JP4286162B2 - Tractor transmission - Google Patents

Tractor transmission Download PDF

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JP4286162B2
JP4286162B2 JP2004035507A JP2004035507A JP4286162B2 JP 4286162 B2 JP4286162 B2 JP 4286162B2 JP 2004035507 A JP2004035507 A JP 2004035507A JP 2004035507 A JP2004035507 A JP 2004035507A JP 4286162 B2 JP4286162 B2 JP 4286162B2
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transmission
shaft
work
gear
input shaft
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JP2005225353A (en
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勝自 梶野
龍幸 樫本
恵 澤井
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Kubota Corp
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Kubota Corp
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Priority to KR1020040017209A priority patent/KR100561126B1/en
Priority to FR0412291A priority patent/FR2866280B1/en
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H47/00—Combinations of mechanical gearing with fluid clutches or fluid gearing
    • F16H47/02—Combinations of mechanical gearing with fluid clutches or fluid gearing the fluid gearing being of the volumetric type
    • F16H47/04—Combinations of mechanical gearing with fluid clutches or fluid gearing the fluid gearing being of the volumetric type the mechanical gearing being of the type with members having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/28—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or type of power take-off
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H47/00—Combinations of mechanical gearing with fluid clutches or fluid gearing
    • F16H47/02—Combinations of mechanical gearing with fluid clutches or fluid gearing the fluid gearing being of the volumetric type

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Arrangement Of Transmissions (AREA)
  • Motor Power Transmission Devices (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)

Description

本発明は、車体後部に配置されるとともに後輪用差動機構が内部に位置するデフケースの内部に、前記後輪用差動機構の車体前後向きのデフ入力軸の下方に位置して後部動力取り出し軸に動力伝達する作業伝動軸、前記作業伝動軸の下方に車体前後向きに位置する前輪用出力軸、前記作業伝動軸によって相対回転自在に支持されて前記デフ入力軸の駆動力を前記前輪用出力軸に伝達する前輪伝動ギヤを設けてあるトラクタの伝動装置に関する。   According to the present invention, the rear power is located in the differential case in which the rear wheel differential mechanism is disposed at the rear of the vehicle body and below the differential input shaft of the rear wheel differential mechanism facing the vehicle body. A work transmission shaft for transmitting power to the take-out shaft, a front wheel output shaft positioned in the longitudinal direction of the vehicle body below the work transmission shaft, and a drive force of the differential input shaft supported by the work transmission shaft so as to be relatively rotatable. The present invention relates to a transmission device for a tractor provided with a front wheel transmission gear for transmission to a power output shaft.

上記伝動装置において、従来、たとえば特許文献１に示されるように、エンジン１からの駆動力を、第1，２多板摩擦クラッチ３７，３６、及び、第1多板摩擦クラッチ３７に位置する中間伝動軸３９によって走行用と作業用に分岐させ、中間伝動軸３９からの作業用駆動力をミッションケース３のＰＴＯ変速機構２５に入力し、このＰＴＯ変速機構２５によって減速してＰＴＯ軸８（後部動力取り出し軸に相当）に伝達する。第1，２多板摩擦クラッチ３７，３６からの走行用駆動力を、デフギヤケース５（デフケースに相当）の内部に変速軸２７によって入力し、この変速軸２７に設けた小径ギヤ３１及び大径ギヤ３２、ベベルピニオン軸２９（デフ入力軸に相当）に設けたシフトギヤ３０ａ，３０ｂを備えて成る副変速機構３３（副変速装置に相当）によって走行用駆動力を副変速して差動変速機構２９（後輪用差動機構に相当）に伝達するものがあった。   In the above transmission device, conventionally, as shown in, for example, Patent Document 1, the driving force from the engine 1 is intermediate between the first and second multi-plate friction clutches 37 and 36 and the first multi-plate friction clutch 37. The transmission shaft 39 is branched for traveling and working, and the working driving force from the intermediate transmission shaft 39 is input to the PTO transmission mechanism 25 of the transmission case 3, and the PTO transmission mechanism 25 decelerates the PTO shaft 8 (rear part). To the power take-off shaft). The driving force for driving from the first and second multi-plate friction clutches 37 and 36 is input to the inside of the differential gear case 5 (corresponding to the differential case) through the transmission shaft 27, and the small-diameter gear 31 and the large-diameter provided on the transmission shaft 27. A differential transmission mechanism that sub-shifts the driving force for travel by a sub-transmission mechanism 33 (corresponding to a sub-transmission device) including shift gears 30a and 30b provided on the gear 32 and the bevel pinion shaft 29 (corresponding to a differential input shaft). 29 (corresponding to a differential mechanism for rear wheels).

特開昭５８−１０２８４８号公報（図１、３）JP 58-102848 (FIGS. 1 and 3)

上記した従来の技術を採用した場合、副変速装置の変速段数を多くしようとすると、副変速装置が大型化してこれの収容に必要なスペースが大になることからデフケースを大型化する必要が生じ、デフケースが大きくなる分、ホイールベースが長くなっていた。ホイールベースの長尺化を回避するには、デフケースとは別のケースに形成して走行用の主変速装置や、作業用の減速装置などを収容するミッションケースの長さを短くする必要が生じ、このミッションケースが短くなる分、内部の前記主変速装置や減速装置などの伝動機構の配置が行いにくくなっていた。   When the above-described conventional technology is adopted, if the number of shift stages of the auxiliary transmission is increased, the size of the auxiliary transmission becomes larger and the space required to accommodate it increases, so that the differential case needs to be enlarged. The wheelbase was longer as the differential case became larger. To avoid increasing the length of the wheelbase, it is necessary to shorten the length of the transmission case that is formed in a separate case from the differential case and accommodates the main transmission for traveling, the reduction gear for work, etc. Since the transmission case is shortened, it is difficult to arrange the transmission mechanisms such as the main transmission and the reduction gear.

本発明の目的は、作業用駆動力を後部動力取り出し軸に減速伝達しながら、かつ、デフケースの大型化を回避しながら大型の副変速装置を装備することが可能となるトラクタの伝動装置を提供することにある。   An object of the present invention is to provide a transmission device for a tractor that can be equipped with a large sub-transmission device while decelerating and transmitting work driving force to a rear power take-off shaft and avoiding an increase in the size of a differential case. There is to do.

