Control unit for a coupling of the transmission device of a work vehicle with shaft-mounted distributor

Abstract

Control assembly (48) for a clutch (50, 52, 54, 56) for a transmission device (26) of a work vehicle (20), comprising: a shaft (60) with an axis of rotation (R) passing through a housing (62) of the transmission device (26); a separating device designed as the coupling (50, 52, 54, 56) and mounted to run in sync with the shaft (60) around the axis of rotation (R), with a disengaged and an engaged state; a gear (40, 42, 44, 46) that sits on the shaft (60) to rotate around the axis of rotation (R) and interacts with the clutch (50, 52, 54, 56) such that it rotates relative to the shaft (60) when the clutch (50, 52, 54, 56) is disengaged, and rotates in the same direction as the shaft (60) when the clutch (50, 52, 54, 56) is engaged; and a distributor (98, 100) supported by the shaft (60) and fixed relative to the axis of rotation (R) with respect to rotation, wherein the distributor (98, 100) defines several flow channels (112, 114, 116) configured to guide flows to the coupling (50, 52, 54, 56); wherein the distributor (98, 100) has an inner periphery which engages in the shaft (60) at a sliding bearing interface (140) which defines a flow channel (150, 152, 154) for the flow path of at least one of the flow channels (112, 114, 116) of the distributor (98, 100) to the coupling (50, 52, 54, 56); wherein the coupling (50, 52, 54, 56) includes an actuator piston (76); wherein the flow channels (112, 114, 116) of the distributor (98, 100) comprise a channel (112, 114) for clutch control and a channel (116) for clutch lubrication (50, 52, 54, 56); wherein the clutch control channel (112, 114) is configured to carry a relatively high-pressure flow to an inlet side of the actuator piston (76), and the clutch lubrication channel (116) is configured to carry a relatively low-pressure flow to the sliding bearing interface (140) and from there to an outlet side of the actuator piston (76); and wherein the control assembly (48) is arranged such that the flow of relatively low pressure to the sliding bearing interface (140), into a circumferential channel (152) formed in an outer circumference of the shaft (60) and axially through grooves on the outer circumference of the shaft (60).

Description

AREA OF REVELATION

[0001] This disclosure relates to work vehicles and in particular to power transmissions in work vehicles and the control device of the related separating device. BACKGROUND OF THE REVELATION

[0002] Work vehicles of all kinds, such as those used in agriculture, construction, forestry, mining, and other industries, may have a power transmission device to change the rotational speed and torque applied by a power source (e.g., a diesel engine) to various components (e.g., the drive wheels) of the work vehicle. Such power transmissions can include various devices for changing the gear ratio. The power transmission may often involve numerous gears selectively coupled to one or more rotating shafts via disengaging devices, driven by various mechanical, electrical, hydraulic, or electrohydraulic mechanisms.For example, electro-hydraulic control valves can be used to supply hydraulic pressure to various clutches or synchronizers, which selectively engage or disengage assigned gears from the shaft. While the supply of control pressure, cooling fluid, and lubricant to the disengaging devices is necessary, it complicates the manufacturing and assembly of the power transmissions.

[0003] US Patent 4,157,750 A describes a transmission comprising clutches. It describes providing a floating distributor within which a shaft is rotatably mounted. The distributor connects fluid lines for applying hydraulic pressure to actuate the clutches to corresponding passages on the shaft. Furthermore, the distributor connects a lubrication line to a longitudinal passage on the shaft. The distributor is centered on a central section of the shaft by means of needle bearings.

[0004] German patent DE 14 00 425 A describes a hydraulically actuated clutch. A stationary connecting piece projecting from a bushing has channels for supplying high oil pressures for engaging the clutch plates, as well as a channel for supplying a relatively low oil pressure. An inner end of the channel supplying the relatively low oil pressure is connected to bores extending into the bushing and leading to clutch release cylinders. From the clutch release cylinder, a bore leads towards the clutch plates to supply cooling oil.

[0005] A dual-clutch device is described in DE 10 2013 012 815 A1. SUMMARY OF THE REVELATION

[0006] This summary serves to introduce a selection of concepts that are subsequently described in detail in the accompanying drawings. This summary is not intended to present important or essential features of the attached claims, nor is it intended to aid in determining the scope of the attached claims.

