JP2010030508A - Power transmission of working vehicle - Google Patents

Power transmission of working vehicle Download PDF

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JP2010030508A
JP2010030508A JP2008196541A JP2008196541A JP2010030508A JP 2010030508 A JP2010030508 A JP 2010030508A JP 2008196541 A JP2008196541 A JP 2008196541A JP 2008196541 A JP2008196541 A JP 2008196541A JP 2010030508 A JP2010030508 A JP 2010030508A
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automatic
mechanical
shaft
transmission
pto
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JP5251337B2 (en
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Takeshi Tamada
武史 玉田
Masahiro Kurokawa
雅博 黒河
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Iseki and Co Ltd
Iseki Agricultural Machinery Mfg Co Ltd
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Iseki and Co Ltd
Iseki Agricultural Machinery Mfg Co Ltd
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Abstract

<P>PROBLEM TO BE SOLVED: To provide a power transmission of a working vehicle, reducing the manufacturing cost by increasing the number of common use space between a transmission case of mechanical transmission specifications with a mechanical transmission device being built therein, and a transmission case of automatic transmission specifications with an automatic transmission device being built therein. <P>SOLUTION: In the power transmission of the working vehicle, the center distances between a main gear shaft provided in a mechanical rear transmission case of the transmission case of the mechanical transmission specifications and a rear wheel driving system shaft of a mechanical bevel gear shaft, a mechanical front wheel transmission shaft, a mechanical first PTO shaft, a mechanical second PTO shaft, a mechanical PTO driving system shaft of a mechanical PTO output shaft, and the arrangement thereof, and the center distances between an automatic rear wheel driving system shaft provided inside an automatic rear transmission case of the transmission case of the automatic transmission specifications, and an automatic front wheel driving shaft, an automatic first PTO shaft, an automatic second PTO shaft, and an automatic PTO driving system shaft of an automatic PTO rear output shaft, and the arrangement thereof, are made the same for common use. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

この発明は、トラクタや乗用管理機等の作業車におけるエンジンから車輪等の走行装置に動力を伝動するミッションケース内の動力伝動機構の配置構成に関する。   The present invention relates to an arrangement configuration of a power transmission mechanism in a transmission case that transmits power from an engine to a traveling device such as a wheel in a work vehicle such as a tractor or a passenger management machine.

操作方法の異なる二種類のミッションケースを製造するにあたって製造コストを低減することを目的にして、ミッションケース内の動力伝動機構を一部共通化しようとすることが行われている。例えば、特開２００１−３０７７７号公報には、キーシフト式変速機構を内装するミッションケースとスライドギヤ式変速機構を内装するミッションケースにおいて、ミッションケースに内装する変速機構を操作する人為的変速操作具の一部を共通にして、ミッションケースを部分的に共用化させる技術が記載されている。
特開２００１−３０７７７号公報 In order to reduce the manufacturing cost when manufacturing two types of mission cases having different operation methods, a part of the power transmission mechanism in the mission case is being made common. For example, Japanese Patent Laid-Open No. 2001-30777 discloses an artificial transmission operating tool for operating a transmission mechanism built in a mission case in a transmission case having a key shift transmission mechanism and a transmission case having a slide gear transmission mechanism. A technique is described in which a part is shared and the mission case is partially shared.
JP 2001-30777 A

本発明では、マニアル変速装置を組み込んだメカ変速仕様ミッションケースと自動変速装置を組み込んだ自動変速仕様ミッションケースの共用部分を多くして製造コストの低減を図ることを課題とする。   An object of the present invention is to reduce the manufacturing cost by increasing the common parts of a mechanical transmission specification transmission case incorporating a manual transmission and an automatic transmission specification transmission case incorporating an automatic transmission.

上記本発明の課題は、次の解決手段により解決される。
請求項１に記載の発明は、メカ変速仕様ミッションケース（Ｍ３）をメカ前部ミッションケース（Ｍ３ａ）とメカ後部ミッションケース（Ｍ３ｂ）の前後二分割構成とし、自動変速仕様ミッションケース（Ｈ３）を自動前部ミッションケース（Ｈ３ａ）と自動後部ミッションケース（Ｈ３ｂ）の前後二分割構成とし、前記メカ変速仕様ミッションケース（Ｍ３）のメカ後部ミッションケース（Ｍ３ｂ）に設けるメカメインギヤ軸（５５）とメカベベルギヤ軸（５８）の後輪駆動系軸とメカ前輪伝動軸（５４）とメカ第一ＰＴＯ軸（２３）とメカ第二ＰＴＯ軸（５０）とメカＰＴＯ出力軸（５３）のメカＰＴＯ駆動系軸の軸間距離と配置、及び自動変速仕様ミッションケース（Ｈ３）の自動後部ミッションケース（Ｈ３ｂ）の内部に設ける自動ベベルギヤ軸（８８）の自動後輪駆動系軸と自動前輪駆動軸（９１）と自動第一ＰＴＯ軸（７６）と自動第二ＰＴＯ軸（９３）と自動ＰＴＯ後出力軸（１００）の自動ＰＴＯ駆動系軸の軸間距離と配置は、同一の軸間距離と配置構成にしたことを特徴とする作業車の動力伝達装置とした。 The problems of the present invention are solved by the following means.
According to the first aspect of the present invention, the mechanical transmission specification transmission case (M3) is divided into a front and rear divided configuration of a mechanical front transmission case (M3a) and a mechanical rear transmission case (M3b), and the automatic transmission specification transmission case (H3) is formed. A mechanical main gear shaft (55) and a mechanism provided in the mechanical rear transmission case (M3b) of the mechanical transmission specification transmission case (M3b) have a front and rear divided configuration of an automatic front transmission case (H3a) and an automatic rear transmission case (H3b). Mechanical PTO drive system of rear wheel drive system shaft of bevel gear shaft (58), mechanical front wheel transmission shaft (54), mechanical first PTO shaft (23), mechanical second PTO shaft (50), and mechanical PTO output shaft (53). Axial distance and arrangement of shafts, and automatic provided inside the automatic rear transmission case (H3b) of the automatic transmission specification transmission case (H3) Automatic rear wheel drive system shaft of bell gear shaft (88), automatic front wheel drive shaft (91), automatic first PTO shaft (76), automatic second PTO shaft (93) and automatic PTO of automatic PTO rear output shaft (100) The power transmission device for a work vehicle is characterized in that the inter-axis distance and the arrangement of the drive system shaft are the same inter-axis distance and arrangement configuration.

