KR101326368B1 - Transmission of vehicle - Google Patents

Abstract

A transmission for transmitting the power of a vehicular engine according to the present invention comprises a driving input shaft to be rotated by an engine; a hydraulic continuously variable transmission (HST) unit to control internal oil pressure and power output; a carrier and a linear gear shaft to be separately rotated by integrated driving power between the driving input shaft and the HST unit; and a sub-transmission unit with a plurality of gears and clutches to selectively transmit the rotational driving power of the linear gear shaft or the carrier to a first driven shaft. The sub-transmission unit comprises a first transmission unit to receive power from the carrier and output the power to the first driven shaft; and a second transmission unit to receive power from the linear gear shaft and output the power to the first driven shaft. The speed of the sub-transmission unit is changed when the first or second transmission unit is selectively connected to the first driven shaft at a speed change point.

Description

Continuously variable transmission

The present invention relates to a vehicle continuously variable transmission, and more particularly, to a continuously variable transmission suitable for a working vehicle such as a tractor.

As a power transmission system of a work vehicle such as a tractor, a hydraulic mechanical transmission (HMT) in which a hydraulic continuously variable transmission (HST) and a mechanical differential is combined is used.

Hydraulic mechanical transmissions are geared to maximize the advantages of both HST with excellent operability and differential gear with excellent transmission efficiency.

In addition, conventional work vehicles generally use a multi-path transmission having two or more power transmission paths using a pair of planetary gears and continuously variable transmissions. This is achieved by using a continuously variable transmission in one path. It is a continuously variable transmission.

However, the conventional hydraulic mechanical continuously variable transmission has a problem that a speed difference occurs at a speed switching boundary and a shift shock occurs when switching a clutch. In addition, there is a limit to the maximum output torque because a simple planetary gear is used.

Republic of Korea Patent Publication No. 10-2012-0086822

The present invention is to solve the above-mentioned problems of the prior art, an object of the present invention is to continuously provide a continuously variable transmission, and the object of the present invention is to provide a continuously variable vehicle transmission with a minimum shift shock when switching the clutch.

In order to achieve the above object, the transmission for transmitting the engine power of the vehicle according to the present invention, the drive input shaft rotated by the engine, and a hydraulic continuously variable transmission for adjusting the amount of power output by adjusting the internal hydraulic pressure ( HST) unit, the carrier and the sun gear shaft rotated by the combined driving force of the drive force of the drive input shaft and the drive force of the HST unit, and a plurality of gears and clutch to selectively rotate the rotational drive force of the carrier or the sun gear shaft And a sub transmission portion to be transmitted to a driven shaft, wherein the sub transmission portion receives power from the carrier and outputs the power to the first driven shaft, and receives power from the sun gear shaft and the first driven shaft. And a second speed shifting unit configured to output the first gear shifting unit, and wherein the first speed shifting unit or the second speed shifting unit is selectively selected at the time of shifting. It is connected to the coaxial gear.

According to one embodiment, at the shift point of time, the output of the first transmission portion and the second transmission portion is adjusted to an output capable of rotating the first driven shaft at the same speed.

In addition, the first shift portion is a 1 / 3-speed shift portion connected to the 1 / 3-speed drive gear formed on the carrier, the second shift portion is 2/4 connected to the 2 / 4-speed drive gear formed on the sun gear shaft. However, it may be a transmission part.

In addition, the first driven shaft is a 3/4 stage driven gear connected simultaneously with the three stage drive gear and the four stage drive gear, and a 1/2 stage connected simultaneously with the first stage drive gear and the second stage drive gear. A third gear, including a driven gear, wherein the third gear is provided with a third gear that is connected to the third gear and the first clutch is formed; The drive shaft may be freely rotated on the drive shaft, and may include a three-speed drive gear and a first-speed drive gear connected to the first clutch portion and the second clutch portion of the first clutch, respectively. A 2 / 4-stage driven gear connected to the 2 / 4-stage drive gear, the 2 / 4-stage drive shaft with a second clutch formed thereon, and the 2 / 4-stage drive shaft freely rotatable; It may be to include a four-stage drive gear and a two-stage drive gear connected to the third clutch portion and the fourth clutch portion, respectively.