本第１発明にあっては、車体後部に配置されるとともに後輪用差動機構が内部に位置するデフケースの内部に、前記後輪用差動機構の車体前後向きのデフ入力軸の下方に位置して後部動力取り出し軸に動力伝達する作業伝動軸、前記作業伝動軸の下方に車体前後向きに位置する前輪用出力軸、前記作業伝動軸によって相対回転自在に支持されて前記デフ入力軸の駆動力を前記前輪用出力軸に伝達する前輪伝動ギヤを設けてあるトラクタの伝動装置において、
作業用駆動力の出力箇所を走行用駆動力の出力箇所よりも上部側に位置させた静油圧式無段変速装置によって、エンジンからの駆動力を走行用と作業用に分岐させて伝達する分岐伝動部を構成し、
その静油圧式無段変速装置の上部側から出力される作業用駆動力を前記デフケースに入力する作業入力軸を、前記デフ入力軸の上部側で車体前後向きに設けて、デフケースの内部では、上部の作業入力軸と下部の作業伝動軸との間にデフ入力軸が位置するように配置してあり、
前記静油圧式無段変速装置の下部側から導出された走行系の出力軸に装備してあるギヤ群と、前記デフ入力軸に対して走行用駆動力を軸伝動する走行系の伝動軸に装備してあるギヤ群とによって副変速装置を構成し、
前記作業入力軸の駆動力を前記作業伝動軸に減速して伝達する作業伝動ギヤを、前記デフ入力軸に相対回転自在に支持させ、かつこの作業伝動ギヤを、前記上部側の作業入力軸の入力軸ギヤに咬合する大径側ギヤ部と前記下部側の作業伝動軸の伝動軸ギヤに咬合する小径側ギヤ部とが一体化されたギヤによって構成してある。 In the first aspect of the present invention, the rear wheel differential mechanism is disposed in the rear portion of the vehicle body, and the rear wheel differential mechanism is located inside the differential case. A work transmission shaft that is positioned to transmit power to the rear power take-off shaft, a front wheel output shaft that is positioned below the work transmission shaft in a longitudinal direction of the vehicle body, and is supported by the work transmission shaft so as to be relatively rotatable, and the differential input shaft In the transmission device for a tractor provided with a front wheel transmission gear for transmitting a driving force to the front wheel output shaft,
A branch that transmits the driving force from the engine for travel and work by branching with a hydrostatic continuously variable transmission that places the work drive force output location above the travel drive force output location. Configure the transmission section,
A work input shaft for inputting work drive force output from the upper side of the hydrostatic continuously variable transmission to the differential case is provided in the vehicle longitudinal direction on the upper side of the differential input shaft . It is arranged so that the differential input shaft is located between the upper work input shaft and the lower work transmission shaft,
A gear group mounted on the output shaft of the traveling system derived from the lower side of the hydrostatic continuously variable transmission, and a transmission shaft of the traveling system that transmits the driving force for traveling to the differential input shaft. The auxiliary gearbox is configured with the gear group that is equipped,
A work transmission gear that decelerates and transmits the driving force of the work input shaft to the work transmission shaft is supported by the differential input shaft so as to be relatively rotatable, and the work transmission gear is connected to the upper work input shaft. A large-diameter side gear portion that meshes with the input shaft gear and a small-diameter side gear portion that meshes with the transmission shaft gear of the lower-side work transmission shaft are constituted by a gear integrated.

すなわち、エンジンからの作業用駆動力を作業入力軸によってデフケースに入力し、作業伝動ギヤによって減速して作業伝動軸から後部動力取り出し軸に伝達し、作業伝動ギヤをデフ入力軸に相対回転自在に支持させてデフ入力軸を作業伝動ギヤのための支軸に利用するものであるから、デフケースの内部に作業用減速機構をコンパクトに構成することができるとともに、この結果、デフケースとは別のミッションケースの内部に走行用副変速装置を収容するスペースを広く確保することができ、デフケースを極力小型なものにしても、エンジンからの作業用駆動力を減速して後部動力取り出し軸に伝達することができるとともに、比較的大型の走行用副変速装置を装備することができる。   In other words, the work drive force from the engine is input to the differential case by the work input shaft, decelerated by the work transmission gear, transmitted from the work transmission shaft to the rear power take-off shaft, and the work transmission gear is rotatable relative to the differential input shaft. Since the differential input shaft is used as a support shaft for the work transmission gear, the work speed reduction mechanism can be made compact inside the differential case, and as a result, a different mission from the differential case is achieved. A large space can be secured inside the case for accommodating the auxiliary transmission for traveling, and even if the differential case is made as small as possible, the working drive force from the engine is decelerated and transmitted to the rear power take-out shaft. And a relatively large traveling auxiliary transmission can be provided.

従って、本第１発明によれば、作業用駆動力を後部動力取り出し軸に減速伝達するとともにデフケースの大型化を抑制しながら大型の走行用副変速装置を装備することができ、高トルクの作業用動力を取り出すことができるとともに多段の副変速走行が可能なものがホイールベースを小にした状態で得ることができる。また、走行用主変速装置などの伝動機構をミッションケース内に容易に配置しやすい状態で得ることができる。   Therefore, according to the first aspect of the present invention, it is possible to equip the large driving sub-transmission device while transmitting the driving force for work to the rear power take-off shaft and suppressing the enlargement of the differential case. It is possible to obtain a power that can take out the power for use and can perform the multi-speed sub-shift running with the wheel base small. Further, a transmission mechanism such as a main transmission for traveling can be obtained in a state where it can be easily arranged in the transmission case.

本第２発明にあっては、本第１発明の構成において、静油圧式無段変速装置の出力を変速して前記デフ入力軸に伝達する副変速装置が内部に位置するとともに前記デフケースとは別ケースに形成したミッションケースを設けてある。 In the second aspect of the present invention, in the configuration of the first aspect of the present invention, the sub-transmission for shifting the output of the hydrostatic continuously variable transmission and transmitting it to the differential input shaft is located inside the differential case. A mission case formed as a separate case is provided.

すなわち、デフケースとは別のミッションケースの内部に走行用の主変速装置及び副変速装置を設けるものであるから、デフケースの内部に作業用減速装置を構成してその分、ミッションケースの内部に主変速装置や副変速装置を収容するためスペースを極力広く確保してそのスペースに主変速装置や副変速装置を配置することができる。   In other words, since the traveling main transmission and the sub-transmission are provided inside a transmission case that is different from the differential case, a working speed reduction device is configured inside the differential case, and accordingly, the main transmission device is provided inside the transmission case. In order to accommodate the transmission and the auxiliary transmission, it is possible to secure a wide space as much as possible and to arrange the main transmission and the auxiliary transmission in the space.