この構成により、メカ変速仕様ミッションケース（Ｍ３）と自動変速仕様ミッションケース（Ｈ３）は、メカ後部ミッションケース（Ｍ３ｂ）と自動後部ミッションケース（Ｈ３ｂ）を同一化して共用化出来る。   With this configuration, the mechanical transmission specification transmission case (M3) and the automatic transmission specification transmission case (H3) can be shared by using the same mechanical rear transmission case (M3b) and automatic rear transmission case (H3b).

請求項１記載の発明によれば、メカ後部ミッションケース（Ｍ３ｂ）と自動後部ミッションケース（Ｈ３ｂ）を同一部品として共用化することで、メカ変速仕様ミッションケース（Ｍ３）と自動変速仕様ミッションケース（Ｈ３）の生産において、生産や部品管理のコストを低減して廉価な仕様の異なるミッションケースを備えた作業車を提供できる。   According to the first aspect of the present invention, the mechanical rear transmission case (M3b) and the automatic rear transmission case (H3b) are shared as the same component, so that the mechanical transmission specification transmission case (M3) and the automatic transmission specification transmission case ( In the production of H3), it is possible to reduce the cost of production and parts management and provide a work vehicle having a transmission case with a different specification at a low price.

以下、図面に示す実施例に基づいて、本発明の実施例を説明する。
図１は、作業車の一例として示すトラクタの全体側面図で、機体の前部のボンネット１内に搭載したエンジン２の動力をミッションケース３内で適宜に変速して前輪軸４と後輪軸５に伝動して前輪６と後輪７の両方或は後輪７のみを駆動し、機体上に設ける座席１０６に座った作業者が中央に立設するステアリングハンドル８で前輪６を操向しながら、走行する。機体の後方へ突出するヒッチ９には、ロータリ耕運機などの作業機を装着する。 Embodiments of the present invention will be described below based on the embodiments shown in the drawings.
FIG. 1 is an overall side view of a tractor shown as an example of a work vehicle. The power of an engine 2 mounted in a bonnet 1 at the front of the airframe is appropriately changed in a transmission case 3 to change the front wheel shaft 4 and the rear wheel shaft 5. To drive both the front wheel 6 and the rear wheel 7 or only the rear wheel 7 while the operator sitting on the seat 106 provided on the airframe steers the front wheel 6 with the steering handle 8 standing at the center. , Run. A work machine such as a rotary cultivator is mounted on the hitch 9 that protrudes rearward of the machine body.

図２は、変速をギヤ変速のみで行う仕様のメカ変速仕様ミッションケースＭ３の全体側断面図である。このメカ変速仕様ミッションケースＭ３は、メカ前部ミッションケースＭ３ａとメカ後部ミッションケースＭ３ｂとを一体的に連結して構成している。   FIG. 2 is an overall side cross-sectional view of a mechanical transmission specification transmission case M3 having specifications for performing gear shifting only by gear shifting. The mechanical transmission specification mission case M3 is configured by integrally connecting a mechanical front mission case M3a and a mechanical rear mission case M3b.

メカ前部ミッションケースＭ３ａ内で、エンジン２の出力軸１０に装着したメインクラッチ１１を介してメカ入力軸１４に遊嵌したメカ第一ギヤ１２が回転し、このメカ第一ギヤ１２からメカ走行軸１５に固着のメカ第二ギヤ１３が駆動される。メカ走行軸１５の回転は、第三ギヤ１９、第四ギヤ１６、第五ギヤ１７、第六ギヤ１８を介してＰＴＯクラッチ２０のメカクラッチ入力軸２１に伝動される。   In the mechanical front transmission case M3a, the mechanical first gear 12 loosely fitted to the mechanical input shaft 14 rotates via the main clutch 11 attached to the output shaft 10 of the engine 2, and the mechanical traveling from the mechanical first gear 12 is performed. The mechanical second gear 13 fixed to the shaft 15 is driven. The rotation of the mechanical travel shaft 15 is transmitted to the mechanical clutch input shaft 21 of the PTO clutch 20 through the third gear 19, the fourth gear 16, the fifth gear 17, and the sixth gear 18.

メカ後部ミッションケースＭ３ｂで軸支されるメカメイン入力軸２５と前記メカ走行軸１５がメカ第一スリーブ２２で連結され、メカ第一ＰＴＯ軸２３がメカクラッチ出力軸２６とメカ第二スリーブ２４で連結されて伝動される。   A mechanical main input shaft 25 supported by a mechanical rear transmission case M3b and the mechanical traveling shaft 15 are connected by a mechanical first sleeve 22, and a mechanical first PTO shaft 23 is connected by a mechanical clutch output shaft 26 and a mechanical second sleeve 24. Is transmitted.

