JPS5817144Y2 - gear transmission - Google Patents

Description

[Detailed Description of the Invention] The present invention relates to a gear transmission, and in particular, in obtaining a four-speed transmission in a constantly meshing gear transmission, this can be achieved with a total of six gears. The purpose is to simplify the structure and enable a compact design.

In a vehicular gear transmission, when changing gears in four stages using a constant mesh type transmission, four irregularly shaped gears are placed on the gear shaft at intervals in the axial direction, and the four speed change gears are placed on the speed change shaft in relative rotation. It is common practice to provide two clutch bodies between adjacent transmission gears, which do not fit freely into each other, and to change gears by engaging and disengaging these clutch bodies.

In view of the fact that a total of 8 gears and 2 clutch bodies were required to obtain a 4-speed transmission as described above, the present invention was designed to enable a 4-speed transmission even with a total of 6 gears. This has been improved to simplify the structure and enable compact assembly, and in particular, guarantees assembly in narrow spaces such as tractor transmissions. A gear shaft is provided coaxially between the driving side transmission shaft and the gear shaft, and a clutch body that slides in the axial direction is fitted between the driving side transmission shaft and the gear shaft and between the gear shaft and the driven side transmission shaft, respectively. , the gear shaft is provided with a fixed gear and idle gears of different diameters sandwiching the fixed gear, each idle gear is formed with an engaging part to which the clutch body engages and disengages, and each of the different diameter gears on the gear shaft The invention is characterized in that it is equipped with transmission gears of different diameters that interlock and mesh in correspondence with each other.

Hereinafter, a preferred embodiment of the present invention will be described in detail with regard to the case where it is employed in a tractor transmission, particularly in a PTO transmission section.

Of course, the present invention can be applied to the traveling speed change section of a tractor transmission, and can also be applied not only to tractors but also to various agricultural machinery and speed change sections in other industrial fields.

In FIG. 1, 1 is the first transmission case;
2 is a second case, and 3 is an intermediate case provided between both cases, and these cases 1, 2.3 are connected to each other as a structure of the tractor body.

4 is the main clutch, which is connected to the primary clutch 5 and P as the driving system.
A secondary clutch 6 as a TO system is installed in parallel, and when a clutch operation body (not shown) is operated first, the primary clutch 5 is disengaged, and with subsequent operations, the primary clutch 5 and the secondary clutch 6 are disengaged.
both of which are configured to cut.

Reference numeral 7 denotes a driving system propulsion shaft, and 8 denotes a PTO system propulsion shaft. Both shafts have a double shaft structure, and engine power is interrupted by engaging and disengaging the main clutch 4.

Reference numeral 9 denotes a first transmission section of the traveling system, which includes a gear group 10 of different diameters on the propulsion shaft 7.
The transmission gear group 12 on the transmission shaft 11 supported in parallel above the propulsion shaft 7 is in constant mesh type, and if the clutch bodies indicated by reference numerals 13 and 14 are respectively slid, four gears can be achieved in the figure. Allows for gear shifting.

The first transmission section 9 is built into the first case 1 and interlocks with the differential gear 16 via a second transmission section 15 built into the second case 2 and which has two high and low stages.

Note that 17 indicates a super speed reduction device.

Reference numeral 18 denotes a PTO transmission shaft, which is supported parallel to the lower part of the propulsion shaft 7. Between the PTO transmission shaft 18 and the propulsion shaft 8, a gear transmission 19 which is in a deceleration relation with respect to the transmission shaft 18 is installed independently. It is a provision.

20 is a PTO shaft as a driven side transmission shaft, and the second case 2
The transmission shafts 18, 20 are supported on the same axis.

Reference numeral 21 denotes a transmission section of the present invention, which is detachably built into the front surface of the intermediate case 3.

Referring to FIG. 2, reference numeral 22 denotes a transmission case, which is detachably attached to the front surface of the intermediate case 3. As shown in FIG.

A gear shaft 23 is provided coaxially between the driving side transmission shaft 18 and the driven side transmission shaft 20.

The shaft end of the transmission shaft 18 is fitted with an engaging cylinder 24 having an engaging part 24a, and the shaft end of the transmission shaft 20 is fitted with an engaging cylinder 25 having an engaging part 25a. has been done.

Engagement parts 26 a and 27 a are provided at both ends of the gear shaft 23 .
Each of the occlusal cylinders 26 and 27 is fitted with a mantle, and the movement of each occlusal cylinder in the axial direction is regulated by a retaining ring or the like, and the adjacent occlusal parts correspond to each other.

A clutch body 28 is fitted between the transmission shaft 18 and the gear shaft 23 and is movable in the axial direction to connect and disconnect the engaging parts 24a and 26a.

29 is another clutch body, which is movable in the axial direction to connect and disconnect the engaging parts 25a and 27a, and connects the gear shaft 23 and the transmission shaft 2.
A mantle fitting is provided between 0 and 0.

Reference numeral 30 denotes a speed change gear, which is fitted and fixed at the center of the gear shaft 23 in the length direction.