従って、本第２発明によれば、後部動力取り出し軸に作業用駆動力を減速伝動するものでありながら、走行用の主変速装置や副変速装置をミッションケースの広いスペースに容易に配置設計したり容易に組み付けたりすることができる。   Therefore, according to the second aspect of the present invention, the driving main transmission and the sub-transmission can be easily arranged and designed in a wide space of the transmission case, while the work driving force is transmitted to the rear power take-off shaft at a reduced speed. Or can be assembled easily.

以下、本発明の実施例を図面に基づいて説明する。
図１に示すように、左右一対の操向操作及び駆動自在な前車輪１と、左右一対の駆動自在な後車輪２とによって自走するように構成し、かつ、エンジン３を有した原動部４、この原動部４の後方に位置する運転座席５を有した運転部を備えた自走車体の後部に位置するデフケース６の上部の両横側に、リフトアーム７を前記デフケース６の内部に位置するリフトシリンダ８によって上下に揺動操作されるように構成して設け、前記デフケース６の下部に後部動力取り出し軸９を設けて、トラクタを構成してある。 Embodiments of the present invention will be described below with reference to the drawings.
As shown in FIG. 1, a driving unit configured to be self-propelled by a pair of left and right steering operations and a front wheel 1 capable of driving and a pair of left and right driving rear wheels 2 and having an engine 3. 4. Lift arms 7 are placed inside the differential case 6 on both lateral sides of the upper portion of the differential case 6 located at the rear of the self-propelled vehicle body having a driving unit 5 having a driving seat 5 positioned behind the driving unit 4. A tractor is configured by being provided so as to be swung up and down by a lift cylinder 8 that is positioned, and a rear power take-off shaft 9 is provided below the differential case 6.

すなわち、車体後部にロータリ耕耘装置（図示せず）を前記リフトアーム７によって昇降操作されるように構成して連結するとともにエンジン３の駆動力を前記動力取り出し軸９からロータリ耕耘装置に伝達するように構成して、乗用型耕耘機を構成するなど、車体後部に各種の作業装置を昇降操作及び駆動自在に連結して各種の作業機を構成するようになっている。   That is, a rotary tiller (not shown) is configured to be lifted and lowered by the lift arm 7 at the rear of the vehicle body, and the driving force of the engine 3 is transmitted from the power take-out shaft 9 to the rotary tiller. For example, a riding type tiller is configured, and various working devices are connected to the rear portion of the vehicle body so as to be movable up and down and can be driven.

前記エンジン３の駆動力を前後輪１，２及び動力取り出し軸９に伝達する伝動装置を、図２，３，４に示す如く構成してある。
すなわち、前記エンジン３、このエンジン３の後部に連結したクラッチハウジング１０、このクラッチハウジング１０の後部に連結されたミッションケース１１、このミッションケース１１とは別のケースに形成してこのミッションケース１１の後部に連結された前記デフケース６などによって自走車体の車体フレームを構成し、エンジン３の出力軸３ａに入力部材１２ａが連結している主クラッチ１２をクラッチハウジング１０の内部に設け、主クラッチ１２の出力軸１２ｂにギヤ機構１３を介して入力軸１４ａが連動している走行用の主変速装置１４を前記ミッションケース１１の前端側の内部に設け、前記主変速装置１４の出力軸１４ｂの後端部に連結部材１５を介して入力軸１６ａが一体回動自在に連結している走行用の副変速装置１６を前記ミッションケース１１の後端側の内部に設け、前記副変速装置１６の出力軸１６ｂの後端側に連結部材１７介してデフ入力軸１８ａが一体回動自在に連結している後輪用差動機構１８を前記デフケース６の内部に設けてある。前記デフ入力軸１８ａの後端側にギヤ機構１９によって連動されるように構成した前輪用出力軸２０を、デフケース６の下部に設け、前輪用出力軸２０のデフケース６から車体前方向きに突出している端部を、回転伝動軸２１を介し、前輪駆動ケース２２の内部に位置する前輪用差動機構２３の入力軸（図示せず）に連動連結してある。前記主変速装置１４の前記入力軸１４ａの後端側に連結部材２４及び回転伝動軸２５を介して入力側部材２６ａが一体回動自在に連結した作業用クラッチ２６を前記ミッションケース１１の後端側の内部に設け、作業用クラッチ２６の出力側部材２６ｂに前端側が一体回動自在に連結した作業入力軸２７をデフケース６の前端側の内部の前記デフ入力軸１８ａの付近に設け、前記作業入力軸２７にギヤ機構２８を介して連動する作業伝動軸２９を、デフケース６の内部の前記デフ入力軸１８ａの下方に設け、前記作業伝動軸２９の後端側を、連結部材３０を介して前記後部動力取り出し軸９に一体回動自在に連結してある。 A transmission device for transmitting the driving force of the engine 3 to the front and rear wheels 1 and 2 and the power take-out shaft 9 is configured as shown in FIGS.
That is, the engine 3, the clutch housing 10 connected to the rear part of the engine 3, the transmission case 11 connected to the rear part of the clutch housing 10, and a case different from the transmission case 11 are formed. A body frame of a self-propelled vehicle body is constituted by the differential case 6 connected to the rear portion, and a main clutch 12 in which an input member 12a is connected to an output shaft 3a of the engine 3 is provided inside the clutch housing 10, and the main clutch 12 The main shaft 14 for traveling, in which the input shaft 14 a is linked to the output shaft 12 b via the gear mechanism 13, is provided inside the front end side of the transmission case 11, and the rear of the output shaft 14 b of the main transmission 14 is provided. A sub-transmission device for traveling in which an input shaft 16a is connected to an end portion via a connecting member 15 so as to be integrally rotatable. 6 is provided on the rear end side of the transmission case 11, and a differential input shaft 18a is connected to the rear end side of the output shaft 16b of the auxiliary transmission 16 via a connecting member 17 so as to be integrally rotatable. A differential mechanism 18 is provided inside the differential case 6. A front wheel output shaft 20 configured to be linked to the rear end side of the differential input shaft 18a by a gear mechanism 19 is provided below the differential case 6, and projects from the differential case 6 of the front wheel output shaft 20 toward the front of the vehicle body. The end of the front wheel is coupled to an input shaft (not shown) of the front wheel differential mechanism 23 located inside the front wheel drive case 22 via the rotation transmission shaft 21. A work clutch 26 in which an input side member 26a is connected to a rear end side of the input shaft 14a of the main transmission 14 via a connecting member 24 and a rotation transmission shaft 25 so as to be integrally rotatable is connected to the rear end of the transmission case 11. A work input shaft 27 provided on the inner side of the differential clutch 6 and connected to the output side member 26b of the work clutch 26 so that the front end thereof is integrally rotatable is provided near the differential input shaft 18a on the front end side of the differential case 6. A work transmission shaft 29 that is linked to the input shaft 27 via a gear mechanism 28 is provided below the differential input shaft 18 a inside the differential case 6, and the rear end side of the work transmission shaft 29 is connected via a connecting member 30. The rear power take-out shaft 9 is connected to the rear power take-out shaft 9 so as to be rotatable together.

