WO2013031289A1 - 作業車両用トランスミッション - Google Patents
作業車両用トランスミッション Download PDFInfo
- Publication number
- WO2013031289A1 WO2013031289A1 PCT/JP2012/060938 JP2012060938W WO2013031289A1 WO 2013031289 A1 WO2013031289 A1 WO 2013031289A1 JP 2012060938 W JP2012060938 W JP 2012060938W WO 2013031289 A1 WO2013031289 A1 WO 2013031289A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- clutch
- speed
- reverse
- power transmission
- switching
- Prior art date
Links
- 230000005540 biological transmission Effects 0.000 title claims abstract description 144
- 238000001514 detection method Methods 0.000 claims description 10
- 238000005728 strengthening Methods 0.000 abstract description 4
- 230000002159 abnormal effect Effects 0.000 description 10
- 238000009412 basement excavation Methods 0.000 description 5
- 239000003381 stabilizer Substances 0.000 description 4
- 230000001133 acceleration Effects 0.000 description 3
- 102100028918 Catenin alpha-3 Human genes 0.000 description 2
- 101000916179 Homo sapiens Catenin alpha-3 Proteins 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 238000013459 approach Methods 0.000 description 1
- 230000000881 depressing effect Effects 0.000 description 1
- 230000000994 depressogenic effect Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000004044 response Effects 0.000 description 1
- 230000004043 responsiveness Effects 0.000 description 1
- 239000004576 sand Substances 0.000 description 1
- 238000007789 sealing Methods 0.000 description 1
- 230000000087 stabilizing effect Effects 0.000 description 1
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
- F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
- F16H3/083—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with radially acting and axially controlled clutching members, e.g. sliding keys
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
- F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
- F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
- F16H3/091—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears including a single countershaft
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
- F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
- F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
- F16H3/093—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
- F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
- F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
- F16H3/093—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts
- F16H2003/0936—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts with multiple countershafts comprising only two idle gears and one gear fixed to the countershaft
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
- F16H2200/0047—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising five forward speeds
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/0082—Transmissions for multiple ratios characterised by the number of reverse speeds
- F16H2200/0091—Transmissions for multiple ratios characterised by the number of reverse speeds the gear ratios comprising three reverse speeds
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T74/00—Machine element or mechanism
- Y10T74/19—Gearing
- Y10T74/19219—Interchangeably locked
- Y10T74/19233—Plurality of counter shafts
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T74/00—Machine element or mechanism
- Y10T74/19—Gearing
- Y10T74/19219—Interchangeably locked
- Y10T74/19251—Control mechanism
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T74/00—Machine element or mechanism
- Y10T74/19—Gearing
- Y10T74/19219—Interchangeably locked
- Y10T74/19377—Slidable keys or clutches
- Y10T74/19386—Multiple clutch shafts
- Y10T74/194—Selective
Definitions
- the present invention relates to a transmission, and more particularly to a multi-axis transmission mounted on a work vehicle that performs loader work.
- a backhoe loader as a work vehicle has a loader bucket in front of the vehicle and a backhoe in the rear.
- the driver's seat provided in the cab is configured to be rotatable so as to face forward when traveling or working with a loader bucket, and to face backward when working with a backhoe.
- the backhoe loader as described above is equipped with a multi-shaft transmission.
- the transmission includes an input shaft to which power from the engine is input, an output shaft that outputs power to the wheels, and one or more intermediate shafts disposed between the input shaft and the output shaft. Yes.
- Each shaft is provided with a hydraulic clutch for forward / reverse switching and a plurality of hydraulic clutches for speed stage switching.
- the hydraulic clutch is simply referred to as “clutch”.
- each of the forward / reverse switching clutches in the conventional transmission has one forward clutch and one reverse clutch.
- the number of shift stages at the time of forward movement is limited and a multi-stage configuration cannot be achieved. For this reason, acceleration performance is poor in traveling from medium speed to high speed.
- Patent Document 1 a transmission as shown in Patent Document 1 is provided.
- the transmission disclosed in Patent Document 1 includes an input shaft, two intermediate shafts, and an output shaft.
- a reverse clutch and a forward low speed clutch are provided on the input shaft, and a forward high speed clutch is provided on one intermediate shaft.
- Three clutches are provided as speed stage switching clutches.
- the transmission shown in Patent Document 1 includes the forward low speed clutch and the forward high speed clutch for switching between the low speed and the high speed during forward travel, and the first to third speed stage switching clutches. Since the clutch is provided, six forward speed stages can be obtained, and multi-stages are realized with a small number of parts.
- V V shape work is a typical work for backhoe loaders and wheel loaders. This V shape work is the following work.
- excavation is performed at a certain position, and then the boom is raised to lift the load such as earth and sand in the bucket, and at the same time, the vehicle is moved backward. Thereafter, the transmission is switched from reverse to forward, the vehicle is advanced while raising the boom further, approaching the dump truck, and the bucket is dumped and dumped on the dump truck. Thereafter, the vehicle moves backward and forward in an empty state and returns to the excavation position again.
- the operator generally performs a forward / reverse switching operation while depressing the accelerator pedal in order to increase the boom raising speed while simultaneously operating the work lever and the steering wheel.
- the clutch capacity is increased by increasing the number of clutch plates on which the friction members are mounted, for example, the forward low speed clutch, the forward high speed clutch, and the reverse clutch. It is necessary to increase the strength of the clutch. This hinders downsizing of the transmission.
- An object of the present invention is to reduce the increase in the size of a transmission by minimizing clutch strengthening, including an increase in the capacity of a forward / reverse switching clutch and an increase in strength, especially in a work vehicle performing V-shape work. There is.
- a work vehicle transmission is a multi-shaft transmission mounted on a work vehicle that performs loader work, and includes an input shaft to which power is input and an output that is coupled to wheels of the work vehicle.
- a shaft at least one intermediate shaft disposed between the input shaft and the output shaft, a power transmission mechanism for transmitting power from the input shaft to the output shaft via the intermediate shaft, and power from the input shaft to the output shaft Switching means for switching the transmission path.
- the power transmission mechanism includes a forward low speed clutch that is in a power transmission state in a forward low speed region, a forward high speed clutch that is in a power transmission state in a forward high speed region, and a reverse clutch that is in a power transmission state during reverse travel.
- the switching means is configured to change to a reverse shift stage capable of shifting by setting the forward low speed clutch or the forward high speed clutch to the power cut-off state and setting the reverse clutch to the power transmission state when switching to the reverse side is operated during forward movement.
- the reverse clutch is switched to a forward shift stage capable of shifting by setting the reverse clutch to the power cut-off state and the forward low-speed clutch to the power transmission state.
- the work vehicle transmission according to the second aspect of the present invention is the transmission according to the first aspect, wherein the switching means indicates the power transmission state or the power cutoff state of each of the plurality of speed stage switching clutches during the forward / reverse switching operation. maintain.
- the work vehicle transmission according to the third aspect of the present invention further includes vehicle speed detecting means for detecting the vehicle speed in the transmission of the first side.
- the switching unit controls the power transmission state and the power cutoff state of the plurality of speed stage switching clutches according to the detection result of the vehicle speed detection unit.
- the forward / reverse switching is operated when working at a low vehicle speed.
- a forward / reverse switching operation may be performed at a high vehicle speed due to an erroneous operation or the like. If such an abnormal operation is performed, there is a risk that the bearings and seal members of the transmission will be damaged by over-rotation.