[0007] In one aspect, the disclosure provides a control unit for a disconnect device for the power transmission of a work vehicle. The device comprises a shaft with an axis of rotation that passes through the power transmission housing. A disconnect device is mounted for co-rotation with the shaft about the axis of rotation and has engaged and disengaged states. The shaft carries a gear for rotation about the axis of rotation. The gear interacts with the disconnect device and rotates relative to the shaft when the disconnect device is disengaged, and co-rotates with the shaft when the disconnect device is engaged. A distributor is mounted on the shaft and is fixed relative to the axis of rotation with respect to rotation. The distributor defines a variety of flow channels configured for the flow path to the disconnect device.The distributor has an inner periphery that engages the shaft at a sliding bearing interface, thus defining a flow channel for the flow from at least one of the distributor's flow channels to the separating device.

[0008] In another aspect, the disclosure provides a control unit for a clutch used in power transmission. The device comprises a shaft with an axis of rotation that passes through the power transmission housing. A clutch is mounted for synchronous rotation with the shaft around the axis of rotation. The clutch has an actuator piston and a friction lining that is movable between disengaged and engaged states. The shaft carries a gear for rotation around the axis of rotation. The gear interacts with the clutch and rotates relative to the shaft when the clutch is disengaged, and synchronously with the shaft when the clutch is engaged. A distributor is mounted on the shaft and is fixed relative to the axis of rotation. The distributor defines a variety of flow channels configured for the flow path to the clutch.The distributor has an inner periphery that engages the shaft at a sliding bearing interface, thus defining a flow channel for the flow from at least one of the distributor's flow channels to the coupling. The flow channels in the distributor include a channel for coupling control and a channel for coupling lubrication. The coupling control channel is configured to guide a flow at relatively high pressure to the inlet side of the actuator piston. The coupling lubrication channel is configured to guide a flow at relatively low pressure to the sliding bearing interface, and from there to the outlet side of the actuator piston.

[0009] Another aspect reveals a power transmission system for a work vehicle, comprising a power transmission housing, a drive shaft attached to the housing for rotation around an axis of rotation, a gear carried by the shaft for rotation around the axis of rotation, and a clutch control unit. The clutch control unit includes a clutch and a distributor. The clutch is mounted for synchronous rotation with the shaft around the axis of rotation and has a disengaged state, in which the gear rotates relative to the shaft, and an engaged state, in which the gear rotates in sync with the shaft. The distributor, mounted on the shaft, is fixed relative to the axis of rotation. The distributor defines a variety of flow channels configured for the flow path to the clutch.The distributor has an inner periphery that engages with the shaft at a sliding bearing interface, thus defining a flow channel for the flow from at least one of the distributor's flow channels to the coupling.

[0010] According to the invention, a control structure with the features of claim 1 is proposed. Furthermore, according to the invention, a control structure with the features of claim 10 is proposed.

[0011] The details of one or more embodiments are set forth in the accompanying drawings and the following description. Further features and advantages will become apparent from the description, the drawings, and the claims. BRIEF DESCRIPTION OF THE DRAWINGS Fig. Figure 1 is a side view of an exemplary work vehicle in the form of an agricultural tractor with a power transmission equipped with a control unit for a separating device according to this disclosure. Fig. Figure 2 is a perspective view of an exemplary control unit of a separating device, which is housed in a power transmission housing of the work vehicle. Fig. 1 is included. Fig. Figure 3 is a partially perspective view showing the rotary locking devices of the distributor in an exploded view from the power transmission housing. Fig. Figure 4 is a perspective view of the exemplary control unit of the separating device by itself. Fig. 5 is an enlarged partial view, taken along line 5-5 in Fig. Figure 4 was created and shows a pin and slot rotary locking device for the distributor in detail. Fig. Figure 6 is a perspective view of an example distribution board. Fig. Figure 7 is a sectional view along line 7-7 in Fig. 4, which connect the flow channels of the distributor in Fig. 6 shows. Fig. Figure 8 is a partial sectional view along line 8-8 in Fig. Figure 7 shows an exemplary flow pattern of the control pressure. Fig. Figure 9 is a partial sectional view along line 9-9 in Fig. Figure 7 shows an exemplary flow pattern of the lubricating fluid. Fig. Figure 10 is a perspective partial view of an exemplary drive shaft for use with an exemplary control unit of the separating device.

[0012] Identical reference symbols in the different drawings denote the same elements. DETAILED DESCRIPTION

[0013] The following describes one or more example embodiments of a control unit for a separating device for work vehicles, as illustrated in the accompanying figures of the drawings briefly described above. Various modifications to the example embodiments may be considered by a qualified person.

