JPS5849526A - Hydraulic gear for traveling farm working vehicle - Google Patents

Hydraulic gear for traveling farm working vehicle

Info

Publication number
JPS5849526A
JPS5849526A JP14829781A JP14829781A JPS5849526A JP S5849526 A JPS5849526 A JP S5849526A JP 14829781 A JP14829781 A JP 14829781A JP 14829781 A JP14829781 A JP 14829781A JP S5849526 A JPS5849526 A JP S5849526A
Authority
JP
Japan
Prior art keywords
hydraulic
pressure
oil
boat
transmission case
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
JP14829781A
Other languages
Japanese (ja)
Inventor
Takaharu Kida
喜田　隆治
Hideki Amano
天野　秀樹
Katsumi Saeki
佐伯　勝実
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
KAMIZAKI KOKYU KOKI SEISAKUSHO KK
Kanzaki Kokyukoki Manufacturing Co Ltd
Original Assignee
KAMIZAKI KOKYU KOKI SEISAKUSHO KK
Kanzaki Kokyukoki Manufacturing Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by KAMIZAKI KOKYU KOKI SEISAKUSHO KK, Kanzaki Kokyukoki Manufacturing Co Ltd filed Critical KAMIZAKI KOKYU KOKI SEISAKUSHO KK
Priority to JP14829781A priority Critical patent/JPS5849526A/en
Publication of JPS5849526A publication Critical patent/JPS5849526A/en
Pending legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B11/00—Servomotor systems without provision for follow-up action; Circuits therefor
    • 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
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/06—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing
    • 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
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/10—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of fluid gearing

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • General Engineering & Computer Science (AREA)
  • Arrangement Of Transmissions (AREA)

Abstract

PURPOSE:To shorten piping and eliminate trouble due to vibration in such a way that a high pressure pump for driving a farm working machine is juxtaposed on an input shaft of a transmission case which is connected through a shock absorber to an engine. CONSTITUTION:A crankshaft of an engine which is installed in an engine chamber at the rear part of a traveling farm working vehicle is connected through a shock absorber 6 and a universal joint 7 to an input shaft 11 at the upper part of a transmission case 1 of a hydraulic clutch type speed change gear. The input shaft of the transmission case is protruded at the front part of the transmission case, and a hydraulic pump 8 of the hydraulic clutch gear is juxtaposed with a high pressure pump for driving the farm working machine of the farm working vehicle at the protruded part. By such a constitution, there is no instance that vibration may influence the high pressure pump 10, and the base part of a high pressure pipe may be broken, and also the piping can be shortened.

Description

【発明の詳細な説明】 本件発明は、油圧クラッチ式の変速ミッションケースと
、バックホーやローダ−パケット等の作業機を備えた移
動作業車の油圧ポンプ装置の配置に関する発明である。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to the arrangement of a hydraulic pump device for a mobile work vehicle equipped with a hydraulic clutch-type transmission transmission case and a work machine such as a backhoe or a loader packet.

これらの移動作業車においては、エンジンの振動及び作
業時走行時のエンジン部の振動が太きいので、エンジン
とミッションケースの及びエンジンと作業機用の油圧ポ
ンプの間にはユニバーサルジヨイントを介さないと連芯
がずれて？ｈ受けかこわれてしまうのである。In these mobile work vehicles, the engine vibrations and vibrations of the engine part when driving during work are large, so universal joints are not used between the engine and the transmission case, and between the engine and the hydraulic pump for the work equipment. Is it out of alignment? H is not received well.

従来はエンジンに付設して作業機用の高圧油圧ポンプを
固設していたが作業機へのパイピングが長くなりすぎ、
又エンジンの振動によりパイピングの根元部が亀裂が入
ってしまうという不具合いがあったのである。Previously, a high-pressure hydraulic pump for the work equipment was attached to the engine, but the piping to the work equipment became too long.
Another problem was that engine vibrations caused cracks to form at the base of the piping.

本発明では作業機用の高圧ポンプを出来るだけ機体の中
央位置でエンジンから別体に設置しようとする場合に面
圧ポンプとエンジンとの間にユニバーサルジヨイントを
設けたり、間にミッションケースが入る為に取りつけづ
らいという不具合い全解消すべく、エンジンとミッショ
ンケースの間のショックアブソーバ−、ユニバーサルジ
ヨイント等をそのまま兼用して作業機用の高圧ポンプの
取付けに利用したものである。In the present invention, when a high-pressure pump for a work machine is to be installed as separate from the engine as possible in the center of the machine body, a universal joint is provided between the surface pressure pump and the engine, or a transmission case is inserted in between. In order to completely eliminate the problem of difficulty in mounting the engine, the shock absorber, universal joint, etc. between the engine and transmission case were used as they were to mount a high-pressure pump for work equipment.

このように構成することにより、作業機用の高圧ポンプ
を前の方に配置することができ、高圧ボンプはエンノン
に固設して−ないので、振動によシパイピンク゛に亀裂
が生じたりすることがなく、高圧ポンプへの伝動軸もミ
ッションケースへの入力＋ｌ＃ｉと兼用できると−う利
点が生ずるのである。With this configuration, the high-pressure pump for the work equipment can be placed at the front, and since the high-pressure pump is not fixed to the engine, there is no possibility of cracks occurring in the pipe pipe due to vibration. This has the advantage that the transmission shaft to the high-pressure pump can also be used as the input +l#i to the transmission case.

本発明の目的は以上の如くであり、添付の図面に示した
実施例の構成に基づいて本件発明の詳細な説明すると。The purpose of the present invention is as described above, and the present invention will be described in detail based on the configuration of the embodiment shown in the accompanying drawings.

以下空白 第１図は移動作業車の全体側面図、 第２図は移動作業車の動力伝動線図、 第３図はミッションケースの前面図、 第４図はミッションケースの側面断面図、第５図は後進
軸Ｑ型部分の側面断面図である。Figure 1 is a side view of the mobile work vehicle, Figure 2 is a power transmission diagram of the mobile work vehicle, Figure 3 is a front view of the transmission case, Figure 4 is a side sectional view of the transmission case, and Figure 5 is a side view of the mobile work vehicle. The figure is a side sectional view of the Q-shaped portion of the reverse shaft.