前記メカ走行軸１５の回転が伝動されるメカメイン入力軸２５の第七ギヤ２７からメカ第一ＰＴＯ軸２３に遊嵌したクラッチギヤ支持筒５６にスプライン嵌合した第十二ギヤ３１に伝動される。メカメイン入力軸２５と同軸心で支持されるメカメインギヤ軸５５には第八ギヤ２８、第九ギヤ２９、第十三ギヤ３５、第十一ギヤ３６がスプライン嵌合され、クラッチギヤ支持筒５６には、第一クラッチギヤ３２、第二クラッチギヤ３３、第三クラッチギヤ３７、第四クラッチギヤ３８が遊嵌され、メカシフタ３４のシフト操作で、第一クラッチギヤ３２と第八ギヤ２８の噛合いで一速に変速され、第二クラッチギヤ３３とカウンタギヤ３０と第九ギヤ２９の噛合いで後進に変速され、第三クラッチギヤ３７と第十三ギヤ３５の噛合いで三速に変速され、第四クラッチギヤ３８と第十一ギヤ３６の噛合いで二速に変速されてメカメインギヤ軸５５が回転する。   The rotation of the mechanical travel shaft 15 is transmitted from the seventh gear 27 of the mechanical main input shaft 25 to the twelfth gear 31 that is spline-fitted to the clutch gear support cylinder 56 that is loosely fitted to the mechanical first PTO shaft 23. . The eighth gear 28, the ninth gear 29, the thirteenth gear 35, and the eleventh gear 36 are spline-fitted to the mechanical main gear shaft 55 that is coaxially supported with the mechanical main input shaft 25, and is attached to the clutch gear support cylinder 56. The first clutch gear 32, the second clutch gear 33, the third clutch gear 37, and the fourth clutch gear 38 are loosely fitted, and by shifting the mechanical shifter 34, the first clutch gear 32 and the eighth gear 28 are engaged. The speed is changed to the first speed, the speed is changed to the reverse speed by the engagement of the second clutch gear 33, the counter gear 30, and the ninth gear 29, the speed is changed to the third speed by the engagement of the third clutch gear 37 and the thirteenth gear 35, and the fourth speed is changed. As the clutch gear 38 and the eleventh gear 36 are engaged, the gear is shifted to the second speed, and the mechanical main gear shaft 55 rotates.

メカメインギヤ軸５５の回転は、軸端に固着の第十五ギヤ３９からメカ第一ＰＴＯ軸２３に遊嵌した三連ギヤ５７の第十六ギヤ４０に減速伝動される。三連ギヤ５７には大ギヤ４１と小ギヤ４４が形成され、メカメインギヤ軸５５と同軸心で支持されるメカべベルギヤ軸５８にスプライン嵌合した第一シフトギヤ４２と第二シフトギヤ４３と大ギヤ４１と小ギヤ４４のどちらかが噛み合うことで高・低に変速してメカべベルギヤ軸５８を回転する。メカべベルギヤ軸５８のメカ第一べベルギヤ４８が後輪軸５のべベルギヤ（図示省略）に噛み合って後輪７を駆動する。   The rotation of the mechanical main gear shaft 55 is decelerated and transmitted from the fifteenth gear 39 fixed to the shaft end to the sixteenth gear 40 of the triple gear 57 loosely fitted to the mechanical first PTO shaft 23. The triple gear 57 is formed with a large gear 41 and a small gear 44, and a first shift gear 42, a second shift gear 43, and a large gear that are spline-fitted to a mechanical bevel gear shaft 58 that is supported coaxially with the mechanical main gear shaft 55. When either 41 or the small gear 44 is engaged, the mechanical bevel gear shaft 58 is rotated at a high or low speed. A mechanical first bevel gear 48 of the mechanical bevel gear shaft 58 meshes with a bevel gear (not shown) of the rear wheel shaft 5 to drive the rear wheel 7.

また、メカべベルギヤ軸５８の回転は第一七ギヤ４７、第一八ギヤ４５、第一九ギヤ４６を介してメカ前輪伝動軸５４を駆動する。このメカ前輪伝動軸５４が前輪６を駆動する。   Further, the rotation of the mechanical bevel gear shaft 58 drives the mechanical front wheel transmission shaft 54 via the first seventh gear 47, the first eighth gear 45, and the first ninth gear 46. This mechanical front wheel transmission shaft 54 drives the front wheel 6.

以上の構成で、前進三段後進一段が高・低二段変速によって、前進六段後進二段に変速されることになる。
メカ第一ＰＴＯ軸２３にはメカ第二ＰＴＯ軸５０がメカ第三スリーブ４９で連結され、第二〇ギヤ５１と第二一ギヤ５２でメカＰＴＯ出力軸５３を駆動する。 With the above configuration, the forward three speeds and the reverse one speed are changed to the six forward speeds and the reverse two speeds by the high / low two speeds.
A mechanical second PTO shaft 50 is connected to the mechanical first PTO shaft 23 by a mechanical third sleeve 49, and the mechanical PTO output shaft 53 is driven by the second gear 51 and the second first gear 52.