In addition, the transmission includes a second driven shaft having a third clutch, and is freely rotatable on the second driven shaft, and is driven backwardly connected to the fifth clutch portion and the sixth clutch portion of the third clutch. A gear and a forward drive gear may be further included, and the first driven shaft may include a reverse connection gear connected to the reverse drive gear via a reverse idle gear, and a forward connection gear connected to the forward drive gear.

The transmission may further include a third driven shaft connected to the wheel of the vehicle, and a connecting shaft, wherein the second driven shaft is provided with a forward and backward output gear, and an upstream end of the third driven shaft A third driven shaft driven gear is freely rotatably connected to the forward output gear, and a third driven shaft driven gear is formed at the downstream end thereof, and the connecting shaft includes a first reduction gear connected to the forward and backward output gears and the third driven shaft driven gear; And a second reduction gear connected with the second gear, wherein the rotational force of the second driven shaft is transmitted from the forward and backward output gear to the first reduction gear to rotate the connecting shaft, and the rotational force of the connecting shaft is from the second reduction gear. A third driven shaft may be transmitted to a driven gear to rotate the third driven shaft.

The sun gear shaft may be freely rotatable on the drive input shaft, and the carrier may be freely rotatable on the sun gear shaft.

The transmission may include a first sun gear fixed to the drive input shaft, a second sun gear formed on the sun gear shaft, and a ring gear freely rotatable about the drive input shaft and installed to surround the second sun gear. And a plurality of planetary gears including a first pinion gear connected to the first sun gear, and a second pinion gear connected simultaneously with the ring output gear of the second sun gear and the ring gear of the ring gear, The carrier may be simultaneously fastened to the plurality of planetary gears.

In addition, the driving input shaft may be connected to the HST input shaft of the HST unit, and the ring gear may be connected to the HST output shaft of the HST unit.

According to one embodiment, the vehicle is a work vehicle, and the drive input shaft may be connected to a work device of the work vehicle.

1 illustrates a configuration of a transmission according to an embodiment of the present invention.
FIG. 2 is a diagram showing the transmission configuration of FIG. 1. FIG.
3 is a graph showing the efficiency of the stroke and the transmission of the HST unit according to the running speed of the vehicle.
4 is a graph illustrating torque according to a traveling speed of the transmission of FIGS. 1 and 2.

Hereinafter, preferred embodiments of the present invention will be described with reference to the accompanying drawings. Although the present invention has been described with reference to the embodiments shown in the drawings, it is to be understood that the technical idea of the present invention and its essential structure and operation are not limited thereby.

FIG. 1 shows the configuration of a transmission 1 according to an embodiment of the invention, and FIG. 2 is a diagram schematically showing the configuration of the transmission 1 of FIG.

1 and 2, the transmission 1 according to the present embodiment is connected to the output of the engine 2, the drive input shaft 10 is rotated by the power of the engine 2, and the drive Reduction unit (3) formed around the input shaft 10, the drive input shaft (10) is a hydraulic continuously variable transmission (HST) unit unit (4) for transmitting the combined driving force to the reduction unit (3) by receiving power, the deceleration The sub transmission part 5 receiving power from the part 3, the forward and backward switching part 6 for switching the forward and backward operation of the vehicle, and the secondary deceleration part 7 formed to reduce the clutch capacity of the transmission are provided. Include.

The first sun gear 11 is fixedly installed at the most upstream side of the drive input shaft 10, and the HST input drive gear 18 is fixedly installed at the middle of the downstream side. The work device drive shaft 110 for driving the work device of the work vehicle is connected to the most downstream side of the drive input shaft 10 via the clutch 111. The work device drive shaft 110 may lift and lower the work device connected to the driving input shaft 10 through the clutch 111.

