JPH1037977A - Preventing device for corotation of transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a corotation preventing device which is simple in construction and certain in actuation in spite of having functions for preventing both the companied rotation and oil temperature rising. SOLUTION: A synchronizing means F is composed in synchromesh-system having a shift sleeve 26, a synchro-ring 19 and the gear part 18a of a driving clutch body 18, and equipped with a clutch control means G for designating a work order so that a clutch engaging action may be made after working of the synchronizing means F in the case of engaging operation of a PTO clutch. The clutch control means G is composed of an interlocking mechanism 27 which interlocks with the movement of the clutch piston 24 of a clutch body 21 on a driven side to shift-move a shift-sleeve 26 and a gap provided between a clutch piston side member 22 and a clutch disc side member 20 so that a driving and a driven clutch disc 20, 22 may begin to mutually come into contact after the shift sleeve 26 engages with the gear part 18a.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a technique for effectively preventing continuous rotation of a wet clutch. This is a technique suitable for a wet clutch or the like employed in a heavy load transmission portion such as a tractor or a combine.

[0002]

2. Description of the Related Art As a characteristic of a wet-type multi-plate clutch, even when the clutch is disengaged, there is a tendency that a driven shaft rotates and a rotating phenomenon tends to occur, particularly when the operating oil is at a low temperature such as immediately after the engine is started. Therefore, for example, in a tractor, even if the PTO clutch is disengaged, there is a disadvantage that the PTO shaft rotates in the same manner as when the clutch is engaged. For this reason, there is a vehicle equipped with a rotation preventing brake that forcibly stops the rotation by forcibly stopping the driven clutch body when the clutch is disengaged.

[0003]

In the vehicle equipped with the anti-rotation brake, the rotation of the driven side is certainly eliminated, but the viscous resistance itself of the hydraulic oil acts to cause the rotation. As a result, the temperature of the hydraulic oil may increase due to the friction loss of the hydraulic oil between the clutch discs and the friction plates that are disposed in opposition to each other, which may adversely affect the transmission efficiency of the transmission.

Therefore, as shown in FIG. 5, an input gear 35 is fitted around a drive shaft 34 having a drive-side clutch body so as to be relatively rotatable, and a synchromesh system is provided between the input gear 35 and the drive shaft 34. It has been considered that the synchronizing means F is provided, and when the wet clutch 7 is engaged, the hydraulic coupling operation structure is used to set the operation order so that the wet clutch 7 is started to engage after the operation of the synchronous means F is completed. That is, the rotation itself at the wet multi-plate clutch 7 can be eliminated by the power disconnection effect due to the release of the operation of the synchronization means F.
Unnecessary temperature rise of the hydraulic oil due to relative rotation between the clutch disks on the drive side and the driven side is prevented, and the final power connection is performed by the wet multi-plate clutch 7, so that the high load due to heavy load There is an advantage that it can sufficiently withstand intermittent torque.

[0005] Then, as an extension of the technique, a technique disclosed in Japanese Patent Application Laid-Open No. 7-119760 was recalled. This is because the synchronizing means is housed in the wet-type multi-plate clutch, and the entire device is made compact while the functions of preventing the rotation and the oil temperature rise are kept as they are. However, this means requires a plurality of operation rods, which protrude and move before the clutch piston, are slidably housed in the clutch body, and a return spring of the operation rod and a return spring of the shift sleeve are required. However, there has been room for further improvement because of the increased complexity and number of parts, and the need for high processing and dimensional accuracy for smooth operation. An object of the present invention is to provide a continuous rotation preventing device which has both functions of preventing entrainment rotation and preventing an increase in oil temperature, yet has a simple structure and operates reliably.

[0006]

[Means for Solving the Problems]

[Structure] In order to achieve the above object, the present invention provides a wet-type multi-plate clutch interposed between a drive shaft and a driven shaft. By means of frictional interlocking between the side clutch body and the drive shaft via a synchronous rotating body, the rotation of a transmission device provided with a synchronizing means for transmitting after reducing the rotational speed difference between the drive side clutch body and the drive shaft. In the prevention device,
A shift sleeve for rotating the synchronization means integrally with the drive shaft,
The clutch body includes a gear portion and a synchronous rotating body. The shift sleeve is engaged with the synchronous rotating body by the shift movement, and then the synchronous operation is performed in which the gear portion is engaged with the gear portion. At the time of operation, there is provided clutch control means for setting an operation sequence so that the engagement operation of the wet-type multi-plate clutch is performed after the start of operation of the synchronization means, and the clutch control means includes a shaft of a clutch piston mounted on the driven clutch body. An interlocking mechanism that shifts the shift sleeve in conjunction with the directional movement, and a clutch piston side member and a clutch disk side member so that the drive side and the driven side clutch disks start to contact each other after the shift sleeve engages the gear portion. And a gap provided between them.

