JPH02209627A - Cooling oil supply structure for frictional transmission part - Google Patents
Cooling oil supply structure for frictional transmission partInfo
- Publication number
- JPH02209627A JPH02209627A JP2848989A JP2848989A JPH02209627A JP H02209627 A JPH02209627 A JP H02209627A JP 2848989 A JP2848989 A JP 2848989A JP 2848989 A JP2848989 A JP 2848989A JP H02209627 A JPH02209627 A JP H02209627A
- Authority
- JP
- Japan
- Prior art keywords
- oil
- viscosity
- cooling oil
- oil supply
- transmission part
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 238000001816 cooling Methods 0.000 title claims abstract description 31
- 230000005540 biological transmission Effects 0.000 title claims abstract description 24
- 238000001514 detection method Methods 0.000 claims description 13
- 230000007246 mechanism Effects 0.000 claims description 7
- 239000012528 membrane Substances 0.000 description 4
- 238000010586 diagram Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 230000000994 depressogenic effect Effects 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
Landscapes
- Auxiliary Drives, Propulsion Controls, And Safety Devices (AREA)
- Mechanical Operated Clutches (AREA)
Abstract
Description
【発明の詳細な説明】
〔産業上の利用分野〕
本発明は、湿式多板式の摩擦伝動部に対して冷却用油を
強制供給するための給油路を形成してある摩擦伝動部の
冷却用油供給構造に関する。[Detailed Description of the Invention] [Industrial Field of Application] The present invention is directed to a wet-type multi-plate friction transmission unit for cooling a friction transmission unit, which has an oil supply path for forcibly supplying cooling oil to the friction transmission unit. Regarding oil supply structure.
従来における上記冷却用油供給構造では、冷却用油を前
記給油路を介して、常時、供給するよう構成してあった
。The conventional cooling oil supply structure described above is configured to constantly supply cooling oil through the oil supply path.
上記従来構造では、例えば冷却用油の温度が低（なって
油の粘度が高くなると、前記摩擦伝動部が非伝動状態に
設定してある場合であっても油の粘性による連れ回り現
象が生じ、停止すべき作業装置が低速で駆動され、危険
である等の問題が生じていた。In the conventional structure described above, for example, when the temperature of the cooling oil becomes low (and the viscosity of the oil increases), even if the friction transmission section is set to a non-transmission state, a rotation phenomenon occurs due to the viscosity of the oil. , the work equipment that should be stopped was driven at a low speed, causing problems such as being dangerous.
本発明の目的は、上記不具合点を解消する点にある。An object of the present invention is to eliminate the above-mentioned disadvantages.
本発明の特徴は、冒頭に記載した摩擦伝動部の冷却用油
供給構造において、冷却用油の粘度又は冷却用油の湿度
を検出する検出手段を備えるとともに、前記検出手段が
、冷却用油の粘度が設定値よりも大となったこと又は冷
却用油の温度が設定値よりも低くなったことを検出する
と、その検出結果に基づい”Ｃ摩擦伝動部への冷却用油
の供給を停止する給油停止機構を備えてある点にあり、
その作用・効果は次の通りである。A feature of the present invention is that the cooling oil supply structure for the friction transmission section described at the beginning includes a detection means for detecting the viscosity of the cooling oil or the humidity of the cooling oil, and the detection means When it is detected that the viscosity has become higher than the set value or the temperature of the cooling oil has become lower than the set value, the supply of cooling oil to the C friction transmission part is stopped based on the detection results. It is equipped with a refueling stop mechanism,
Its actions and effects are as follows.
つまり、前記検出手段によって冷却用油の粘度が大きく
なったことを検出するか、又は、油の温度を検出して間
接的に粘度が大きくなったことを検出して、前記給油停
止機構が摩擦伝動部に対する粘度の大きな冷却用油の供
給を停止するので、摩擦伝動部に対しては、常に粘度の
低い油だけが供給されることになる。That is, by detecting that the viscosity of the cooling oil has increased by the detection means, or by detecting the temperature of the oil and indirectly detecting that the viscosity has increased, the oil supply stop mechanism is activated to prevent friction. Since the supply of high viscosity cooling oil to the transmission part is stopped, only low viscosity oil is always supplied to the friction transmission part.