As used herein, the term "upstream" means the side from which power is input by one member, and the term "downstream" means the side from which power input from the member is transmitted.

The HST input drive gear 18 is connected to the HST input driven gear 45 fixedly installed on the HST input shaft 43 for inputting power to the HST unit 40 of the HST unit 40. In this embodiment, the HST input drive gear 18 is connected to the HST input driven gear 45 via the connecting gear 19.

The HST unit 40 includes a hydraulic pump 41 and a hydraulic motor 42. The rotational force of the drive input shaft 10 driven by the engine 2 is transmitted to the HST input shaft 43 through the gears 18, 19, 43, and the hydraulic pump 41 is driven by the driving force of the HST input shaft 43. Drive.

The hydraulic pump 41 is comprised so that the capacity | capacitance of internal flow volume can be adjusted variably by adjusting the inclination angle of the inclination plate provided in the inside. The hydraulic pump 41 drives the hydraulic motor 42.

The HST unit 40 may adjust the driving ratio of the hydraulic motor 42 to the hydraulic pump 41 by adjusting the capacity of the hydraulic pump 41, thereby adjusting the magnitude of the output power. The hydraulic motor 42 rotates the HST output shaft 44 of the HST unit 40.

Since the structure of the hydraulic continuously variable transmission that receives the driving force of the engine 2 and decelerates it, such as the HST unit 40, is already known, a detailed description of the configuration and power transmission characteristics of the HST unit 40 is omitted here. do.

On the other hand, downstream of the first sun gear 11 of the drive input shaft 10, the sun gear shaft 30 is formed to be freely rotated on the drive input shaft 10, and the carrier is formed freely rotatable on the sun gear shaft 30 (carrier) 20 is provided. A second sun gear 31 is provided at an upstream end of the sun gear shaft 30.

A plurality of planetary gears 12 are connected to the first sun gear 18 and the second sun gear 31. The planetary gears 12 include a first pinion gear 13 connected to the first sun gear 18 and a second pinion gear 14 connected to the second sun gear 31.

As shown in FIGS. 1 and 2, the carrier 20 is simultaneously fastened to the plurality of planetary gears 12.

According to the present embodiment, in order to combine the driving force of the HST unit 40 and the rotational driving force of the driving input shaft 10, a ring gear 15 is installed to surround the second sun gear 31.

The ring output gear 17 of the ring gear 15 is connected to the second pinion gear 14 of the planetary gear 12, and the ring input gear 16 is formed on the HST output shaft 44 of the HST unit 40. It is connected to the HST output drive gear 46.

The ring gear 15 is free to rotate about the drive input shaft 10 by the rotational drive of the HST output shaft 44.

When the engine 2 drives, the driving input shaft 10 rotates, and the rotational driving force 10 of the driving input shaft 10 rotates the HST input shaft 43. The rotation driving force of the HST input shaft 43 is input to the HST unit 40, and the HST unit 40 rotates the HST output shaft 44 in accordance with the capacity of the HST unit 40.

When the HST output shaft 44 rotates, the ring gear 15 connected to the HST output drive gear 46 rotates about the driving input shaft 10.

On the other hand, when the drive input shaft 10 is rotated by the driving force of the engine 2, the first sun gear 11 fixed to the drive input shaft 10 also rotates.

As the first sun gear 11 and the ring gear 14 rotate, respectively, the plurality of planetary gears 12 connected to the first sun gear 11 and the ring gear 14 simultaneously have the first sun gear 11 and the ring gear. An orbital motion around the drive input shaft 10 is performed between the fourteen elements.

At this time, since the revolving speeds of the respective planetary gears 12 are the same, the carrier 20 coupled to the planetary gears 12 simultaneously rotates around the driving input shaft 10.

