JPH0621615B2 - Vehicle transmission - Google Patents

Description

TECHNICAL FIELD The present invention relates to a power transmission device for transmitting power of an engine to drive wheels in a vehicle such as a tractor.

(Prior Art) As a transmission device for this type of vehicle, there is one shown in FIG.
This conventional type has eight forward gear trains and is capable of shifting forward 16 steps.

That is, in FIG. 9, the reference numeral 70 indicates an engine,
Reference numeral 71 is a drive wheel, and 72 is a differential device. Between the engine 71 and the differential device 72, eight sets of forward gear trains 73,74,75,76,77,78,79,8 are arranged.
0 and a set of back gear train 81, and a high / low switching clutch 82, a forward / reverse switching clutch 83, a first / second speed switching clutch 84, a third / fourth speed switching clutch 85, and , A high / low speed switching clutch 86.

(Problems to be Solved by the Invention) The above-mentioned conventional one had to have eight gear trains in order to obtain a forward 16-speed shift, and there was a problem that the transmission became large.

Therefore, it is an object of the present invention to provide a transmission device for a vehicle, which enables a forward 16-speed shift with a smaller number of gear trains.

(Means for Solving the Problems) In the transmission device of the present invention, the first shaft 20, the second shaft 16, the third shaft 21, and the output shaft 19 are arranged at the same axis as the input shaft 13, The first shaft 20 is a cylindrical shaft fitted in the second shaft 16 so as to be rotatable relative to the second shaft 16, and the fourth shaft 23 and the fifth shaft 22 are arranged in parallel with the input shaft 13 at the same shaft center. For the shaft, from the input shaft side to the first shaft 20, the first gear 25
Is integrally rotatable, the second gear 26 is integrally rotatable with the second shaft 16, the third gear 27 is relatively rotatable with the third shaft 21, and
The 4th gear 28 and the 5th gear 29 are integrally rotatable, and the output shaft 19
A sixth gear 30 is rotatably provided on the fourth shaft 23, and a seventh gear 33, an eighth gear 34 and a ninth gear 35 are attached to the fourth shaft 23.
Are integrally rotatable, the tenth gear 36 is relatively rotatable, and the eleventh gear 37 and the twelfth gear 38 are integrally rotatable with the fifth shaft 22, and the first gear 25 and the seventh gear Gear 33, second gear 26 and eighth gear 3
4, 3rd gear 27 and 9th gear 35, 4th gear 28 and 10th gear 3
6, the fifth gear 29 and the eleventh gear 37, and the sixth gear 30 and the twelfth gear 38 are constantly meshed, and the input shaft 13 and the first shaft 20 or the second shaft 16 are alternatively selected. The first clutch 39 to be engaged is the second shaft 16 and the third shaft 21, or
Second clutch for selectively connecting the third shaft 21 and the third gear 27
50 is the third shaft 21 and the output shaft 19, or the output shaft 19 and the sixth gear
A third clutch 52 for selectively connecting 30 and a fourth shaft
A fourth clutch 56 for selectively connecting the 23 and the fifth shaft 22, or the fourth shaft 23 and the tenth gear 36 is provided, respectively.

(Example) Hereinafter, the Example of this invention is described based on drawing.

FIG. 1 shows a tractor transmission,
Is an engine, and 2 is a mission case. In the mission case 2, a traveling system transmission device 3 for transmitting the power of the engine 1 to traveling wheels (not shown) and a PTO system transmission device for transmitting it to a working machine (not shown). 4 and are internally owned. The traveling system transmission device 3 is the transmission device according to the present invention.

The PTO system transmission device 4 includes a PTO drive shaft 6 connected to a power shaft 5 of the engine 1 and a PTO drive shaft 6 arranged in parallel with the drive shaft 6.
It has a TO driven shaft 7. The PTO drive shaft 6 is formed as a cylinder shaft, and its rear end portion is a front partition wall portion 8 of the mission case 2.
Is rotatably supported on the drive shaft 6 and has a P
A TO drive gear 9 is formed. This PTO drive gear 9
A PTO driven gear 10 rotatably supported by the front partition 8 is always meshed with this. A front end portion of the PTO driven shaft 7 is spline-fitted to the PTO driven gear 10.
The PTO driven shaft 7 extends rearward through the first partition wall 11 arranged behind the front partition wall section 8, and the rear part thereof is rotatably supported by the rear partition wall section 12 of the mission case 2. There is.

