JP3295230B2 - Work vehicle traveling speed change structure - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a traveling transmission device in which a plurality of multi-plate type hydraulic clutches are arranged in parallel, and hydraulic oil is supplied to one of the plurality of hydraulic clutches to transmit power. The present invention relates to a traveling speed change structure of a working vehicle configured as a hydraulic clutch type that performs a speed change operation by being operated.

[0002]

2. Description of the Related Art An example of the traveling speed change structure of a working vehicle as described above is disclosed in Japanese Patent Application Laid-Open No. 60-69354. In this structure, by devising a port of a control valve for supplying and discharging hydraulic oil to and from each hydraulic clutch of the transmission (see FIGS. 3 (a) and (b) of the above-mentioned publication), for example, the first gear shift position When shifting from the first gear to the second gear, 1
Hydraulic oil is discharged from the high-speed hydraulic clutch,
It is configured such that the hydraulic oil starts to be supplied to the high-speed hydraulic clutch.

Thus, as shown in FIG. 4 of the above-mentioned publication, the lowering characteristic of the operating pressure of the first-speed hydraulic clutch (P1 in FIG. 4 of the above-mentioned publication) and the operating pressure of the second-speed hydraulic clutch are reduced. Ascending characteristics (P2 in FIG. 4 of the above-mentioned publication) intersect to prevent a situation in which the transmission of power to the lower side is momentarily interrupted during the shifting operation and the speed of the aircraft is reduced. .

[0004]

In the structure of the above publication,
When the rising and falling characteristics of the operating pressure intersect during the shifting operation, a delicate positional relationship is set in the port of the control valve, so high precision is required for processing the control valve. In practice, there may be variations in processing accuracy. Therefore, if the processing accuracy of the control valve varies as described above, the operation of raising the hydraulic oil may be delayed or too early, and a state may occur in which the rising and falling characteristics of the working pressure do not intersect well. . The present invention relates to a traveling speed change structure of a working vehicle equipped with a hydraulic clutch type transmission for transmission, irrespective of mechanical processing errors, individual differences of each part, etc.
It is an object of the present invention to obtain a configuration in which the rising and falling characteristics of the operating pressure can be crossed well during the shifting operation.

[0005]

A feature of the present invention resides in the following construction in the traveling speed change structure of a work vehicle as described above. In other words, the traveling main transmission is provided with a plurality of multi-plate hydraulic clutches arranged in parallel, and the transmission is performed by selectively supplying hydraulic oil to the plurality of hydraulic clutches .
Together configured to shift operation to the dynamic side, the main transmission instrumentation
The auxiliary transmission provided in series with the transmission system
Alternative pressure oil supply for several multi-plate hydraulic clutches
A first auxiliary transmission mechanism which can be selectively switched to a transmission state by a transmission,
Gear mesh based on shift operation of shift member
It is configured in combination with the second auxiliary transmission that selects the state,
And electromagnetic control valve which performs the supply and discharge operation of the working oil to the hydraulic clutches of the main transmission, the main transmission based on the manual operation
A shift operation tool for transmitting a shift command for the device , wherein a first shift valve is actuated to a solenoid-operated valve corresponding to the shift command on the supply side of hydraulic oil based on the shift command from the shift shift tool.
A first control means for transmitting an operation signal, and an electromagnetically operated valve which is operating on the supply side of hydraulic oil before transmission of the shift command,
Provided with a second control means for transmitting a second operation signal for operating the oil discharge side, the pressure the operating pressure of the hydraulic clutch before Symbol main speed change device to detect whether or not reached predetermined pressure transmission state side A sensor is provided in each of the hydraulic clutches, from when the first operation signal is transmitted to the one electromagnetically operated valve to when the operating pressure of the hydraulic clutch corresponding to this electromagnetically operated valve reaches a predetermined pressure on the transmission state side. Measuring means for measuring a boosting time, based on a shift command from the shift operating tool, after the first operation signal is transmitted from the first control means,
The second operation signal is transmitted from the second control means shortly before the measured boosting time elapses.
A third control means for operating the control means, further, ene
The engine is running from the gin speed and the current shifting state.
The main transmission is changed based on this load.
The operating pressure of the subtransmission during normal operation is normally
Preset low pressure setting hand that sets a predetermined low pressure lower than the operating pressure of
It has a step .

[0006]

According to the present invention, as shown in FIG. 7, for example, as shown in FIG. 7, a first operation signal is transmitted to an electromagnetic valve corresponding to a shift command based on a shift command from a shift operating tool. The valve operates on the supply side of the hydraulic oil, and the operating pressure of the corresponding hydraulic clutch increases to operate the transmission side (see the solid line A1 in FIG. 7). At the same time, a second operation signal is transmitted to the electromagnetically operated valve that is operating on the supply side of the hydraulic oil before the transmission of the shift command, and the electromagnetically operated valve is operated on the oil drain side, and the hydraulic pressure corresponding to this is operated. The operating pressure of the clutch decreases, and the clutch is operated to the transmission interruption side (see the dashed line A3 in FIG. 7).
Thus, the characteristic of decreasing the operating pressure of the hydraulic clutch that has been operated on the transmission side before the transmission of the gearshift command and the characteristic of increasing the operating pressure of the hydraulic clutch corresponding to the gearshift command intersect.

