JPS6121635Y2 - - Google Patents

Description

[Detailed Description of the Invention] The present invention relates to a belt continuously variable transmission device in which a driven shaft can be stopped, rotated, and shifted with a single lever operation.

As shown in FIGS. 1 and 2, a conventional continuously variable transmission device for a mobile agricultural machine such as a combine harvester generally has a speed change cam 2 on the driving pulley 1 side, and a traveling clutch A and a clutch disengagement cam B on the driven pulley 3 side. Since they were installed independently, it was necessary to individually operate the clutch intermittent cam B to stop and move the aircraft, and the variable speed cam 2 for continuously variable transmission by tilting the levers, making them cumbersome to operate. There was a drawback that it was time consuming. In addition, some attempts have been made in such structures to link the disengagement and disengagement of the traveling clutch A with the operation of the speed change cam 2 by using, for example, a hydraulic cylinder, thereby making the clutch disengagement and shift operation into a single lever. However, this creates a new drawback in that it is difficult to adjust each part and the structure is also complicated.

The present invention has been made in order to eliminate the above-mentioned drawbacks, and is a belt continuously variable transmission device that performs continuously variable speed by changing the drive pulley diameter by operating a speed change cam. A power intermittent clutch is interposed between the pulleys and on the same axis as these mounting shafts, and the clutch is connected to a speed change cam, so that connection of the clutch, continuously variable speed, and clutch operation can be performed by simply operating the speed change cam. By configuring the clutch so that it can be disconnected, the speed change cam and the clutch disconnection cam can be used in common.
It is completely unnecessary to provide a cam for disengaging and disengaging the clutch and levers associated with it as in the conventional ones, and it is possible to simplify the parts and structure, and also to improve the stopping/starting and continuously variable speed of the aircraft. The present invention aims to provide a belt continuously variable transmission device that can be operated with one lever and can greatly improve the maneuverability of the aircraft.

To explain the structure of the present invention with reference to an embodiment shown in the drawings, FIG. 3 shows the structure of the driving side transmission section, and FIG. 4 shows the structure of the driven side transmission section, in which the drive pulley 1 is fixed. It is the same as before that it is composed of a split pulley consisting of a pulley 1a and a movable pulley 1b, but the boss portion 1'a of the fixed pulley 1a is rotatably attached to the drive shaft S via bearings 4 and 4'. The movable pulley 1b is slidably splined to the fixed pulley 1a in the axial direction, so that the rotational force of the drive shaft S cannot be transmitted to the drive pulley 1 by itself. ing.

In addition, the variable speed cam 2 includes a fixed cam 2a and a moving cam 2b.
It consists of an operating lever 2' of the speed change cam 2.
It is the same as in the conventional technology that the drive pulley 1 is moved in the axial direction by a tilting operation, thereby changing the diameter of the drive pulley 1 and performing stepless variable speed of the driven shaft T. A clutch 5 is interposed between the pulley 1 and the speed change cam 2 and on the same mounting shaft (drive shaft S) for power on/off.

This clutch 5 is connected to the drive shaft S as shown in FIG.
It has a clutch presser piece 5' that is slidably splined in the axial direction and rotates integrally with the drive shaft S, and a boss portion 5'a at one end of the clutch presser piece 5' holds a bearing 6. The intermediate moving cam 2b and the other end large diameter portion 5'b are in contact with the driving side moving pulley 1b via a bearing 7 so as to be able to rotate and slide relative to each other. Reference numeral 8 denotes a friction clutch plate provided on the outer wall of the drive-side movable pulley 1b, and the clutch presser piece 5' presses against or separates from the clutch plate 8 to perform a clutch action. 9
is a return spring interposed between the clutch presser piece 5' and the bearing 4', and the clutch presser piece 5' is always urged in the clutch disengaging direction by this return spring 9. 10 is the drive side fixed pulley 1
A stopper 10 is provided on the boss portion 1'a of the movable pulley 1b, and this stopper 10 restricts the sliding range of the movable pulley 1b.

Reference numeral 11 denotes a speed change belt (V-belt) that is stretched between the drive pulley 1 and the driven pulley 3, and the speed change belt 11 has an appropriate number of belts ( If one or more grooves 11a are formed, muddy water adhering to the belt 11 escapes into the grooves 11a, thereby effectively preventing slips. 11b is canvas,
11c is a core cord, and 11d is a rubber portion.

In the figure, 12 is a stay led out from the fuselage 13 for mounting a fixed cam. In addition, in Fig. 4, 3a is a fixed pulley on the driven side, 3b is a movable pulley on the driven side, 3
c is a pressing spring of the driven side moving pulley 3b.

Figure 8 shows the guide plate 1 of the speed change cam operating lever 2'.
4. Fig. 9 shows an example of the operating procedure. In the N position, the clutch is in the disengaged state and V ₁
~ _V9 is the continuously variable transmission range. In addition, as shown in the phantom line diagram, if it is linked with the gear shift lever of the transmission, one-lever operation for forward←→back is also possible.