不移動作業車はυｊＪ２輪、後２輪のホイール走行車で
アシ、前輪と後輪の間のミ・・・ジョンケース（１）の
ｂａ部でフレームを屈折部１勺とし前後で水平方向に屈
折可能としている。ステアリングハンドル暫ｄ）の回動
により、油圧シリンダーを動かして、パワーステアリン
グ方式により前部を屈折し操向している。機体前部にパ
ケット−を配置して、ブーム闘、ブーム取付台−、油圧
シリンダー−）によりパケットを上下に回動可熊に構成
して込る。後輪−上にエンジン室Ｉ＠を設け、エンジン
室叫内にエンジンＴｏ々を配置している。エンジン室−
の上に運転席−を設け、運転席−の近辺に前後進変速レ
バーσ４と副変速レバー（７８Ｊ及びインチングベダル
σｌ）を設けている。The immobile work vehicle is a wheel running vehicle with υJ2 wheels and two rear wheels, with a reed and a rear wheel between the front and rear wheels. It is bendable. By rotating the steering wheel (d), a hydraulic cylinder is moved, and the front section is bent and steered using a power steering system. The packet is placed at the front of the fuselage, and the packet can be rotated up and down using a boom, boom mount, and hydraulic cylinder. An engine compartment I@ is provided above the rear wheels, and the engines To are arranged within the engine compartment. Engine room
A driver's seat is provided above the driver's seat, and a forward/reverse shift lever σ4 and an auxiliary shift lever (78J and inching pedal σl) are provided near the driver's seat.

第２図、第４図、第５図におりて動力伝動系統を説明す
ると。The power transmission system will be explained with reference to FIGS. 2, 4, and 5.

エンジンｌ１５４のクランクシャフト上にショヅクアプ
ソーバー（５）を介してユニバーサルジヨイント（７）
を連結し、ユニバーサルジヨイント（７）の先端が入力
軸Ｑυに連結されてｈる。入力軸Ｑルはミッションケー
ス（１）内で歯車（Ｊｌによ）前進軸（６）上の遊嵌歯
車と噛合してｂる０又、入力軸αυの先端はミッション
ケース（１）の前方へ突出し、突出部に設けられた油圧
ポンプ（８）のポンプギアーを駆動し更に間圧ポンプ（
１１をも駆動している。油圧ポンプ（８）はミッション
ケース（１）内の油圧クラッチ装置へ圧油全供給する為
のポンプであシ、圧力は１５〜程度の低圧である。これ
に対し高圧ポンプ（１０はバケツ）Ｍや後部に付設する
バックホー等の作業機を動かす為の高圧ポンプであｐ、
圧力は６０〜程度の高圧である。作動油も低圧ポンプ（
８）はミッションケース（１）内の＠滑油を使用するが
、高圧ポンプは他に作動油タンクを設けそこから作動油
を吸入してｈる。Universal joint (7) via Shozuku Absorber (5) on the crankshaft of the engine l154
are connected, and the tip of the universal joint (7) is connected to the input shaft Qυ. The input shaft Q is in mesh with the loosely fitted gear on the forward shaft (6) inside the mission case (1), and the tip of the input shaft αυ is at the front of the mission case (1). It protrudes into the protrusion, drives the pump gear of the hydraulic pump (8) provided on the protrusion, and further drives the interpressure pump (8).
It also drives 11. The hydraulic pump (8) is a pump for completely supplying pressure oil to the hydraulic clutch device in the transmission case (1), and the pressure is as low as about 15. On the other hand, there is a high-pressure pump (10 is a bucket) M and a high-pressure pump for moving work equipment such as a backhoe attached to the rear.
The pressure is as high as 60°C. Hydraulic oil is also low pressure pump (
8) uses lubricating oil in the transmission case (1), but the high-pressure pump also has a hydraulic oil tank and sucks the hydraulic oil from there.

前進軸Ｑ′４上の遊嵌歯車ｅυは、人力軸Ｏｖ上の歯車
四によって常時駆動されてｈるが、又該遊嵌歯車（５） （２１１には後進軸σ◆上の遊嵌歯車に）が同時に噛合
っている。前後進変速レバーｅ？４によシ、前後進佃圧
制御弁囚のスクール（甥を上下方向に操作することによ
シ変速が、中立、前進、１＆進に入る。中立の場合には
、前進用油圧クラッチ装置１ｉ１）も、後進用油圧クラ
ッチ装置（轡も「断」状態である。前進の場合には前進
用油圧クラッチ読、匝１ｓＪｒが「接」となシ遊嵌歯車
ｅＡυよｐ前進軸（６）を経て、固設歯車（イ）に動力
が伝達され、固設歯車（ホ）より副変速４ｉＩ１１輪上
の固設歯車（イ）に伝わシ、副変速軸（転）へ動力が伝
達されるＯ 同様に後進の場合には、後進用油圧クラッチ装置−が「
接」状態となシ歯車曲、遊嵌歯車りよシの動力が遊嵌歯
車−）よ）後進軸に伝わり、固設爾車司が副変速軸（至
）上の固設歯車−と常時−合しているのでｊｉｌＩ変速
軸に）に動力が伝えられる。The loose-fit gear eυ on the forward shaft Q'4 is constantly driven by the gear 4 on the human power shaft Ov, but the loose-fit gear (5) (211 also includes a loose-fit gear on the reverse shaft σ◆) ) are meshing at the same time. Forward/forward gear lever e? 4, forward/reverse pressure control valve school (by operating the forward/reverse pressure control valve in the up/down direction, the gear changes to neutral, forward, 1 & forward. In the case of neutral, the forward hydraulic clutch device 1i1 ) and the reverse hydraulic clutch device (the reverse is also in the "disengaged" state. In the case of forward movement, the forward hydraulic clutch is read, and the loose fit gear eAυ and the p forward shaft (6) with the 1s Jr. The power is then transmitted to the fixed gear (A), from the fixed gear (E) to the fixed gear (A) on the auxiliary gearbox 4iI11 wheel, and then to the auxiliary gearshift shaft (O). Similarly, when reversing, the reversing hydraulic clutch device
When the gears are in the "contact" state, the power from the loosely fitted gear is transmitted to the reverse shaft (from the loosely fitted gear), and the fixed gear is constantly connected to the fixed gear on the auxiliary transmission shaft (to). Since they are aligned, power is transmitted to the jil I transmission shaft).

