KR20230076030A - Pto hydraulic control valve device - Google Patents

Abstract

The present invention relates to a PTO hydraulic control valve apparatus. A work vehicle of the present invention comprises: a driving source; a driving wheel; a transmission which transmits a power from the driving source to the driving wheel; and a PTO device for using the power from the driving source for a purpose other than traveling. The PTO hydraulic control valve apparatus of the work vehicle of the present invention may integrally include a PTO rear cover located at the rear of the transmission and a hydraulic control valve mounted on the PTO rear cover and connected to a PTO clutch of the PTO device. Provided is the PTO hydraulic control valve apparatus which can be disconnected or released from the exterior.

Description

PTO hydraulic control valve device {PTO HYDRAULIC CONTROL VALVE DEVICE}

The present invention relates to a hydraulic control valve device for controlling a PTO clutch, and more particularly, to a PTO hydraulic control valve device capable of easily controlling hydraulic pressure and minimizing pressure loss.

The work vehicle may refer to a vehicle capable of additionally performing work for the convenience of human life in addition to a vehicle for movement. A work vehicle can function as a transportation device that moves a worker to a specific location using a driving source such as an engine, and can move with a worker at a specific location or use power from a driving source other than driving while maintaining a stationary state. can be used for purpose.

As a general work vehicle, there may be an agricultural work vehicle such as a combine or a tractor, and in addition, there may be a work vehicle that performs other tasks at a construction site or a factory.

Referring to Japanese Patent Registration No. 3940195, a work vehicle including a PTO is disclosed. The work vehicle includes an engine, a transmission and a PTO device, and some of the power from the engine is transmitted to driving wheels and the like and used for driving, and the other portion is transmitted to the PTO device and the like and used for purposes other than driving.

The transmission includes a front housing, a mission housing, and a rear housing, and includes a driving power transmission unit for transmitting power from an engine to driving wheels and the like and a PTO power transmission unit for operations other than driving. As a driving power transmission unit, it includes a front and rear transmission unit, a main transmission unit, and a sub transmission unit. The front and rear transmission unit is located in the front housing, and the main transmission unit and the auxiliary transmission unit are located in the transmission housing. Power can be selectively transmitted. A pulley for a parking brake is installed in the mission housing where the auxiliary transmission is located, so that it can function as an additional brake.

Conventional PTO devices also include a PTO clutch, and there is one that controls the PTO clutch hydraulically. However, in many cases, the conventional hydraulic PTO clutch and its control device are installed far from each other, and because of the pressure loss, the hydraulic control curve controlled by the hydraulic control device is applied differently from the actual piston hydraulic pressure of the PTO clutch. .

The present invention provides a PTO hydraulic control valve device capable of easily controlling hydraulic pressure of a PTO clutch of a PTO device without pressure loss.

In providing a hydraulic control valve for a PTO device, the present invention provides a PTO hydraulic control valve device that is easy to install, maintain, and repair, and is easy to discharge air generated from the valve.

The present invention provides a PTO hydraulic control valve device capable of preventing output from being impossible due to the simultaneous engagement of the multistage independent PTO and the vehicle speed synchronization PTO and integrating parts of the multistage independent PTO and the vehicle speed synchronization PTO into a cover using an interlock device. do.

The present invention provides a PTO hydraulic control valve device that can be managed from the outside by arranging a hydraulic control valve and an interlock device at a location easily accessible from the outside, and can be separated or released from the outside even in the event of a failure.

According to an exemplary embodiment of the present invention for achieving the above-described objects of the present invention, the PTO hydraulic control valve device according to the present embodiment includes a drive source, a drive wheel, a transmission for transmitting power from the drive source to the drive wheel, and a drive source. Applicable to a work vehicle including a PTO device for using power from the PTO for purposes other than driving, the PTO hydraulic control valve device is mounted on a PTO rear cover and a PTO rear cover located at the rear of the transmission, and the PTO clutch of the PTO device A hydraulic control valve connected to may be integrally included.