[0014] Unless otherwise restricted or modified, lists of elements used herein, separated by subjunctive forms (e.g., "and") and preceded by the phrase "one or more" or "at least one of", denote configurations or arrangements that include individual elements of the list or any combination thereof. For example, "at least one of A, B, and C" or "one or more of A, B, and C" indicates the possibilities of only A, only B, only C, or any combination of two or more of A, B, and C (e.g., A and B; B and C; A and C; or A, B, and C).

[0015] Furthermore, the detailed descriptions of the disclosure may use directional terms such as "forward," "rear," "front," "back," "sideways," "horizontal," and "vertical." Such terms are defined, at least in part, in relation to the direction in which the working vehicle or implement moves during operation. The term "forward" and the abbreviated term "front" (as well as any derivatives and variations) refer to a direction corresponding to the direction of movement of the working vehicle, while the term "rear" (and derivatives and variations) refers to an opposite direction. The term "longitudinal axis" may also refer to an axis that extends forward and backward.Accordingly, the term "transverse axis" can refer to an axis that runs at a right angle to the longitudinal axis and continues in a horizontal plane; that is, a plane that contains both longitudinal and transverse axes. The terms "above," "below," and "vertical" appearing herein refer to an axis or direction orthogonal to the horizontal plane containing the longitudinal and transverse axes. Furthermore, the term "axial" used herein refers to a direction that generally runs parallel to an axis of rotation, an axis of symmetry, or a centerline of one or more components. For example, in a component with a centerline and opposite rounded ends, the "axial" direction can refer to the direction that generally extends parallel to the centerline between the opposite ends.In certain cases, the term "axial" may be used with respect to components that are not cylindrical (or otherwise radially symmetrical). For example, the "axial" direction of a rectangular housing containing a rotating shaft may be considered to be a direction generally parallel to the axis of rotation of the shaft. Furthermore, the term "radial," as used herein, may refer to a direction or relationship of the components with respect to a line extending perpendicularly outward from a common centerline, axis, or similar reference. For example, two concentric and axially overlapping cylindrical components may be considered "radially aligned" for the portions of the components that overlap axially, but not "radially aligned" for the portions of the components that do not overlap axially.In certain cases, components may be considered to be arranged “radially” even though one or both components do not overlap or are not cylindrical (or otherwise radially symmetrical).

[0016] Certain conventional power transmission arrangements use hydraulic pressure to lubricate and cool moving parts and to control one or more power transmission functions, particularly the engagement and disengagement of gears on rotating shafts. Hydraulic pressure is either applied to or withdrawn from various disengaging components, such as clutches and synchronizers, to move a selected gear either to engage or disengage the rotating shaft, and thus to either rotate in the same direction as the shaft, remain stationary, or rotate in the opposite direction. Some conventional power transmission arrangements may route the hydraulic pressure through the shaft, requiring complex manufacturing and assembly procedures to create a sealed path to the disengaging devices. Other power transmission arrangements may use a manifold to distribute the hydraulic pressure.In such cases, however, the distributor is mounted on a fixed connection to the power transmission housing and therefore requires a special mounting bracket, reducing the possibility of easily using the control unit on other vehicle platforms.

[0017] The following describes one or more example applications of the disclosed control unit for a power transmission disconnect device, as illustrated in the accompanying figures. The disclosed control unit, its operating method, manufacturing and assembly, and a number of advantages over conventional systems are described.

[0018] The disclosed control system for a disconnecting device comprises a manifold for directing hydraulic pressure from one or more control valves of the vehicle hydraulic system to one or more disconnecting devices. In certain embodiments, the manifold is coupled to the system in a floating connection, which allows relative (e.g., axial) movement of the manifold with respect to the drive shaft. The manifold can be prevented from rotating by a pin and slot device, which may be coupled to the power transmission housing via a clamp. The clamp and the pin and slot device may be mounted above or on the top of the manifold, with the longitudinal extent of the slot generally extending parallel to the axis of rotation of the shaft.

[0019] In certain embodiments, the distributor can be mounted so that its weight is not supported by the housing or any attached parts (e.g., clamps). Instead, the distributor can be supported by the shaft via a sliding bearing interface, with the shaft rotating relative to the distributor. As mentioned, the distributor can be secured against rotation by a pin, slot, and clamp arrangement and is able to float axially and / or radially within various system constraints (e.g., dimensional tolerances, the presence of components, etc.). The shaft-mounted arrangement avoids the need for a more robust mounting design to support the distributor, and along with the floating connection, it also avoids fixing the distributor's physical mounting location relative to the power transmission housing. As a result, various components (e.g.,the distributor and the separating devices) of the exposed control unit distributor can be used without further ado in various power transmission or vehicle platforms.

