JPS5856930A - Sudden start preventing unit for movable working vehicle - Google Patents
Sudden start preventing unit for movable working vehicleInfo
- Publication number
- JPS5856930A JPS5856930A JP15439981A JP15439981A JPS5856930A JP S5856930 A JPS5856930 A JP S5856930A JP 15439981 A JP15439981 A JP 15439981A JP 15439981 A JP15439981 A JP 15439981A JP S5856930 A JPS5856930 A JP S5856930A
- Authority
- JP
- Japan
- Prior art keywords
- pressure
- spool
- oil
- spring
- valve
- 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.)
- Granted
Links
Classifications
-
- 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
- B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
-
- 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
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/0021—Generation or control of line pressure
-
- 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
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/16—Inhibiting or initiating shift during unfavourable conditions, e.g. preventing forward reverse shift at high vehicle speed, preventing engine over speed
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Arrangement And Mounting Of Devices That Control Transmission Of Motive Force (AREA)
- Arrangement Or Mounting Of Control Devices For Change-Speed Gearing (AREA)
- Gear-Shifting Mechanisms (AREA)
- Control Of Transmission Device (AREA)
Abstract
Description
【発明の詳細な説明】
不発明は油圧クラッチ式の変速装置を持った移動作業車
の中立位置から変速装置へ操作した時の急発進防止装置
に関するものである0
従来から不出願人等により、急発進防止用のリリーフバ
ルブに関する出願がなされているが本発明はこれを更に
改良するものである。[Detailed Description of the Invention] The invention relates to a sudden start prevention device when the transmission is operated from a neutral position of a mobile work vehicle having a hydraulic clutch type transmission. An application has been filed regarding a relief valve for preventing sudden start, and the present invention further improves this.
従来の急発進防止リリ−フバルブ装置はリリーフバルブ
と該リリーフバルブを−J’ll’lすバネ及び時間の
経過と共にバネの反力を大きくして、徐々に油圧を立上
らせる為のバネ受はスプールで構成されバネ受はスプー
ルの背室へ紋り孔を介して圧油を時間の経過と共に流入
させてbたのである。この紋り孔から入ってくる圧fi
l+によシリリーフパルプが押し戻されて圧油が徐々に
立ち上るので、油圧クラッチ装置は蹟」から「半クラッ
チ」 を経て、「接」状態に移り急発進が防がれるので
ある。Conventional sudden start prevention relief valve devices include a relief valve, a spring that connects the relief valve, and a spring that increases the reaction force of the spring over time to gradually build up the hydraulic pressure. The receiver consisted of a spool, and the spring receiver allowed pressure oil to flow into the back chamber of the spool over time through a hole. The pressure fi coming in through this hole
As the l+ pushes back the Silly Reef pulp and the pressure oil gradually rises, the hydraulic clutch device changes from a "clutch" state to a "half-clutch" state and then to a "engaged" state, preventing a sudden start.
しかし、再J!¥油圧制曲1弁が中立に戻された時にバ
ネが元に戻シ、バネ受はスプールは迅速に後退しなけれ
ばならなりのであるが、紋シ孔を介してバネ受はスプー
ルの背室の圧油が出てゆくのでバネの戻シが遅く、すぐ
次に変速へ入れると圧力の高論位置から急に油圧クラッ
チ装置へ圧油が入るので急発進が生じてしまうのである
。However, re-J! When the hydraulic control valve 1 is returned to neutral, the spring returns to its original position, and the spool must quickly retreat, but the spring holder is inserted into the back chamber of the spool through the pattern hole. Since the pressure oil is flowing out, the return of the spring is slow, and when the next gear is shifted immediately, pressure oil suddenly enters the hydraulic clutch device from the high pressure position, causing a sudden start.
本発明はこれを紡ぐ為にバネ受はスプール背室の圧油が
戻る隙にはit+b孔を通らな−ですむようにクイック
リターンバルブを設け、該クイックリターンパルプを、
バネ受はスプールの背室と連通シテショノクを柔らげる
アキュムレータート共ニ併置したものである。In order to spin this, the spring holder is provided with a quick return valve in the gap in the spool back chamber where the pressure oil returns so that it does not need to pass through the it+b hole, and the quick return pulp is
The spring holder is a combination of the back chamber of the spool and an accumulator that softens the communication hole.
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、本件発明の構第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α膏部分の側面断面図である。The object of the present invention is as described above, and based on the structure of the embodiment shown in the attached drawings, the structure of the present invention is shown in Fig. 1 as an overall side view of a mobile work vehicle, and Fig. 2 as a power source of the mobile work vehicle. FIG. 3 is a front view of the transmission case, FIG. 4 is a side sectional view of the mission case, and FIG. 5 is a side sectional view of the reverse shaft portion.