The hydraulic control valve may be a proportional control valve or an on-off control valve, and the PTO clutch is disposed in the differential housing of the transmission and the hydraulic control valve is integrally provided on the PTO rear cover, thereby reducing the distance between the PTO clutch and the hydraulic control valve. It is possible to minimize the pressure loss between the hydraulic control valve and the hydraulic space inside the PTO clutch.

In addition, by allowing the hydraulic control valve to be installed and replaced on the PTO rear cover in a cartridge type, the number of parts and low-cost manufacturing may be possible.

The hydraulic control valve may be mounted horizontally along the longitudinal direction of the transmission at the PTO rear cover, and the hydraulic control valve may be assembled from the rear to the inside of the PTO rear cover.

The PTO device may include a first shift rail shaft for controlling multi-stage independent shifting and a second shift rail shaft for controlling vehicle speed synchronized shifting, and the PTO hydraulic control valve device may include a first groove formed on the first shift rail shaft. , an interlock device including a second groove formed corresponding to the first groove in the second shift rail shaft, and an interlock ball positioned in the first groove and the second groove, wherein the first shift rail shaft is operated by the interlock device. And the second shift rail shaft is bound to the PTO rear cover and can be integrally movably mounted.

Therefore, it is possible to form a unit by integrating the transmission control unit and the output shaft of the PTO unit with the PTO rear cover, and the entire PTO hydraulic control valve unit in which the PTO cover and the PTO unit are unitized can be installed and detached from the differential housing at once. do.

When one of the first shift rail shaft and the second shift rail shaft is out of the neutral position, the interlock ball moves from one of the first and second grooves to the other to limit the movement of the other to synchronize the vehicle speed with the multi-stage independent PTO. It can prevent the case where the PTO is engaged at the same time and the output is impossible.

The first power transmission unit for the multistage independent PTO and the second power transmission unit for the vehicle speed synchronization PTO can exclusively transmit power by the interlock device, and the first power transmission unit and the second power transmission unit are inadvertently engaged with the driving source at the same time. It is possible to prevent a situation in which normal output is difficult to occur. Although this may be restricted electronically, in the present embodiment, the interlock device may physically restrict the operation of the first shift control unit of the first power transmission unit and the second shift control unit of the second power transmission unit.

In the PTO hydraulic control valve device of the present invention, the pressure loss in the hydraulic space of the PTO clutch is reduced by controlling the hydraulic pressure of the PTO clutch with a proportional control valve and integrating the hydraulic control valve into the PTO rear cover disposed behind the differential housing. It can be minimized, and accurate control according to the original design of the hydraulic cover is possible.

In the PTO hydraulic control valve device of the present invention, the hydraulic control valve is mounted horizontally on the PTO rear cover in the longitudinal direction, and the hydraulic control valve is installed higher than the oil level of the PTO clutch to discharge air from the valve generated when the engine is stopped. It can also be easy.

In the PTO hydraulic control valve device of the present invention, it is easy to assemble the hydraulic control valve from the rear of the PTO rear cover and directly mount the high pressure lubricating oil pipe to the PTO rear cover from the tandem pump located on the outer right side of the differential housing.

The PTO hydraulic control valve device of the present invention can prevent a case in which output is impossible due to simultaneous engagement of the multistage independent PTO and the vehicle speed synchronization PTO, and components of the multistage independent PTO and vehicle speed synchronization PTO can be integrated into a cover by using an interlock device.

In the PTO hydraulic control valve device of the present invention, the hydraulic control valve and the interlock device are disposed at a location easily accessible from the outside, so that they can be managed from the outside, and even if a failure occurs, they can be separated or released from the outside.

1 is a diagram for explaining a work vehicle and a PTO hydraulic control valve device according to an embodiment of the present invention.
FIG. 2 is a diagram for explaining a power transmission structure of the work vehicle of FIG. 1 .
FIG. 3 is a plan view showing the inside of the differential housing and the PTO hydraulic control valve device of the work vehicle of FIG. 1 .
FIG. 4 is a plan view of the PTO hydraulic control valve device of FIG. 1 .
FIG. 5 is a side view of the PTO hydraulic control valve device of FIG. 1 .
6 is a view showing the PTO hydraulic control valve device of FIG. 1 from the rear.
FIG. 7 is a rear view of the PTO device of the work vehicle of FIG. 1 .
FIG. 8 is a view for explaining the operation of the interlock device of the work vehicle of FIG. 1 .

