Transmission and control system for work vehicle
阅读说明:本技术 变速器、以及工作车辆的控制系统 (Transmission and control system for work vehicle ) 是由 南贵信 于 2019-01-21 设计创作,主要内容包括:本发明提供一种变速器以及工作车辆的控制系统。第二要素固定离合器切换为分离状态和卡合状态。第二要素固定离合器在分离状态下,将行星齿轮机构的第二要素可旋转地分离。第二要素固定离合器在卡合状态下,将行星齿轮机构的第二要素不可旋转地固定。变速器通过将第二要素固定离合器切换为分离状态和卡合状态,而切换为第一无级变速模式、第二无级变速模式、以及直接模式之中的至少两种模式。(The invention provides a transmission and a control system for a work vehicle. The second element fixed clutch is switched between a disengaged state and an engaged state. The second element fixed clutch rotatably separates the second element of the planetary gear mechanism in a disengaged state. The second element fixed clutch fixes the second element of the planetary gear mechanism in a non-rotatable manner in an engaged state. The transmission is switched to at least two modes among a first continuously variable transmission mode, a second continuously variable transmission mode, and a direct mode by switching the second element fixed clutch between a disengaged state and an engaged state.)
1. A transmission that transmits a rotational force from an engine, comprising:
a first rotating shaft;
a second rotation shaft;
a first path arranged between the first rotating shaft and the second rotating shaft on a transmission path of a rotational force from the engine;
a second path that includes a continuously variable transmission having a motor and a power source that drives the motor, and that is connected in parallel with respect to the first path;
a planetary gear mechanism comprising: a first element connected to the first path, a second element connected to the second path, and a third element connected to the first rotating shaft or the second rotating shaft;
a second element fixed clutch that is switched between a disengaged state in which the second element is rotatably disengaged and an engaged state in which the second element is non-rotatably fixed;
the transmission is switched to at least two modes among a first continuously variable transmission mode, a second continuously variable transmission mode, and a direct mode by switching the second element fixed clutch between the disengaged state and the engaged state,
in the first stepless speed change mode, the rotational force from the engine is transmitted from the first rotational shaft to the second rotational shaft not via the first path but via the second path,
in the second continuously variable transmission mode, the rotational force from the engine is transmitted from the first rotary shaft to the second rotary shaft via both the first path and the second path,
in the direct mode, the rotational force from the engine is transmitted from the first rotational shaft to the second rotational shaft not via the second path but via the first path.
2. The transmission of claim 1,
the transmission transmits the rotational force from the engine in the second continuously variable transmission mode with the second element fixed clutch disengaged,
the torque from the engine is transmitted in the direct mode in a state where the second element fixed clutch is engaged.
3. The transmission of claim 1 or 2,
the first path includes: a first shaft portion, a second shaft portion, and a first path cutoff clutch disposed between the first shaft portion and the second shaft portion,
the first path cutoff clutch disconnects the first shaft portion and the second shaft portion in a disengaged state and connects the first shaft portion and the second shaft portion in an engaged state,
the transmission transmits the rotational force from the engine in the first continuously variable transmission mode in a state where both the second element fixed clutch and the first path-cutoff clutch are disengaged,
transmitting a rotational force from the engine in the second continuously variable transmission mode in a state where the second element fixed clutch is disengaged and the first path cutoff clutch is engaged,
the direct mode transmits the rotational force from the engine in a state where both the second element fixed clutch and the first path cutoff clutch are engaged.
4. The transmission of claim 3,
further comprising a first element fixed clutch which is switched between a disengaged state in which the first element is rotatably disengaged and an engaged state in which the first element is non-rotatably fixed,
the transmission transmits the rotational force from the engine in the first continuously variable transmission mode in a state where the second element fixed clutch and the first path-cutoff clutch are both disengaged and the first element fixed clutch is engaged,
transmitting a rotational force from the engine in the second continuously variable transmission mode in a state where both the second element fixed clutch and the first element fixed clutch are disengaged and the first path cutoff clutch is engaged,
the direct mode transmits the rotational force from the engine when both the second element fixed clutch and the first path cutoff clutch are in the engaged state and the first element fixed clutch is in the disengaged state.