従って、本発明によれば、摩擦伝動部に対して粘度の低
い油だけで冷却作用を為すことになり、連れ回りの生じ
るおそれが少なく安全性の向上が図れることとなった。Therefore, according to the present invention, only the oil with low viscosity acts to cool the friction transmission part, and there is less risk of entrainment, thereby improving safety.
以下、本発明の実施例を図面に基づいて説明する。 Embodiments of the present invention will be described below based on the drawings.
第３図に乗用型農用トラクタを示している。Figure 3 shows a riding type agricultural tractor.
この農用トラクタは、前後に夫々左右一対の車輪（ｌ）
、（２）を備え、機体前部のボンネット（３）内にエン
ジン（４）を搭載するとともに、このエンジン（４）の
動ツノを後部のミッションケース（５）を介して各車輪
（ｌ）、（２）に供給するよう構成し、機体の中央上部
に、操縦部（６）を配設してある。This agricultural tractor has a pair of left and right wheels (l) at the front and rear.
, (2), and an engine (4) is mounted inside the hood (3) at the front of the aircraft, and the moving horns of this engine (4) are connected to each wheel (l) through a transmission case (5) at the rear. , (2), and a control section (6) is disposed at the upper center of the fuselage.
前記操縦部（６）における右側下方には、左右の後車輪
（２）、（２）の駆動部に各別に備えた操向用制動装置
（７ａ）、 （７ｂ）を、各別に操作可能な左右一対の
操向用ブレーキペダル（８ａ）、 （８ｂ）を設けであ
る。第２図に示すように、各ブレーキペダル（８ａ）、
（８ｂ）は前部上方の横軸芯（ｐ＋）周りで踏込み回
動操作するよう構成するとともに、各ブレ−キペダル（
８ａ）、 （８ｂ）と各制動装置（７ａ）。At the lower right side of the steering section (6), there are steering braking devices (7a) and (7b) provided for the drive sections of the left and right rear wheels (2) and (2), respectively, which can be operated separately. A pair of left and right steering brake pedals (8a) and (8b) are provided. As shown in FIG. 2, each brake pedal (8a),
(8b) is configured to be depressed and rotated around the horizontal axis (p+) at the upper front part, and each brake pedal (
8a), (8b) and each braking device (7a).
（７ｂ）とを操作ワイヤ（９ａ）、 （９ｂ）を介して
連動連係させである。詳述すると、右側ブレーキペダル
（８ａ）の回動ボス（ｌＯ）から前方に向けて駆動アー
ム（ｌ■）を一体的延設し、この駆動アーム（ｌ１）の
揺動端と右側制動装置（７ａ）の操作アーム（ｌ２ａ）
とを操作ワイヤ（９ａ）で連動連結してある。一方、左
側ブレーキペダル（８ａ）のペダルアーム（ｌ３）の途
中位置と、機台（ｌ６）上に横向きに配備して前後軸芯
（Ｐ２）周りで天秤揺動自在な連係アーム（ｌ５）の一
端とをロッド（ｌ６）を介して枢支連結するとともに、
連係アーム（ｌ５）の他端と左側の制動装置（７ｂ）の
操作アーム（ｌ２ａ）とを操作ワイヤ（９ｂ）で連動連
結してある。このように、機体右側に配備したブレーキ
ペダル（８ｂ）と機体左側後方に位置する制動装置（７
ｂ）とを円滑操作可能にワイヤ連係させである。(7b) are interlocked and linked via operation wires (9a) and (9b). To be more specific, a drive arm (l■) is integrally extended forward from the rotation boss (lO) of the right brake pedal (8a), and the swinging end of this drive arm (l1) and the right braking device ( 7a) operating arm (l2a)
are interlocked and connected by an operating wire (9a). On the other hand, the middle position of the pedal arm (l3) of the left brake pedal (8a) and the linking arm (l5), which is placed horizontally on the machine base (l6) and whose balance can swing freely around the front-rear axis (P2). One end is pivotally connected via a rod (l6), and
The other end of the linking arm (l5) and the operating arm (l2a) of the left braking device (7b) are interlocked and connected by an operating wire (9b). In this way, the brake pedal (8b) located on the right side of the aircraft and the braking device (7b) located on the rear left side of the aircraft
(b) and wires are linked together for smooth operation.
