JPS62268736A - Transmission device for tractor - Google Patents

Abstract

PURPOSE:To make a transmission device smaller in size, by constructing a speed change mechanism by providing first and second speed change shafts and a PTO shaft supported axially in parallel and causing the first speed change shaft to mesh with a gear of the PTO shaft and constructing another speed change mechanism by causing a gear of the first speed change shaft to mesh with a gear of the second speed change shaft. CONSTITUTION:A transmission case 4 has an input shaft 7, first and second main speed change shafts S1, S2, an auxiliary speed change shaft S3, a PTO shaft S4 and a front wheel drive shaft S5 disposed in parallel in it. A drive gear G23 fixed to the second main speed change shaft S2 is meshed with driven gears G13, G43 detachably engaged with the first main speed change shaft S1 and the PTO shaft S4 with plays for constructing a speed change mechanism. A gear G24 integrally forming a drive gear for a high automobile speed and a drive gear for a backward travel or a low automobile speed is engaged with the second main speed change shaft S2 with a play and the gear G24 is meshed at all times with a driven gear G14 for a high automobile speed and a driven gear G1R for a backward travel or a low automobile speed which are engaged with the first main speed change shaft S1 with plays for constructing a speed change mechanism.

Description

【発明の詳細な説明】 Ｌ】ユＪυＵ１立１ 本発明は、例えば農業用のトラクタにおける変速装置に
関するものである。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a transmission device for, for example, an agricultural tractor.

１久及韮 一般に車両においては、エンジンの出力を効果的に利用
するために、エンジンで発生したトルクを駆動車輪等へ
伝達する動力伝達系中に変速装置を設け、エンジンの回
転数と車輪の回転数の比を走行条件に応じて種々に変え
られるようにしである。1. Generally, in vehicles, in order to effectively utilize the output of the engine, a transmission is installed in the power transmission system that transmits the torque generated by the engine to the drive wheels, etc., and changes the speed of the engine and the wheel speed. This allows the ratio of rotational speeds to be varied in accordance with driving conditions.

上記変速装置は、互いに平行に配設した２＠を種々の歯
数比の歯車対を介して選択的に連結するようにしたもの
が多いが、一方の軸の歯車を該軸に空転可能に’Ｆｔ嵌
して！３き、この歯車に隣接して該軸に取付けられた油
圧クラッチを係合させることにより、前記歯車を油圧ク
ラッチを介して軸に連結し、このようにして軸に連結さ
れた歯車を通じて他方の軸に回転を伝達するようにした
ものがある。Most of the above-mentioned transmissions have gears arranged parallel to each other that are selectively connected via pairs of gears with various tooth ratios, but the gears on one shaft can be freely rotated on that shaft. 'Ft fit! 3. By engaging a hydraulic clutch mounted on the shaft adjacent to this gear, said gear is connected to the shaft via the hydraulic clutch, and the other gear is thus connected to the shaft through the gear. There are some that transmit rotation to the shaft.

さらに、農業用トラクタ等の変速装置においては、車輪
に動力を変速伝達する変速軸のほかに、該トラクタの後
部に連結されるロータリ作業機等の作業機に動力を伝達
するためのＰＴＯ軸が設けられており、このＰＴＯ軸に
も各種の変速機構を介して動力が伝達されるようになっ
ている。Furthermore, in transmission devices such as agricultural tractors, in addition to a transmission shaft that transmits power to the wheels at variable speeds, there is also a PTO shaft that transmits power to a working machine such as a rotary working machine connected to the rear of the tractor. Power is also transmitted to this PTO shaft via various transmission mechanisms.

し　　　　と　　　　。し　　　　　　　　.

本発明は、このような従来のトラクタ用変速装置を改良
し、使用する歯車および油圧クラッチの個数を減少させ
て、装置全体を小型で簡潔にしようとするものである。The present invention aims to improve such a conventional tractor transmission, reduce the number of gears and hydraulic clutches used, and make the entire device compact and simple.

口　　　　　　　ための　　　　　〜 このため、本発明においては、走行車輪側に接続された
第１主変速軸と、エンジン側に接続された第２主変速軸
と、作動機に動力を伝達するＰＴＯ軸とを備えたトラク
タ用変速装置において、前記第２主変速軸に固定された
１つの駆動歯車に前記第１主変速軸およびＰＴＯ軸にそ
れぞれ係脱自在に遊嵌された各被駆動歯車を常時噛合わ
させて成る変速機構と、高車速用の駆動歯車と後進用も
しくは低車速用の駆動歯車とを一体に形成して前記第２
主変速軸に遊嵌するとともにこれを油圧クラッチを介し
て該第２主変速軸に係脱自在とし、かつ前記第１主変速
軸に係脱自在に遊嵌された高車速用の被駆動歯車および
後進用もしくは低車速用被駆動歯車をそれぞれ前記高車
速用駆動歯車および後進用もしくは低重速用駆動歯車に
常時噛合わさせて成る変速機構とを備えている。For this reason, in the present invention, the first main transmission shaft connected to the traveling wheel side, the second main transmission shaft connected to the engine side, and the PTO shaft that transmits power to the actuator are In the tractor transmission device, each driven gear loosely fitted to the first main transmission shaft and the PTO shaft, respectively, is always meshed with one driving gear fixed to the second main transmission shaft. A transmission mechanism comprising a transmission mechanism, a drive gear for high vehicle speeds, and a drive gear for reverse or low vehicle speeds are integrally formed.
A driven gear for high speeds which is loosely fitted to the main transmission shaft and is freely engageable and disengageable from the second main transmission shaft via a hydraulic clutch, and is loosely fitted to the first main transmission shaft so as to be freely engageable and disengageable. and a transmission mechanism in which a reverse or low speed driven gear is always meshed with the high speed drive gear and the reverse or low heavy speed drive gear, respectively.

上記本発明装置における前者の変速機構においては、第
１主変速軸およびＰＴＯ軸に遊嵌された被駆動歯車を適
宜対応する軸に保合連結させることにより、第２主変速
軸から第１主変速軸またはＰＴＯ軸へ、もしくはこれら
両輪へ同時に動力を伝達できるが、第２主変速軸には第
１主変速軸およびＰＴＯ軸の２つの軸に対して唯１個の
駆＋ＪＪＩ歯車を設けるだけでよい。In the former transmission mechanism of the device of the present invention, the driven gear loosely fitted to the first main transmission shaft and the PTO shaft is securely connected to the corresponding shaft as appropriate, so that the second main transmission shaft is connected to the first main transmission shaft. Power can be transmitted to the transmission shaft or PTO shaft, or to both wheels at the same time, but only one drive + JJI gear is provided on the second main transmission shaft for the two axes, the first main transmission shaft and the PTO shaft. That's fine.

後者の変速機構においては、第１主変速軸に遊嵌された
高車速用被駆動歯車および後進用もしくは低車速用被駆
動歯車のいずれかを第１主変速軸に係合連結させて、第
２主変速軸側の油圧クラッチを係合させ、該クラッチを
介して第２主変速軸に遊嵌した一体の駆動歯車を該第２
主変速軸に連結させれば、第１主変速軸はいずれの被駆
動歯車が連結されているかによって、高車速または後進
（低車速）に応じた速度および回転方向で回転駆動され
る。この変速動作は油圧クラッチにより行われるので円
滑かつ静粛に行われる。また、被駆動歯車を第１主変速
軸に係脱する際には、被駆動歯車と駆動＠車とはいずれ
の軸からも駆動されておらず空転状態にあるので、係脱
が容易で異音も発生し難く、耐久性も向上するという利
点がある。In the latter transmission mechanism, either a high vehicle speed driven gear or a reverse or low vehicle speed driven gear loosely fitted to the first main transmission shaft is engaged and connected to the first main transmission shaft. The hydraulic clutch on the second main transmission shaft side is engaged, and the integrated drive gear loosely fitted to the second main transmission shaft is moved through the clutch to the second main transmission shaft.
When connected to the main transmission shaft, the first main transmission shaft is rotationally driven at a speed and rotation direction corresponding to high vehicle speed or reverse (low vehicle speed) depending on which driven gear is connected. This speed change operation is performed smoothly and quietly because it is performed by a hydraulic clutch. In addition, when engaging and disengaging the driven gear from the first main transmission shaft, the driven gear and the drive wheel are not being driven by either shaft and are in a idling state, so engagement and disengagement is easy and noise is generated. This has the advantage of being less likely to occur and improving durability.

