JPS6129542Y2 - - Google Patents

Description

[Detailed description of the invention] This invention is a self-propelled working vehicle for agricultural or other purposes, which is equipped with a travel drive force transmission mechanism and a work machine drive force transmission mechanism in its transmission case. The present invention relates to a power transmission device.

In self-propelled working vehicles such as tractors, wheel loaders, and rice transplanters, the transmission case forms part of the body, so a case that is long and large in the front and back direction is used as the transmission case. For self-propelled work vehicles that are not involved in body formation, for example, Japanese Utility Model Publication No. 1983-6962, Japanese Patent Application Laid-open No. 1983-121021, and Japanese Utility Model Application Publication No. 1987-49269
As disclosed in Japanese Utility Model Publication No. 52-102572, etc., efforts have been made to reduce the installation space of the transmission case by using a vertically long transmission case with a small front and rear width. . A large number of power transmission shafts are disposed horizontally within such a transmission case, and a transmission mechanism is generally provided that transmits power from above to below and performs multi-stage speed change.

In a power transmission device for a self-propelled working vehicle using such a transmission case, there is no conventional example in which a PTO shaft is provided independent of the traveling system, especially a plurality of PTO shafts. In addition, the conventional example in which the side clutch shaft of the traveling system of a power cultivator is configured as a PTO shaft by extending outside the transmission case is
It is disclosed in Publication No. 52-23446.

As mentioned above, a separate system independent from the running system
The reason why the PTO shaft is not provided is that if the PTO shaft is inserted into the transmission case of the traveling system and is installed inside the transmission case, the compactness of the transmission case will be hindered. It goes without saying that if the transmission case that houses the transmission is equipped with a PTO axis, it is more economical than a structure in which a separate PTO mechanism is provided for driving the work equipment, and it is also possible to control different levels from within the transmission case. If multiple PTO shafts are installed that extend from the front, the uses of the self-propelled work vehicle can be expanded.

Therefore, this idea was developed to create a self-propelled work vehicle that incorporates two PTO shafts, which are separate from the traveling system, into a single vertically long transmission case while minimizing the compactness of the transmission case. The present invention aims to provide a new power transmission device for

In order to solve this problem, this invention was developed using a vertically long transmission case 4 mounted on a self-propelled work vehicle.
Inside, a traveling system intermediate shaft 13 is installed between the first PTO shaft 12 and the second PTO shaft 16, which extend outside the transmission case 4, and these three shafts 12,
The intermediate gear 31 of the gear train that transmits input to the traveling system intermediate shaft 13 is connected to the first PTO shaft 12 so that the centers of the gears 13 and 16 are located on a substantially straight line.
Also, intermediate gears 47 of a gear train that transmit power from the first PTO shaft 12 to the second PTO shaft 16 are loosely fitted onto the traveling system intermediate shaft 13, and the traveling system intermediate shaft 13 and the second PTO shaft 16 In between, two transmission shafts 14 and 15 of the traveling system are installed, which are located on one side and the other side of a straight line connecting the centers of the two shafts 13 and 16, and the intermediate shaft 13 of the traveling system and the two transmission shafts 14 are installed. ,1
A traveling system transmission 23 is disposed between the transmission shafts 14 and 15, and the intermediate gears 40 and 41 of the gear train transmitting power from the transmission shafts 14 and 15 to the traveling system output shaft 17 are arranged between the intermediate gears 40 and 41 of the gear train.
We took technical measures such as installing it loosely on the 2PTO shaft 16.

According to the above-described structure, the traveling driving force within the transmission case 4 is transmitted through the intermediate gear 31 on the first PTO shaft 12 to the traveling system intermediate shaft 13, and then through the transmission 23 to the two transmission shafts 14, 15, respectively, and further transmitted to the two transmission shafts 14, 1.
5 to the traveling system output shaft 17 via intermediate gears 40 and 41 on the second PTO shaft 16. Also, the 1st PTO shaft 1 inside the transmission case 4
Transmission of the working machine driving force from the second PTO shaft 16 to the second PTO shaft 16 is performed via the intermediate gear 47 on the traveling system intermediate shaft 13.

