JPH07109235B2 - Combined traveling continuously variable transmission - Google Patents

Description

Description: TECHNICAL FIELD The present invention relates to a combine continuously variable transmission that can be applied to a transmission such as a combine.
The present invention relates to a forward / reverse continuously variable transmission capable of connecting a separately provided intermediate case and a transmission case.

[Prior art]

This type of continuously variable transmission capable of forward and reverse rotation includes, for example, as disclosed in JP-A-57-51050, a speed change input shaft driven by a continuously variable transmission mechanism and a constant speed driven by a constant speed transmission mechanism. It is already known to interpose a planetary gear mechanism between the input shaft and the input shaft.

[Problems to be solved by the invention]

However, the above-mentioned conventional one has a structure in which the belt type continuously variable transmission mechanism is arranged on one side of the case and the gear type constant speed transmission mechanism is incorporated in the case. The gear type low speed transmission mechanism is complicated and the low speed transmission mechanism cannot be disposed on the other side of the case.

Further, as in Japanese Utility Model Application Laid-Open No. 54-69276, a drive belt connected to a drive source is provided on one side of a drive shaft protruding left and right from a case, and a belt is provided between the other side of the drive shaft and the input shaft. A forward / reverse stepless speed change mechanism having a structure in which it is connected by a stepless speed change mechanism has also been proposed, but this is also a structure in which a gear type constant speed transmission mechanism is installed in the case, so that it is located in the case. The gear type low speed transmission mechanism is complicated, and the constant speed transmission mechanism cannot be arranged on one side of the case.

In view of the above-mentioned conventional circumstances, the present invention has been devised to solve the problem, and has a simple structure for connecting a continuously provided intermediate case and a mesh case. It is implemented for the purpose of providing a device.

[Means for solving problems]

According to the present invention to achieve the above object, a sun gear and a ring gear of a planetary gear mechanism are provided on an input shaft that is rotatably supported by a transmission case via bearings, and the planet gears that mesh with the sun gear and the ring gear are input to the input shaft. A carrier gear rotatably supported on the shaft is rotatably supported on the side surface of the carrier gear, and the carrier gear is rotatably transmitted in the forward and reverse directions through the planetary gear mechanism by a speed change operation of a belt type continuously variable transmission mechanism. The transmission case is provided with an auxiliary transmission shaft in parallel with the input shaft, a transmission gear fixed to the auxiliary transmission shaft is meshed with the carrier gear, and a transmission gear slidably attached to the auxiliary transmission shaft is provided as an auxiliary device. A forward / reverse rotational power sub-shifted by the shift gear is formed by a shift lever so as to be freely shiftable from a high speed position H to a low speed position L with a neutral position N interposed therebetween. It is made by selecting freely configured cut off transmission the shift to neutral position or gear for transmission via the side clutch gear to the right of the axle.

[Action]

Accordingly, the intermediate case 3 having the constant speed output shaft 9 and the gear shift output shaft 8 which are projected to the left and right and rotate in the forward and reverse directions, and the gear shift input shaft 19 which is projected to the left and right and is rotatably supported on the same shaft center relative to each other. Even if a shift case 17 having a constant speed input shaft 20 and a constant speed input shaft 20 are separately provided, a belt type non-positioning device is provided between the speed change output shaft 8 and the speed change input shaft 19 on one side of both cases. The belt type constant speed output mechanism 9 and the constant speed input shaft 20 are connected by a belt type constant speed transmission mechanism 23 located on the other side of both cases. Continuously variable transmission 28 and constant speed transmission 23 of both cases 3,
It may be arranged on both sides with the 17 being sandwiched.

As a result, since the continuously variable transmission mechanism 28 or the constant speed transmission mechanism 23 is not located in both cases 3 and 17, the structure in both cases 3 and 17 can be easily made.

And, even in the case 17 having both input shafts 19 and 20 arranged on the same shaft core, the carrier 32a is connected between the both input shafts 19 and 20 by the planetary gear mechanism 35 on the output side. By doing so, the internal structure of the mission case 17 can be made more simple.

〔Example〕

Hereinafter, the drawings showing the present invention as an embodiment will be described.

