JPS63312546A - Boosting controller for power shift transmission device - Google Patents
Boosting controller for power shift transmission deviceInfo
- Publication number
- JPS63312546A JPS63312546A JP14679887A JP14679887A JPS63312546A JP S63312546 A JPS63312546 A JP S63312546A JP 14679887 A JP14679887 A JP 14679887A JP 14679887 A JP14679887 A JP 14679887A JP S63312546 A JPS63312546 A JP S63312546A
- Authority
- JP
- Japan
- Prior art keywords
- oil temperature
- oil
- temperature sensor
- clutch
- control valve
- 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
- 230000005540 biological transmission Effects 0.000 title claims abstract description 30
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 claims 1
- 230000000694 effects Effects 0.000 description 3
- 230000035939 shock Effects 0.000 description 3
- 230000007547 defect Effects 0.000 description 2
- 238000001514 detection method Methods 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 125000006850 spacer group Chemical group 0.000 description 2
- 230000007423 decrease Effects 0.000 description 1
- 230000007812 deficiency Effects 0.000 description 1
- 230000001050 lubricating effect Effects 0.000 description 1
- 239000013589 supplement Substances 0.000 description 1
- 230000002747 voluntary effect Effects 0.000 description 1
Landscapes
- Gear-Shifting Mechanisms (AREA)
Abstract
Description
【発明の詳細な説明】
〔産業上の利用分野〕
この発明は、パワーシフト変速袋ｆｔＩ／ｃおける昇圧
制御装置に関するものであり１％に昇圧制御バルブ内の
オリフィスの絞り径を、油温の高低により切替えるよ５
にしたものである・
〔従来の技術及び発明が解決しようとする問題点〕パワ
ーシフト変速装置は、前進又は後退を選択する為のリパ
ーサ（リバース変速用クラッチ）。Detailed Description of the Invention [Field of Industrial Application] This invention relates to a boost control device for a power shift transmission bag ftI/c, and the diameter of the orifice in the boost control valve is set to 1% of the oil temperature. Switch depending on the height 5
[Problems to be solved by the prior art and the invention] The power shift transmission is a reparser (reverse transmission clutch) for selecting forward or reverse.
及び各変速ギヤを操作するパワーシフト（主変速用クラ
ッチ）とから構成されでいる。そして、前記リパーサの
昇圧制御を行う為、昇圧制御バルブが設けられているが
、この昇圧制御バルブは前記リパーサの油圧が急激に上
昇しないように制御し。and a power shift (main transmission clutch) that operates each transmission gear. A pressure increase control valve is provided to perform pressure increase control of the reparser, but this pressure increase control valve is controlled so that the oil pressure of the reparser does not rise rapidly.
車両が発進する際のショックを無くしている。然し、当
該車両のエンジン始動後、暫くの間は油温が低く油の粘
性が大であり、その後、油温が徐々に高くなり油の粘性
が小となっていく。従って。This eliminates the shock when the vehicle starts. However, after the engine of the vehicle is started, the oil temperature is low and the viscosity of the oil is high for a while, and then the oil temperature gradually increases and the viscosity of the oil becomes low. Therefore.
油温の高低により前記昇圧制御バルブ内を通過する油量
が異なり、車両の発進及び変速時のショックが異なると
いう欠陥があった。そこで、之等の欠陥を克服するため
に解決せらるべき技術的問題点が生じてくるのである。The amount of oil passing through the boost control valve varies depending on the oil temperature, which causes a defect in that the shock at the time of starting and shifting the vehicle varies. Therefore, technical problems arise that must be solved in order to overcome these deficiencies.