前記ミッションケース１１は、クラッチハウジング１０の後部に前部が連結された前ミッションケース１１ａと、この前ミッションケース１１ａとは別部品のケースに形成されて前ミッションケース１１ａと前記デフケース６を連結しているミッドミッションケース１１ｂとによって構成してある。   The transmission case 11 is formed as a case separate from the front transmission case 11a having a front portion connected to the rear portion of the clutch housing 10 and the front transmission case 11a, and connects the front transmission case 11a and the differential case 6. The mid mission case 11b.

前記走行用の主変速装置１４は、前記入力軸１４ａがシリンダブロック１４ｃに駆動力を導入する入力軸になった可変容量形のアキシャル形プランジャポンプＰ、この油圧ポンプＰからの圧油によって駆動されて前記出力軸１４ｂから出力するアキシャル形プランジャモータＭを備えて構成してあり、油圧ポンプＰの斜板角の変更操作により、前進駆動状態、後進駆動状態、中立状態に変速操作され、入力軸１４ａに伝達された駆動力を前進駆動力と後進駆動力とに変換して、前進側においても後進側においても無段階に変速して出力軸１４ｂから出力するように静油圧式無段変速装置になっている。   The traveling main transmission 14 is driven by a variable displacement axial plunger pump P in which the input shaft 14a serves as an input shaft for introducing driving force into the cylinder block 14c, and pressure oil from the hydraulic pump P. And an axial plunger motor M that outputs from the output shaft 14b, and is changed to a forward drive state, a reverse drive state, and a neutral state by changing the swash plate angle of the hydraulic pump P. The hydrostatic continuously variable transmission device that converts the driving force transmitted to 14a into a forward driving force and a backward driving force so as to change continuously and output from the output shaft 14b on both the forward side and the reverse side. It has become.

前記走行用の副変速装置１６は、前記入力軸１６ａに一体回動自在に設けた３つの入力側変速ギヤＧ１，Ｇ２，Ｇ３、この３つの入力側変速ギヤＧ１，Ｇ２，Ｇ３のうちの２つの入力側変速ギヤＧ１，Ｇ３に各別に噛合った状態で前記出力軸１６ｂに相対回転自在に支持させた２つの出力側変速ギヤＧ４，Ｇ５、この２つの出力側変速ギヤＧ４，Ｇ５の間で出力軸１６ｂに一体回転及び摺動自在に設けたシフトギヤＧ６を備えており、このシフトギヤＧ６をシフト操作して前記２つの出力側変速ギヤＧ４，Ｇ５と、前記１つの入力側変速ギヤＧ２とに交合切り換えすることにより、主変速装置１４から入力軸１６ａに伝達された駆動力を高、中、低の３段階に変速して出力軸１６ｂから出力するようになっている。   The traveling auxiliary transmission 16 includes three input-side transmission gears G1, G2, G3 provided on the input shaft 16a so as to be integrally rotatable, and two of the three input-side transmission gears G1, G2, G3. Two output-side transmission gears G4 and G5 supported on the output shaft 16b so as to be relatively rotatable with the two input-side transmission gears G1 and G3 engaged with each other, and between the two output-side transmission gears G4 and G5. The output shaft 16b is provided with a shift gear G6 provided so as to be integrally rotatable and slidable. The shift gear G6 is operated to shift the two output-side transmission gears G4 and G5 and the one input-side transmission gear G2. The driving force transmitted from the main transmission 14 to the input shaft 16a is shifted in three stages, high, medium and low, and output from the output shaft 16b.

前記作業入力軸２７、前記デフ入力軸１８ａ、前記作業伝動軸２９、前記前輪用出力軸２０を、車体前後向きの軸になるように、かつ、作業入力軸２７がデフ入力軸１８ａの上方近くに、作業伝動軸２９がデフ入力軸１８ａの下方近くに、前輪用出力軸２０が作業伝動軸２９の下方近くにそれぞれ位置するように配置し、デフ入力軸１８ａを前輪用出力軸２０に連動させる走行用の前記ギヤ機構１９は、デフ入力軸１８ａの後端部に一体回転自在に取付けたデフ軸ギヤ１９ａ、このデフ軸ギヤ１９ａに入力ギヤ部１９ｂが噛合った状態にして作業伝動軸２９に相対回転自在に支持させた前輪伝動ギヤ１９ｃ、この前輪伝動ギヤ１９ｃのクラッチギヤ部１９ｄに係脱するように形成した状態で前輪用出力軸２０の後端側のスプライン部に一体回転及び摺動自在に取付けたクラッチギヤ１９ｅを備えて構成してある。作業入力軸２７を作業伝動軸２９に連動させる作業用の前記ギヤ機構２８は、作業入力軸２７の中間部に一体部品に形成してあって作業入力軸２７と一体回動する入力軸ギヤ２８ａ、この入力軸ギヤ２８ａに大径側ギヤ部２８ｂが噛合った状態にしてデフ入力軸１８ａの前記デフ軸ギヤ１９ａより車体前方側に位置する部位に相対回転自在に支持させた作業伝動ギヤ２８ｃ、この作業伝動ギヤ２８ｃの小径側ギヤ部２８ｄに噛合った状態にして作業伝動軸２９のスプライン部に一体回動自在に取付けた伝動軸ギヤ２８ｅを備えて構成してある。   The work input shaft 27, the differential input shaft 18 a, the work transmission shaft 29, and the front wheel output shaft 20 are arranged in the front-rear direction of the vehicle body, and the work input shaft 27 is close to the upper side of the differential input shaft 18 a. Further, the work transmission shaft 29 is arranged near the lower side of the differential input shaft 18 a and the front wheel output shaft 20 is located near the lower side of the work transmission shaft 29, and the differential input shaft 18 a is linked to the front wheel output shaft 20. The traveling gear mechanism 19 includes a differential shaft gear 19a attached to a rear end portion of the differential input shaft 18a so as to be integrally rotatable, and an input gear portion 19b engaged with the differential shaft gear 19a. 29, the front wheel transmission gear 19c supported in a relatively rotatable manner, and a spline portion on the rear end side of the front wheel output shaft 20 in a state of being engaged with and disengaged from the clutch gear portion 19d of the front wheel transmission gear 19c. And it is then configured with a slidably mounted clutch gear 19e. The work gear mechanism 28 for interlocking the work input shaft 27 with the work transmission shaft 29 is formed as an integral part in an intermediate portion of the work input shaft 27 and rotates integrally with the work input shaft 27. The work transmission gear 28c is supported in a relatively rotatable manner at a position located on the front side of the vehicle body from the differential shaft gear 19a of the differential input shaft 18a with the large-diameter side gear portion 28b meshed with the input shaft gear 28a. A transmission shaft gear 28e that is engaged with the small-diameter side gear portion 28d of the work transmission gear 28c and is attached to the spline portion of the work transmission shaft 29 so as to be integrally rotatable is configured.

