JPH0740239U - Vehicle drive - Google Patents
Vehicle driveInfo
- Publication number
- JPH0740239U JPH0740239U JP7076493U JP7076493U JPH0740239U JP H0740239 U JPH0740239 U JP H0740239U JP 7076493 U JP7076493 U JP 7076493U JP 7076493 U JP7076493 U JP 7076493U JP H0740239 U JPH0740239 U JP H0740239U
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- hydraulic
- width direction
- vehicle width
- vehicle
- wheel
- Prior art date
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Abstract
(57)【要約】
【目的】 転回時の内輪差によって左右の車輪が路面か
ら受ける負荷に応じて油圧モータに供給される作動油の
油量を自動的に制御し、左右の車輪の内輪差に起因する
回転速度差を的確に作る。
【構成】 車体１の車幅方向中間部に支持体２を設け、
支持体２に複数の容量可変形の油圧モータ４，５を取り
付け、複数の油圧モータ４，５の出力軸６，７を車幅方
向に向けて配置し、左側の油圧モータ４の出力軸６の車
幅方向外側端部に左側の車輪８，９を取り付け、右側の
油圧モータ５の出力軸７の車幅方向外側端部に右側の車
輪１０，１１を取り付け、複数の油圧モータ４，５の給
油ポート１２，１３を車体１に取り付けた容量可変形の
油圧ポンプ１４の吐油ポート１５にマニホールド１６を
介して分岐接続してある。
(57) [Summary] [Purpose] The inner wheel difference between the left and right wheels is automatically controlled by automatically controlling the amount of hydraulic oil supplied to the hydraulic motor according to the load that the left and right wheels receive from the road surface due to the inner wheel difference during turning. Accurately make the difference in rotation speed due to. [Structure] A support body 2 is provided in an intermediate portion of the vehicle body 1 in the vehicle width direction,
A plurality of variable displacement hydraulic motors 4, 5 are attached to the support body 2, the output shafts 6, 7 of the hydraulic motors 4, 5 are arranged in the vehicle width direction, and the output shaft 6 of the left hydraulic motor 4 is arranged. The left wheels 8 and 9 are attached to the vehicle width direction outer end of the vehicle, and the right wheels 10 and 11 are attached to the vehicle width direction outer end of the output shaft 7 of the right hydraulic motor 5. The oil supply ports 12 and 13 are connected to the oil discharge port 15 of the variable capacity hydraulic pump 14 attached to the vehicle body 1 through the manifold 16.
Description
【０００１】[0001]
この考案は車両の左右の車輪それぞれを複数の容量可変形の油圧モータで独立 駆動し、転回時の内輪差による左右の車輪の受ける負荷に応じて油圧モータに供 給される作動油の油圧を自動的に制御する駆動装置に関する。 This device independently drives each of the left and right wheels of the vehicle with a plurality of variable displacement hydraulic motors, and changes the hydraulic pressure of the hydraulic oil supplied to the hydraulic motors according to the load received by the left and right wheels due to the inner wheel difference during turning. The present invention relates to an automatically controlled drive device.
【０００２】[0002]
従来の産業車両、例えばタイヤローラと呼ばれているような舗装道路の仕上げ に使用される産業車両は、４本とか５本などようなゴムタイヤを有する複数本の 駆動輪によって仕上げ路面を転圧している。これら複数本の駆動輪を駆動する装 置は車体に支持体を固定的に設け、この支持体に油圧モータで回転駆動されるシ ャフトとを取り付け、このシャフトに上記複数本の車輪を取り付けてある。 Conventional industrial vehicles, for example, industrial vehicles used to finish paved roads called tire rollers, roll the finished road surface with a plurality of driving wheels having rubber tires such as four or five. There is. A device for driving a plurality of drive wheels is provided with a fixed support on the vehicle body, a shaft and a shaft driven by a hydraulic motor are attached to the support, and the plurality of wheels are attached to the shaft. is there.
【０００３】[0003]
従来の産業車両は上記のように車体に固定した支持体でシャフトを車幅方向に 支持し、このシャフトに複数本の駆動輪を取り付けた構成であるので、転回時に おける内輪差に起因する回転速度差を油圧モータから車輪への動力伝達機構で補 正することができず、舗装道路の仕上げ路面中にヘアークラックと呼ばれる多数 のひびが発生し易く、このヘアークラックができた場合は経年変化で雨水が滲み 込み舗装道路の耐久性が著しく損なわれるため、そのヘアークラックを入念に修 正しなけければならず作業が面倒であった。 Conventional industrial vehicles have a structure in which the shaft is supported in the vehicle width direction by the support body fixed to the vehicle body as described above, and multiple drive wheels are attached to this shaft, so rotation due to inner ring difference during turning Since the speed difference cannot be corrected by the power transmission mechanism from the hydraulic motor to the wheels, many cracks called hair cracks are likely to occur in the finished road surface of the paved road, and if these hair cracks occur, they change over time. Since rainwater seeps in and the durability of the paved road is significantly impaired, the hair crack must be carefully repaired, and the work is troublesome.
【０００４】 そこでこの考案は転回時の内輪差によって左右の車輪が路面から受ける負荷に 応じて油圧モータに供給される作動油の油量を自動的に制御し、左右の車輪の内 輪差に起因する回転速度差を的確に作ることができる車両用駆動装置を提供する ことを目的とする。In view of this, the present invention automatically controls the amount of hydraulic oil supplied to the hydraulic motor according to the load received by the left and right wheels from the road surface due to the difference between the inner wheels at the time of turning, so that An object of the present invention is to provide a vehicle drive device capable of accurately producing a difference in rotational speed caused by the vehicle.
【０００５】[0005]
【課題を解決するための手段】 この考案は車体の車幅方向中間部に設けた支持体に複数の容量可変形の油圧モ ータを取り付け、これら複数の油圧モータの出力軸を車幅方向に向けて配置し、 これら出力軸の車幅方向外側端部それぞれに左右の車輪を個別に取り付け、これ ら複数の油圧モータの給油ポートを車体に取り付けられた容量可変形の油圧ポン プの吐油ポートにマニホールドを介して分岐接続した構成である。According to the present invention, a plurality of variable displacement hydraulic motors are attached to a support body provided at an intermediate portion of a vehicle body in the vehicle width direction, and output shafts of the plurality of hydraulic motors are arranged in the vehicle width direction. The left and right wheels are individually attached to the outer ends of these output shafts in the vehicle width direction, and the oil supply ports of multiple hydraulic motors are attached to the body of the variable displacement hydraulic pump. This is a configuration in which the oil port is branched and connected via a manifold.