この発明は、上記問題点に鑑みこれを解決せんとして提
案せられたものであり、パワーシフト変速装置を備えた
車両に於て、リバース変速用クラッチの昇圧制御バルブ
内部に、■り径の異なる複数のオリフィスを設けると共
にミッションケース円に油温センサを設け、該油温セン
サの検出値に基ずいて前記昇圧制御バルブを作動し、任
意のオリフィスに切替えるよ５に形成したことを特徴と
＋ろパワニシフト変速装置における昇圧制御装漬を提供
せんとするものである。This invention was proposed in view of the above-mentioned problems and as a solution to this problem. A plurality of orifices are provided and an oil temperature sensor is provided in the transmission case circle, and the boost control valve is actuated based on the detected value of the oil temperature sensor to switch to an arbitrary orifice. It is an object of the present invention to provide a boost control device for a low power one-shift transmission.
この発明は、リバーサの昇圧制御バルブ内部の収り弁へ
、絞り径の異なる複数のオリフィスを設けておく。そし
て、ミッションケース内部の油温センサの検出値に基ず
いて、パワーシフトの制御部が前記絞り弁のソレノイド
を「オン」「オフ」させ、オリフィスを切替える。即ち
、前記油温センサの検出により油温か低い時は、該制御
部がソレノイドを「オン」として絞り径の大きなオリフ
ィスを使用し、油温が徐々に上昇し油の粘性が小となっ
た時に、前記油温センサの検出により該制御部がソレノ
イドを「オフ」とし、絞り径の小さなオリフィスに切替
える。而して、油温の高低に係わらず、前記昇圧制御バ
ルブを通過する油量は一定となり、安定した昇圧制御を
行うことが可能となるのである。In this invention, a plurality of orifices with different throttle diameters are provided in a containment valve inside a pressure increase control valve of a reverser. Based on the detected value of the oil temperature sensor inside the transmission case, the power shift control section turns the solenoid of the throttle valve "on" and "off" to switch the orifice. That is, when the oil temperature is low as detected by the oil temperature sensor, the control section turns on the solenoid and uses an orifice with a large diameter, and when the oil temperature gradually rises and the oil viscosity decreases. , upon detection by the oil temperature sensor, the control section turns the solenoid "off" and switches to an orifice with a smaller diameter. Therefore, regardless of whether the oil temperature is high or low, the amount of oil passing through the pressure increase control valve remains constant, making it possible to perform stable pressure increase control.
以下、この発明の一実施例を別紙添附図面に従って詳述
する。尚、説明の都合上従来公知に属する構成も同時に
説明する。Hereinafter, one embodiment of the present invention will be described in detail with reference to the accompanying drawings. For convenience of explanation, conventionally known configurations will also be explained at the same time.
！１図は、トラクタのミッションケース１ｋ 示スもの
であり、クラッチハウジングケース（１）の後方に、ス
ペーサケース（２）を介してフロントミッションケース
（３）が取付けられている。そして、前記クラッチハウ
ジングケース（１）内部に取付壁（７）を設け。! FIG. 1 shows a transmission case 1k of a tractor, in which a front transmission case (3) is attached to the rear of a clutch housing case (1) via a spacer case (2). A mounting wall (7) is provided inside the clutch housing case (1).
この取付壁（７）へ支枠（８）及びケース（９）を取付
ける。The support frame (8) and case (9) are attached to this mounting wall (7).
又、スペーサケース（２）内部に取付壁α１を設け、該
取付壁α１の前方に支枠ａυを突設すると共に、前記フ
ロントミッションケース（３）内部の中間部位に支壁ａ
７Ｊを延設する。そして、入力軸α３の後部は前記支枠
（８）及びケース（９）Ｋて枢支され、該入力軸０階の
後端部に入力ギヤ（１４）を嵌着する。又、前記支枠（
８）にパックカウンタ軸ＱＳ、 Ｑパーサ軸ＩＬｇ２人
力軸顛の夫々の前端部を枢支し、前記支壁α３にバック
カウンタ軸ａ！９及び第２人力軸＋１７１０後端部を枢
支すると共忙、ｌパーサ軸０ｅの中間Ｗを枢支する。Further, a mounting wall α1 is provided inside the spacer case (2), and a supporting frame aυ is provided protrudingly in front of the mounting wall α1, and a supporting wall a is provided at an intermediate portion inside the front mission case (3).