すなわち、前記走行用のギヤ機構１９は、前輪用出力軸２０に付いているクラッチギヤ１９ｅがシフト操作されて前輪伝動ギヤ１９ｃのクラッチギヤ部１９ｄに噛合った入り位置になると、デフ入力軸１８ａの駆動力をデフ軸ギヤ１９ａ、走行伝動ギヤ１９ｃ、クラッチギヤ１９ｅを介して前輪用出力軸２０に伝達し、クラッチギヤ１９ｅがシフト操作されて前輪伝動ギヤ１９ｃのクラッチギヤ部１９ｄから外れた切り位置になると、デフ入力軸１８ａから前輪用出力軸２０に対する伝動を絶つ。   That is, when the clutch gear 19e attached to the front wheel output shaft 20 is shifted and engaged with the clutch gear portion 19d of the front wheel transmission gear 19c, the traveling gear mechanism 19 enters the differential input shaft 18a. Is transmitted to the front wheel output shaft 20 via the differential shaft gear 19a, the traveling transmission gear 19c, and the clutch gear 19e, and the clutch gear 19e is shifted to disengage from the clutch gear portion 19d of the front wheel transmission gear 19c. When the position is reached, transmission from the differential input shaft 18a to the front wheel output shaft 20 is cut off.

前記作業用のギヤ機構２８は、作業用入力軸２７の駆動力を作業伝動ギヤ２８ｃ及び伝動軸ギヤ２８ｅによって減速して作業伝動軸２９に伝達するように作業用減速装置になっている。   The work gear mechanism 28 is a work speed reducer so that the driving force of the work input shaft 27 is decelerated by the work transmission gear 28c and the transmission shaft gear 28e and transmitted to the work transmission shaft 29.

これにより、この伝動装置は、エンジン３の駆動力を主クラッチ１２、ギヤ機構１３を介して主変速装置１４の入力軸１４ａに伝達し、この入力軸１４ａに伝達された駆動力を、主変速装置１４の油圧ポンプＰを分岐伝動部にして作業用と走行用に分岐させ、走行用の駆動力を、主変速装置１４によって前進側と後進側の駆動力に変換するとともに前進側においても後進側においても無段階に変速して副変速装置１６に伝達し、この副変速装置１６によって高、中、低速の３段階に副変速して後輪用差動機構１８に伝達し、これにより、左右後輪２，２に対して前進駆動力や後進駆動力を無段階に主変速するとともに３段階に副変速して伝達する。そして、前輪用出力軸２０のクラッチギヤ１９ｅが入り位置に操作されていると、副変速装置１６からの走行用駆動力を、デフ入力軸１８ａから走行用のギヤ機構１９を介して前輪用出力軸２０に伝達し、この前輪用出力軸２０から回転伝動軸２１を介して前輪用差動機構２３に伝達し、これにより、左右前輪１，１に対して前進駆動力や後進駆動力を無段階に主変速するとともに３段階に副変速して伝達する。前輪用出力軸２０についているクラッチギヤ１９ｅが切り位置に操作されていると、デフ入力軸１８ａから前輪用出力軸２０に対する伝動を切り、左右前輪１，１に対する伝動を絶つ。   As a result, the transmission transmits the driving force of the engine 3 to the input shaft 14a of the main transmission 14 via the main clutch 12 and the gear mechanism 13, and the driving force transmitted to the input shaft 14a is transmitted to the main transmission. The hydraulic pump P of the device 14 is branched for working and traveling by using a branch transmission unit, and the driving force for traveling is converted into the driving force on the forward side and the backward side by the main transmission 14 and also on the forward side. Even on the side, the gear is steplessly transmitted and transmitted to the sub-transmission device 16, and the sub-transmission device 16 performs sub-shifting in three stages of high, medium, and low speed and transmits it to the rear wheel differential mechanism 18. A forward drive force and a reverse drive force are steplessly shifted to the left and right rear wheels 2 and 2 and transmitted in sub-shifts in three steps. When the clutch gear 19e of the front wheel output shaft 20 is operated to the engaged position, the driving force for driving from the auxiliary transmission 16 is output from the differential input shaft 18a via the driving gear mechanism 19 to the front wheel output. Is transmitted from the front wheel output shaft 20 to the front wheel differential mechanism 23 via the rotation transmission shaft 21, and thus no forward drive force or reverse drive force is applied to the left and right front wheels 1, 1. The main shift is performed in stages and the sub-shift is transmitted in three stages. When the clutch gear 19e attached to the front wheel output shaft 20 is operated to the cut position, the transmission from the differential input shaft 18a to the front wheel output shaft 20 is cut off, and the transmission to the left and right front wheels 1, 1 is cut off.

油圧ポンプＰによって作業用に分岐させたエンジン駆動力を、回転伝動軸２５及び作業クラッチ２６を介して作業入力軸２７に伝達し、この作業入力軸２７から作業用のギヤ機構２８によって減速して作業伝動軸２９に伝達し、この作業伝動軸２９から後部動力取り出し軸９に伝達する。   The engine driving force branched for work by the hydraulic pump P is transmitted to the work input shaft 27 via the rotation transmission shaft 25 and the work clutch 26, and is decelerated from the work input shaft 27 by the work gear mechanism 28. The power is transmitted to the work transmission shaft 29 and transmitted from the work transmission shaft 29 to the rear power take-out shaft 9.