【０００６】[0006]
この考案は例えば左転回時において左車輪が右車輪よりも路面から大きな負荷 を受け、左車輪側の油圧モータ内の油圧が右車輪の油圧モータ内の油圧よりも高 くなり、この両方の油圧モータ内の油圧差によってマニホールドから左車輪側の 油圧モータの給油ポートまでの経路内の油圧がマニホールドから右車輪側の油圧 モータの給油ポートまでの経路内の油圧よりも高くなる。結果として、マニホー ルドから右車輪側の油圧モータへの給油量が左車輪側の油圧モータよりも多くな って、右車輪側の油圧モータの回転速度が左車輪側の油圧モータの回転速度より も高くなる。また、右転回時において右車輪が左車輪よりも路面から大きな負荷 を受け、右車輪側の油圧モータ内の油圧が左車輪の油圧モータ内の油圧よりも高 くなり、この両方の油圧モータ内の油圧差によってマニホールドから右車輪側の 油圧モータの給油ポートまでの経路内の油圧がマニホールドから左車輪側の油圧 モータの給油ポートまでの経路内の油圧よりも高くなる。結果として、マニホー ルドから左車輪側の油圧モータへの給油量が右車輪側の油圧モータよりも多くな って、右車輪側の油圧モータの回転速度が左車輪側の油圧モータの回転速度より も高くなる。すなわち、転回時の内輪差によって左右の車輪が路面から受ける負 荷に応じて油圧モータに供給される作動油の油量を自動的に制御する。 In this invention, for example, when turning left, the left wheel receives a larger load from the road surface than the right wheel, and the hydraulic pressure in the hydraulic motor on the left wheel side becomes higher than the hydraulic pressure in the hydraulic motor on the right wheel. Due to the hydraulic pressure difference in the motor, the hydraulic pressure in the path from the manifold to the oil supply port of the hydraulic motor on the left wheel side becomes higher than the oil pressure in the path from the manifold to the oil supply port of the hydraulic motor on the right wheel side. As a result, the amount of oil supplied from the manifold to the hydraulic motor on the right wheel side is larger than that on the left wheel side, and the rotation speed of the hydraulic motor on the right wheel side is higher than that of the hydraulic motor on the left wheel side. Will also be higher. Also, when turning right, the right wheel receives a larger load from the road surface than the left wheel, and the hydraulic pressure in the hydraulic motor on the right wheel side becomes higher than that in the hydraulic motor on the left wheel. Due to the difference in hydraulic pressure, the hydraulic pressure in the path from the manifold to the oil supply port of the hydraulic motor on the right wheel side becomes higher than the oil pressure in the path from the manifold to the oil supply port of the hydraulic motor on the left wheel side. As a result, the amount of oil supplied from the manifold to the hydraulic motor on the left wheel side is greater than that on the hydraulic motor on the right wheel side, and the rotational speed of the hydraulic motor on the right wheel side is greater than the rotational speed of the hydraulic motor on the left wheel side. Will also be higher. That is, the amount of hydraulic oil supplied to the hydraulic motor is automatically controlled according to the load received on the left and right wheels from the road surface due to the difference between the inner wheels during turning.
【０００７】[0007]
以下、この考案の一実施例を図１乃至図５を用いて説明する。図１は実施例の 油圧回路を模式的に付記した車両用駆動装置を示す正面図である。この図１にお いて、車体１の車幅方向中間部には支持体２を固定的に取り付けてある。この支 持体２は車体１から図外の路面側に向けて延設されている。この支持体２の延設 下端には筒形のサポートドラム３を固定してある。このサポートドラム３はその 軸心が車両方向に沿うように配置されている。このサポートドラム３内には複数 の容量可変形の油圧モータ４，５を配置し、これら複数の油圧モータ４，５のケ ージングがサポートドラム３に固定的に取り付けてある。これら複数の油圧モー タ４，５の出力軸６，７は車幅方向に向けて配置され、これら出力軸６，７の車 幅方向外側端部それぞれには左右の車輪８，９，１０，１１を個別に取り付けて ある。この実施例では、左側の車輪８，９と右側の車輪１０，１１それぞれは複 数本で構成されているので、支持体２より見て車幅方向左側に位置する油圧モー タ４の出力軸６には複数本の車輪８，９が取り付けられ、支持体２より見て車幅 方向右側に位置する油圧モータ５の出力軸７にも複数本の車輪１０，１１が取り 付けられている。この車幅方向左側の油圧モータ４に取り付けられた複数本の車 輪８，９と車幅方向右側の油圧モータ５に取り付けられた複数本の車輪１０，１ １は同数になっている。これら複数の油圧モータ４，５の給油ポート１２，１３ は車体１に取り付けられた容量可変形の油圧ポンプ１４の吐油ポート１５にマニ ホールド１６を介して分岐接続されている。したがって、車両の左転回時におい て左車輪８，９が右車輪１０，１１よりも路面から大きな負荷を受け、左車輪８ ，９側の油圧モータ４内の油圧が右車輪１０，１１の油圧モータ５内の油圧より も高くなり、この両方の油圧モータ４，５内の油圧差によってマニホールド１６ から左車輪８，９側の油圧ポンプ４の給油ポート１２までの油路内の油圧がマニ ホールド１６から右車輪１０，１１側の油圧モータ５の給油ポート１３までの油 路内の油圧よりも高くなる。結果として、マニホールド１６から右車輪１０，１ １側の油圧モータ５への給油量が左車輪８，９側の油圧モータ４よりも多くなっ て、右車輪１０，１１側の油圧モータ５の回転速度が左車輪８，９側の油圧ポン プ４よりも速くなる。また、車両の右転回時において右車輪１０，１１が左車輪 ８，９よりも路面から大きな負荷を受け、右車輪１０，１１側の油圧モータ５内 の油圧が左車輪８，９側の油圧モータ４内の油圧よりも高くなり、この両方の油 圧モータ４，５内の油圧差によってマニホールド１６から右車輪１０，１１側の 油圧モータ５の給油ポート１３までの油路内の油圧がマニホールド１６から左車 輪８，９側の油圧モータ４の給油ポート１２までの油路内の油圧よりも高くなる 。結果として、マニホールド１６から左車輪８，９側の油圧モータ４への給油量 が右車輪１０，１１側の油圧モータ５よりも多くなって、左車輪８，９側の油圧 モータ４の回転速度が右車輪１０，１１側の油圧モータ５の回転速度よりも速く なる。すなわち、車両転回時の内輪差によって左右の車輪８，９，１０，１１が 路面から受ける負荷に応じて油圧モータ４，５に供給される作動油の油量をマニ ホールド１６で自動的に制御するので、車両転回時における内輪差に起因する回 転速度差を補正することができ、舗装道路の仕上げ面にヘアークラックが発生す るような不都合を解消できる。 