In the present invention, as shown by a solid line A1 in FIG.
When the first operation signal is sent to the solenoid operated valve of the hydraulic clutch corresponding to the shift command (time B1), from this time B1,
The boosting time T1 is measured until the operating pressure of the hydraulic clutch reaches a predetermined pressure P4 on the power transmission state side B5 (a state where there is an output from the pressure sensor of the hydraulic clutch). in this case,
In general, as shown by a solid line A1 in FIG. 7, in a multi-plate type hydraulic clutch, when the supply of the hydraulic oil starts, the operating pressure first rises sharply and slightly decreases, and in this state, the operating pressure stabilizes for a short time.
After that, there are those which rise linearly or quadratically and are operated on the transmission side. On the other hand, when the second operation signal is transmitted to the solenoid operated valve and the solenoid operated valve is operated to the oil discharge side in a state where the hydraulic clutch is operated to the transmission side, the hydraulic clutch is almost simultaneously transmitted with the second operation signal. (See the dashed-dotted line A3 and the time point B2 in FIG. 7).

Therefore, if the pressure increase time T1 of the hydraulic clutch is measured as described above, when the first operation command is transmitted to the electromagnetically operated valve (hydraulic clutch) corresponding to the shift command, the pressure increase time T1 from this time point B1. Shortly after elapse of, the second operation signal is transmitted to the solenoid-operated valve (hydraulic clutch) operating on the supply side of the hydraulic oil from before the transmission of the shift command. As a result, the increase characteristic of the operating pressure of the hydraulic clutch corresponding to the shift command (from the point B2 to the point B3 on the solid line A1 in FIG. 7) and
The decrease characteristic of the operating pressure of the hydraulic clutch that has been operated to the transmission side before the transmission of the shift command (the point B in the dashed line A3 in FIG. 7)
2 to B3) intersect. As described above, if the boosting time of each hydraulic clutch of the transmission for traveling is measured, each hydraulic clutch and each solenoid-operated valve have mechanical processing errors and individual differences. Regardless of the time, the rising characteristic of the operating pressure of the hydraulic clutch corresponding to the shift command and the decreasing characteristic of the operating pressure of the hydraulic clutch that is being operated on the transmission side before the transmission of the shift command regardless of the time. Can cross.

[0009]

As described above, in the traveling speed change structure of a working vehicle equipped with a hydraulic clutch type traveling transmission, an electromagnetically operated valve is used for the hydraulic clutch, and the operating pressure of each hydraulic clutch is set to the transmission state side. By measuring the pressure rise time until reaching the predetermined pressure, it is possible to intersect the rise and fall characteristics of the operating pressure well during the shifting operation regardless of the mechanical processing error or individual difference of each hydraulic clutch. And improved the shifting performance of the work vehicle.

[0010]

Embodiments of the present invention will be described below with reference to the drawings. (1) FIG. 1 shows the inside of a transmission case 8 of a four-wheel drive type agricultural tractor, which is an example of a work vehicle, and an engine 1
Is transmitted to the PTO shaft 4 via the transmission shaft 2 and the hydraulic multi-plate PTO clutch 3. The power from the engine 1 is a forward clutch 5 or a reverse clutch 6, a cylindrical shaft 7, a main transmission 10 (corresponding to a traveling transmission),
The power is transmitted to the left and right rear wheels 14 via the auxiliary transmission device 11, the second auxiliary transmission device 12, and the rear wheel differential device 13. The power branched immediately before the rear wheel differential device 13 is transmitted to the left and right front wheels 19 via a transmission shaft 15, a hydraulic clutch type front wheel transmission 16, a front wheel transmission shaft 17, and a front wheel differential device 18.

The forward clutch 5 and the reverse clutch 6 are of a hydraulic multi-plate type combining a friction plate (not shown) and a piston (not shown), and are operated to the transmission side by supplying hydraulic oil. When the forward clutch 5 is operated to the transmission side,
The power of the engine 1 flows directly from the forward clutch 5 to the cylindrical shaft 7, and the aircraft advances. When the reverse clutch 6 is operated to the transmission side, the power of the engine 1 is transmitted to the cylindrical shaft 7 in a reverse rotation state via the reverse clutch 6 and the transmission shaft 20, and the body moves backward. The main transmission 10 includes four hydraulic multi-plate type first speed clutches 21 (corresponding to hydraulic clutches) and second speed clutches 22.
(Corresponding to a hydraulic clutch) A hydraulic clutch type in which a third-speed clutch 23 (corresponding to a hydraulic clutch) and a fourth-speed clutch 24 (corresponding to a hydraulic clutch) are arranged in parallel, capable of shifting to four speeds, High-speed to 4-speed clutches 21 to 24
By operating one of them on the transmission side, the power from the cylindrical shaft 7 on the engine 1 side is shifted to four stages and transmitted to the transmission shaft 25 on the lower side.

The first auxiliary transmission 11 is also of a hydraulic clutch type in which two hydraulic multi-plate low-speed clutches 26 and high-speed clutches 27 are arranged in parallel, and can shift to two speeds. , 27 to the transmission side, the power from the transmission shaft 25 on the main transmission 11 is shifted in two stages and transmitted to the second auxiliary transmission 12 on the lower side. The second auxiliary transmission 12 is of a synchromesh type that slides the shift member 53 and can shift to two speeds, and is mechanically operated by a shift lever 28 described later.

(2) Next, forward and reverse clutches 5, 6,
A hydraulic circuit for the main transmission 10 and the like will be described. FIG.
As shown in the figure, an electromagnetic proportional valve 35 for the forward and reverse clutches 5 and 6, the pilot operated switching valves 36a and 37a, and one of the main transmissions 10 are provided in the oil passage 30 from the pump 29.
The pilot operated switching valves 31a, 32a, 33a, 34a for the first to fourth speed clutches 21 to 24, and the electromagnetic proportional valves 38, 39 for the low speed and high speed clutches 26, 27 of the first auxiliary transmission 11, are connected in parallel. ing.