図２，３に示す油圧ポンプ３５は、主変速装置１４に作動油を補充するものである。   The hydraulic pump 35 shown in FIGS. 2 and 3 replenishes the main transmission 14 with hydraulic oil.

図５に示すように、前記走行用主変速装置１４の油圧ポンプＰの斜板操作軸１４ｄに、この斜板操作軸１４ｄに一体回動自在に連結した操作アーム４０、この操作アーム４０に一端側が相対回動自在に連結した連動ロッド４１を介して連動した変速ペダル４２を、前記ミッションケース１１の横外側に軸芯４２ａまわりで回動自在に設け、変速ペダル４２を軸芯４２ａまわりで車体前方側に踏み込み操作して主変速装置１４を前進側に変速操作し、変速ペダル４２を軸芯４２ａまわりで車体後方側に踏み込み操作して主変速装置１４を後進側に変速操作するようになっている。   As shown in FIG. 5, an operating arm 40 connected to the swash plate operating shaft 14d of the hydraulic pump P of the main transmission 14 for traveling so as to be integrally rotatable with the swash plate operating shaft 14d. A shift pedal 42 that is interlocked via an interlocking rod 41 that is relatively rotatably connected to the side is provided on the laterally outer side of the transmission case 11 so as to be rotatable around an axis 42a, and the shift pedal 42 is mounted on the vehicle body around the axis 42a. The main transmission 14 is shifted forward by depressing it forward, and the main transmission 14 is shifted backward by depressing the shift pedal 42 around the axle 42a toward the rear of the vehicle body. ing.

図５，６に示すように、前記操作アーム４０の基部に位置決めカム４３を一体回動自在に連結し、この位置決めカム４３に作用する位置決めローラ４４が一端側に付いている揺動リンク４５の中間部をミッションケース１１の前記前ミッションケース１１ａの支軸４６に回動自在に連結し、前ミッションケース１１ａに立設されたステアリングポスト４７の内部に配置した位置決めスプリング４８及びダンパー４９を、揺動リンク４５の他端側のステアリングポスト内に回り込んでいる折り曲げ端部に連結して、主変速装置１４が中立状態に位置決めされるように構成してある。
すなわち、揺動リンク４５を位置決めスプリング４８によって揺動付勢して位置決めローラ４４を位置決めカム４３のカム周面４３ａに当て付け付勢することにより、斜板操作軸１４ｄを中立位置に回動付勢するようになっている。位置決めスプリング４８及びダンパー４９は、石などが当たらないようにステアリングポスト４７によってカバーされた状態になっている。
尚、前記ステアリングポスト４７の内部に設けた検出スイッチ５０は、主変速装置１４が中立状態になったことを検出するスイッチであり、ステアリングポスト４７の内部でホルダー５１によって摺動自在に支持される連動ロッド５２を介して揺動リンク４５によって入り切り操作されるようになっている。連動ロッド５２の揺動リンク側の端部５２ａは、ステアリングポスト４７の長孔４７ａからステアリングポスト４７の外部に突出して揺動リンク４５に連結している。検出スイッチ５０も、石などが当たらないようにステアリングポスト４７によってカバーされた状態になっている。 As shown in FIGS. 5 and 6, a positioning cam 43 is connected to the base of the operation arm 40 so as to be integrally rotatable, and a rocking link 45 having a positioning roller 44 acting on the positioning cam 43 on one end side is provided. The intermediate portion is rotatably connected to the support shaft 46 of the front mission case 11a of the transmission case 11, and the positioning spring 48 and the damper 49 disposed inside the steering post 47 standing on the front mission case 11a are swung. The main transmission 14 is configured to be positioned in a neutral state by being connected to a bent end portion that wraps around the steering post on the other end side of the dynamic link 45.
That is, the swash plate operating shaft 14d is rotated to the neutral position by oscillating and energizing the oscillating link 45 by the positioning spring 48 and urging the positioning roller 44 against the cam peripheral surface 43a of the positioning cam 43. It has come to force. The positioning spring 48 and the damper 49 are covered with the steering post 47 so that stones and the like do not hit them.
The detection switch 50 provided inside the steering post 47 is a switch for detecting that the main transmission 14 is in a neutral state, and is slidably supported by the holder 51 inside the steering post 47. An on / off operation is performed by the swing link 45 via the interlocking rod 52. An end 52 a on the swing link side of the interlocking rod 52 protrudes from the elongated hole 47 a of the steering post 47 to the outside of the steering post 47 and is connected to the swing link 45. The detection switch 50 is also covered with the steering post 47 so as not to hit the stone.

図１，７に示すように、原動部４のフロントグリル５５にヘッドランプ５６を設けてある。ヘッドランプ５６の透明板５７を、中間部が車体横方向に沿い、両端部が車体前後方向に沿う状態に車体上下方向視でコ字状に形成し、図８の如くこの透明板５７の両端部の４箇所に設けた係止爪５８，５９によってヘッドランプ５６をフロントグリル５５に連結してある。前記４個の係止爪５８，５９のうちの２個の係止爪５８は、図１０（イ），（ロ）に示す如くフロントグリル５５の取付け孔５５ａからフロントグリル５５の内面側に入り込んで取付け孔５５ａの縁部に係合するようになっている。他の２個の止着爪５９は、図９（イ），（ロ）、図１０（イ），（ロ）・に示す如くフロントグリル５５の取付け孔５５ｂからフロントグリル５５の内側に入り込んでフロントグリル５５の内面側に突出した連結部５５ｃに係合するようになっている。 As shown in FIGS. 1 and 7, a headlamp 56 is provided on the front grill 55 of the prime mover 4. The transparent plate 57 of the head lamp 56, along the middle portion in the lateral direction of the vehicle body, both end portions is formed in a U-shape in the vertical direction of the vehicle body as viewed in a state along the longitudinal direction of the vehicle, both ends of the transparent plate 57 as shown in FIG. 8 The headlamp 56 is connected to the front grill 55 by latching claws 58 and 59 provided at four locations of the section. Two of the four locking claws 58, 59 enter the inner surface of the front grill 55 from the mounting hole 55a of the front grill 55 as shown in FIGS. And engages with the edge of the mounting hole 55a. The other two fastening claws 59 enter the inside of the front grill 55 from the mounting hole 55b of the front grill 55 as shown in FIGS. 9 (A), 9 (B), 10 (A), 10 (B). The front grille 55 is adapted to engage with a connecting portion 55c protruding from the inner surface side.