さらに高車速から後進もしくは低車速への切換え、また
はこの逆の切換えは直接相ついで行われることはなく、
中間速度への切換えを挟んで行われるので、上記のよう
にして１つの油圧クラッチを高車速および後進もしくは
低車速への切換えに共用しても、操作上支障はない。Furthermore, switching from high vehicle speed to reverse or low vehicle speed, or vice versa, is not done in direct succession;
Since switching to an intermediate speed is performed in between, there is no problem in operation even if one hydraulic clutch is shared for high vehicle speed and switching to reverse or low vehicle speed as described above.

支ＪＬＪＩ 以下、本発明を図示の実施例について説明する。Branch JLJI Hereinafter, the present invention will be described with reference to illustrated embodiments.

第１図は本発明を適用した農業用トラクタの側面図で、
１は後輪、２は前輪である。車体の前部にエンジン３が
搭載されており、後部にミッションケース４が搭載され
ている。エンジン３の出力軸は減速歯車５を介してプロ
ペラシャフト６に接続され、プロペラシャフト６は車体
下部を後方に伸びてミッションケース４の入力軸７に連
結されている。ミッションケース４は一部を断片的に示
した車体フレーム８に固定されており、内部に後述する
動力伝達装置が内蔵されている。前記入力軸７に入力さ
れたエンジン動力は、上記動力伝３！装置を経て適宜変
速された後、後車軸９、ＰＴＯ軸Ｓ４および前輪駆動軸
Ｓ５に出力される。ＰＴＯ軸＄４はこの］・ラクタの後
部に連結されるロータリ作業機等の作業機に動力を伝達
する。前輪駆動軸８５は前輪駆動プロペラシャフト１０
を介して前輪２に動力を伝達する。１１は油圧シリンダ
で、リフトアーム１２を介して前記作業機をＲ降ざＶる
。FIG. 1 is a side view of an agricultural tractor to which the present invention is applied.
1 is the rear wheel, and 2 is the front wheel. An engine 3 is mounted on the front part of the vehicle body, and a transmission case 4 is mounted on the rear part. The output shaft of the engine 3 is connected to a propeller shaft 6 via a reduction gear 5, and the propeller shaft 6 extends rearward from the lower part of the vehicle body and is connected to an input shaft 7 of the transmission case 4. The transmission case 4 is fixed to a vehicle body frame 8, a part of which is shown in fragmentary form, and has a built-in power transmission device, which will be described later. The engine power input to the input shaft 7 is transferred to the power transmission 3! After being suitably shifted through the device, it is output to the rear axle 9, PTO shaft S4, and front wheel drive shaft S5. The PTO shaft $4 transmits power to a working machine such as a rotary working machine connected to the rear of the tractor. The front wheel drive shaft 85 is the front wheel drive propeller shaft 10
The power is transmitted to the front wheels 2 via. Reference numeral 11 denotes a hydraulic cylinder that lowers the working machine via a lift arm 12.

１３は座席、１４はハンドルである。13 is a seat, and 14 is a handle.

第２図はミッションケース４内の動力伝達装置を示す断
面図であるが、図示のように入力軸７、第１主変速＠Ｓ
１、第２主変速＠Ｓ２、副変速軸Ｓ３、ＰＴＯ１１１Ｓ
４、前輪駆動軸Ｓ５の各軸が互いに平行に配列されてい
る。ただしこれらの軸は第２図に示すように一平面内に
上下に配列されているわけではない。第３図に各軸の実
際の配置関係が示されているが、例えば第１主変速軸Ｓ
１と第２主変速軸Ｓ２とはほぼ同じ高さで左右に並べて
配置されており、副変速軸Ｓ３と前輪駆動軸Ｓ５もほぼ
同じ高さで前記第１主変速軸Ｓ１、第２主変速軸Ｓ２の
やや左下寄りに左右に並べて配置されている。そしてＰ
ＴＯ軸８４は最上方位置に配置されている。FIG. 2 is a sectional view showing the power transmission device inside the mission case 4, and as shown in the figure, the input shaft 7, the first main transmission @S
1. 2nd main shift @S2, sub-shift shaft S3, PTO111S
4. The front wheel drive shafts S5 are arranged parallel to each other. However, these axes are not arranged one above the other in one plane as shown in FIG. Fig. 3 shows the actual arrangement of the respective axes. For example, the first main transmission shaft S
1 and the second main transmission shaft S2 are arranged side by side on the left and right at almost the same height, and the sub-transmission shaft S3 and the front wheel drive shaft S5 are also arranged at approximately the same height. They are arranged side by side slightly to the lower left of the axis S2. and P
The TO axis 84 is located at the uppermost position.

前述のようにプロへラシャフト６に連結された入力軸７
は、ミッションケース４とこれに固定されたクラッヂハ
ウジング１５とに軸受を介して回転自在に枢支されてお
り、この入力軸７にスプロケット１６が固定されている
。入力軸７は温式多板型の主クラッチ１７に設けられた
スプロケット１８にチェノを介してエンジン動力を伝達
する。The input shaft 7 is connected to the professional shaft 6 as described above.
is rotatably supported by a transmission case 4 and a clutch housing 15 fixed thereto via bearings, and a sprocket 16 is fixed to this input shaft 7. The input shaft 7 transmits engine power to a sprocket 18 provided on a main clutch 17 of a warm type multi-disc type via a chain.

主クラッチ１７はミッションケース４に玉軸受１９を介
して枢支されたクラッチ軸２０を有し、前記スプロケッ
ト１８はこのクラッチ＠２０にニードル軸受２１を介し
て相対的に回転自在に軸支されている。The main clutch 17 has a clutch shaft 20 that is pivotally supported to the transmission case 4 via a ball bearing 19, and the sprocket 18 is rotatably supported by the clutch @20 via a needle bearing 21. There is.

スプロケット１８にはクラッチ接続時の衝撃を吸収すべ
くばね部材２２を介して有底筒状の駆動部材２３が固着
されており、該駆動部材２３の内周面にスプラインを介
して複数の駆動クラッチ板２４が軸線方向に変位可能に
受容されている。クラッチ軸２０にはまた、はぼ有底筒
状の被駆動部材２５が一体的に固着されている。そして
この被駆動部材２５の外周面にスプラインを介して複数
の被駆動クラッチ板２６が軸線方向に変位可能に受容さ
れており、これらの被駆動クラッチ板２６と前記駆動ク
ラッチ板２４とは交互に配列されている。被駆動部材２
５の端部に設けられたフランジ２５ａとほぼ同一直径の
円板状の圧接板２７が被駆動部材２５と一体的に回転し
、しかも軸線方向へ相対的“に変位できるように設けら
れている。A bottomed cylindrical drive member 23 is fixed to the sprocket 18 via a spring member 22 in order to absorb the impact when the clutch is connected, and a plurality of drive clutches are connected to the inner peripheral surface of the drive member 23 via splines. A plate 24 is axially displaceably received. A cylindrical driven member 25 with a hollow bottom is also integrally fixed to the clutch shaft 20 . A plurality of driven clutch plates 26 are received on the outer circumferential surface of the driven member 25 via splines so as to be displaceable in the axial direction, and these driven clutch plates 26 and the driving clutch plates 24 are arranged alternately. Arranged. Driven member 2
A disc-shaped pressure contact plate 27 having approximately the same diameter as the flange 25a provided at the end of the drive member 25 is provided so as to rotate integrally with the driven member 25 and to be relatively displaceable in the axial direction. .