副変速軸に）上の固設歯車（２）に対し、前進軸（６）
、後進軸α◆よシ同−歯数の歯車に）Ｖｔｔが噛合して
おシ、前進軸（ロ）、後進軸ｌ１１彎は第３図に示す如
くＪ１１１変速軸（至）を中心とする２＝ｖ辺３角形の
底辺の頂点上に位１ら】 置されている。そして、前進軸０４と後進軸０４１の間
は２枚の同歯故の遊嵌歯車しＤ（初により噛合連動され
てｂる。この構成によシ前後進同じ速さの回転が一〇変
速軸へ伝えられるのである。このように前後進変速が圧
右の平面的に８旧ｄした油圧クラ・、子装置による変速
であるのに対し副変速軸（１１上では前後方向に立体的
な変速が行われてｂる。For the fixed gear (2) on the sub-transmission shaft), the forward shaft (6)
, the reverse shaft α◆ and the gears with the same number of teeth) Vtt mesh with each other, and the forward shaft (b) and the reverse shaft l11 are centered on the J111 gear shift shaft (to) as shown in Figure 3. It is placed on the vertex of the base of the 2=v-sided triangle. Between the forward shaft 04 and the reverse shaft 041 are two loosely fitted gears with the same teeth. In this way, while forward and backward gear shifting is done by a hydraulic clutch and slave device, which are two-dimensional in the horizontal direction, the auxiliary gear shift shaft (11) A gear shift is performed.

即ち、副変速４ＩＩＩＩ燵４上に前方から第２速、第３
速、第１速の油圧クラッチ該置冑（１組ゐ）が架設され
ているＯ それぞれの油圧クラッチ装置（，１戯川（め）に遊嵌歯
車ｃ１３（イ）（７）が設けられ、油圧クラッチ装置Ｒ
１２１ｉ州（１５）がどれか接状態となることにより対
応する遊嵌歯車−に）Ｃ力が副変速１ｉｏｆ＋　１．ｌ
：＋＋に一体的に回転を始める０遊嵌歯車（ハ）（至）
−一（１カウンター軸αυ上の固設両車■翰に）と常時
吻合し、カラン−Ｑ　−４＋＋ｇυに動力を伝える。カ
ラン４−１１！１ｉｌ（ｌｉｉの回転は刻設図車翰を経
て、駆動軸Ｃ１ｆｌ上の固設“歯車（７）から薦侃１軸
へ伝えられる０駆動軸Ｑｔ１１１１２）後端はリアピニ
オン軸α力にカップ１１ング結合され、駆動軸Ｑりの曲
端はカップ１１ング０均からユニバーサルジヨイントを
介して屈折可能にフロントピニオン軸へ伝えられてｂる
。That is, the 2nd gear and the 3rd gear are placed on the sub-shift 4III from the front.
A hydraulic clutch gear (1 set) for the first speed and the first speed is installed. A loose fit gear C13 (A) (7) is installed in each hydraulic clutch device (1). Hydraulic clutch device R
When any state (15) of 121i comes into contact, the force C is applied to the corresponding loose gear (-) to the sub-shift 1iof+1. l
:0 loose gear that starts rotating integrally with ++ (c) (to)
-1 (to the fixed vehicle ■Kan on the 1 counter axis αυ) and transmits power to Karan-Q -4++gυ. Karan 4-11!1il (The rotation of lii is transmitted through the engraved wheel wheel and from the fixed gear (7) on the drive shaft C1fl to the 1st shaft of the drive shaft Qt11112) The rear end is the rear pinion shaft The curved end of the drive shaft Q is coupled to the α force by the cup 11, and the bent end of the drive shaft Q is bendably transmitted to the front pinion shaft via the universal joint.

ミッションケース（１１は前壁を一体的に設けた後開放
の箱体であシ、後面はセンタープレート（２）で榎い副
変速軸０部分から下は後方へ突出するので蓋体（４）で
櫛っている。ミッンヨンケース（１）の前面は油路板（
３）を貼設し、この油路板の更に前面に油圧ポンプ（８
）やシールケース（＠１８＠　ｉ４Ｑを貼設し、前進軸
、副変速軸、後進軸（Ｊ４へ圧油を送付している。The transmission case (11 is a box body with an integral front wall and an open box body, the rear side is a center plate (2), and the bottom part protrudes rearward from the sub-transmission shaft 0 part, so there is a lid body (4) The front of the minyong case (1) is combed with an oil passage plate (
3), and a hydraulic pump (8) is attached to the front of this oil path board.
) and seal case (@18@i4Q) are attached to send pressure oil to the forward shaft, sub-shift shaft, and reverse shaft (J4).

又第７図に示す如くストレーナーーとその取付けも油路
板（３）に行っている。Also, as shown in Fig. 7, the strainer and its installation are also done on the oil passage plate (3).

第３図に示す如く、ミッションケース（１）の前面の油
路板（３）の前面に各種の油圧装置を貼設している。入
力軸Ｕの下側にセカンドリリーフパルプ（ト）の蓋体（
四を、入力軸Ｑ漫の右側にインチングバルブ（Ｇ）を、
右側に急発進防止リリーフパルプ（Ｑをそしてその下に
副変速用油圧制御弁の）を、右側下方に前後進用油圧制
御井囚を、その下方にストレーナーーの固定体１４２１
を設けてｈる。田）は検油棒装置である。As shown in FIG. 3, various hydraulic devices are attached to the front of the oil passage plate (3) on the front of the transmission case (1). A second relief pulp (G) lid body (
4. Install the inching valve (G) on the right side of the input shaft Q.
On the right side is the relief pulp to prevent sudden start (Q and below it is the hydraulic control valve for auxiliary transmission), on the lower right side is the hydraulic control well for forward and backward movement, and below that is the fixed body 1421 of the strainer.
Set up and h. Field) is a dipstick device.