本移動作業車は前2輪、後2輪のホイール走行車であり
、前輪と後輪の間のミッションケース(1)の前部でフ
レームを屈折部(10jとし前後で水平方向に屈折可能
としてbる0ステアリングツ・ンドル((至)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
方式によシ前部を屈折し操向してbる。機体前部にパケ
ット四を配置して、ブーム(J弧プーム取付台+501
.油圧シリンダーfIIlによυ−(ケラトを上下に回
動可能に構成している。後輪−)上にエンジン室(@を
設け、エンジン室(動向にエンジンt+52Jを配置し
てbる。エンジン室四の上に運転席(伺を設け、運転席
flatの近辺に前後進変速レバーσ4と副変速レバー
(7aJ及びインチングペダル(711を設けてhる。This mobile work vehicle is a wheeled vehicle with two front wheels and two rear wheels, and the frame has a bending part (10j) at the front of the transmission case (1) between the front wheels and the rear wheels, so that it can be bent horizontally in the front and back. By rotating the steering wheel, the hydraulic cylinder is moved and the front section is deflected and steered using the power steering system.Packet 4 is placed at the front of the aircraft. , boom (J-arc boom mounting base +501
.. An engine room (@) is provided above the υ- (kerato is configured to be able to rotate up and down by the hydraulic cylinder fIIl. Rear wheel -), and an engine room (with an engine t+52J placed in the direction) is installed in the engine room. A driver's seat is provided above the driver's seat, and a forward/reverse shift lever σ4, an auxiliary shift lever (7aJ), and an inching pedal (711) are provided near the driver's seat flat.
第2図、第4図、第5図におい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t5aのクランクシャフト上にシ璽ツクアブソ
ーバ−(6)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
0刀に連結されて−る。入力軸α漫はミッションケース
aυ内で歯車QIJによシ前進軸(2)上の遊嵌歯車と
噛合してbる。又、入力軸0ル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(3)のポンプギアーを駆動し更に高圧ポンプ00を
も駆動して込る。A universal joint (7) is connected to the crankshaft of the engine t5a via a shock absorber (6), and the tip of the universal joint (7) is connected to the input shaft. The input shaft α is engaged with the loosely fitted gear on the forward shaft (2) by the gear QIJ inside the mission case aυ. Further, the tip of the input shaft 0L protrudes forward of the transmission case (1), drives the pump gear of the hydraulic pump (3) provided on the protrusion, and also drives the high-pressure pump 00.
油圧ポンプ(8)はミッションケース(1)内の油圧ク
ラッチ装置へ圧油を供給する為のポンプであル、圧力は
15〜程度の低圧である。これに対し高圧ポンプ00は
パケット−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り、圧力は60〜程度の高圧で
ある。作動油も低圧ポンプ(8)はきツションケース(
1)内の潤滑油を使用するが、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いる。The hydraulic pump (8) is a pump for 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, the high-pressure pump 00 is a high-pressure pump for moving a working machine such as a packet or a backhoe attached to the rear, and has a high pressure of about 60°C. Hydraulic oil is also contained in the low pressure pump (8) and the tension case (
1) The high-pressure pump uses a hydraulic oil tank, but the high-pressure pump also has a hydraulic oil tank from which it sucks hydraulic oil.
前進軸(2)上の遊嵌歯車■Dは、入力軸Op上の歯車
αlによって常時駆動されているが、又該遊嵌歯車Qυ
には後進軸αΦ上の遊嵌歯車((1)が同時に噛合って
いる。前後進変速レバー関によル前後進油圧制御弁(2
)のスプール■を上下方向に操作することにょル変速が
、中立、前進、後進に入る。中立の場合には、前進用油
圧クラッチ装置(8すも、後進用油圧クラッチ装置(8
8)も「断」状態である。前進の場合には前進用油圧ク
ラッチ!t装置(81)が「接」となシ遊嵌歯車(2D
よシ前進軸(2)を経て、固設歯車ム涜に動力が伝達さ
れ、固設歯車翰より副変速軸0坤上の固設歯車(イ)に
伝わシ、副変速−ロ0:1へ動力が伝達される。−同様
に後進の場合には、後進用油圧クラッチ装置(祠が「接
゛」状態となり、歯車囲、遊嵌歯車しυよシの動力が遊
嵌歯車図)よシ後進軸に伝わり、固設歯車(a71力祐
U変速軸(l上の固設歯車(イ)と常時1合して−るの
で副変速軸01に動力が伝えられる。The loose-fit gear ■D on the forward shaft (2) is constantly driven by the gear αl on the input shaft Op, and the loose-fit gear Qυ
The loosely fitted gear ((1) on the reverse shaft αΦ is engaged at the same time.The forward/reverse hydraulic pressure control valve (2)
) By operating the spool ■ in the vertical direction, you can shift gears to neutral, forward, and reverse. In the case of neutral, the hydraulic clutch device for forward movement (8 sumo) and the hydraulic clutch device for reverse movement (8 sumo) are activated.
8) is also in a "disconnected" state. Hydraulic clutch for forward movement! If the t device (81) is in “contact”, the loose fit gear (2D
The power is transmitted to the fixed gear via the horizontal forward shaft (2), and is transmitted from the fixed gear to the fixed gear (a) above the auxiliary transmission shaft (2). Power is transmitted to. -Similarly, when going in reverse, the hydraulic clutch device for reverse (the shrine is in the "connected" state, and the power from the gear enclosure, the loosely fitted gear, and the υ side is transmitted to the reverse shaft and fixed Since the installed gear (A71) is always aligned with the fixed gear (A) on the U transmission shaft (l), power is transmitted to the sub-transmission shaft 01.
副変速軸0上の固設歯車(4)に対し、前進軸04、後
進軸α慢よシ、同−歯数の歯車…瞬jが噛合してお夛、
前進軸@、後進軸α◆は第3図に示す如く副変速軸(6
)を中心とする2等辺3角形の底辺の頂点上に位置され
て−る。そして、前進軸(6)と後進軸α◆の間は2枚
の同歯数の遊嵌歯車■υ(86)によシ噛合連動されて
bる。この構成によシ前後進同じ速さの同転がfAU変
速軸へ伝えられるのである。The fixed gear (4) on the sub-transmission shaft 0 meshes with the forward shaft 04, the reverse shaft α, and the gears with the same number of teeth.