5. The transmission of claim 3,
further comprising an element coupling clutch that switches between an engaged state in which any two elements among the first element, the second element, and the third element are coupled and a disengaged state in which the first element, the second element, and the third element are not coupled,
the transmission transmits the rotational force from the engine in the first continuously variable transmission mode in a state where the second element fixed clutch and the first path cutoff clutch are both disengaged and the element connection clutch is engaged,
transmitting a rotational force from the engine in the second continuously variable transmission mode in a state where both the second element fixed clutch and the element coupling clutch are disengaged and the first path cutoff clutch is engaged,
the direct mode transmits the rotational force from the engine when both the second element fixed clutch and the first path cutoff clutch are in the engaged state and the element connection clutch is in the disengaged state.
6. The transmission of claim 1,
the first path includes: a first shaft portion, a second shaft portion, and a first path cutoff clutch disposed between the first shaft portion and the second shaft portion,
the first path cutoff clutch disconnects the first shaft portion and the second shaft portion in a disengaged state and connects the first shaft portion and the second shaft portion in an engaged state,
further comprising:
a bypass path that connects the second path with the first rotation shaft or the second rotation shaft without via the planetary gear mechanism;
a bypass clutch that switches connection and disconnection between the first rotating shaft or the second rotating shaft and the bypass path;
in the first continuously variable transmission mode, the rotational force from the engine is transmitted from the first rotary shaft to the second rotary shaft not via the first path and the planetary gear mechanism but via the second path and the bypass path,
the transmission transmits the rotational force from the engine in the first continuously variable transmission mode in a state where the second element fixed clutch and the first path cutoff clutch are both disengaged and the bypass clutch is engaged,
transmitting a rotational force from the engine in the second continuously variable transmission mode in a state where the second element fixed clutch and the bypass clutch are both disengaged and the first path cutoff clutch is engaged,
the direct mode transmits the rotational force from the engine when both the second element fixed clutch and the first path cutoff clutch are in the engaged state and the bypass clutch is in the disengaged state.
7. A transmission that transmits a rotational force from an engine, comprising:
a first rotating shaft;
a second rotation shaft;
a first path arranged between the first rotating shaft and the second rotating shaft on a transmission path of a rotational force from the engine;
a second path that includes a continuously variable transmission having a motor and a power source that drives the motor, and that is connected in parallel with respect to the first path;
a planetary gear mechanism comprising: a first element connected to the first path, a second element connected to the second path, and a third element connected to the first rotating shaft or the second rotating shaft;
an element connection clutch that switches between an engaged state in which any two elements among the first element, the second element, and the third element are connected and a disengaged state in which the first element, the second element, and the third element are not connected;
the transmission is switched to at least two modes among a first continuously variable transmission mode, a second continuously variable transmission mode, and a direct mode by switching the element connection clutch between the disengaged state and the engaged state,
in the first stepless speed change mode, the rotational force from the engine is transmitted from the first rotational shaft to the second rotational shaft not via the first path but via the second path,
in the second continuously variable transmission mode, the rotational force from the engine is transmitted from the first rotary shaft to the second rotary shaft via both the first path and the second path,
in the direct mode, the rotational force from the engine is transmitted from the first rotational shaft to the second rotational shaft not via the second path but via the first path.
8. The transmission of claim 7,
the transmission transmits the rotational force from the engine in the second continuously variable transmission mode with the element coupling clutch disengaged,
the torque from the engine is transmitted in the direct mode in a state where the element coupling clutch is engaged.