第６図は不変速装置の油圧回路図、 第７図は前後進用油圧制御弁（５）の側面Ｒｒ面図、第
８図は副変速用油圧制御弁（Ｈ）の側面断面図、第９図
はインチングバルプ（２）の側面断面図、第１θ図は急
発進防止リリーフパルプ（６）の側面断面図、 第１１図はセカンドリリーフパルプ（ト）の側面断面図
である。Fig. 6 is a hydraulic circuit diagram of the constant transmission device, Fig. 7 is a side Rr side view of the forward/reverse hydraulic control valve (5), Fig. 8 is a side sectional view of the sub-transmission hydraulic control valve (H), Fig. 9 is a side sectional view of the inching valve (2), Fig. 1θ is a side sectional view of the sudden start prevention relief pulp (6), and Fig. 11 is a side sectional view of the second relief pulp (g).

作動油の動きを追って、油圧装置と作用を説明してゆく
と、ミッションケース（１１の底部に溜った潤滑油がセ
ンターグレート（２）とミ・ノシ目ンケース（１）の後
面との間に形成された吸引油路（２＆）を経て、ストレ
ーナーーから吸入される０吸入された作動油はセンター
グレート（２）の油路からミ・ｙジョンケース（１）の
連結油路（ｌａ）を通ってミ・ソションケース（１１の
前面と、油路板（３）との間の合わせ油路に入り上昇し
て、油圧ポンプ（３）に吸入されて圧油となって１比出
される。Following the movement of hydraulic oil and explaining the hydraulic system and its functions, we can see that the lubricating oil that has accumulated at the bottom of the transmission case (11) is between the center grate (2) and the rear surface of the center case (1). The suctioned hydraulic oil is sucked in from the strainer through the formed suction oil passage (2 &), and then flows from the oil passage of the center grate (2) to the connection oil passage (la) of the MI・Y John case (1). The oil enters the joint oil passage between the front of the miso-tion case (11) and the oil passage plate (3), rises, is sucked into the hydraulic pump (3), and is output as pressure oil. .

ストレーナーーはセンタープレート（２）とミッション
ケース（１）の前面との間に固設された連結油路（１ａ
）内に設けられ、周囲を保護されている。The strainer is a connecting oil passage (1a) fixed between the center plate (2) and the front of the transmission case (1).
), and the surrounding area is protected.

エンジンを停止した場合に一般のストレーナ−は作動油
中に浸ってｈるが本構成のストレーナ−は油面よ）上に
あり、吸入途中の潤滑油を濾過するものであシ、清掃の
為にとり出しても作動油がこばれることがな−のである
。ストレーナ−取付体−を外し、嵌人体に）と共にスト
レーナ−１５４）を取シ出し清掃できるのである。（５
４ａ）は板バネであ夛嵌入体−及びストレーナ−９５４
）を密着させている。When the engine is stopped, a normal strainer is immersed in the hydraulic oil, but the strainer with this configuration is above the oil level and filters the lubricating oil that is being sucked in for cleaning purposes. This means that the hydraulic oil will not be spilled even if you take it out. The strainer mounting body can be removed and the strainer 154) can be taken out and cleaned together with the fitting body. (5
4a) is a plate spring with an inset body and a strainer 954
) are in close contact with each other.

油圧ポンプ（８）によシ吐出された圧油は副変速油圧制
御弁（Ｂ）へ至る。Pressure oil discharged by the hydraulic pump (8) reaches the auxiliary transmission hydraulic control valve (B).

第８図のＰポートへ圧油が送油される。第８図は中立状
態を示しており、Ｐボートは貫通油路（５６５Ｌ）の他
端が閉じている為に圧油は急発進防止用リリーフパルプ
Ｃ）の方向へ流れている。Pressure oil is sent to the P port in FIG. FIG. 8 shows the neutral state, and since the other end of the penetrating oil passage (565L) of the P boat is closed, the pressure oil is flowing in the direction of the sudden start prevention relief pulp C).

又、前進３速用油圧クラツチ装置四のＦ３ボートからの
戻シ油は小径部（５６ｄ）からドレーンボートへ同様に
Ｆ２ボートも摺割部（５６ｃ）からドレーンボートへＦ
１ボートも切欠部（ｓ６ｄ）からドレーンボートへ流れ
ている。Also, the oil returned from the F3 boat of the hydraulic clutch device 4 for forward 3rd speed is sent from the small diameter part (56d) to the drain boat.Similarly, the F2 boat is also returned from the sliding part (56c) to the drain boat F.
One boat also flows from the notch (s6d) to the drain boat.

削変速用スプール−）を一段引き上げるとＰポートが切
欠部（５６ｂ）を介してＦｌボートと連結し、圧油は第
１連用油圧クラツチ装置が「接」状態となる。Ｆ２ボー
トは貫設油路（５６ａ）によｊｉｌｌＦ３ボートは小径
部（５６ｄ）によルドレーンポートヘ連結されている。When the gear shifting spool (1) is pulled up one step, the P port is connected to the Fl boat through the notch (56b), and the pressure oil is brought into contact with the first hydraulic clutch device. The F2 boat is connected to the drain port by a penetrating oil passage (56a), and the F3 boat is connected to a drain port by a small diameter portion (56d).

更に１段引上げるとＰボートは切欠５（５６ｂ）によ、
ｌＦ２ボートにつながシ副変速第２速となシ、Ｆｌボー
トは貫設油路（５６ａ）によりＦ３ボートは摺割部（５
６ｃ）によシトレーンボートに連結して−る０ 更に引き上けるとＰボートは貫設油路（５６＆）によシ
Ｆ３ボートに連結し＃１（ｌ変速第３通となシ、Ｆｌボ
ートはデテント淘（へ）を介してドレーンボートへ、Ｆ
２ボートは切欠ｔＲ（５６ｂ　）を介してドレーンボー
トへ連結してｂる。When it is pulled up one more step, the P boat will enter the notch 5 (56b).
The Fl boat is connected to the 2nd sub-speed gear, and the Fl boat is connected to the sliding part (56a) through the oil passage (56a).
6c) is connected to the Citrane boat. When pulled up further, the P boat is connected to the F3 boat through the penetrating oil passage (56&), The boat goes through the detent to the drain boat, F
The two boats are connected to the drain boat via the notch tR (56b).