In FIG. 1, a V-belt is attached to an engine pulley 2 of an engine 1 mounted on a machine body and an intermediate input pulley 5 fixed to a shaft end of an intermediate input shaft 4 rotatably supported by an intermediate transmission case 3 fixed to the machine body. 6 is wrapped around this intermediate transmission case 3
An intermediate shaft 7, a speed change output shaft 8 and a constant speed output shaft 9 are rotatably supported by the shaft. The large-diameter gear 7a fixed to the intermediate shaft 7 is meshed with the small-diameter gear 4a fixed to the intermediate input shaft 4 and the small-diameter gear 11 fixed to the transmission output shaft 8, and at the same time, the small-diameter gear 11 is output at a constant speed. Reverse gear 12 fixed to shaft 9
By engaging the shift output shaft 8 with the constant speed output shaft 9, the constant speed output shaft 9 rotates in the forward rotation direction so that the constant speed output shaft 9 rotates in the reverse rotation direction. Configured on axis 10.

The speed change output shaft 8 is projected to the right side of the intermediate transmission case 3, while the constant speed output shaft 9 is projected to the left side of the intermediate transmission case 3. The constant speed output shaft 9 has a constant speed output at its shaft end. The pulley 13 is fixed. On the other hand, on the shaft end of the speed change output shaft 8, there is provided an output side speed change pulley 15 composed of a fixed side pulley 15a and a moving side pulley 15b configured to be expandable / contractible along a shaft center direction of the shaft 8 by a split cam 14. Has been. The split cam 14 is composed of a fixed split cam 14a and a movable split cam 14b, and an interlocking arm 16 is integrally protruded from the movable split cam 14b.

Further, a mission case 17 which is interlockingly connected to the intermediate transmission case 3 is fixed to the machine body. In the mission case 17, the speed change input shaft 19 and the constant speed input shaft 20 are supported on the same shaft. It is provided so as to be rotatable relative to each other. The V belt 22 is wound around the constant speed input pulley 21 fixed to the shaft end of the constant speed input shaft 20 projecting to the left of the case 17, and the constant speed output pulley 13 to thereby form the intermediate transmission case 3 and the transmission. Belt type constant speed transmission mechanism located on the right side of case 17
23 are configured.

Shift input shaft protruding to the right from the above-mentioned mission case 17
On the top of the 19, the split cam 29 approaches the case 17 from the inside, the clutch cam 24 that constitutes one of the split cams, the multi-plate type clutch 25 that is interrupted by the clutch arm 24, and the outer side of the multi-plate type clutch 25. The input side speed change pulley 26 is provided in that order. The input side speed change pulley 26 is composed of a fixed side pulley 26a and a moving side pulley 26b. The input side speed change pulley 26 idles on the shaft 19 when the clutch 25 is turned off and rotates integrally with the shaft 19 when turned on. Is configured to
A V-belt 27 is wound around the input-side speed change pulley 26 and the output-side speed change pulley 15, and the moving-side pulley 26b is constantly urged by the spring 18 toward the fixed-side pulley 26a so that the intermediate transmission is performed. A belt type continuously variable transmission mechanism 28 is arranged on the right side of the case 3 and the movement case 17.

A ring gear 30 having internal teeth is fixed to the speed change input shaft 19 in the case 17, and a plurality of planet gears 31 meshing with the internal teeth of the ring gear 30 are provided on the constant speed input shaft 20 so as to freely rotate. It is rotatably supported on the side of the carrier 32a integrally formed with the carrier gear 32, and the planetary gear 31 is meshed with the sun gear 33 which is fixed to the constant speed input shaft 20 located at the center of the planetary gear 31. 19 and the constant speed input shaft 20 are connected by a planetary gear mechanism 35 capable of forward and reverse rotation.

The carrier gear 32 is meshed with a transmission gear 37 fixed on the left side of the sub-transmission shaft 36, and an idle gear 39 rotatably provided on the transmission gear 37 is meshed with a transmission gear 41 fixed on the brake shaft 40. There is. A free-wheel gear 43, which is provided on the right side of the sub-transmission shaft 36 so as to freely rotate, is meshed with a transmission gear 44 fixed to the brake shaft 40.
45 is selectively meshed with the idle gear 39 or the idle gear 43 by a shift fork (not shown), and the brake shaft 40 can be shifted in height.