圧接板２７は被ｊ！１８動部材２５の底壁部に設けられ
た孔を貫通して突出するボス２８を有し、このボス２８
の端面にリフタプレート２９が固着されている。このリ
フタプレート２９と被駆動部材２５の底壁面との間には
コイルばね３０が挟設されており、通常は被駆動部材２
５のフランジ２５ａと圧接板２７とを近接させる方向、
すなわち駆動クラッチ板２４と被駆動クラッチ板２６と
を圧着する方向への付勢力が作用するようになっている
。リフタプレート２９は玉軸受３１を介して作動部片３
２により背後から受けられており、この作動部片３２を
レバー３３によって前記コイルばね３０に抗して圧接板
２７側へ前記クラッチ軸２０に沿って押込むことにより
、圧接板２７が被駆動部材２５のフランジ２５ａから遠
ざかり、駆動クラッチ板２４と被駆動クラッチ板２６と
の圧着状態がＮＭされる。すなわち主クラッチ１７が１
１１脱状態となる。The pressure contact plate 27 is covered! 18 has a boss 28 that protrudes through a hole provided in the bottom wall of the moving member 25, and this boss 28
A lifter plate 29 is fixed to the end face of. A coil spring 30 is sandwiched between the lifter plate 29 and the bottom wall surface of the driven member 25.
A direction in which the flange 25a of No. 5 and the pressure contact plate 27 are brought close to each other,
That is, a biasing force is applied in the direction of pressing the driving clutch plate 24 and the driven clutch plate 26 together. The lifter plate 29 is connected to the actuating member 3 via a ball bearing 31.
2 from behind, and by pushing this operating piece 32 against the coil spring 30 and toward the pressure contact plate 27 side along the clutch shaft 20 with the lever 33, the pressure contact plate 27 becomes a driven member. 25, and the pressed state between the driving clutch plate 24 and the driven clutch plate 26 becomes NM. That is, the main clutch 17
11 will be in a state of withdrawal.

クラッチ軸２０のミッションケース４内に突出した端部
には歯車Ｇ１３が一体に形成されている。該端部にはま
た、第１主変速軸Ｓ１の端部が同軸に、かつニードル軸
受３４を介して相対的に回転自在に支承されている。第
１主変速軸Ｓ１は（Ｉ！！端部および中間部をそれぞれ
玉軸受３５．３５・・・に支承されてミッションケース
４内を＃優に延びている。A gear G13 is integrally formed at the end of the clutch shaft 20 that protrudes into the transmission case 4. The end of the first main transmission shaft S1 is also supported coaxially and relatively rotatably via a needle bearing 34 at this end. The first main transmission shaft S1 (I!!) is supported by ball bearings 35, 35 at its end portions and intermediate portions, respectively, and extends well within the mission case 4.

第１主変速軸Ｓ１に隣接してこれに平行に第２主変速軸
Ｓ２が配設されている。第２主変速軸Ｓ２はミッション
ケース４の前壁とミッションケース４に設けられた軸受
壁３６とにそれぞれ玉軸受３７゜３８を介して回転自在
に軸支されている。そしてこの第２主変速軸Ｓ２の前端
には前記クラッチ軸２０の歯車Ｇ　と常時噛合う歯車Ｇ
２３が固定されている。［１ｌＩｔ［Ｇ　　と歯車Ｇ２
３とは同径で、従って第２主変速軸Ｓ２は主クラッチ１
７の係合時にクラッチ軸２０から歯車Ｇ１３．Ｇ２３を
介してクラッチ＠２０と同じ回転速度で回転駆動される
。第２主変速＠１ｌＳ２の他端すなわち前記軸受９３６
を貫通して漬方に突出した端部には該軸受壁３６に近接
して低速（１速）変速クラッチ３９が設けられている。A second main transmission shaft S2 is disposed adjacent to and parallel to the first main transmission shaft S1. The second main transmission shaft S2 is rotatably supported by the front wall of the transmission case 4 and a bearing wall 36 provided on the transmission case 4 via ball bearings 37 and 38, respectively. At the front end of the second main transmission shaft S2, there is a gear G that constantly meshes with the gear G of the clutch shaft 20.
23 is fixed. [1lIt[G and gear G2
3 has the same diameter, therefore, the second main transmission shaft S2 has the same diameter as the main clutch 1.
When gear G13.7 is engaged, gear G13.7 is removed from clutch shaft 20. It is rotationally driven via G23 at the same rotational speed as the clutch @20. The other end of the second main transmission @1lS2, that is, the bearing 936
A low speed (first speed) speed change clutch 39 is provided at the end of the bearing wall 36 protruding through the bearing wall 36 .

低速油圧変速クラッチ３９は、第４図に更に詳細に示す
ように、第２主変速軸Ｓ２に固着された有底筒状の駆動
部材４０を備え、この駆動部材４０の開放端面に円環状
の受は板４１が固定されている。そして内周面に該受は
板４１に対向して、前記主クラッチ１７における駆動ク
ラッチ板２４と同様な複数の駆動クラッチ板４２がスプ
ラインを介して軸線方向に変位可能に受容されている。As shown in more detail in FIG. 4, the low-speed hydraulic transmission clutch 39 includes a bottomed cylindrical drive member 40 fixed to the second main transmission shaft S2, and an annular shaped drive member 40 on the open end surface of the drive member 40. A plate 41 is fixed to the receiver. A plurality of drive clutch plates 42 similar to the drive clutch plates 24 in the main clutch 17 are received on the inner circumferential surface of the receiver so as to be displaceable in the axial direction, facing the plate 41 via splines.

駆動部材４０にはその周壁部４０ａ１底壁部４０ｂおよ
び第２主変速軸Ｓ２に嵌着されたボス部４０Ｃにより環
状のシリンダ部４３が形成されており、該シリンダ部４
３に作動部材４４がピストン状に嵌装され、スプリング
４５により底壁部４０ｂの方へ付勢されている。作動部
材４４と駆動部材４０の底壁部４０ｂとの間に油圧を供
給できるように、ボス部４０Ｃに油通路４６が設けられ
ており、この油通路４６は第２主変速軸Ｓ２に形成され
後述する・オイルポンプから１ＩＩ１１ｔｌ弁を介して
給油されるクラッチ油通路４７に連通している。駆動部
材４０に隣接して第２主変速軸Ｓ２上に低速変速駆動歯
車Ｇ２１がニードル軸受４８を介して回転自在に装着さ
れている。該歯車Ｇ２１には低速油圧変速クラッチ３９
の被駆動部材４９が一体に形成され、駆動部材４０のシ
リンダ部４３内に入り込んでいる。そしてこの被駆ｉＦ
Ｉ＋部材４９の外周面にスプラインを介して複数の被駆
動クラッチ板５０が軸線方向に変位可能に受容されてお
り、これらの被駆動クラッチ板５０と前記駆動クラッチ
板４２とは交互に配列されている。An annular cylinder portion 43 is formed in the drive member 40 by its peripheral wall portion 40a1, bottom wall portion 40b, and a boss portion 40C fitted to the second main transmission shaft S2.
An actuating member 44 is fitted in 3 in the shape of a piston, and is urged toward the bottom wall portion 40b by a spring 45. An oil passage 46 is provided in the boss portion 40C so that hydraulic pressure can be supplied between the operating member 44 and the bottom wall portion 40b of the drive member 40, and this oil passage 46 is formed in the second main transmission shaft S2. It communicates with a clutch oil passage 47 that is supplied with oil from an oil pump via an 1II11tl valve, which will be described later. A low speed change drive gear G21 is rotatably mounted on the second main speed change shaft S2 adjacent to the drive member 40 via a needle bearing 48. The gear G21 includes a low-speed hydraulic transmission clutch 39.
A driven member 49 is integrally formed and extends into the cylinder portion 43 of the driving member 40 . And this driven iF
A plurality of driven clutch plates 50 are received on the outer peripheral surface of the I+ member 49 via splines so as to be displaceable in the axial direction, and these driven clutch plates 50 and the driving clutch plates 42 are arranged alternately. There is.