The forward axis @ and the reverse axis α◆ are connected to the sub-shift axis (6
) is located on the apex of the base of an isosceles triangle with center at -. The forward shaft (6) and the reverse shaft α◆ are interlocked and interlocked by two loosely fitted gears υ (86) having the same number of teeth. With this configuration, rotation at the same speed in both forward and backward directions is transmitted to the fAU shift shaft.
このように前後進変速が左右の半間的に配置した油圧ク
ラッチ装置による変速であるのに対し副変速軸04上で
は前後方向に立体的な変速が行われてbる。即ち、副変
速軸α東上に前方から第2速、w、3速、第1速の油圧
クラッチ装置間(噛(カ)が架設されてhる。In this way, while the forward and backward shifting is performed by the hydraulic clutch devices disposed half-way between the left and right sides, three-dimensional shifting is performed in the longitudinal direction on the auxiliary transmission shaft 04. That is, on the east side of the sub-transmission axis α, the hydraulic clutch devices for 2nd speed, W, 3rd speed, and 1st speed are installed from the front (h).
それぞれの油圧クラッチ装置−υ殉に)に遊@歯車rA
@翰が設けられ、油圧クラ・・チ装置図(捕間がどれか
接状態となることによシ対応する遊嵌歯車(ハ)(ハ)
(イ)が副変速軸(11に一体的に回転を始める。Free play @ gear rA in each hydraulic clutch device - υ
Diagram of hydraulic clutch system (free-fit gears (c) (c) corresponding to when any of the catches are in contact)
(A) starts rotating integrally with the sub-shift shaft (11).
遊嵌両車tv!3(至)(7)はカウンター軸C1υ上
の固設歯車■@(至)と常時噛合し、カウンター軸α引
で動力を伝える。カウンター軸(Lυの回転は刻設歯車
−を経て駆動軸aQ上の固設歯車(ト)から駆動軸へ伝
えられる。Play car tv! 3 (To) (7) is constantly meshed with the fixed gear ■ @ (To) on the counter shaft C1υ, and transmits power by pulling the counter shaft α. The rotation of the counter shaft (Lυ) is transmitted from the fixed gear (g) on the drive shaft aQ to the drive shaft via the carved gear.
駆動軸Q・の後端はリアピニオン軸αηにカップリング
結合され、駆動111IIIQQの前端はカップリング
(ト)からユニバーサルジ冒インドを介して屈折可能に
フロントピニオン軸へ伝えられて−る。The rear end of the drive shaft Q. is coupled to the rear pinion shaft αη, and the front end of the drive shaft QQ is refractably transmitted from the coupling (G) to the front pinion shaft via a universal hinge.
ミッションケース(1)は前壁を一体的に設けた後開放
の箱体であp後面はセンタープレート(2)で覆い副変
速軸0部分から下は後方へ突出するので蓋体(4)で覆
って因る。ミッションケース(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(3)
やシールケース喚(功j閣を貼設し、前進軸側変速軸、
後進軸<141へ圧油を送何してしる。The transmission case (1) is an open box with an integrated front wall, and the rear surface is covered with a center plate (2), and the bottom part from the 0 part of the sub-transmission shaft protrudes rearward, so it is covered with a lid (4). It's because it's covered. The front of the mission case (1) is the oil passage plate (3).
), and a hydraulic pump (3) is attached to the front of this oil road plate.
A sticker case is pasted on the forward shaft side gear shaft,
Pressure oil is sent to the reverse shaft <141.
又北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 Figure 7, the strainer and its installation are also installed on the oil road 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apの下側にセカンドリリーフバルブ(ト)の蓋体
(四を、入力軸(ロ)の右側にインチングバルプ(G)
を、右側に急発進防止リリーフパルプ(Oをそしてその
下に副変速用油圧制御弁03)を、右側下方に前後進用
油圧mlJ却弁囚を、その下方にストレーナーーの固定
体四を設けている。1411は検油棒装瞳である。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). Place the lid (4) of the second relief valve (G) on the lower side of the input shaft (AP), and the inching valve (G) on the right side of the input shaft (B).
, the sudden start prevention relief pulp (O and below it is the auxiliary transmission hydraulic control valve 03) is installed on the right side, the forward and backward movement hydraulic pressure mlJ is installed on the lower right side, and the strainer fixed body 4 is installed below it. ing. 1411 is a dipstick equipped with a pupil.
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)の側面断面図、第8
図は副変速用油圧制御弁(B)の側面断面図、第9図は
、インチングバルブ■の側面断面図、第10図は急発進
防止リリーフパルプ(Qの側面断面図、
il1図はセカンドリリーフバルブ(6)の側面断面図
である。Figure 6 is a hydraulic circuit diagram of the constant transmission device, Figure 7 is a side sectional view of the forward/reverse hydraulic control valve (5), and Figure 8 is a side sectional view of the forward/reverse hydraulic control valve (5).
The figure is a side cross-sectional view of the auxiliary transmission hydraulic control valve (B), Figure 9 is a side cross-sectional view of the inching valve ■, Figure 10 is a side cross-sectional view of the sudden start prevention relief pulp (Q, and Figure il1 is a side cross-sectional view of the second relief valve. It is a side sectional view of a valve (6).