The traveling system transmission device 3 has an input shaft 13 which is rotatably inserted through the cylindrical shaft-shaped PTO drive shaft 6, and the input shaft 13
The front portion of the input shaft 13 is connected to the power shaft 5 of the engine 1, and the rear portion of the input shaft 13 projects rearward from the rear end of the PTO drive shaft 6 and is rotatably supported by the front partition wall portion 8. Furthermore, this input shaft 13
The rear end projects rearward from the front partition 8 and a flange 14 is formed on the projecting portion. A concave portion 15 is formed in the axial center portion of the rear end surface of the flange 14, and a distal end of a second shaft 16 arranged at the same axial center as the input shaft 13 is relatively rotatably inserted into the concave portion 15. The rear portion of the second shaft 16 is rotatably supported by the second partition wall 17 of the mission case 2 arranged behind the first partition wall 11. The rear end of this second shaft 16 is the second
It projects rearward from the partition wall 17 and has a recess 18 in the axial center of the rear end face.
The front end of the output shaft 19 arranged at the same axis as the input shaft 13 is inserted into the recess 18 so as to be relatively rotatable.
The rear portion of the output shaft 19 is rotatably supported by the rear partition wall portion 12.

A first shaft 20 formed on a cylindrical shaft is fitted onto the second shaft 16 so as to be relatively rotatable, and the first shaft 20 includes a first partition wall 11 and a second partition wall.
Located between 16 The output shaft 19 is also fitted with a third shaft 21 formed as a cylinder shaft so as to be relatively rotatable.

Further, the PTO driven shaft 7 has a fifth shaft 2 formed on the cylindrical shaft.
2 is fitted so as to be rotatable relative to each other, and the front end of the fifth shaft 22 is the first
The partition wall 11 is rotatably supported, and the rear end thereof is rotatably supported by the rear partition part 12. A fourth shaft 23, which is a cylindrical shaft, is fitted onto the front portion of the fifth shaft 22 so as to be relatively rotatable. These fourth and fifth shafts 23, 22 are the input shaft 1
It is arranged in parallel with 3.

A back drive gear 24 is integrally formed at the front portion of the first shaft 20, and a first gear 25 is integrally formed at the rear portion thereof. A second gear 26 is integrally formed at the rear end of the second shaft 16. A third gear 27 is rotatably fitted onto the front portion of the third shaft 21, and a fourth gear 28 and a fifth gear 29 are integrally formed on the third shaft 21 behind the third gear 27. . A sixth gear 30 is relatively rotatably fitted onto the output shaft 19 behind the fifth gear 29.

Further, a back counter gear 31 is provided at the front of the fourth shaft 23.
A back driven gear 32, which is constantly meshed with the back driving gear 24 via the, is relatively rotatably fitted. A seventh gear 33 is relatively rotatably fitted onto the fourth shaft 23 behind the back driven gear 32, and the seventh gear 33 is constantly meshed with the first gear 25. Further, an eighth gear 34 that constantly meshes with the second gear 26 and a ninth gear 35 that constantly meshes with the third gear 27 are integrally formed on the fourth shaft 23. A tenth gear 36, which is constantly meshed with the fourth gear 28, is fitted onto the fourth shaft 23 behind the ninth gear 35 so as to be relatively rotatable. This 10th gear 36
An eleventh gear 37, which constantly meshes with the fifth gear 29, is fitted to the fifth shaft 22 so as to be integrally rotatable behind it. Furthermore, the fifth axis
A twelfth gear 38 which is constantly meshed with the sixth gear 30 is integrally formed with the gear 22.