又、油圧ポンプ（３）の圧油はインチングバルブ（２）
を介して、前後進用パルプ囚に送油されているΩインチ
イグバルプ（ハ）はインチングペダルｆｆｌ＋を踏み込
むことによシ油圧ポンプの圧油を抜いてし１（１１り ｂ圧力を瞬間的に落としてしまう。各油圧クラッチ装置
が「接」状態であってもインチングパルプ（ハ）の操作
により全て半クラツチ状態又は前後進用油圧クラッチ装
置は断状態筐で変わるのである。In addition, the pressure oil of the hydraulic pump (3) is connected to the inching valve (2).
By depressing the inching pedal ffl+, the pressure oil of the hydraulic pump is removed from the inching pedal ffl+, which is supplied with oil to the pulp cylinder for forward and backward movement. Even if each hydraulic clutch device is in the "engaged" state, the operation of the inching pulp (c) changes the state to a half-clutch state or the hydraulic clutch device for forward and backward movement to a disengaged state.

第９図に示したインチングパルプの状態は完全に閉の状
態を示しておシ圧油はＰボートから全てＡボートへ切欠
５（５７ｂ〕を介して流れ、前後進用油圧制御弁（５）
に流れてｂる。この状態からインチングペダル（川によ
シインナングバルプ０のインチンゲスプール１７１を押
し込んでゆくと、傾斜面（５７ｃ）が（ト）ボートと連
通し、圧油の１部が潤滑油用ボートである■ボートへ流
れるのである０υボートはセカンドリリーフバルブ（ト
）につらなっているが、セカンドリリーフバルブは２〜
３〜の低圧に設定されて騒るので油圧回路が２〜３〜の
低圧となり副変速用伸圧クラッチ装置は半クラッチにな
るのである。The state of the inching pulp shown in Fig. 9 shows a completely closed state, and all the pressure oil flows from the P boat to the A boat via the notch 5 (57b), and the hydraulic control valve (5) for forward and backward movement.
It flows to b. From this state, when the inching pedal (inching spool 171 of the inching valve 0 is pushed into the river), the inclined surface (57c) communicates with the (g) boat, and part of the pressure oil is transferred to the lubricating oil boat. The flow to a certain ■ boat is 0υ. The boat is connected to the second relief valve (g), but the second relief valve is 2~
Since the pressure is set to a low pressure of 3 or more, the hydraulic circuit becomes a low pressure of 2 to 3 or more, and the extension clutch device for auxiliary transmission becomes a half clutch.

傾斜面（５７ｅ）が徐々にＬボートへ開くようにインチ
ングベダルσＩＪをバネ…に抗して踏み込むと、半クラ
ツチ状態の強弱を調整することができるの（１２） である。インチンゲスプール←ηを踏み込んでしまうと
Ａポートの圧油はドレーンボートへつながり、前後進用
油圧クラッチ装置は完全に断状態となる。By pressing the inching pedal σIJ against the spring so that the slope (57e) gradually opens to the L boat, the strength of the half-clutch state can be adjusted (12). If the inching spool ←η is depressed, the pressure oil in the A port will be connected to the drain boat, and the hydraulic clutch device for forward and backward movement will be completely disconnected.

しかし、副変速用油圧クラッチ装置の圧油はセカンドリ
リーフバルブ（ト）によシ２〜３〜に押えられているの
で半クラツチ状態でとまるのである。However, since the pressure oil in the auxiliary transmission hydraulic clutch device is held back by the second relief valve (G), the clutch remains in the half-clutch state.

インチングパルブ０を通シ抜けた圧油が前後進用油圧制
御弁囚に釜る。Pressure oil that has passed through inching valve 0 is collected in the hydraulic control valve for forward and backward movement.

第７図は前後進変速の中立状態を示しており、Ｐボート
に至った圧油は前後進用スプール−の切欠部（５３ｃ）
よシ■ボートから＠滑油用油路へ流れてｂる。前後進用
スプール−を上げると前進となＣＰボートの圧油は貫通
油路（５３ｂ）からＦボートへ流れ前進用油圧クラッチ
装置硲１１へ至る。逆に前後進用スプール−を下げると
後進となり、Ｐボートの圧油は切欠部（５３ｅ）からＲ
ボートへ至シ、後進用油圧クラッチ装置−が接状態とな
る。Figure 7 shows the neutral state of forward/reverse gear shifting, and the pressure oil that has reached the P boat is at the notch (53c) of the forward/reverse spool.
It flows from the boat to the lubricating oilway. When the spool for forward and backward movement is raised, the boat is moved forward. Pressure oil in the CP boat flows from the through oil passage (53b) to the F boat and reaches the hydraulic clutch device 11 for forward movement. Conversely, lowering the forward and backward spool moves backward, and the pressure oil of the P boat flows from the notch (53e) to R.
Upon reaching the boat, the hydraulic clutch device for reversing becomes engaged.