Next, the operation of the present invention will be explained. When the engine is started now, the drive shaft S and the clutch presser piece 5' spline-engaged with the drive shaft S rotate integrally. Then, shift cam operating lever 2'
When the movable cam 2b is rotated by tilting the movable cam 2b, the movable cam 2b slides in the direction of the arrow in FIG. 3, and moves the rotating clutch presser piece 5' in the same direction via the bearing 6. The thrust force of the clutch presser piece 5' becomes a force that compresses the return spring 9 and then presses the clutch plate 8. However, since the driving side movable pulley 1b has a sliding resistance due to the lateral pressure of the speed change belt 11, the clutch plate 8 is clamped and pressed by the clutch presser piece 5' and the movable pulley 1b, and the clutch 5 is engaged, and the clutch presser piece 5'
The rotational force is transmitted to the movable pulley 1b side. By the way, since the drive-side movable pulley 1b is configured to rotate integrally with the fixed pulley 1a by splines, both pulleys 1a and 1b start rotating simultaneously and integrally with the drive shaft S, so that the speed change belt 11
As a result, power is transmitted to the driven pulley 3 side, which connects the driving side of the aircraft and the traveling device, so that the aircraft starts.

On the other hand, when the shift cam operating lever 2' is subsequently further tilted in the same direction as above, the amount of movement of the clutch presser piece 5' gradually increases, and the pressing force against the clutch plate 8 increases, so that the drive side The movable pulley 1b overcomes the pressure of the speed change belt 11 and slides toward the fixed pulley 1a, and as a result, the winding diameter of the drive pulley 1 with respect to the speed change belt 11 gradually increases (the winding diameter of the driven pulley 3 increases). becomes smaller), and the speed of the driven side is gradually increased.

Now, when decelerating the driven shaft, it is sufficient to tilt the speed change cam operating lever 2 in the opposite direction to that described above, whereby each part moves in the opposite direction to the above and is sequentially decelerated. In this case, the driving side fixed pulley 1a
is provided with a stopper 10, so the driving side movable pulley 1b can only slide up to this position. Therefore, when the movable cam 2b is further reversed, the pressing force of the clutch presser piece 5' against the clutch plate 8 disappears and The presser foot 5' is separated from the clutch plate 8 by the return spring 9, thereby cutting off power transmission and stopping the machine.

As mentioned above, the present invention provides a belt continuously variable transmission device that performs continuously variable speed by changing the drive pulley diameter by operating a speed change cam. A clutch for connecting and disconnecting power is interposed on the shaft, and the clutch is connected to a speed change cam, so that the clutch can be connected, continuously variable speed can be changed, and the clutch can be disconnected simply by operating the speed change cam. It becomes possible to share the cam and the cam for clutch disengagement, and it is completely unnecessary to provide a cam exclusively for clutch disengagement and its associated operating lever, etc., as in the conventional one, and this simplifies the parts and improves the overall system. In addition to simplifying the structure, stopping and starting the aircraft and continuously variable speed operations can be performed using a single lever, and since the aircraft always starts from a low speed, it is possible to accidentally stop or start the aircraft. The danger of a sudden start can be reliably eliminated, making it possible to greatly improve the maneuverability and safety of the aircraft.Moreover, the lateral pressure of the speed change belt can be effectively used as a clutch holding force. It has a simple structure that eliminates the need for springs, and in addition, the so-called no-clutch gear shifting is possible with the related structure of the friction clutch and V-belt, which significantly increases mechanical efficiency compared to the no-clutch gear shifting configuration using a hydraulic motor. However, it has extremely useful practical effects.

[Brief explanation of the drawing]

Fig. 1 is a side view of a conventional continuously variable transmission, Fig. 2 is a sectional view of the same as above, Fig. 3 is a partially cutaway longitudinal sectional view showing the structure of the main part of the present invention, and Fig. 4 is a diagram of the driven pulley. 5 is a longitudinal sectional view showing another embodiment of the speed change belt, FIG. 6 is a longitudinal sectional view showing the state of use of the same as above, FIG. 7 is an explanatory diagram of the same as above, and FIG. FIG. 9 is a plan view showing an example of the guide plate of the speed change cam operating lever, and is an explanatory view showing the operating procedure of the present invention. In the figure, 1 is a drive pulley, 2 is a speed change cam, 3 is a driven pulley, 5 is a clutch for power on/off, and S is a drive shaft.

Claims (1)

[Scope of utility model registration request] In a belt continuously variable transmission device that performs continuously variable speed by changing the diameter of the drive pulley by operating a variable speed cam, a power intermittent motor is installed between the variable speed cam and the drive pulley and on the same axis as the mounting shaft. A belt continuously variable transmission device, characterized in that a clutch is interposed therein, the clutch is connected to a speed change cam, and the clutch can be connected, continuously changed, and disconnected by only operating the speed change cam. .