
| JPH0531026B2 true JPH0531026B2 (en) | 1993-05-11 |
Family
ID=13014497
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP61055989A Granted JPS62215155A (en) | 1986-03-13 | 1986-03-13 | Hydraulically operated gear transmission |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS62215155A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0739217U (en) * | 1993-12-16 | 1995-07-14 | 新明和工業株式会社 | Electric wire end processing device cutter |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4979599A (en) * | 1988-02-09 | 1990-12-25 | Kubota, Ltd. | Work vehicle |
| JPH03209056A (en) * | 1990-01-09 | 1991-09-12 | Kubota Corp | Working vehicle running shifting structure |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS60164017A (en) * | 1984-02-07 | 1985-08-27 | Diesel Kiki Co Ltd | Car clutch control device |
| JPS60237251A (en) * | 1984-05-09 | 1985-11-26 | Kubota Ltd | Speed change device for hydraulic operation type gear |
-
1986
- 1986-03-13 JP JP61055989A patent/JPS62215155A/en active Granted
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS60164017A (en) * | 1984-02-07 | 1985-08-27 | Diesel Kiki Co Ltd | Car clutch control device |
| JPS60237251A (en) * | 1984-05-09 | 1985-11-26 | Kubota Ltd | Speed change device for hydraulic operation type gear |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0739217U (en) * | 1993-12-16 | 1995-07-14 | 新明和工業株式会社 | Electric wire end processing device cutter |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS62215155A (en) | 1987-09-21 |
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