- the transmission of the third aspect when the vehicle speed is detected, for example, when the forward / reverse switching operation is performed at a high vehicle speed, it is determined that the operation is abnormal, and the speed stage switching is performed in addition to the forward / reverse switching clutch.
- the control clutch is also controlled to switch, for example, to a high speed stage. Thereby, excessive rotation is suppressed and damage to the bearing and seal member of the transmission can be avoided.
- the work vehicle transmission according to the fourth aspect of the present invention further includes a shift lever position detecting means for detecting the position of the shift lever for determining the maximum speed stage in the transmission of the first or third aspect.
- the switching unit controls the power transmission state and the power cutoff state of the plurality of speed stage switching clutches according to the detection result of the shift lever position detection unit.
- the work vehicle according to the fourth aspect of the present invention is provided with a speed change lever for determining the maximum speed stage.
- the maximum variable speed stage can be switched to, for example, four stages. If the operator sets the position of the shift lever to the lowest maximum speed, for example, it can be said that the operator intends to work at a low speed. In such a case, if the speed is switched to a higher speed stage by a forward / reverse switching operation, a gear shift contrary to the operator's intention is performed.
- the speed stage after the shift is controlled by the position of the shift lever.
- a shift according to the operator's intention is performed.
- the work vehicle transmission according to the fifth aspect of the present invention is the transmission of the first or second aspect, wherein the speed stage switching clutch includes a first clutch, a second clutch, and a third clutch. Further, the switching means switches the speed stage of the fifth forward speed from the first forward speed to the fifth forward speed, and switches the speed stage from the first reverse speed to the third reverse speed.
- the switching means controls each clutch at each speed stage as follows.
- the forward low speed clutch and the first clutch are set to the power transmission state, and the other clutches are set to the power cutoff state.
- the forward low speed clutch and the second clutch are set to the power transmission state, and the other clutches are set to the power cutoff state.
- the forward high speed clutch and the second clutch are in the power transmission state, and the other clutches are in the power cutoff state.
- the forward low speed clutch and the third clutch are set to the power transmission state, and the other clutches are set to the power cutoff state.
- the forward high speed clutch and the third clutch are in the power transmission state, and the other clutches are in the power cut-off state.
- the reverse clutch and the first clutch are set in the power transmission state, and the other clutches are set in the power cutoff state.
- the reverse clutch and the second clutch are set to the power transmission state, and the other clutches are set to the power cutoff state.
- the reverse clutch and the third clutch are set to the power transmission state, and the other clutches are set to the power cutoff state.
- the speed change between the first forward speed and the second speed can be performed only by switching between the first clutch and the second clutch.
- the speed can be changed only by switching between the forward low speed clutch and the forward high speed clutch.
- the switching means controls each clutch as follows during forward / reverse switching operation.
- the strengthening of the forward / reverse switching clutch can be minimized, and the transmission can be prevented from being enlarged.
- FIG. 1 is an external perspective view of a backhoe loader according to an embodiment of the present invention.
- the figure which shows ON / OFF of each clutch in each gear stage in the transmission shown in FIG. The figure which shows the gear stage before and behind gear shifting in the case of switching from reverse to forward.
- route of the 5th forward speed The figure which shows the power transmission path
- FIG. 1 shows an appearance of a backhoe loader 1 as a work vehicle according to an embodiment of the present invention.
- the backhoe loader 1 is a work vehicle that can perform excavation work and loading work by one unit.
- the backhoe loader 1 mainly includes a main body 2, a loader 3, a backhoe 4, and left and right stabilizers 5.
- the main body 2 includes a frame 10 that supports equipment such as an engine and a transmission 6 (see FIG. 2), a driver's cab 11 mounted on the frame 10, and a pair of front wheels 12 and rear wheels 13 respectively.
- equipment such as an engine and a transmission 6 (see FIG. 2)
- a driver's cab 11 mounted on the frame 10
- a pair of front wheels 12 and rear wheels 13 respectively.
- the diameter of the rear wheel 13 is larger than the diameter of the front wheel 12. Therefore, the axle connected to the front wheel 12 is disposed at a position lower than the position of the axle connected to the rear wheel 13.
- Devices such as the engine and transmission are covered with an outer cover 14.
- a driver's seat 16 on which an operator is seated is provided inside the cab 11. The driver's seat 16 can rotate between a front-facing position and a rear-facing position.
- a steering wheel Inside the cab 11 is a steering wheel, various pedals, an operating member for operating the loader 3 and the backhoe 4, a forward / reverse switching lever for forward / reverse switching operation, and a maximum speed stage.
- a shift lever and the like are provided inside the cab 11 .
- the engine is mounted on the front part of the frame 10.
- the engine drives the front wheels 12 and the rear wheels 13 via a transmission and an axle, and drives a hydraulic pump for operating various hydraulic devices.
- the transmission 6 has a plurality of shafts as shown in FIG. 2, and each shaft except the reverse shaft is provided with a hydraulic clutch or a hydraulic brake.
- the loader 3 is disposed in front of the cab 11 and is a working machine for performing loading work.
- the loader 3 includes a loader arm 20, a bracket 21, a link 22, a loader bucket 23, a bucket cylinder 24, and an arm cylinder 25.
- the loader arm 20 has a base end portion that is rotatably supported by the frame 10 and a loader bucket 23 that is rotatably mounted at the tip.
- the base end of the bracket 21 is rotatably supported by the loader arm 20, and the tip of the rod of the bucket cylinder 24 and one end of the link 22 are rotatably connected to the tip.
- a base end portion of the bucket cylinder 24 is rotatably supported by the frame 10.
- the tip of the link 22 is rotatably connected to the bucket 23.
- the arm cylinder 25 has a base end portion rotatably supported by the frame 10, and a distal end of a rod of the arm cylinder 25 is rotatably connected to an intermediate portion in the longitudinal direction of the loader arm 20.
- the backhoe 4 is disposed behind the cab 11 and is a work machine for performing excavation work.
- the backhoe 4 includes a boom 30, an arm 31, a bucket link 32, a backhoe bucket 33, a boom cylinder 34, an arm cylinder 35, and a bucket cylinder 36.
- the boom 30 is supported by the frame 10 so as to be rotatable in the left-right direction through a bracket (not shown).
- the base end portion of the arm 31 is rotatably connected to the distal end portion of the boom 30, and the backhoe bucket 33 is rotatably connected to the distal end of the arm 31.
- the boom cylinder 34 has one end rotatably connected to a bracket (not shown) attached to the frame 10 and the other end rotatably connected to a boom bracket 37 fixed to the boom 30.
- One end of the arm cylinder 35 is rotatably connected to the boom bracket 37, and the other end is rotatably connected to the base end portion of the arm 31.
- the bucket cylinder 36 has a base end portion rotatably connected to the arm 31 and a tip end rotatably connected to the bucket link 32.
- the boom 30 rotates downward when the rod of the boom cylinder 34 protrudes, and the boom 30 rotates upward when the rod of the boom cylinder 34 retracts.
- the arm 31 rotates downward, and when the rod of the arm cylinder 35 retracts, the arm 31 rotates upward.
- the backhoe bucket 33 rotates via the bucket link 32, and the opening of the backhoe bucket 33 approaches the arm 31.
- the rod of the bucket cylinder 36 moves backward, the backhoe bucket 33 rotates through the bucket link 32, and the opening of the backhoe bucket 33 is separated from the arm 31.
- the backhoe 4 has a bracket cylinder for rotating the boom bracket connecting the boom 30 to the frame 10 in the left-right direction.
- One end of the bracket cylinder is rotatably connected to the frame 10, and the other end is rotatably connected to the boom bracket.