図３は、変速を油圧無段変速装置（ＨＳＴ）で変速を行う仕様の自動変速仕様ミッションケースＨ３の全体側断面図である。この自動変速仕様ミッションケースＨ３は、自動前部ミッションケースＨ３ａと自動後部ミッションケースＨ３ｂとを一体的に連結している。前記メカ変速仕様ミッションケースＭ３とは、自動前部ミッションケースＨ３ａがメカ前部ミッションケースＭ３ａと少し形状を異にし、自動後部ミッションケースＨ３ｂはメカ後部ミッションケースＭ３ｂと同一で共用性がある。   FIG. 3 is an overall side cross-sectional view of an automatic transmission specification transmission case H3 having a specification for changing the speed with a hydraulic continuously variable transmission (HST). This automatic transmission specification transmission case H3 integrally connects an automatic front transmission case H3a and an automatic rear transmission case H3b. The mechanical transmission specification transmission case M3 is different from the mechanical front transmission case M3a in the automatic front transmission case H3a, and the automatic rear transmission case H3b is the same as the mechanical rear transmission case M3b and has commonality.

自動前部ミッションケースＨ３ａ内に油圧無段変速装置６１を装着し、その入力軸６０をエンジン２の出力軸１０と連結している。油圧無段変速装置６１には、第一変速出力軸６２と第二変速出力軸６３が有り、第一変速出力軸６２は第一ギヤ軸６４と自動第一スリーブ６５で連結し、第二変速出力軸６３は自動第一ギヤ６７の連結孔６６に勘合している。   A hydraulic continuously variable transmission 61 is mounted in the automatic front mission case H3a, and its input shaft 60 is connected to the output shaft 10 of the engine 2. The hydraulic continuously variable transmission 61 has a first transmission output shaft 62 and a second transmission output shaft 63. The first transmission output shaft 62 is connected by a first gear shaft 64 and an automatic first sleeve 65 to provide a second transmission. The output shaft 63 is fitted into the connection hole 66 of the automatic first gear 67.

第一ギヤ軸６４の自動第三ギヤ７０は自動第四ギヤ７１と自動第五ギヤ７２を介してＰＴＯクラッチ２０の入力側自動第六ギヤ７３に噛み合っている。ＰＴＯクラッチ２０の自動出力軸７４は自動第一ＰＴＯ軸７６と自動第二スリーブ７５で連結し、さらに、自動第一ＰＴＯ軸７６が自動第二ＰＴＯ軸９３と自動第三スリーブ９２で連結している。   The automatic third gear 70 of the first gear shaft 64 meshes with the input-side automatic sixth gear 73 of the PTO clutch 20 via the automatic fourth gear 71 and the automatic fifth gear 72. The automatic output shaft 74 of the PTO clutch 20 is connected to the automatic first PTO shaft 76 and the automatic second sleeve 75, and the automatic first PTO shaft 76 is connected to the automatic second PTO shaft 93 and the automatic third sleeve 92. Yes.

自動第二ＰＴＯ軸９３には自動小ギヤ９４と自動大ギヤ９７を形成し、自動ＰＴＯ後出力軸１００にスライドするよう設ける自動変速ギヤ９６の大小ギヤ部に噛み合って、ＰＴＯ後出力軸１００を二段に変速する。また、第二ＰＴＯ軸９３の自動大ギヤ９７は、自動カウンタギヤ９８を介して自動ＰＴＯ前出力軸１０１の自動第二クラッチギヤ９９と噛み合っている。   An automatic small gear 94 and an automatic large gear 97 are formed on the automatic second PTO shaft 93, and meshed with a large and small gear portion of an automatic transmission gear 96 provided to slide on the automatic PTO output shaft 100. Shift in two steps. The automatic large gear 97 of the second PTO shaft 93 meshes with the automatic second clutch gear 99 of the automatic PTO front output shaft 101 via the automatic counter gear 98.

第二変速出力軸６３の回転が伝動される自動第一ギヤ６７は自動第二ギヤ６８と噛み合い、自動第二ギヤ６８が取り付けられる自動第一走行軸６９に伝動される。自動第一走行軸６９は自動第三スリーブ１０３で自動第二走行軸１０４に連結され、自動第二走行軸１０４の自動第八ギヤ７８が前記自動第一ＰＴＯ軸７６に遊嵌したギヤ筒１０５にスプライン嵌合する自動第七ギヤ７７と噛み合い、ギヤ筒１０５を回転する。このギヤ筒１０５には、自動第九ギヤ７９、自動第十一ギヤ８２、自動第十三ギヤ８４が一体回転するように設けられ、自動ベベルギヤ軸８８に設ける自動第十ギヤ８０、自動第十二ギヤ８３、自動第十四ギヤ８５とそれぞれ噛み合い、自動シフタ８１をスライドして高速、低速、中速の三段で自動ベベルギヤ軸８８を回転する。変速パターンは、高速―中立―中速―低速で低速から中速へ変速する操作が短く軽快に行える。自動ベベルギヤ軸８８の自動ベベルギヤ８９が後輪軸５の自動ベベルギヤ（図示省略）に噛み合って、後輪７を駆動する。   The automatic first gear 67 to which the rotation of the second transmission output shaft 63 is transmitted meshes with the automatic second gear 68 and is transmitted to the automatic first traveling shaft 69 to which the automatic second gear 68 is attached. The automatic first traveling shaft 69 is connected to the automatic second traveling shaft 104 by the automatic third sleeve 103, and the automatic eighth gear 78 of the automatic second traveling shaft 104 is loosely fitted to the automatic first PTO shaft 76. Meshes with the automatic seventh gear 77 that is spline-fitted to the gear cylinder 105 and rotates the gear cylinder 105. In this gear cylinder 105, an automatic ninth gear 79, an automatic eleventh gear 82, and an automatic thirteenth gear 84 are provided so as to rotate integrally, and an automatic tenth gear 80, an automatic tenth gear provided on an automatic bevel gear shaft 88 are provided. The two gears 83 and the fourteenth automatic gear 85 are engaged with each other, and the automatic shifter 81 is slid to rotate the automatic bevel gear shaft 88 in three stages of high speed, low speed, and medium speed. The speed change pattern is fast, neutral, medium speed and low speed, and the speed change operation from low speed to medium speed is short and easy. An automatic bevel gear 89 of the automatic bevel gear shaft 88 meshes with an automatic bevel gear (not shown) of the rear wheel shaft 5 to drive the rear wheel 7.