Therefore, the first and second PTO shafts 12 and 16 are respectively used as support shafts that loosely support the intermediate gears 31 and 40, 41 of the two gear trains of the traveling system, and the traveling system intermediate shaft 13 is It is used as a support shaft that loosely fits and supports the intermediate gear 47 of the gear train.

Two transmission shafts 14 and 15 of the traveling system are installed between the traveling system intermediate shaft 13 and the second PTO shaft 16 on one side and the other side of a straight line connecting the centers of the two shafts 13 and 16. Once the power transmission direction is distributed between the traveling system intermediate shaft 13 and the second PTO shaft 16 to one side and the other, the output from both transmission shafts 14 and 15 is transferred to the intermediate gear 40 on the second PTO shaft 16. , 41, the transmission case 4 that incorporates the two transmission systems, the drive system and the PTO system, does not become excessively long, and the drive system transmission 2
3, it can be configured to perform multi-speed shifting in places where there are no restrictions on PTO gear trains.

Hereinafter, the power transmission device according to the present invention will be described in more detail with regard to the illustrated embodiment. In the example, the above-mentioned
1 PTO shaft 12, traveling system intermediate shaft 13, one transmission shaft 14 and other transmission shaft 15 of the traveling system, 2nd PTO shaft 16,
And the traveling system output shaft 17 is connected to the second shaft 12 and the third shaft 1 according to the transmission shaft arrangement order in the transmission case 4.
3, the fourth axis 14, the fifth axis 15, the sixth axis 16, and the seventh axis 17. As shown in FIG. 1, an engine 3 is mounted on one side of the front of the aircraft, which is equipped with a pair of left and right front wheels 1 and a pair of left and right rear wheels 2.
A transmission case 4, which constitutes a part of the aircraft frame, is installed directly behind the engine 3, and the power of the engine 3 is transmitted to the left and right rear wheels 2 through the transmission case 4, and as needed. This is a self-propelled work vehicle that transmits the power to the left and right front wheels 1 to make the machine run, and extracts the driving force of the work machine as described later. This invention is applied to a self-propelled work vehicle configured such that a seat 5 is installed and a worker sitting on the passenger seat 5 steers the machine by swinging the left and right front wheels 1 using a control handle 6. is implemented as follows.

That is, as shown in FIG.
1A axis 11A, 1B axis 11B, and 2nd axis 12
, the third axis 13 , the fourth axis 14 , and the fifth axis 15
, the sixth axis 16, and the seventh axis 17 are provided parallel to each other. The first A shaft 11A is configured as a transmission input shaft and is connected to the engine 3 outside the transmission case 4 by a coupling 21. The seventh shaft 17 is configured as a shaft for extracting running power, and is constantly connected to the left and right rear wheels in two directions at the rear end side, and is always connected to the left and right front wheels in one direction at the front of the seventh shaft. A front wheel drive force output shaft 19 is interlocked and provided so as to straddle the inside and outside of the transmission case 4, and is interlocked and connected to the front wheel drive force output shaft 19 via a front wheel drive clutch 22. The seventh shaft 17 is connected to the first A shaft 11A by a main transmission 23 for driving power and a width change transmission 2, which will be described in detail later.
They are interlocked and connected via 4. Also, the
The 1B axis 11B is configured as a PTO axis for driving a hydraulic pump (pump P shown in Fig. 3) for various working machines, and the 2nd axis 12 is configured to drive a chemical liquid onto the machine body as shown in Fig. 1. A PTO shaft for driving a chemical liquid pump when the tank 25 is mounted on the tower and the illustrated work vehicle is used as a speed sprayer, or a pest control machine when the illustrated worker is equipped with various other pest control machines. , and extends rearward from the mission case 4, as shown in FIGS. 1 and 3. Furthermore, the sixth shaft 16 is configured as a PTO shaft for driving various types of work equipment when the rear of the illustrated work vehicle is towed to perform plowing or other work, and is connected to the rear of the work vehicle shown in the figure. A power take-off shaft 27 provided within the fuselage frame 26 (FIG. 1) and extending rearward from the frame 26.
are connected to each other by a coupling 28, and are configured as a PTO shaft for driving a snow blower or the like when a work machine such as a snow blower is attached to the front of the illustrated work vehicle for snow removal work. , as shown in FIG. 3, extends forward from the mission case 4. The 1st B shaft 11B is interlocked and connected to the 1st A shaft 11A via a PTO clutch 29,
This 1B axis 11B is connected to the 2nd axis 1B as described later.
It is constantly connected to the second and sixth shafts 16.