7J will be extended. The rear part of the input shaft α3 is pivotally supported by the support frame (8) and the case (9) K, and an input gear (14) is fitted to the rear end of the input shaft 0th floor. In addition, the support frame (
8), the front ends of the pack counter shaft QS and the Q parser shaft ILg2 are pivotally supported, and the back counter shaft a! is mounted on the supporting wall α3. 9 and the rear end of the second human power axis +1710, the middle W of the parser axis 0e is pivoted.
更に、前記取付壁（７）と支枠ｒＩｔｌとでＰ Ｔ Ｏ
ａｌｌＮを枢支する。ここで、前記入力ギヤ０４と第２
人力軸ａでの入力ギヤＱ９とは常時歯合し、＃入カギャ
ロ９と前進ギヤ■及びＰＴＯ入カギャＱ１１とは夫々常
時歯合しており、更に、前記入力軸０３の駆動力は、バ
ックカウンタ軸ｒＩｆｆのパックカウンタギヤ＠と常時
歯合している後退ギヤのへ伝動される。前記前進ギヤ■
と後退ギヤ■とは夫々リバーサ軸（１Ｇ＋へ回転自在に
＠着されており、リパーサ（リバース変速用クラッチＨ
Ａを「前進」又は「後退」の何れかの方向へ接続した時
のみ該リパーサ軸ａｅと一体回転するものである。Furthermore, the mounting wall (7) and the supporting frame rItl
It supports allN. Here, the input gear 04 and the second
The input gear Q9 on the human power shaft a is always in mesh with the input gear Q9, and the #input gear 9 is always in mesh with the forward gear ■ and the PTO input gear Q11, and furthermore, the driving force of the input shaft 03 is It is transmitted to the reverse gear that is always in mesh with the pack counter gear @ of the counter shaft rIff. The forward gear■
and reverse gear ■ are each rotatably attached to the reverser shaft (1G+), and the reverser shaft (reverse gear clutch H
It rotates integrally with the reparser shaft ae only when A is connected in either the "forward" or "reverse" direction.
そして、該リバーサ軸Ｑ６１の後端部へ第３人力軸（ハ
）の先端部をスプライン嵌合し、該＠３人入力軸ハ）の
後端部を支壁０２１へ枢支する。又、前記支枠αυと支
壁０７Ｊとで変速軸器の両端部を枢支し、前記ＰＴＯ軸
０８の後端へ、継手筒により結合されたｇ ２ ＰＴＯ
軸（至）の後部を該支壁ａｚへ枢設する。尚、前記支枠
ｑ１）の下部には油圧ポンプ器が取付けてあり、 ＰＴ
Ｏ軸側のギヤ（至）にて駆動される。そして、前記第３
人力軸（ハ）の先端部の第１ギヤＣυと変速軸■の第１
変速ギヤ０３とは常時歯合しており、且つ、第２ギヤω
と第２変速ギヤ（ロ）とが常時歯合している。ここで、
第】変速ギヤ０３と第２変速ギヤ０１１とは夫々前記変
速軸（イ）へ回転自在に軸着されており、パワーシフト
（主変速用クラッチ）ωの１，２速用クラッチ国を「第
１速」又はｒｆＪｃ２速」の何れかの方向へ接続した時
のみ、前記変速軸（至）と一体回転するものである。又
、前記第３人力軸回の第３ギヤｃ３？）と第３変速ギヤ
（至）とは常時歯合しており、且つ、第４ギヤ０９と＠
４変速ギヤ（・１１とが常時歯合している。第３変速ギ
ヤ（至）と第４変速ギヤ（４（ｊとは、夫々前変速軸国
へ回転自在に軸着されており、前記パワーシフト（ハ）
の３．４速クラツチ（４１１を「＠３速」又はｒ！４速
」の何れかの方向へ接続した時の入、該変速軸■と一体
回転するように形成する。Then, the tip of the third human input shaft (C) is spline-fitted to the rear end of the reverser shaft Q61, and the rear end of the three-person input shaft (C) is pivotally supported to the support wall 021. Further, both ends of the gearshift shaft are pivotally supported by the support frame αυ and the support wall 07J, and the g 2 PTO is connected to the rear end of the PTO shaft 08 by a joint tube.