In addition, since each of the planetary gears 12 rotates by itself and makes an orbital motion, the sun gear shaft 30 connected to the second pinion gear 14 of the planetary gear 12 rotates the planetary gear 12. Rotation about the driving input shaft 10 by the movement and the idle movement.

That is, according to the present embodiment, the rotational driving force of the drive input shaft 10 directly driven by the engine 2 and the rotational drive force of the HST output shaft 94 driven by the HST unit 90 are applied to the planetary gear 12. It is synthesized through, and the combined driving force is to rotate the carrier 20 and the sun gear shaft 30, respectively.

According to the present embodiment, the sub transmission part 5 which performs the shift by receiving the rotational force of the carrier 20 and the sun gear shaft 30 is provided.

Specifically, as shown in FIGS. 1 and 2, the carrier 20 is formed with a third stage drive gear 21 connected to a third stage transmission unit.

The third gear stage includes a third gear driven 59 connected to the third gear drive 21 and a third gear shaft 57 including a first clutch 51. A third stage drive gear 61 formed on the third stage drive shaft 57 and freely rotatable and connected to the first clutch portion 53 and the second clutch portion 54 of the first clutch 51; One stage drive gear 62 is included.

On the other hand, the sun gear shaft 30 is formed with a 2 / 4-stage drive gear 32 connected to the 2 / 4-speed transmission.

The 2/4 gear shift unit includes a 2/4 gear drive 60 connected to the 2/4 gear drive 32 and a 2/4 gear drive shaft 58 having a second clutch 52; A four-stage drive gear 63 formed freely rotatable in the 2 / 4-stage drive shaft 58 and connected to the third clutch portion 55 and the fourth clutch portion 56 of the second clutch 52; It comprises a two-stage drive gear (64).

The third gear shift unit and the second gear shift unit are connected to the first driven shaft 70. The first driven shaft 70 is a three-fourth stage driven gear 71 connected simultaneously with the three-stage drive gear 61 and the four-stage drive gear 63, the first-stage drive gear 62 and the second-stage drive gear. A half-stage driven gear 72 connected to 64 at the same time is formed.

The first driven shaft 70 extends with the forward and backward switching part 6. The third clutch 80 having the fifth clutch portion 81 and the sixth clutch portion 82 is formed in the forward and backward switching part 6, and the third driven shaft 100 can be freely rotated on the downstream side. Forward and backward output gears 91 are secured.

The second driven shaft 90 is freely rotatable with respect to the second driven shaft 90, and is a reverse drive gear selectively connected to the fifth clutch portion 81 and the sixth clutch portion 82, respectively. 83 and forward drive gears 84 are formed.

The first driven shaft 70 is provided with a reverse connecting gear 73 connected to the reverse driving gear 83 and a forward connecting gear 74 connected to the forward driving gear 84 via the reverse idle gear 85. Thus, power can be transmitted from the sub transmission 5 to the forward and backward switching unit 6.

The third driven shaft 100 which is freely rotatable with respect to the forward and backward output gears 91 of the second driven shaft 90 is connected to the wheel 120 of the vehicle and is driven by the rotational driving force of the third driven shaft 100. The wheels of the vehicle are driven.

According to this embodiment, in order to reduce the clutch capacity of the sub transmission part 5 and the forward and backward switching part 6, the connecting shaft 101 is provided in parallel with the third driven shaft 100 so that the secondary deceleration part is provided. (7) is formed.

The first shaft reduction gear 102 connected to the forward and backward output gear 91 and the second reduction gear connected to the third driven shaft driven gear 104 fixed to the third driven shaft 100 are connected to the coupling shaft 101. Gear 103 is formed.

According to such a configuration, since the third driven shaft 100 is freely rotatable with respect to the forward and backward output gears 91, the second driven shaft 90 transmits the rotational force directly to the third driven shaft 100. Instead, via the connecting shaft 101, secondary deceleration of the power is achieved.

Hereinafter, the operation of the transmission 1 according to the present embodiment will be described with reference to FIGS. 1 to 3.