As described above, the traveling driving force transmitting mechanism and the work equipment driving force transmitting mechanism are provided in the transmission case 4. First of all, the traveling driving force transmitting mechanism is constructed as follows. has been done. That is, as shown in Figures 2, 3 and 4a,
A gear 30 fixed to the 1A shaft 11A is meshed with a gear 31 loosely fitted to the second shaft 12, and the latter gear 31 is meshed with a gear 32 fixed to the third shaft 13. and move the 3rd axis 13 to 1A.
It is constantly connected to the shaft 11A. The main transmission 23 described above is configured as a hydraulic clutch type transmission with the fourth shaft 14 and the fifth shaft 15 each serving as a power shift shaft, and has an idler gear 33F ₂ for forward second speed and a forward rotation gear 33F2 for forward speed. An idling gear 33F ₃ for third speed is provided on the fourth shaft 14, and an idling gear 33F ₁ for forward 1st speed and an idling gear 33R for reverse 1st speed are provided on the fifth shaft 15. be. Of these, free rotating gear 3
3F ₁ and free rotating gear 33F ₂ respectively refer to the third shaft 1.
The free rotating gear 33F3 is meshed with a gear 34 fixed to the third shaft ₁₃ , and the free rotating gear 33F3 is meshed with a gear 35 fixed to the third shaft 13.
The gear 3 on the third shaft 13 is rotatably provided on the support shaft 18 supported by the transmission case 4.
It is meshed with the R intermediate gear 36 which is meshed with 2. Hydraulic clutches 37F ₁ , 37F ₂ , 37F ₃ , 37R are provided on the fourth shaft 14 and the fifth shaft 15, and are arranged on the free rotating gears 33F ₁ , 33F ₂ , 33F ₃ , 33R. The clutch housing 37a fixed to the shaft 14 or the fifth shaft 15 and each of the free rotating gears 33F ₁ , 33F ₂ , 33F ₃ , 33R each support a plurality of friction elements so that they can only slide freely, thereby creating a multi-plate type structure. Each of the hydraulic clutches 37F ₁ , 37F ₂ , 37F ₃ , 37R, configured as
F ₁ , 33F ₂ , 33F ₃ or 33R is selectively coupled to the shaft 15 or 14 on which it is mounted.
Both hydraulic clutches 37F ₂ and 37F ₃ are connected to the fourth shaft 14.
An output gear 38 is connected to the fifth shaft 15, and an output gear 39 is connected to the fifth shaft 15 between both hydraulic clutches 37F ₁ and 37R.
The former output gear 38 with a larger diameter and the latter output gear 39 with a smaller diameter are both fixed, and both have a large diameter gear 40 loosely fitted onto the sixth shaft 16. are interlocked. 6th axis 16
Furthermore, a small-diameter gear 41 that shares a boss portion with the gear 40 is loosely fitted, and the seventh shaft 17
, two shift gears 42 and 43 having a common boss portion and capable of meshing with the two gears 40 and 41 on the sixth shaft 16, respectively, are spline-fitted and slidably provided. , the combination of gears 40, 41 and shift gears 42, 43 constitutes the width change transmission device 24. Based on the above, each hydraulic clutch 37F ₁ , 37 in the main transmission 23
By selectively operating F ₂ , 37F ₃ or 37R, a gear ratio of 1st forward speed, 2nd forward speed, 3rd forward speed or 1st reverse speed can be selectively obtained. By selectively meshing gears 43, a 1st speed gear ratio can be obtained, and by selectively meshing gears 40 and 42, a 2nd gear gear ratio can be selectively obtained, and the seventh shaft 17 can be rotated at a variable speed. It is expected to be obtained.