自動ベベルギヤ軸８８には自動第十五ギヤ８６が係合し、前記ギヤ筒１０５に遊嵌した自動第十六ギヤ８７を介して自動前輪駆動軸９１の自動第一クラッチギヤ９０に伝動する。   An automatic fifteenth gear 86 is engaged with the automatic bevel gear shaft 88 and is transmitted to the automatic first clutch gear 90 of the automatic front wheel drive shaft 91 via an automatic sixteenth gear 87 loosely fitted to the gear cylinder 105.

以上の構成で、高速、低速、中速の三段で無断に変速されるミッションケースＨ３が構成される。
以上の如く、メカ変速仕様ミッションケースＭ３と自動変速仕様ミッションケースＨ３の構成において、ＰＴＯクラッチ２０は同一部品であり、その周りのメカ変速仕様ミッションケースＭ３の第三ギヤ１９と第六ギヤ１８とメカクラッチ出力軸２６は、自動変速仕様ミッションケースＨ３の自動第五ギヤ７２と自動第六ギヤ７３と自動出力軸７４とそれぞれ同一部品で共用化し、各軸の軸受も同一のものを使用している。 With the above-described configuration, the transmission case H3 that is continuously shifted in three stages of high speed, low speed and medium speed is configured.
As described above, in the configuration of the mechanical transmission specification transmission case M3 and the automatic transmission specification transmission case H3, the PTO clutch 20 is the same component, and the third gear 19 and the sixth gear 18 of the mechanical transmission specification transmission case M3 around the PTO clutch 20 The mechanical clutch output shaft 26 is shared by the same parts as the automatic fifth gear 72, automatic sixth gear 73, and automatic output shaft 74 of the automatic transmission specification transmission case H3, and the same bearing is used for each shaft. Yes.

また、メカＰＴＯ出力軸５３と自動ＰＴＯ後出力軸１００も同一部品であり、メカ変速仕様ミッションケースＭ３の第二一ギヤ５２とメカ第二ＰＴＯ軸５０を自動変速仕様ミッションケースＨ３の自動変速ギヤ９６と自動第二ＰＴＯ軸９３のそれぞれと共用化を図っている。ただ、メカ第二ＰＴＯ軸５０には自動第二ＰＴＯ軸９３の自動大ギヤ９７を形成していないが、加工前の構造が同一である。この部分でも、各軸の軸受も同一のものを使用している。   The mechanical PTO output shaft 53 and the automatic PTO rear output shaft 100 are also the same parts, and the second first gear 52 and the second mechanical PTO shaft 50 of the mechanical transmission specification transmission case M3 are connected to the automatic transmission gear of the automatic transmission specification transmission case H3. 96 and the automatic second PTO shaft 93 are shared. However, although the automatic large gear 97 of the automatic second PTO shaft 93 is not formed on the mechanical second PTO shaft 50, the structure before processing is the same. Even in this portion, the same bearing is used for each shaft.

さらに、メカ変速仕様ミッションケースＭ３における第一七ギヤ４７と第一八ギヤ４５と第一九ギヤ４６及びメカ前輪伝動軸５４が、自動変速仕様ミッションケースＨ３における自動第十五ギヤ８６と自動第十六ギヤ８７と自動第一クラッチギヤ９０及び自動前輪駆動軸９１と同一にして共用化している。   Further, the first seventh gear 47, the first eight gear 45, the first ninety gear 46 and the mechanical front wheel transmission shaft 54 in the mechanical transmission specification transmission case M3 are connected to the automatic fifteenth gear 86 and the automatic first transmission gear 54 in the automatic transmission specification transmission case H3. The sixteenth gear 87, the automatic first clutch gear 90, and the automatic front wheel drive shaft 91 are used in common.

図４は、自動変速仕様ミッションケースＨ３内の油圧無段変速装置６１を作動させる外部入力部分の説明図で、フロアパネル１１０上に左右並べて設ける前進ペダル１１１と後進ペダル１１２の踏み込みによって、油圧無段変速装置６１の自動前部ミッションケースＨ３ａから外部に突出するトラにオン軸１１３を回動して変速する。   FIG. 4 is an explanatory diagram of an external input portion for operating the hydraulic continuously variable transmission 61 in the automatic transmission specification transmission case H3. When the forward pedal 111 and the reverse pedal 112 provided side by side on the floor panel 110 are stepped on, there is no hydraulic pressure. The on-shaft 113 is rotated to a tiger projecting outside from the automatic front transmission case H3a of the step transmission 61 to change the speed.