An oil passage 40 branched from the oil passage 30 is provided with a hydraulic clutch 4 for a differential lock operation in the front wheel differential device 18.
1, a pilot-operated switching valve 42a for the rear wheel 1 and a hydraulic clutch 43 for a differential lock operation in the rear wheel differential device 13.
, A pilot operated switching valve 44a, a standard clutch 45 of the front wheel transmission 16, and a speed increasing clutch 46 (FIG. 1).
Pilot operated change-over valves 47a, 48
a are connected in parallel. Each switching valve 31a-34
a, 36a, 37a, 42a, 44a, 47a, 48a
Is urged by a spring toward the oil drain side (transmission blocking side), and is operated on the supply side (transmission side) by supplying pilot hydraulic oil as described later.

A pilot oil passage 50 branches from the oil passage 30 via a pressure reducing valve 49, and this pilot oil passage 50 is connected to the switching valves 31a to 34a, 36a, 37a, 42a, 44a,
47a, 48a are connected to the operation units, and each operation unit is provided with an electromagnetic operation valve 31b, 32b, 33b, 34b, 36b,
37b, 42b, 44b, 47b, 48b are connected. Each of the solenoid operated valves 31b to 34b, 36b, 37b,
The springs 42b, 44b, 47b, and 48b are urged toward the oil discharge side (the transmission cutoff side) by springs. When these are electrically operated to the supply side, the pilot hydraulic oil is switched to the switching valves 31a to 34.
a, 36a, 37a, 42a, 44a, 47a, 48a
And these are operated on the supply side (transmission side).

(3) Next, the forward and reverse clutches 5,
6. The configuration of the operation unit such as the main transmission 10 will be described. As shown in FIGS. 2 and 3, an on-off valve 51 capable of draining the pilot hydraulic oil from the operating portions of the switching valves 36 a and 37 a of the forward and reverse clutches 5 and 6 is provided.
1 is biased toward the closing side by a spring. A position sensor 6 is provided with a clutch pedal 52 for mechanically operating the on-off valve 51 to the open side, and detecting an operation position of the clutch pedal 52.
8 is provided. A control lever 58 for transmitting an electric forward signal and a reverse signal is provided at the base of the steering handle 58 for the front wheel 19. An accelerator pedal 69 that artificially changes the accelerator position of the engine 1 is provided.
A position sensor 70 for detecting the operation position of the accelerator pedal 69 is provided.

As shown in FIG. 2, a shift lever 28 is swingably supported around a horizontal axis of a control section of the fuselage, and slides a shift member 53 of the second auxiliary transmission 12 (see FIG. 1). The shift fork 54 to be operated and the shift lever 28 are mechanically linked by a linkage mechanism 55,
The speed of the second auxiliary transmission 12 is changed by operating the speed change lever 28 to three positions of a neutral stop position N, a low speed position L and a high speed position H. The shift lever 28 is located at the cockpit of the control unit (not shown).
, And the horizontal axis of the speed change lever 28 is inclined in the longitudinal direction of the fuselage with respect to the lateral direction of the fuselage. As a result, a state in which the shift lever 28 is swung to the right and diagonally forward to operate the low-speed position L, and the shift lever 28 is swung to the left and diagonally rearward (toward the center of the fuselage) to operate the high-speed position H. Become.

A lock pin 56 is provided on the lateral side of the shift lever 28 so as to be able to freely move in and out, and an operation pin 57 for moving the lock pin 56 in and out is provided above the shift lever 28. The lock pin 56 is urged by a spring (not shown) so as to protrude to a fixed position on the right side of the paper (the operation pin 57 is also urged to the left protruding side of the paper), and a guide on the fixed side. By engaging the lock pin 56 with the plate 60, the shift lever 28 is moved to the neutral stop position N and the low speed position L.
And at each of the high-speed positions H. And operation pin 5
When the push-in operation is performed, the lock pin 56 is retreated to the fixed release position on the left side of the drawing, and the shift lever 28 can be operated to the neutral stop position N, the low-speed position L, and the high-speed position H. A position sensor 63 for detecting an operation position of the shift lever 28 is provided at a base of the shift lever 28.

A shift up button 61 (corresponding to a shift operation tool) and a shift down button 62 (corresponding to a shift operation tool) are vertically arranged on the left lateral side of the shift lever 28. When the shift button 61 and the shift-down button 62 are pressed once, one shift-up signal (corresponding to a shift command) and a shift-down signal (corresponding to a shift command) are transmitted, and the main and first sub-transmissions 10, FIG. 11 are performed.

As shown in FIG. 2, a seven-segment shift display portion 64 for displaying shift positions (first to eighth speeds) of the main and first sub-transmissions 10, 11 and a forward / reverse clutch by a forward / reverse lever 59. A forward lamp 65 and a reverse lamp 66 for indicating which of the transmissions 5 and 6 is being operated on the transmission side;
A neutral stop lamp 67 that indicates that the shift lever 28 has been operated to the neutral stop position N is provided on the control unit.
As shown in FIG. 3, a pressure sensor 74 is provided for detecting whether the operating pressure of the forward and reverse clutches 5, 6 has reached a predetermined pressure on the transmission state side. And the reverse lamps 65 and 66 are turned on.