低速油圧変速クラッチ３９は上記のように構成されてい
るので、変速操作によりオイルがクラッチ油通路４７、
油通路４６を通じて作動部材４４の背後に供給されると
、作動部材４４が油圧により前方へ押され、駆動クラッ
チ板４２と被駆動クラッチ板５０を互いに圧接させる。Since the low-speed hydraulic shift clutch 39 is configured as described above, oil flows through the clutch oil passage 47 and the clutch oil passage 47 during the shift operation.
When the oil is supplied behind the actuating member 44 through the oil passage 46, the actuating member 44 is pushed forward by the hydraulic pressure, and the driving clutch plate 42 and the driven clutch plate 50 are pressed against each other.

従って第２主変速軸Ｓ２の回転が駆動部材４０、駆動ク
ラッチ板４２、被駆動クラッチ板５０、被駆動部材４９
を介して歯車Ｇ２１に伝達され、歯車Ｇ２１が第２主変
速軸Ｓ２と一体的に回転する。歯車Ｇ２１は第１主変速
軸Ｓ１に固定された低速変速被駆動歯車Ｇ１１と噛合っ
ているので、低速油圧変速クラッチ３９が係合すること
により第１主変速軸Ｓ１は歯車Ｇ　と歯車Ｇ１１の歯数
比に応じた減速比で回転駆動される。低速油圧変速クラ
ッチ３９が離脱している時には歯ｒｌｉＧ２１は歯車Ｇ
１１を介して第１主変速軸Ｓ１側から駆動され第２主変
速＠Ｓ２のまわりに自由に回転する。Therefore, the rotation of the second main transmission shaft S2 is caused by the rotation of the driving member 40, the driving clutch plate 42, the driven clutch plate 50, and the driven member 49.
is transmitted to the gear G21 via the gear G21, and the gear G21 rotates integrally with the second main transmission shaft S2. Since the gear G21 meshes with the low speed change driven gear G11 fixed to the first main speed change shaft S1, the engagement of the low speed hydraulic speed change clutch 39 causes the first main speed change shaft S1 to shift between the gear G and the gear G11. Rotationally driven with a reduction ratio according to the tooth number ratio. When the low-speed hydraulic transmission clutch 39 is disengaged, the tooth rliG21 is the gear G.
11 from the first main transmission shaft S1 side and rotates freely around the second main transmission @S2.

第１主変速軸Ｓ１０前端部に２速油圧変速クラツチ５１
および３速油圧変速クラツチ５２が設けられている。こ
れらの油圧変速クラッチ５１．５２はいずれも前記低速
油圧変速クラッチ３９と全く同様に構成されている。た
だしこれらのクラッチの駆動部材５１ａ、５２ｂは一体
となっており、この一体の駆動部材に各シリンダ部が背
中合わせに形成されている。２速油圧変速クラツチ５１
の被駆動部材４９ａは第１主変速軸Ｓ１にニードル軸受
５３を介して回転自在に装着された歯車Ｇ１２と一体を
なし、該歯車Ｇ１２は第２主変速＠ｋＳ２に固定された
歯車Ｇ２２と噛合っている。２速油圧変速クラツチ５１
が前記低速油圧変速クラッチ３９について説明したよう
にして係合すると、第２主変速軸＄２の回転が歯車Ｇ２
２、歯車Ｇ１□、被層デ」部材４９ａ１駆動部材５１ａ
を通じて第１主変速軸Ｓ１に伝達され、第１主変速軸Ｓ
１は歯車Ｇ２２と歯車Ｇ１２の歯数比に応じた変速比で
回転する。厳密に言えば、クラッチ５１゜５２について
は駆動部材５１８１駆動部材５２ｂが被駆動側の部材で
あり、被駆動部材４９ａ、被駆動部材４９ｂが駆動側部
材であるが、各部の名称を前記低速油圧変速クラッチ３
９と合致させるためにこのように称する。A 2-speed hydraulic transmission clutch 51 is located at the front end of the first main transmission shaft S10.
and a three-speed hydraulic transmission clutch 52. These hydraulic speed change clutches 51, 52 are all constructed in exactly the same way as the low speed hydraulic speed change clutch 39. However, the drive members 51a and 52b of these clutches are integrated, and each cylinder portion is formed back to back on this integrated drive member. 2-speed hydraulic gear shift clutch 51
The driven member 49a is integrated with a gear G12 rotatably mounted on the first main transmission shaft S1 via a needle bearing 53, and the gear G12 meshes with a gear G22 fixed to the second main transmission @kS2. ing. 2-speed hydraulic gear shift clutch 51
is engaged in the manner described for the low-speed hydraulic transmission clutch 39, the rotation of the second main transmission shaft $2 is caused by the rotation of the gear G2.
2. Gear G1 □, layered member 49a1 driving member 51a
is transmitted to the first main transmission shaft S1 through the first main transmission shaft S1.
1 rotates at a gear ratio corresponding to the tooth number ratio of gear G22 and gear G12. Strictly speaking, regarding the clutches 51 and 52, the driving member 5181 and the driving member 52b are the driven-side members, and the driven member 49a and the driven member 49b are the driving-side members, but the names of each part are as follows: speed change clutch 3
It is called this way to match with 9.

３速油圧変速クラツチ５２の被駆動部材４９ｂは前記歯
車Ｇ１３と一体に形成されており、クラッチ５２が係合
すると、クラッチ軸２０の回転が＠車Ｇ１３、被駆動部
材４９ｂ１駆動部材５１ｂを通じて第１主変速軸Ｓ１に
伝達され、第１主変速軸Ｓ１は第２主変速軸Ｓ２に等し
い回転速度で、かつ第２主変速軸Ｓ２とは逆方向に回転
駆動される。The driven member 49b of the third-speed hydraulic transmission clutch 52 is formed integrally with the gear G13, and when the clutch 52 is engaged, the rotation of the clutch shaft 20 is transferred to the first gear through the vehicle G13, the driven member 49b1, and the driving member 51b. It is transmitted to the main transmission shaft S1, and the first main transmission shaft S1 is rotationally driven at the same rotational speed as the second main transmission shaft S2 and in the opposite direction to the second main transmission shaft S2.

第２主変速＠Ｓ２の中間部にも前記各油圧変速クラッチ
３９．５１．５２と同じ構成の４速兼後進油圧変速クラ
ツチ５４が、その駆動部材を第２主変速軸＄２に取付け
て設けられている。該クラッチ５４の被駆動部材は、第
２主変速軸Ｓ２にニードル軸受５５を介して回転自在に
装着された歯車Ｇ２４と一体に形成されている。歯車Ｇ
２４はまた後進駆動歯車Ｇ２１Ｎと一体をなしている。A 4-speed/reverse hydraulic transmission clutch 54 having the same configuration as each of the hydraulic transmission clutches 39, 51, and 52 is also provided at the intermediate portion of the second main transmission @S2, with its driving member attached to the second main transmission shaft $2. It is being The driven member of the clutch 54 is formed integrally with a gear G24 rotatably mounted on the second main transmission shaft S2 via a needle bearing 55. Gear G
24 is also integral with the reverse drive gear G21N.