前記ミッションケース（５）の後上部には、機体後部に
着脱自在に連結される、例えばロークリ耕耘装置（図示
せず）を昇降駆動するためのリフトアーム（ｌ７）を横
軸芯周りに揺動自在に取付けるとともに、このリフトア
ーム（ｌ７）を駆動揺動させるための油圧シリンダ（ｌ
８）を配備してある。又、ミッションケース（５）の後
部面から後方に向けて耕耘装置を駆動するための動力取
出し軸（ｌ９）を突設し、この動力取出し軸（ｌ９）に
対する動力系に断続操作可能な摩擦伝動部の一例である
湿式多板摩擦クラッチ（２０）を介装してある。At the rear upper part of the mission case (5), there is a lift arm (l7) that is detachably connected to the rear of the aircraft body and swings around a horizontal axis, for example, for driving a rotary tiller (not shown) up and down. A hydraulic cylinder (l7) is attached to the lift arm (l7) to drive and swing the lift arm (l7).
8) has been deployed. In addition, a power take-off shaft (l9) for driving the tilling device is provided protruding rearward from the rear surface of the mission case (5), and a friction transmission that can be operated intermittently is connected to the power system for this power take-off shaft (l9). A wet-type multi-disc friction clutch (20), which is an example of the above, is interposed.
そして、前記湿式多板摩擦クラッチ（２０）に対して冷
却用油を強制供給するための給油路（ｌ１）を形成して
ある。An oil supply path (l1) is formed for forcibly supplying cooling oil to the wet multi-disc friction clutch (20).
詳述すると、第１図に示すように、エンジン（４）の動
力によって駆動され、ミッションケース（５）内の貯留
浦を吸引する一対の油圧ポンプ（２１）、 （２２）を
配備し、一方の油圧ポンプ（２１）からの圧油は作業装
置昇降制御用バルブ（Ｖ＋）を介して前記油圧シリンダ
（ｌ８）に供給するよう構成するとともに、油圧シリン
ダ（ｌ８）からの排油はミッションケース（５）内に排
出するよう構成してある。又、他方の油圧ポンプ（２２
）からの圧油は、操縦部（６）におけるステアリングハ
ンドル（２３）の回動操作の補助動力を与えるパワース
テアリング用油圧装置（２４）に供給するよう構成する
とともに、このパワーステアリング用油圧装置（２４）
からの戻り油を、前記給油路（ｌ、）を介して、ミッシ
ョンケース（５）内に配設した前記多板摩擦クラッチ（
２０）の摩擦作用部に強制供給して冷却させた後、ミッ
ションケース（５）内に戻すよう構成してある。Specifically, as shown in Fig. 1, a pair of hydraulic pumps (21) and (22) are provided which are driven by the power of the engine (4) and suck the reservoir in the transmission case (5). Pressure oil from the hydraulic pump (21) is supplied to the hydraulic cylinder (l8) via the work equipment elevation control valve (V+), and drained oil from the hydraulic cylinder (l8) is supplied to the transmission case (l8). 5) It is configured to discharge into the interior. Also, the other hydraulic pump (22
The pressure oil from the power steering hydraulic system ( 24)
The oil returned from
After being forcibly supplied to the friction acting section (20) and cooled, it is returned into the transmission case (5).
そして、冷却用油の粘度を検出する検出手段を備えると
ともに、この検出手段が、冷却用油の粘度が設定値より
も大となったことを検出すると、その検出結果に基づい
て前記多板摩擦クラッチ（２０）への冷却用油の供給を
停止する給油停止機構としての制御バルブ（Ｖ２）を前
記給油路（ｌ１）に介装してある。The detection means detects the viscosity of the cooling oil, and when the detection means detects that the viscosity of the cooling oil has become larger than a set value, the multi-plate friction is detected based on the detection result. A control valve (V2) serving as an oil supply stop mechanism for stopping the supply of cooling oil to the clutch (20) is interposed in the oil supply path (11).