9. The transmission of claim 7 or 8,
the first path includes: a first shaft portion, a second shaft portion, and a first path cutoff clutch disposed between the first shaft portion and the second shaft portion,
the first path cutoff clutch disconnects the first shaft portion and the second shaft portion in a disengaged state and connects the first shaft portion and the second shaft portion in an engaged state,
further comprising a first element fixed clutch which is switched between a disengaged state in which the first element is rotatably disengaged and an engaged state in which the first element is non-rotatably fixed,
the transmission transmits the rotational force from the engine in the first stepless shift mode when the element connection clutch and the first path disconnection/connection clutch are both in the disconnected state and the first element fixed clutch is in the engaged state, or transmits the rotational force from the engine in the first stepless shift mode when the first element fixed clutch and the first path disconnection/connection clutch are both in the disconnected state and the element connection clutch is in the engaged state,
transmitting a rotational force from the engine in the second continuously variable transmission mode in a state where both the first element fixed clutch and the element coupling clutch are disengaged and the first path cutoff clutch is engaged,
the direct mode transmits the rotational force from the engine in a state where the first path cutoff clutch and the element connection clutch are both engaged and the first element fixed clutch is disengaged.
10. The transmission of claim 7 or 8,
the first path includes: a first shaft portion, a second shaft portion, and a first path cutoff clutch disposed between the first shaft portion and the second shaft portion,
the first path cutoff clutch disconnects the first shaft portion and the second shaft portion in a disengaged state and connects the first shaft portion and the second shaft portion in an engaged state,
the transmission transmits the rotational force from the engine in the first continuously variable transmission mode in a state where the first path cutoff clutch is disengaged and the element coupling clutch is engaged,
the torque from the engine is transmitted in the second continuously variable transmission mode in a state where the element coupling clutch is in a disengaged state and the first path cutoff clutch is in an engaged state.
11. The transmission of claim 10,
the transmission transmits the rotational force from the engine in the direct mode in a state where both the first path cutoff clutch and the element coupling clutch are engaged.
12. The transmission of claim 7 or 8,
the first path includes: a first shaft portion, a second shaft portion, and a first path cutoff clutch disposed between the first shaft portion and the second shaft portion,
the first path cutoff clutch disconnects the first shaft portion and the second shaft portion in a disengaged state and connects the first shaft portion and the second shaft portion in an engaged state,
further comprising:
a bypass path that connects the second path to the first rotating shaft or the second rotating shaft without passing through the planetary gear mechanism;
a bypass clutch that switches connection and disconnection between the first rotating shaft or the second rotating shaft and the bypass path;
in the first continuously variable transmission mode, the rotational force from the engine is transmitted from the first rotary shaft to the second rotary shaft not via the first path and the planetary gear mechanism but via the second path and the bypass path,
the transmission transmits the rotational force from the engine in the first continuously variable transmission mode in a state where the element connection clutch and the first path disconnection clutch are both in a disengaged state and the bypass clutch is in an engaged state,
transmitting a rotational force from the engine in the second continuously variable transmission mode in a state where both the element coupling clutch and the bypass clutch are disengaged and the first path cutoff clutch is engaged,
the direct mode transmits the rotational force from the engine when both the element coupling clutch and the first path cutoff clutch are in the engaged state and the bypass clutch is in the disengaged state.
13. The transmission of claim 7 or 8,
the first path includes: a first shaft portion, a second shaft portion, and a first path cutoff clutch disposed between the first shaft portion and the second shaft portion,
the first path cutoff clutch disconnects the first shaft portion and the second shaft portion in a disengaged state and connects the first shaft portion and the second shaft portion in an engaged state,
further comprising:
a bypass path that connects the second path to the first rotating shaft or the second rotating shaft without passing through the planetary gear mechanism;
a bypass clutch that switches connection and disconnection between the first rotating shaft or the second rotating shaft and the bypass path;
in the first stepless speed change mode, the rotational force from the engine is transmitted from the first rotational shaft to the second rotational shaft not via the first path but via the second path and the planetary gear mechanism,
the transmission transmits the rotational force from the engine in the first continuously variable transmission mode in a state where the bypass clutch and the first path cutoff clutch are both disengaged and the element connection clutch is engaged,
transmitting a rotational force from the engine in the second continuously variable transmission mode in a state where both the element coupling clutch and the bypass clutch are disengaged and the first path cutoff clutch is engaged,
the direct mode transmits the rotational force from the engine when both the element coupling clutch and the first path cutoff clutch are in the engaged state and the bypass clutch is in the disengaged state.