A first clutch 39 is coupled to the flange 14 of the input shaft 13, and the first clutch 39 is a hydraulic clutch.
The first clutch 39 has a cylindrical clutch case 40 that is integrally rotatably connected to the flange 14, and has a partition wall 41 that projects radially inward on the inner surface of the center portion of the clutch case 40 in the front-rear direction. And the inner circumference of the partition wall 41 has the second shaft 16
It is rotatably supported by. A pair of front and rear hydraulic pistons 42, 43 are fitted inside the clutch case 40 divided into front and rear by the partition wall 41 so as to be movable in the front and rear direction.
The pair of hydraulic pistons 42 and 43 are constantly urged to approach the partition wall 41 by a pair of front and rear return springs 44 and 45.

A front clutch plate 48 and a rear clutch plate 49 are arranged in front of and behind each of the hydraulic pistons 42, 43 via clutch elements 46, 47, and the clutch plate 48 is attached to the second shaft 16 and the rear clutch plate.
49 are respectively connected to the first shaft 20 so as to be integrally rotatable.

Hydraulic oil is supplied to the first clutch 39 from the partition wall 8 through the input shaft 13 and the second shaft 16, and the front hydraulic piston 42 is moved forward to move the front clutch via the clutch element 46. By coupling the plate 48 and the clutch case 40, the input shaft 13 and the second shaft 16 are coupled, and conversely, the rear hydraulic piston 43 is moved rearward so that the rear clutch plate 49 and the clutch via the clutch element 47. By coupling the case 40, the input shaft 13 and the first shaft 20 are coupled. Input shaft 13 and first
The connection of the shaft 20 or the second shaft 16 takes place alternatively.

A second clutch is provided between the rear end of the second shaft 16 and the front end of the third shaft 21.
50 are intervening. This second clutch 50 connects the second shaft 16 and the third shaft 21 by moving the shifter 51 to the front side, and moves the shifter 51 to the third side to move it to the third position.
The shaft 21 and the third gear 27 are integrally connected.

Further, a third clutch 52 is provided between the rear end of the third shaft 21 and the sixth gear 30, and the third clutch 52 moves the shifter 53 to the front side so that the third shaft 21 and the output shaft 19 are separated from each other. By connecting and moving to the rear side, the output shaft 19 and the sixth gear
It is to combine 30.

A forward / reverse switching clutch 54 is provided between the back driven gear 32 and the seventh gear 33. The forward / backward switching clutch 54 moves the shifter 55 to the front side to move the back driven gear 32.
And the fourth shaft 23 are coupled and moved to the rear side, so that the seventh gear 33 and the fourth shaft 23 are coupled.

Further, the fourth clutch 56 is provided between the tenth gear 36 and the eleventh gear 37.
The fourth clutch 56 connects the tenth gear 36 and the fourth shaft 23 by moving the shift 57 to the front side,
The eleventh gear 37 and the fourth shaft 23 are coupled by moving to the rear side.

The second to fourth clutches 50, 52, 56 and the forward / reverse switching clutch 54 are provided with a synchronizing device (not shown).

In the traveling system transmission 3 having the above-mentioned structure, six forward gears can be used to shift gears in 16 forward positions. The power transmission paths at each shift speed will be described with reference to FIGS. 2 to 5, which are the following “combination table for each clutch” and “power transmission path table”.
Since these tables show forward gear shifting, the forward / reverse switching clutch 54 is shifted so that the seventh gear 33 is connected to the fourth shaft 23.

FIG. 6 shows the simplification of the forward / reverse switching mechanism by selecting two concentric shafts with the hydraulic clutch 60.

That is, with respect to the input shaft 61, the forward traveling shaft 62 and the back shaft 63 are configured as two concentric shafts, and the forward traveling shaft is provided via the hydraulic clutch 60.
62 or the back shaft 63 is selectively coupled to the input shaft 61.

That is, by adopting the first clutch 39 shown in FIG. 1 as the forward / reverse switching clutch, the structure is simplified.

Reference numeral 64 shown in FIG. 6 denotes a hydraulic pump, and the pump 64 is driven by a PTO drive gear 65.