The rear part of the shaft is pivoted to the support wall az. In addition, a hydraulic pump device is installed at the bottom of the support frame q1), and the PT
It is driven by the gear on the O-axis side. And the third
The first gear Cυ at the tip of the human power shaft (c) and the first gear of the speed change shaft ■
It is always in mesh with the transmission gear 03, and the second gear ω
and the second transmission gear (b) are always in mesh with each other. here,
The transmission gear 03 and the second transmission gear 011 are each rotatably attached to the transmission shaft (A), and the clutches for 1st and 2nd speeds of the power shift (main transmission clutch) ω are connected to the 1st and 2nd speed clutches. Only when connected in either direction of ``1st speed'' or RFJc 2nd speed'', it rotates integrally with the speed change shaft (to). Also, the third gear c3 of the third human power axis? ) and the third transmission gear (to) are always in mesh with each other, and the fourth gear 09 and @
The 4th transmission gear (11) is always in mesh with the 3rd transmission gear (4) and the 4th transmission gear (4 (j), which are each rotatably mounted on the front transmission shaft; Power shift (c)
The 3.4-speed clutch (411 is turned on when connected to either "@3rd speed" or "r!4th speed") and rotates integrally with the speed change shaft (2).
次に＠２図に油圧回路図を示す。前記油圧ポンプのによ
り、油タンク（，１２１からストレーナｔ−１：Ｗχ介
しで吸入上げられた油は、昇圧制御バルブ（４４）Ｋ圧
送される。この昇圧制御バルブｆ４４）は較り弁（４９
とコンペンセータ（４６）とからなっており、更に、き
ツションケース内に設けた油温センサ補は、Ａ／Ｄコン
バータ！４８ Ｖ 介してパワーシフトの制御部（４９
Ｋ接続され、該制御部（４１と前記触り弁（４ツのソレ
ノイド（４５ａ）とが接続されている。そして、ミツシ
コンケース内の油温を前記油温センサ（４ηが検出し、
制御部（４湧によって較り弁（４９のソレノイド（４５
ａ）を「オイ」「オフ」させる。即ち、エンジン始動後
暫らくの間は、油温が低く油の粘性が大であり、前記油
温センサ（４７）の検出値に基ずいてソレノイＭ（４り
ａ）が「オン」となり、絞り径の大きいオリフィス（６
）を使用する。そして、油温か徐々に上昇し所定の油温
に達した時、前記油温センサ０ηの検出によってソレノ
イドが「オフ」となり、収り径の小さなオリフィス（４
５ｃ）Ｋ切替えられる。Next, Figure @2 shows the hydraulic circuit diagram. The oil sucked up from the oil tank (121) through the strainer t-1: Wχ by the hydraulic pump is pumped to the pressure increase control valve (44) K. This pressure increase control valve (f44)
and a compensator (46), and the oil temperature sensor supplement installed inside the tension case is an A/D converter! 48 V to power shift control unit (49
The control unit (41) and the touch valve (four solenoids (45a) are connected to each other.The oil temperature sensor (4η) detects the oil temperature inside the Mitsushicon case,
Control part (4 springs with a comparison valve (49 solenoids (45
Turn a) “Oi” and “Off”. That is, for a while after the engine is started, the oil temperature is low and the viscosity of the oil is high, and the solenoid M (4 Ria) is turned on based on the detected value of the oil temperature sensor (47). Orifice with large diameter (6
). Then, when the oil temperature gradually rises and reaches a predetermined oil temperature, the solenoid is turned off by the detection of the oil temperature sensor 0η, and the orifice (4
5c) K switched.