As shown in FIG. 10, the shift fork has a high speed position H on the upper side and a low speed position L on the lower side centered on the neutral position N in a guide groove 96a provided outside the main transmission lever 84.
It is switched in synchronism with the auxiliary shift lever 96 that moves over the entire length.

An expandable brake 46 fixed to the right shaft end of the brake shaft 40 is adapted to brake the brake shaft 40 in conjunction with the rotation of the brake arm 47 at a predetermined angle. It is interlockingly connected to the pedal 87 shown in FIG. The clutch arm 24 on the speed change input shaft 19 and the interlocking arm 16 on the speed change output shaft 8 are interlocked by an interlocking mechanism 85 described later.

The gear 49 integrally formed at the center of the brake shaft 40 is meshed with the center gear 51 fixed to the side clutch shaft 50.On both sides of the side clutch shaft 50, the right clutch gear 52 and the left clutch gear 53 are always provided. Center gear
The springs 54 are urged to the side of the dog 51 so that the dog is engaged, that is, the clutch is engaged.

The clutch gears 52, 53 come out of the center gear 51 against the spring 54 by a shift fork (not shown), and the clutch is cut off.
53 is a small-diameter gear that meshes with transmission gears 56 and 57 on the brake shaft 52, and fixes the transmission gears 56 and 57, respectively.
59 and 60 are rotatably supported on the brake shaft 55. The small-diameter gears 59 and 60 are a pair of left and right axles 61 and 62.
The gears are meshed with the final gears 63 and 64 which are fixed to the respective gears.

Therefore, when both clutch gears 52, 53 are in the engaged state, both clutch gears 52, 53 drive the final gears 63 and 64 via the small diameter gears 59 and 60 on the brake shaft 55, so that the left and right axles are driven. When 61 and 62 are driven simultaneously and the clutch gear 52 or 53 is in the de-clutched state, the clutch gear 52 or 53 idles and the brake shaft 55 moves.
Since the upper small diameter gear 59 or 60 is not driven, the axle 61 or 62 on the crushed side is not driven,
The aircraft will turn to the right or left.

The inner shaft ends of the above-described axles 61 and 62 are connected and fixed by a differential mechanism 65 (hereinafter referred to as a differential mechanism), and the ring gear 66 that constitutes the differential mechanism 65 is
It is meshed with a drive gear 67 formed integrally with the brake shaft 55,
A multi-plate type brake 69 is provided on the shaft end of the brake shaft 55 protruding from the case 17, and the brake 69 has a pressing cylinder 71 provided inside the brake case 70 integrated with an arm 72 for a hydraulic expansion / contraction mechanism (not shown). The brake 69 is configured to be pressed by rotating a predetermined angle in conjunction with the operation of. Further, the crawler K is attached to the outer shaft ends of the axles 61 and 62.
The drive sprockets 73 for driving are fixed respectively.

As shown in FIG. 2, the clutch arm 24 that achieves one of the split cams on the speed change input shaft 19 side and the interlocking arm 16 having the split cam 14b on the speed change output shaft 8 side are connected by an interlocking mechanism 85. The interlocking mechanism 85 is configured as follows. That is, the other end of the connecting rod 75, one end of which is pivotally connected to the clutch arm 24, is extended to extend above the speed change output shaft 8 side, and is also L-shaped rotatable about the fulcrum shaft 76. The lower link 77a of the shape link 77 is pivotally connected. Further, a hydraulic expansion / contraction mechanism 80 including a double-acting hydraulic cylinder 79 and a hydraulic piston 81 is provided.
The upper link 77b of the L-shaped link 77 described above is pivotally connected to the tip of the hydraulic piston 81 via a connecting pin 81a. The other end of the connecting rod 82 which is coaxially connected to the tip of the hydraulic piston 81 by the connecting pin 81a is pivotally connected to the motion arm 16 on the speed change output shaft 8 side.