インチングバルプ０が開いて−て、前後進用油圧制−弁
囚が中立以外の位置にある時には、副変速用油圧制御弁
（６）はどの位置でも、圧油は逃げ道を失な−圧力上昇
を始める。圧力上昇が急激に行われると油圧クラッチ鏝
部のピストンが急激に移動し、ガクンと動力が伝わるこ
とになり、急発進となる０これを防ぐためにこのような
場合に圧力の立上シを遅らせる為に急発進防止リリーフ
弁（Ｑが設けられてｂる。圧？′ＩｉＩは７＋１＋圧ク
ラツチ装置のシリンダー内とこの急発進防止リリーフ弁
（ＱのＰポートに連通ずるが、油圧クラッチ装置のヒス
トン戻し用のバネのバネ力の方がスゲ−ルーのバネ（６
２）よシ大きいので、まず背室（６３ａ）に入った圧油
がリリーフバルブ−をバネ（６２）に抗して押し切欠部
（６３ｂ）と■ボートを連結させて、圧油をＬボートへ
逃がすのである。それと同時にクイックリターンバルブ
−も左へ移動し紋如孔（５８ｍ）と切欠部５９ａ）が連
通する。このままでは永久に圧油の圧力は立上らなｈの
で徐々にバネ（６２）の反力を高める必要があシ、バネ
受はスプール旬の背室にクイックリターンパルブーツの
Ｐポートから紋勺孔（５８ａ）を介し、アキュムレータ
ー鴎の切欠部（５９ａ）を経て油路（５９ｅ）を経た圧
油が入ってきて、バネ受はスプ−ル（■を押してバネ（
６２）のパネカを上けてゆく。When inching valve 0 is open and the forward/reverse hydraulic control valve is in a position other than neutral, the auxiliary transmission hydraulic control valve (6) is in any position, and the pressure oil has no way to escape.The pressure rises. Start. If the pressure increases rapidly, the piston in the hydraulic clutch head will move rapidly, causing power to be transmitted with a jerk, resulting in a sudden start.To prevent this, the pressure rise is delayed in such cases. For this reason, a sudden start prevention relief valve (Q) is provided.The pressure ?'IiI is connected to the inside of the cylinder of the 7+1+ pressure clutch device and the P port of this sudden start prevention relief valve (Q), but the histone of the hydraulic clutch device The spring force of the return spring is amazing (6
2) Since it is quite large, the pressure oil that has entered the back chamber (63a) pushes the relief valve against the spring (62) and connects the notch (63b) with the boat, and the pressure oil is transferred to the L boat. Let them escape. At the same time, the quick return valve also moves to the left, and the hole (58m) and the notch 59a) communicate with each other. If this continues, the pressure of the pressure oil will not rise forever, so it is necessary to gradually increase the reaction force of the spring (62). Pressure oil enters through the hole (58a), through the notch (59a) of the accumulator, and through the oil passage (59e), and the spring holder presses the spool (■) to release the spring (
62)'s paneka is raised.

この時クイ・ツクリターンパルブーｊはＰポートの圧油
に押されてバネｔｔｑに抗して左へ移動してｈる０その
除にも油圧曲線の立上シラゆるやかにする為ニ、マスア
キュムレーター！切の背室（５９ｃ）へも紋シ孔（５８
ａ）、切欠部（５９ａ）を介して入ってきた圧油を導び
きアキュムレーター−をノ（ネ…）に抗して第１θ図の
右方へ移動させ、該アキュムレーターの移動につづ込て
、バネ受はスプール旬が右方へ移動すべく構成している
。バネ受はスプール（旬の右への移動によりスプール−
が保々に戻り、油圧クラッチ装置の圧力が規定の圧力と
なり接続状態となる。この状態から、前後進用油圧制御
弁囚が中立位置になった時、インチングツくルブ（６）
が圧油をＬボートへ流し始めると、Ｌボートの油圧は２
〜３〜と低いので急発進防止リリーフパルプ（ＱのＰボ
ートの圧力が落ちはじめる。この圧力の低下によりアキ
ュムレーターー。）（ネ９ｆｆリリーフノくルブ旬が直
ちに元に戻り、）ぐネ画を元の長さにしリリーフパルプ
−が圧右へ動いて、又Ｐボートの（１５） 圧油を抜いて、油圧曲線をゼロに近く下げれば次に変速
した時は又、ゼロに近り低重圧力からクラッチが接続す
るので急発進が生じなりのであるがクイックリターンパ
ルプ−）をＰボートの圧油でん方へ押して紋夛孔（５８
ａ）とアキュム１／−８−陶の切欠部（５９ａ）を介し
てアキュムレーターφｑの背室（５９ｃ）とバネ受はス
プール（６１の背！（６１ａ）に圧油を導いているので
あるから戻る時も紋り孔（５８ｇ）を通過してでてゆく
のではバネ受はスプールのクイックリターンができない
。クイックリターンバルブ述）はこの事に設けられてお
り、バネ受はスプールＩ■の背室（６１ａ）へ圧油を送
る場合にはクイックリターンパルプμｓ）をＰボートの
圧油にてバネ−に抗して右側へ押して、紋多孔（５８ａ
）を通してしかバネ受はスプールの背室（６１ａ）には
入らないようにしてｂるが、背室（６１ｍ）の圧油が戻
る場合には、Ｐボートの圧油が下がることによシバネー
によシフイックリターンバルブμｓ）が右方へ押し戻さ
れて、紋り孔（ｓ８ａ）は右側へ移動し、切欠部（５９
ａ）の民シ油はバネ−のバネ室から、ドレーン油路（５
９ｂ）（１６） を経て素早く逃げバネ受はスプール旬は左方へ移動し、
次に変速に入った時にｊＪ、ｌＪ−フバルブが低い圧力
で噴き出して急発進を防ぐべく構成しているＯ 本構成では急発進防止リリーフバルブ（Ｑを上下の２段
に構成し、一方のＰ段にリリーフパルプ槽とバネ受はス
プール（仙及びバネ（６２〕を直列に設は他方の段には
外周にアキュムレーター−を設け、その内周にクイック
リターンパルプｖ）８）を内装して構成している。At this time, the return valve j is pushed by the pressure oil in the P port and moves to the left against the spring ttq. Accumulator! There is also a crest hole (58) to the back chamber of the cut (59c).
a) Guide the pressure oil that has entered through the notch (59a) to move the accumulator to the right in Fig. 1θ against the (ne...), and continue with the movement of the accumulator. The spring holder is configured so that the spool spring moves to the right. The spring holder is a spool (by moving the spring to the right, the spool -
gradually returns, and the pressure in the hydraulic clutch device reaches the specified pressure, resulting in a connected state. From this state, when the forward/reverse hydraulic control valve is in the neutral position, the inching valve (6)
starts flowing pressure oil to the L boat, the oil pressure of the L boat becomes 2.
Since it is as low as ~3~, the sudden start prevention relief pulp (the pressure of the P boat of Q begins to drop. Due to this pressure drop, the accumulator.) If you return it to its original length and the relief pulp moves to the right, and if you remove the pressure oil (15) from the P boat and lower the oil pressure curve to near zero, the next time you shift gears, it will be near zero again and the weight will be low. The pressure causes the clutch to connect, causing a sudden start, but push the quick return pulp () toward the pressure oil port of the P boat and press the
The back chamber (59c) of accumulator φq and the spring holder lead pressure oil to the back of the spool (61! (61a)) through the a) and accumulator 1/-8-ceramic notch (59a). The spring holder cannot perform a quick return of the spool because it passes through the spool hole (58g) when returning from the spool. When sending pressure oil to the back chamber (61a), push the quick return pulp (μs) to the right side against the spring with the pressure oil of the P boat,
), so that the spring receiver can only enter the spool's back chamber (61a), but if the pressure oil in the back chamber (61m) returns, the pressure oil in the P boat will drop and the spring holder will enter the spool back chamber (61a) The quick return valve μs) is pushed back to the right, the embossed hole (s8a) moves to the right, and the notch (59
The civil oil in a) is passed from the spring chamber of the spring to the drain oil path (5
9b) (16) The spring holder quickly escapes and the spool spring moves to the left.
Next, when the gear shift is started, the jJ, lJ valves are configured to emit low pressure to prevent a sudden start. In this configuration, the sudden start prevention relief valve (Q is configured in two stages, upper and lower, and one of the P The relief pulp tank and spring holder are installed in one stage with a spool (sensors and springs (62) are installed in series, and the other stage is equipped with an accumulator on the outer periphery, and a quick return pulp v) 8) is installed on the inner periphery of the spool. It consists of