(4) Next, a description will be given of a shift operation by the shift-up button 61 and the shift-down button 62 of the shift lever 28 and an abnormality detection in the shift operation. FIG.
As shown in FIG. 3, first, the forward and reverse clutches 5, 6 in FIG.
The presence or absence of an abnormality is detected in the electromagnetic proportional valve 35 (step S1), and if there is no abnormality, an operation current is sent to the electromagnetic proportional valve 35 (step S2). Next, the forward / reverse lever 59
Is operated to the forward position F (step S3), an operation current is sent to the solenoid operated valve 36b in FIG. 3 (step S3).
5), the switching valve 36a is operated to the supply side, the forward clutch 5 is operated to the transmission side, and the forward lamp 65 is turned on (step 6). Conversely, if the forward / reverse lever 59 is operated to the reverse position R (step S3), the solenoid operated valve 3 shown in FIG.
7b (step S8), the switching valve 37 is operated.
a is operated on the supply side, the reverse clutch 6 is operated on the transmission side, and the reverse lamp 66 is turned on (step S9), and FIG.
Operates intermittently (step S10).

In steps S1, S4 and S7 in the above state, the electromagnetic proportional valves 3 for the forward and reverse clutches 5, 6
5 and the solenoid operated valves 36b, 37b, when an abnormality such as a short-circuit of the operating current is detected, a small letter "c" is displayed and blinks in the lower half segment of the shift display section 64 in FIG. 2 (step S11). ), The buzzer 71 operates continuously (step S12). Thereby, the operator recognizes that an abnormality has occurred in the operation system of the forward and reverse clutches 5, 6.

As shown in FIG. 1, the main transmission 10 can shift to four speeds and the first subtransmission 11 can change to two speeds. Eight-speed shifting is possible. In this case, the first to fourth speed clutches 21 to 24 of the main transmission 10 correspond to the first to fourth speed shift positions with the low speed clutch 26 of the first auxiliary transmission 11 being operated on the transmission side. In a state where the high-speed clutch 27 of the first auxiliary transmission 11 is operated on the transmission side, the first to fourth-speed clutches 21 to 2 of the main transmission 10 are set.
4 corresponds to the fifth to eighth speed shift positions.

As shown in FIG.
It is detected whether the operating pressure of each of the fourth speed clutches 21 to 24 and the low speed and high speed clutches 26 and 27 of the first auxiliary transmission device 11 has reached a predetermined pressure P4 (see FIG. 7) on the transmission state. Pressure sensors 74 for detecting the current main and first sub-transmissions 1 based on the detection of each pressure sensor 74.
The shift positions 0, 11 (1st to 8th speed) are detected, and the detected shift positions are displayed on the shift display section 64 (step S13).

Next, the shift lever 28 in FIG.
Alternatively, in a state where the shift lever 28 is operated to the high-speed position H (step S14), the shift-up button 61
Alternatively, the shift-down button 62 is pressed once (steps S15, S16). As shown in FIG. 5, when the shift-up button 61 is pressed, it is detected whether or not there is an abnormality in the solenoid operated valves 31b to 34b for the main transmission 10 at the shift position one step higher than the current shift position. And 4
At the time of a shift operation from the fifth gear position to the fifth gear position,
The presence or absence of an abnormality in the electromagnetic proportional valve 39 for the high-speed clutch 27 in the first auxiliary transmission 11 is also detected at the same time. Conversely, when the shift-down button 62 is pressed, the presence or absence of an abnormality in the solenoid-operated valves 31b to 34b for the main transmission 10 at the shift position one step lower than the current shift position is detected, and the 5th speed When the shift operation is performed from the first shift position to the fourth shift position, the low-speed clutch 26
The presence / absence of abnormality of the electromagnetic proportional valve 38 is also detected at the same time (step S17).

If no abnormality is detected in the above-mentioned state (step S18), the first sub-transmission 11 as shown in FIG.
In step S19, the predetermined low pressure P3 of the low-speed or high-speed clutches 26 and 27 operated on the transmission side is obtained as described later (step S19). Then, as shown by the solid line A1 (time point B1) in FIG. 7, when the shift-up button 61 is pressed, the electromagnetic operation for the main transmission 10 at the shift position one step higher than the current shift position is performed. Valve 31b ~
When the operating current starts to be supplied to the shift gear 34b and the shift-down button 62 is pressed, on the other hand, the main transmission 10 in the shift position one step lower than the current shift position.
Current starts to be supplied to the solenoid operated valves 31b to 34b (step S20) (corresponding to the first operation signal and the first control means).

At the same time, the solid line A2 in FIG. 7 (time B1)
As shown in the figure, the electromagnetic proportional valves 38 and 39 of the low-speed or high-speed clutches 26 and 27 that are operated on the transmission side in the first auxiliary transmission 11 allow the low-speed or high-speed clutches 26 and 27 that are operated on the transmission side to be operated. The operating pressure is reduced from the operating pressure P2 in the transmission state to the aforementioned predetermined low pressure P3 (step S21). In this case, 5th gear from the 4th gear position
At the time of the shift operation to the high speed shift position, the operating pressure of the low speed clutch 26 of the first auxiliary transmission 11 is reduced to zero, and the operating pressure of the high speed clutch 27 is increased from zero to a predetermined low pressure P3. Conversely, when the shift operation is performed from the fifth gear position to the fourth gear position, the high speed clutch 2 of the first auxiliary transmission 11 is operated.
7, the operating pressure of the low-speed clutch 26 is increased from zero to a predetermined low pressure P3.