詳述すると、前記油圧ポンプ（２１）、 （２２）の吸
入油路（ｌ２）内にパイプ（２５）を介して連通ずる気
密室（Ｑ）を有するとともに、この気密室（Ｑ）の−側
壁を形成する可動膜（２６）を備えたダイヤフラム機構
（２７）を設け、油の粘度が大になるに伴い前記吸入油
路（ｌ２）内つまりは前記気密室（Ｑ）内の負圧が大と
なって可動膜（２６）が気密室（Ｑ）側に変位するよう
構成して前記検出手段を構成してある。そして、前記可
動膜（２６）と前記制御バルブ（Ｖ２）の摺動スプール
（２８）とを連動連結してある。前記摺動スプール（２
８）は、バネ（２９）によって給油路（ｌ、）が連通ず
る操作位置（ａ）側に付勢してあり、油の粘性が低い場
合は、連通操作位置（ａ）にあるよう設定してある。そ
して、上記したように、油の粘度が設定値よりも大にな
ると、前記可動膜（２６）が前記バネ（２９）のバネ力
に抗して変位して摺動スプール（２８）を給油停止位置
（ｂ）に操作するよう構成してある。Specifically, the hydraulic pumps (21) and (22) have an airtight chamber (Q) that communicates with the suction oil passage (l2) through a pipe (25), and a side wall of the airtight chamber (Q). A diaphragm mechanism (27) equipped with a movable membrane (26) that forms a The movable membrane (26) is thus configured to be displaced toward the airtight chamber (Q), thereby configuring the detection means. The movable membrane (26) and the sliding spool (28) of the control valve (V2) are interlocked and connected. The sliding spool (2
8) is biased by a spring (29) toward the operating position (a) where the oil supply path (l,) is communicated, and when the viscosity of the oil is low, it is set to the communicating operating position (a). There is. As described above, when the viscosity of the oil becomes higher than the set value, the movable membrane (26) is displaced against the spring force of the spring (29), and the sliding spool (28) is stopped from being oiled. It is configured to be operated in position (b).
このようにして、油の粘度が大きいときは前記摩擦クラ
ッチ（２０）に対する冷却油の供給を停止して、油の粘
性に起因する連れ回りを未然に防止するよう考慮してあ
る。In this way, when the viscosity of the oil is high, the supply of cooling oil to the friction clutch (20) is stopped to prevent entrained rotation due to the viscosity of the oil.
■ 前記吸入油路（ｌ２）に、エンジン始動時の一定時
間のみ作用する絞り手段を設け、負圧検出精度を向上さ
せてもよい。(2) The suction oil passage (l2) may be provided with a throttle means that acts only for a certain period of time when the engine is started, thereby improving the accuracy of negative pressure detection.
■ 第４図に示すように、冷却用油の温度を検出する油
温検出器（２７ａ）と、油温と粘性との特性変化を考慮
して油温が設定値よりも低くなったことを検知すると、
前記制御バルブ（Ｖ２）を給油停止位置（ｂ）に操作す
る制御器（２７ｂ）とから成る検出手段（２７）により
前記検出手段を構成してもよい。■ As shown in Figure 4, the oil temperature detector (27a) detects the temperature of the cooling oil and detects when the oil temperature has become lower than the set value, taking into account changes in the characteristics of oil temperature and viscosity. When detected,
The detection means may be constituted by a detection means (27) comprising a controller (27b) for operating the control valve (V2) to the refueling stop position (b).
前記摩擦伝動部は、上記した動力取出し軸（ｌ９）の多
板摩擦クラッチ（２０）に限らず、他の摩擦式動力断続
機構を適用できる。The friction transmission section is not limited to the multi-plate friction clutch (20) of the power take-off shaft (19) described above, but other friction-type power intermittent mechanisms can be applied.