An embodiment of the present invention will be described below with reference to FIGS. 1 to 5. FIG. 1 is a front view showing a vehicle drive device to which a hydraulic circuit of an embodiment is schematically added. In FIG. 1, a support body 2 is fixedly attached to the vehicle width direction intermediate portion of the vehicle body 1. The support body 2 extends from the vehicle body 1 toward the road surface side (not shown). A cylindrical support drum 3 is fixed to the extended lower end of the support body 2. The support drum 3 is arranged so that its axis is along the vehicle direction. A plurality of variable displacement hydraulic motors 4, 5 are arranged in the support drum 3, and casings of the plurality of hydraulic motors 4, 5 are fixedly attached to the support drum 3. The output shafts 6, 7 of the plurality of hydraulic motors 4, 5 are arranged in the vehicle width direction, and the left and right wheels 8, 9, 10, 11 are attached individually. In this embodiment, since the left wheels 8 and 9 and the right wheels 10 and 11 are each composed of a plurality of wheels, the output shaft of the hydraulic motor 4 located on the left side in the vehicle width direction when viewed from the support 2. A plurality of wheels 8 and 9 are attached to 6, and a plurality of wheels 10 and 11 are also attached to an output shaft 7 of a hydraulic motor 5 located on the right side in the vehicle width direction with respect to the support 2. The number of wheels 8 and 9 attached to the hydraulic motor 4 on the left side in the vehicle width direction and the number of wheels 10 and 11 attached to the hydraulic motor 5 on the right side in the vehicle width direction are the same. The oil supply ports 12 and 13 of the plurality of hydraulic motors 4 and 5 are branched and connected via a manifold 16 to an oil discharge port 15 of a variable displacement hydraulic pump 14 attached to the vehicle body 1. Therefore, when the vehicle turns left, the left wheels 8 and 9 receive a larger load from the road surface than the right wheels 10 and 11, and the hydraulic pressure in the hydraulic motors 4 on the left wheels 8 and 9 side is the hydraulic pressure of the right wheels 10 and 11. It becomes higher than the oil pressure in the motor 5, and the oil pressure in the oil passage from the manifold 16 to the oil supply port 12 of the hydraulic pump 4 on the left wheel 8, 9 side is controlled due to the difference in oil pressure between the two hydraulic motors 4, 5. It becomes higher than the oil pressure in the oil passage from 16 to the oil supply port 13 of the hydraulic motor 5 on the right wheel 10, 11 side. As a result, the amount of oil supplied from the manifold 16 to the hydraulic motor 5 on the right wheel 10, 11 side is larger than that on the hydraulic motor 4 on the left wheel 8, 9 side, and the hydraulic motor 5 on the right wheel 10, 11 side rotates. The speed becomes faster than the hydraulic pump 4 on the left wheels 8 and 9 side. Further, when the vehicle turns to the right, the right wheels 10 and 11 receive a larger load from the road surface than the left wheels 8 and 9, and the hydraulic pressure in the hydraulic motor 5 on the right wheels 10 and 11 side is the hydraulic pressure on the left wheels 8 and 9 side. The oil pressure in the oil passage becomes higher than the oil pressure in the motor 4, and the oil pressure in the oil passage from the manifold 16 to the oil supply port 13 of the hydraulic motor 5 on the right wheel 10, 11 side is increased by the oil pressure difference between the both hydraulic motors 4, 5. It becomes higher than the oil pressure in the oil passage from 16 to the oil supply port 12 of the hydraulic motor 4 on the left wheel 8, 9 side. As a result, the amount of oil supplied from the manifold 16 to the hydraulic motors 4 on the left wheels 8 and 9 side is larger than that on the hydraulic motors 5 on the right wheels 10 and 11 side, and the rotation speed of the hydraulic motors 4 on the left wheels 8 and 9 side is increased. Becomes faster than the rotation speed of the hydraulic motor 5 on the right wheel 10, 11 side. That is, the manifold 16 automatically controls the amount of hydraulic oil supplied to the hydraulic motors 4 and 5 according to the load received from the road surface on the left and right wheels 8, 9, 10 and 11 due to the inner wheel difference when the vehicle is turning. Therefore, it is possible to correct the rotational speed difference caused by the inner ring difference when the vehicle is turning, and it is possible to eliminate the inconvenience that a hair crack occurs on the finished surface of the paved road.