As shown by the solid line A1 in FIG. 7 (from time B2 to time B3), the operating pressure of the first-speed to fourth-speed clutches 21 to 24 on the first-stage high-speed side or the first-stage low-speed side in the main transmission 10 is: The operation pressure is increased to the operating pressure P1 in the transmission state by the solenoid operated valves 31b to 34b. At the same time, as shown by the dashed line A3 in FIG. 7 (from the time point B2 to the time point B3), the first to fourth speed clutches 21 to 24 before the push-up button 61 or the shift-down button 62 of the main transmission 10 are pressed. The operating pressure is reduced from the operating pressure P1 in the transmission state to zero by the electromagnetic operation valves 31b to 34b (step S22) (corresponding to the second operation signal and the second control means).

Next, the first low pressure P3 maintained at the predetermined low pressure P3
The operating pressure of the low-speed or high-speed clutches 26, 27 of the auxiliary transmission 11 is gradually increased by the electromagnetic proportional valves 38, 39 as shown by the solid line A2 (time B3 to time B4) in FIG. Alternatively, the operating pressure of the high-speed clutches 26 and 27 reaches the operating pressure P2 in the transmission state (step S2).
3). In this case, from the time B3 of the solid line A2 to the time B in FIG.
4, the characteristic of increasing the operating pressure of the low-speed or high-speed clutches 26 and 27 is set for each shift position, and the operating pressure from the time point B3 to the time point B4 becomes shorter as the shift position is on the lower speed side (first speed side). The operation is performed quickly and rapidly.

As described above, the shift up button 6
One shift operation by pressing the 1 or shift-down button 62 is ended. When the shift operation is completed, the shift position after the shift operation is displayed on the shift display section 64 (step S24), and the buzzer 71 is operated once. And the operator is notified of the end of the shift operation (step S25). The shift operation as described above is not performed continuously even if the shift-up button 61 or the shift-down button 62 is kept pressed, and the shift-up button 61 or the shift-down button 62 is returned once and pressed again. Otherwise, the next one shift operation is not performed.

In step S18 in FIG. 5 for the normal shift operation as described above, the solenoid operated valves 31b to 34b to be shifted (scheduled to supply the operation current) in the main transmission 10 and the first auxiliary transmission 11, When an abnormality such as a short-circuit of the operating current is found in the proportional valves 38 and 39, the abnormal shift position is displayed on the shift display section 64, and this display flashes for a predetermined time (for example, about 10 seconds). (Step S26). Then, the solenoid operated valves 31b to 34b and the electromagnetic proportional valve 3
No operation current is supplied to the gears 8 and 39, and the shift position before the push operation of the shift-up button 61 or the shift-down button 62 is left, and the shift position before the push operation is displayed on the shift display unit 64. (Step S27).

(5) If an abnormality is found in step S18 of FIG. 5, if the shift lever 28 is operated to the low speed position L or the high speed position H, a shift operation beyond the abnormal shift position can be performed. However, when the shift lever 28 is returned to the neutral stop position N, a shift operation beyond the abnormal shift position can be performed. Next, this shift operation will be described. When an abnormality is found in step S18 of FIG.
Is operated from the low speed position L or the high speed position H to the neutral stop position N (step S14 in FIG. 4). Thereby, the neutral stop lamp 67 in FIG. 2 is turned on (Step S28 in FIG. 6),
If the shift-up button 61 or the shift-down button 62 is pressed in this state (steps S29, S3
0), the operation current to the solenoid-operated valves 31b to 34b operated on the supply side before the push operation is interrupted (step S3).
1) An operation current is supplied to the solenoid operated valves 31b to 34b one step higher or one step lower than the current shift position (steps S32 and S33).

In this case, the solenoid operated valve 31b after the shifting operation
If there is no abnormality in the solenoid operated valves 31b to 3b,
The current shift position corresponding to 4b is displayed on the shift display section 64 (steps S34, S35), and the buzzer 71 operates only once (step S37). Conversely, if there is an abnormality in the solenoid operated valves 31b to 34b after the shift operation, the current shift position corresponding to the solenoid operated valves 31b to 34b is displayed on the shift display unit 64, and this display blinks (step S3).
4, S36), the buzzer 71 operates only once (step S37).

If the shift-up button 61 or the shift-down button 62 is further pressed, the operation proceeds from step S37 to step S14 (see FIG. 4), S28, S2.
9, the above-described speed change operation is performed. As a result, it is possible to perform a shift operation beyond the abnormal shift position.
In the state where the shift lever 28 is operated to the neutral stop position N, if the shift-up button 61 or the shift-down button 62 is kept pressed, the shift operation as described above is continuously performed. And in this state, FIG.
7 is operated to the neutral stop position, except for the shift operation between the fourth shift position and the fifth shift position, as shown by the solid line A2 in FIG. The operation of the transmission 11 is not performed.

(6) More specifically, the states of (4) and (5) will be described in more detail. For example, when a shift operation is performed from the second gear position to the third gear position, an abnormality occurs in the third gear position. If so, when the shift-up button 61 is pressed, the shift display section 64 changes from displaying the second-gear shift position to displaying the third-gear shift position, and the display of the third-gear shift position flashes. As a result, the operator can recognize that there is an abnormality in the third shift position, and then the shift display section 64 returns to the display of the second shift position.
Remains in the high gear position.