而して、前記油圧ポンプ器から昇圧制御バルブ（４４に
圧送された高圧油は、油路囚と油路（Ｂｌとく分かれ、
油路（Ａ）の高圧油は前記触り弁（４ｃＪのオリフィス
（４Ｉ）又は（４Ｆｃ）Ｋ較られ、一定時関連れて油路
１ｃＩＫ流れる。油路（Ｂｌの高圧油は前記コンペンセ
ータ６ｅの１７１７−）弁（４６ａ）を押し開いて排出
され、リバーサ（ハ）やパワーシフト（ト）の軸潤滑を
行なった後にタンク（４３へ戻る。更に、油路（Ｃ）の
油は前記コンペンセータ０ｅのバランスピストン（４６
ｂ）を押圧して。The high-pressure oil sent from the hydraulic pump device to the boost control valve (44) is divided into an oil path prisoner and an oil path (Bl).
The high-pressure oil in the oil passage (A) is compared with the orifice (4I) or (4Fc) of the touch valve (4cJ), and flows through the oil passage 1cIK at a certain time. -) It is discharged by pushing open the valve (46a), and returns to the tank (43) after lubricating the shafts of the reverser (c) and power shift (g).Furthermore, the oil in the oil path (C) is discharged from the compensator 0e. Balance piston (46
b) Press.
ＩＪ ＩＪ−フ弁（４＆ｉ）を閉鎖する。上記作動を繰
り返しながら、リバース変速用バルブのに経る油路１ｃ
）の内圧を一定時間遅れで油路（（転）及びｔＢ）と同
圧に上昇させる。依って、前記リバーサｅＯの多板クラ
ッチ押圧力は急激に増加せず、徐々に上昇する為、半ク
ラツチ状態が１〜２秒間保持され、車両が発進する際の
ショックを無くすのである。尚 符号６１）は前記パワ
ーシフト（ト）の１，２速切替バルブを示すものであり
、符号６ｚは３，４速切替バルブを示すものである。Close IJ IJ-F valve (4&i). While repeating the above operation, check the oil passage 1c passing through the reverse shift valve.
) is increased to the same pressure as the oil passage ((transmission) and tB) after a certain time delay. Therefore, the multi-disc clutch pressing force of the reverser eO does not increase rapidly, but gradually increases, so that the half-clutch state is maintained for 1 to 2 seconds, eliminating shock when the vehicle starts. Note that the reference numeral 61) indicates the 1st and 2nd speed switching valve of the power shift (G), and the reference numeral 6z indicates the 3rd and 4th speed switching valve.
以上、叙述した昇圧制御バルブ（４４）の作用効果は。The effects of the boost control valve (44) described above are as follows.
従来公知であるが１本実施例の場合、油温センサ＠ηの
検出値に基ずいて、パワーシフトの制ｆ８′１１部四が
奴り弁（ハ）のソレノイド（４５ａ）を「オン」「オフ
」して、絞り径の大きいオリフィス（６）と小さいオリ
フィス（＆）とに切替えるととくより、油温の高低によ
る粘度差で昇圧制御時間が変化する不具合を解消し、常
に一足の昇圧制御を行）ことができるのである。Although it is conventionally known, in the case of this embodiment, the solenoid (45a) of the power shift control valve (c) is turned on based on the detected value of the oil temperature sensor @η. By turning it "off" and switching between the large orifice diameter (6) and the small orifice (&), you can solve the problem of the pressure increase control time changing due to the viscosity difference due to high and low oil temperatures, and the pressure can always be increased by one foot. control).
この発明は、上記一実施例に詳述したように。 The invention is as detailed in one embodiment above.