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings, but the present invention is not limited or limited by the embodiments. For reference, in the present description, the same numbers refer to substantially the same elements, and under the above rules, contents described in other drawings may be cited and described, and contents determined to be obvious to those skilled in the art or repeated contents may be omitted.

1 is a view for explaining a work vehicle and a PTO hydraulic control valve device according to an embodiment of the present invention, FIG. 2 is a view for explaining a power transmission structure of the work vehicle of FIG. 1 , and FIG. 3 is a view for explaining FIG. It is a plan view showing the inside of the differential housing and the PTO hydraulic control valve device of the working vehicle of FIG. 4 is a plan view showing the PTO hydraulic control valve device of FIG. 1 in a plan view, and FIG. 5 is a PTO hydraulic control valve device of FIG. 1 6 is a view showing the PTO hydraulic control valve device of FIG. 1 from the rear side, FIG. 7 is a view showing the PTO device of the work vehicle of FIG. 1 from the rear side, and FIG. It is a diagram for explaining the operation of the interlock device of the work vehicle of FIG. 1 .

1 to 8 , the work vehicle 100 according to the present embodiment includes a driving source 110, a rear wheel or first driving wheel 120, a front wheel or second driving wheel 130, a user driving unit 200 ), a transmission 300, a drive extraction device 400, a hydraulic shift valve device 500, a hydraulic PTO valve device 600, and a PTO device 700.

A driving source 110 such as an engine generates power, and the power from the driving source 110 is shifted or controlled through the transmission 300 and can be used for driving or for work other than driving.

The transmission 300 may transmit all or part of the power transmitted from the driving source 110 to the first driving wheel 120 or the second driving wheel 130 for driving, and the power for work other than driving is the PTO. It can be delivered to the device 700. The power transmitted to the PTO device 700 can be transmitted without shifting from the drive source 110, which is an engine, and the drive source 110 generates maximum or optimal torque at 540 rpm, 1000 rpm or rotation proportional to the driving speed. You can rotate in GSP. Shifting within the PTO device 700 may be performed through a first shift control unit 735 using a shift clutch or the like.

To this end, the PTO device 700 may include a first power transmission unit 730 for multi-stage independent shifting and a second power transmission unit 740 for synchronized vehicle speed shifting. The first power transmission unit 730 may directly receive power from the drive source 110 regardless of the rotation direction of the forward/reverse unit 310 and the speed change by the main transmission unit 320, and is connected through the PTO clutch 720. Power can be shifted to P1 and P2 and transmitted to the PTO output shaft 710. The second power transmission unit 740 is connected to the shaft of the auxiliary transmission unit 350 to transmit power in synchronization with the vehicle speed.

The user driving unit 200 may include a driver's seat 210, a steering wheel 220, a clutch pedal 230, a forward and backward control unit 240, a main gear control unit 250, and a sub-shift control unit 260. The user can control the driving direction of the work vehicle 100 through the steering wheel 220 and the like, can control the rotational direction of the drive wheel through the forward and backward control unit 240, and the main gear control unit 250 and A shift stage or a shift range may be controlled through the shift control unit 260 .

The clutch pedal 230 may be located on the left under the steering wheel 220, the brake pedal may be provided on the right, and the parking brake 280 may be provided under the driver's seat 210. The brake pedal may be connected to a valve of a brake device operated by hydraulic pressure, and may operate the first brake 140 to be described later according to the operation of the brake pedal.

In this embodiment, the user driver 200 may be provided in an exposed form, but may include a cabin 270 in some cases.

The forward/reverse control unit 240, the main gear control unit 250, or the sub-shift control unit 260 is connected to the forward/reverse unit 310, the high/low speed hydraulic clutch 330, and the main speed clutch ( 340) and the like can be proportionally controlled, and in this process, a hydraulic, electric, or manual operation method can be used.