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(1)の底部に溜った潤滑油が、
センタープレート(2)とミッションケース(1)の後
面との間に形成された吸引油路(2a)を経て、ストレ
ーナーーから吸入される。吸入された作動油はセンター
プレート(2)の油路からミッションケース(1)の連
結油路(la)を通ってミッションケース(1)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(8)に吸入されて、圧油となって吐出され
る。As we follow the movement of hydraulic oil and explain the hydraulic system and its functions, we can see that the lubricating oil collected at the bottom of the transmission case (1)
The oil is sucked in from the strainer through a suction oil passage (2a) formed between the center plate (2) and the rear surface of the transmission case (1). The sucked hydraulic oil passes from the oil passage in the center plate (2) through the connection oil passage (LA) in the transmission case (1) to the alignment between the front of the transmission case (1) and the oil passage plate (3). It enters the oil passage, rises, is sucked into the hydraulic pump (8), and is discharged as pressure oil.
ストレーナ−■はセンタープレート(2)トきツシ冒ン
ケース(1)の前面との間に固設された連結油路(1り
内に設けられ、周囲を保護されて込る。The strainer (2) is installed in a connecting oil passage (1) fixed between the center plate (2) and the front of the strainer case (1), and is surrounded by a protected area.
エンジンを停止した場合に一般のストレーナ−は作動油
中に浸っているが本構成のストレーナ−は油面より上に
あり、吸入途中の潤滑油を濾過するものであり、清掃の
為にとシ出しても作動油がこぼれることがないのである
。ストレーナ−取付体(8))を外し、嵌人体−と共に
ストレーナ−tstを取シ出し清掃できるのである。(
54a)は板バネであシ嵌入体に)及びストレーナーー
を密着させてh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, so it is used for cleaning purposes. This means that the hydraulic oil will not spill even if it is drained. By removing the strainer attachment body (8), the strainer TST can be taken out and cleaned together with the fitting body. (
At 54a), a plate spring is used to bring the strainer and the strainer into 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(8)へ至る。Pressure oil discharged by the hydraulic pump (8) reaches the auxiliary transmission hydraulic control valve (8).
第8図のPボートの圧油が送油される0第8図は中立状
態を示してお夛、Pボートは貫通油路(56a)に連結
して−るが貫通油路(56a)の他端が閉じてhる為に
圧油は急発進防止用すIJ−フバルブ(0の方向へ流れ
ている。又前進3速用油圧クラッチ装置(州の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(56e)からドレーン
ボートへ、Flボートも切欠部(56d)からドレーン
ボートへ流れてい(]○)
る0
副変速用スプール捌を一段引き上げるとPボートが切欠
部(56b)を介してFlポートと連結し、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)によシ、F3ボートは小径部(5
6d)によりドレーンボートへ連結されている。The pressure oil of the P boat in Fig. 8 is fed. Fig. 8 shows a neutral state, and the P boat is connected to the through oil passage (56a), but Since the other end is closed, the pressure oil is flowing in the direction of the IJ-F valve (0) that prevents sudden start. Also, the hydraulic clutch device for forward 3 speed (the return oil from the F3 boat in the state is flowing in the small diameter part (56d) to the drain boat, similarly, the F2 boat flows from the sliding part (56e) to the drain boat, and the Fl boat flows from the notch (56d) to the drain boat (]○)0 Sub-transmission spool handle When the boat is pulled up one step, the P boat is connected to the Fl port through the notch (56b), and the pressure oil is supplied to the first port.
The continuous hydraulic clutch device is in the "engaged" state. The F2 boat uses the through oil passage (56a), and the F3 boat uses the small diameter section (56a).
6d) to the drain boat.
更に1段引上げるとPボートは切欠部(56b)によf
iF2ボートにつなが)副変速第2速となシ、Flボー
トは貫設油路(56&)によ40F3ボートは摺割部(
56c)によ)ドレーンボートに連結してbる0
更に引き上げるとPボートは貫設油路(56a)によシ
F3ボートに連結し、副変速第3速となシ、Flボート
はデテント溝Nを介してドレーンボートへ、F2ボート
は切欠部(56b)を介してドレーンボートへ連結して
いる。When the P-boat is pulled up one more step, the f
The 40F3 boat has a sliding part (connected to the iF2 boat) and the 2nd auxiliary gear, and the Fl boat has a penetrating oil passage (56&).
56c))) When pulled up further, the P boat is connected to the F3 boat through the through oil passage (56a), and the auxiliary gear is set to 3rd gear, and the Fl boat is connected to the detent groove. N to the drain boat, and the F2 boat is connected to the drain boat via a cutout (56b).
又、油圧ポンプ(8)の圧油はインチングバルプ(2)
を介して、前後進用バルブ囚に送油されてbる。In addition, the pressure oil of the hydraulic pump (8) is supplied to the inching valve (2).
Oil is sent to the forward and backward movement valves through the .
インチングバルブ0はインチングペダルσυヲ踏(11
)
み込むことによシ油圧ポンプの圧油を抜りてしま−、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バルブ0の操作によシ全
て半クラツチ状悪文は前後進用油圧クラヴチ表置は断状
態まで変わるのである。Inching valve 0 is the inching pedal συwo (11
) This will drain the pressure oil from the hydraulic pump, causing a momentary drop in pressure. Each hydraulic clutch device is
Even if the clutch is in the "closed" state, the hydraulic clutch for forward and backward movement changes to the disconnected state by operating the inching valve 0.