尚、特許請求の範囲の項に図面との対照を便利にする為
に符号を記すが、該記入により本発明は添付図面の構造
に限定されるものではない。Incidentally, although reference numerals are written in the claims section for convenient comparison with the drawings, the present invention is not limited to the structure shown in the accompanying drawings.
図面は本発明に係る摩擦伝動部の冷却用油供給構造の実
施例を示し、第１図は油圧回路図、第２図はブレーキ操
作構造を示す斜視図、第３図は農用トラクタの全体側面
図、第４図は別実施例の油圧回路図である。
（２０）・・・・・・摩擦伝動部、（２７）”・・・・
・検出手段、（ｌ、）・・・・・・給油路、（Ｖ２）・
・・・・・給油停止機構。The drawings show an embodiment of a cooling oil supply structure for a friction transmission part according to the present invention, in which Fig. 1 is a hydraulic circuit diagram, Fig. 2 is a perspective view showing a brake operation structure, and Fig. 3 is an overall side view of an agricultural tractor. 4 are hydraulic circuit diagrams of another embodiment. (20)...Friction transmission part, (27)"...
・Detection means, (l,)... Oil supply path, (V2)・
...Refueling stop mechanism.
Claims (1)
制供給するための給油路（ｌ＿１）を形成してある摩擦
伝動部の冷却用油供給構造であって、冷却用油の粘度又
は冷却用油の湿度を検出する検出手段（２７）を備える
とともに、前記検出手段（２７）が、冷却用油の粘度が
設定値よりも大となったこと又は冷却用油の温度が設定
値よりも低くなったことを検出すると、その検出結果に
基づいて摩擦伝動部（２０）への冷却用油の供給を停止
する給油停止機構（Ｖ＿２）を備えてある摩擦伝動部の
冷却用油供給構造。A cooling oil supply structure for a friction transmission part, which has an oil supply path (l_1) for forcibly supplying cooling oil to a wet multi-plate friction transmission part (20), and the viscosity of the cooling oil is Alternatively, the detecting means (27) detects the humidity of the cooling oil, and the detecting means (27) detects that the viscosity of the cooling oil has become higher than a set value or the temperature of the cooling oil has reached a set value. Cooling oil supply to the friction transmission part is equipped with an oil supply stop mechanism (V_2) that stops the supply of cooling oil to the friction transmission part (20) based on the detection result when it is detected that the temperature has become lower than structure.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2848989A JPH02209627A (en) | 1989-02-07 | 1989-02-07 | Cooling oil supply structure for frictional transmission part |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2848989A JPH02209627A (en) | 1989-02-07 | 1989-02-07 | Cooling oil supply structure for frictional transmission part |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH02209627A true JPH02209627A (en) | 1990-08-21 |
Family
ID=12250078
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2848989A Pending JPH02209627A (en) | 1989-02-07 | 1989-02-07 | Cooling oil supply structure for frictional transmission part |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH02209627A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE10306895A1 (en) * | 2003-02-18 | 2004-09-02 | Volkswagen Ag | Method for controlling the coolant supply of a clutch of a motor vehicle |
| EP1550820A2 (en) * | 2001-01-12 | 2005-07-06 | ZF Sachs AG | Vehicle with a drivetrain having a multiple clutch device |
-
1989
- 1989-02-07 JP JP2848989A patent/JPH02209627A/en active Pending
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP1550820A2 (en) * | 2001-01-12 | 2005-07-06 | ZF Sachs AG | Vehicle with a drivetrain having a multiple clutch device |
| US7287443B2 (en) | 2001-01-12 | 2007-10-30 | Volkswagen Ag | Motor vehicle comprising a drive train having a multiple clutch drive |
| EP1550820B1 (en) * | 2001-01-12 | 2007-10-31 | ZF Sachs AG | Vehicle with a drivetrain having a multiple clutch device |
| DE10306895A1 (en) * | 2003-02-18 | 2004-09-02 | Volkswagen Ag | Method for controlling the coolant supply of a clutch of a motor vehicle |
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