【０００８】 図２は上記実施例の車両用駆動装置の車幅方向右側の内部を示す断面図である 。この図２において、前記サポートドラム３の車幅方向右側に位置する外側端に は油圧モータ５のケージングの外周縁を車幅方向よりねじ２０で取り付ける。こ の油圧モータ５のサポートドラム３より車幅方向外側に突出する出力軸７には複 数の車輪１０，１１を車幅方向に離間配置して固定的に取り付ける。具体的には 、出力軸７の外周面にフランジ２１を一体に突出し、このフランジ２１の車幅方 向外側面には複数の車輪１０，１１のうちの車幅方向内側に配置する車輪１０の リング形のホイール２２を同軸状に重合し、このホイール２２の車幅方向外側に 筒形の内側ハブ２３の車幅方向内側端を同軸状に重合し、この内側ハブ２３から ボルト２４を車輪１０のホイール２３に貫挿し、このボルト２４の先端ねじ部を 油圧モータ５の出力軸７から一体に突出したフランジ２１の雌ねじ孔に締結する 。このボルト２４の頭部は内側ハブ２３の車幅方向外側端面に形成された窪部２ ５に収納されて内側ハブ２３の車幅方向外側端面より車幅方向外側に突出しない ようになっている。この内側ハブ２３の車幅方向外側端には筒形の外側ハブ２６ の車幅方向内側端を同軸状に重合して車幅方向外側よりボルト２７にて取り付け る。この外側ハブ２６と内側ハブ２３との重合部分は内側ハブ２３の車幅方向外 側端面に形成された凸部２８と外側ハブ２６の車幅方向内側端面に形成された凹 部２９とによる嵌め合いになっているので、内側の車輪１０の交換時などにおい て外側ハブ２６を内側ハブ２３に取り付ける場合に、凹部２９を凸部２８に嵌め 込むことで、外側ハブ２６の内側ハブ２３への同軸状態が容易に確保できる。こ の外側ハブ２６には車幅方向外側に配置する車輪１１を外側ハブ２６に同軸状に 取り付ける。つまり、外側ハブ２６の車幅方向外側端にフランジ３０を内側に向 けて一体に突出し、このフランジ３０の車幅方向外側端面には外側ハブ２６の外 側からフランジ３０の内周縁近傍にかけてリング形の切欠部３１を形成し、この 切欠部３１に車幅方向外側に配置する車輪１１のリング形のホイール３２を車幅 方向外側よりボルト３３にて取り付ける。このとき、ホイール３２の車幅方向外 側には円板状のカバー３２Ａをボルト３３で共締めし、このカバー３２Ａが外側 ハブ２６内に泥水などのスプラッシュが入らないようにしてある。この車幅方向 外側に配置された車輪１１は外側ハブ２６に同軸状に取り付けられている。この 外側ハブ２６フランジ３０には外側ハブ２６を内側ハブ２３に取り付けるボルト ２７締結時の作業用孔３４が形成されている。したがって、サポートドラム３よ り突出する油圧モータ５の出力軸７に内側の車輪１０と内側ハブ２３とをボルト ２４で取り付け、この内側ハブ２３に外側ハブ２６をボルト２７で取り付け、こ の外側ハブ２６に外側の車輪１１を取り付けることによって、油圧モータ５の出 力軸７の回転駆動によって車輪１０，１１が回り、車両が走行できる。しかも、 上記作業用孔３４は外側ハブ２６に取り付けられた車輪１１のホイール３２で覆 われているので泥水などのスプラッシュがかかることはない。また、車幅方向外 側の車輪１１のホイールには図外のホイールカバーが取り付けられるので、ホイ ール３２やボルト３３などが泥水などのスプラッシュから保護される。上記複数 の車輪１０，１１おいて、内側の車輪１０のホイール２２のフランジ２１との取 り付け面と外側の車輪１１のホイール３２の外側ハブ２６との取り付け面とは同 方向へ同距離オフセットしている。つまり、内側の車輪１０のゴムタイヤ３５の 車幅方向中心線Ｌ１から内側の車輪１０のホイール２２のフランジ２１との取り 付け面までの距離は、外側の車輪１１のゴムタイヤ３６の車幅方向中心線Ｌ２か ら外側の車輪１１の外側ハブ２６との取り付け面（車幅方向外側端面）までの距 離と同一寸法ｄになっているので、車輪１０，１１のローテーションや交換が容 易にできる。なお、符号Ｄ１は車幅方向中心線Ｌ３から内側の車輪１０の車幅方 向中心線Ｌ２までの距離を示し、符号Ｄ２は車幅方向中心線Ｌ３から外側の車輪 １１の車幅方向中心線Ｌ３までの距離である。FIG. 2 is a sectional view showing the inside on the right side in the vehicle width direction of the vehicle drive device of the above embodiment. In FIG. 2, an outer peripheral edge of the caging of the hydraulic motor 5 is attached to the outer end of the support drum 3 located on the right side in the vehicle width direction with a screw 20 from the vehicle width direction. A plurality of wheels 10 and 11 are fixedly attached to the output shaft 7 of the hydraulic motor 5 projecting outward from the support drum 3 in the vehicle width direction with the wheels 10 and 11 spaced apart from each other in the vehicle width direction. Specifically, a flange 21 is integrally projected on the outer peripheral surface of the output shaft 7, and an outer side surface of the flange 21 in the vehicle width direction of a wheel 10 of the plurality of wheels 10, 11 arranged on the inner side in the vehicle width direction. The ring-shaped wheel 22 is coaxially overlapped, and the inner end in the vehicle width direction of the cylindrical inner hub 23 is coaxially overlapped with the wheel 22 on the outer side in the vehicle width direction. Of the bolt 24 is fastened to the female screw hole of the flange 21 integrally protruding from the output shaft 7 of the hydraulic motor 5. The head of the bolt 24 is housed in a recess 25 formed on the outer end surface of the inner hub 23 in the vehicle width direction so that it does not protrude outward from the outer end surface of the inner hub 23 in the vehicle width direction. . The inner end of the inner hub 23 in the vehicle width direction is coaxially overlapped with the inner end of the tubular outer hub 26 in the vehicle width direction and is attached by a bolt 27 from the outer side in the vehicle width direction. The overlapping portion of the outer hub 26 and the inner hub 23 is fitted by the convex portion 28 formed on the outer end surface of the inner hub 23 in the vehicle width direction and the concave portion 29 formed on the inner end surface of the outer hub 26 in the vehicle width direction. Therefore, when the outer hub 26 is attached to the inner hub 23 when the inner wheel 10 is replaced, the concave portion 29 is fitted into the convex portion 28 so that the outer hub 26 can be connected to the inner hub 23. The coaxial state can be easily secured. The wheel 11 arranged on the outer side in the vehicle width direction is coaxially attached to the outer hub 26. That is, the flange 30 is integrally projected at the vehicle width direction outer end of the outer hub 26 toward the inner side, and a ring extending from the outer side of the outer hub 26 to the vicinity of the inner peripheral edge of the flange 30 is formed on the vehicle width direction outer end surface of the flange 30. A notch 31 having a shape is formed, and a ring-shaped wheel 32 of the wheel 11 arranged on the outer side in the vehicle width direction is attached to the notch 31 with a bolt 33 from the outer side in the vehicle width direction. At this time, a disk-shaped cover 32A is fastened together with bolts 33 to the outside of the wheel 32 in the vehicle width direction so that splashes such as muddy water do not enter the outer hub 26. The wheel 11 arranged on the outer side in the vehicle width direction is coaxially attached to the outer hub 26. The outer hub 26 flange 30 is formed with a working hole 34 for fastening the bolt 27 that attaches the outer hub 26 to the inner hub 23. Therefore, the inner wheel 10 and the inner hub 23 are attached to the output shaft 7 of the hydraulic motor 5 protruding from the support drum 3 with the bolts 24, and the outer hub 26 is attached to the inner hub 23 with the bolts 27. By attaching the outer wheel 11 to the wheel 26, the wheels 10 and 11 are rotated by the rotational drive of the output shaft 7 of the hydraulic motor 5, and the vehicle can travel. Moreover, since the working hole 34 is covered with the wheel 32 of the wheel 11 attached to the outer hub 26, splash of muddy water or the like does not occur. Further, since the wheel cover (not shown) is attached to the wheel of the wheel 11 on the outer side in the vehicle width direction, the wheel 32, the bolt 33, etc. are protected from splash of muddy water. In the plurality of wheels 10 and 11, the mounting surface of the wheel 22 of the inner wheel 10 to the flange 21 and the mounting surface of the wheel 32 of the outer wheel 11 to the outer hub 26 are offset in the same direction in the same direction. is doing. That is, the distance from the vehicle width direction center line L1 of the rubber tire 35 of the inner wheel 10 to the mounting surface of the inner wheel 10 to the flange 21 of the wheel 22 is the vehicle width direction center line of the rubber tire 36 of the outer wheel 11. Since the distance d is the same as the distance from L2 to the mounting surface of the outer wheel 11 to the outer hub 26 (the outer end surface in the vehicle width direction), the wheels 10 and 11 can be easily rotated or exchanged. The reference numeral D1 indicates the distance from the vehicle width direction center line L3 to the vehicle width direction center line L2 of the inner wheel 10, and the reference numeral D2 indicates the vehicle width direction center line of the outer wheel 11 from the vehicle width direction center line L3. It is the distance to L3.