図１１に示すように、運転部の運転パネル６０の内側に、連結された作業装置の昇降及び姿勢制御、エンジン始動などのための複数の電装ユニット６１を設けてある。各電装ユニット６１は、エンジン排熱などの影響を受けないようにエンジンルーム６２と遮蔽板６３によって遮蔽された空間に配置されており、そして、エンジン用の燃料タンク６４を支持するピラー６５に連結されたブラケット６６に取付けられている。   As shown in FIG. 11, a plurality of electrical units 61 are provided on the inside of the operation panel 60 of the operation unit for raising / lowering and attitude control of connected work devices, starting the engine, and the like. Each electrical unit 61 is disposed in a space shielded by an engine room 62 and a shielding plate 63 so as not to be affected by engine exhaust heat, and is connected to a pillar 65 that supports an engine fuel tank 64. Attached to the bracket 66.

運転部にハンドアクセルレバー６７を設けてある。このハンドアクセルレバー６７は、ステアリングポスト４７に取り付けられており、そして、連動ロッド７６ａ、揺動自在なアクセルリンク７６ｂ、前記ピラー６５の車体内側を通るように配置したアクセルロッド６８を介してエンジン３のアクセル装置６９に連動している。   A hand accelerator lever 67 is provided in the driving section. The hand accelerator lever 67 is attached to the steering post 47, and is connected to the engine 3 via an interlocking rod 76a, a swingable accelerator link 76b, and an accelerator rod 68 arranged so as to pass through the inside of the pillar 65. This is linked to the accelerator device 69.

図１２に示すように、原動部４に、上昇開放されたボンネット７０を開き状態に突っ張り支持する突っ張りロッド７１を設けてある。
突っ張りロッド７１は、基端側の折り曲げ端部７１ａで車体側の支持部材７２に回動自在に連結してあり、先端側のフック部７１ｂをボンネット７０の補強フレーム７３に設けた長孔７３ａに係止させるようになっている。突っ張りロッド７１の折り曲げ端部７１ａは、図１３の如くこの折り曲げ端部７１ａに加圧加工で設けた舌片７１ｃがこれに対応する支持部材７２の切欠き孔７２ａを通るようにして支持部材７２に組み付け、組み付け後は、前記舌片７１ｃによって支持部材７２から抜け止めするようになっている。 As shown in FIG. 12, the driving part 4 is provided with a tension rod 71 that supports the lifted and opened bonnet 70 in an open state.
The tension rod 71 is pivotally connected to a support member 72 on the vehicle body side at a bent end portion 71 a on the proximal end side, and a hook portion 71 b on the distal end side is inserted into a long hole 73 a provided in the reinforcing frame 73 of the bonnet 70. It is designed to be locked. As shown in FIG. 13, the bent end 71a of the tension rod 71 is supported by a support member 72 such that a tongue piece 71c provided by pressure processing on the bent end 71a passes through a notch hole 72a of the support member 72 corresponding thereto. After the assembly, the tongue piece 71c prevents the support member 72 from coming off.

図１に示すように、自走車体の後輪フェンダー７４に、樹脂製のカップホルダー７５を設けてある。
図１４，１５に示すように、このカップホルダー７５の上端側に、フェンダー７４の取付け孔７４ａの周囲でフェンダー７４に当接するように形成したフランジ７６を設けてある。カップホルダー７５の周方向での複数箇所に、図１４の如き舌片７７を設けるとともに、各舌片７７は、フェンダー７４の取付け孔を通る際にカップホルダー７５の内側に弾性変位し、取付け孔を通過した後に外側に弾性復元してフェンダー７４の裏面側に当接して抜け止め作用するように構成してある。
つまり、カップホルダー７５は、フランジ７６がフェンダー７４の上面側に当接することと、各舌片７７が抜け止め作用することとによってフェンダー７４に固定されるようになっている。 As shown in FIG. 1, a resin cup holder 75 is provided on the rear wheel fender 74 of the self-propelled vehicle body.
As shown in FIGS. 14 and 15, a flange 76 is provided on the upper end side of the cup holder 75 so as to contact the fender 74 around the attachment hole 74 a of the fender 74. Tongue pieces 77 as shown in FIG. 14 are provided at a plurality of locations in the circumferential direction of the cup holder 75, and each tongue piece 77 is elastically displaced to the inside of the cup holder 75 when passing through the attachment holes of the fender 74. After passing through, it is configured to be elastically restored to the outside and to come into contact with the back side of the fender 74 to prevent it from coming off.
That is, the cup holder 75 is fixed to the fender 74 by the flange 76 coming into contact with the upper surface side of the fender 74 and the tongue pieces 77 acting to prevent the cup holder 75 from coming off.

トラクタ全体の側面図Side view of the entire tractor 伝動装置の概略図Schematic diagram of transmission 主変速装置及び副変速装置の断面図Sectional view of main transmission and auxiliary transmission 走行用伝動機構、作業用伝動機構の断面図Cross-sectional view of the transmission mechanism for work and the transmission mechanism for work 主変速操作構造の側面図Side view of main speed change operation structure 主変速装置位置決め用のスプリング及びダンパーの配設部の断面図Sectional view of the main transmission positioning spring and damper arrangement 原動部のヘッドランプ配設部の側面図Side view of the headlamp installation part of the prime mover 原動部のヘッドランプ配設部の正面図Front view of the headlamp installation section of the prime mover （イ）は、ヘッドランプ取付け構造の透明板取付け状態での縦断面図、（ロ）は、ヘッドランプ取付け構造の透明板取り外し状態での縦断面図(A) is a longitudinal sectional view of the headlamp mounting structure with the transparent plate attached, and (B) is a longitudinal sectional view of the headlamp mounting structure with the transparent plate removed. （イ）は、ヘッドランプ取付け構造の透明板取付け状態での横断面図、（ロ）は、ヘッドランプ取付け構造の透明板取り外し状態での横断面図(B) is a cross-sectional view of the headlamp mounting structure with the transparent plate attached, and (b) is a cross-sectional view of the headlamp mounting structure with the transparent plate removed. 電装ユニット、ハンドアクセルレバーの配設の側面図Side view of electrical unit and hand accelerator lever arrangement ボンネット用突っ張り棒の使用状態を示す側面図Side view showing how the bonnet strut is used ボンネット用突っ張り棒の取付け構造の分解状態での斜視図Disassembled perspective view of the bonnet strut mounting structure カップホルダー取付け構造の断面図Cross section of cup holder mounting structure カップホルダー配設部の平面図Top view of cup holder placement