第9図に示したインチングバルブ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
部(57b)を介して流n、前後進用油圧制御弁(8)
に流れて因る。この状態からインチングペダルσυによ
りインチングバルブ0のインチングスグールβ7)を押
し込んでゆくと、傾斜面(57c )が鏝ポートと連通
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。(ト)ボートはセカンドリリーフバルブ■
につらなっているが、セカンドIJ IJ−7バルブは
2〜3〜の低圧に設定されて込るので油圧回路が2〜3
〜の低圧となシ剛質速用油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 valve shown in Fig. 9 shows a completely closed state, and all the pressure oil flows from the P boat to the A boat through the notch (57b). )
This is due to the flow. From this state, when the inching valve β7) of the inching valve 0 is pushed in using the inching pedal συ, the inclined surface (57c) communicates with the trowel port, and a part of the pressure oil flows to the lubricating oil boat. It is. (g) The boat has a second relief valve■
However, the second IJ IJ-7 valve is set to a low pressure of 2 to 3, so the hydraulic circuit is 2 to 3.
When the pressure is low, the hydraulic clutch device for rigid speed becomes a half-clutch.
傾斜面(57g)が徐々にLボートへ開くようにインチ
ングペダル四をバネ−に抗して踏み込むと、(12)
半クラツチ状態の強弱を調整することができるのである
。インチンゲスブール喧)を踏み込んでしまうとAボー
トの圧油はドレーンボートへりなが勺、前後進用油圧ク
ラッチ装置は完全に断状態となる0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■によ
シ2〜3シ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。By depressing the inching pedal 4 against the spring so that the slope (57g) gradually opens to the L boat, the strength of the half-clutch state can be adjusted (12). If you step on the inchingesbourg, the pressure oil in boat A will drain and the hydraulic clutch device for forward and backward movement will be completely disconnected.However, the pressure oil in the hydraulic clutch device for auxiliary transmission will Since the second relief valve (■) is held down by the second or third position, it stops in a half-clutch state.
インチングバルプ(2)を通シ抜けた圧油が前後進用油
圧制御弁(A)に至る。Pressure oil passing through the inching valve (2) reaches the forward/reverse hydraulic control valve (A).
第7図は前後進変速の中立状態を示してお夛、Pボート
に至った圧油は前後進用スゲ−ル−の切欠部(53c)
よシ(ト)ボートから潤滑油用油路へ流れている。前後
進用スプール−を上げると前進となり、P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
ラッチ装置体1)へ至る。逆に前後進用スゲ−ルーを下
げると後進左なシ、Pボートの圧油は切欠部(53c)
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) in the forward/reverse gear.
It flows from the boat to the lubricating oil channel. When the forward and backward spool is raised, the boat moves forward, and the pressure oil of the P boat flows from the through oil passage (53b) to the F boat and reaches the forward hydraulic clutch device body 1). On the other hand, if you lower the Sugeru for forward and backward movement, the pressure oil of the P boat will move to the left at the notch (53c).
From there to the R boat, the hydraulic clutch device for reversing is brought into contact.
インチングバルプ(2)が開いてbて、前後進用油圧制
御弁囚が中立以外の位置にある時には、剛質(13)
用油圧制御弁の)はどの位置でも、圧油は逃げ道を矢な
−圧力上昇を始める。圧力上昇が急激に行われると油圧
クラッチ装置のピストンが急激に移動し、ガクンと動力
が伝わることになシ、急発進となる。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IJ I7−フ弁(0が設けられている0圧油は油圧
クラッチ装置のシリンダー内とこの急発進防止リリーフ
弁(0のPボートに連通ずるが、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プールμs)のバ
ネ(62)より太き−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(1113b)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−も左へ移動し紋シ孔(58a)と切欠部(5
9a)が連通ずる。このままでは永久に圧油の圧力は立
上らないので徐々にバネ(62)の反力を高める必要が
あシバネ受はスプール(01Jの背室にクイックリター
ンバルブ■)のPボートから紋シ孔(58a)を介し、
アキュムレーター−の切欠部(59a)を経て油路、(
14)
(59e)を経た圧油が入ってきて、バネ受はスプール
別を押してバネ(62)のバネ力を上げてゆく。この時
クイックリターンバルブ−)はPボルトの圧油に押され
てバネ([51に抗して左へ移動して^る。その際にも
油圧曲線の立上シをゆるやかにする為に、1ずアキュム
レーター鴎の背室(59c)へもMIL(58a)、切
欠部(59a)を介して入ってきた圧油を導きアキュム
レーター←0)をバネμs)に抗して第1O図の右方へ
移動させ、該アキュムレーターの移動につづめてバネ受
はスプール制が右方へ移動すべく構成している。バネ受
はスプール(6漫の右への移動によりスプール州が徐々
に戻り、油圧クラッチ装置の圧力が規定の圧力とな負接
続状態となる。When the inching valve (2) is open and the forward/reverse hydraulic control valve is in a position other than neutral, the rigid body (13) of the hydraulic control valve is in any position and the pressure oil has no escape route. - Pressure begins to rise. If the pressure increases rapidly, the piston of the hydraulic clutch device will move rapidly, causing a jerky transmission of power and a sudden start. In order to prevent this, in order to delay the rise of pressure in such cases, a sudden start prevention IJ I7-F valve (0 pressure oil is provided) is installed in the cylinder of the hydraulic clutch device and this sudden start prevention relief valve. (Although it communicates with the P boat of 0, the spring force of the spring for returning histones of the hydraulic clutch device is thicker than the spring (62) of the spool μs), so the pressure oil first enters the back chamber (63a). pushes the relief valve against the spring (62), connects the notch (1113b) and the boat, and releases the pressure oil into L.