- the left and right stabilizers 5 are used to stabilize the posture of the backhoe loader 1 and prevent it from falling during work by the backhoe 4.
- the left and right stabilizers 5 are provided at the rear left part and the rear right part of the frame 10, respectively.
- the stabilizer 5 is grounded in a state of projecting to the left and right sides of the backhoe loader 1 and the body of the backhoe loader 1 is lifted until the rear wheel 13 is separated from the ground, thereby stabilizing the posture of the backhoe loader 1 during excavation work. Can be made.
- FIG. 2 shows a schematic configuration of the transmission 6.
- the transmission 6 includes an input shaft 40 to which power is input, a first intermediate shaft 41, a second intermediate shaft 42, a front output shaft 43, a rear output shaft 44, and a reverse shaft 45. Yes.
- the shafts 40 to 45 are arranged in parallel to each other.
- the transmission 6 has a torque converter 47 having a lock-up clutch 46.
- the input shaft 40 is arranged at the highest position.
- the input shaft 40 is provided with an input shaft gear Gi, a reverse clutch R, and a forward low speed clutch FL.
- the input shaft gear Gi is fixed to the input shaft 40 so as not to be relatively rotatable.
- the input side of the reverse clutch R and the forward low speed clutch FL has a common input shaft clutch pack 50, and the input shaft clutch pack 50 is fixed to the input shaft 40 so as not to be relatively rotatable.
- a reverse clutch gear Gcr is provided on the output side of the reverse clutch R, and a forward low speed clutch gear Gcfl is provided on the output side of the forward low speed clutch FL. Both the reverse clutch gear Gcr and the forward low speed gear Gcfl are supported so as to be rotatable relative to the input shaft 40.
- the first intermediate shaft 41 is disposed between the input shaft 40 and the front output shaft 43.
- the first intermediate shaft 41 is provided with a first intermediate shaft gear Gm1, a first clutch C1, and a forward high speed clutch FH.
- the first intermediate shaft gear Gm1 is fixed to the first intermediate shaft 41 so as not to be relatively rotatable.
- the input side of the first clutch C1 and the forward high speed clutch FH has a common first clutch pack 51, and the first clutch pack 51 is fixed to the first intermediate shaft 41 so as not to be relatively rotatable.
- a first pack gear Gp ⁇ b> 1 is provided on the outer periphery of the first clutch pack 51.
- the first pack gear Gp1 meshes with the forward low speed clutch gear Gcfl.
- a first clutch gear Gc1 is provided on the output side of the first clutch C1, and a forward high speed clutch gear Gcfh is provided on the output side of the forward high speed clutch FH.
- the forward high speed clutch gear Gcfh meshes with the input shaft gear Gi.
- the first clutch gear Gc1 and the forward high speed gear Gcfh are both supported so as to be rotatable relative to the first intermediate shaft 41.
- the second intermediate shaft 42 is disposed between the input shaft 40 and the front output shaft 43.
- the second intermediate shaft 42 is provided with a second intermediate shaft gear Gm2, a second clutch C2, and a third clutch C3.
- the second intermediate shaft gear Gm2 is fixed to the second intermediate shaft 42 so as not to rotate relative to the second intermediate shaft 42, and meshes with the forward high speed clutch gear Gcfh.
- the input sides of the second clutch C2 and the third clutch C3 have a common second clutch pack 52, and the second clutch pack 52 is fixed to the second intermediate shaft 42 so as not to be relatively rotatable.
- a second pack gear Gp ⁇ b> 2 is provided on the outer periphery of the second clutch pack 52.
- the second pack gear Gp2 meshes with the first clutch gear Gc1.
- a second clutch gear Gc2 is provided on the output side of the second clutch C2, and a third clutch gear Gc3 is provided on the output side of the third clutch C3.
- the third clutch gear Gc3 meshes with the first pack gear Gp1. Both the second clutch gear Gc2 and the third clutch gear Gc3 are supported so as to be rotatable relative to the second intermediate shaft 42.
- the front output shaft 43 is disposed at the lowest position among the shafts 40 to 45. Further, the front output shaft 43 can be connected to the front wheel 12.
- the front output shaft 43 is provided with a drive system switching clutch CS.
- the power transmission between 42 and the front output shaft 43 is cut off. That is, it is a clutch for switching between two-wheel drive and four-wheel drive.
- the clutch pack 53 of the drive system switching clutch CS is fixed to the front output shaft 43 so as not to be relatively rotatable.
- a first front output shaft gear Gf1 and a second front output shaft gear Gf2 are provided on the input side of the clutch CS. Both the front output shaft gears Gf1 and Gf2 are rotatably supported by the front output shaft 43, and both the gears Gf1 and Gf2 are fixed so as not to rotate relative to each other. Note that both gears Gf1, Gf2 may be formed of a single member.
- the rear output shaft 44 is disposed at a position higher than the front output shaft 43. Further, unlike the conventional transmission, the rear output shaft 44 is constituted by a shaft different from the second intermediate shaft 42, and both are separated. The rear output shaft 44 can be connected to the rear wheel 13.
- the rear output shaft 44 is provided with a rear output shaft gear Gr and a parking brake PB.
- the rear output shaft gear Gr is fixed to the rear output shaft 44 so as not to be relatively rotatable, and meshes with the second front output shaft gear Gf2.
- the reverse shaft 45 is provided with a first gear Gb1 and a second gear Gb2 for reverse rotation so that they cannot rotate relative to each other.
- the reverse first gear Gb1 meshes with the reverse clutch gear Gcr.
- the reverse second gear Gb2 meshes with the first pack gear Gp1.
- the first power transmission mechanism that transmits power from the input shaft 40 to the first intermediate shaft 41 and the second intermediate shaft 42 is configured by the plurality of gears and clutches. Further, power is transmitted from the second intermediate shaft 42 to the front output shaft 43 by the second intermediate shaft gear Gm2, the first and second front output shaft gears Gf1, Gf2, and the drive system switching clutch CS. A second power transmission mechanism for transmitting power from the front output shaft 43 to the rear output shaft 44 is configured.
- each of the clutches and the parking brake PB described above is constituted by a hydraulic clutch (brake) having a plurality of friction plates and having a piston that is operated by hydraulic pressure.
- FIG. 3 shows a control block relating to the shift control.
- the backhoe loader 1 has a control unit 60.
- a sensor 61 that detects the position of the forward / reverse switching lever, a sensor 62 that detects the position of the shift lever, and a sensor 63 that detects the vehicle speed are connected to the control unit 60.
- the control unit 60 is connected to a control valve 64 for controlling the clutch.
- one control valve 64 is shown, but a control valve is provided for each clutch. That is, a plurality of control valves are connected to the control unit 60.
- the control unit 60 receives signals from the sensors 61, 62, and 63, outputs control signals to the control valves 64, and turns on / off a plurality of hydraulic clutches provided on the shafts of the transmission 6. Control.
- the control unit 60 controls the on / off of each clutch as shown in FIGS. 4 to 6 in response to the operation of the forward / reverse switching lever and the shift lever.
- FIG. 4 shows a clutch that is turned on and a clutch that is turned off at each speed stage of forward and backward travel.
- “ ⁇ ” indicates clutch-on.
- FIG. 5 shows a pre-shift speed stage and a post-shift speed stage when the forward / reverse switching lever is operated from reverse to forward
- FIG. 6 shows the opposite case.
- () shown in each speed stage column is a clutch that is turned on at that speed stage. For example, in the first reverse speed (R1) in FIG. 5, the reverse clutch R and the first clutch C1 are turned on.