[0020] In certain embodiments, the distributor supplies multiple pressures to a disengaging device, and in other embodiments, one or more pressures are supplied to multiple disengaging devices. For example, the distributor may supply a separate mass flow of relatively high control pressure to each of one or more disengaging devices. The distributor may also supply separate mass flows of relatively low-pressure lubricating / cooling fluids to multiple disengaging devices. The disengaging device or devices may be of any suitable design to effect the engagement and disengagement of one or more gears on the shaft by hydraulic pressure, including various split and unsplit hydraulic synchronizers and various clutch arrangements, such as the friction disc wet clutch arrangement described below.

[0021] Referring to the drawings, the disclosed control unit for the separating device can be used in connection with a wider range of work vehicles, including agricultural tractors, as shown in Fig. Figure 1 illustrates this. While a tractor is illustrated and described herein as an exemplary work vehicle, a person skilled in the art will recognize that the principles of the disclosed arrangement can be adapted for use in other types of work vehicles, including, for example, other agricultural machinery and other vehicles or stationary machinery used in the construction, forestry, mining, or other industries. As such, the present disclosure should not be limited to applications associated with a tractor or specifically the tractor shown and described.

[0022] As in Fig. As shown in Figure 1, the work vehicle 20 comprises a vehicle frame 22. Supported by the vehicle frame 22 is a drive source 24, which transmits power to a power transmission 26. In one example, the drive source 24 is an internal combustion engine, such as a diesel engine, controlled by an engine control module. It should be noted that other types of drive systems are available, such as a fuel cell, an electric motor, a hybrid gas-electric drive unit, etc. The power transmission 26 transmits the power from the engine to a suitable drivetrain, which is coupled to one or more driven wheels 28 of the work vehicle 20 for travel across the terrain. The work vehicle 20 includes an electro-hydraulic system with one or more hydraulic pumps 30 and electro-hydraulic control valves 32, which are controlled by one or more controllers 34 to manage the operating modes of the power transmission 26. Information related to the power transmission (e.g.,Current driving mode or gear) or other vehicle systems can be transmitted to the operator via a user interface 36 (e.g. screen) in a driver's cab 38.

[0023] Now also on Fig. 2 and Fig. 3 Referring to this, the power transmission 26 can include one or more gears for the forward and reverse movement of the working vehicle 20, including several forward gears, since the gears 40, 42, 44, and 46 each have a different diameter and / or a different number of teeth and thus provide a different gear ratio to move the working vehicle 20 at different speeds. For switching between gears, such as between gears 40, 42, 44, and 46, the power transmission 26 includes a control unit 48 including one or more disengaging devices, to which, in the illustrated example, four wet friction clutches 50, 52, 54, and 56 are arranged axially between the gears 40, 42, 44, and 46, all of which can be concentric with the axis of rotation “R” about which the drive shaft 60 rotates.The drive shaft 60, the gears 40, 42, 44 and 46, the control unit 48 and the clutches 50, 52, 54 and 56 are all located in a housing of the power transmission 62 and are configured for receiving and transmitting power from the motor by the selective engagement of one of the gears 40, 42, 44 or 46 with the shaft 60 and one or more gears of one or more other shafts (e.g. idle, countershaft and working shafts), as is common in the industry.

[0024] The gears 40, 42, 44, and 46 can be mounted directly on the smooth sections of the shaft 60, or on various bushings or sleeves, so that the shaft 60 can rotate relative to the gears 40, 42, 44, and 46 until a selected gear 40, 42, 44, or 46 is engaged by one of the couplings 50, 52, 54, or 56. The couplings 50, 52, 54, and 56 can be configured differently or substantially the same, as in the illustrated example, with each of the couplings 50, 52, 54, and 56 mounted in the same direction on the shaft 60 for continuous rotation about the axis of rotation R. For the sake of simplicity, only one of the couplings 50, 52, 54, and 56, namely coupling 50, will be described in detail here.It is understood, however, that the following or a similar description also applies to the couplings 52, 54 and 56, and that all couplings 50, 52, 54 and 56 are hydraulically operated to engage or disengage (or both) the associated gears 40, 42, 44 or 46 on the shaft 60 by applying (via the hydraulic pump(s) 30 and control valve(s) 32) hydraulic control pressure to an actuator piston of each coupling 50, 52, 54 and 56, and thus to a friction pack.