第６図の油圧回路図に示す如く、前後進油圧制御弁（５
）が中立の時Ｐポートの圧油は潤滑油用の（６）ｙｊ−
’−）トｍれ、インチングバルプ０より圧油を傾斜面（
５７ｃ）から逃がす場合にもυボートへ流してｂる。そ
の他に副変速油圧制御弁０３）は中立の時圧油を止めて
、急発進防止リリーフノくルプ（Ｑより噴き出させ■ボ
ートへ送っている０ 従来は■ボートに至る圧油は急発進防止リリーフバルブ
（Ｑより洩れたものだけだったのである。As shown in the hydraulic circuit diagram in Figure 6, the forward/reverse hydraulic pressure control valve (5
) is neutral, the pressure oil at the P port is for lubricating oil (6) yj-
'-), move the pressure oil from the inching valve 0 to the inclined surface (
57c) Also when releasing water from υ boat, b. In addition, the auxiliary gear shift hydraulic control valve 03) stops the pressure oil when in neutral, and the relief nokuru (Q) to prevent sudden start is blown out and sent to the boat. The only leak was from the relief valve (Q).

そして各油圧制御弁の中立時の圧油はドレーン回路に連
通されていたのである。その為に中立変速時はポンプポ
ートの圧油がドレーンと連通して殆んどゼロに近くなり
、急発進防止リリーフバルブ（Ｑは噴かすυボートから
＠滑油吐出ローへ噴き出すことはなかったのである。The neutral pressure oil of each hydraulic control valve was communicated with the drain circuit. Therefore, during neutral gear shifting, the pressure oil at the pump port communicates with the drain and becomes almost zero, and the sudden start prevention relief valve (Q is for spraying υ from the boat to the @ lubricant discharge low). It is.

潤滑油吐出口■は各油圧クラッチ装置を架装した前進軸
（２）、後進４４１ＩＱ◆、ｍ変速４Ｉｌｉｌ（２）上
に開口されてお９、各シールケース１ａＢ１１４Ｑ轡の
軸端油路（３８ａ）（４０ｍ）（３９ｍ）よルそれぞれ
の吐出口−へ至る。潤滑油吐出口−から吐出された圧油
は内側から油圧クラッチ装置の摩擦板部分等を潤滑する
のであるが、中立時に長時間潤滑が行われなｈと摩擦板
がつれま騒を生じて停車して込るはずの車輛が動き出し
てしまうのである。これを防ぐ為に中立時にもｌｌ５Ｉ
Ｉ滑油を吐出すべく構成してｂる。The lubricating oil outlet ■ is opened on the forward shaft (2) equipped with each hydraulic clutch device, the reverse 441IQ◆, and the m-shift 4Iliil (2) 9, and the shaft end oil passage (38a ) (40m) (39m) to the respective discharge ports. The pressure oil discharged from the lubricating oil outlet lubricates the friction plates of the hydraulic clutch device from the inside, but if the lubrication is not carried out for a long time when in neutral, the friction plates become entangled and the vehicle stops. The vehicle that was supposed to be pulling in started moving. To prevent this, even when neutral, ll5I
Constructed to discharge lubricating oil.

ｌ１４清油用の（ト）ポートの圧力は低く設定されて騒
る。The pressure of the l14 clean oil port is set low and makes noise.

第１１図に（ト）ポートのセカンドリリーフパルプ■が
図示されている。パルプケースに）を油路板（３）とミ
ッションケース（１１に貫通して段付き部で止めて挿入
し、該バルブケース内にスプール１６６）　トバネ（６
７）を装備しセカンドリリーフバルブの歯体ｔ（ｉ！ｌ
　Ｔ固定してｂる。FIG. 11 shows (g)port's second relief pulp ■. into the pulp case) through the oil passage plate (3) and the transmission case (11, stopping at the stepped part), insert the spool 166 into the valve case, and insert the spring (6) into the valve case.
7) and the teeth of the second relief valve t(i!l
Fix T and turn.

圧力が設定値より上がシ始めると油孔（６５ａ）よりス
プール＜ｌｄｌの背室に圧油が入り、スプールを左方へ
バネ（６７）に抗して押し、スプール刺の切欠部（６６
ｂ）がバルブケース−）の切欠部（６ｓｂ）に通じ低圧
の潤？＃油が流れ出るのである。このように本構成では
、中立′時にも油圧クラッチ装置を積極的に潤滑丁べく
構成している。When the pressure starts to rise above the set value, pressure oil enters the back chamber of the spool < ldl from the oil hole (65a), pushes the spool to the left against the spring (67), and releases the notch (66) of the spool bar.
b) is connected to the notch (6sb) of the valve case -) and is a low pressure water supply. #Oil will flow out. In this manner, the present configuration is configured to actively lubricate the hydraulic clutch device even in the neutral state.