昇圧制御バルブ内部に絞り径の異なる複数のオリフィス
を設け、油温センサの検出値に基ずいてオリフィスを切
替えている。依って、エンジン始動後の油温が低い時は
絞り径の大きなオリフィスとし、その後、油温か徐々に
上昇し所定の油温に達した時−較り径の小さなオリフィ
スに切替える。A plurality of orifices with different orifice diameters are provided inside the boost control valve, and the orifices are switched based on the detected value of the oil temperature sensor. Therefore, when the oil temperature is low after starting the engine, the orifice with a large diameter is used, and then when the oil temperature gradually rises and reaches a predetermined oil temperature, the orifice with a smaller diameter is used.
そして、従来型に於て油温の高低により昇圧制御時間に
差異が生じ、車両の発進及び変速時の油圧クラッチの接
続時間が異なってしまうという欠陥が解消され、常に一
定の昇圧制御を行うことができるようになるのである。In addition, the defect of the conventional type in which the pressure increase control time varies depending on the oil temperature and the engagement time of the hydraulic clutch when starting the vehicle and changing gears is resolved, and it is possible to always perform constant pressure increase control. It becomes possible to do this.
図は本発明の一実施例を示したものである。第１図はト
ラクタのミッションケースの側面断面図。
第２図は油圧の回路図である。
符号説明
（２乃・・・・・・リバース変速用クラッチ（４４・・
・・・・昇圧制御バルブ
（４９・・・・・・絞り弁
（４５ｂ）（４５ｃ）・・・・・・オリフィスＣη・・
・・・・油温センサ
特許出願人 井関農機株式会社
：゛Ｊ
手続補正１（自発）The figure shows one embodiment of the present invention. FIG. 1 is a side cross-sectional view of the transmission case of the tractor. FIG. 2 is a hydraulic circuit diagram. Code explanation (2no...Reverse gear shift clutch (44...
...boost control valve (49...throttle valve (45b) (45c)...orifice Cη...
...Oil temperature sensor patent applicant Iseki Agricultural Machinery Co., Ltd.: ゛J Procedural amendment 1 (voluntary)
Claims (1)
速用クラッチの昇圧制御バルブ内部に、■り径の異なる
複数のオリフィスを設けると共にミッションケース内に
湯温センサを設け、該油温センサの検出値に基ずいて前
記昇圧制御バルブを作動し、任意のオリフィスに切替え
るように形成したことを特徴とするパワーシフト変速装
置における昇圧制御装置。In a vehicle equipped with a power shift transmission, a plurality of orifices with different diameters are provided inside the boost control valve of the reverse shift clutch, and a hot water temperature sensor is provided inside the transmission case, and the oil temperature sensor is detected. A boost control device for a power shift transmission, characterized in that the boost control valve is configured to operate the boost control valve based on the value and switch to an arbitrary orifice.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP14679887A JPS63312546A (en) | 1987-06-12 | 1987-06-12 | Boosting controller for power shift transmission device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP14679887A JPS63312546A (en) | 1987-06-12 | 1987-06-12 | Boosting controller for power shift transmission device |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS63312546A true JPS63312546A (en) | 1988-12-21 |
Family
ID=15415770
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP14679887A Pending JPS63312546A (en) | 1987-06-12 | 1987-06-12 | Boosting controller for power shift transmission device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS63312546A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE4036101A1 (en) * | 1989-11-15 | 1991-05-23 | Mazda Motor | AUTOMATIC TRANSMISSION |
| US6692409B2 (en) | 2001-02-28 | 2004-02-17 | Kubota Corporation | Hydraulic change speed system for a working vehicle |
-
1987
- 1987-06-12 JP JP14679887A patent/JPS63312546A/en active Pending
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE4036101A1 (en) * | 1989-11-15 | 1991-05-23 | Mazda Motor | AUTOMATIC TRANSMISSION |
| US6692409B2 (en) | 2001-02-28 | 2004-02-17 | Kubota Corporation | Hydraulic change speed system for a working vehicle |
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