【０００９】 図３は上記実施例の車輪８，９，１０，１１のゴムタイヤを省略した車幅方向 外側からの側面図である。この図３において、内側ハブ２３および車幅方向内側 の車輪１０を油圧モータ５に取り付けるボルト２４と車幅方向外側の車輪１１を 外側ハブ２６に取り付けるボルト３３とは、油圧モータ５や内側ハブ２３および 外側ハブ２６の中心を同一とする同一円上に等間隔に配置されている。また、外 側ハブ２６を内側ハブ２３に取り付けるボルト２７および作業用孔３４は内側ハ ブ２３および車幅方向内側の車輪１０を油圧モータ５に取り付けるボルト２４と 車幅方向外側の車輪１１を外側ハブ２６に取り付けるボルト３３とは周方向に位 置をずらして上記同一円上に配置されている。したがって、内側ハブ２３と外側 ハブ２６との強度を適度に保つようにボルト２４，２７，３３を多点配置しつつ 、作業用孔３０による軽量化も図れる。FIG. 3 is a side view from the outer side in the vehicle width direction in which the rubber tires of the wheels 8, 9, 10, 11 of the above embodiment are omitted. In FIG. 3, the inner hub 23 and the bolt 24 for attaching the wheel 10 on the inner side in the vehicle width direction to the hydraulic motor 5 and the bolt 33 for attaching the wheel 11 on the outer side in the vehicle width direction to the outer hub 26 are the hydraulic motor 5 and the inner hub 23. The outer hubs 26 are arranged at equal intervals on the same circle having the same center. Further, the bolts 27 for attaching the outer hub 26 to the inner hub 23 and the work holes 34 are provided on the inner hub 23 and the bolts 24 for attaching the wheel 10 on the inner side in the vehicle width direction to the hydraulic motor 5, and the wheels 11 on the outer side in the vehicle width direction on the outer side. The bolts 33 attached to the hub 26 are arranged on the same circle with their positions displaced in the circumferential direction. Therefore, while the bolts 24, 27, 33 are arranged at multiple points so as to keep the strength of the inner hub 23 and the outer hub 26 at an appropriate level, the weight can be reduced by the working hole 30.
【００１０】 図４は上記実施例の車両用駆動装置の油圧回路を示す回路図である。この図４ において、容量可変形の油圧ポンプ１４の駆動軸は車体１に搭載したエンジン４ ０の出力軸に連結され、油圧ポンプ１４の駆動に図外の車体に搭載したバッテリ の電力を使用しないので、そのバッテリの耐用寿命が長くなる。この油圧ポンプ １４は運転者が容量可変バルブ４１に設けられた操作レバー４２を操作すること によって油圧ポンプ１４の斜板または斜軸の角度を変えてその油圧ポンプ１４の 容量を変えられる。これらの油圧ポンプ１４と容量可変バルブ４１と複数の逆止 バルブ４２，４３と複数のチェック付きリリーフバルブ４４，４５，４６とから 構成される仮想線で囲まれた油圧ポンプユニット４７は市販されている。上記リ リーフバルブ４４〜４６のうちで後述の図５に示すステアリング装置の油圧回路 からの戻り経路８１側に位置するリリーフバルブ４４のチェック圧は他の２つの 逆止バルブ４２，４３と並列接続されたリリーフバルブ４５，４６のチェック圧 よりも低圧に設定され、例えば戻り油路側のリリーフバルブ４４のチェック圧は １平方ｃｍ当たり２３ｋｇで、他の２つのリリーフバルブ４５，４６のチェック 圧は１平方ｃｍ当たり２８０ｋｇに設定されている。油圧ポンプユニット４７の 作動油を吐出するための複数の吐油ポートＰ１，Ｐ２（図１の符号１５に相当す る）には前記複数の容量可変形の油圧モータ４，５の作動油の供給を受ける複数 の給油ポートＰ３，Ｐ４，Ｐ５，Ｐ６（図１の符号１２，１３に相当する）がマ ニホールド１６を介して分岐接続されている。このマニホールド１６は１個の油 圧ポンプ１４に対し２個の油圧モータ４，５を分岐接続することから、油圧ポン プ１４に接続される１つの通路とこの通路に連通しつつ油圧モータ４，５それぞ れに接続される２つの通路との合計３つの通路を有する３方向マニホールドにな っている。複数の油圧モータ４，５の容量を変える容量可変バルブ４８，４９そ れぞれは低速ポジションと高速ポジションとを有し、これらの低速ポジションと 高速ポジションとは変速バルブ５０の動作によって切り替えられる。また複数の 油圧モータ４，５に制動をかけるブレーキ機構５１，５２はブレーキバルブ５３ の動作によって制動動作を行う。これらの油圧モータ４，５と容量可変バルブ４ ８，４９とブレーキ機構５１，５２とから構成される仮想線で囲まれた複数の油 圧モータユニット５４，５５は市販されている。上記変速バルブ５０は低速ポジ ションと高速ポジションとを有する電磁駆動自己復帰形に構成されている。ブレ ーキバルブ５３はブレーキングポジションとアンブレーキングポジションとを有 する電磁駆動自己復帰形に構成されている。これらの変速バルブ５０とブレーキ バルブ５３とには油圧ポンプユニット４７の戻り経路８１に分岐接続されたポン プ経路Ｐと後述の作動油タンクに分岐接続されたタンク経路Ｔとが配管され、ま た変速バルブ５０には複数の容量可変バルブ４８，４９を分岐接続したバルブ経 路Ｂ１が配管され、またブレーキバルブ５３には複数のブレーキ機構のブレーキ シリンダ５６，５７を分岐接続したバルブ経路Ｂ２が配管されている。したがっ て、変速バルブ５０が自己復帰した図示状態の低速ポジションになると、油圧ポ ンプユニット４７のポンプ経路Ｐが閉じられ、容量可変バルブ４８，４９のバル ブ経路Ｂ１がタンク経路Ｔに接続されるので、容量可変バルブ４８，４９が図示 のようなそれ自身の自己復帰動作によって低速ポジションとなり、この容量可変 バルブ４８，４９の低速ポジションへの設定によって油圧モータ４，５の斜板ま たは斜軸の傾斜角度が低速用の角度に設定され、油圧モータ４，５の回転速度が 低速になる。そして、変速バルブ５０が図示状態とは逆に電磁駆動した高速ポジ ションになると、タンク経路Ｔが閉じられ、油圧ポンプ４７のポンプ経路Ｐが容 量可変バルブ４８，４９のバルブ経路Ｂ１に接続されるので、容量可変バルブ４ ８，４９が図示状態とは逆に動作して高速ポジションとなり、この容量可変バル ブ４８，４９の高速ポジションへの設定によって油圧モータ４，５の斜板または 斜軸の傾斜角度が高速用の角度に設定され、油圧モータ４，５の回転速度が高速 になる。また、ブレーキバルブ５３が自己復帰した図示状態のアンブレーキング ポジションになると、油圧ポンプユニット４７のポンプ経路Ｐが閉じられ、ブレ ーキシリンダ５６，５７のバルブ経路Ｂ２がタンク経路Ｔに接続されるので、ブ レーキシリンダ５６，５７が図示のようなそれ自身の自己復帰動作によってアン ブレーキング状態となり、このブレーキシリンダ５６，５７のアンブレーキング 状態への設定によってブレーキ機構５１，５２が非制動状態となり、油圧モータ ４，５の出力軸６，７が回転駆動する。そして、ブレーキバルブ５３が図示状態 とは逆に電磁駆動したブレーキングポジションになると、タンク経路Ｔが閉じら れ、油圧ポンプユニット４７のポンプ経路Ｐがブレーキシリンダ５６，５７のバ ルブ経路Ｂ２に接続されるので、ブレーキシリンダ５６，５７が図示状態とは逆 に動作してブレーキング状態となり、このブレーキシリンダ５６，５７のブレー キング状態への設定によってブレーキ機構５１，５２が制動状態となり、油圧モ ータ４，５の出力軸６，７の回転が抑えられる。上記油圧ポンプユニット４７の 複数の吐油ポートＰ１，Ｐ２を油圧モータ４，５の複数の作動油吐出口に接続す る通路５８，５９は油圧ポンプユニット４７に外付けされたアンロードバルブ６ ０を介在するバイパス路６１で接続されている。よって、アンロードバルブ６０ を開くと、油圧ポンプ１４からの作動油はバイパス路６１を循環し、油圧ポンプ １４から油圧モータ４，５への給油量が減り、油圧モータ４，５の出力軸６，７ が回転駆動せず、油圧モータ４，５に作動油にて適度な負荷がかかり、エンジン ４０が駆動しても車両は走れない状態となる。上記エンジン４０には後述するス テアリング装置の油圧回路に使用する容量固定形の油圧ポンプ６２の駆動軸が連 結されている。FIG. 4 is a circuit diagram showing a hydraulic circuit of the vehicle drive device of the above embodiment. In FIG. 4, the drive shaft of the variable displacement hydraulic pump 14 is connected to the output shaft of the engine 40 mounted on the vehicle body 1, and the electric power of the battery mounted on the vehicle body (not shown) is not used to drive the hydraulic pump 14. Therefore, the service life of the battery is extended. In this hydraulic pump 14, the driver can change the capacity of the hydraulic pump 14 by changing the angle of the swash plate or the oblique shaft of the hydraulic pump 14 by operating the operation lever 42 provided on the variable capacity valve 41. A hydraulic pump unit 47 surrounded by virtual lines composed of the hydraulic pump 14, the variable capacity valve 41, a plurality of check valves 42 and 43, and a plurality of relief valves 44, 