Further, FIG. 7 is a control circuit of the solenoid valve 66 for supplying hydraulic oil to the hydraulic clutch 60 shown in FIG. 6, and is designed so that the hydraulic clutch 60 is not suddenly engaged.

Conventionally, in order to obtain a half-clutch state with a hydraulic clutch, a pressure regulating valve is interposed in the hydraulic circuit to moderate the pressure increase. However, since the pressure increasing characteristic of the pressure regulating valve is constant, the connection time of the hydraulic clutch was the same regardless of whether the load was light or heavy.

However, when the load condition and the vehicle speed condition change, the feeling of clutch engagement changes greatly, and a shock or insensitivity is felt.

Therefore, in FIG. 7, a rotation sensor 68 is attached to the output shaft 67, and the moving speed of the spool of the solenoid valve 66 is controlled by current or voltage according to the number of rotations, so that the boosting characteristic as shown in FIG. Control to the optimum one.

(Effects of the Invention) According to the present invention, the conventional 16-speed gear train with 8 sets of gear trains can be achieved with 6 sets of gear trains, and the transmission can be made compact.

[Brief description of drawings]

FIG. 1 is a sectional view of a transmission device showing an embodiment of the present invention, and FIG.
5 to 5 are diagrams showing power transmission paths, FIG. 6 is a sectional view of a transmission device using a hydraulic clutch as a forward / reverse switching clutch, FIG. 7 is a hydraulic circuit diagram thereof, and FIG. 8 is a boosting characteristic thereof. FIG. 9 is a diagram showing a conventional gear train. 13 …… input axis, 16 …… second axis, 19 …… output axis, 20 …… first axis, 21 …… third axis, 22 …… fifth axis, 23 …… fourth axis, 25
...... First gear, 26 ...... Second gear, 27 ...... Third gear, 28 ...
… 4th gear, 29 …… 5th gear, 30 …… 6th gear, 33 ……
7th gear, 34 …… 8th gear, 35 …… 9th gear, 36 ……
10th gear, 37 …… 11th gear, 38 …… 12th gear, 39 …… First
Clutch, 50 …… Second clutch, 52 …… Third clutch,
56 …… 4th clutch.

Claims (1)

[Claims] 1. A first shaft 20, a second shaft 16, and the same shaft as the input shaft 13,
The third shaft 21 and the output shaft 19 are arranged, and the first shaft 20 is the second shaft.
16 is a cylindrical shaft that is relatively rotatably fitted, and a fourth shaft 23 and a fifth shaft 22 are arranged in parallel with the input shaft 13 at the same axial center. Sequentially, the first shaft 20 and the first gear 25
Is integrally rotatable, the second gear 26 is integrally rotatable with the second shaft 16, the third gear 27 is relatively rotatable with the third shaft 21, and
The 4th gear 28 and the 5th gear 29 are integrally rotatable, and the output shaft 19
A sixth gear 30 is rotatably provided on the fourth shaft 23, and a seventh gear 33, an eighth gear 34 and a ninth gear 35 are attached to the fourth shaft 23.
Are integrally rotatable, the tenth gear 36 is relatively rotatable, and the eleventh gear 37 and the twelfth gear 38 are integrally rotatable with the fifth shaft 22, and the first gear 25 and the seventh gear Gear 33, second gear 26 and eighth gear 3
4, 3rd gear 27 and 9th gear 35, 4th gear 28 and 10th gear 3
6, the fifth gear 29 and the eleventh gear 37, and the sixth gear 30 and the twelfth gear 38 are constantly meshed, and the input shaft 13 and the first shaft 20 or the second shaft 16 are alternatively selected. The first clutch 39 to be engaged is the second shaft 16 and the third shaft 21, or
Second clutch for selectively connecting the third shaft 21 and the third gear 27
50 is the third shaft 21 and the output shaft 19, or the output shaft 19 and the sixth gear
A third clutch 52 for selectively connecting 30 and a fourth shaft
A transmission device for a vehicle, characterized in that a fourth clutch (56) for selectively connecting 23 and fifth shaft (22) or fourth shaft (23) and tenth gear (36) is provided respectively.