[0025] Also on the Fig. 8, Fig. 9 to Fig. 10 Referring to this, the clutch 50 comprises a clutch hub 70 or the like, which is mounted on the shaft 60 for constant synchronization, such as via connecting splines 72 or via other toothed or multi-sided connecting sections of the shaft 60 and the clutch hub 70. In this way, the torque of the motor is applied to the clutch 50 via the shaft 60 and the clutch hub 70, and, in the engaged state, to the gear 40. The clutch hub 70 forms a piston chamber for an annular actuator piston 76, which, in the illustrated example, tends to a disengaged state due to a return spring or spring assembly 78 (e.g., one or more Belleville springs).The clutch hub 70 holds a clutch drum 74, which houses a friction pack consisting of interwoven separating plates 80, which in turn meshes with an inner bushing of the clutch drum 74, and the clutch discs 82, which mesh with the outer bushing of the sleeve 84 of the gear 40. The open axial end of the clutch drum 74 is closed with an annular end plate 86, which also meshes with the inner bushing of the clutch drum 74 and is secured with a retaining ring 88 (e.g., a snap ring). The clutch 50 is held axially by another retaining ring 90 (e.g., a snap ring) mounted on the shaft 60 on one axial side of the clutch hub 70, and by the gear 40 on the other axial side of the clutch hub 70, in some cases with a thrust washer 92 between them. The gear 40 is fixed by a support with a radial flank of the shaft 60.As described below, the application of control pressure to the actuator piston 76 moves it against the return spring 78 (to the left in . Fig. 8) and causes the separating plates 80 to press against the clutch disc and the end plate 86 until the gear 40 is engaged in the clutch 50. In this engaged state of the clutch 50, the gear 40 rotates in the same direction as the shaft 60 about the axis of rotation R. A reduction or elimination of the control pressure to the actuator piston 76 causes the return spring 78 to move the actuator piston 76 into the disengaged position, in which the gear 40 is disengaged from the shaft 60 and rotates relative to it. Following the detailed description of the illustrated clutch, it should be noted that other clutch configurations and disengagement devices besides those shown and described herein could be used with the disclosed control unit.

[0026] Hydraulic pressure is applied to the couplings 50, 52, 54, and 56 via one or more distributors, such as distributors 98 and 100 in the illustrated example. Distributors 98 and 100 can be connected directly or via one or more bypass hoses 102 (see Fig. 2) which are connected to the porting (not shown) of the control valve(s) 32, to the vehicle hydraulic system. Distributors 98 and 100 may differ or have the same configuration as shown. For the sake of simplicity, only distributor 98 is described in detail, although it is understood that the described design and operation also apply to distributor 100 (although it concerns gears 44 and 46 as well as couplings 54 and 56).

[0027] Now also on Fig. 6 and Fig. Referring to Section 7, the example distributor 98 has two parts, including an inner sleeve 104 and a main housing 106. The main housing 106 comprises a barrel section 108, in which the inner sleeve 104 is firmly connected (e.g., pressed in), and an upright section 110, which forms parts of the flow channels 112, 114, and 116. At the apex of the upright section 110 of the main housing 106 is a slot 118, the longitudinal extent of which (e.g., parallel) is aligned with the axis of rotation R when the distributor 98 is mounted on the shaft 60. The barrel section 108 of the main housing 106 has a grooved outer circumference, including two flow channels 120 and 122, each of which is axially flanked by two sealing grooves. The flow channels 120 and 122 each have a circumferential slot 124 and 126, which opens towards the inner sleeve 104, and in particular towards two pockets or cavities therein; a cavity 128 is in Fig. Figure 8 shows the flow channels 112, 114 and 116 containing two channels 112 and 114 with a relatively high control pressure and one flow channel 116 for lubricant and coolant with a relatively low pressure.

[0028] The distributor 98 can serve to guide one or more pressure flows to one or more couplings, such as couplings 50 and 52 in the illustrated example; in this case, the distributor 98 is mounted axially between couplings 50 and 52 on shaft 60, and the distributor 100 is mounted axially between couplings 54 and 56 on shaft 60. In this way, the distributors 98 and 100 can be considered as dual or two-way distributors, since they each control two couplings and thus two gears.