45 and 46 with a check is commercially available. There is. Of the relief valves 44 to 46, the check pressure of the relief valve 44 located on the side of the return path 81 from the hydraulic circuit of the steering device shown in FIG. 5, which will be described later, is connected in parallel with the other two check valves 42 and 43. The pressure is set to be lower than the check pressure of the relief valves 45 and 46 that are set, for example, the check pressure of the relief valve 44 on the return oil passage side is 23 kg per square cm, and the check pressure of the other two relief valves 45 and 46 is 1 It is set to 280 kg per square cm. Supply of hydraulic oil of the plurality of variable displacement hydraulic motors 4 and 5 to the plurality of oil discharge ports P1 and P2 (corresponding to reference numeral 15 in FIG. 1) for discharging hydraulic oil of the hydraulic pump unit 47. A plurality of oil supply ports P3, P4, P5, P6 (corresponding to reference numerals 12 and 13 in FIG. 1) for receiving the fuel are branched and connected via a manifold 16. The manifold 16 branches and connects two hydraulic motors 4 and 5 to one hydraulic pump 14. Therefore, one passage connected to the hydraulic pump 14 and the hydraulic motors 4 and 5 are connected to the passage. 5 It is a three-way manifold with a total of three passages, with two passages connected to each. The variable capacity valves 48 and 49 for changing the capacities of the plurality of hydraulic motors 4 and 5 respectively have a low speed position and a high speed position, and these low speed position and high speed position are switched by the operation of the shift valve 50. Further, the brake mechanisms 51 and 52 for braking the hydraulic motors 4 and 5 perform the braking operation by the operation of the brake valve 53. A plurality of hydraulic motor units 54, 55 surrounded by virtual lines, which are composed of these hydraulic motors 4, 5, variable capacity valves 48, 49 and brake mechanisms 51, 52, are commercially available. The shift valve 50 is of an electromagnetically driven self-returning type having a low speed position and a high speed position. The brake valve 53 is of an electromagnetically driven self-resetting type having a braking position and an unbraking position. A pump path P that is branched and connected to a return path 81 of the hydraulic pump unit 47 and a tank path T that is branched and connected to a hydraulic oil tank, which will be described later, are connected to the speed change valve 50 and the brake valve 53. A valve passage B1 in which a plurality of variable capacity valves 48 and 49 are branched and connected is connected to the speed change valve 50, and a valve passage B2 in which brake cylinders 56 and 57 of a plurality of brake mechanisms are branched and connected is connected to the brake valve 53. Has been done. Therefore, when the speed change valve 50 is returned to the low speed position shown in the figure, the pump path P of the hydraulic pump unit 47 is closed and the valve path B1 of the variable capacity valves 48 and 49 is connected to the tank path T. Therefore, the variable capacity valves 48, 49 are set to the low speed position by their own self-returning operation as shown in the figure, and by setting the variable capacity valves 48, 49 to the low speed position, the swash plates or the slant plates of the hydraulic motors 4, 5 are set. The inclination angle of the shaft is set to the low speed angle, and the rotation speeds of the hydraulic motors 4 and 5 become low. When the speed change valve 50 is electromagnetically driven to the high speed position contrary to the illustrated state, the tank path T is closed and the pump path P of the hydraulic pump 47 is connected to the valve path B1 of the variable capacity valves 48 and 49. As a result, the variable capacity valves 48, 49 operate in reverse to the state shown in the figure to move to the high speed position. Depending on the setting of the variable capacity valves 48, 49 to the high speed position, the swash plate or the swash shaft of the hydraulic motors 4, 5 may be moved. The inclination angle of is set to an angle for high speed, and the rotation speed of the hydraulic motors 4 and 5 becomes high. Further, when the brake valve 53 reaches the unbrake position in the illustrated state in which the brake valve 53 is self-restored, the pump path P of the hydraulic pump unit 47 is closed and the valve path B2 of the brake cylinders 56 and 57 is connected to the tank path T. The brake cylinders 56, 57 are brought into an unbraking state by the self-returning action of the brake cylinders 56, 57 shown in the figure, and the brake mechanisms 51, 52 are brought into a non-braking state by setting the brake cylinders 56, 57 to the unbraking state. The output shafts 6 and 7 of the hydraulic motors 4 and 5 are rotationally driven. Then, when the brake valve 53 reaches the braking position where it is electromagnetically driven contrary to the illustrated state, the tank path T is closed and the pump path P of the hydraulic pump unit 47 is