CA1156857A - Travelling drive transmission for a vehicle - Google Patents
Travelling drive transmission for a vehicleInfo
- Publication number
- CA1156857A CA1156857A CA000362178A CA362178A CA1156857A CA 1156857 A CA1156857 A CA 1156857A CA 000362178 A CA000362178 A CA 000362178A CA 362178 A CA362178 A CA 362178A CA 1156857 A CA1156857 A CA 1156857A
- Authority
- CA
- Canada
- Prior art keywords
- clutch
- transmission line
- drive shaft
- traveling drive
- traveling
- 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.)
- Expired
Links
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
- F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
- F16H37/04—Combinations of toothed gearings only
- F16H37/042—Combinations of toothed gearings only change gear transmissions in group arrangement
- F16H37/043—Combinations of toothed gearings only change gear transmissions in group arrangement without gears having orbital motion
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
- F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
- F16H3/085—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with more than one output shaft
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Arrangement Of Transmissions (AREA)
- Structure Of Transmissions (AREA)
Abstract
TRAVELING DRIVE TRANSMISSION FOR A VEHICLE
Abstract of the Disclosure A traveling drive transmission for a vehicle comprising a first transmission line provided by an engine output shaft directly connected to a traveling drive shaft operatively connected to a travel speed changing mechanism, a second transmission line provided by the engine output shaft operatively connected to the traveling drive shaft through a reduction gearing mechanism, and clutch means for selecting between the first transmission line and the second transmission line to transmit power.
Abstract of the Disclosure A traveling drive transmission for a vehicle comprising a first transmission line provided by an engine output shaft directly connected to a traveling drive shaft operatively connected to a travel speed changing mechanism, a second transmission line provided by the engine output shaft operatively connected to the traveling drive shaft through a reduction gearing mechanism, and clutch means for selecting between the first transmission line and the second transmission line to transmit power.
Description
~5~ 7 Background of the Invention (1) ~ield of the Invention The present invention relates to a traveling drive transmission for a vehicle such as a tractor, and more particularly to a tra~eling drive transmission adapted to transmit power from an. engin.e output shaft to a traveling drive shaft through two alternative lines, 23 Description of the Prior Art Known traveling drive transmissions for vehicles such as tractors used in agriculture, civil engineering and construction, have means to switch between a high speed range and a low speed range on an input side of a first speed changing mechanism or main speed changing mechanism9 and in.some cases planetary gearing systems are employed to eff9ct such switching, The prior art constructiorls QS
such are complicated and unsuitable for incorporating into a tractor transmission havlng tightly packed gear trains, Summary of the Invention Having regard to the above state of the art~ the primary object of the present i~vention is to provide a traveling drive transmission of simple constructio~ allowing speed changing between a high speed range and a low speed range to be carried out by a ons touch operation, The transmission accordiDg to thi~ invention is also adapted to perform an sngine braking function and to enable the ~ngine to be
such are complicated and unsuitable for incorporating into a tractor transmission havlng tightly packed gear trains, Summary of the Invention Having regard to the above state of the art~ the primary object of the present i~vention is to provide a traveling drive transmission of simple constructio~ allowing speed changing between a high speed range and a low speed range to be carried out by a ons touch operation, The transmission accordiDg to thi~ invention is also adapted to perform an sngine braking function and to enable the ~ngine to be
- 2 -8~
started by traction.
To achieve this object, a traveling drive transmission for a vehicle according to this invention comprises a first transmission line provided by an engine output shaft directly connected to a traveling drive shaft operatively connected to a travel speed changing mechanism, a second transmission line provided by the engine output shaft operatively connected to the traveling drive shaft through a reduction gearing mechanism, the second transmission line providing a slower speed than the first transmission line, and clutch means for selecting betweeD the first transmission line and the second transmission line to transmit power Bv operating the clutch means a high speed range or a low speed range is selected forwardly of the travel speed changing mechanism to enable the tractor to travel at speecls suited to specific operations. ~lis selecting operation is carried out more simply than changing of the meshing relations of gears according to the prior art. In addition, this 3imple clutch operation is effective to prevent the engine from stopping at the time of an increased load falling on the traveling drive shaft, The speed range switching mechanlsm according to thi3 invention has a qimpler construction than prior art mechanisms utilizing planetary ~earing, ~nother object of the present in~ention is to provide a traveling drive transmission capable of smooth acceleration 5~7 and deceleration by the above noted speed range switching operation without involving a temporary drop in the traveling speed which is a disadvantage of the exlsting gear mesh changing systems To this end the present invention provides the clutch means iocluding a hydraulic clutch mechanism mounted on the first transmission line and a on2 way clutch mounted on the second transmission line, This arrangement has the following advantage, ~en a load on the traveling drive sha~t increases, the hydraulic clutch is operated. Then the traveling drive shaft rot~tes at a lower rate than an output rate of the reduction gearinfr mechanism, which autoMatically results in a high torque rotation being smoothly transmitted to the traveling drive shaft through the one way clutch of the second transmission line, Thereby the load on the engine is reduced to avoid its stopping and normal speed changing op~ration may be carried out, A further object of the present invention is to enable th0 engine to be started by traction when an engine starting system is out of order. To achieve this obJect, the present invention provides a further one way clutch mounted between the engine output shaft and the traveling drive shaft to provide a third transmission line adapted to transmit power only from the traveling drive shaft to the engine output shaft.