Conversely, if there is an abnormality in the third-gear shift position when performing a shift operation from the fourth-gear shift position to the third-gear shift position, when the shift-down button 62 is pressed, the shift display section 64 displays the fourth-gear position. The display of the third shift position changes from the display of the third shift position to the display of the third shift position, and the display of the third shift position flashes.
As a result, the operator can recognize that there is an abnormality in the third shift position, and then the shift display section 64 returns to the display of the fourth shift position. It remains in the shifting position.

Next, in the above-described state, the shift lever 28 is operated from the low speed position L or the high speed position H to the neutral stop position N.
When the shift-up button 61 is pressed and operated in this manner, the shift display portion 64 blinks from the display of the shift position of the second speed to the display of the shift position of the third speed, instead of the display of the shift position of the third speed. Further, when the shift-up button 61 is pressed, the shift display section 64 displays the fourth-gear shift position, and the actual shift position is also shifted to the fourth-gear shift position. Conversely, when the shift-down button 62 is pressed, the shift display section 64 changes from displaying the fourth-gear shift position to displaying the third-gear shift position, and the display of the third-gear shift position flashes. Further, when the shift-down button 62 is pressed, the shift display section 64 displays the second shift position, and the actual shift position is also shifted to the second shift position.

(7) Next, the low-speed or high-speed clutch 26 of the first auxiliary transmission 11 in step S19 in FIG.
The predetermined low pressure setting means for setting the predetermined low pressure P3 for 27 will be described. As shown in FIG. 8, the current operation position of the accelerator pedal 69 is detected by the position sensor 70 (step S42), and the no-load of the engine 1 corresponding to the current operation position of the accelerator pedal 69 (the accelerator position of the engine 1). The rotational speed N1 at the time is estimated based on FIG. 9, and the rotational speed N1 is stored and updated (step S4).
3).

Next, the current rotation speed N2 of the engine 1 is detected by the rotation speed sensor 72 shown in FIGS. 1 and 2 (step S44), and the difference between the no-load rotation speed N1 and the current rotation speed N2 is determined. The difference N3 is calculated (step S45), and the current shift position (first speed to 16th speed) of the main transmission 10 and the first and second auxiliary transmissions 11 and 12 (shift up button 6)
1 and before the shift-down button 62 is pressed) (step S46). Thereby, the rotation speeds N1, N
The load T applied to the engine 1 is calculated from FIG. 10 based on the difference N3 of 2 and the current shift position (first speed to 16th speed) (step S47), and based on the load T, step S19 in FIG. And a predetermined low pressure P3 indicated by a solid line A2 in FIG.
Is set (step S48).

In this case, as shown in FIG. 10, the greater the difference N3 between the no-load speed N1 and the current speed N2, the greater the load on the engine 1 is determined to be, and the solid line A2 in FIG. Is set to a higher value (on the side closer to the operating pressure P2 in the transmission state), and conversely, the difference N3
Is smaller, the load applied to the engine 1 is determined to be smaller, and the predetermined low pressure P3 of the solid line A2 in FIG. 7 is set to a lower value (zero side). As shown in FIG. 10, the load applied to the engine 1 is determined to be greater as the current shift position is on the lower speed side (first speed side), and the predetermined low pressure P3 of the solid line A2 in FIG. (The side closer to the operating pressure P2). As described above, the predetermined low pressure P3 is repeatedly set and updated.
19, the latest stored predetermined low pressure P3
Is taken in.

When the accelerator pedal 69 is operated, the rotation speed of the engine 1 changes a little later. Therefore,
As shown in FIG. 8, when the accelerator pedal 69 is operated (step S41), the previously calculated rotation speeds N1, N
The current shift position (1st to 16th speed) is detected (Step S50), the load T applied to the engine 1 is calculated, and the predetermined low pressure is used (Step S49). P3 is set (steps S51 and S52). After the operation of the accelerator pedal 69, if it is determined that the rate of change of the rotation speed of the engine 1 has become equal to or less than the predetermined value D and the change in the rotation speed of the engine 1 has been stabilized (step S53), steps S41 to S41 are performed.
Return to 42.

(8) Next, the shifting operation to the neutral stop position N, the low speed position L and the high speed position H shown in FIG. 2 will be described. As described in the previous section (3), the shift lever 28 is moved to the neutral stop position N by the lock pin 56,
It is fixed at either the low speed position L or the high speed position H, and when operating the shift lever 28 to another position, it is necessary to depress the operation pin 57 of the shift lever 28 to release the lock by the lock pin 56. There is.

In this case, as shown in FIG. 11, when the shift lever 28 is operated to the low speed position L, for example,
When the operation pin 57 is pressed and operated (ON) (time point B1
1) The lock pin 56 is removed from the guide plate 60 and operated. At the same time, the forward or reverse clutches 5, 6 are operated to the transmission cutoff side by the electromagnetic operation valves 36b, 37b in FIG. 3 by the operation signal from the operation pin 57, and the first auxiliary transmission is operated by the electromagnetic proportional valves 38, 39. The eleven low-speed or high-speed clutches 26 and 27 are operated to the transmission cutoff side. As a result, the shift lever 28 is pressed while the operation pin 57 is pressed.
From the low speed position L to the neutral stop position N. In this case, as shown in FIG. 1, the first sub-transmission 11 located immediately above the second sub-transmission 12 operated by the shift lever 28.
Is operated in the transmission cutoff state, so that the shift lever 2
8 to the neutral stop position N can be easily performed.