- the speed change lever can be selected between four positions “1”, “2”, “3”, and “A”. These positions determine the maximum speed stage. That is, the maximum speed stage is the first forward speed (F1) and the first reverse speed (R1) when the position of the shift lever is “1”, and the first and second forward speeds (F1, F2) when it is “2”. And reverse 1st to 2nd speed (R1, R2), "3" means forward 1st to 3rd speed (F1 to F3) and reverse 1st to 3rd speed (R1 to R3), and "A" The forward 1st to 5th speed (F1 to F5) and the reverse 1st to 3rd speed (R1 to R3) are determined.
- the power input to the input shaft 40 is transmitted to the front output shaft 43 and the rear output shaft 44 through the following path.
- Input shaft 40 forward low speed clutch FL ⁇ forward low speed clutch gear Gcfl ⁇ first pack gear Gp1 ⁇ first clutch C1 ⁇ first clutch gear Gc1 ⁇ second pack gear Gp2 ⁇ second intermediate shaft 42 ⁇ second intermediate shaft Gear Gm2 ⁇ first front output shaft gear Gf1 From the first front output shaft gear Gf1, it is divided into a front wheel side and a rear wheel side and transmitted as follows.
- Front wheel side ⁇ Drive system switching clutch CS ⁇ Front output shaft 43
- Rear wheel side ⁇ second front output shaft gear Gf2 ⁇ rear output shaft gear Gr ⁇ rear output shaft 44 ⁇ 2nd forward speed>
- the forward low speed clutch FL and the second clutch C2 are turned on, and the other clutches are turned off.
- the power input to the input shaft 40 is transmitted to the front output shaft 43 and the rear output shaft 44 through the following path.
- Input shaft 40 forward low speed clutch FL ⁇ forward low speed clutch gear Gcfl ⁇ first pack gear Gp1 ⁇ first intermediate shaft 41 ⁇ first intermediate shaft gear Gm1 ⁇ second clutch gear Gc2 ⁇ second clutch C2 ⁇ second intermediate Shaft 42 ⁇ second intermediate shaft gear Gm2 ⁇ first front output shaft gear Gf1 From the first front output shaft gear Gf1, it is divided into a front wheel side and a rear wheel side and transmitted as follows.
- Front wheel side ⁇ Drive system switching clutch CS ⁇ Front output shaft 43
- Rear wheel side ⁇ second front output shaft gear Gf2 ⁇ rear output shaft gear Gr ⁇ rear output shaft 44 ⁇ Forward 3rd speed>
- F3 the forward high speed clutch FH and the second clutch C2 are turned on, and the other clutches are turned off.
- the power input to the input shaft 40 is transmitted to the front output shaft 43 and the rear output shaft 44 through the following path.
- Input shaft 40 input shaft gear Gi ⁇ forward high speed clutch gear Gcfh ⁇ forward high speed clutch FH ⁇ first intermediate shaft 41 ⁇ first intermediate shaft gear Gm1 ⁇ second clutch gear Gc2 ⁇ second clutch C2 ⁇ second intermediate shaft 42 ⁇ second intermediate shaft gear Gm2 ⁇ first front output shaft gear Gf1 From the first front output shaft gear Gf1, it is divided into a front wheel side and a rear wheel side and transmitted as follows.
- Front wheel side ⁇ Drive system switching clutch CS ⁇ Front output shaft 43
- Rear wheel side ⁇ second front output shaft gear Gf2 ⁇ rear output shaft gear Gr ⁇ rear output shaft 44 ⁇ Forward 4th speed>
- the forward low speed clutch FL and the third clutch C3 are turned on, and the other clutches are turned off.
- the power input to the input shaft 40 is transmitted to the front output shaft 43 and the rear output shaft 44 through the following path.
- Input shaft 40 forward low speed clutch FL ⁇ forward low speed clutch gear Gcfl ⁇ first pack gear Gp1 ⁇ third clutch gear Gc3 ⁇ third clutch C3 ⁇ second intermediate shaft 42 ⁇ second intermediate shaft gear Gm2 ⁇ first front Output shaft gear Gf1 From the first front output shaft gear Gf1, it is divided into a front wheel side and a rear wheel side and transmitted as follows.
- Front wheel side ⁇ Drive system switching clutch CS ⁇ Front output shaft 43
- Rear wheel side ⁇ second front output shaft gear Gf2 ⁇ rear output shaft gear Gr ⁇ rear output shaft 44 ⁇ 5th forward speed>
- F5 the forward high speed clutch FH and the third clutch C3 are turned on, and the other clutches are turned off.
- the power input to the input shaft 40 is transmitted to the front output shaft 43 and the rear output shaft 44 through the following path.
- Input shaft 40 input shaft gear Gi ⁇ forward high speed clutch gear Gcfh ⁇ forward high speed clutch FH ⁇ first intermediate shaft 41 ⁇ first pack gear Gp1 ⁇ third clutch gear Gc3 ⁇ third clutch C3 ⁇ second intermediate shaft 42 ⁇ second intermediate shaft gear Gm2 ⁇ first front output shaft gear Gf1 From the first front output shaft gear Gf1, it is divided into a front wheel side and a rear wheel side and transmitted as follows.
- Front wheel side ⁇ Drive system switching clutch CS ⁇ Front output shaft 43
- Rear wheel side ⁇ second front output shaft gear Gf2 ⁇ rear output shaft gear Gr ⁇ rear output shaft 44 ⁇ 1st reverse speed>
- first reverse speed (R1) the reverse clutch R and the first clutch C1 are turned on, and the other clutches are turned off.
- the power input to the input shaft 40 is transmitted to the front output shaft 43 and the rear output shaft 44 through the following path.
- Input shaft 40 reverse clutch R ⁇ reverse clutch gear Gcr ⁇ reverse first gear Gb1 ⁇ reverse shaft 45 ⁇ reverse second gear Gb2 ⁇ first pack gear Gp1 ⁇ first clutch C1 ⁇ first clutch gear Gc1 ⁇ Second pack gear Gp2 ⁇ second intermediate shaft 42 ⁇ second intermediate shaft gear Gm2 ⁇ first front output shaft gear Gf1 From the first front output shaft gear Gf1, it is divided into a front wheel side and a rear wheel side and transmitted as follows.
- Front wheel side ⁇ Drive system switching clutch CS ⁇ Front output shaft 43
- Rear wheel side ⁇ second front output shaft gear Gf2 ⁇ rear output shaft gear Gr ⁇ rear output shaft 44 ⁇ 2nd reverse speed>
- the reverse clutch R and the second clutch C2 are turned on (power transmission), and the other clutches are turned off (power cutoff).
- the power input to the input shaft 40 is transmitted to the front output shaft 43 and the rear output shaft 44 through the following path.
- Input shaft 40 reverse clutch R ⁇ reverse clutch gear Gcr ⁇ reverse first gear Gb1 ⁇ reverse shaft 45 ⁇ reverse second gear Gb2 ⁇ first pack gear Gp1 ⁇ first intermediate shaft 41 ⁇ first intermediate shaft gear Gm1 ⁇ second clutch gear Gc2 ⁇ second clutch C2 ⁇ second intermediate shaft 42 ⁇ second intermediate shaft gear Gm2 ⁇ first front output shaft gear Gf1 From the first front output shaft gear Gf1, it is divided into a front wheel side and a rear wheel side and transmitted as follows.