Power passing through the transmission 300 may be transmitted to the rear wheels, that is, the first driving wheels 120 through the first differential 360 . In some cases, some power may be extracted to the front wheel output shaft 410 through the drive extraction device 400 and transmitted to the front wheels, that is, the second driving wheel 130 . When the second drive wheel 130 receives power like the first drive wheel 120 through the drive extractor 400, the work vehicle 100 can drive in a 4-wheel mode, and the 4-wheel mode can be operated on rough terrain or It can be usefully applied to moving the work vehicle 100 in a rice field or field. However, when driving on a general road, etc., it may be more efficient to drive in a 2-wheel mode rather than a 4-wheel mode. It is possible to switch to a two-wheeled mode in which the wheel 130 rotates passively.

A first brake 140 may be mounted between the first differential 360 and the first driving wheel 120, and the first brake 140 controls rotation of the first driving wheel 120, which mainly contributes to driving. By restraining, the work vehicle 100 can be stopped. For reference, pedals for operating the first brake 140 may be provided to the user driver 200 and may be provided on one side or both sides of the driver's seat.

Power from the engine may be connected to the first driving wheel 120, the second driving wheel 130, or the PTO device 700 through the transmission 300, and the inside of the transmission 300 includes a forward and reverse unit 310 , A main transmission unit 320, a secondary transmission unit 350, a first differential 360, and the like may be provided.

Referring to FIG. 2 , power from the drive source 110 may be applied for forward or backward movement through the forward/reverse part 310, and the peripheral transmission part 320 is a high/low speed hydraulic clutch 330, 1st to 4th gears. It may include a main speed hydraulic clutch 340 capable of adjustment of. The auxiliary transmission unit 350 may additionally adjust the shift range to the rotation shifted by the main transmission unit 320, and control the A, B, C or Cr (creep) ranges using the shift clutch as shown. can

In this embodiment, the high/low speed hydraulic clutch 330 and the main speed hydraulic clutch 340 are hydraulic clutches using a friction plate, and may be controlled by the hydraulic shift valve device 500, and of the auxiliary transmission unit 350. The shift clutch can be actuated electrically or hydraulically. The transmission 300 according to this embodiment can be shifted to 24 steps or 32 steps by the main transmission part 320 and the auxiliary transmission part 350.

Some of the power from the engine may be transmitted to the PTO device 700 without passing through the forward/reverse part 310 or the main transmission part 320, and the power transmitted to the PTO device 700 may be transferred to the hydraulic PTO valve device 600. ), a tandem pump or the like can be driven, and the PTO output shaft 710 can be driven. In the PTO device 700, power may be transmitted to the PTO output shaft 710 through the PTO clutch 720 and the first power transmission unit 730.

Of course, another part of the power from the engine may be transmitted to the PTO device 700 via the forward/reverse part 310 or the main transmission part 320, and the power transmitted to the PTO device 700 in this way is proportional to the driving speed. Alternatively, it may be transmitted at a corresponding rotational speed, and may be used for work sensitive to vehicle speed, such as rice planting. Power for synchronizing the vehicle speed may be transmitted to the PTO output shaft 710 through the second power transmission unit 740 in the PTO device 700 .

A gear for extracting power to the outside may be mounted on a shaft on which a shift clutch is mounted in the auxiliary transmission unit 350, and a drive extraction gear 370 is provided at an end thereof. The drive extraction gear 370 may be partially exposed from the housing of the transmission 300, and the drive extraction device 400 may be mounted in an area where the drive extraction gear 370 is exposed.

The drive extraction device 400 may transmit power transmitted from the transmission 300 to the second drive wheel 130 through the front wheel output shaft 410 . The drive extraction device 400 may include an extraction housing 420, an extraction clutch 430 and a second brake 440, and the extraction clutch 430 is transmitted from the transmission 300 to the front wheel output shaft 410. power can be controlled. At this time, the extraction clutch 430 may be provided using a dog clutch or the like.

2 and 3, the PTO device 700 includes a PTO output shaft 710, a first power transmission unit 730 that independently transmits power from the driving source 110 to the PTO output shaft 710, and a working vehicle. It may include a second power transmission unit 740 that transmits power to the PTO output shaft 710 in accordance with the travel speed.