As shown in FIGS. 2 to 4, the hydraulic cylinder 79 is pivotally supported by the connecting pin 79a on the side of the speed change input shaft 19, and the neutral N state, the forward F state, and the reverse R state by switching a switching valve (not shown). The switching valve, which is configured to operate in each state, is provided near the driver's seat 83 behind the operation panel P as shown in FIGS. 5 and 10 so as to switch the oil passage to the hydraulic cylinder 79. The main speed change lever 84 is switched in conjunction with the operation of the main speed change lever 84. The main speed change lever 84 includes a forward groove 84a and a backward groove 84b provided in a vertical direction, and a neutral groove 84c connecting these grooves horizontally. Move in the groove.

Therefore, when the hydraulic expansion / contraction mechanism 80 is moved to the neutral N state shown in FIG. 3 by the switching valve operated by operating the main speed change lever 84, the split width of the output side speed change pulley 15 becomes substantially in the middle,
Along with this, the split width of the input side speed change pulley 26 also becomes substantially in the middle, so that the speed change input shaft 19 is driven at an intermediate speed. By setting this intermediate rotation speed to a position where the rotation speed of the axles 61, 62, that is, the rotation speed of the carrier gear 32 constituting the planetary gear mechanism 35 becomes 0 near the vehicle speed 0, the intermediate N speed is moved. Lower link of L-shaped link 77 by hydraulic expansion mechanism 80
Since the clutch arm 24 is moved to the cut position of the clutch 25 and the input side speed change pulley 26 is not driven by connecting the 77a and the connecting rod 75 in a substantially linear shape, the rotation of the carrier gear 32 is prevented as shown in FIG. It is possible to widen the neutral zone range of several 0, that is, near the vehicle speed of 0.

Thus, the number of rotations of the carrier gear 32 is 0, that is, the vehicle speed is 0.
Since the range of the neutral zone in the vicinity can be widened, even if the neutral zone in which the carrier rotational speed is 0 is set, as in Japanese Patent Laid-Open No. 57-51050 or Japanese Utility Model Laid-Open No. 54-69276 described at the beginning. As shown in FIG. 12, the 0 point (stop) is not stable due to the slip of the belt provided in the continuously variable transmission mechanism, and the 0 point range is 1 point. It is possible to eliminate the drawback of being difficult.

From the neutral N state shown in FIG. 3 to the operation of the main shift lever 84 to reduce the hydraulic expansion / contraction mechanism 80 to the forward F state shown in FIG. 2, the interlocking arm 16 rotates clockwise to shift to the output side shift. Since the split width of the pulley 15 gradually becomes maximum and the split width of the input side speed change pulley 26 also gradually becomes minimum accordingly, the speed change input shaft 19 is gradually shifted in the direction in which the rotational speed becomes slower, and the state shown in FIG. Then, the gear is driven at the minimum speed. On the other hand, when the clutch arm 24 slightly exceeds the position shown in FIG. 3, it rotates counterclockwise and holds the clutch 25 in the inserted state.

Further, while the main transmission lever 84 is operated from the neutral N state shown in FIG. 3 to extend the hydraulic expansion / contraction mechanism 80 to the reverse R state shown in FIG. 4, the split width of the output side transmission pulley 15 becomes gradually narrower. As a result, the split width of the input side speed change pulley 26 gradually increases, so that the speed change input shaft 19 is changed in the direction in which the rotation speed gradually increases, and in the state shown in FIG. . On the other hand, when the clutch arm 24 slightly exceeds the position shown in FIG. 3, it rotates counterclockwise to hold the clutch 25 in the on state.

The release amount of the split cam 29 shown in FIGS. 2 to 4 is set to a = c <b.

Further, as shown in FIG. 6, the width change shaft 36 driven from the carrier gear 32 via the transmission gear 37 may be used to drive the pretreatment device M. That is, the width shift shaft
Reversed (reverse) to the shaft end protruding left from 36 case 17
A pretreatment drive pulley 91 having a one-way clutch 90 that freely rotates in the direction but rotates in the forward (forward) direction integrally with the width transmission shaft 36 is provided, and the input of the pretreatment drive pulley 91 and the pretreatment device M is provided. A V-belt may be wound around the pulley (not shown). Further, since the axles 61 and 62 are not driven when the transmission gear 45 on the auxiliary transmission shaft 36 is operated to the neutral position, the maintenance including refueling of the pretreatment device M performed by idling the pretreatment device M in a state where the airframe is stopped.・ The inspection work can be performed smoothly.