5r7 Other objects and advantages of the invention will be apparent from the following description, Brief Description of the Drawings .~ig. 1 is a graphic view of a tractor transmission according to the present invention, ~ ig, 2 is a view in vertical section of a principal portion of the transmission, Fig 3 i3 an enlarged view of a part of the principal portion, Figo 4 is a view in vertical section of a transmission according to another embodiment of the invention, Fig, 5 i5 a view taken on line A-A of Fig. 49 and Fig, 6 i~ a view taken on lirle B-~ o~ Fig. 5 Description of the Preferred Embodiments Re~erring to Fig, l graphically showing a whole transmission of an agricultural tractor~ number 1 denotes an engine and number 2 denotes a tractor bodyO A first case 3 and a second cas~ 4 are detachably interconnected throùgh an intermediate case 5. ~umber 6 denotes a travelin~
system clutch adapted to coDnect and disconnect torque drive from the engine 1 to ar. engine output shaft 7. Ihis clutch 6 is contained in a front ¢a~e 8 disposed ~orwardly of the first case 3 The engine output shaft 7 ha~ a hollow cons-truction 5~7 and is supported at a bearing 9 of the first case 3, l~
traveling drive shaft 10 in coæ~ial alignment with the e~,~ine output shaft 7 is supported at bearings 11 of the first case
started by traction.
To achieve this object, a traveling drive transmission for a vehicle according to this invention comprises a first transmission line provided by an engine output shaft directly connected to a traveling drive shaft operatively connected to a travel speed changing mechanism, a second transmission line provided by the engine output shaft operatively connected to the traveling drive shaft through a reduction gearing mechanism, the second transmission line providing a slower speed than the first transmission line, and clutch means for selecting betweeD the first transmission line and the second transmission line to transmit power Bv operating the clutch means a high speed range or a low speed range is selected forwardly of the travel speed changing mechanism to enable the tractor to travel at speecls suited to specific operations. ~lis selecting operation is carried out more simply than changing of the meshing relations of gears according to the prior art. In addition, this 3imple clutch operation is effective to prevent the engine from stopping at the time of an increased load falling on the traveling drive shaft, The speed range switching mechanlsm according to thi3 invention has a qimpler construction than prior art mechanisms utilizing planetary ~earing, ~nother object of the present in~ention is to provide a traveling drive transmission capable of smooth acceleration 5~7 and deceleration by the above noted speed range switching operation without involving a temporary drop in the traveling speed which is a disadvantage of the exlsting gear mesh changing systems To this end the present invention provides the clutch means iocluding a hydraulic clutch mechanism mounted on the first transmission line and a on2 way clutch mounted on the second transmission line, This arrangement has the following advantage, ~en a load on the traveling drive sha~t increases, the hydraulic clutch is operated. Then the traveling drive shaft rot~tes at a lower rate than an output rate of the reduction gearinfr mechanism, which autoMatically results in a high torque rotation being smoothly transmitted to the traveling drive shaft through the one way clutch of the second transmission line, Thereby the load on the engine is reduced to avoid its stopping and normal speed changing op~ration may be carried out, A further object of the present invention is to enable th0 engine to be started by traction when an engine starting system is out of order. To achieve this obJect, the present invention provides a further one way clutch mounted between the engine output shaft and the traveling drive shaft to provide a third transmission line adapted to transmit power only from the traveling drive shaft to the engine output shaft.
5r7 Other objects and advantages of the invention will be apparent from the following description, Brief Description of the Drawings .~ig. 1 is a graphic view of a tractor transmission according to the present invention, ~ ig, 2 is a view in vertical section of a principal portion of the transmission, Fig 3 i3 an enlarged view of a part of the principal portion, Figo 4 is a view in vertical section of a transmission according to another embodiment of the invention, Fig, 5 i5 a view taken on line A-A of Fig. 49 and Fig, 6 i~ a view taken on lirle B-~ o~ Fig. 5 Description of the Preferred Embodiments Re~erring to Fig, l graphically showing a whole transmission of an agricultural tractor~ number 1 denotes an engine and number 2 denotes a tractor bodyO A first case 3 and a second cas~ 4 are detachably interconnected throùgh an intermediate case 5. ~umber 6 denotes a travelin~
system clutch adapted to coDnect and disconnect torque drive from the engine 1 to ar. engine output shaft 7. Ihis clutch 6 is contained in a front ¢a~e 8 disposed ~orwardly of the first case 3 The engine output shaft 7 ha~ a hollow cons-truction 5~7 and is supported at a bearing 9 of the first case 3, l~
traveling drive shaft 10 in coæ~ial alignment with the e~,~ine output shaft 7 is supported at bearings 11 of the first case
3. The traveling drive shaft 10 also has a hollow construction.
The engine output sha.ft 7 and the traveling drive shaft 10 are operatively connected to each other through a hydr~ulic clutch mechanism 12 and a reduction gearing mechanism 13, The clutch mechanism 12 and the gearing mechanism 13 are contained in the first case 3, A first travel speed changing mechanism 14 is mounted rearwardly of the hydraulic clutch mechanism 12 in the first case 3. This speed ch~nging mechanism 14 shown iD Fig. 1 is the constant mesh type adapted to provide four speeds.