Let them escape to the boat. At the same time, the quick return valve also moves to the left, opening the crest hole (58a) and the notch (58a).
9a) is connected. 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). (58a),
The oil passage passes through the notch (59a) of the accumulator (
14) Pressure oil enters through (59e), and the spring receiver pushes the spool to increase the spring force of the spring (62). At this time, the quick return valve (-) is pushed by the pressure oil of the P bolt and moves to the left against the spring ([51).At this time, in order to make the rise of the hydraulic pressure curve gentle, 1. The pressure oil that has entered through the MIL (58a) and the notch (59a) is also introduced into the back chamber (59c) of the accumulator Ushi, and the accumulator ←0) is moved against the spring μs) as shown in Figure 1O. The spring receiver is configured so that the spool system moves to the right as the accumulator moves to the right. By moving the spring receiver to the right by 6 cm, the spool state gradually returns, and the pressure of the hydraulic clutch device reaches the specified pressure, resulting in a negative connection state.
この状態から、前後進用油圧制御弁(5)が中立位置に
なった時、インチングバルブ(2)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
発進防止リリーフバルブ(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シアキュムレ−ター四、バ
ネ受はリリーフバルブの刀が直ちに元に戻り、バネの刀
を元の長さにし、リリー(15)
フバルブ鋼が左方へ動すて、又Pボートの圧油を抜いて
、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
が住になhのであるが、クイックリターンバルブ958
)をPボートの圧油で左方へ押シて紋り孔(58a)と
アキュムレーターi5g)の切欠部(59a )を介し
てアキュムレーター−の背8 (59(! )とバネ受
はスプール(6υの背室(61a)に圧油を導すている
のであるから、戻る時も紋り孔(58a)を通過してで
てゆくのではバネ受はスプールのタイ・ツクリターンが
できな−。クイックリターンバルブv3)はこの為に設
けられており、バネ受はスプール(6JJの背室(61
a)へ圧油を送る場合にはクイックリターンバルブ例を
Pボートの圧油にてバネ(明に抗して右側へ押して、紋
り孔(58a)を通してしかバネ受はスプールの背室(
6Za)には入らな込ようにして込るが、背室r61a
)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(−によりクイックリターンバルブφ8)が
右方へ押し戻されて、紋シ孔(58a)は右側へ移動し
、切欠部(,59a)の戻(1G)
9油はバネ(興のバネ室から、ドレーン油路(s9b)
を経て累早く逃げバネ受はスプール(6刀は左方へ移動
し、次に変速に入った時にIJ IJ−フバルプか低す
圧力で噴き出して急発進を防ぐべく構成して−る0
本構成では、急発進防止り+7−フバルプ(Qを上下の
2段に構成し、一方のP段にリリーフバルブ鋼とバネ受
はスプール(6]J及びバネ(62)を直列に設け、他
方の段には外周にアキュムレーターし9)を設け、その
内周にクイックリターンパルプ軒8)を内装して構成し
てbる。第6図の油圧回路用に示す如く、前後進油圧制
御弁■が中立の時Pボートの圧油は潤滑油用の■ボート
へ流れ、インチングバルプ(6)よシ圧油を傾斜面(5
7c)から逃がす場合にも(ト)ボートへ流してbる。In this state, when the forward/reverse hydraulic pressure control valve (5) is in the neutral position, and the inching valve (2) starts to flow pressure oil to the L boat, the oil pressure of the L boat is as low as 2 to 3, so suddenly The pressure of the start prevention relief valve (P boat of Q begins to drop. Due to this drop in pressure, the relief valve's sword immediately returns to its original position, and the spring sword returns to its original length and releases. (15) If the valve steel moves to the left and the pressure oil of the P boat is removed and the oil pressure curve is lowered to near zero, the next time the gear is shifted,
Since the clutch is connected from low pressure near zero, it is difficult to start suddenly, but the quick return valve 958
) to the left with pressure oil from the P boat, and connect the accumulator's back 8 (59 (! ) and the spring holder to the spool through the crest hole (58a) and the notch (59a) of the accumulator i5g). (Since the pressure oil is led to the back chamber (61a) of 6υ, if it comes out through the crest hole (58a) when returning, the spring holder will not be able to tie and return the spool.) -.The quick return valve v3) is provided for this purpose, and the spring holder is attached to the spool (6JJ's back chamber (61
When sending pressure oil to a), push the quick return valve example to the right side against the spring (light) with the pressure oil of the P boat, and pass it through the crest hole (58a).
6Za), but enters the back room r61a.
), when the pressure oil in the P boat goes down, the spring (-) pushes the quick return valve φ8 back to the right, and the crest hole (58a) moves to the right, opening the notch. Return (1G) of part (,59a) 9 Oil goes from the spring (opening spring chamber) to the drain oil path (s9b)
The spring holder quickly escapes after passing through the spool (6 swords move to the left, and when the next gear shift is started, the IJ is blown out with low pressure to prevent a sudden start.) In this case, the sudden start prevention +7-F valve (Q is configured in two stages, upper and lower, and the relief valve steel and spring holder are installed in series with the spool (6) J and spring (62) in one P stage, and the other stage is An accumulator 9) is provided on the outer periphery of the accumulator 9), and a quick return pulp eave 8) is installed on the inner periphery of the accumulator 9).As shown for the hydraulic circuit in Fig. 6, the forward and backward hydraulic pressure control valve When in neutral, the pressure oil of the P boat flows to the lubricating oil boat, and the pressure oil is transferred to the inching valve (6) and the inclined surface (5).