まず、図４（ａ）において、前進ペダル１１１と後進ペダル１１２は、フロアパネル１１０の側面に設ける第一枢支軸１１４に枢支した前進アーム１１５と後進アーム１１６をフロアパネル１１０の上面に突出させ、その前進アーム１１５と後進アーム１１６の上端に取付けている。前進アーム１１５と後進アーム１１６は第一枢支軸１１４にそれぞれ回動可能にすると共に、第一枢支軸１１４の後側でフロアパネル１１０に設ける第二枢支軸１１９に回動可能に枢支したセンサ筒１２４へ前進リンク１１７と後進リンク１１８で上下から連結している。従って、前進ペダル１１１と後進ペダル１１２は、一方を踏込むと他方が浮き上がる関係に連動することになり、同時に前進ペダル１１１と後進ペダル１１２を踏むことがあれば踏込めず、誤操作の防止になる。   First, in FIG. 4A, the forward pedal 111 and the reverse pedal 112 project the forward arm 115 and the reverse arm 116 pivotally supported by the first pivot shaft 114 provided on the side surface of the floor panel 110 to the upper surface of the floor panel 110. And attached to the upper ends of the forward arm 115 and the reverse arm 116. The forward arm 115 and the reverse arm 116 are respectively rotatable on the first pivot shaft 114 and pivotable on a second pivot shaft 119 provided on the floor panel 110 on the rear side of the first pivot shaft 114. A forward link 117 and a reverse link 118 are connected to the supported sensor cylinder 124 from above and below. Accordingly, when one of the forward pedal 111 and the reverse pedal 112 is depressed, the other is lifted. When the forward pedal 111 and the reverse pedal 112 are depressed at the same time, the forward pedal 111 and the reverse pedal 112 are not depressed, thereby preventing an erroneous operation. .

後進リンク１１８から後方へ設ける第一センサアーム１２１の先端に第一センサピン１２２を設け、前進ペダル１１１と後進ペダル１１２の踏込みによって第一センサピン１２２が第二枢支軸１１９を中心にして回動する。そして、この第一センサピン１２２の動きを検出するポテンショメータからなる変速センサ１２０の検出アーム１２３が係合して、第一センサピン１２２の動きを変速操作情報としてコントローラ１２５に入力する。   A first sensor pin 122 is provided at the tip of a first sensor arm 121 provided rearward from the reverse link 118, and the first sensor pin 122 rotates about the second pivot shaft 119 when the forward pedal 111 and the reverse pedal 112 are depressed. . Then, the detection arm 123 of the shift sensor 120 including a potentiometer that detects the movement of the first sensor pin 122 is engaged, and the movement of the first sensor pin 122 is input to the controller 125 as shift operation information.

また、センサ筒１２４には回動を止めるクルーズコントロールブレーキ１２６を設けて、このクルーズコントロールブレーキ１２６を入りにすると、センサ筒１２４を固定してその固定位置での走行速度を保持するようにしている。   Further, the sensor cylinder 124 is provided with a cruise control brake 126 for stopping the rotation. When the cruise control brake 126 is turned on, the sensor cylinder 124 is fixed and the traveling speed at the fixed position is held. .

なお、図示を省略しているが、前進ペダル１１１と後進ペダル１１２を中立位置に戻すばねを設けて、踏込みを止めると中立位置に戻り、踏込み時の踏込み抵抗としている。このばねは前進ペダル１１１と後進ペダル１１２が連動しているために、一個でよい。   Although not shown, a spring is provided to return the forward pedal 111 and the reverse pedal 112 to the neutral position, and when the stepping is stopped, the spring returns to the neutral position and serves as a stepping resistance when stepping on. One spring is sufficient because the forward pedal 111 and the reverse pedal 112 are interlocked.

コントローラ１２５は、ギヤポンプ１２８から分流バルブ１２９を経てオイルが送られるシリンダ作動バルブ１３０を制御してアシストシリンダ１２７の動作を制御する。
次に、図４（ｂ）において、自動前部ミッションケースＨ３ａから突出するトラニオン軸１１３にカムプレート１３１を固着し、自動前部ミッションケースＨ３ａに取付けたシフトプレート１４３に立設したプレート支軸１３２に枢支した作動アーム１３３と前記カムプレート１３１を長さ調整可能な調整ロッド１３４で連結する。 The controller 125 controls the operation of the assist cylinder 127 by controlling the cylinder operating valve 130 to which oil is sent from the gear pump 128 through the diversion valve 129.
Next, in FIG. 4 (b), a cam plate 131 is fixed to a trunnion shaft 113 protruding from the automatic front mission case H3a, and a plate support shaft 132 erected on a shift plate 143 attached to the automatic front mission case H3a. The operating arm 133 pivotally supported on the cam plate 131 and the cam plate 131 are connected by an adjusting rod 134 having an adjustable length.

自動前部ミッションケースＨ３ａに基部を取付けたアシストシリンダ１２７のロッド１３５を作動アーム１３３の先端に連結している。従って、アシストシリンダ１２７を伸縮させると、作動アーム１３３が回動し、それに伴って、調整ロッド１３４で連結したカムプレート１３１が回動し、トラニオン軸１１３を回動することになる。作動アーム１３３の先端側にアシストシリンダ１２７を連結し基部側に調整ロッド１３４を連結することでアシストシリンダ１２７のロッド１３５の動きを細かくカムプレート１３１に伝え、トラニオン軸１１３の回動角度を細かく調整できる。   A rod 135 of an assist cylinder 127 having a base attached to the automatic front mission case H3a is connected to the tip of the operating arm 133. Therefore, when the assist cylinder 127 is expanded and contracted, the operation arm 133 is rotated, and accordingly, the cam plate 131 connected by the adjustment rod 134 is rotated, and the trunnion shaft 113 is rotated. By connecting the assist cylinder 127 to the distal end side of the operating arm 133 and the adjustment rod 134 to the base side, the movement of the rod 135 of the assist cylinder 127 is finely transmitted to the cam plate 131 and the rotation angle of the trunnion shaft 113 is finely adjusted. it can.