14. A transmission that transmits a rotational force from an engine, comprising:
a first rotating shaft;
a second rotation shaft;
a first path arranged between the first rotating shaft and the second rotating shaft on a transmission path of a rotational force from the engine;
a second path that includes a continuously variable transmission having a motor and a power source that drives the motor, and that is connected in parallel with respect to the first path;
a planetary gear mechanism comprising: a first element connected to the first path, a second element connected to the second path, and a third element connected to the first rotating shaft or the second rotating shaft;
the first path includes: a first shaft portion, a second shaft portion, and a first path cutoff clutch disposed between the first shaft portion and the second shaft portion,
the first path cutoff clutch disconnects the first shaft portion and the second shaft portion in a disengaged state and connects the first shaft portion and the second shaft portion in an engaged state,
the transmission is switched to at least two modes among a first continuously variable transmission mode, a second continuously variable transmission mode, and a direct mode by switching the first path cutoff clutch to the disengaged state and the engaged state,
in the first stepless speed change mode, the rotational force from the engine is transmitted from the first rotational shaft to the second rotational shaft not via the first path but via the second path,
in the second continuously variable transmission mode, the rotational force from the engine is transmitted from the first rotary shaft to the second rotary shaft via both the first path and the second path,
in the direct mode, the rotational force from the engine is transmitted from the first rotational shaft to the second rotational shaft not via the second path but via the first path.
15. The transmission of claim 14,
the transmission transmits the rotational force from the engine in the first continuously variable transmission mode in a state where the first path-cutoff clutch is disengaged,
the second continuously variable transmission mode transmits the rotational force from the engine in the engaged state of the first path cutoff clutch.
16. The transmission of claim 14 or 15,
further comprising a first element fixed clutch which is switched between a disengaged state in which the first element is rotatably disengaged and an engaged state in which the first element is non-rotatably fixed,
the transmission transmits the rotational force from the engine in the first continuously variable transmission mode in a state where the first path cutoff clutch is disengaged and the first element fixed clutch is engaged,
the torque from the engine is transmitted in the second continuously variable transmission mode in a state where the first path cutoff clutch is in an engaged state and the first element fixed clutch is in a disengaged state.
17. The transmission of claim 13 or 14, further comprising:
a bypass path that connects the second path to the first rotating shaft or the second rotating shaft without passing through the planetary gear mechanism;
a bypass clutch that switches connection and disconnection between the first rotating shaft or the second rotating shaft and the bypass path;
in the first continuously variable transmission mode, the rotational force from the engine is transmitted from the first rotary shaft to the second rotary shaft not via the first path and the continuously variable transmission but via the second path and the bypass path,
the transmission transmits the rotational force from the engine in the first continuously variable transmission mode in a state where the first path cutoff clutch is disengaged and the bypass clutch is engaged,
the second continuously variable transmission mode transmits the rotational force from the engine in a state where the first path cutoff clutch is in an engaged state and the bypass clutch is in a disengaged state.
18. The transmission of claim 13 or 14, further comprising:
a direct path that connects the first rotating shaft and the second rotating shaft without passing through the first path, the second path, and the planetary gear mechanism;
a direct clutch that switches connection and disconnection of the first rotation shaft or the second rotation shaft with and from the direct path,
the transmission transmits the rotational force from the engine in the first continuously variable transmission mode in a state where both the first path cutoff clutch and the direct clutch are disengaged,
transmitting a rotational force from the engine in the second continuously variable transmission mode in a state where the first path-cut clutch is in an engaged state and the direct clutch is in a disengaged state,
the direct mode transmits the rotational force from the engine in the direct mode in a state where the direct clutch is engaged.