After the shift lever 28 is operated to the neutral stop position N, the hand is released from the operation pin 57 and is then returned (OFF) (time point B12), and the lock lever 56 moves the shift lever 28 to the neutral stop position N. At the same time as being fixed,
The forward or reverse clutches 5, 6 are immediately operated to the transmission side by the solenoid operated valves 36b, 37b and the solenoid operated proportional valve 35 in FIG. 3, and the first auxiliary transmission 11 is operated by the solenoid operated valves 38, 39.
Is immediately operated to the transmission side.

Next, when the operation pin 57 is pushed (ON) (time B13) while the shift lever 28 is being operated to the neutral stop position N, the lock pin 56 is disengaged from the guide plate 60 as described above. The forward or reverse clutches 5, 6 and the low-speed or high-speed clutches 26, 27 of the first auxiliary transmission 11 are operated to the transmission interruption side. Thus, for example, when the shift lever 28 is operated from the neutral stop position N to the high-speed position H while the operation pin 57 is being pressed, the first sub-transmission that is immediately upstream of the second sub-transmission 12 as described above. Since the transmission 11 is operated in the transmission cutoff state, the shift operation to the high-speed position H by the shift lever 28 can be easily performed.

After operating the shift lever 28 to the high-speed position H, when the operator releases the operation pin 57 and releases it (OFF) (time point B14), the shift lever 28 is fixed to the high-speed position H by the lock pin 56. At the same time, the low-speed or high-speed clutches 26, 27 of the first auxiliary transmission 11 are immediately operated to the transmission side by the electromagnetic proportional valves 38, 39. On the other hand, the forward or reverse clutches 5, 6 are gradually operated to the transmission side as described below. As shown in FIG. 1, a rotation speed sensor 73 for detecting the rotation speed of the cylindrical shaft 7 between the forward and reverse clutches 5, 6 and the main transmission 10.
At the time point B1 when the operation pin 57 is returned.
From 4, the operating pressure of the forward or reverse clutches 5, 6 is increased by the electromagnetic proportional valve 35 so that the rate of increase in the value detected by the rotation speed sensor 73 does not exceed the set value.
The transmission side is operated (time point B15).

Assume that the clutch pedal 52 shown in FIGS. 2 and 3 is depressed to operate the forward or reverse clutches 5, 6 to the half-clutch state by the on-off valve 51. in this case,
As shown in FIG. 1, the rotational speed sensors 72 and 73 are disposed on the lower side and the upper side of the forward and reverse clutches 5 and 6, respectively. The power of the engine 1 to be absorbed by the clutches 5 and 6 is calculated, and when the integrated value of the absorbed power reaches the set value, it is determined that seizure occurs in the forward or reverse clutches 5 and 6, and the buzzer 71 is set at a short interval. It is configured to operate intermittently and notify the operator.

(9) Next, the setting of the time point B2 of the dashed line A3 with respect to the time point B1 of the solid line A1 in FIG. 7 will be described. First, the first speed clutch 21 will be described. As shown by the solid line A1 in FIG. 7, in the stopped state of the aircraft (the state in which the shift lever 28 is operated to the neutral stop position N), when an operation current is sent to the electromagnetically operated valve 31b of the first speed clutch 21 (time point B1 in FIG. 7). ), The boosting time T1 from the time B1 to the time B5 when the operating pressure of the first-speed clutch 21 reaches the predetermined pressure P4 on the transmission state side (the state where there is an output from the pressure sensor 74 of the first-speed clutch 21 in FIG. 1) is It is measured (the above corresponds to measuring means).

In this case, as shown by the solid line A1 in FIG. 7, when the operating current is sent to the solenoid operated valve 31b and the switching valve 31a is operated to the supply side, the operating pressure of the first speed clutch 21 first rises rapidly. , Lowers a little and stabilizes in this state for a short time. This state corresponds to a state in which a piston (not shown) separated from a friction plate (not shown) starts to contact and press the friction plate, and the friction plates separated from each other start to contact each other. Then, the operating pressure of the first-speed clutch 21 increases as a linear function or a quadratic function, and the operating pressure P in the transmission state is increased.
Reach one.

On the other hand, when the second speed clutch 22 is in the transmission state, the operating current to the solenoid operated valve 32b of the second speed clutch 22 is cut off and the switching valve 32a is operated to the oil drain side. As indicated by the one-dot chain line A3, the operating pressure of the second speed clutch 22 sharply drops substantially simultaneously with the time point B2 when the operation current is cut off. Such a state is caused not only by the second speed clutch 22 but also by the first, third and fourth clutches 21 of the main transmission 10.
23 and 24 occur similarly.

Thus, as described above, the first-speed clutch 2
When the step-up time T1 of 1 is measured, 1
When the shift operation is performed to the high-speed shift position, when the shift-down button 62 is pressed and an operation current is sent to the electromagnetic operation valve 31b of the first-speed clutch 21, shortly after the boosting time T1 elapses from this time point B1. The operation current to the electromagnetic operation valve 32b of the second speed clutch 22 is cut off. Thereby, the increase characteristic of the operating pressure of the first speed clutch 21 (from the time point B2 to the time point B3 of the solid line A1 in FIG. 7) and the decreasing characteristic of the operating pressure of the second speed clutch 22 (the time point B2 to B3 of the one-dot chain line A3 in FIG. 7). ) Intersect with each other (corresponding to the third control means). As described above, not only the boosting time T1 of the first-speed clutch 21 but also the boosting time T1 of the second, third and fourth-speed clutches 22, 23, and 24 of the main transmission 10 are measured. Applies to each shifting operation at the position.