作動アーム１３３には、第二センサアーム１４１を後方へ向けて取り付け、この第二センサアーム１４１の第二センサピン１４２にシフト角センサ１３９のシフト角アーム１４０を係合させて作動アーム１３３の回動即ちトラニオン軸１１３の回動角度を検出するようにしている。なお、シフト角センサ１３９は、同じものを二個並設し、両方の検出値が許容範囲を超えて異なったトラニオン軸１１３の回動角度を検出した場合にどちらかのシフト角センサ１３９が故障したと判定する。   A second sensor arm 141 is attached to the operating arm 133 in a rearward direction, and the shift angle arm 140 of the shift angle sensor 139 is engaged with the second sensor pin 142 of the second sensor arm 141 to rotate the operating arm 133. That is, the rotation angle of the trunnion shaft 113 is detected. Two shift angle sensors 139 are arranged side by side, and when both detected values exceed the allowable range and different rotation angles of the trunnion shaft 113 are detected, one of the shift angle sensors 139 fails. It is determined that

トラニオン軸１１３の中立保持機構は、シフトプレート１４３に枢支したＬ字状アーム１４４の片側アームを自動前部ミッションケースＨ３ａに取り付けたブラケット１４７との間に引掛けるばね１４６で他側アームに設けるローラ１４５をカムプレート１３１の端面に押し付けて、このローラ１４５がカムプレート１３１の端面凹部に入り込むとトラニオン軸１１３が中立位置に戻るようにしている。   The neutral holding mechanism of the trunnion shaft 113 is provided on the other arm with a spring 146 that hooks one arm of the L-shaped arm 144 pivotally supported by the shift plate 143 between the bracket 147 attached to the automatic front mission case H3a. When the roller 145 is pressed against the end surface of the cam plate 131 and the roller 145 enters the end surface recess of the cam plate 131, the trunnion shaft 113 returns to the neutral position.

さらに、シフト角センサ１３９と並列に第二センサピン１４２の動きを検出してトラニオン軸１１３が前進側でオンし後進側でオフとなるシフト角補助センサ（図示省略）を設けて、シフト角センサ１３９が故障により異常値を検出した場合に、アシストシリンダ１２７を作動してシフト角補助センサの検出値がオンからオフ或はオフからオンに切換るようにすることで、トラニオン軸１１３を中立に戻すようにする。   Further, a shift angle auxiliary sensor (not shown) that detects the movement of the second sensor pin 142 in parallel with the shift angle sensor 139 and turns the trunnion shaft 113 on the forward side and off on the reverse side is provided. When an abnormal value is detected due to a failure, the assist cylinder 127 is operated so that the detected value of the shift angle auxiliary sensor is switched from on to off or from off to on, thereby returning the trunnion shaft 113 to neutral. Like that.

なお、シフト角補助センサを設けずに、シフト角センサ１３９が異常値を検出する前の検出値を記憶しこの記憶した検出値からアシストシリンダ１２７を伸縮のどちらへ作動すれば良いかを判定するようにしても良い。この場合には、車速センサ１４８が検出する走行速度が零になることでトラニオン軸１１３が中立に戻ったと判断する。   In addition, without providing the shift angle auxiliary sensor, the detection value before the shift angle sensor 139 detects the abnormal value is stored, and it is determined from which the stored detection value the assist cylinder 127 should be operated. You may do it. In this case, it is determined that the trunnion shaft 113 has returned to neutral when the traveling speed detected by the vehicle speed sensor 148 becomes zero.

図示を省略するが、Ｌ字状アーム１４４のばね１４６を取付けた側のアーム先端にばねとワイヤでブレーレバーを連結して、ブレーキレバーを引くと、Ｌ字状アーム１４４を回動し、ローラ１４５をカムプレート１３１の端面凹部に落とし込んでトラニオン軸１１３を中立位置に戻すようになる。   Although not shown in the drawings, when the brake lever is connected to the tip of the arm of the L-shaped arm 144 on the side where the spring 146 is attached with a spring and a wire and the brake lever is pulled, the L-shaped arm 144 is rotated and the roller 145 is dropped into the recess on the end surface of the cam plate 131 to return the trunnion shaft 113 to the neutral position.

なお、この実施例では、トラニオン軸１１３を回動するアクチュエータとしてアシストシリンダ１２７を用いた構成を示しているが、油圧モータでトラニオン軸１１３を直接回動するような構成で良い。   In this embodiment, the assist cylinder 127 is used as the actuator for rotating the trunnion shaft 113. However, the trunnion shaft 113 may be directly rotated by a hydraulic motor.

作業車（トラクタ）の全体側面図である。It is a whole side view of a work vehicle (tractor). メカ変速仕様ミッションケースの側断面図である。It is a sectional side view of a mechanical transmission specification transmission case. 自動変速仕様ミッションケースの側断面図である。It is a sectional side view of an automatic transmission specification transmission case. 自動変速仕様ミッションケースの側面図で、（ａ）はフロアパネルで覆われた状態、（ｂ）はフロアパネルを除いた状態である。It is a side view of an automatic transmission specification transmission case, (a) is the state covered with the floor panel, (b) is the state except the floor panel.