19. The transmission of claim 18,
further comprising a first element fixed clutch which is switched between a disengaged state in which the first element is rotatably disengaged and an engaged state in which the first element is non-rotatably fixed,
the transmission transmits the rotational force from the engine in the first continuously variable transmission mode in a state where the first path cutoff clutch and the direct clutch are both disengaged and the first element fixed clutch is engaged,
transmitting a rotational force from the engine in the second continuously variable transmission mode in a state where the first path cutoff clutch is in an engaged state and both the direct clutch and the first element fixed clutch are in a disengaged state,
the direct mode is a mode in which the direct clutch is engaged while the first element fixed clutch or the first path cutoff clutch is disengaged.
20. The transmission of claim 18,
further comprising an element coupling clutch that switches between an engaged state in which any two elements among the first element, the second element, and the third element are coupled and a disengaged state in which the first element, the second element, and the third element are not coupled,
the transmission transmits the rotational force from the engine in the first continuously variable transmission mode in a state where the first path cutoff clutch and the direct clutch are both in a disengaged state and the element connection clutch is in an engaged state,
transmitting a rotational force from the engine in the second continuously variable transmission mode in a state where the first path-cutoff clutch is in an engaged state and both the direct clutch and the element connection clutch are in a disengaged state,
the direct mode transmits the rotational force from the engine when the element connection clutch or the first path disconnection clutch is in a disengaged state and the direct clutch is in an engaged state.
21. The transmission of claim 18, further comprising:
a bypass path that connects the second path to the first rotating shaft or the second rotating shaft without passing through the planetary gear mechanism;
a bypass clutch that switches connection and disconnection between the first rotating shaft or the second rotating shaft and the bypass path;
in the first continuously variable transmission mode, the rotational force from the engine is transmitted from the first rotary shaft to the second rotary shaft not via the first path and the planetary gear mechanism but via the second path and the bypass path,
the transmission transmits the rotational force from the engine in the first continuously variable transmission mode in a state where the first path cutoff clutch and the direct clutch are both in a disengaged state and the bypass clutch is in an engaged state,
transmitting a rotational force from the engine in the second continuously variable transmission mode in a state where the first path cutoff clutch is in an engaged state and both the direct clutch and the bypass clutch are in a disengaged state,
the direct mode is a mode in which the rotational force from the engine is transmitted when the bypass clutch or the first path cutoff clutch is in a disengaged state and the direct clutch is in an engaged state.
22. A control system for a work vehicle, comprising:
the engine;
the transmission of any one of claims 1 to 21;
a rotational speed sensor that outputs a signal representing an output rotational speed of the transmission;
a controller that receives a signal from the rotational speed sensor and controls the transmission;
the controller switches at least two modes among the first continuously variable mode, the second continuously variable mode, and the direct mode according to an output rotational speed of the transmission.
Technical Field
The invention relates to a transmission and a control system of a work vehicle.
Background
As one of the transmissions, there is an HST (hydrostatic transmission). The HST includes a hydraulic pump and a hydraulic motor. The hydraulic pump is driven by the engine and discharges hydraulic oil. The hydraulic motor is driven by working oil from the hydraulic pump. In the HST, the reduction ratio can be steplessly changed by controlling the displacement of the hydraulic pump and the displacement of the hydraulic motor.
Since the HST is a continuously variable transmission, there is less concern that articles may fall off due to shift shock, and it is desired to obtain high efficiency in a low speed region. However, since the hydraulic motor operates at a high speed in a high speed region, more engine output is used, and therefore, efficiency is reduced.
Therefore, in recent years, a transmission combining an HST and a mechanical transmission is known. For example, in the transmission described in patent document 1, HST is used in a low speed region, and direct transmission by a mechanical transmission is used in a high speed region. This can improve the efficiency in the high-speed region.
In the transmission described in
Disclosure of Invention
Technical problem to be solved by the invention
In the transmission, a first continuously variable mode using the HST and a direct mode using the mechanical transmission are switched. Or switching between the second continuously variable mode using HMT and the direct mode. Therefore, a transmission capable of easily and smoothly switching between a plurality of modes is required.