The speed changing mechanism 14 comprises a group of gears 15 mounted on the traveling drive shaft 10 and a group of gears 17 mounted on a speed change shaft 16 extending below and parallel to the traveling drive shaft 10.
~ second travel speed changing mechanism 18 is contained between a rear portio~ of the first case 3 and the intermediate case 5, The second travel speed changing mechanism 18 mainly comprises a hollow speed change shaft 19 extending coaxially with the traveling driv~ qhaft 10~ an auxiliary speed change shaft 20 extending below and parallel to the ~peed change shaft 19 and coaxially with the speed change shaft 16~ and groups of speed change gaars 21 and 22 mounted on the shafts 19 and 20, The second travel speed changing mechanism 1 . -- 6 --~$i35~
is shown to further cornprise a backing means 23 and a creeping speed means 24 to provide three forward speeds and one backward speed, ~lore particularly9 the second travel speed ch.nging mecllanism 18 provides a first fo~ard speed when a shifter 25 is directly connected to the speed chan~re shaft 16, a second forward speed when a shifter 26 is shifte~
rightward in the drawing to effect speed changing by means of the gears 21 and 227 a third forward speed when the shiftcr 25 is shifted rightward to transmit power by ~ay of the creeping speed means 25, and a backward speed when the shifter 26 is shifted leftward to tr~Dsmit power by way of the baclcin,~
means 230 A traveling transmission shaft 27 is operatively connected to the auxiliary speed change shaft 20 which is an output shaft of the second speed changing mechanism 18.
Although in the drawi~g these shafts 20 and 27 are connectecl to each other by a coupling, they may be ~ormed to be one continuous shaft, The traveling transmission shaft 27 is operatively connected to a di~ferential mechanism 28 contained in the second case 4~ ~ right and left pair of differential OUtpllt shafts drives rear wheels 30 through a fiDal reduction mechanism 2~, Furthermore, the transmission of Fig, 1 is provided with a front wheel drivs or mid pow~r tc~eoff drive mechanism 31, This mechanism 31 includes a transmission line 33 ~ 7 --i85~
extending parallel to the bottom of the casing and havin~
2 clutch mechanism 3" and operatively connected to the traveling transmission shaft 27, The power takeoff drive mechanism 31 is operatively connected also to a power t.~eoff mechanism 34 provided at an underbelly of the first case 3 below the first speed changing mechanism 34, Apart from the traveling system described so far, there is provided a power takeoff drive shaft 35 directly connected to the engine 1 and extending through the interiors of the engine output shaft 7, the tra~eling drive shaft 10, and the speed chaDge shaft 19, A power talceoff clutch mechanism 36 is provided at the rear end of the power takeoff drive shaft ., 35, .By operating this clutch mechanism 36, the power t~{eoff drive shaft 35 drives a rear power ta~eo.ff shaft through a 16 power t~ceoff speed changing mechanism (not shown) disposed in a rear portion of the second case 4. This power ta~;eoff line includes a shift gear 37, When the shift gear 37 is shifted leftward in the drawing, live power talceoff is provided through the clutch mechanism 36, 1rhen the shift gear 37 is shifted rightward~ gro~ld power takeoff is provided through a gear mounted on the traveling transmission shaft 27, In the above described transmission the present invention provides an improvement in transmission at an input side of the first speed changing mechanism 14, This improvement is now described in detail with reference to Figs, 2 and 30 The hydraulic clutch mechanism 'l2 comprises a bowl shaped clutch body 40 securely fitted together witn a gear 38 on the output shaft 7 by a key 39, a piston 42 fitted in the clutch body 40 a~iQlly slidably against the force of a resilient member 41 in form of a disc spring, a plurality of clutch cliscs consisting of driving friction discs 43 all~]
driven frietion discs 44, and a bowl shaped driven clutcll hub 45, The elutch hub 45 is in spline engagement with the forward end of the traveling drive shaft 10, ~le forwarcl half of the elutch hub 45 concentrieally surrounds the rear end periphery of the output shaft 7, The elutch hub 45 is formed with a spline 45~ on its outer pheriphery to engage the driven frietion dises 44.
An annular dise stopper 46 is mounted by means of a stopper ring 47 opposite an opening end of' the eluteh body 40.