7c) If the water is to be released from water, it should also be flowed into the boat (b).
その他に111J変速油圧制御弁の)は中立の時圧油を
止めて、急発進防止リリーフバルブ(Qより’Jtき出
させυボートへ送って込る。In addition, the 111J variable speed hydraulic control valve) stops the pressure oil when in neutral, and the sudden start prevention relief valve (Q) lets 'Jt out and sends it to the υ boat.
従来t/′i色ボートに至る圧油は急発進防止リリーフ
バルブ(Qよシ洩れたものだけだったのである0そして
各油圧制御弁の中立時の圧油はドレーン同(17)
路に連通されていたのである。その為に中立変速時はポ
ンプボートの圧油がドレーンと連通して殆んどゼロに近
くなシ、急発進防止リリーフパルプ(Qは噴かず(ト)
ボートから潤滑油吐出1](圀へ噴き出すことはなかっ
たのである。Previously, the only pressure oil that reached the t/'i color boat was leakage from the sudden start prevention relief valve (Q), and the pressure oil when each hydraulic control valve was in neutral was connected to the drain (17). Therefore, during neutral gear shifting, the pressure oil in the pump boat communicates with the drain and is almost at zero, and the sudden start prevention relief pulp (Q does not spray).
Lubricating oil discharged from the boat (1) (there was no spewing out onto the land).
潤滑油吐出ローは各油圧クラッチ装置を架装した前進軸
Q′4.後進軸0Φ、副変速軸0劃上に開口されており
、各シールケース(効uQ例の軸端油路(38a)(4
0a)(39a)よりそれぞれの吐出口(801へ至る
。潤滑油吐出ロー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りと牽擦板がつれまbを生じ
て停車してbるはずの、車榴カニ動き出してしまうので
ある。これを防ぐ為に中立時(Cも向清油を吐出−rべ
く構成している。The lubricating oil discharge row is connected to the forward shaft Q'4, which is equipped with each hydraulic clutch device. It is opened above the reverse shaft 0Φ and the sub-transmission shaft 0, and each seal case (shaft end oil passage (38a) (4
0a) (39a) leads to each discharge port (801).The pressure oil discharged from the lubricant discharge row lubricates the friction plate portion of the hydraulic clutch device from the inside, but the lubrication is carried out for a long time in the neutral state. The drag plates become entangled and the car shell starts moving when it should have stopped. There is.
潤滑油用の■ボートの圧力は低く設定されてbる。第1
1図に■ボートのセカンドリリーフバルブ@か1示され
て込る。バルブテース151を油路板(3)とξツショ
7ケース(1)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・殉とバ(1B、)
ネ(67)を装備しセカンドリリーフバルブの蓋体−で
固定して因る。The pressure of the lubricating oil boat is set low. 1st
Figure 1 shows ■Boat's second relief valve @ or 1. Insert the valve teeth 151 through the oil passage plate (3) and the case (1), stopping at the stepped part, and equip the spool and spring (1B) with the thread (67) inside the valve case. It is fixed with the lid of the second relief valve.
圧力が設定値よp上が9始めると油孔(65a)よりス
プール匈の背室に圧油が入シ、スクールを左方へバネ(
67)に抗して押し、スノールーの切欠部(66b )
2!>E ハルプケ−xvJB)o切入部(65b)
K通じ低圧の潤滑油が流れ出るのである。When the pressure starts to rise 9 points above the set value, pressure oil enters the back chamber of the spool through the oil hole (65a), and the school moves to the left with a spring (
67) and press against the notch (66b) of the Snow Loo.
2! >E Harpke-xvJB) o Incision part (65b)
Low pressure lubricating oil flows out through K.
このように本構成では、中立時にも油圧クララ(19)
以上の如く本発明は、油圧クラッチ式の変速装置を装備
した移動作業車の急発進を防止すべく、油圧クラッチ装
置の油圧ポンプと油圧it’ll 7jl弁との間に設
ける急発進防止リリーフパルプ(Qをリリーフパルブ(
63) トii亥リリーフパルブバネ(62)のハネ圧
を紋]孔(58a)を介して徐々に変化させるバネ受は
スプール(υDと、バネ受はスプール(δ刀よりもわず
かに速く、同じ紋りを介した圧油によシ後退するアキュ
ムレーター(50)とで構成し、更に圧力下降過程にお
層てはバネ受はスプール匝及びアキュムレーター150
1を押してhた圧油か絞り孔(58d)を通らずにドレ
ーン回路へ流れるようにクイックリターンバルブを設け
たので、変速状態から中立へ移項した際に、バネ受はス
プールの背室の圧油と、アキュムレーターの背室の圧油
が紋り孔を介さずに急に抜けてゆくのでリリーフバルブ
のバネを元の長さと反力に落とすことができ、次に変速
した時に圧力が再度ゼロに近い位置から立上シ、半クラ
ツチ状態を作シ出すことができるのである0In this way, with this configuration, the hydraulic clutch (19) can be used even when in neutral mode. It'll 7jl A sudden start prevention relief pulp (Q is a relief pulp (
63) The spring holder that gradually changes the spring pressure of the relief valve spring (62) through the hole (58a) is the spool (υD), and the spring holder is the spool (slightly faster than the δ sword, but the same It consists of an accumulator (50) that is retracted by pressure oil through the ridge, and in the process of lowering the pressure, the spring holder is connected to the spool spool and the accumulator 150.