[Another Embodiment] The boosting time T1 in the preceding paragraph (9)
Is assumed to be performed at the time of shipment from a factory. However, the boosting time T1 of the first- to fourth-speed clutches 21 to 24 is measured at any time during a shift operation during normal running, and the boosting time T is measured.
A configuration may be adopted in which a new boosting time T1 is updated each time 1 is measured. Although the shift-up button 61 and the shift-down button 62 are separately provided in the embodiment of FIG. 2, the shift-up signal and the shift-down signal can be obtained by operating one shift switch (not shown) to shift up and down. You may comprise so that a shift-down signal may be transmitted.

In the claims, reference numerals are provided for convenience of comparison with the drawings, but the present invention is not limited to the configuration of the attached drawings by the entry.

[Brief description of the drawings]

FIG. 1 is a schematic diagram showing a transmission system in a transmission case.

FIG. 2 is a diagram showing a linked state of a shift lever and a second auxiliary transmission, a shift display section and a linked state of each section.

FIG. 3 is a hydraulic circuit diagram of a main transmission, a first auxiliary transmission, and the like.

FIG. 4 is a diagram showing a first half flow of a shift operation and an abnormality detection control by a shift-up button and a shift-down button when the shift lever is operated to a low speed position or a high speed position.

FIG. 5 is a diagram illustrating a second half of the flow of the shift operation and the abnormality detection control using the upshift button and the downshift button when the shift lever is operated to the low speed position or the high speed position.

FIG. 6 is a diagram showing a flow of a shift operation and an abnormality detection control by a shift-up button and a shift-down button when the shift lever is operated to a neutral stop position.

FIG. 7 is a diagram showing a state of the main and first sub-transmissions at the time of a shift operation with a shift-up button and a shift-down button in a state where the shift lever is operated to a low speed position or a high speed position.

FIG. 8 is a diagram showing a predetermined low pressure (P
Diagram showing the setting flow of 3)

FIG. 9 is a diagram showing a predetermined low pressure (P
FIG. 6 is a diagram showing the relationship between the accelerator position of the engine and the number of revolutions of the engine when there is no load when setting 3).

10 shows the relationship between the difference between the engine speed at the time of no load and the current engine speed at the time of setting the predetermined low pressure (P3) on the first auxiliary transmission side in FIG. 7 and the load applied to the engine. Figure

FIG. 11 is a diagram showing a state of a forward or reverse clutch and a state of the first sub-transmission when the second sub-transmission is operated by a shift lever and an operation pin.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 10 Transmission 21,22,23,24 Hydraulic clutch of transmission 31b, 32b, 33b, 34b Solenoid operation valve 61,62 Transmission operation tool 74 Pressure sensor P4 Predetermined pressure T1 in power transmission state T1 Boosting time

──────────────────────────────────────────────────続 き Continued on the front page (58) Field surveyed (Int.Cl. ⁷ , DB name) F16H 59/00-61/12 F16H 61/16-61/36 F16H 63/00-63/48 F16H 3 / 00-3/78

Claims (1)

(57) [Claims] 1. A traveling main transmission (10) includes a plurality of multi-plate hydraulic clutches (21), (22), (2).
3) and (24) are arranged in parallel, and the plurality of hydraulic clutches (21), (22), (23) and (24) are
The gears can be shifted to the transmission side by selectively supplying
And is provided in series with the transmission system of the main transmission (10).
The auxiliary transmission (11) is provided with a plurality of multi-plate hydraulic clutches.
By alternative pressure oil supply to (26) and (27)
A first auxiliary transmission mechanism (11) that can be selectively switched to a transmission state;
The gear meshing is performed based on the sliding operation of the shift member (53).
Combination with second auxiliary transmission (12) for selecting meshing state
And each hydraulic clutch (21) of the main transmission (10),
(22), (23), and (24), solenoid operated valves (31b), (32b), (33b),
(34b) a shift operation tool (61) for transmitting a shift command for the main transmission (10) based on an artificial operation;
(62), and based on a shift command from the shift operating tool (61), (62), an electromagnetic operation valve (31) corresponding to the shift command
b), (32b), (33b), and (34b), first control means for transmitting a first operation signal that operates to the hydraulic oil supply side, and to the hydraulic oil supply side before the transmission of the shift command. Activated solenoid operated valves (31b), (32b), (33)
b), (in 34b), hydraulic clutch provided with a second control means for transmitting a second operation signal for operating the oil discharge side, before Symbol main transmission device (10) (21), (2
2) A pressure sensor (7) for detecting whether the operating pressure of (23) or (24) has reached a predetermined pressure (P4) on the transmission state side.
4) is replaced with each of the hydraulic clutches (21), (22), (2).
3) and (24), wherein the one solenoid operated valve (31b), (32b), (33)
b) and (34b), after the first operation signal is transmitted, the solenoid operated valves (31b), (32b), (33b),
Hydraulic clutches (21), (2) corresponding to (34b)
2) A measuring means for measuring a boosting time (T1) until the operating pressures of (23) and (24) reach a predetermined pressure (P4) on the transmission state side is provided. 62) shortly before the measured boosting time (T1) elapses after the first operation signal is transmitted from the first control means based on the shift command from 62), the second control means operation as the signal is transmitted, the second and a third control means for operating the control means, further, the engine from a current shifting state and the engine speed
Is calculated, and based on this load,
While the transmission (10) is performing a shift operation, the first auxiliary
The operating pressure of the transmission (11) is increased from the normal operating pressure (P2).
Predetermined low pressure setting means for setting a predetermined low pressure (P3)
The traveling speed change structure of the work vehicle equipped with .