3 is a graph showing the efficiency of the stroke and the transmission of the HST unit according to the running speed of the vehicle according to the present embodiment. In FIG. 3, the stroke of the HST unit is indicated by a “solid line”, and the efficiency of the transmission is indicated by different kinds of lines according to the speed range of 1 to 4 stages.

In the forward operation, the sixth clutch portion 82 of the third clutch 80 is connected to the forward drive gear 84, and the fifth clutch portion 81 is disconnected from the reverse drive gear 83.

As described above, when the engine 2 rotates to rotate the drive input shaft 10, the rotational driving force of the drive input shaft 10 and the rotational driving force of the HST output shaft 94 driven by the HST unit 90 are planetary. It is synthesized through the gear 12, and the combined driving force drives the carrier 20 and the sun gear shaft 30 to rotate.

The rotational driving force of the carrier 20 rotates the 1/3 stage drive shaft 57, and the sun gear shaft 30 rotates the 2/4 stage drive shaft 58.

In the first stage driving, the second clutch 54 of the first clutch 51 is connected to the first stage driving gear 62.

Accordingly, the rotational driving force of the third stage drive shaft 57 is transmitted to the 1/2 stage driven gear 72 through the first stage drive gear 62 to rotate the first driven shaft 70, and the first blood The rotational driving force of the coaxial 70 rotates the second driven shaft 90 through the forward drive gear 84. The rotation driving force of the second driven shaft 90 is decelerated via the connecting shaft 101 and then transmitted to the third driven shaft 100 to rotate the wheel 120.

According to the present embodiment, as shown in FIG. 3, when the output of the engine 2 is increased by the user's operation in the first speed region and the speed of the vehicle is increased, the stroke by the inclined plate of the HST unit 40 is increased. It is configured to decrease constantly.

Due to the reduced stroke of the HST unit 40, the rotational speeds of the carrier 20 and the sun gear shaft 30 each change at a predetermined ratio.

When the speed of the vehicle reaches the speed (about 10 km / h in FIG. 3) set as the shift point from the first gear to the second gear, the rotational speeds of the carrier 20 and the sun gear shaft 30 are 1/3 rotated thereby. The stage drive shaft 57 and the 2/4 stage drive shaft 58 are adjusted to produce an output capable of rotating the first driven shaft 70 at the same speed.

It will be understood that the above adjustment of the output can be made by appropriately adjusting the gear ratio of the gears provided in the reduction unit 3 and the reduction unit 5.

As shown in Fig. 4, the gear ratio of the transmission 1 according to the present embodiment is configured to exert high torque to go at low speed. The maximum torque of the torque in FIG. 4 is influenced by the threshold of the capacity of the HST unit 40.

Referring again to FIGS. 1 to 3, when the speed of the vehicle reaches the speed set from the first gear stage to the second gear shift stage, the connection between the first clutch 51 and the first gear drive 62 is released, and The fourth clutch portion 56 of the second clutch 52 is connected to the second stage drive gear 64.

Since the 1/3 stage drive shaft 57 and the 2/4 stage drive shaft 58 are being rotated so as to output an output capable of rotating the first driven shaft 70 at the same speed, the first stage drive shaft 62 is separated from the first stage drive gear 62. Even when the gear is shifted to the second stage gear 64, the rotational speed of the first driven shaft 70 is maintained unchanged.

Therefore, the speed of the vehicle is reduced during shifting or there is almost no impact that can occur during the shifting process.

According to the present embodiment, when the output of the engine 2 is increased by the user's operation in the second speed region and the vehicle speed is increased, the stroke by the inclined plate of the HST unit 40 is configured to increase constantly. .

Due to the increase in the stroke of the HST unit 40, the rotational speeds of the carrier 20 and the sun gear shaft 30 again change at predetermined ratios, respectively.