- Front wheel side ⁇ Drive system switching clutch CS ⁇ Front output shaft 43
- Rear wheel side ⁇ second front output shaft gear Gf2 ⁇ rear output shaft gear Gr ⁇ rear output shaft 44 ⁇ Reverse 3rd speed>
- the reverse clutch R and the third clutch C3 are turned on, and the other clutches are turned off.
- the power input to the input shaft 40 is transmitted to the front output shaft 43 and the rear output shaft 44 through the following path.
- Input shaft 40 reverse clutch R ⁇ reverse clutch gear Gcr ⁇ reverse first gear Gb1 ⁇ reverse shaft 45 ⁇ reverse second gear Gb2 ⁇ first pack gear Gp1 ⁇ third clutch gear Gc3 ⁇ third clutch C3 ⁇ Second intermediate shaft 42 ⁇ second intermediate shaft gear Gm2 ⁇ first front output shaft gear Gf1 From the first front output shaft gear Gf1, it is divided into a front wheel side and a rear wheel side and transmitted as follows.
- the shift lever When the shift lever is at the position “1”, it is a normal shift operation that is switched from the first reverse speed to the forward side. For this reason, the first forward speed is selected with an emphasis on speed change performance. Further, when the position of the shift lever is “1”, the operator's intention is clear that the operator wants to work at a very low speed. Therefore, the operator's intention is respected and the first forward speed regardless of the vehicle speed. Is selected.
- the second forward speed When the second forward speed is selected, it is necessary to switch between the two clutches when shifting, and the time required for shifting becomes relatively long.
- the load torque at the time of switching is large, so the speed-up side shift point set in the automatic shift control is reached immediately, and the forward second speed is automatically set. It will be switched.
- the second forward speed In order to avoid a time lag when shifting from the first forward speed to the second forward speed at this time, the second forward speed is selected from the beginning.
- selecting the first forward speed and then selecting the second forward speed from the beginning may shorten the speed change time compared to the shift time when the first forward speed is automatically changed to the second forward speed. it can.
- the forward second speed (F2) is selected because it is a normal shift operation. In this case, since the shift is executed only by switching one clutch, the time required for the shift is shortened.
- the fourth forward speed (F4) is selected.
- the two clutches need to be switched at the time of shifting, and the time required for shifting becomes relatively long.
- the fourth forward speed it is possible to suppress over-rotation of each part of the transmission and avoid damage to the bearing and the seal member.
- the second forward speed (F2) is selected.
- the operation of switching to the forward direction during work at the reverse third speed is not a general operation. However, at the time of switching from the reverse third speed to the forward side, it is not necessary to consider the protection against the overspeed as described above. Accordingly, as in the case of the normal shift, the second forward speed is selected with an emphasis on the acceleration performance after the shift. In this case, it is necessary to switch between the two clutches at the time of shifting, and the time required for shifting becomes relatively long.
- the fourth forward speed (F4) is selected. In this case, since the shift is executed only by switching one clutch, the time required for the shift is shortened. In addition, by selecting the fourth forward speed, it is possible to suppress over-rotation of each part of the transmission and avoid damage to the bearing and the seal member.
- a high speed stage (reverse 3rd speed) is selected to prevent over-rotation of each part of the transmission and avoid damage to bearings and seal members. Is done.
- the reverse second speed (R2) is selected because it is a normal shift operation. In this case, since the shift is executed only by switching one clutch, the time required for the shift is shortened.
- the reverse third speed R3
- the two clutches need to be switched at the time of shifting, and the time required for shifting becomes relatively long.
- the reverse third speed it is possible to suppress over-rotation of each part of the transmission and avoid damage to the bearing and the seal member.
- reverse 2nd speed (R2) is selected.
- R2 reverse 2nd speed
- the operation of switching to reverse while working at the third forward speed is not a general operation. However, when switching from the third forward speed to the reverse speed, there is no need to consider protection against overspeed in the transmission. Accordingly, as in the case of the normal shift, the second reverse speed is selected with an emphasis on the acceleration performance after the shift. In this case, since the shift is executed only by switching one clutch, the time required for the shift is shortened.