一方、第１主変速軸Ｓ１には歯車Ｇ２４と噴合う歯車Ｇ
１４がニードル軸受５６を介して回転自在に装着されて
おり、また歯車Ｇ２Ｒとアイドル歯車５７（第３図）を
介して係合する後進被駆動歯車”ｌｆｔがニードル軸受
５８を介して回転自在に装着されている。歯車Ｇ　と歯
車Ｇ１Ｒは互いに向い合った同径のボス部を有し、これ
らのボス部の間に挟まれて同径の環状をなす接続部材５
９が設けられており、該接続部材５つは第１主変速軸Ｓ
　１にこれと一体に回転するように固定されている。両
歯車Ｇ１４．Ｇ１１１の前記各ボス部の外周面および接
続部材５９の外周面にはそれぞれスプラインが刻設され
ており、このスプラインと嵌合して両ボス部および接続
部材５９上を前後に摺動できる環状のセレクター６０が
設けられている。そしてセレクター６０が歯車Ｇ１４と
接続部材５９とにまたがる位置に在る時には歯車Ｇ１４
が接続部材５９を介して第１主変速軸Ｓ１に連結され、
セレクター６０が歯車０１１１と接続部材５９とにまた
がる位置に在る時には歯車Ｇ１Ｒが第１主変速軸Ｓ１に
連結される。On the other hand, the first main transmission shaft S1 has a gear G that jets with the gear G24.
14 is rotatably mounted via a needle bearing 56, and a reverse driven gear "lft" which engages gear G2R via an idle gear 57 (FIG. 3) is rotatably mounted via a needle bearing 58. The gear G and the gear G1R have boss portions facing each other and having the same diameter, and a connecting member 5 having the same diameter and annular shape is sandwiched between these boss portions.
9 is provided, and the five connecting members are connected to the first main transmission shaft S.
1 so as to rotate together with this. Both gears G14. Splines are carved on the outer circumferential surface of each boss portion of G111 and on the outer circumferential surface of the connecting member 59, respectively, and an annular ring that fits with the splines and can slide back and forth on both boss portions and the connecting member 59 is formed. A selector 60 is provided. When the selector 60 is in a position spanning the gear G14 and the connecting member 59, the gear G14
is connected to the first main transmission shaft S1 via a connecting member 59,
When the selector 60 is in a position spanning the gear 0111 and the connecting member 59, the gear G1R is connected to the first main transmission shaft S1.

またセレクター６０が接続部材５９上に在る時には歯＊
Ｇ　および歯車Ｇ１Ｒはともに第１主変速軸Ｓ１に対し
て自由に回転できる。Also, when the selector 60 is on the connecting member 59, the teeth *
G and gear G1R can both rotate freely with respect to the first main transmission shaft S1.

従って、セレクター６０を歯車Ｇ１４側に移動させてク
ラッチ５４を係合させると、第２主変速軸Ｓ２の回転が
クラッチ５４、歯ＴｔｉＧ、歯車Ｇ１４、セレフタ−６
０、接続部材５９を介し増速されて第１主変速軸Ｓ１に
伝達される。セレクター６０を歯車Ｇ１Ｒ側に移動させ
てクラッチ５４を係合させると、第２主変速軸Ｓ２の回
転がクラッチ５４、歯車Ｇ２４、歯車Ｇ　１アイドル歯
車５７、歯車ＧＩＲ’セレクターＲ ６０、接続部材５９を介して第１主変速軸Ｓ１に伝達さ
れ、第１主変速軸Ｓ１は後進方向に回転駆動される。Therefore, when the selector 60 is moved to the gear G14 side and the clutch 54 is engaged, the rotation of the second main transmission shaft S2 is changed to the clutch 54, the tooth TtiG, the gear G14, and the selector 6.
0, the speed is increased through the connecting member 59 and transmitted to the first main transmission shaft S1. When the selector 60 is moved to the gear G1R side and the clutch 54 is engaged, the rotation of the second main transmission shaft S2 is changed between the clutch 54, the gear G24, the gear G1, the idle gear 57, the gear GIR' selector R 60, and the connection member 59. is transmitted to the first main speed change shaft S1, and the first main speed change shaft S1 is rotationally driven in the reverse direction.

以上から分るように、エンジン動力は主クラッチ１７を
介して第２主変速軸Ｓ２に伝えられ、油圧変速クラッチ
３９．５１．５４を選択的に係合させることによりそれ
ぞれ所定の変速比で第２主変速軸Ｓ２から第１主変速軸
Ｓ１に伝達される。また３速油圧変速クラツヂ５２を係
合させれば歯車Ｇ１３を介してクラッチ軸２０から直接
第１主変速＠Ｓ１に動力が伝達され、４速兼後進油圧変
速クラツチ５４、歯車Ｇ　、アイドル歯車５７、歯車Ｇ
１１１を介して第Ｒ １主変速軸Ｓ１を後進方向に所定の減速比で第２主変速
軸Ｓ２から駆動することもでき、このようにして第１主
変速軸Ｓ１には前進４段、後進１段の変速回転が与えら
れる。As can be seen from the above, engine power is transmitted to the second main transmission shaft S2 via the main clutch 17, and by selectively engaging the hydraulic transmission clutches 39, 51, and 54, the engine power is transmitted to the second main transmission shaft S2 at a predetermined transmission ratio. It is transmitted from the second main shift shaft S2 to the first main shift shaft S1. Furthermore, when the 3rd speed hydraulic transmission clutch 52 is engaged, power is directly transmitted from the clutch shaft 20 to the first main transmission @S1 via the gear G13, the 4th speed/reverse hydraulic transmission clutch 54, the gear G, and the idle gear 57. , gear G
111, the R1 main transmission shaft S1 can also be driven in the reverse direction from the second main transmission shaft S2 at a predetermined reduction ratio, and in this way, the first main transmission shaft S1 has four forward gears and four reverse gears. A one-stage variable speed rotation is provided.

第１主変速軸Ｓ１の回転はさらに３段の変速比をもって
副変速軸Ｓ３に伝えられる。このため第１主変速＠Ｓ１
に３個の歯車Ｇ６１．６２．６３が固定されている。歯
車Ｇ６１は前記と同様にニードル軸受を介して副変速＠
Ｉｔ　Ｓ　３に回転自在に装着された歯車Ｇ３１と噛合
っており、歯車Ｇ６３は同様に副変速軸Ｓ３に回転自在
に装着された歯車”３３と噛合っている。歯車０６２は
、前記セレクタ−６０と同様なスプライン機構によって
歯車Ｇ３１のボス部、副変速軸Ｓ３および歯車Ｇ３３の
ボス部にわたって前後に摺動可能な歯車Ｇ３２と噛合う
ことができるようになっている。歯車Ｇ３２が図示のよ
うに歯車Ｇ６２と噛合っている時には第１主変速軸Ｓ１
の回転は歯車Ｇ　、歯車”３２を通じて副変速軸Ｓ３に
減速伝達され、歯車Ｇ３□が歯車Ｇ６２との噛合いを脱
して歯車Ｇ３１と副変速軸Ｓ３をまたぐ位置に移動すれ
ば、第１主変速軸Ｓ１の回転は歯車Ｇ６１、歯車Ｇ３１
を通じて副変速軸Ｓ３に増速伝達される。The rotation of the first main transmission shaft S1 is further transmitted to the sub-transmission shaft S3 at three gear ratios. Therefore, the first main shift @S1
Three gears G61, 62, and 63 are fixed to. Gear G61 is connected to the auxiliary gearbox via the needle bearing as described above.
It meshes with a gear G31 rotatably mounted on It S3, and gear G63 similarly meshes with a gear "33 rotatably mounted on the sub-shift shaft S3. The gear 062 is connected to the selector. A spline mechanism similar to 60 allows the gear G32 to mesh with the gear G32, which is slidable back and forth across the boss portion of the gear G31, the sub-transmission shaft S3, and the boss portion of the gear G33. When the gear G62 is engaged with the gear G62, the first main transmission shaft S1
The rotation of is decelerated and transmitted to the sub-transmission shaft S3 through the gear G and the gear "32," and when the gear G3 disengages from the gear G62 and moves to a position where it straddles the gear G31 and the sub-transmission shaft S3, the first main The speed change shaft S1 rotates through gear G61 and gear G31.
The speed increase is transmitted to the sub-transmission shaft S3 through the transmission.