Since the pre-processing drive pulley 91 provided on the sub-transmission shaft 36 is driven by the carrier gear 32 that is continuously variable, it is possible to obtain a vehicle speed-linked rotational speed in which the rotational speed gradually increases as the vehicle speed increases. .

Further, in FIG. 1, the ring gear 30 that constitutes the planetary gear mechanism 35 is provided with only internal teeth that mesh with the planetary gear 31, but as shown in FIG. 7, the ring gear 92 has no internal teeth. By providing external teeth separately, the external teeth of the ring gear 92 can be used to drive the pretreatment drive shaft 94. That is, the pretreatment drive shaft 94 is rotatably supported by the movement case 17, and the transmission gear integrally formed with the pretreatment drive shaft 94.
The pre-treatment drive pulley 95 is fixed to the shaft end of the pre-treatment drive shaft 94 which projects outward from the case 17 of the pre-treatment drive shaft 94 by engaging 93 with external teeth provided on the ring gear 92.
The V-belt may be wound between the input device and the input pulley (not shown) of the pretreatment device M.

In this case, the pre-processing drive pulley 95 is continuously variable and driven by the ring gear 92 that is driven only in one direction. Therefore, by setting the number of teeth of the ring gear 92 and the transmission gear 93. Then, as shown in FIG. 8, it is possible to obtain a vehicle speed-linked rotational speed in which the rotational speed gradually increases as the vehicle speed increases in the forward (forward) direction.

Further, although not shown, between the intermediate transmission case 3 and the transmission case 17, a center distance between the speed change output shaft 8 and the speed change input shaft 19, a constant speed output shaft 9 and a constant speed input shaft 19 are provided. For example, a turnbuckle type inter-center distance adjustment mechanism that expands or contracts the inter-center distance between the
By moving the intermediate transmission case 3 side with respect to 17, the tension of the V belts 22 and 27 can be adjusted.

Further, as shown in FIG. 1, both input shafts 19 and 20 whose inner shaft ends face each other are supported in a double-supported state by the inner shaft end portions being supported in a fitted state. Since the inner shaft ends are connected to each other by the planetary gear mechanism 35, the shaft strength can be improved.

〔The invention's effect〕

As described above, the present invention provides a sun gear and a ring gear of a planetary gear mechanism on an input shaft that is rotatably supported by a transmission case via a bearing, and a planet gear that meshes with the sun gear and the ring gear, respectively. A carrier gear rotatably supported on the input shaft is rotatably supported on the side surface of the carrier gear, and the carrier is rotatably and forwardly transmitted through the planetary gear mechanism by a speed change operation of a belt type continuously variable transmission mechanism. The transmission case is provided with an auxiliary transmission shaft in parallel with the input shaft, a transmission gear fixed to the auxiliary transmission shaft is meshed with the carrier gear, and a transmission gear slidably attached to the auxiliary transmission shaft is provided. The auxiliary gear shift lever allows the neutral position N to be sandwiched between the high speed position H and the low speed position L so as to be freely shiftable. Because through the side latch gear configured freely chosen to break the transmission by a shift to the neutral position or gear is transmitted to the left and right axles, it is possible to achieve the following effects.

The carrier gear that rotatably supports the planet gears can be directly meshed with the transmission gear that is provided on the sub-transmission shaft, and it is necessary to provide a special support member, transmission shaft, and output gear that rotatably support the planet gears. Since the transmission case is not present, the mission case can be extremely compacted, and the continuously variable transmission can be reduced in size and weight.

Further, the planetary gear mechanism and the continuously variable transmission mechanism can further change the continuously variable power that can be rotated in the forward and reverse directions by the speed change gear, and can change the speed to a speed suitable for both work traveling and road traveling. Not only that, by shifting the transmission gear to the neutral position N, for example, when the belt of the continuously variable transmission mechanism stretches and the neutral zone shifts, and the vehicle starts in the neutral zone, the main clutch is disengaged. Even if a malfunction that disappears occurs, it is possible to reliably stop traveling and ensure traveling safety.