- the reverse third speed R3
- the two clutches need to be switched at the time of shifting, and the time required for shifting becomes relatively long.
- the reverse third speed it is possible to suppress over-rotation of each part of the transmission and avoid damage to the bearing and the seal member.
- reverse 2nd speed (R2) is selected.
- the operation of switching to reverse during work at the fourth forward speed is not a general operation.
- the reverse second speed is selected for the same reason as when switching from the third forward speed to the reverse speed. In this case, the two clutches need to be switched at the time of shifting, and the time required for shifting becomes relatively long.
- the third reverse speed (R3) is selected.
- the shift is executed only by switching one clutch, the time required for the shift is shortened.
- the reverse third speed it is possible to suppress over-rotation of each part and avoid damage to the bearing and the seal member.
- the present invention is applied to the backhoe loader.
- the present invention can be similarly applied to other work vehicles such as a wheel loader.
- the present invention it is possible to minimize the strengthening of the forward / reverse switching clutch particularly in a work vehicle that performs V-shaped work, and to suppress an increase in the size of the transmission.
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Structure Of Transmissions (AREA)
- Control Of Transmission Device (AREA)
Abstract
Description
図1に本発明の一実施形態による作業車両としてのバックホーローダ1の外観を示している。バックホーローダ1は、1台で掘削作業及び積み込み作業を行うことができる作業車両である。このバックホーローダ1は主に、本体2と、ローダ3と、バックホー4と、左右のスタビライザ5と、を備えている。
図2にトランスミッション6の概略構成を示す。このトランスミッション6は、動力が入力される入力軸40と、第1中間軸41と、第2中間軸42と、前出力軸43と、後出力軸44と、リバース軸45と、を有している。各軸40~45は互いに平行に配置されている。また、このトランスミッション6は、ロックアップクラッチ46を有するトルクコンバータ47を有している。
入力軸40は、トルクコンバータ47を介して、あるいはロックアップクラッチ46を介してエンジンからの動力が入力される。各軸40~45のうちで、この入力軸40が最も高い位置に配置されている。入力軸40には、入力軸ギアGiと、後進用クラッチRと、前進低速用クラッチFLと、が設けられている。入力軸ギアGiは入力軸40に相対回転不能に固定されている。後進用クラッチRと前進低速用クラッチFLの入力側は共通の入力軸クラッチパック50を有しており、入力軸クラッチパック50は入力軸40に相対回転不能に固定されている。後進用クラッチRの出力側には後進用クラッチギアGcrが設けられ、前進低速用クラッチFLの出力側には前進低速用クラッチギアGcflが設けられている。後進用クラッチギアGcr及び前進低速用ギアGcflは、ともに入力軸40に対して相対回転自在に支持されている。
第1中間軸41は入力軸40と前出力軸43との間に配置されている。第1中間軸41には、第1中間軸ギアGm1と、第1クラッチC1と、前進高速用クラッチFHと、が設けられている。第1中間軸ギアGm1は第1中間軸41に相対回転不能に固定されている。第1クラッチC1と前進高速用クラッチFHの入力側は共通の第1クラッチパック51を有しており、第1クラッチパック51は第1中間軸41に相対回転不能に固定されている。第1クラッチパック51の外周には第1パックギアGp1が設けられている。第1パックギアGp1は前進低速用クラッチギアGcflに噛み合っている。第1クラッチC1の出力側には第1クラッチギアGc1が設けられ、前進高速用クラッチFHの出力側には前進高速用クラッチギアGcfhが設けられている。前進高速用クラッチギアGcfhは入力軸ギアGiに噛み合っている。第1クラッチギアGc1及び前進高速用ギアGcfhは、ともに第1中間軸41に対して相対回転自在に支持されている。
第2中間軸42は入力軸40と前出力軸43との間に配置されている。第2中間軸42には、第2中間軸ギアGm2と、第2クラッチC2と、第3クラッチC3と、が設けられている。第2中間軸ギアGm2は、第2中間軸42に相対回転不能に固定され、前進高速用クラッチギアGcfhに噛み合っている。第2クラッチC2と第3クラッチC3の入力側は共通の第2クラッチパック52を有しており、第2クラッチパック52は第2中間軸42に相対回転不能に固定されている。第2クラッチパック52の外周には第2パックギアGp2が設けられている。第2パックギアGp2は第1クラッチギアGc1に噛み合っている。第2クラッチC2の出力側には第2クラッチギアGc2が設けられ、第3クラッチC3の出力側には第3クラッチギアGc3が設けられている。第3クラッチギアGc3は第1パックギアGp1に噛み合っている。第2クラッチギアGc2及び第3クラッチギアGc3は、ともに第2中間軸42に対して相対回転自在に支持されている。
前出力軸43は、各軸40~45のうちで最も低い位置に配置されている。また、前出力軸43は前輪12に連結可能である。前出力軸43には、駆動方式切換用クラッチCSが設けられている。この駆動方式切換用クラッチCSは、動力伝達状態(=クラッチオン)にすることによって第2中間軸42の動力を前出力軸43に伝達し、動力遮断状態(=クラッチオフ)によって第2中間軸42と前出力軸43との間の動力伝達を遮断する。すなわち、2輪駆動と4輪駆動とを切り換えるためのクラッチである。駆動方式切換用クラッチCSのクラッチパック53は前出力軸43に相対回転不能に固定されている。また、このクラッチCSの入力側には、第1前出力軸ギアGf1と第2前出力軸ギアGf2とが設けられている。これらの前出力軸ギアGf1,Gf2は、ともに前出力軸43に回転自在に支持されており、また両ギアGf1,Gf2は互いに相対回転不能に固定されている。なお、両ギアGf1,Gf2は1つの部材で構成されていてもよい。
後出力軸44は、前出力軸43より高い位置に配置されている。また、後出力軸44は、従来のトランスミッションとは異なり、第2中間軸42と別の軸で構成され、両者は切り離されている。後出力軸44は後輪13に連結可能である。後出力軸44には、後出力軸ギアGrと、パーキングブレーキPBとが設けられている。後出力軸ギアGrは、後出力軸44に相対回転不能に固定されており、第2前出力軸ギアGf2と噛み合っている。
リバース軸45には、後進用の第1ギアGb1及び第2ギアGb2が相対回転不能に設けられている。後進用第1ギアGb1は後進用クラッチギアGcrに噛み合っている。後進用第2ギアGb2は第1パックギアGp1に噛み合っている。
以上のように、複数のギア及びクラッチによって、入力軸40から第1中間軸41及び第2中間軸42に動力を伝達する第1動力伝達機構が構成されている。また、第2中間軸ギアGm2と、第1及び第2前出力軸ギアGf1,Gf2と、駆動方式切換用クラッチCSと、によって、第2中間軸42から前出力軸43に動力を伝達するとともに、前出力軸43から後出力軸44に動力を伝達する第2動力伝達機構が構成されている。
図3に、変速制御に関する制御ブロックを示している。このバックホーローダ1は制御部60を有している。制御部60には、前後進切換レバーの位置を検出するセンサ61、変速レバーの位置を検出するセンサ62、及び車速を検出するセンサ63が接続されている。また、制御部60には、クラッチを制御するためのコントロールバルブ64が接続されている。なお、図3では、1つのコントロールバルブ64を示しているが、各クラッチに対応してそれぞれコントロールバルブが設けられている。すなわち、複数のコントロールバルブが制御部60に接続されている。そして、制御部60は、各センサ61,62,63からの信号を受けて、各コントロールバルブ64に制御信号を出力し、トランスミッション6の各軸に設けられた複数の油圧クラッチのオン/オフを制御する。
次に、各変速段における動力伝達経路について説明する。なお、ここでは、駆動方式切換用クラッチCSは常にオンで、前輪12及び後輪13にエンジンからの動力が伝達される4輪駆動の場合について説明する。
前進1速(F1)の場合は、前進低速用クラッチFL及び第1クラッチC1がオンされ、他のクラッチはオフされる。
第1前出力軸ギアGf1からは、前輪側と後輪側に分かれて、次のように伝達される。
・後輪側:→第2前出力軸ギアGf2→後出力軸ギアGr→後出力軸44
<前進2速>
前進2速(F2)の場合は、前進低速用クラッチFL及び第2クラッチC2がオンされ、他のクラッチはオフされる。
第1前出力軸ギアGf1からは、前輪側と後輪側に分かれて、次のように伝達される。
・後輪側:→第2前出力軸ギアGf2→後出力軸ギアGr→後出力軸44
<前進3速>
前進3速(F3)の場合は、前進高速用クラッチFH及び第2クラッチC2がオンされ、他のクラッチはオフされる。
第1前出力軸ギアGf1からは、前輪側と後輪側に分かれて、次のように伝達される。
・後輪側:→第2前出力軸ギアGf2→後出力軸ギアGr→後出力軸44
<前進4速>