Retainer mean.s 49 is removably attaehed to the dise stopper 46 by bolts 48, The retainer meaDs 49 is adapted to en~age at a radially inward eclge thereof with an end of the spline 45~ of the hub 45 in the axial direetion, The bearing 9 is substantially ~itted in an annular support 50, The support 50 is fitted against a ~ront opening of the first ease 3 to seal off lubrieating oil and is remo~ably attaehed to a wall 53 by bolts 52, l`he support 50 and the wall 53 together render an engine eluteh ehamber 54 oil-free, A traveling dri~e shaft housing 55 is removably attL~cllecl to support 50, and a eluteh release hub 58 ~lidably by means of a. clut~h forlc 57 is Mounted on a tubular portioD of the casing 55, l~hen the hub 5S slides leftward in tlle drawing and pushes a clutch lever 599 it disconnects a clutch plate 61 of the engine clutch 6 from a fl~heel 60.
The clutch plate 61 is splined to the output shaft 7 through a hub 62. i~pplication of hydraulic pressure to the piston 42 is turned on and off by operating valYe means not sho~ hydraulis circuit therefor comprises ~n oil passage 63 defined in. the support 50~ an oil passage 64 defined in the drive shaft casing 55 and communicating with the passage 63, an oil passage 65 defined in the output shaft 7 and communicating with the passage 64, and an oil passage 66 defined in. the clutch body 40 and communicating with passage 65. i~ cooler passage 67 may be provided in communication with the oil passage 65 to cool the clutch discs and the like, The reduction gearing mechan.ism 13 comprises a transmission ~haft 69 supported below and para.llel to the output shaft 7 by a pair of forward and rearward bearings 68 9 a gear 70 mounted on the shaft 69 in mesh with the gear 38 on the output shaft 79 and a gear 71 mounted on a rearward end o.f the shaft 69 in mesh with a gear 7Z on the travellng drive shaft 10. The reduction. gearing mechanism 13 provides a ~econd transmission line B operable when the clutch 12 is disconDected~ as distinct from a first traDsmission line effecting direct driving throu~h the ~lutch discs and the li~e by sliding of the piston 42 to connect the clutcll 12.
The second transmission line B provides, for example, a 22 per cent reduc-tion of the rate provided by the first transmission line A.
The second transmission line B further includes a one way clutch 79 adapted to transmit power only from the reduction gearing mechanism 13 to the traveling drive shaft 10. This clutch 73 is, for example, the sprag type and is mounted in the following manner.
The gear 72 is defined peripherally of an annular base 74. The base 74 is relatively rotatably supported through axially spaced bearings 76 by a hub 75 splined to the forward end of the traveling drive shaft 10. The clutch 73 is fitted between the bearings 76 and between the base 74 and the hub 75. A thrust stopper ring 77 is interposed between a forward end of the hub 75 and the driven clutch hub 45.
A ring plate 78 is mounted in the driven clutch hub 45 between opposing faces of the output shaft 7 and the traveling drive shaft 10, the ring plate 78 being adapted to engage the hub 45 and the end surfaces of the two shafts 7 and 10.
A one way~clutch 79 is mounted between an inner surface of the hub 45 and an outer surface of the output shaft 7 forwardly of the plate 78. This clutch 79 is, for example, the sprag type and provides a third transmission line C to transmit power only from the traveling drive shaft 10 to the output shaft 7, which is used in effecting engine braking and traction starting of the engine 1.
~5~35 7 The bearings 68 for the reduction gearing mechanism 13 are held in position by a bearing retainer 80 removably attached to the support 50, Thus, the hydraulic clutch mechanism 12 mounted on the output shaft 7 and the reduction gearing mechanisin 13 are assembled as one pack onto the support 50, whereby the two mechanisms 12 and 13 are mounted or drawn out simultaneollsly.
ID this mounting or drawing out operation, the retainer means 49 functions to prevent the clutch hub 45 ~rom dropping of~0 The clutch mechanism 12 and the gearing mechanism 13 are immersed in oil. The one way clutch 73 is cooled by means of an oil passage 81 defined in the base 74 and the one way clutch 79 is cooled by mea~s of the oil passage 67.
The order in which the foregoiDg construction is assembled will be described next and th0n follows a description of its operation, The first speed changing mechanism 14, the second speed changing mechanism 31 and the like are assembled~ and the power takeoff drive shaft 35 is inserted therein, The hub 75, the clutch 73 and the base 74 are attached (from front) to the fo~ard end of the traveling drive ~haft 10 in advance, Next~ the drive shaft casing 55~ the hydraulic clutch mecl1c~nism 12 and the like are attached to the support 50, and also the gearing mechanis~n 13 is attached thereto through the bearings Z5 68, In this state the output shaft 7 is passed along the po~/er takeoff drive shaft 35 in a skewering manner, ~le hydraulic clutch hub l~5 is splined to the travcling drive shaft 10 and the support 50 is fixed to the wall 53 by the bolts 52. The assembly is completed by mounting the engine clutch 6. The disassernbly is carried out in the reverse order, During the assembly and disassembly the retainer means 49 prevents the hub 45 from falling off by engaging its spline, Turning now to how this construction operates, torque from the engine 1 to the output shaft 7 is connected or broken by operating the clutch 6.