Further, the speed change output shaft and the speed change input shaft are connected by a belt type continuously variable transmission mechanism located on one side of both cases, and the constant speed output shaft and the constant speed input shaft are connected to the other side of both cases. The belt type constant speed transmission mechanism and the constant speed transmission mechanism can be arranged on both sides of both cases by connecting them by the belt type constant speed transmission mechanism located at. As a result, since the continuously variable transmission mechanism or the constant speed transmission mechanism is not located in both cases, the structure in both cases can be extremely simplified even though the continuously variable transmission capable of forward and reverse rotation is provided.

Moreover, even in the case of a transmission case having both input shafts arranged on the same shaft core, the internal structure of the transmission case can be improved by connecting both input shafts with a planetary gear mechanism whose carrier is the output side. It's even easier.

Therefore, even though the intermediate case and the transmission case are specially provided, they can be connected by the belt type continuously variable transmission mechanism and the constant speed transmission mechanism which are disposed on both sides of the both cases.

[Brief description of drawings]

The drawings show one embodiment of the present invention, FIG. 1 is a plan development view of a power transmission device in a combine, FIG. 2 is an operation explanatory view showing a forward state of a continuously variable transmission mechanism, and FIG. 3 is a continuously variable transmission mechanism. 4 is a side view of the continuously variable transmission, FIG. 6 is a side view of the continuously variable transmission, and FIG. 6 is a pretreatment drive pulley for the auxiliary transmission shaft. FIG. 7 is a partial plan development view of a power transmission device showing an example in which a gear transmission is provided, FIG. 7 is a partial plan development view of a power transmission device showing an example of driving a pretreatment drive shaft from a ring gear, and FIG. 8 is a pulley split and carrier rotation. FIG. 9 is a perspective view of the combine, FIG. 10 is a perspective view of the operation panel, and FIG.
FIG. 11 is a plan view showing the guide groove of the main shift lever and the guide groove of the sub shift lever. FIG. 12 is a relationship diagram between pulley splitting and carrier rotation speed in a conventional example. 3 ... Intermediate transmission case (intermediate case), 8 ... Variable speed output shaft, 9 ... Constant speed output shaft, 10 ... Intermediate output shaft, 14 ... Split cam, 16 ... Interlocking arm, 17 ... Mission Case, 19
...... Variable input shaft, 20 …… Constant speed input shaft, 23 …… Constant speed transmission mechanism, 24 …… Clutch cam, 28 …… Stepless speed change mechanism, 29 ……
Split cam, 30 …… Ring gear, 31 …… Planetary gear, 33 ……
Sun gear, 35 ... Planetary gear mechanism, 61 and 62 ... Axle,
75 …… Connection rod, 77 …… L-shaped link, 80 …… Hydraulic expansion / contraction mechanism, 82 …… Connection rod, 84 …… Main shift lever, 85…
… Interlocking mechanism.

Claims (1)

[Claims] 1. A sun gear (33) and a ring gear (30) of a planetary gear mechanism (35) are provided on an input shaft (20) which is rotatably supported in a mission case (17) via bearings, and the sun gear is provided. A planetary gear (31) meshing with the ring gear (30) and the ring gear (30) is rotatably supported on the side surface of a carrier gear (32) rotatably supported by the input shaft (20). 32) is transmitted by the belt type continuously variable transmission mechanism (28) through the planetary gear mechanism (35) so that it can rotate in the forward and reverse directions, and the transmission case (17) is connected to the input shaft (20). A sub-transmission shaft (36) is provided in parallel, a transmission gear (37) fixed to the sub-transmission shaft (36) is meshed with the carrier gear (32), and is slidable on the sub-transmission shaft (36). The neutral position N is sandwiched by the auxiliary transmission lever (96) of the made transmission gear (45). The forward / reverse rotational power sub-shifted by the speed change gear (45) is provided to the left and right axles (62, 62) through the side clutch gears (52, 53) so as to be freely shiftable from the high speed position H to the low speed position L. A traveling continuously variable transmission of a combine configured to be selectively transmitted or cut off by shifting to a neutral position of a transmission gear (45).