Technical solution for solving technical problem
The transmission of the first mode includes: the planetary gear mechanism includes a first rotating shaft, a second rotating shaft, a first path, a second path, a planetary gear mechanism, and a second element fixed clutch. The first path is disposed between the first rotation shaft and the second rotation shaft on a transmission path of the rotational force from the engine. The second path includes a continuously variable transmission having a motor and a power source that drives the motor, and is connected in parallel with respect to the first path. The planetary gear mechanism includes: a first element connected to the first path, a second element connected to the second path, and a third element connected to the first rotating shaft or the second rotating shaft.
The second element fixed clutch is switched between a disengaged state and an engaged state. The second element fixed clutch rotatably separates the second element in a separated state. The second element fixed clutch fixes the second element in a non-rotatable manner in an engaged state.
The transmission is switched to at least two modes among a first continuously variable transmission mode, a second continuously variable transmission mode, and a direct mode by switching the second element fixed clutch between a disengaged state and an engaged state. In the first stepless speed change mode, the rotational force from the engine is transmitted from the first rotary shaft to the second rotary shaft not via the first path but via the second path. In the second continuously variable transmission mode, the rotational force from the engine is transmitted from the first rotary shaft to the second rotary shaft via both the first path and the second path. In the direct mode, the rotational force from the engine is transmitted from the first rotary shaft to the second rotary shaft not via the second path but via the first path.
The transmission of the second mode includes: the planetary gear mechanism includes a first rotating shaft, a second rotating shaft, a first path, a second path, a planetary gear mechanism, and an element coupling clutch. The first path is disposed between the first rotation shaft and the second rotation shaft on a transmission path of the rotational force from the engine. The second path includes a continuously variable transmission having a motor and a power source that drives the motor, and is connected in parallel with respect to the first path. The planetary gear mechanism includes: a first element connected to the first path, a second element connected to the second path, and a third element connected to the first rotating shaft or the second rotating shaft.
The element connection clutch is switched between a disengaged state and an engaged state. The element connection clutch connects any two elements of the first element, the second element, and the third element in an engaged state. The element connection clutch disconnects the first element, the second element, and the third element in the disengaged state.
The transmission is switched to at least two modes among a first continuously variable transmission mode, a second continuously variable transmission mode, and a direct mode by switching the clutching clutch to a disengaged state and an engaged state. In the first stepless speed change mode, the rotational force from the engine is transmitted from the first rotary shaft to the second rotary shaft not via the first path but via the second path. In the second continuously variable transmission mode, the rotational force from the engine is transmitted from the first rotary shaft to the second rotary shaft via both the first path and the second path. In the direct mode, the rotational force from the engine is transmitted from the first rotary shaft to the second rotary shaft not via the second path but via the first path.
The transmission of the third mode includes: a first rotation shaft, a second rotation shaft, a first path, a second path, and a planetary gear mechanism. The first path is disposed between the first rotation shaft and the second rotation shaft on a transmission path of the rotational force from the engine. The second path includes a continuously variable transmission having a motor and a power source that drives the motor, and is connected in parallel with respect to the first path. The planetary gear mechanism includes: a first element connected to the first path, a second element connected to the second path, and a third element connected to the first rotating shaft or the second rotating shaft.
The first path includes: the clutch includes a first shaft portion, a second shaft portion, and a first path cutoff clutch disposed between the first shaft portion and the second shaft portion. The first path cutoff clutch is switched between a disengaged state and an engaged state. The first path cutoff clutch disconnects the first shaft portion and the second shaft portion in the disengaged state. The first path cutoff clutch connects the first shaft portion and the second shaft portion in the engaged state.