The operation of the first embodiment will be described with reference to FIGS. 2 to 4. When pressure oil is supplied to operate the clutch, the clutch piston 24 is moved by the shifter 27. Shift sleeve 26 linked and connected
Starts moving toward the drive shaft 15 together with the shift sleeve 26.
Engages with the synchro ring 19 and first synchronizes the synchro ring 19. Then, after the drive side clutch body 18 reaches the same rotational speed as the drive shaft 15 by frictional transmission with the tapered surface 18b due to the pressing of the synchro ring 19, the shift sleeve 26 meshes with the gear portion 18a to complete the synchronous operation. Until the synchronization is completed, a gap is provided between the outer clutch disc 22 and the inner clutch disc 20 closest to the driven shaft 17 so that the outer clutch disc 22 urged against the end face of the clutch piston 24 does not come into contact with the inner clutch disc 20. (See FIG. 3). Accordingly, the clutch is engaged after the synchronous operation is completed and the drive-side clutch body 18 reaches the same rotational speed as the drive shaft 15, so that the clutch shock is almost completely eliminated.

When the pressure oil is drained to operate the clutch,
The clutch piston 24 is pushed back by the return spring 29 via the outer clutch disc 22 at the end, and first, the contact between the outer clutch disc 22 and the inner clutch disc 20 is released to disengage the clutch, and then the shift sleeve 26 Is the gear part 18
(a) When the clutch piston 24 is completely returned from the synchro ring 19 in this order, the transmission between the drive-side clutch body 18 and the drive shaft 15 is cut off, and the rotation of the drive-side clutch body 18 stops. Therefore, the inner clutch disc 20 of the drive side clutch body 18
And the outer clutch disc 22 of the driven clutch body 21 are both stopped, there is no stirring action of the hydraulic oil, and no accompanying torque itself is generated.

That is, since the synchronizing means F is operated in the first half of the shift stroke of the clutch piston 24 and the clutch is operated in the second half of the stroke, a plurality of operating rods slide on the clutch piston as in the prior art. This eliminates the need for a freely mounted structure and separate return springs acting on the operation rod and the shift sleeve.

[Effect] As a result, the synchronizing means for exhibiting both the function of preventing the rotation and the increase of the oil temperature can be provided in the clutch by simplifying the operation structure thereof. It was possible to provide a rational anti-rotation device that can reduce the number of parts.

[0011]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be described below.
The case of a wet multi-plate clutch arranged in the transmission system of a tractor will be described with reference to the drawings. FIG. 1 shows a transmission system of a tractor, wherein 1 is an engine, 2 is a main clutch, 3 is a hydraulic clutch for shifting (for running), 4 is a rear wheel, 4a is a rear wheel differential mechanism, 5 is a front wheel, 5a Is the differential mechanism for the front wheels, 6 is P
TO transmission mechanism, 7 is a hydraulic clutch for PTO, 8 is PT
An O-axis, A is a main transmission mechanism for traveling, B is a first auxiliary transmission mechanism for traveling, C is a forward / reverse switching mechanism, and D is a second auxiliary transmission mechanism for traveling. In addition, the parking brake lever 23 which can simultaneously operate the pair of side brakes 33, 33 is provided, and the side brakes 33, 33 also serve as the parking brake E.

The main transmission mechanism A comprises two sets of shift gears 9, 1
It is configured in a synchromesh format with 0, allowing four-speed shifting. Similarly, the first and second sub-transmission mechanisms B and D and the forward / reverse switching mechanism C having two levels of high and low are also configured as a synchromesh type having one shift gear 30, 31, 32. The main transmission mechanism A includes hydraulic transmission cylinders 11 and 1 that slide and operate two sets of shift gears 9 and 10.
2 and the first and second sub-transmission mechanisms B and D are provided with hydraulic transmission cylinders 13 and 14 for slidingly operating the shift gears 30 and 32, respectively. Forward / reverse switching mechanism C
Is switched by a manual shuttle lever 16.

Next, the structure of the PTO clutch 7 will be described. As shown in FIG. 2, the wet multi-plate PTO clutch 7 includes a drive shaft 15 which is an output shaft of the PTO transmission mechanism 6 and a driven shaft 17 which is a front end of the PTO shaft 8. That is, a plurality of inner clutch discs 20 are mounted on the drive-side clutch body 18 fitted on the drive shaft 15 outside the bearings, and a plurality of outer clutch discs 22 are mounted on the driven-side clutch body 21 fitted on the driven shaft 17 outside the spline. A clutch piston 24 is provided on the driven-side clutch body 21 while being supported so as to be slidable in the axial direction and integrally rotating. The outer clutch disc 22 closest to the driven shaft 17 has a plurality of protrusions 22 a for receiving the return spring 29.