歯？［Ｇ　　が歯車Ｇ３３側に移動すれば、第１主変速
軸Ｓ１の回転は歯車Ｇ　、歯車Ｇ３３を通じて副変連軸
Ｓ３に減速伝達される。副変速軸Ｓ３は図示してない差
動歯車装置および最終減速装置を介して後車軸９（第１
図）に接続されており、かくして前進１２段、後進３段
の変速が得られる。teeth? [If G moves to the gear G33 side, the rotation of the first main transmission shaft S1 is decelerated and transmitted to the auxiliary transmission link shaft S3 through the gear G and the gear G33. The sub-transmission shaft S3 is connected to the rear axle 9 (the first
(Fig.), thus providing 12 forward speeds and 3 reverse speeds.

前輪駆動軸Ｓ５は第３図から分るように副変速軸Ｓ３に
隣接して配列されており、ｎ１変速ｌＮｌ５３に固定さ
れた歯車Ｇ３４が、前輪駆動軸Ｓ５にニードル軸受を介
して回転自在に装着された歯車Ｇ５と噛合っている。歯
車Ｇ５はセレクタ−６１を摺動させることにより前輪駆
動軸Ｓ５に係脱自在となっている。前輪駆動軸Ｓ５の前
端は前述のように萌輪駆動プロペラシャフ１−１０を介
して前幅２に連結されている。セレクター６１を操作し
て歯車Ｇ５を前輪駆動軸Ｓ５に係脱することにより、ト
ラクタの走行駆動を前後輪による４輪駆動もしくは後輪
のみによる駆動に適時切換えることができる。As can be seen from FIG. 3, the front wheel drive shaft S5 is arranged adjacent to the auxiliary transmission shaft S3, and a gear G34 fixed to the n1 shift lNl53 is rotatably connected to the front wheel drive shaft S5 via a needle bearing. It meshes with the installed gear G5. The gear G5 can be freely engaged and disengaged from the front wheel drive shaft S5 by sliding the selector 61. The front end of the front wheel drive shaft S5 is connected to the front width 2 via the mower drive propeller shaft 1-10 as described above. By operating the selector 61 to engage and disengage the gear G5 from the front wheel drive shaft S5, the traveling drive of the tractor can be switched to four-wheel drive using the front and rear wheels or drive using only the rear wheels at an appropriate time.

ＰＴＯ軸Ｓ４は第３図について説明したＪこうにミッシ
ョンケース４内の最上方位置に配置されており、その後
端はミッションケース４から外方に突出して、作業機の
駆動系統に接続できるようになっている。このＰＴＯ軸
＄軸転４３個の歯車Ｇ４１、Ｇ４２、Ｇ４３が前述の各
歯車と同様にニードル軸受を介して回転自在に装着され
ている。歯車Ｇ４１は、第２主変速軸Ｓ２に固定された
前記歯車Ｇ２２と一体で該歯車Ｇ２２より小径の歯車Ｇ
２２．と常時噛合っている。歯車０４１はセレクター６
２によりＰＴＯ軸Ｓ軸転４脱されるが、歯車Ｇ４１、ｆ
ｌｒ１２Ｇ２２．に近接して前記４速兼後進油圧変速ク
ラツチ５４が配設されているので、該クラッチ５４を避
けるために、歯車Ｇ４１のボス６３をＰＴＯ軸Ｓ軸転４
って後方へ延出さば１軸受壁３６に接した位置でボス６
３とＰＴＯＩＩｉｔｈＳ４をセレクター６２により係脱
するようになっている。この位置においては、第２主変
速軸Ｓ２には比較的小径の歯車Ｇ２Ｒが装着されている
のでセレクター６２による係脱機構を余裕をもって納め
ることができる。歯１１！Ｇ４２は前記歯車Ｇ　に、歯
車Ｇ　は前記歯車”２３にそれぞれ常時噛合っている。The PTO shaft S4 is arranged at the uppermost position in the mission case 4 as described in FIG. It has become. The 43 gears G41, G42, and G43 that rotate around the PTO shaft are rotatably mounted via needle bearings in the same manner as the gears described above. The gear G41 is integral with the gear G22 fixed to the second main transmission shaft S2 and has a smaller diameter than the gear G22.
22. are always engaged. Gear 041 is selector 6
2, the PTO shaft S axis is rotated 4, but gears G41 and f
lr12G22. Since the 4th speed/reverse hydraulic transmission clutch 54 is disposed close to the clutch 54, the boss 63 of the gear G41 is moved from the PTO shaft
When the boss 6 is extended rearward, the boss 6 is in contact with the bearing wall 36.
3 and PTOIIithS4 are engaged and disengaged by a selector 62. In this position, the relatively small diameter gear G2R is mounted on the second main transmission shaft S2, so that the engagement and disengagement mechanism by the selector 62 can be accommodated with plenty of room. Teeth 11! G42 is always in mesh with the gear G, and the gear G is in mesh with the gear ``23''.

これらの歯車Ｇ４２、Ｇ４３はセレクター６４を前後に
移動させることにより選択的にＰＴＯ軸Ｓ軸転４結する
ことができる。このような構成により、ＰＴＯ軸Ｓ軸転
４歯車Ｇ４１、Ｇ４２またはＧ４３のいずれかをＰＴＯ
軸Ｓ軸転４結させることにより、低、中、高の３段階の
回転速度で、第２主変速軸Ｓ２を介してエンジン動力に
より駆動することができる。These gears G42 and G43 can be selectively connected to the PTO shaft S by moving the selector 64 back and forth. With this configuration, any of the four gears G41, G42, or G43 rotating on the PTO axis
By connecting four rotating shafts S, it is possible to drive with engine power via the second main transmission shaft S2 at three rotational speeds: low, medium, and high.

ミッションケース４には上記の各軸７，２０゜Ｓｌ・・
・Ｇ５の伯にざらにポンプ軸ＳＰが前記各軸に平行に配
設されている。このポンプ軸ＳＰには歯車Ｇ　が固定さ
れており、該歯車Ｇ、は前記入力軸７に固定された歯車
Ｇ７と常時噛合っている。Mission case 4 has each of the above axes 7, 20°Sl...
- A pump shaft SP is arranged roughly parallel to each of the above-mentioned axes in the corner of G5. A gear G is fixed to this pump shaft SP, and this gear G is always meshed with a gear G7 fixed to the input shaft 7.

ポンプ軸ＳＰの前端は、ミッションケース４に固設され
た例えばギヤポンプから成るオイルポンプ６５に接続さ
れており、該ポンプ６５がポンプ＠ＳＰにより駆動され
る。オイルポンプ６５からの吐出オイルは、例えばミッ
ションケース４の各壁部に沿わせて設けられた適当な通
路を経て、前記各軸Ｓ１・・・Ｇ５等の中心部に軸線方
向に設けられた潤滑通路６６およびクラッチ油通路６７
に圧送される。The front end of the pump shaft SP is connected to an oil pump 65, which is a gear pump, for example, which is fixed to the transmission case 4, and the pump 65 is driven by the pump@SP. The oil discharged from the oil pump 65 passes through an appropriate passage provided along each wall of the transmission case 4, for example, and then passes through a lubricant provided in the axial direction at the center of each shaft S1...G5, etc. Passage 66 and clutch oil passage 67
is pumped to.

そしてこれらの通路６６、６７から分岐した各油通路を
通って、前記した各ニードル軸受等の軸受部または各油
圧変速クラッチのクラッチ板部分をＴＯ消し、もしくは
各油圧変速クラッチの作動部材を作動させる。第３図に
オイルレベルＬで示すようにミッションケース４内に貯
溜された潤滑後のオイルは、オイルフィルタ６８を経て
サクションバイブロ９に遠流し、オイルポンプ６５に吸
入されて再循環する。　ポンプ軸ＳＰの後端部はミッシ
ョンケース４を貫通して後方へ延出し、図示してない作
業機昇降用の油圧ポンプに接続されている。Then, through oil passages branched from these passages 66 and 67, the bearing parts such as the above-mentioned needle bearings or the clutch plate parts of each hydraulic transmission clutch are turned off, or the actuating members of each hydraulic transmission clutch are actuated. . As shown by the oil level L in FIG. 3, the lubricated oil stored in the transmission case 4 passes through the oil filter 68, flows far to the suction vibro 9, is sucked into the oil pump 65, and is recirculated. The rear end of the pump shaft SP passes through the transmission case 4 and extends rearward, and is connected to a hydraulic pump (not shown) for lifting and lowering the working machine.