31 and 32 are variable speed gears which are fitted on both sides of the fixed gear 30 via needles or the like so as to be rotatable relative to the gear shaft 23.

In addition, each transmission gear 30, 31, 32 is a different diameter gear, 31
<30<32, and thrust collars 33 and 34 are interposed between gears 31 and 30 and between 30 and 32.

Each of the transmission gears 31 and 32 on both sides has a boss portion 31a,
32a, and bearings 35 are mounted on the boss portions 31a and 32a.
, 36, the gear shaft 23 is mounted on the transmission case 22 so as to be relatively rotatable.

Also, on the outer peripheral portion of the outer end of each boss portion 31a, 32a, there are engaging portions 31b, 32 to which the clutch bodies 28, 29 are engaged and disengaged, respectively.
b is formed, and these occlusal parts 31b and 32b are connected to the case 22.
It's becoming more prominent.

Reference numeral 37 denotes a speed change subshaft, which is mounted on the speed change case 22 via a pair of bearings 38' and 39', substantially parallel to the gear shaft 23, and located on the axial extension line of the propulsion shaft 7.

38, 39, and 40 are transmission gears of different diameters, which are fitted onto the transmission subshaft 37, and the largest gear 38 is the smallest gear 31 on the gear shaft.
The intermediate gear 39 is always in mesh with the intermediate gear 30 on the gear shaft, and the smallest gear 40 is always in mesh with the largest gear 32 on the gear shaft.

In addition, each speed change gear is 31<40<31 <39<30<
38<32.

In the above configuration, when the engine power is connected to and disconnected from the propulsion shaft 8 through the engagement and disengagement of the secondary clutch 6 of the main clutch 4, it is transmitted to the drive side transmission shaft 18 through the gear transmission 19 at a reduced speed as shown in the figure.

Therefore, with the secondary clutch 6 disengaged, the clutch body 28 is first used to connect the engaging parts 24 a and 26 a from the neutral state shown in the figure, and the clutch body 29 is also connected from the neutral state shown in the figure to the engaging parts 25 a and 27 a. Then, first, the required torque is transmitted to the transmission shaft 27 in the direct connection state.

Furthermore, if the clutch body 28 connects the engaging parts 24a and 26a, and the clutch body 29 connects the engaging parts 25a and 32b, the torque of the transmission shaft 18 will be changed from gear 30→39→40.
→ It is transmitted to the transmission shaft 20 through 32 at the required speed change.

In addition, the clutch body 28 connects the interlocking portion 24a and the interlocking portion 31b.
, and the clutch body 29 connects the engaging parts 27 a and 25 a.
If you connect the gears 31→38→3, the torque of the transmission shaft 18 will be
9 → 30, and is transmitted to the transmission shaft 20 at the required speed change.

In addition, the clutch body 28 connects the interlocking portion 24a and the interlocking portion 31b.
, and the clutch body 29 connects the engaging parts 32 b and 25 a.
By connecting the gear 31 → the torque of the transmission shaft 18 is
38 → 40 → 32, and is transmitted to the transmission shaft 20 at the required speed change.

Note that when the clutch bodies 28 and 29 are to be disengaged, the secondary clutch 6 is disengaged, and the secondary clutch 6 is engaged after the clutch bodies 28 and 29 are respectively connected.

The present invention is as described above, and includes three gears with different diameters on the gear shaft and three gears with different diameters on the countershift shaft, for a total of six gears and two gears. Although it is a clutch body, it is capable of 4-speed shifting, and compared to the previous model, a total of two gears are no longer required, which not only simplifies the structure, but also
It is economically advantageous because the number of parts is reduced, and assembly and disassembly is convenient.

In addition, the length between the bearings can be reduced at least by the tooth width of one gear, which not only allows for a more compact design in the front-rear direction, but also has the advantage of reducing the load on the bearing due to the interlocking of each gear.

[Brief explanation of drawings]

The drawings show a specific example of the present invention; FIG. 1 is an overall cross-sectional view of a tractor transmission in which the present invention is applied to a PTO section, and FIG. 2 is a detailed cross-sectional view of the present invention. 18... Drive side transmission shaft, 20... Driven side transmission shaft, 22... Speed change case, 23...
...Gear shaft, 24a, 25a, 26a, 27a
...Each engagement part, 28.29...Each clutch body, 30...Fixed speed change gear, 31.32
....Idle speed change gear, 37 ....Speed change subshaft, 38, 39.40 .... Speed change gear.

Claims (1)

[Scope of utility model registration request] A gear shaft is provided coaxially between the driving side transmission shaft and the driven side transmission shaft, and a gear shaft is provided between the driving side transmission shaft and the gear shaft and between the gear shaft and the driven side transmission shaft in the axial direction. In addition to fitting a moving clutch body into the sleeve, the gear shaft is provided with a fixed gear and idle gears of different diameters sandwiching the fixed gear, and each idle gear has an engaging portion with which the clutch body engages and disengages. ,
A gear transmission device comprising different diameter gears that interlock with each other in correspondence with the different diameter gears on the gear shaft.