connected to the valve path B2 of the brake cylinders 56, 57. As a result, the brake cylinders 56 and 57 operate in the opposite manner to the illustrated state to bring them into the braking state. By setting the brake cylinders 56 and 57 to the breaking state, the brake mechanisms 51 and 52 are brought into the braking state and the hydraulic pressure is reduced. The rotation of the output shafts 6, 7 of the motors 4, 5 is suppressed. The passages 58 and 59 connecting the plurality of oil discharge ports P1 and P2 of the hydraulic pump unit 47 to the plurality of hydraulic oil discharge ports of the hydraulic motors 4 and 5 are unload valves 60 externally attached to the hydraulic pump unit 47. Are connected by a bypass path 61. Therefore, when the unload valve 60 is opened, the hydraulic oil from the hydraulic pump 14 circulates in the bypass passage 61, the amount of oil supplied from the hydraulic pump 14 to the hydraulic motors 4 and 5 is reduced, and the output shafts 6 of the hydraulic motors 4 and 5 are reduced. , 7 are not rotationally driven, the hydraulic motors 4 and 5 are appropriately loaded with hydraulic oil, and the vehicle cannot run even if the engine 40 is driven. A drive shaft of a fixed-capacity hydraulic pump 62 used in a hydraulic circuit of a steering device described later is connected to the engine 40.
【００１１】 図５は図４の油圧回路に接続されるステアリング装置の油圧回路を示す回路図 である。この図５において、ステアリングシリンダ７２のヘッド側給油ポート７ ３とボトム側給油ポート７４とはロールバルブユニット７５を介して前記容量固 定形の油圧ポンプ７１の吐油ポートに接続されている。このロールバルブユニッ ト７５はロールバルブ７６と潤滑油モータ７７と複数の逆止バルブ７８，７９と チェック付きリリーフバルブ８０とで構成された形態で市販されている。このリ リーフバルブ８０のチェック圧は、ステアリングシリンダ７２の推力に関係する ので、ステアリングシリンダ７２のシリンダ径が太くなれば小さな値に設定され 、シリンダ径が細くなれば大きな値に設定され、このリリーフバルブ８０のチェ ック圧は例えば１平方ｃｍ当たり１２０ｋｇに設定されている。上記ロールバル ブ７６はニュートラルポジションと２つの転回ポジションとを有する。ニュート ラルポジションは固定容量形の油圧ポンプ７１の吐出経路を前記可変容量形の油 圧ポンプユニット４７への戻り経路８１に接続し、かつ潤滑油ポンプ７７の吐出 経路をステアリングシリンダ７２のヘッド側ポート７３に接続し、さらにステア リングシリンダ７２のボトム側ポート７４を閉じる。上記一方の転回ポジション は容量固定形の油圧ポンプ７１の吐出経路を潤滑油モータ７７の給油経路に接続 し、かつステアリングシリンダ７２のヘッド側ポート７３を可変容量形の油圧ポ ンプユニット４７への戻り経路８１に接続し、さらにステアリングシリンダ７２ のボトム側ポート７４を潤滑油モータ７７の給油経路に接続する。他方の転回ポ ジションは潤滑油ポンプ７７の吐出経路をステアリングシリンダ７２のヘッド側 ポート７３に接続し、かつステアリングシリンダ７２のボトム側ポート７４を可 変容量形の油圧ポンプユニット４７への戻り経路８１に接続し、さらに潤滑油ポ ンプ７７の吐出経路を容量固定形の油圧ポンプ７１の吐出経路に接続する。した がって、ステアリング装置の油圧回路の戻り油が駆動装置の給油経路に導かれる ので、このステアリング装置の油圧回路から駆動装置に導かれた作動油が駆動装 置における油圧ポンプユニット４７の配管との接続部分、バルブ５０，５３の配 管との接続部分、油圧モータユニットの配管との接続部分などでの油漏れによる 不足分を常に自動的に補償することができる。FIG. 5 is a circuit diagram showing a hydraulic circuit of the steering device connected to the hydraulic circuit of FIG. In FIG. 5, the head side oil supply port 73 and the bottom side oil supply port 74 of the steering cylinder 72 are connected to the oil discharge port of the fixed capacity hydraulic pump 71 via a roll valve unit 75. The roll valve unit 75 is commercially available in the form of a roll valve 76, a lubricating oil motor 77, a plurality of check valves 78, 79, and a relief valve 80 with a check. Since the check pressure of the relief valve 80 is related to the thrust of the steering cylinder 72, it is set to a small value when the cylinder diameter of the steering cylinder 72 is large, and is set to a large value when the cylinder diameter is small. The check pressure of the valve 80 is set to 120 kg per square cm, for example. The roll valve 76 has a neutral position and two turning positions. At the neutral position, the discharge passage of the fixed displacement hydraulic pump 71 is connected to the return passage 81 to the variable displacement hydraulic pump unit 47, and the discharge passage of the lubricating oil pump 77 is connected to the head side port of the steering cylinder 72. 73, and further close the bottom port 74 of the steering cylinder 72. In the one turning position, the discharge passage of the fixed displacement hydraulic pump 71 is connected to the oil supply passage of the lubricating oil motor 77, and the head side port 73 of the steering cylinder 72 is returned to the variable displacement hydraulic pump unit 47. The bottom port 74 of the steering cylinder 72 is connected to the passage 81, and further connected to the oil supply passage of the lubricating oil motor 77. The other turning position connects the discharge path of the lubricating oil pump 77 to the head side port 73 of the steering cylinder 72, and connects the bottom side port 74 of the steering cylinder 72 to the return path 81 to the variable displacement hydraulic pump unit 47. Further, the discharge passage of the lubricating oil pump 77 is connected to the discharge passage of the hydraulic pump 71 of fixed capacity. Therefore, since the return oil of the hydraulic circuit of the steering device is guided to the oil supply path of the drive device, the hydraulic oil guided from the hydraulic circuit of the steering device to the drive device is connected to the piping of the hydraulic pump unit 47 in the drive device. It is possible to automatically and automatically compensate for the shortage due to oil leakage at the connection part with the valve, the connection part with the piping of the valves 50 and 53, the connection part with the piping of the hydraulic motor unit, and the like.