以上、図示の実施例の構成を詳細に説明したが、本実施
例においては、第２主変速軸Ｓ２に固定された１つの駆
動歯車Ｇ２２に、第１主変速軸Ｓ１にニードル軸受５３
を介して回転自在に遊嵌された２速用の被験１ＰＩＩ爾
車Ｇ１２とＰＴＯ軸Ｓ軸転４じくニードル軸受を介して
回転自在に遊嵌された中速用の被駆動歯車Ｇ４２とが常
に噛み合っており、２速油圧変速クラツヂ５１を係合さ
せることにより第２主変速１ＮＩＳ２の回転が歯車Ｇ１
２を介して第１主変速軸Ｓ１に伝達され、またセレクタ
ー６４により歯ｍＧ４□をＰＴＯ軸Ｓ軸転４結すること
により第２主変速軸８２の回転がＰＴＯ軸Ｓ軸転４達さ
れる。The configuration of the illustrated embodiment has been described in detail above, but in this embodiment, one drive gear G22 fixed to the second main transmission shaft S2 has a needle bearing 53 on the first main transmission shaft S1.
The test 1PII gear G12 for 2nd speed is rotatably fitted loosely through the PTO shaft S shaft and the driven gear G42 for medium speed is loosely fitted rotatably through the PTO shaft They are always in mesh with each other, and by engaging the 2nd speed hydraulic gear shift clutch 51, the rotation of the 2nd main gear shift 1NIS2 is controlled by gear G1.
2 to the first main transmission shaft S1, and the selector 64 connects the tooth mG4□ to the PTO shaft S shaft rotation 4, thereby causing the rotation of the second main transmission shaft 82 to reach the PTO shaft S shaft rotation 4. .

すなわち第２主変速軸Ｓ２に設けた唯１個の歯車Ｇ２２
により、第２主変速軸Ｓ２から第１主変速軸Ｓ１または
ＰＴＯ軸Ｓ軸転４もしくはこれら両軸に同時に動力を伝
達できるので、このような変速機構を備えた本実施例に
おいては駆ＩＩ歯車の個数が少くてすむ。その上、本実
施例においては歯車Ｇ２２に歯車Ｇ２２．が一体に形成
されているので、この１個の歯車部片により第１主変速
軸Ｓ１へ１段、ＰＴＯ軸Ｓ軸転４段の変速が可能である
。In other words, the only gear G22 provided on the second main transmission shaft S2
As a result, power can be simultaneously transmitted from the second main transmission shaft S2 to the first main transmission shaft S1, the PTO shaft S shaft 4, or both of these shafts, so in this embodiment equipped with such a transmission mechanism, the drive II gear The number of pieces can be small. Moreover, in this embodiment, gear G22. Since these are integrally formed, it is possible to shift the gears by one gear to the first main transmission shaft S1 and four gears to the PTO shaft S by using this one gear piece.

また、前述のように、第２主変速軸Ｓ２から第１主変速
軸Ｓ１への４速切換えおよび後進切換えも唯１個の４速
兼後進油圧変速クラツチ５４によって円滑かつ静粛に行
われる。４速か後進かはセレクター６０によって選択さ
れるが、セレクター６０を歯車Ｇ　または歯車Ｇ１Ｒと
係脱させる時には、歯！ｔＩＧ１４．Ｇ１１１．Ｇ２４
．Ｇ２Ｒはいずれの軸からも駆動されておらず空転状態
にあるので、係脱が容易で異音も発生し難く、耐久性も
向上する。さらに、例えば４速用の歯車Ｇ１４に係合し
ているセレクター６０をいきなり後進用の歯車Ｇ１１１
に係合させることはなく、３速、２速、低速を経て後進
切換えが行われるので、４速兼後進油圧変速クラツチ５
４を４連用の駆動歯車Ｇ２４と後進用の駆動歯車Ｇ２Ｒ
とを一体にして４速兼後進油圧変速クラツチ５４で第２
主変速軸Ｓ２に連結するようにしても支障は生じない。Further, as described above, the 4-speed changeover from the second main shift shaft S2 to the first main shift shaft S1 and the reverse shift are also performed smoothly and quietly by the only 4-speed/reverse hydraulic shift clutch 54. 4th gear or reverse is selected by the selector 60, but when the selector 60 is engaged or disengaged from the gear G or the gear G1R, the tooth! tIG14. G111. G24
．． Since G2R is not driven by any shaft and is in an idling state, it is easy to engage and disengage, is less likely to generate abnormal noise, and has improved durability. Furthermore, for example, the selector 60 that is engaged with the 4th speed gear G14 is suddenly changed to the reverse gear G111.
Since the reverse shift is performed through 3rd gear, 2nd gear, and low speed without engaging the 4th gear/reverse hydraulic transmission clutch 5.
Drive gear G24 for 4-way use and drive gear G2R for reverse
The 2nd
No problem will occur even if it is connected to the main transmission shaft S2.

なお、以上から分るように、必ずしも歯車Ｇ２４と歯車
Ｇ２Ｒとを一体に形成する必要はなく、歯車Ｇ　と低速
用の駆１ＩｒｉＪ１！Ｇ２１とを一部４ 体に形成してもよい。この場合には例えばｆｌ＊Ｇ　　
、Ｇ　　と歯車Ｇ２１．Ｇ１１とを置き換え、低速２Ｒ
ＩＲ 油圧変速クラッチ３９を後進油圧変速クラッチとすれば
よい。As can be seen from the above, it is not always necessary to form the gear G24 and the gear G2R integrally, and the gear G and the low-speed drive 1IriJ1! G21 may be formed into four parts. In this case, for example, fl*G
, G and gear G21. Replaces G11, low speed 2R
The IR hydraulic speed change clutch 39 may be a reverse hydraulic speed change clutch.

１匪立羞ユ 以上の通り、本発明のトラクタ用変速装置は、走行車輪
側に接続された第１主変速軸と、エンジン側に接続され
た第２主変速軸と、作ａ機に動力を伝達するＰ　Ｔ　Ｏ
＠とを描えたトラクタ用変速装置において、前記第２主
変速軸に固定された１つの駆動歯車に前記第１主変速軸
およびＰＴＯ軸にそれぞれ係脱自在に遊嵌された各被駆
動歯車を常時噛合わさせて成る変速機構と、高車速用の
駆動歯車と後進用もしくは低車速用の駆ａ歯車とを一体
に形成して前記第２主変速軸に遊嵌するとともにこれを
油圧クラッチを介して該第２主変速軸に係脱自在とし、
かつ１１な２第１主変速軸に係脱自在に遊嵌された高車
速用の被駆動歯車および後進用もしくは低車速用被駆動
歯車をそれぞれ前記高車速用駆動歯車および後進用もし
くは低車速用駆動歯車に常時噛合わさせて成る変速機構
とを包含するので、従来に比し少い個数の歯車Ｊ３よび
油圧クラッチにより同じ段数の変速が可能で、従って装
置全体が小型で簡潔になり、かつ円滑で静粛な変速動作
が得られる。As described above, the tractor transmission of the present invention has a first main transmission shaft connected to the running wheels, a second main transmission shaft connected to the engine, and a transmission system that supplies power to the tractor. P T O that transmits
In the tractor transmission device, each driven gear is loosely fitted to the first main transmission shaft and the PTO shaft, respectively, and is loosely fitted to the first main transmission shaft and the PTO shaft, respectively, to one driving gear fixed to the second main transmission shaft. A transmission mechanism in which the transmission mechanism is constantly meshed, a drive gear for high vehicle speeds, and a drive gear for reverse or low vehicle speeds are integrally formed and loosely fitted to the second main transmission shaft, and this is connected to a hydraulic clutch. through which the second main transmission shaft can be freely engaged and disengaged;
and a driven gear for high vehicle speeds and a driven gear for reverse or low vehicle speeds which are loosely fitted to the second main transmission shaft and are loosely fitted to the first main transmission shaft. Since it includes a transmission mechanism that is always meshed with the drive gear, the same number of gears can be changed with fewer gears J3 and a hydraulic clutch than in the past, and the entire device is small and simple. Provides smooth and quiet gear shifting operation.