When the speed of the vehicle reaches the speed (about 14 km / h in FIG. 3) set as the shift point from the second gear to the third gear, the rotational speeds of the carrier 20 and the sun gear shaft 30 are again rotated by 1 /. The third stage drive shaft 57 and the two fourth stage drive shaft 58 are adjusted to produce an output capable of rotating the first driven shaft 70 at the same speed.

In addition, when the speed of the vehicle reaches the speed set as the shift point from the second gear to the third gear, the connection between the second clutch 52 and the second gear drive 64 is released, and the first clutch 51 of the first clutch 51 is disconnected. One clutch portion 53 is connected to the three-stage drive gear 61.

Since the 1/3 stage drive shaft 57 and the 2/4 stage drive shaft 58 are being rotated so as to output an output for rotating the first driven shaft 70 at the same speed, the third stage drive shaft 57 and the 3/4 stage drive shaft 58 are rotated from the second stage drive gear 64. At the time of shifting to the drive gear 61, the rotation speed of the first driven shaft 70 is maintained as it is.

According to this embodiment, when the output of the engine 2 is increased by the user's operation in the three speed range and the vehicle speed is increased, the stroke by the inclined plate of the HST unit 40 is configured to decrease constantly. .

Due to the reduced stroke of the HST unit 40 in the three speed range, the rotational speeds of the carrier 20 and the sun gear shaft 30 change again at predetermined ratios, respectively.

When the speed of the vehicle reaches the speed (about 30 km / h in FIG. 3) set as the shift point from the third gear to the fourth gear, the rotational speeds of the carrier 20 and the sun gear shaft 30 are again rotated by 1 /. The third stage drive shaft 57 and the two fourth stage drive shaft 58 are adjusted to produce an output capable of rotating the first driven shaft 70 at the same speed.

In addition, when the speed of the vehicle reaches the speed set as the shift point from the third gear to the fourth gear, the connection between the first clutch 51 and the three-stage drive gear 61 is released, and the second clutch 52 of the second clutch 52 is disconnected. The three clutch portion 55 is connected to the four-stage drive gear 63.

Since the 1/3 stage drive shaft 57 and the 2/4 stage drive shaft 58 are being rotated so as to output an output capable of rotating the first driven shaft 70 at the same speed, the third stage drive shaft 61 is removed from the third stage drive gear 61. The rotation speed of the first driven shaft 70 is maintained as it is at the time of shifting to the four-stage drive gear 63.

As described above, by keeping the speed of the vehicle unchanged at the time of shifting, as shown in FIG. 3, the shifting efficiency is maintained high regardless of the speed range.

In the reverse driving, the fifth clutch portion 81 of the third clutch 80 is connected to the reverse driving gear 83, and the connection of the sixth clutch portion 82 and the forward driving gear 84 is released.

The rotational driving force of the first driven shaft 70 rotates the reverse coupling gear 73, and the rotational driving force of the reverse connecting gear 73 rotates the second driven shaft 90 via the reverse idle gear 85. At this time, since the rotation driving force of the reverse connection gear 73 is transmitted via the reverse idle gear 85, it will be understood that the rotation direction of the second driven shaft 90 is opposite to the rotation direction at the time of forward movement.

The transmission 1 according to the present embodiment has a high efficiency regardless of the speed range and has a continuity of speed at the time of shifting, so that there is almost no impact during shifting.

1: transmission
2: engine
3: reduction gear
4: HST unit
5: transmission
6: forward and backward switching part
7: 2nd reduction gear
10: drive input shaft
11: first sun gear
12: planetary gear
15: ring gear
20: carrier
30: sun gear shaft
31: second sun gear
51, 52, 80: clutch
70: first driven shaft
90: second driven shaft
100: third driven shaft

Claims (10)