[0029] Since distributors 98 and 100 are mounted directly on the rotating shaft 60 and would therefore tend to rotate in the same direction as, or otherwise relative to, the shaft 60, a rotation lock is used to fix the rotational orientation of each distributor 98 and 100. Also, the Fig. With reference to 2-3 and 5-6, and with respect to the distributor 98, an exemplary anti-rotation device comprises a pin 130 mounted on (e.g., pressed into an opening on) a free end of a clamp 132, which is firmly attached in a cantilevered manner (e.g., with screws) to the power transmission housing 62. A lower end of the pin 130 is dimensioned and positioned to fit into the slot 118 at the apex of the upright section 110 of the main housing 106. As noted above, the longitudinal extent of the slot 118 is generally aligned (e.g., parallel) with the axis of rotation R when the distributor 98 is mounted on the shaft 60.As the sole coupling to the power transmission housing 62, the pin 130 and the slot arrangement 118 give the distributor a "floating" connection, allowing axial and radial movement of the distributor 98 relative to the shaft 60 within various limits of the system, such as the end rings 90 and the thrust washers 92, which are mounted on the shaft 60 on each axial side of the distributor 98. Both the pin 130 and the clamp 132 are positioned vertically above the distributor 98, with the slot 118 opening upwards, so that, due to the distance of the lower end of the pin 130 from the bottom of the slot 118, neither an upward nor a downward radial force is applied to the distributor 98. No axial forces are applied to the distributor 98 either, but only an angled (e.g.,clockwise or counterclockwise) reaction force which has a direction and magnitude necessary to compensate for the rotational forces of the rotation of the shaft 60 in order to maintain a substantially fixed angular alignment of the distributor 98.

[0030] A supporting force for the weight of each distributor 98, 100 is provided by the shaft 60, so that their weight is not directly supported by the power transmission housing 62 or any attached parts (e.g., clamp 132). If the shaft 60 is supported elsewhere, the distributors 98, 100 may not be supported by the power transmission housing 62 at all. The distributors 98 and 100 engage with the shaft 60 via sliding bearing interfaces, including the sliding bearing interface 140 for distributor 98, in which the shaft 60 rotates relative to the distributors 98 and 100. The shaft-mounted connection avoids the need for a more robust mounting design to support the distributors 98 and 100, and together with the floating connection, it also avoids fixing the physical mounting locations of the distributors 98 and 100 with respect to the power transmission housing 62. As a result, various components (e.g.the distributors 98, 100 and the couplings 50, 52, 54, 56) are used in various power transmissions or vehicle platforms.

[0031] Again, in reference to Fig. 8-10 Regarding the distributor 98, the sliding bearing interface 140 is partially defined by the distributor 98, in particular the inner circumference of the inner sleeve 104, and the toothed outer circumference of the shaft 60. The inner circumference of the inner sleeve 104 engages around the radially outermost surfaces of the shaft grooves 72. In the absence of hydraulic pressure, these surfaces physically abut each other, providing bearing surfaces for the shaft 60 to rotate while simultaneously supporting the distributor 98. With sufficient pressure and sufficient radial clearance and tolerances, the hydraulic fluid can form a hydrodynamic layer or bearing on which the distributor 98 slides while the shaft 60 rotates and supports the distributor 98.Furthermore, the sliding bearing interface 140 defines one or more flow channels for the hydraulic fluid, including those at the recessed grooves on the outer circumference of the shaft 60 between the keys 72 and at the channels circulating around the outer circumference of the shaft 60, namely the axially spaced channels 150, 152 and 154. The circulating channels 150, 152 and 154, as well as the portions of the keyway at the sliding bearing interface 140, form part of the flow network of the distributor 98, and, with respect to the illustrated example, the flow channel for lubricant / coolant at relatively low pressure to the couplings 50 and 52, as described below.

[0032] The flow path of the control pressure for the clutch 50 is described in Fig. 8, indicated by the arrows “C”. Specifically, fluid at relatively high pressure is directed through the flow channel 114 into the main housing 106 of the distributor 98 and into the cavity 128 of the inner sleeve 104 of the distributor 98. From the cavity 128, the pressure is directed to the slot 124 and into the flow channel 120 on the outer circumference of the barrel section 108 of the main housing 106 of the distributor 98. The pressurized fluid then exits the distributor 98 and passes through one or more generally radial control ports 160 into the coupling hub 70, where it reaches an inlet side of the actuator piston 76. The relatively high pressure overcomes the force of the return spring 78 (and the remaining fluid) to move the actuator piston 76 and cause the coupling 50 to engage the gear 40 with the shaft 60.The grooves contain various seals that seal the inlet-side pressure of the piston chamber and the interface between the distributor 98 and the clutch hub 70. Although not shown, it should be understood that the distributor 98 ensures the guidance of the control pressure in a similar manner to that described above. Fig. 8 shown and described.