The transmission is switched to at least two modes among a first continuously variable mode, a second continuously variable mode, and a direct mode by switching the first path cutoff clutch to the disengaged state and the engaged state. In the first stepless speed change mode, the rotational force from the engine is transmitted from the first rotary shaft to the second rotary shaft not via the first path but via the second path. In the second continuously variable transmission mode, the rotational force from the engine is transmitted from the first rotary shaft to the second rotary shaft via both the first path and the second path. In the direct mode, the rotational force from the engine is transmitted from the first rotary shaft to the second rotary shaft not via the second path but via the first path.
A control system for a work vehicle according to a fourth aspect includes: the engine, the transmission, the rotational speed sensor, and the controller. The rotational speed sensor outputs a signal indicative of an output rotational speed of the transmission. The controller receives a signal from the rotational speed sensor and controls the transmission. The controller switches at least two modes among the first continuously variable mode, the second continuously variable mode, and the direct mode according to an output rotation speed of the transmission.
Effects of the invention
In the transmission according to the present invention, switching between a plurality of modes can be easily and smoothly performed.
Drawings
Fig. 1 is a side view of a work vehicle of the embodiment.
Fig. 2 is a block diagram showing the configuration of a control system of the work vehicle.
Fig. 3 is a schematic diagram showing the configuration and control of the transmission of the first embodiment.
Fig. 4 is a schematic diagram showing the configuration and control of a transmission according to a first modification of the first embodiment.
Fig. 5 is a schematic diagram showing the configuration and control of a transmission according to a second modification of the first embodiment.
Fig. 6 is a schematic diagram showing the configuration and control of a transmission according to a third modification of the first embodiment.
Fig. 7 is a schematic diagram showing the configuration and control of a transmission of the second embodiment.
Fig. 8 is a schematic diagram showing the configuration and control of a transmission according to a first modification of the second embodiment.
Fig. 9 is a schematic diagram showing a configuration and control of a transmission according to a second modification of the second embodiment.
Fig. 10 is a schematic diagram showing the configuration and control of a transmission according to a third modification of the second embodiment.
Fig. 11 is a schematic diagram showing the configuration and control of a transmission of the third embodiment.
Fig. 12 is a schematic diagram showing the configuration and control of a transmission according to a first modification of the third embodiment.
Fig. 13 is a schematic diagram showing the configuration and control of a transmission according to a second modification of the third embodiment.
Fig. 14 is a schematic diagram showing a configuration and control of a transmission according to a third modification of the third embodiment.
Fig. 15 is a schematic diagram showing the configuration and control of a transmission according to a fourth modification of the third embodiment.
Fig. 16 is a schematic diagram showing the configuration and control of a transmission according to a fifth modification of the third embodiment.
Fig. 17 is a schematic diagram showing the structure and control of a transmission according to another embodiment.
Fig. 18 is a schematic diagram showing the structure and control of a transmission of another embodiment.
Fig. 19 is a schematic diagram showing the structure and control of a transmission of another embodiment.
Fig. 20 is a schematic diagram showing the structure and control of a transmission of another embodiment.
Fig. 21 is a schematic diagram showing the structure and control of a transmission according to another embodiment.