A quick return valve is provided so that the pressure oil released by pressing 1 flows to the drain circuit without passing through the throttle hole (58d), so when shifting from the gear shift state to neutral, the spring holder will release the pressure in the back chamber of the spool. Since the oil and the pressure oil in the back chamber of the accumulator suddenly escape without passing through the hole, the relief valve spring can be reduced to its original length and reaction force, and the pressure will be restored the next time the gear is shifted. It is possible to create a start-up and half-clutch state from a position close to zero.
(2ω
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Jジョンケースの前面図、
第4図はミッンヨンケースの側面断面図、M5図は後進
軸(141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図は前後進用油圧制御弁囚の側面断面図、第8図は
副変速用油圧制御弁の)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(0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。
(Q・・・急発進防止リリーフパルプ
(50)・・・アキュムレーター
邦)・・・クイックリターンパルプ
(58a)・・・紋り孔 (6枦・・バネ受はス
プール(62)・・・リリーフバルブのバネ
−,1,リリーフバルブ
(21)(2ω Figure 1 is an overall 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 MiJeon case, and Figure 4 is a side sectional view of the Minyong case. , M5 is a side sectional view of the reverse shaft (141 part), Fig. 6 is a hydraulic circuit diagram of the device of the present invention, Fig. 7 is a side sectional view of the forward/reverse hydraulic control valve, and Fig. 8 is the auxiliary transmission hydraulic pressure. 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 (0), Fig. 11 is a side sectional view of the second relief pulp (g). It is a side sectional view. (Q... sudden start prevention relief pulp (50)... accumulator country)... quick return pulp (58a)... crest hole (6 holes... spring holder is spool (62)...Relief valve spring, 1, relief valve (21)
Claims (1)
の急発進を防止すべく、油圧クラッチ装置の油圧ポンプ
と油圧制御弁との間に設ける急発進防止リリーフパルプ
を、リリーフパルプと該リリーフバルブのバネ圧を紋シ
を介して徐々に変化させるバネ受はスプールと、バネ受
はスプールよシもわずかに速く絞りを介した圧油によp
後退するアキュムレーターとで構成し、更に圧力下降過
程においては、バネ受はスプール及びアキュムレーター
5 を押しぞ安圧油が、紋シを通らずにドレーン回路へ流れ
るようはクイックリターンパルプをeけたごとを特徴と
する移動作業車の急発進防止装置[Scope of Claims] In order to prevent a sudden start of a mobile work vehicle equipped with an m-pressure clutch type transmission device, a sudden start prevention relief pulp is provided between a hydraulic pump and a hydraulic control valve of a hydraulic clutch device. The spring holder that gradually changes the spring pressure of the relief pulp and the relief valve through the spool is connected to the spool, and the spring holder is slightly faster than the spool and is pipped by pressure oil through the throttle.
It consists of a receding accumulator, and during the pressure lowering process, the spring holder pushes the spool and accumulator 5. A quick return pulp is inserted so that the low-pressure oil flows to the drain circuit without passing through the crest. Sudden start prevention device for mobile work vehicles featuring the following features:
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP15439981A JPS5856930A (en) | 1981-09-28 | 1981-09-28 | Sudden start preventing unit for movable working vehicle |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP15439981A JPS5856930A (en) | 1981-09-28 | 1981-09-28 | Sudden start preventing unit for movable working vehicle |
Publications (2)
Publication Number | Publication Date |
---|---|
JPS5856930A true JPS5856930A (en) | 1983-04-04 |
JPS628331B2 JPS628331B2 (en) | 1987-02-21 |
Family
ID=15583288
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP15439981A Granted JPS5856930A (en) | 1981-09-28 | 1981-09-28 | Sudden start preventing unit for movable working vehicle |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPS5856930A (en) |
Cited By (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS5882534U (en) * | 1981-12-01 | 1983-06-04 | 株式会社稲坂歯車製作所 | Hydraulic clutch switching valve device |
JPS61218468A (en) * | 1985-03-25 | 1986-09-27 | Komatsu Ltd | Braking device |
JPH01171949U (en) * | 1988-05-24 | 1989-12-06 | ||
JPH04254058A (en) * | 1991-02-01 | 1992-09-09 | Nissan Motor Co Ltd | Control valve unit for transmission |
KR101091486B1 (en) * | 2008-04-04 | 2011-12-07 | 현대자동차주식회사 | Hydraulic control system for automatic transmission |
Families Citing this family (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS63266114A (en) * | 1987-04-22 | 1988-11-02 | Yamaha Motor Co Ltd | Intake device for multivalved engine |
-
1981
- 1981-09-28 JP JP15439981A patent/JPS5856930A/en active Granted
Cited By (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS5882534U (en) * | 1981-12-01 | 1983-06-04 | 株式会社稲坂歯車製作所 | Hydraulic clutch switching valve device |
JPS628651Y2 (en) * | 1981-12-01 | 1987-02-28 | ||
JPS61218468A (en) * | 1985-03-25 | 1986-09-27 | Komatsu Ltd | Braking device |
JPH01171949U (en) * | 1988-05-24 | 1989-12-06 | ||
JPH04254058A (en) * | 1991-02-01 | 1992-09-09 | Nissan Motor Co Ltd | Control valve unit for transmission |
KR101091486B1 (en) * | 2008-04-04 | 2011-12-07 | 현대자동차주식회사 | Hydraulic control system for automatic transmission |
Also Published As
Publication number | Publication date |
---|---|
JPS628331B2 (en) | 1987-02-21 |
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