[0033] The flow path of the lubrication / coolant pressure for the clutch 50 is described in Fig. 9 is indicated by the arrows “L”. Specifically, fluid at relatively low pressure is guided through the flow channel 116 into the main housing 106 of the distributor 98 and through an opening 162 of the inner sleeve 104 of the distributor 98. Pressurized fluid then leaves the distributor 98 and reaches the sliding bearing interface 140, flowing specifically radially and circumferentially into the channel 152 of the shaft 60, axially through the grooves between the splines 72, and through the channels 150 and 154 in the shaft 60. From there, the pressurized fluid flows through the openings 164 at the axial ends of the inner sleeve 104, bypassing the end rings 90 and pressure washers 92, back into the distributor 98 to reach the couplings 50 and 52. The fluid flows into one or more of the lubrication / coolant ports 166 on each coupling hub 70 to a drain side of the actuator piston 76 at low pressure.From there, the fluid flows, predominantly due to gravity, through radial openings 168 into the gear sleeve 84, where it is distributed onto the friction pack. Although not shown, the distributor 100 delivers in a similar manner to distributor 98 and in . Fig. 8 and Fig. Figure 9 shows the control and guidance of lubrication / coolant pressure to couplings 54 and 56.

[0034] The terminology used herein serves only to describe specific embodiments and is not intended to limit the disclosure in any way. The singular forms "a," "an," and "the" are used herein to include the plural forms unless the context clearly indicates otherwise. Furthermore, any use of the terms "comprises" and / or "comprehensive" in this specification indicates the presence of the specified features, integers, steps, operations, elements, and / or components, but does not exclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and / or groups thereof.

[0035] The description of the present disclosure has been provided for illustrative and descriptive purposes; however, it is not intended to be exhaustive or limited to the disclosure as disclosed. Many modifications and variations will be obvious to those skilled in the art without departing from the scope and spirit of the disclosure. The embodiments detailed herein have been selected and described to best explain the principles of the disclosure and their practical application, and to enable other skilled persons to understand the disclosure and recognize many alternatives, modifications, and variations to the examples described. Accordingly, the scope of the following claims includes various embodiments and implementations not explicitly described herein.