~ en.hydraulic pressure is applied to the piston 42 of the hydraulic clutch mechanism 12~ the output shaft 7 and the traYeling drive shaft 10 are directly connected by the clutch 12 whereby establishing the first transmission line .
to transmit the engin.e power ~straight to the traveling drive shaft 10. ~en the hydraulic clutch mechanism 12 is disconDected~ power is transmitted from the output shaft 7 through the reduction gearing mechan.ism 13 to the traveling`
drive shaPt 10, namely by way of the second transmission line B, at a reduced rateO In this latter instance the tra~eling drive shaft 10 is driven through the one way clutch 75 in the same direction as in the case of directiQn connection to the output shaft 7, When an. engine starting system fails~
the tractor may be towed to cause the traveling drive shaft 10 to rotate and transmit power through the clutch 79, tlle output shaft 7 to the engine 1 thereby to start the engine 1.
~ t7 The clutch 79 is operable to effect engine braking also.
The traveling drive transmission for a vehicle according to another embodimen-t is now described in detail, Referring to Figs, 4 and 5~ a tractor body 101 comprises a clutch housing 102 and a transmission case 103. ~umber 104 der~otes a flywheel mounted on a crankshaft of an engine, traveling system clutch 105 is provided on the flywheel 104 and includes a release lever 106. The clutch 105 is operatively connected to a clutch pedal not shown through a release hub 107, a release fork 108 and a fork rod 109, Number 110 denotes an attaching member whose main body portion 112 is peripheral~y removably fixed by bolts 113 to a support wall 111 formed on tlle clutch housing 102, The attaching member's main body portion 112 carries a forwardly projecting traveling drive shaft casing 114 at an upper portion thereof and a rearwardly projecting bearing retainer 115 at a lower portion thereof. The release hub 107 is fitted on the drive shaft casing 114 to be slidable backward and forward, The bearing retainer 115 is held rigid by a right and left pair of supports 115~ Number 117 denotes a power takeoff drive shaft directly connected to the flywheel 104 and operatively connected to a power tc~keoff speed char~ging mechanism through a power takeoff clutch not shown, ~umber 118 denotes a hollow traveling dri~e shaft loosely fitted on the power takeo~f drive shaft 117 and rotatably mounted in the drive shaft casing 114 by means of bearings 11~ and 120. The 5t7 traveling drive shaft 1l~ is in operative connection with the traveling system clutch 105. Number 121 del70tes a hollow traveling transmission shaft loosely fitted on the power talceoff drive shaft 117 rearwardly of the traveling drive shaft 118 and supported by a partition wall 123 through a bearing 1220 ~umber 1Z4 denotes a travel speed changing mechanism mounted in the transmission case 103, Number 125 denotes a reduction shaft mounted below and parallel to the traveling drive shaft 118 and rotatably supported at both ends by bearings 126 and 127 fitted in the main body portion 112 of the attaching member 110 and the bearing retainer 115 respectively, The reduction sha~t 125 carries adjacent to the forward end thereof a gear 128 rotatable in unison therewith and at the rearward end thereof a gear 129 integral therewith, The gear 128 is in constant mesh with a gear 130 freely rotatably mounted on the traveling drive shaft 118, and the gear 129 .is in constant mesh with a gear 131 mounted on the foward end of the traveling transmission shaft 121. The reduction shaft 125 and the gears 1309 128, 129 and 131 constitute a reduction mechanism 133 whose reducti.on rate is iD the order of 30 per cent.
Number 134 den.otes a high speed range hydraulic clutch adapted to directly couple the traveling drive shaft 118 to the traveling transmission ~haft 121. Number 135 denotes a low speed ran~e clutch adapted to connect the travelin~ drive shaft 118 and the traveling transmission shaft 121 by way of - 15 ~
~ St7 the reduction mechanism 133. The two clutches 134 and 13-~
are arranged one behind the othcr axially of the trave1ing drive shaft 118 and the tr~eling tr~nsmission shaft 1`1 and are assembled into a common driving disc 136, ~ore particularly9 the hydraulic clutches 134 anc1 135 comprise the dri~ing disc 136 keyed to the rear end of the travelil]g drive shaft 1187 annular cylinder chambers 137 and 138 provided forwardly and rea~ardly of the driving disc 13~"
pistons 139 and 140 slidably mounted in the cylinder cha~bers 137 and 138, support plates 141 and 142 fitted in fo~ard and rearward ends of the driving disc 136, driven members 143 and 144, and a plurality of clutch discs 145 and 146 ~1is-posed between the pistons 139 and 140 and the support plates 141 and 142 and connected to the driving disc 136 and to the driven members 143 and 144, respectively. The pistons 139 and 140 are held rigid together in the axial direction at plural peripheral positions by spacer collars 147 and bolts 148. Each of the spacer co:Llars 147 is ~xially slidably fitted in a receiving bore defined on the dri~ing disc 136 between the cylinder chambers 137 and 138. Of the two cylinder chambers 137 aDd 138, the chamber 138 associated with the low speed range clutch 135 includes resilient me~l-s 149 to bias the piston 140 in a direction to compress the clutch plates 1469 Damely in a direction to engage the cl~ltch 135. The resilient means 149 comprises an annul~r disc spring. The driven member 143 is splined to the forwar _ 16 -5~
end of the traveling tr~ns~nission shaft 121 while -the driven member 144 i9 integral with *he gear 138 and is freely rotatably fitted on the traveling drive shaft 11~.