【図面の簡単な説明】[Brief explanation of the drawing]

第１図は本発明を適用した農業用トラクタの側面図、第
２図は同トラクタの動力伝達装置を示す所面図、第３図
は動力伝達装置の各軸の実際の配置関係を示す図面で該
装置を前方から後方に向って見た端面図、第４図は第２
図の一部拡大図である。 １・・・後輪、２・・・前輪、３・・・エンジン、４・
・・ミッションケース、５・・・減速歯車、６・・・プ
ロペラシャフト、７・・・入力軸、８・・・車体フレー
ム、９・・・後車軸、１０・・・前輪駆動プロペラシャ
フト、１１・・・油圧シリンダ、１２・・・リフトアー
ム、１３・・・座席、１４・・・ハンドル、１５・・・
クラッチハウジング、１６・・・スプロケット、１７・
・・主クラッチ、１８・・・スプロケット、１９・・・
玉軸受、２０・・・クラッチ軸、２１・・・ニードル軸
受、２２・・・ばね部材、２３・・・駆動部材、２４・
・・駆動クラッチ板、２５・・・被駆動部材、２６・・
・被駆動クラッチ板、２７・・・圧接板、２８・・・ボ
ス、２９・・・リフタブレー１・、３０・・・コイルば
ね、３１・・・玉軸受、３２・・・作動部片、３３・・
・レバー、３４・・・ニードル軸受、３５・・・玉軸受
、３６・・・軸受壁、３７゜３８・・・玉軸受、３９・
・・低速油圧変速クラッチ、４０・・・駆動部材、４１
・・・受は板、４２・・・駆動クラッチ板、４３・・・
シリンダ部、４４・・・作動部材、４５・・・スプリン
グ、４Ｇ・・・油通路、４７・・・クラッチ油通路、４
８・・・ニードル軸受、４９・・・被駆動部材、５０・
・・被駆動クラッチ板、５１・・・２速油圧変速クラツ
チ、５２・・・３速油圧変速クラツチ、５３・・・ニー
ドル軸受、５４・・・４速兼後進油圧変速クラツチ、５
５．５６・・・ニードル軸受、５７・・・アイドル歯車
、５８・・・ニードル軸受、５９・・・接続部材、６０
゜６１、６２・・・セレクター、６３・・・ボス、６４
・・・セレクター、６５・・・オイルポンプ、６６・・
・潤滑通路、６７・・・クラッチ油通路、６８・・・オ
イルフィルタ、６９・・・サクションバイブ、 Ｓｌ・・・第１主変速軸、Ｇ２・・・第２主変速軸、Ｇ
３・・・副変速軸、Ｇ４・・・Ｐ　Ｔ　Ｏ＠、Ｇ５・・
・前輪駆ｆ）＋軸、Ｇ・・・歯車、ＳＰ・・・ポンプ軸
。Fig. 1 is a side view of an agricultural tractor to which the present invention is applied, Fig. 2 is a top view showing the power transmission device of the same tractor, and Fig. 3 is a drawing showing the actual arrangement of each shaft of the power transmission device. Figure 4 is an end view of the device viewed from the front to the rear.
It is a partially enlarged view of the figure. 1... Rear wheel, 2... Front wheel, 3... Engine, 4...
...Mission case, 5.Reduction gear, 6.Propeller shaft, 7.Input shaft, 8.Vehicle frame, 9.Rear axle, 10.Front wheel drive propeller shaft, 11 ...Hydraulic cylinder, 12...Lift arm, 13...Seat, 14...Handle, 15...
Clutch housing, 16... Sprocket, 17...
...Main clutch, 18...Sprocket, 19...
Ball bearing, 20...Clutch shaft, 21...Needle bearing, 22...Spring member, 23...Drive member, 24...
... Drive clutch plate, 25... Driven member, 26...
- Driven clutch plate, 27... Pressure contact plate, 28... Boss, 29... Lifter brake 1, 30... Coil spring, 31... Ball bearing, 32... Actuating part, 33・・・
・Lever, 34... Needle bearing, 35... Ball bearing, 36... Bearing wall, 37° 38... Ball bearing, 39.
・・Low speed hydraulic transmission clutch, 40 ・・Drive member, 41
...The receiver is a plate, 42...Drive clutch plate, 43...
Cylinder part, 44... Operating member, 45... Spring, 4G... Oil passage, 47... Clutch oil passage, 4
8... Needle bearing, 49... Driven member, 50...
... Driven clutch plate, 51... 2nd speed hydraulic gearshift clutch, 52... 3rd gear hydraulic gearshift clutch, 53... Needle bearing, 54... 4th speed and reverse hydraulic gearshift clutch, 5
5.56... Needle bearing, 57... Idle gear, 58... Needle bearing, 59... Connection member, 60
゜61, 62...Selector, 63...Boss, 64
...Selector, 65...Oil pump, 66...
・Lubrication passage, 67...Clutch oil passage, 68...Oil filter, 69...Suction vibe, Sl...1st main shift shaft, G2...2nd main shift shaft, G
3...Sub-shift shaft, G4...PTO@, G5...
・Front wheel drive f)+shaft, G...gear, SP...pump shaft.

Claims (1)

【特許請求の範囲】[Claims] 走行車輪側に接続された第１主変速軸と、エンジン側に
接続された第２主変速軸と、作動機に動力を伝達するＰ
ＴＯ軸とを備えたトラクタ用変速装置において、前記第
２主変速軸に固定された１つの駆動歯車に前記第１主変
速軸およびＰＴＯ軸にそれぞれ係脱自在に遊嵌された各
被駆動歯車を常時噛合わさせて成る変速機構と、高車速
用の駆動歯車と後進用もしくは低車速用の駆動歯車とを
一体に形成して前記第２主変速軸に遊嵌するとともにこ
れを油圧クラッチを介して該第２主変速軸に係脱自在と
し、かつ前記第１主変速軸に係脱自在に遊嵌された高車
速用の被駆動歯車および後進用もしくは低車速用被駆動
歯車をそれぞれ前記高車速用駆動歯車および後進用もし
くは低車速用駆動歯車に常時噛合わさせて成る変速機構
とを包含することを特徴とするトラクタ用変速装置。A first main transmission shaft connected to the running wheels, a second main transmission shaft connected to the engine, and a P that transmits power to the actuator.
In the tractor transmission device equipped with a TO shaft, each driven gear is loosely fitted to the first main transmission shaft and the PTO shaft in a detachable manner to one drive gear fixed to the second main transmission shaft. A transmission mechanism is formed in which a drive gear for high vehicle speeds and a drive gear for reverse or low vehicle speeds are integrally formed and loosely fitted to the second main transmission shaft, and a hydraulic clutch is connected to the transmission mechanism. The driven gear for high vehicle speed and the driven gear for reverse or low vehicle speed are respectively connected to and disengaged from the second main transmission shaft through the medium and loosely fitted to the first main transmission shaft so as to be freely engaged and disengaged. A tractor transmission device comprising a transmission mechanism that is always meshed with a high speed drive gear and a reverse or low speed drive gear.