Detailed Description
Embodiments of the present invention will be described below with reference to the drawings. Fig. 1 is a side view of a work vehicle 1 according to an embodiment of the present invention. Fig. 2 is a block diagram showing the configuration of the control system of the work vehicle 1. As shown in fig. 1, the work vehicle 1 includes:
The
The work vehicle 1 can perform work such as excavation using the work implement 3. The working device 3 is driven by working oil from a working
The
As shown in fig. 2, the work vehicle 1 includes a work implement
Next, the
Fig. 3A is a schematic diagram showing the structure of a
The rotational force from the
The
The
The
The second element fixed clutch CL1 is connected to the
The
In the first embodiment, the
As shown in fig. 2, the work vehicle 1 includes a
In detail, the work vehicle 1 includes a
The
When the output rotational speed of the
In the
In the direct mode, the
Further, since switching between the modes can be realized with a simple configuration, the
Next, a first modification of the first embodiment will be described. Fig. 4A is a schematic diagram showing a configuration of a
The
The first element fixed clutch CL3 is switched between the disengaged state and the engaged state. The first element fixed clutch CL3 rotationally separates the
As shown in fig. 4B, the transmission 8B transmits the rotational force from the
The
When the output rotational speed of the
Next, a second modification of the first embodiment will be described. Fig. 5A is a schematic diagram showing a configuration of a
The
As shown in fig. 5B, the
The
Next, a third modification of the first embodiment will be described. Fig. 6A is a schematic diagram showing a configuration of a
The
As shown in fig. 6B, the
The
The
Next, the
As shown in fig. 7A, the
As shown in fig. 7B, the
Next, a
As shown in fig. 8A, the
As shown in fig. 8B, the
Next, a
As shown in fig. 9A, the
As shown in fig. 9B, the
The
Next, a transmission 8h according to a third modification of the second embodiment will be described. Fig. 10A is a schematic diagram showing the structure of the transmission 8 h. Fig. 10B is a table showing the relationship between the mode of the transmission 8h and the state of the clutch.
As shown in fig. 10A, the transmission 8h further includes a
As shown in fig. 10B, the transmission 8h transmits the rotational force from the
The transmission 8h transmits the rotational force from the
Next, a
As shown in fig. 11A, the
As shown in fig. 11B, the
Next, a
As shown in fig. 12A, the
Next, a
As shown in fig. 13A, the
As shown in fig. 13B, the
Next, a transmission 8l according to a third modification of the third embodiment will be described. Fig. 14A is a schematic diagram showing the structure of the transmission 8 l. Fig. 14B is a table showing the relationship between the mode of the transmission 8l and the state of the clutch.
As shown in fig. 14A, the transmission 8l further includes a
The direct clutch CL6 can switch the connection and disconnection of the
As shown in fig. 14B, the transmission 8l transmits the rotational force from the
In fig. 14B, "-" indicates that any one of the disengaged state and the engaged state is possible. Therefore, the transmission 8l transmits the rotational force from the
The other structures and the mode switching control are the same as those of the
Next, a
As shown in fig. 15A, the
As shown in fig. 15B, the
The
The other structures and the mode switching control are the same as those of the
Next, a
As shown in fig. 16A, the
As shown in fig. 16B, the
The
The other configurations and the mode switching control are the same as those of the
While one embodiment of the present invention has been described above, the present invention is not limited to the above embodiment, and various modifications can be made without departing from the scope of the invention.
The work vehicle 1 is not limited to a wheel loader, and may be another type of work vehicle such as a motor grader, a hydraulic excavator, or a bulldozer.
The work vehicle 1 is not limited to having an HMT, and may have another type of continuously variable transmission such as an EMT. That is, the
In the above embodiment, the
For example, fig. 17 is a modification in which the configuration of the
Fig. 20 is a modification in which the configuration of a
Fig. 21 is a modification in which the configuration of a transmission 8l of a third modification of the third embodiment is applied to an input-split type transmission. As shown in fig. 21, in the input-split transmission 8 l', the direct clutch CL6 can also switch between connection and disconnection between the first
The same applies to other modifications as well, and can be applied to the input-split type transmission 8.
Industrial applicability
In the present invention, the transmission can be switched between a plurality of modes easily and smoothly.
Description of the reference numerals
7, an engine; 8a-8n, 8a ', 8d ', 8e ', 8i ', 8l ' transmissions; 17 a rotational speed sensor; 20 a controller; 32 a first rotation axis; 33 a second rotation axis; 34a first path; 34a first shaft portion; 34b a second shaft portion; 35 a second path; 36 a planetary gear mechanism; 38 a continuously variable transmission; 41 a motor; a 42 power source; 43 a first element; 44 a second element; 45 a third element; 48 bypass path; 49 direct path; the CL1 second element fixed clutch; CL2 first path cutoff clutch; the CL3 first element fixed clutch; a CL4 element connection clutch; CL5 bypass clutch; CL6 direct clutch.
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