符号の説明Explanation of symbols

Ｍ３ メカ変速仕様ミッションケース
Ｍ３ａ メカ前部ミッションケース
Ｍ３ｂ メカ後部ミッションケース
Ｈ３ 自動変速仕様ミッションケース
Ｈ３ａ 自動前部ミッションケース
Ｈ３ｂ 自動後部ミッションケース
２３ メカ第一ＰＴＯ軸
５０ メカ第二ＰＴＯ軸
５３ メカＰＴＯ出力軸
５８ メカべベルギヤ軸
５４ メカ前輪伝動軸
５５ カメインギヤ軸
７６ 自動第一ＰＴＯ軸
８８ 自動べベルギヤ軸
９１ 自動前輪駆動軸
９３ 自動第二ＰＴＯ軸
１００ 自動ＰＴＯ後出力軸 M3 Mechanical transmission specification transmission case M3a Mechanical front transmission case M3b Mechanical rear transmission case H3 Automatic transmission specification transmission case H3a Automatic front transmission case H3b Automatic rear transmission case 23 Mechanical first PTO shaft 50 Mechanical second PTO shaft 53 Mechanical PTO output Shaft 58 mechanical bevel gear shaft 54 mechanical front wheel transmission shaft 55 main gear shaft 76 automatic first PTO shaft 88 automatic bevel gear shaft 91 automatic front wheel drive shaft 93 automatic second PTO shaft 100 automatic PTO rear output shaft

Claims (1)

メカ変速仕様ミッションケース（Ｍ３）をメカ前部ミッションケース（Ｍ３ａ）とメカ後部ミッションケース（Ｍ３ｂ）の前後二分割構成とし、自動変速仕様ミッションケース（Ｈ３）を自動前部ミッションケース（Ｈ３ａ）と自動後部ミッションケース（Ｈ３ｂ）の前後二分割構成とし、前記メカ変速仕様ミッションケース（Ｍ３）のメカ後部ミッションケース（Ｍ３ｂ）に設けるメカメインギヤ軸（５５）とメカベベルギヤ軸（５８）の後輪駆動系軸とメカ前輪伝動軸（５４）とメカ第一ＰＴＯ軸（２３）とメカ第二ＰＴＯ軸（５０）とメカＰＴＯ出力軸（５３）のメカＰＴＯ駆動系軸の軸間距離と配置、及び自動変速仕様ミッションケース（Ｈ３）の自動後部ミッションケース（Ｈ３ｂ）の内部に設ける自動ベベルギヤ軸（８８）の自動後輪駆動系軸と自動前輪駆動軸（９１）と自動第一ＰＴＯ軸（７６）と自動第二ＰＴＯ軸（９３）と自動ＰＴＯ後出力軸（１００）の自動ＰＴＯ駆動系軸の軸間距離と配置は、同一の軸間距離と配置構成にしたことを特徴とする作業車の動力伝達装置。   The mechanical transmission specification transmission case (M3) is divided into a front and rear divided structure of a mechanical front transmission case (M3a) and a mechanical rear transmission case (M3b), and the automatic transmission specification transmission case (H3) is combined with an automatic front transmission case (H3a). The automatic rear transmission case (H3b) has a front and rear split configuration, and the rear wheel drive of the mechanical main gear shaft (55) and the mechanical bevel gear shaft (58) provided in the mechanical rear transmission case (M3b) of the mechanical transmission specification transmission case (M3). The inter-axis distance and arrangement of the mechanical PTO drive system shaft of the system shaft, the mechanical front wheel transmission shaft (54), the mechanical first PTO shaft (23), the mechanical second PTO shaft (50), and the mechanical PTO output shaft (53); The automatic bevel gear shaft (88) provided inside the automatic rear transmission case (H3b) of the automatic transmission specification transmission case (H3) Axle distance between automatic PTO drive system axis of rear wheel drive system axis, automatic front wheel drive axis (91), automatic first PTO axis (76), automatic second PTO axis (93) and automatic PTO rear output axis (100) And a power transmission device for a work vehicle, characterized in that the arrangement is the same distance between the axes and the arrangement configuration.
JP2008196541A 2008-07-30 2008-07-30 Power transmission device for work vehicle Expired - Fee Related JP5251337B2 (en)

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN104827894A (en) * 2014-02-07 2015-08-12 本田技研工业株式会社 Power transmission apparatus for vehicle
CN108644324A (en) * 2018-07-20 2018-10-12 重庆嘉木机械有限公司 The gearbox of multifunctional agriculture supervisor

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2002127768A (en) * 2000-10-20 2002-05-08 Yanmar Agricult Equip Co Ltd Transmission
JP2004204905A (en) * 2002-12-24 2004-07-22 Kanzaki Kokyukoki Mfg Co Ltd Frame structure of vehicle
JP2004231050A (en) * 2003-01-30 2004-08-19 Kanzaki Kokyukoki Mfg Co Ltd Frame structure body of vehicle

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2002127768A (en) * 2000-10-20 2002-05-08 Yanmar Agricult Equip Co Ltd Transmission
JP2004204905A (en) * 2002-12-24 2004-07-22 Kanzaki Kokyukoki Mfg Co Ltd Frame structure of vehicle
JP2004231050A (en) * 2003-01-30 2004-08-19 Kanzaki Kokyukoki Mfg Co Ltd Frame structure body of vehicle

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN104827894A (en) * 2014-02-07 2015-08-12 本田技研工业株式会社 Power transmission apparatus for vehicle
CN108644324A (en) * 2018-07-20 2018-10-12 重庆嘉木机械有限公司 The gearbox of multifunctional agriculture supervisor
CN108644324B (en) * 2018-07-20 2024-06-04 重庆嘉木机械有限公司 Gearbox of multifunctional agricultural management machine

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