前進4速(F4)の場合は、前進低速用クラッチFL及び第3クラッチC3がオンされ、他のクラッチはオフされる。
第1前出力軸ギアGf1からは、前輪側と後輪側に分かれて、次のように伝達される。
・後輪側:→第2前出力軸ギアGf2→後出力軸ギアGr→後出力軸44
<前進5速>
前進5速(F5)の場合は、前進高速用クラッチFH及び第3クラッチC3がオンされ、他のクラッチはオフされる。
第1前出力軸ギアGf1からは、前輪側と後輪側に分かれて、次のように伝達される。
・後輪側:→第2前出力軸ギアGf2→後出力軸ギアGr→後出力軸44
<後進1速>
後進1速(R1)の場合は、後進用クラッチR及び第1クラッチC1がオンされ、他のクラッチはオフされる。
第1前出力軸ギアGf1からは、前輪側と後輪側に分かれて、次のように伝達される。
・後輪側:→第2前出力軸ギアGf2→後出力軸ギアGr→後出力軸44
<後進2速>
後進2速(R2)の場合は、後進用クラッチR及び第2クラッチC2がオン(動力伝達)され、他のクラッチはオフ(動力遮断)される。
第1前出力軸ギアGf1からは、前輪側と後輪側に分かれて、次のように伝達される。
・後輪側:→第2前出力軸ギアGf2→後出力軸ギアGr→後出力軸44
<後進3速>
後進3速(R3)の場合は、後進用クラッチR及び第3クラッチC3がオンされ、他のクラッチはオフされる。
第1前出力軸ギアGf1からは、前輪側と後輪側に分かれて、次のように伝達される。
・後輪側:→第2前出力軸ギアGf2→後出力軸ギアGr→後出力軸44
[前後進の切換操作]
Vシェープ作業において、前進から後進、又は後進から前進への操作がされた場合は、図5及び図6のテーブルにしたがって、変速後の速度段が選択される。なお、図5及び図6において、「クラッチ切換枚数」とは、変速に際してオン/オフを切り換えなければならないクラッチの個数を示している。以下、前後進の切換制御について詳細に説明する。
<後進1速(R1)→前進>
後進1速で作業中に、前後進切換レバーが前進に切り換えられた場合は、変速後の速度段は以下のように選択される。
後進2速で作業中に、前後進切換レバーが前進に切り換えられた場合は、変速レバーの位置にかかわらず、変速後の速度段は以下のように選択される。
後進3速で作業中に、前後進切換レバーが前進に切り換えられた場合は、変速レバーの位置にかかわらず、変速後の速度段は以下のように選択される。
<前進1速(F1)→後進>
前進1速で作業中に、前後進切換レバーが後進に切り換えられた場合は、変速後の速度段は以下のように選択される。
前進2速で作業中に、前後進切換レバーが後進に切り換えられた場合は、変速レバーの位置にかかわらず、変速後の速度段は以下のように選択される。
前進3速で作業中に、前後進切換レバーが後進に切り換えられた場合は、変速レバーの位置にかかわらず、変速後の速度段は以下のように選択される。
前進4速で作業中に、前後進切換レバーが後進に切り換えられた場合は、変速レバーの位置にかかわらず、変速後の速度段は以下のように選択される。
前進5速で作業中に、前後進切換レバーが後進に切り換えられた場合は、前進3速及び前進4速から後進に切り換える場合とまったく同様にして、変速後の速度段が選択される。なお、この場合の車速のしきい値はVF52である。
(1)前後進切換用の前進低速用クラッチ、前進高速用クラッチ、及び後進用クラッチのうち、Vシェープ作業時の前後進切換操作時においては、前進低速用クラッチ及び後進用クラッチのみを切り換えることによって変速が可能である。したがって、前進高速用クラッチの負荷トルクは小さく、前進高速用クラッチを小型化することができる。
本発明は以上のような実施形態に限定されるものではなく、本発明の範囲を逸脱することなく種々の変形又は修正が可能である。
3 ローダ
4 バックホー
6 トランスミッション
12 前輪
13 後輪
40 入力軸
41 第1中間軸
42 第2中間軸
43 前出力軸
44 後出力軸
45 リバース軸
60 制御部
61 前後進切換レバー位置検出センサ
62 変速レバー位置検出センサ
63 車速検出センサ
FL 前進低速用クラッチ
FH 前進高速用クラッチ
R 後進用クラッチ
C1~C3 第1~第3クラッチ
Claims (6)
- ローダ作業を行う作業車両に搭載される多軸式トランスミッションであって、
動力が入力される入力軸と、
作業車両の車輪に連結される出力軸と、
前記入力軸と前記出力軸との間に配置された少なくとも1つの中間軸と、
前記入力軸から前記中間軸を介して前記出力軸に動力を伝達する動力伝達機構と、
前記入力軸から前記出力軸への動力伝達経路を切り換える切換手段と、
を備え、
前記動力伝達機構は、前進低速度領域で動力伝達状態にされる前進低速用クラッチと、前進高速度領域で動力伝達状態にされる前進高速用クラッチと、後進時に動力伝達状態にされる後進用クラッチと、速度段を切り換えるための複数の速度段切換用クラッチと、を含み、
前記切換手段は、前進時に後進側への切換が操作されたときには前記前進低速用クラッチ又は前記前進高速用クラッチを動力遮断状態にするとともに前記後進用クラッチを動力伝達状態にすることによって変速可能な後進変速段に切り換え、後進時に前進側への切換が操作されたときには前記後進用クラッチを動力遮断状態にするとともに前記前進低速用クラッチを動力伝達状態にすることよって変速可能な前進変速段に切り換える、
作業車両用トランスミッション。 - 前記切換手段は、前後進の切換操作時には、複数の前記速度段切換用クラッチのそれぞれの動力伝達状態又は動力遮断状態を維持する、請求項1に記載の作業車両用トランスミッション。
- 車速を検出する車速検出手段をさらに備え、
前記切換手段は、前後進切換操作時には、前記車速検出手段の検出結果に応じて複数の前記速度段切換用クラッチの動力伝達状態及び動力遮断状態を制御する、
請求項1に記載の作業車両用トランスミッション。 - 最高速度段を決定するための変速レバーの位置を検出する変速レバー位置検出手段をさらに備え、
前記切換手段は、前後進切換操作時には、前記変速レバー位置検出手段の検出結果に応じて複数の前記速度段切換用クラッチの動力伝達状態及び動力遮断状態を制御する、
請求項1又は3に記載の作業車両用トランスミッション。 - 前記速度段切換用クラッチは、第1クラッチ、第2クラッチ、及び第3クラッチを有し、
前記切換手段は、
前進1速から前進5速の前進5段の速度段を切り換えるとともに、後進1速から後進3速の速度段を切り換えるものであり、
前進1速では前記前進低速用クラッチと前記第1クラッチとを動力伝達状態にするとともに、他のクラッチを動力遮断状態にし、
前進2速では前記前進低速用クラッチと前記第2クラッチとを動力伝達状態にするとともに、他のクラッチを動力遮断状態にし、
前進3速では前記前進高速用クラッチと前記第2クラッチとを動力伝達状態にするとともに、他のクラッチを動力遮断状態にし、
前進4速では前記前進低速用クラッチと前記第3クラッチとを動力伝達状態にするとともに、他のクラッチを動力遮断状態にし、
前進5速では前記前進高速用クラッチと前記第3クラッチとを動力伝達状態にするとともに、他のクラッチを動力遮断状態にし、
後進1速では前記後進用クラッチと前記第1クラッチとを動力伝達状態にするとともに、他のクラッチを動力遮断状態にし、
後進2速では前記後進用クラッチと前記第2クラッチとを動力伝達状態にするとともに、他のクラッチを動力遮断状態にし、
後進3速では前記後進用クラッチと前記第3クラッチとを動力伝達状態にするとともに、他のクラッチを動力遮断状態にする、
請求項1又は2に記載の作業車両用トランスミッション。 - 前記切換手段は、
前進1速又は後進1速で前後進切換操作がされたときには、前記第1クラッチの動力伝達状態を維持し、前記前進低速用クラッチと前記後進用クラッチとの間で動力伝達状態を切り換え、
前進2速又は後進2速で前後進切換操作がされたときには、前記第2クラッチの動力伝達状態を維持し、前記前進低速用クラッチと前記後進用クラッチとの間で動力伝達状態を切り換え、
前進3速で後進切換操作がされたときには、前記第2クラッチの動力伝達状態を維持し、前記前進高速用クラッチと前記後進用クラッチとの間で動力伝達状態を切り換え、
前進4速又は後進3速で前後進切換操作がされたときには、前記第3クラッチの動力伝達状態を維持し、前記前進低速用クラッチと前記後進用クラッチとの間で動力伝達状態を切り換え、
前進5速で後進切換操作がされたときには、前記第3クラッチの動力伝達状態を維持し、前記前進高速用クラッチと前記後進用クラッチとの間で動力伝達状態を切り換える、
請求項5に記載の作業車両用トランスミッション。
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
CN2012800012883A CN102959276A (zh) | 2011-08-30 | 2012-04-24 | 作业车辆用变速器 |
US13/817,608 US8997595B2 (en) | 2011-08-30 | 2012-04-24 | Transmission for work vehicle |
GB1221544.8A GB2496998A (en) | 2011-08-30 | 2012-04-24 | transmission for work vehicle |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2011-187416 | 2011-08-30 | ||
JP2011187416A JP5087162B1 (ja) | 2011-08-30 | 2011-08-30 | 作業車両用トランスミッション |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2013031289A1 true WO2013031289A1 (ja) | 2013-03-07 |
Family
ID=47435627
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2012/060938 WO2013031289A1 (ja) | 2011-08-30 | 2012-04-24 | 作業車両用トランスミッション |
Country Status (5)
Country | Link |
---|---|
US (1) | US8997595B2 (ja) |
JP (1) | JP5087162B1 (ja) |
CN (1) | CN102959276A (ja) |
GB (1) | GB2496998A (ja) |
WO (1) | WO2013031289A1 (ja) |
Families Citing this family (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB2513603B (en) * | 2013-05-01 | 2015-11-04 | Jaguar Land Rover Ltd | Transmission |
JP5689162B1 (ja) * | 2013-11-18 | 2015-03-25 | 株式会社小松製作所 | トランスミッション及び作業車両 |
JP6331620B2 (ja) * | 2014-04-10 | 2018-05-30 | スズキ株式会社 | 車両用変速装置 |