Each of the cylinder chambers 137 and 138 is in communicat:ion with a control valve not shown via oil passages 150 and 1,1 def.ined in the traveling drive sha~t 118 and the attaching member 110 respectively, whereby pressure oil is supplie-l in a controlled manner from a hydraulic pump not shown directly connected to the engine.
llow the described construction operates is described next, I`he hydraulic pump operates while the engine is running When the control valve is set for a high speed range, the pressure oil from the hydraulic pump is fed to the cylinder chamber 137, This causes the piston 139 to compress the clutch discs 145 disposed bet~een the pis-ton 139 and the support plate 141 and to connect the driving disc 136 to the driven member 143 through the clutch discs 145~ which places the high speed range hydraulic clutch 134 in operation, Therefore, with the traveling clutch 105 connected, engine power is transmitted through the traveling clutch 105, the traveling drive shaft 118, the high speed range hydraulic clutch 134, the traveling tra.~smission shaft 121, to the travel speed changing mechanism 124, thereby enabling the tractor to travel at a desired spee~.
While the tractor runs on the road or engage in normal.
ground working, the high speed range clutch 134 is connecte~l to transmlt power as described above, If an excessive load occurs for some reason or other reducing the rotationlL
rate of the engine, then the control valve ls set for the low speed r~nge to switch from the high speed range hydraulic clutch 134 to the low speed r~nge hydraulic clllt~
135, whereupon the traveling speed is reduced by about 30 per cent by the reduction mech~ism 133 in order to avoic]
stopping o~ the eDgine, In other words, when the control ~alve is set for the low speed range, the pressure oil enters the cylinder chamber 138 and the piston 140 presses the clutch discs 146 against the support plate 1ll2 to connect the driving disc 136 to the driven member 144 ~ia the clutch discs 146 thereby establishing the operation of the low range hydraulic clutch 135. l~ccordingly the output of the traveling drive shaft 118 is transmitted by way of the driving disc 136, the clutch c~lisc 146~ the driven member 144, th~ gear 130, the gear 1Z8, the reduction shaft 125~ the gear 129, the gear 131 and to the traveling transnlission shaft 121. Since the speed is reduced b~tween the gears 130 and 128 and between the gears 129 and 131 by about 30 per cent, the tractor will slow down thereby preventing the en~ine from stopping, The control valve is returned to tlle high ~peed range when the overload on the engine is eliminatecl and its rotational rate is reeovered. The traveling speed of the tractor is very easily changed in both ways, namely for acceleration and for deceleration~ by switching the - 18 _ control val~e, In case the engiDe stops running thereby to cut oil supply from the hydraulic pump, the resilient mec~ns 149 mounted in the cylinder chamber 13~ of the low speed range hydraulic clutch 135 presses against the piston 1 40 to compress the cl.utch dlscs 146 between the piston 140 and the support plate 142 thereby placing the low speed range hydraulic clutch in operation, Therefore, when the engine stops during uphill traveling or the likep the low speed range clutch 135 will immediately operate to effect a braking action by means of the engine thereby to avoid accident, Since the resilient means 149 is mounted in the low speed range hydraulic clutch 1359 the resilient means 149 may have a small resilient force compared with the case of being mounted in the high speecl range hydraulic clutch 134, ~oreover~ since the two pistons 139 and 140 are rigidly interconnected in the a~ial direction by the spacer collars 147 and the bolts 148, the resilient means 149 also f~mctions as returD means for the high speed range hydraulic clutch 134, ~s described above, the low speed range hydraulic clutch 135 is in operative condition whenever the engine stops, Therefore1 it is possible to start the engine by towing the tractor, l`his in~ention as embodied above provides the high speed ran~e hydraulic clutch adapted to directly connect the traveling dri~e shaft to the traveling transmiss:ion shaft, ~ 19 _ and the low s~eed range hydraulic clutch adapted to connect the two shafts through the reduction mechanism, whereby switching between the high speed range and the low speed range is effected by operating the control valve select the hifrh speed range hydraulic clutch or the low speed ran,~re hydraulic clutch, and such a switching operation is a very easy~ one touch operation Thus, even when the e~gine is subjected to a frequent occurrence of excessively heavy load, its inadvertent stopping can be avoided by slowing down the tractor or switching from the high speed range to the low speed range
The engine output sha.ft 7 and the traveling drive shaft 10 are operatively connected to each other through a hydr~ulic clutch mechanism 12 and a reduction gearing mechanism 13, The clutch mechanism 12 and the gearing mechanism 13 are contained in the first case 3, A first travel speed changing mechanism 14 is mounted rearwardly of the hydraulic clutch mechanism 12 in the first case 3. This speed ch~nging mechanism 14 shown iD Fig. 1 is the constant mesh type adapted to provide four speeds.