符号の説明Explanation of symbols

６ デフケース
９ 後部動力取り出し軸
１１ ミッションケース
１４ 主変速装置
１６ 副変速装置
１８ 後輪用差動機構
１８ａ デフ入力軸
１９ｃ 前輪伝動ギヤ
２０ 前輪用出力軸
２８ｃ 作業伝動ギヤ
２９ 作業伝動軸
Ｐ 分岐伝動部 6 Differential case 9 Rear power take-out shaft 11 Transmission case 14 Main transmission 16 Sub transmission 18 Rear wheel differential mechanism 18a Differential input shaft 19c Front wheel transmission gear 20 Front wheel output shaft 28c Work transmission gear 29 Work transmission shaft P Branch transmission unit

Claims (2)

車体後部に配置されるとともに後輪用差動機構が内部に位置するデフケースの内部に、前記後輪用差動機構の車体前後向きのデフ入力軸の下方に位置して後部動力取り出し軸に動力伝達する作業伝動軸、前記作業伝動軸の下方に車体前後向きに位置する前輪用出力軸、前記作業伝動軸によって相対回転自在に支持されて前記デフ入力軸の駆動力を前記前輪用出力軸に伝達する前輪伝動ギヤを設けてあるトラクタの伝動装置であって、
作業用駆動力の出力箇所を走行用駆動力の出力箇所よりも上部側に位置させた静油圧式無段変速装置によって、エンジンからの駆動力を走行用と作業用に分岐させて伝達する分岐伝動部を構成し、
その静油圧式無段変速装置の上部側から出力される作業用駆動力を前記デフケースに入力する作業入力軸を、前記デフ入力軸の上部側で車体前後向きに設けて、デフケースの内部では、上部の作業入力軸と下部の作業伝動軸との間にデフ入力軸が位置するように配置してあり、
前記静油圧式無段変速装置の下部側から導出された走行系の出力軸に装備してあるギヤ群と、前記デフ入力軸に対して走行用駆動力を軸伝動する走行系の伝動軸に装備してあるギヤ群とによって副変速装置を構成し、
前記作業入力軸の駆動力を前記作業伝動軸に減速して伝達する作業伝動ギヤを、前記デフ入力軸に相対回転自在に支持させ、かつこの作業伝動ギヤを、前記上部側の作業入力軸の入力軸ギヤに咬合する大径側ギヤ部と前記下部側の作業伝動軸の伝動軸ギヤに咬合する小径側ギヤ部とが一体化されたギヤによって構成してあるトラクタの伝動装置。 Located in the rear part of the vehicle body and inside the differential case in which the rear wheel differential mechanism is located, is located below the front and rear differential input shaft of the rear wheel differential mechanism and is powered by the rear power take-out shaft. A work transmission shaft for transmission, a front wheel output shaft positioned below the work transmission shaft in a longitudinal direction of the vehicle body, and supported by the work transmission shaft so as to be relatively rotatable, the driving force of the differential input shaft is applied to the front wheel output shaft. A transmission device for a tractor provided with a front wheel transmission gear for transmission,
A branch that transmits the driving force from the engine for travel and work by branching with a hydrostatic continuously variable transmission that places the work drive force output location above the travel drive force output location. Configure the transmission section,
A work input shaft for inputting work drive force output from the upper side of the hydrostatic continuously variable transmission to the differential case is provided in the vehicle longitudinal direction on the upper side of the differential input shaft . It is arranged so that the differential input shaft is located between the upper work input shaft and the lower work transmission shaft,
A gear group mounted on the output shaft of the traveling system derived from the lower side of the hydrostatic continuously variable transmission, and a transmission shaft of the traveling system that transmits the driving force for traveling to the differential input shaft. The auxiliary gearbox is configured with the gear group that is equipped,
A work transmission gear that decelerates and transmits the driving force of the work input shaft to the work transmission shaft is supported by the differential input shaft so as to be relatively rotatable, and the work transmission gear is connected to the upper work input shaft. A transmission device for a tractor comprising a gear in which a large-diameter side gear portion meshed with an input shaft gear and a small-diameter side gear portion meshed with a transmission shaft gear of the lower-side work transmission shaft are constituted by an integrated gear. 静油圧式無段変速装置の出力を変速して前記デフ入力軸に伝達する副変速装置が内部に位置するとともに前記デフケースとは別ケースに形成したミッションケースを設けてある請求項１記載のトラクタの伝動装置。   2. A tractor according to claim 1, wherein a sub-transmission device for shifting the output of the hydrostatic continuously variable transmission and transmitting it to the differential input shaft is located inside, and a transmission case formed separately from the differential case is provided. Transmission device.
JP2004035507A 2003-05-21 2004-02-12 Tractor transmission Expired - Lifetime JP4286162B2 (en)

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Application Number Priority Date Filing Date Title
JP2004035507A JP4286162B2 (en) 2004-02-12 2004-02-12 Tractor transmission
US10/796,554 US6986295B2 (en) 2003-05-21 2004-03-09 Transmission for work vehicle having PTO function
KR1020040017209A KR100561126B1 (en) 2003-05-21 2004-03-15 Transmission for work vehicle having pto function
FR0412291A FR2866280B1 (en) 2004-02-12 2004-11-19 TRANSMISSION FOR A WORKING VEHICLE HAVING A PTO FUNCTION

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JP4960938B2 (en) * 2008-09-09 2012-06-27 株式会社クボタ Passenger work vehicle
JP7326142B2 (en) * 2019-12-11 2023-08-15 三菱マヒンドラ農機株式会社 work vehicle

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AU537361B2 (en) * 1981-07-29 1984-06-21 Kubota Ltd. Transmission with multiple shafts and clutches
JPS58102848A (en) * 1981-12-14 1983-06-18 Kubota Ltd Device for switching forward and backward motion of workig vehicle
US4637269A (en) * 1982-07-16 1987-01-20 Kubota, Ltd. Drive apparatus
JP2556205Y2 (en) * 1992-12-18 1997-12-03 株式会社 神崎高級工機製作所 Work vehicle mission equipment
KR100441556B1 (en) * 1996-01-31 2004-11-16 가부시키가이샤 간자키 고큐고키 세이사쿠쇼 Transmission of working vehicle
US5947218A (en) * 1996-07-08 1999-09-07 Kanzaki Kobyukoki Mfg. Co., Ltd. Power take-off transmission for a working vehicle

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FR2866280A1 (en) 2005-08-19
FR2866280B1 (en) 2008-03-07

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