On the other hand, the clutch hub 2
5 is fitted outside the spline, and a shift sleeve 26 is fitted over the clutch hub 25 so as to be slidable in the axial direction so as to be slidable in the axial direction. 27
To the clutch piston 24 via the snap ring 28.
It is linked and linked. Also, the drive side clutch body 18
The driven shaft side end is formed with a gear portion 18a that can engage with the shift sleeve 26, and a tapered surface 18b for externally supporting the synchro ring 19.

In the state shown in FIG. 2, the PTO clutch 7 is disengaged, and the shift sleeve 26 is connected to the clutch hub 2.
5 only. The state shown in FIG.
The O-clutch 7 is engaged, and the shift sleeve 26
Are engaged with the gear portion 18a of the drive-side clutch body 18, and the inner and outer clutch disks 20, 22 are pressed by the clutch piston 24. In the clutch disengaged state, the outer clutch disc 22 at the driven shaft side end is in contact with the end face of the clutch piston 24 by the return spring 29, but the axial direction between the outer clutch disc 22 and the inner clutch disc 21 at the end. The interval is configured to be equal to or more than the sliding movement amount of the shift sleeve 26.

That is, the drive-side clutch body 18 which is fitted to the drive shaft 15 so as to be relatively rotatable, and the drive shaft 15 and the drive shaft 15 are linked by friction through a synchronizing ring (corresponding to a synchronous rotating body) 19. Synchronizing means F for transmitting the transmission after reducing the rotational speed difference between the clutch body 18 and the drive shaft 15 is provided. Then, the synchronization means F is moved to the shift sleeve 26 which rotates integrally with the drive shaft
And a gear portion 18a of the drive-side clutch body 18, and a synchro ring 19, wherein the shift sleeve 26 is engaged with the synchro ring 19 by the shift movement and then engaged with the gear portion 18a to perform a synchronous operation. When the PTO clutch 7 is engaged, the clutch control means G is provided for setting the operation order so that the PTO clutch 7 is engaged after the synchronizing means F starts to operate.

The clutch control means G includes a shifter 27 for shifting a shift sleeve 26 in conjunction with an axial movement of a clutch piston 24 mounted on the driven clutch body 21, and a gear portion 18 for shifting the shift sleeve 27.
After engaging with a, both inner and outer disks 2
The clearance between the inner and outer disks 20, 22 on the most driven shaft side at the time of disengagement of the clutch is set so that the pressing contact between 0 and 22 starts. The operation states of the clutch engagement operation and the clutch disengagement operation are as described in the section of “action”.

[Alternative Embodiment] The "gap provided between the clutch piston side member and the clutch disk side member" in the claims refers to the end outer clutch disk 22 and the end inner clutch described above. By directly biasing the clutch piston 24 back in addition to the gap with the disc 20, the clutch piston 24
A gap between the end face of the outer clutch disc 22 and the outer clutch disc 22 at the end is also conceivable.

The interlocking mechanism 27 may be a rod or a link.

[Brief description of the drawings]

FIG. 1 is a diagram showing a transmission system of a tractor.

FIG. 2 is a side view showing the structure of a PTO clutch.

FIG. 3 is an operation diagram showing a state of a PTO clutch immediately before completion of a synchronous operation.

FIG. 4 is a side view showing an engaged state of a PTO clutch.

FIG. 5 is a diagram showing a comparative example of the synchronization means.

[Explanation of symbols]

 7 Wet multi-plate clutch 15 Drive shaft 17 Follower shaft 18 Drive side clutch body 18a Gear 19 Synchronous rotating body 20 Clutch disk, clutch disk side member 21 Follower clutch body 22 Clutch piston side member 24 Clutch piston 26 Shift sleeve 27 Interlocking mechanism F Synchronization means G Clutch control means

Claims (1)

[Claims] When a wet multi-plate clutch is interposed between a drive shaft and a driven shaft, a drive-side clutch body is fitted around the drive shaft so as to be relatively rotatable, and the drive-side clutch body and the drive shaft are provided. By means of frictional interlocking via a synchronous rotating body with the above, a rotation preventing device of a transmission device provided with a synchronizing means for transmitting after reducing the rotational speed difference between these drive side clutch bodies and the drive shaft, The synchronous means includes: a shift sleeve that rotates integrally with the drive shaft; a gear portion of the clutch body; and a synchronous rotating body. A synchronous operation is performed so as to be engaged with the portion. At the time of the engagement operation of the wet multi-plate clutch, the engagement operation of the wet multi-plate clutch is performed after the start of the operation of the synchronization means. A clutch control means for assigning an operation sequence such that the clutch control means shifts the shift sleeve in accordance with an axial movement of a clutch piston mounted on the driven clutch body; and A gap provided between the clutch piston side member and the clutch disc side member so that the clutch disks on the drive side and the driven side start to contact each other after the shift sleeve meshes with the gear portion. A continuous rotation prevention device for the transmission.