【００１２】[0012]
以上のように、この考案によれば転回時の内輪差によって左右の車輪が路面か ら受ける負荷に応じて油圧モータに供給される作動油の油量を自動的に制御する 構成としたので、左右の車輪の内輪差に起因する回転速度差を的確に作ることが できると言う効果がある。結果として、タイヤローラなどのような道路舗装用の 産業車両の場合には転回時における内輪差に起因する回転速度差を補正すること ができ、舗装道路の仕上げ路面中にヘアークラックが発生するような不都合を確 実に解消できる利点がある。 As described above, according to the present invention, the amount of hydraulic oil supplied to the hydraulic motor is automatically controlled according to the load received by the left and right wheels from the road surface due to the difference between the inner wheels during turning. There is an effect that the rotational speed difference caused by the inner ring difference between the left and right wheels can be accurately created. As a result, in the case of industrial vehicles for road paving such as tire rollers, it is possible to correct the rotational speed difference due to the inner ring difference during turning, and it is possible to cause hair cracks on the finished road surface of the paved road. There is an advantage that it can surely eliminate such inconvenience.
【図１】この考案の実施例の車両用駆動装置を示す正面
図である。FIG. 1 is a front view showing a vehicle drive device according to an embodiment of the present invention.
【図２】実施例の車両用駆動装置の車幅方向右側の内部
を示す断面図である。FIG. 2 is a cross-sectional view showing the inside on the right side in the vehicle width direction of the vehicle drive device of the embodiment.
【図３】実施例の車輪のゴムタイヤを省略した側面図で
ある。FIG. 3 is a side view in which rubber tires of wheels of the embodiment are omitted.
【図４】実施例の車両用駆動装置の油圧回路を示す回路
図である。FIG. 4 is a circuit diagram showing a hydraulic circuit of the vehicle drive device of the embodiment.
【図５】実施例ステアリング装置の油圧回路を示す回路
図である。FIG. 5 is a circuit diagram showing a hydraulic circuit of the steering apparatus according to the embodiment.
１ 車体 ２ 支持体 ４，５ 容量可変形の油圧モータ ６，７ 油圧モータの出力軸 ８，９，１０，１１ 左右の車輪 １２，１３，Ｐ３，Ｐ４，Ｐ５，Ｐ６ 油圧モータの給
油ポート １４ 油圧ポンプ １５，Ｐ１，Ｐ２ 油圧ポンプの吐油ポート1 vehicle body 2 support body 4,5 variable displacement hydraulic motor 6,7 hydraulic motor output shaft 8, 9, 10, 11 left and right wheels 12, 13, P3, P4, P5, P6 hydraulic motor oil supply port 14 hydraulic pressure Pump 15, P1, P2 Oil discharge port of hydraulic pump
Claims (1)
この支持体に複数の容量可変形の油圧モータを取り付
け、これら複数の油圧モータの出力軸を車幅方向に向け
て配置し、これら出力軸の車幅方向外側端部それぞれに
左右の車輪を個別に取り付けるとともに、これら複数の
油圧モータの給油ポートを車体に取り付けられた容量可
変形の油圧ポンプの吐油ポートにマニホールドを介して
分岐接続したことを特徴とする車両用駆動装置。1. A support body is provided at an intermediate portion of a vehicle body in a vehicle width direction,
A plurality of variable displacement hydraulic motors are attached to this support, the output shafts of these hydraulic motors are arranged in the vehicle width direction, and the left and right wheels are individually provided at the vehicle width direction outer ends of the output shafts. The vehicle drive device is characterized in that the oil supply ports of the plurality of hydraulic motors are branched and connected to the oil discharge port of the variable displacement hydraulic pump mounted on the vehicle body through a manifold.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP7076493U JPH0740239U (en) | 1993-12-28 | 1993-12-28 | Vehicle drive |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP7076493U JPH0740239U (en) | 1993-12-28 | 1993-12-28 | Vehicle drive |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH0740239U true JPH0740239U (en) | 1995-07-18 |
Family
ID=13440913
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP7076493U Pending JPH0740239U (en) | 1993-12-28 | 1993-12-28 | Vehicle drive |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0740239U (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2005022566A (en) * | 2003-07-04 | 2005-01-27 | Tcm Corp | Wheel driving part structure |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6017381U (en) * | 1983-07-15 | 1985-02-05 | セーラー万年筆株式会社 | Sealed structure of refill-type writing instruments |
-
1993
- 1993-12-28 JP JP7076493U patent/JPH0740239U/en active Pending
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6017381U (en) * | 1983-07-15 | 1985-02-05 | セーラー万年筆株式会社 | Sealed structure of refill-type writing instruments |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2005022566A (en) * | 2003-07-04 | 2005-01-27 | Tcm Corp | Wheel driving part structure |
| JP4508561B2 (en) * | 2003-07-04 | 2010-07-21 | Ｔｃｍ株式会社 | Wheel drive structure |
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