以下余′白 ＼−２− 以上の如く本件発明は、移動作業車の陵部のエンジン室
数に設けたエンジン（１５′４のクランク軸をショック
アブソーバ−（６）及びユニバーザルジヨイント（７）
を介して油圧クラッチ式変速装置ピのミッションケース
（１）の上部の入力軸（１１）と連結させ、該ミッショ
ンケースの入力＝ｔＱｉ＋をミソ７ヨンケースの前部よ
り突出し、突出部に油圧クラッチ装置の油圧ポンプ（８
）と移動作業車の作業機部１助用の高圧ポンプ（ＩＱ　
全併設したので、ミリンヨンケース用のユニバーサルジ
ヨイント及びノヨ・ンクアブンーパーを介しているので
高圧ポンプへは振動が届かず高圧パイプの基部が破壊す
ることなく、ミッションケースの前方へとりつけるので
前方のバケ・ノド等へのパイピングも長くならず、作動
油タンクも機体中央部近傍に設けられるので機体の重心
が中央にくることになりバランスがよくなるのである。Margins below\-2- As described above, the present invention provides an engine (15'4) crankshaft installed in the engine compartment of a mobile work vehicle with a shock absorber (6) and a universal joint (7). )
The input shaft (11) of the transmission case (1) of the hydraulic clutch type transmission is connected to the input shaft (11) at the top of the transmission case (1) of the hydraulic clutch type transmission. Hydraulic pump (8
) and a high-pressure pump (IQ
Because it is attached to the front of the transmission case, the vibration does not reach the high pressure pump and the base of the high pressure pipe will not be destroyed because it is connected to the universal joint for the transmission case and the transmission case, and the base of the high pressure pipe will not be damaged.・The piping to the throat etc. is not long, and the hydraulic oil tank is installed near the center of the fuselage, which brings the center of gravity of the aircraft to the center and improves balance.

【図面の簡単な説明】[Brief explanation of the drawing]

第１図は移動作業車の全体側面図、 第２図は移動作業者の動力伝ｔｊｈ線図、第３図はミッ
ションケースの前面図、 ｃ］９） 第４図はミッンヨンケースの側面断面図、第５図は後進
１１η１１θ４）部分の側面断面図、第６図は本考案装
置の油圧回路図、 第７図は前蔽進用油圧制御抑弁（５）の側面断面図、第
８図は副変速用油圧制御弁ＣＢ）の側面断面図、第９図
はインチングバルプ（至）の側面断面図、第１０　図ｉ
ｄ：急発進防止リリすフノ旬レプしＣ）のｆｌｌｔ１面
断面図、 ｉｌ１図はセカンドリリーフバルブ（６）の側面断面図
である。 （１）・・・ミッションケース　（吐・・シヨ・ンクア
ブソーノ（−（７）・・・ユニバーサルジヨイント （３）・・・油圧クラッチ装置用油圧ポンプ（１す・・
・作業機用高圧ポンプ ０υ・・・入力軸　　　　　判エンジン室国・・・エン
ジン 出願人　株式会ｉ土神崎高級工俵製作所代理人　弁理士
　矢　野　寿一部 （２０）Figure 1 is an overall side view of the mobile work vehicle, Figure 2 is a power transmission tjh diagram of the mobile worker, Figure 3 is a front view of the transmission case, c]9) Figure 4 is a side cross-section of the Minyong case. Fig. 5 is a side sectional view of the reverse movement 11η11θ4) portion, Fig. 6 is a hydraulic circuit diagram of the device of the present invention, Fig. 7 is a side sectional view of the forward movement hydraulic control suppression valve (5), and Fig. 8 9 is a side sectional view of the auxiliary transmission hydraulic control valve CB), FIG. 9 is a side sectional view of the inching valve (to), and FIG. 10 i
d: 1 side sectional view of the sudden start prevention relief valve C); 11 is a side sectional view of the second relief valve (6). (1)...Mission case (-(7)...Universal joint (3)...Hydraulic pump for hydraulic clutch device (1...
・High-pressure pump for work equipment 0υ...Input shaft Size Engine chamber Country...Engine Applicant: I-Dokanzaki Kogyoku Kogyoba Seisakusho Co., Ltd. Agent Patent attorney Toshikazu Yano (20)

Claims (1)

【特許請求の範囲】[Claims] 移動作業車の後部のエンジン室に設けたエンジンのクラ
ンク軸をショックアブソーバ−及びユニバーサルジヨイ
ントを介して油圧クラッチ式変速装置のミッションケー
スの上部の入力軸と連結させ、該ミッションケースの入
力軸をミッションケースの前部より突出し、突出部に油
圧クラッチ装置の油圧ポンプと移動作業車の作業機駆動
用の高圧ポンプを併設したことを特徴とする移動作業車
の油圧装置The crankshaft of the engine installed in the rear engine compartment of the mobile work vehicle is connected to the input shaft at the top of the transmission case of the hydraulic clutch type transmission via a shock absorber and a universal joint, and the input shaft of the transmission case is A hydraulic system for a mobile work vehicle, which protrudes from the front part of a transmission case, and is characterized in that a hydraulic pump of a hydraulic clutch device and a high-pressure pump for driving the work equipment of the mobile work vehicle are attached to the protruding part.
JP14829781A 1981-09-19 1981-09-19 Hydraulic gear for traveling farm working vehicle Pending JPS5849526A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP14829781A JPS5849526A (en) 1981-09-19 1981-09-19 Hydraulic gear for traveling farm working vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP14829781A JPS5849526A (en) 1981-09-19 1981-09-19 Hydraulic gear for traveling farm working vehicle

Publications (1)

Publication Number Publication Date
JPS5849526A true JPS5849526A (en) 1983-03-23

Family

ID=15449621

Family Applications (1)

Application Number Title Priority Date Filing Date
JP14829781A Pending JPS5849526A (en) 1981-09-19 1981-09-19 Hydraulic gear for traveling farm working vehicle

Country Status (1)

Country Link
JP (1) JPS5849526A (en)

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