DE102016110975B3 (de) * | 2016-06-15 | 2017-09-07 | Alexander Michael Faller | Schaltgetriebe |
WO2018066120A1 (ja) * | 2016-10-07 | 2018-04-12 | 株式会社ユニバンス | 変速装置 |
Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS62118142A (ja) * | 1986-08-07 | 1987-05-29 | Kamizaki Kokyu Koki Seisakusho Kk | 変速装置 |
JPH11230278A (ja) * | 1998-02-10 | 1999-08-27 | Komatsu Ltd | 多軸トランスミッション |
JP2007506919A (ja) * | 2003-07-04 | 2007-03-22 | ツェットエフ、フリードリッヒスハーフェン、アクチエンゲゼルシャフト | 建設機械用、特にトラクターバックホウ用およびテレスコピックハンドラー用の負荷時切換変速機 |
JP2009281512A (ja) * | 2008-05-22 | 2009-12-03 | Komatsu Ltd | 多軸式トランスミッション |
Family Cites Families (11)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE4444843A1 (de) * | 1994-12-16 | 1996-06-20 | Zahnradfabrik Friedrichshafen | Unter Last schaltbares, mehrgängiges Wendegetriebe |
JP3467468B2 (ja) * | 2000-10-24 | 2003-11-17 | 本田技研工業株式会社 | 自動変速機の制御装置 |
JP2002340138A (ja) * | 2001-05-21 | 2002-11-27 | Honda Motor Co Ltd | 車両用自動変速装置 |
DE10330159A1 (de) * | 2003-07-04 | 2005-02-03 | Zf Friedrichshafen Ag | Lastschaltgetriebe für Baumaschinen, insbesondere für Baggerlader und Telehandler |
DE10335262A1 (de) * | 2003-08-01 | 2005-03-03 | Daimlerchrysler Ag | Doppelkupplungsgetriebe mit koaxialem Antrieb und Abtrieb |
DE10339758A1 (de) * | 2003-08-27 | 2005-06-09 | Daimlerchrysler Ag | Doppelkupplungsgetriebe in Windungsanordnung |
US7470206B2 (en) * | 2006-07-24 | 2008-12-30 | General Motors Corporation | Multi-speed countershaft transmission with a planetary gear set |
US7736269B2 (en) * | 2007-02-14 | 2010-06-15 | Gm Global Technology Operations, Inc. | Electro-hydraulic control system with three-position dog clutch actuator valve |
DE102009002357B4 (de) * | 2009-04-14 | 2019-06-19 | Zf Friedrichshafen Ag | Doppelkupplungsgetriebe |
US8596157B2 (en) * | 2010-08-25 | 2013-12-03 | Deere & Company | Powershift transmission with twenty-four forward modes |
JP5095849B1 (ja) * | 2011-08-23 | 2012-12-12 | 株式会社小松製作所 | 作業車両用トランスミッション |
-
2011
- 2011-08-30 JP JP2011187416A patent/JP5087162B1/ja not_active Expired - Fee Related
-
2012
- 2012-04-24 US US13/817,608 patent/US8997595B2/en active Active
- 2012-04-24 GB GB1221544.8A patent/GB2496998A/en not_active Withdrawn
- 2012-04-24 CN CN2012800012883A patent/CN102959276A/zh active Pending
- 2012-04-24 WO PCT/JP2012/060938 patent/WO2013031289A1/ja active Application Filing
Patent Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS62118142A (ja) * | 1986-08-07 | 1987-05-29 | Kamizaki Kokyu Koki Seisakusho Kk | 変速装置 |
JPH11230278A (ja) * | 1998-02-10 | 1999-08-27 | Komatsu Ltd | 多軸トランスミッション |
JP2007506919A (ja) * | 2003-07-04 | 2007-03-22 | ツェットエフ、フリードリッヒスハーフェン、アクチエンゲゼルシャフト | 建設機械用、特にトラクターバックホウ用およびテレスコピックハンドラー用の負荷時切換変速機 |
JP2009281512A (ja) * | 2008-05-22 | 2009-12-03 | Komatsu Ltd | 多軸式トランスミッション |
Also Published As
Publication number | Publication date |
---|---|
CN102959276A (zh) | 2013-03-06 |
GB2496998A (en) | 2013-05-29 |
US8997595B2 (en) | 2015-04-07 |
US20130239719A1 (en) | 2013-09-19 |
JP2013050138A (ja) | 2013-03-14 |
JP5087162B1 (ja) | 2012-11-28 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
JP6170719B2 (ja) | ホイールローダ | |
JP5087162B1 (ja) | 作業車両用トランスミッション | |
WO2010109972A1 (ja) | 建設車両 | |
JP2010223416A5 (ja) | ||
JP5837471B2 (ja) | 車両用動力伝達装置 | |
JP5095849B1 (ja) | 作業車両用トランスミッション | |
WO2022158138A1 (ja) | 履帯式作業機械 | |
JP5073088B1 (ja) | バックホーローダ | |
JP5106662B1 (ja) | バックホーローダ | |
JP4695521B2 (ja) | 作業車の走行変速構造 | |
WO2023149141A1 (ja) | 履帯式作業機械 | |
JP5083497B2 (ja) | トラクタ | |
JP2003343713A (ja) | 作業車の走行変速構造 | |
JP4996358B2 (ja) | 乗用車両の変速装置 | |
JP4899752B2 (ja) | 走行車両 | |
JP4610071B2 (ja) | 作業車両の前後進切換装置 | |
WO2009058057A1 (en) | A central gear unit and a work machine comprising the central gear unit | |
JP2010071336A (ja) | 作業車両 | |
JP2003343714A (ja) | 作業車の走行変速構造 | |
JP2007064385A (ja) | 作業車両 | |
JP2006283982A (ja) | 作業車の走行変速構造 |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
WWE | Wipo information: entry into national phase |
Ref document number: 201280001288.3 Country of ref document: CN |
|
ENP | Entry into the national phase |
Ref document number: 1221544 Country of ref document: GB Kind code of ref document: A Free format text: PCT FILING DATE = 20120424 |
|
WWE | Wipo information: entry into national phase |
Ref document number: 1221544.8 Country of ref document: GB |
|
WWE | Wipo information: entry into national phase |
Ref document number: 10779/DELNP/2012 Country of ref document: IN |
|
WWE | Wipo information: entry into national phase |
Ref document number: 13817608 Country of ref document: US |
|
121 | Ep: the epo has been informed by wipo that ep was designated in this application |
Ref document number: 12826992 Country of ref document: EP Kind code of ref document: A1 |
|
NENP | Non-entry into the national phase |
Ref country code: DE |
|
122 | Ep: pct application non-entry in european phase |
Ref document number: 12826992 Country of ref document: EP Kind code of ref document: A1 |