On the other hand, the working machine driving force transmission mechanism within the transmission case 4 is configured as follows. That is, as shown in FIGS. 2, 3, and 4b, first, the small diameter gear 44 fixedly provided on the 1B shaft 11B is
The first B shaft 11B is connected to the second shaft 12 in a decelerating manner by meshing with a large diameter gear 45 fixedly provided on the second shaft 12. In addition, a gear 46 that is fixed to the second shaft 12 and a gear 47 that is loosely fitted to the third shaft 13
At the same time, the latter gear 47 is engaged with a gear 48 fixedly provided on the sixth shaft 16, and the second
The shaft 12 is connected to a sixth shaft 16 for deceleration. That is, the 1st B axis 11B functions as a PTO axis,
The second shaft 12 and the sixth shaft 16 are always interlocked and connected.

As described above, in the transmission case 4, one gear 31 for transmitting traveling driving force is loosely fitted on the second shaft 12, and two gears 45, 46 for transmitting driving force of the working machine are fitted loosely. is fixed, and the third shaft 13 has three gears 3 for transmitting driving force.
2, 34, and 35 are fixed, and one gear 47 for transmitting driving force of the working machine is loosely fitted therein. Furthermore, two gears 40, 41 for transmitting traveling driving force are fitted on the sixth shaft 16. is loosely fitted therein, and one gear 48 for transmitting driving force of the working machine is fixed. Therefore, the second axis 12, the third axis 13, and the sixth axis 16 are
It is both a shaft for the travel drive force transmission mechanism and a shaft for the work equipment drive force transmission mechanism, and by having the shaft serve as the shaft for both drive transmission mechanisms in this way, the number of transmission shafts is reduced as much as possible. .

As shown in FIG. 2, the seventh shaft 17 is connected at its rear end to a differential device 51 for the left and right rear wheels 2 via transmission shafts 49 and 50, and each output shaft of the differential device 51 51a is connected to the axle 2a of each rear wheel 2 via a final gear reduction mechanism 52. Similarly, as shown in FIG.
Each output shaft 54a of the differential device 54 is connected to the axle shaft 1a of each front wheel 1 via two sets of bevel gear reduction mechanisms 55 and 56.

As shown in FIG. 3, the PTO clutch 29
is a multi-plate hydraulic clutch in which one and the other friction elements are supported by a clutch housing 58 having a key 57 fixed to the 1st A shaft 11A and a rotation support metal fitting 60 having a key 59 fixed to the 1B shaft 11B. It is configured. Similarly, as shown in FIG. 3, the coupling ring 21
1A to engine 3 mounting disk 6
It is said that the structure is directly connected to 1. In FIG. 3, 62 is a hydraulic pump installed on the first A shaft 11A, which connects the hydraulic clutches 37F ₁ , 37F ₂ , 37F ₃ , 37 in the main transmission 23 described above.
63 is for supplying hydraulic oil to R and the PTO clutch 29, and 63 is a disk 64 that is supported in a relatively non-rotatable manner by the rotation support metal fitting 60, and a brake plate 65 that faces a part of one surface of this disk 64. 66 is a single-acting type brake that brakes the driven side of the PTO clutch 29 to prevent inertial rotation when the PTO clutch 29 is disengaged, and 66 is a single-acting type that activates the braking action of the brake 63 using a spring action and releases the braking action using a hydraulic action. This is a hydraulic cylinder.