As a transmission for transmitting the engine power of the vehicle,
A drive input shaft rotated by the engine;
A hydraulic continuously variable transmission (HST) unit configured to adjust an amount of output power by adjusting internal hydraulic pressure;
A carrier and a sun gear shaft each rotating by a combined driving force of the driving force of the driving input shaft and the driving force of the HST unit;
Comprising a plurality of gears and clutch including a sub transmission portion for selectively transmitting the rotational driving force of the carrier or the sun gear shaft to the first driven shaft,
The sub transmission part,
A first transmission part receiving power from the carrier and outputting the power to the first driven shaft;
And a second transmission portion receiving power from the sun gear shaft and outputting the power to the first driven shaft.
And the first shifting portion or the second shifting portion is selectively connected to the first driven shaft and shifted at a shift timing. The method of claim 1,
At the shift time,
And the output of the first transmission portion and the second transmission portion is adjusted to an output capable of rotating the first driven shaft at the same speed. 3. The method of claim 2,
The first speed shifting portion is a third speed shifting portion connected to a third speed driving gear formed on the carrier,
And the second gear shift portion is a 2/4 gear shift portion connected to a 2/4 gear drive gear formed on the sun gear shaft. The method of claim 3,
The first driven shaft is a 3/4 stage driven gear connected simultaneously with the three stage drive gear and the four stage drive gear, and a 1/2 stage driven gear connected simultaneously with the first stage drive gear and the second stage drive gear. Including,
The 1 / 3-speed transmission unit,
A 1 / 3-speed drive shaft having a 1 / 3-speed driven gear connected to the 1 / 3-speed drive gear and having a first clutch;
It is formed to be freely rotated on the third stage drive shaft, and comprises a third stage drive gear and a first stage drive gear connected to the first clutch portion and the second clutch portion of the first clutch,
The 2/4 speed transmission unit,
A 2/4 stage drive shaft having a 2/4 stage driven gear connected to the 2/4 stage drive gear and having a second clutch;
And a four-stage drive gear and a two-stage drive gear which are formed to be freely rotatable on the 2 / 4-stage drive shaft and connected to the third clutch portion and the fourth clutch portion of the second clutch. 5. The method of claim 4,
A second driven shaft having a third clutch;
It is formed on the second driven shaft freely rotatable, and further comprising a reverse drive gear and a forward drive gear connected to the fifth clutch portion and the sixth clutch portion of the third clutch,
And a reverse connection gear connected to the reverse drive gear via a reverse idle gear, and a forward connection gear connected to the forward drive gear on the first driven shaft. The method of claim 5,
A third driven shaft connected to the wheel of the vehicle,
Further includes a connecting shaft,
Forward and backward output gears are formed on the second driven shaft,
An upstream end of the third driven shaft is freely connected to the forward and backward output gear, and a third driven shaft driven gear is formed at the downstream end of the third driven shaft.
The connection shaft is formed with a first reduction gear connected to the forward and backward output gears, and a second reduction gear connected to the third driven shaft driven gear,
Rotation force of the second driven shaft is transmitted from the forward and backward output gear to the first reduction gear to rotate the connecting shaft,
And a rotational force of the connection shaft is transmitted from the second reduction gear to the third driven shaft driven gear so that the third driven shaft rotates. The method of claim 1,
The sun gear shaft is rotatably connected to the drive input shaft,
And said carrier is rotatably connected on said sun gear shaft. The method of claim 7, wherein
A first sun gear fixed to the drive input shaft;
A second sun gear formed on the sun gear shaft;
A ring gear rotatable about the driving input shaft and installed to surround the second sun gear;
And a plurality of planetary gears including a first pinion gear connected to the first sun gear, and a second pinion gear connected simultaneously with the ring output gear of the second sun gear and the ring gear of the ring gear,
And the carrier is simultaneously fastened to the plurality of planetary gears. 9. The method of claim 8,
The driving input shaft is connected to an HST input shaft of the HST unit,
And the ring gear is connected to the HST output shaft of the HST unit. The method of claim 1,
The vehicle is a working vehicle,
And the drive input shaft is connected to a work device of the work vehicle.

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