The speed changing mechanism 14 comprises a group of gears 15 mounted on the traveling drive shaft 10 and a group of gears 17 mounted on a speed change shaft 16 extending below and parallel to the traveling drive shaft 10.
~ second travel speed changing mechanism 18 is contained between a rear portio~ of the first case 3 and the intermediate case 5, The second travel speed changing mechanism 18 mainly comprises a hollow speed change shaft 19 extending coaxially with the traveling driv~ qhaft 10~ an auxiliary speed change shaft 20 extending below and parallel to the ~peed change shaft 19 and coaxially with the speed change shaft 16~ and groups of speed change gaars 21 and 22 mounted on the shafts 19 and 20, The second travel speed changing mechanism 1 . -- 6 --~$i35~
is shown to further cornprise a backing means 23 and a creeping speed means 24 to provide three forward speeds and one backward speed, ~lore particularly9 the second travel speed ch.nging mecllanism 18 provides a first fo~ard speed when a shifter 25 is directly connected to the speed chan~re shaft 16, a second forward speed when a shifter 26 is shifte~
rightward in the drawing to effect speed changing by means of the gears 21 and 227 a third forward speed when the shiftcr 25 is shifted rightward to transmit power by ~ay of the creeping speed means 25, and a backward speed when the shifter 26 is shifted leftward to tr~Dsmit power by way of the baclcin,~
means 230 A traveling transmission shaft 27 is operatively connected to the auxiliary speed change shaft 20 which is an output shaft of the second speed changing mechanism 18.
Although in the drawi~g these shafts 20 and 27 are connectecl to each other by a coupling, they may be ~ormed to be one continuous shaft, The traveling transmission shaft 27 is operatively connected to a di~ferential mechanism 28 contained in the second case 4~ ~ right and left pair of differential OUtpllt shafts drives rear wheels 30 through a fiDal reduction mechanism 2~, Furthermore, the transmission of Fig, 1 is provided with a front wheel drivs or mid pow~r tc~eoff drive mechanism 31, This mechanism 31 includes a transmission line 33 ~ 7 --i85~
extending parallel to the bottom of the casing and havin~
2 clutch mechanism 3" and operatively connected to the traveling transmission shaft 27, The power takeoff drive mechanism 31 is operatively connected also to a power t.~eoff mechanism 34 provided at an underbelly of the first case 3 below the first speed changing mechanism 34, Apart from the traveling system described so far, there is provided a power takeoff drive shaft 35 directly connected to the engine 1 and extending through the interiors of the engine output shaft 7, the tra~eling drive shaft 10, and the speed chaDge shaft 19, A power talceoff clutch mechanism 36 is provided at the rear end of the power takeoff drive shaft ., 35, .By operating this clutch mechanism 36, the power t~{eoff drive shaft 35 drives a rear power ta~eo.ff shaft through a 16 power t~ceoff speed changing mechanism (not shown) disposed in a rear portion of the second case 4. This power ta~;eoff line includes a shift gear 37, When the shift gear 37 is shifted leftward in the drawing, live power talceoff is provided through the clutch mechanism 36, 1rhen the shift gear 37 is shifted rightward~ gro~ld power takeoff is provided through a gear mounted on the traveling transmission shaft 27, In the above described transmission the present invention provides an improvement in transmission at an input side of the first speed changing mechanism 14, This improvement is now described in detail with reference to Figs, 2 and 30 The hydraulic clutch mechanism 'l2 comprises a bowl shaped clutch body 40 securely fitted together witn a gear 38 on the output shaft 7 by a key 39, a piston 42 fitted in the clutch body 40 a~iQlly slidably against the force of a resilient member 41 in form of a disc spring, a plurality of clutch cliscs consisting of driving friction discs 43 all~]
driven frietion discs 44, and a bowl shaped driven clutcll hub 45, The elutch hub 45 is in spline engagement with the forward end of the traveling drive shaft 10, ~le forwarcl half of the elutch hub 45 concentrieally surrounds the rear end periphery of the output shaft 7, The elutch hub 45 is formed with a spline 45~ on its outer pheriphery to engage the driven frietion dises 44.
An annular dise stopper 46 is mounted by means of a stopper ring 47 opposite an opening end of' the eluteh body 40.
Retainer mean.s 49 is removably attaehed to the dise stopper 46 by bolts 48, The retainer meaDs 49 is adapted to en~age at a radially inward eclge thereof with an end of the spline 45~ of the hub 45 in the axial direetion, The bearing 9 is substantially ~itted in an annular support 50, The support 50 is fitted against a ~ront opening of the first ease 3 to seal off lubrieating oil and is remo~ably attaehed to a wall 53 by bolts 52, l`he support 50 and the wall 53 together render an engine eluteh ehamber 54 oil-free, A traveling dri~e shaft housing 55 is removably attL~cllecl to support 50, and a eluteh release hub 58 ~lidably by means of a. clut~h forlc 57 is Mounted on a tubular portioD of the casing 55, l~hen the hub 5S slides leftward in tlle drawing and pushes a clutch lever 599 it disconnects a clutch plate 61 of the engine clutch 6 from a fl~heel 60.