The proposed power transmission device configured as described above is a vertically long transmission case 4 mounted on a self-propelled work vehicle.
2, which can be extended at different levels of the case 4.
Because it incorporates the PTO shafts 12 and 16 of the book,
Although the use of a self-propelled work vehicle is enhanced without the need for a separate PTO mechanism, the compactness of the transmission case 4 is not hindered as much as possible.

In other words, as mentioned above, the two PTO shafts 12 and 16 assembled in the transmission case 4 are
The intermediate shaft of the traveling system is used as a support shaft for the intermediate gears 31 and 40, 41 in the two-gear train of the traveling system, and also serves as a support shaft for supporting the intermediate gear 47 of the gear train that interlocks and connects both the PTO shafts 12, 16. 13, the number of transmission shafts horizontally suspended within the transmission case 4 is reduced, and therefore the transmission case is prevented from increasing in size. In addition, as mentioned above, the power transmission direction of the traveling system is once divided into one side and the other side of the power transmission direction by the PTO system gear train, and the traveling system intermediate shaft 13 and 2 are separated.
After making it possible to easily configure and install the multi-stage traveling system transmission 23 between the main transmission shafts 14 and 15,
Due to the structure in which the direction of power transmission of the traveling system is returned from the two transmission shafts 14 and 15 to the intermediate gears 40 and 41 of the second PTO shaft 16, the transmission system 23 can maintain a multi-speed change function while maintaining the transmission. Case 4 is prevented from becoming excessively elongated.

[Brief explanation of the drawing]

Figure 1 is a schematic side view of a self-propelled working vehicle equipped with an embodiment of this invention, Figure 2 is a mechanical diagram of the power transmission mechanism in the working vehicle, and Figure 3 is a longitudinal cross-sectional side view of the main parts of the working vehicle. The developed view and FIGS. 4a and 4b are respectively schematic front views showing the arrangement of the transmission shaft and gears in the same embodiment, and FIG. 5 is a longitudinal sectional side view of only a portion of the working vehicle. 1...front wheel, 2...rear wheel, 3...engine, 4
...Mission case, 11A...1st A axis, 1
1B...1B axis, 12...2nd axis, 13...3rd axis, 14...4th axis, 15...5th axis, 16...
...6th axis, 17...7th axis, 18... Support shaft, 19
...Front wheel drive force extraction shaft, 23...Main transmission,
24...Sub-transmission device, 29...PTO clutch,
30, 31, 32...gear, 33F ₁ , 33F ₂ ,
33F ₃ , 33R... Idle gear, 34, 35...
Gear, 36... R intermediate gear, 38, 39... Output gear, 40, 41... Gear, 42, 43... Shift gear, 44... Small diameter gear, 45... Large diameter gear,
46, 47, 48...gears.

Claims (1)

[Scope of utility model registration request] Inside a vertically long transmission case 4 mounted on a self-propelled work vehicle, a first PTO shaft 12 and a second PTO shaft 1 are respectively extended outside the transmission case 4.
A traveling system intermediate shaft 13 is provided between these three axes 1 and 6.
The intermediate gear 31 of the gear train that transmits input to the traveling system intermediate shaft 13 is placed on the first PTO shaft 12, and the 2PTO axis 1
Intermediate gear 4 of the gear train that transmits power to gear 6
7 are loosely fitted onto the intermediate shaft 13 of the traveling system, and are positioned between the intermediate shaft 13 of the traveling system 13 and the second PTO shaft 16 on one side and the other side of a straight line connecting the centers of the two shafts 13 and 16. Two transmission shafts 14 and 15 of the traveling system
is installed, and the traveling system intermediate shaft 13 and both transmission shafts 1
4 and 15, intermediate gears 40 and 41 of a gear train transmit power from both transmission shafts 14 and 15 to the travel system output shaft 17.
A power transmission device for a self-propelled work vehicle, characterized in that the is loosely installed on the second PTO shaft 16.