The first power transmission unit 730 may be connected to the PTO clutch 720 for a multi-stage independent PTO, may include other clutches, gears, shifting devices, or a combination thereof, and may include a second power transmission unit. 740 may include a clutch, gears, shifting device, or combination thereof for a vehicle speed tuning PTO.

In this embodiment, the first power transmission unit 730 may include gears capable of transmitting 540 rpm and 1000 rpm, and a first shift control unit 735 positioned between the gears, and the second power transmission unit 740 ) may include gears that transmit power from the auxiliary transmission unit 350 and a second shift control unit 745 that connects the PTO output shaft 710 and the second power transmission unit 740 . The first shift control unit 735 and the second shift control unit 745 may use a shift clutch, and as will be described later, the shift clutches of the first shift control unit 735 and the second shift control unit 745 may each use a shift clutch. It can be controlled according to the movement of the shift rail shaft 737 and the second shift rail shaft 747 .

The inside of the transmission 300 may be divided into a front housing, a transmission housing, and a differential housing 306 from the front. In this embodiment, the PTO clutch 720, the first power transmission unit 730, the second power transmission unit 740, etc. may be located in the differential housing 306 where the differential 360 is located, and the differential housing 306 ) is covered by the PTO rear cover 308.

4 to 6, the PTO hydraulic control valve device 800 according to the present embodiment includes the PTO rear cover 308 covering the rear of the differential housing 306 and the hydraulic control valve of the hydraulic PTO valve device 600 ( 610), the rotation shaft of the first power transmission unit 730, the first shift rail shaft 737 of the first shift control unit 735, the second shift rail shaft 747 of the second shift control unit 745, the first An interlock device 750 capable of restraining the shift rail shaft 737 and the second shift rail shaft 747 and the PTO output shaft 710 may be integrally coupled and provided.

Elements coupled to the PTO hydraulic control valve device 800 may be functionally included in different configurations, but may be physically combined integrally and assembled and separated as a combined unit state, and an operator may use a crane or the like as a unit. The PTO hydraulic control valve device 800 can be lifted at once and integrally assembled and separated from the rear of the differential housing 306.

In particular, the hydraulic control valve 610 is connected to the inner hydraulic space of the PTO clutch 720, the PTO clutch 720 is disposed in the differential housing 306, and the hydraulic control valve 610 is also disposed on the PTO rear cover 308 The distance between the PTO clutch 720 and the hydraulic control valve 610 can be minimized. As a result, pressure loss between the hydraulic control valve 610 and the hydraulic space of the PTO clutch 720 can be minimized.

The hydraulic control valve 610 may be a proportional control valve or an on-off control valve, and the hydraulic control valve 610 may be mounted and replaced in a cartridge type on the PTO rear cover 308, reducing the number of parts and manufacturing at low cost can make it possible.

The hydraulic control valve 610 can be mounted horizontally along the longitudinal direction of the transmission on the PTO rear cover 308, and the hydraulic control valve 610 is assembled from the rear outside to the front inside on the PTO rear cover 308. can be designed

As shown in FIG. 2 , the interlock device 750 may be connected to the first power transmission unit 730 and the second power transmission unit 740 of the PTO device 700, and the first power transmission unit 730 and the second power transmission unit 740 may be selected to transmit power exclusively to the PTO output shaft 710 .

The interlock device 750 may be located at ends of the first shift control unit 735 of the first power transmission unit 730 and the second shift control unit 745 of the second power transmission unit 740. 1 of the first shift rail shaft 737 of the first shift fork 738 that restrains the shift clutch of the shift control unit 735 and the second shift fork 748 that restrains the shift clutch of the second shift control unit 745 It may be located at the end of the second shift rail shaft 747.

7 and 8, the first shift rail shaft 737 and the second shift rail shaft 747 are movable between a neutral position and an operating position. One end of the first shift rail shaft 737 is partially accommodated in the PTO rear cover 308 and can be moved from a neutral position to an operating position in close contact with gears corresponding to P1 and P2. The second shift rail shaft 747 also has one end partially accommodated in the PTO rear cover 308, and can move between a neutral position and an operating position connecting the PTO output shaft 710 and the second power transmission unit 740. .