Claims

[1] Control assembly (48) for a clutch (50, 52, 54, 56) for a transmission device (26) of a work vehicle (20), comprising: a shaft (60) with an axis of rotation (R) passing through a housing (62) of the transmission device (26); a separating device designed as the coupling (50, 52, 54, 56) and mounted to run in sync with the shaft (60) around the axis of rotation (R), with a disengaged and an engaged state; a gear (40, 42, 44, 46) that sits on the shaft (60) to rotate around the axis of rotation (R) and interacts with the clutch (50, 52, 54, 56) such that it rotates relative to the shaft (60) when the clutch (50, 52, 54, 56) is disengaged, and rotates in the same direction as the shaft (60) when the clutch (50, 52, 54, 56) is engaged; and a distributor (98, 100) supported by the shaft (60) and fixed relative to the axis of rotation (R) with respect to rotation, wherein the distributor (98, 100) defines several flow channels (112, 114, 116) configured to guide flows to the coupling (50, 52, 54, 56); wherein the distributor (98, 100) has an inner periphery which engages in the shaft (60) at a sliding bearing interface (140) which defines a flow channel (150, 152, 154) for the flow path of at least one of the flow channels (112, 114, 116) of the distributor (98, 100) to the coupling (50, 52, 54, 56); wherein the coupling (50, 52, 54, 56) includes an actuator piston (76); wherein the flow channels (112, 114, 116) of the distributor (98, 100) comprise a channel (112, 114) for clutch control and a channel (116) for clutch lubrication (50, 52, 54, 56); wherein the clutch control channel (112, 114) is configured to carry a relatively high-pressure flow to an inlet side of the actuator piston (76), and the clutch lubrication channel (116) is configured to carry a relatively low-pressure flow to the sliding bearing interface (140) and from there to an outlet side of the actuator piston (76); and wherein the control assembly (48) is arranged such that the flow of relatively low pressure to the sliding bearing interface (140), into a circumferential channel (152) formed in an outer circumference of the shaft (60) and axially through grooves on the outer circumference of the shaft (60). [2] Control assembly according to claim 1, wherein the distributor (98, 100) is secured against rotation about the axis of rotation (R) by a pin (130) projecting beyond the distributor (98, 100). [3] Control assembly according to claim 2, wherein the pin (130) is attached to a clamp (132) which is coupled to the housing (62) and extends beyond the distributor (98, 100). [4] Control assembly according to claim 2, wherein a lower end of the pin (130) is received by an elongated slot (118) defined by the distributor (98, 100), the slot (118) having a longitudinal extension which extends substantially parallel to the axis of rotation (R) and allows axial movement of the distributor (98, 100) relative to the shaft (60). [5] Control assembly according to claim 4, wherein the distributor (98, 100) is axially restricted by radially extended components which are mounted on the shaft (60) on opposite axial sides of the distributor (98, 100). [6] Control assembly according to claim 1, wherein the shaft (60) includes at least one groove (150, 152, 154) along its circumference at the sliding bearing interface (140) which receives flow that runs from at least one of the flow channels (112, 114, 116) of the distributor (98, 100) to the coupling (50, 52, 54, 56). [7] Tax structure according to claim 1, further comprising: a second separating device, designed as a second coupling (50, 52, 54, 56) and mounted to rotate synchronously with the shaft (60) around the axis of rotation (R), with a disengaged and an engaged state; and a second gear (40, 42, 44, 46) which sits on the shaft (60) to rotate around the axis of rotation (R) and interacts with the second clutch (50, 52, 54, 56) in such a way that it rotates relative to the shaft (60) when the second clutch (50, 52, 54, 56) is disengaged and rotates in the same direction as the shaft (60) when the second clutch (50, 52, 54, 56) is engaged; wherein the distributor (98, 100) is arranged around the shaft (60) between the coupling (50, 54) and the second coupling (52, 56) along the axis of rotation (R); and wherein the flow channels of the distributor (98, 100) and the sliding bearing interface (140) are configured to direct flow to the coupling (50, 54) and to the second coupling (52, 56). [8] Control assembly according to claim 7, wherein the second clutch (52, 56) is a second clutch with an actuator piston (76); and wherein the flow channels (112, 114, 116) of the distributor (98, 100) comprise one channel (116) for the lubrication of the clutch and two channels (112, 114) for the clutch control, wherein the channel (116) for the lubrication of the clutch is configured to carry a flow of relatively low pressure to the sliding bearing interface (140) and from there to a drain side of each actuator piston (76) of the clutch (50, 54) and the second clutch (52, 56), and the channels (112, 114) for the control are configured to carry a flow of relatively high pressure to an inlet side of each actuator piston (76) of the clutch (50, 54) and the second clutch (52, 56). [9] Control assembly according to claim 8, wherein the shaft (60) comprises at least one groove along its circumference at the sliding bearing interface (140) which receives a flow through the channel (116) for the lubrication of the coupling; and wherein the at least one groove comprises three axially spaced circumferential channels (150, 152, 154) which are crossed by at least one axial groove. [10] Control assembly (48) for a clutch (50, 52, 54, 56) for a transmission device (26) of a work vehicle (20), comprising: a shaft (60) with an axis of rotation (R) passing through a housing (62) of the transmission device (26); a separating device designed as the coupling (50, 52, 54, 56) and mounted to run in sync with the shaft (60) around the axis of rotation (R), with a disengaged and an engaged state; a gear (40, 42, 44, 46) that sits on the shaft (60) to rotate around the axis of rotation (R) and interacts with the clutch (50, 52, 54, 56) such that it rotates relative to the shaft (60) when the clutch (50, 52, 54, 56) is disengaged, and rotates in the same direction as the shaft (60) when the clutch (50, 52, 54, 56) is engaged; and a distributor (98, 100) supported by the shaft (60) and fixed relative to the axis of rotation (R) with respect to rotation, wherein the distributor (98, 100) defines several flow channels (112, 114, 116) configured to guide flows to the coupling (50, 52, 54, 56); wherein the distributor (98, 100) has an inner periphery which engages in the shaft (60) at a sliding bearing interface (140) which defines a flow channel (150, 152, 154) for the flow path of at least one of the flow channels (112, 114, 116) of the distributor (98, 100) to the coupling (50, 52, 54, 56); wherein the coupling (50, 52, 54, 56) includes an actuator piston (76); wherein the flow channels (112, 114, 116) of the distributor (98, 100) comprise a channel (112, 114) for clutch control and a channel (116) for lubrication of the clutch (50, 52, 54, 56); wherein the channel (112, 114) for clutch control is configured to carry a flow of relatively high pressure to an inlet side of the actuator piston (76), and the channel (116) for lubrication of the clutch (50, 52, 54, 56) is configured to carry a flow of relatively low pressure to the sliding bearing interface (140) and from there to an outlet side of the actuator piston (76); wherein the distributor (98, 100) is secured against rotation about the axis of rotation (R) by a pin (130) projecting beyond the distributor (98, 100); and wherein a lower end of the pin (130) is received by an elongated slot (118) defined by the distributor (98, 100), the slot (118) having a longitudinal extent extending substantially parallel to the axis of rotation (R) and allowing axial movement of the distributor (98, 100) relative to the shaft (60).

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