The interlock device 750 includes a first groove 752 formed at an end of the first shift rail shaft 737 and a second groove 754 formed to face the first groove 752 in the second shift rail shaft 747. , and an interlock ball 756 located in the first groove 752 and the second groove 754 when the first shift rail shaft 737 and the second shift rail shaft 747 are in a neutral position. there is.

As shown in (a) of FIG. 8 , when the first shift rail shaft 737 and the second shift rail shaft 747 are in a neutral position, the first groove 752 and the second groove 754 face each other. interlock ball 756 may be positioned between them.

Then, as in (b), when the first shift rail shaft 737 moves out of the neutral position, the interlock ball 756 can move away from the first groove 752 to the second groove 754, and the interlock ball By means of 756, the second shift rail shaft 747 cannot leave the neutral position.

Conversely, as in (c), when the second shift rail shaft 747 moves out of the neutral position, the interlock ball 756 can move away from the second groove 754 to the first groove 752, and the interlock ball By means of 756, the first shift rail shaft 737 cannot leave the neutral position.

As shown in FIG. 3 , the second shift control unit 745 for the vehicle speed synchronization PTO may be disposed in the differential housing 306, and both the first shift control unit 735 and the second shift control unit 745 are configured as PTOs. It may be provided adjacent to the output shaft 710. Accordingly, the implementation of the interlock device 750 using the interlock ball 756 may be possible.

In the interlock device 750, the interlock ball 756 may be located in the PTO rear cover 308, and the PTO rear cover 308 may include an accessible hole 309 corresponding to the position of the interlock ball 756. can Therefore, even after assembling the PTO device 700, the interlock device 750 can be managed from the outside through the accessible hole 309, and even if an internal failure such as separation of the interlock ball 756 occurs, the hole, etc. Through this, it is possible to release from the outside, so that problems can be easily dealt with.

As described above, although it has been described with reference to the preferred embodiments of the present invention, those skilled in the art will variously modify and change the present invention within the scope not departing from the spirit and scope of the present invention described in the claims below. You will understand that it can be done.

100: work vehicle 110: driving source
140: first brake 200: user driving unit
300: transmission 308: PTO rear cover
320: peripheral gear 330: high/low speed hydraulic clutch
340: hydraulic clutch for main transmission 350: auxiliary transmission
600: hydraulic PTO valve device 610: hydraulic control valve
700: PTO device 720: PTO clutch
730: first power transmission unit 735: first shift control unit
740: second power transmission unit 745: second shift control unit

Claims (6)

A PTO hydraulic control valve device for a work vehicle comprising a drive source, a drive wheel, a transmission for transmitting power from the drive source to the drive wheel, and a PTO device for using power from the drive source for purposes other than driving,
a PTO rear cover located at the rear of the transmission; and
and a hydraulic control valve mounted on the PTO rear cover and connected to a PTO clutch of the PTO device.
According to claim 1,
The hydraulic control valve is a proportional control valve or an on-off control valve, characterized in that the PTO hydraulic control valve device.
According to claim 1,
The PTO hydraulic control valve device, characterized in that the hydraulic control valve is mounted horizontally along the longitudinal direction of the transmission in the PTO rear cover.
According to claim 3,
The PTO hydraulic control valve device, characterized in that the hydraulic control valve is assembled from the rear to the inside of the PTO rear cover.
According to claim 1,
The PTO hydraulic control valve device according to claim 1, wherein the PTO rear cover covers the rear of the differential housing of the transmission, and the PTO clutch is disposed within the differential housing.
According to claim 1,
The PTO device includes a first shift rail shaft for controlling multi-stage independent shifting and a second shift rail shaft for controlling synchronized vehicle speed shifting;
The PTO hydraulic control valve device is located in a first groove formed on the first shift rail shaft, a second groove formed corresponding to the first groove on the second shift rail shaft, and the first groove and the second groove. Further comprising an interlock device including an interlock ball to
The first shift rail shaft and the second shift rail shaft are coupled to the PTO rear cover by the interlock device to be integrally movable;
When one of the first shift rail shaft and the second shift rail shaft is out of the neutral position, the interlock ball moves from one of the first groove and the second groove to the other to restrict the movement of the other one. PTO hydraulic control valve device, characterized in that.

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