The clutch plate 61 is splined to the output shaft 7 through a hub 62. i~pplication of hydraulic pressure to the piston 42 is turned on and off by operating valYe means not sho~ hydraulis circuit therefor comprises ~n oil passage 63 defined in. the support 50~ an oil passage 64 defined in the drive shaft casing 55 and communicating with the passage 63, an oil passage 65 defined in the output shaft 7 and communicating with the passage 64, and an oil passage 66 defined in. the clutch body 40 and communicating with passage 65. i~ cooler passage 67 may be provided in communication with the oil passage 65 to cool the clutch discs and the like, The reduction gearing mechan.ism 13 comprises a transmission ~haft 69 supported below and para.llel to the output shaft 7 by a pair of forward and rearward bearings 68 9 a gear 70 mounted on the shaft 69 in mesh with the gear 38 on the output shaft 79 and a gear 71 mounted on a rearward end o.f the shaft 69 in mesh with a gear 7Z on the travellng drive shaft 10. The reduction. gearing mechanism 13 provides a ~econd transmission line B operable when the clutch 12 is disconDected~ as distinct from a first traDsmission line effecting direct driving throu~h the ~lutch discs and the li~e by sliding of the piston 42 to connect the clutcll 12.
The second transmission line B provides, for example, a 22 per cent reduc-tion of the rate provided by the first transmission line A.
The second transmission line B further includes a one way clutch 79 adapted to transmit power only from the reduction gearing mechanism 13 to the traveling drive shaft 10. This clutch 73 is, for example, the sprag type and is mounted in the following manner.
The gear 72 is defined peripherally of an annular base 74. The base 74 is relatively rotatably supported through axially spaced bearings 76 by a hub 75 splined to the forward end of the traveling drive shaft 10. The clutch 73 is fitted between the bearings 76 and between the base 74 and the hub 75. A thrust stopper ring 77 is interposed between a forward end of the hub 75 and the driven clutch hub 45.
A ring plate 78 is mounted in the driven clutch hub 45 between opposing faces of the output shaft 7 and the traveling drive shaft 10, the ring plate 78 being adapted to engage the hub 45 and the end surfaces of the two shafts 7 and 10.
A one way~clutch 79 is mounted between an inner surface of the hub 45 and an outer surface of the output shaft 7 forwardly of the plate 78. This clutch 79 is, for example, the sprag type and provides a third transmission line C to transmit power only from the traveling drive shaft 10 to the output shaft 7, which is used in effecting engine braking and traction starting of the engine 1.
~5~35 7 The bearings 68 for the reduction gearing mechanism 13 are held in position by a bearing retainer 80 removably attached to the support 50, Thus, the hydraulic clutch mechanism 12 mounted on the output shaft 7 and the reduction gearing mechanisin 13 are assembled as one pack onto the support 50, whereby the two mechanisms 12 and 13 are mounted or drawn out simultaneollsly.
ID this mounting or drawing out operation, the retainer means 49 functions to prevent the clutch hub 45 ~rom dropping of~0 The clutch mechanism 12 and the gearing mechanism 13 are immersed in oil. The one way clutch 73 is cooled by means of an oil passage 81 defined in the base 74 and the one way clutch 79 is cooled by mea~s of the oil passage 67.
The order in which the foregoiDg construction is assembled will be described next and th0n follows a description of its operation, The first speed changing mechanism 14, the second speed changing mechanism 31 and the like are assembled~ and the power takeoff drive shaft 35 is inserted therein, The hub 75, the clutch 73 and the base 74 are attached (from front) to the fo~ard end of the traveling drive ~haft 10 in advance, Next~ the drive shaft casing 55~ the hydraulic clutch mecl1c~nism 12 and the like are attached to the support 50, and also the gearing mechanis~n 13 is attached thereto through the bearings Z5 68, In this state the output shaft 7 is passed along the po~/er takeoff drive shaft 35 in a skewering manner, ~le hydraulic clutch hub l~5 is splined to the travcling drive shaft 10 and the support 50 is fixed to the wall 53 by the bolts 52. The assembly is completed by mounting the engine clutch 6. The disassernbly is carried out in the reverse order, During the assembly and disassembly the retainer means 49 prevents the hub 45 from falling off by engaging its spline, Turning now to how this construction operates, torque from the engine 1 to the output shaft 7 is connected or broken by operating the clutch 6.
~ en.hydraulic pressure is applied to the piston 42 of the hydraulic clutch mechanism 12~ the output shaft 7 and the traYeling drive shaft 10 are directly connected by the clutch 12 whereby establishing the first transmission line .
to transmit the engin.e power ~straight to the traveling drive shaft 10. ~en the hydraulic clutch mechanism 12 is disconDected~ power is transmitted from the output shaft 7 through the reduction gearing mechan.ism 13 to the traveling`
drive shaPt 10, namely by way of the second transmission line B, at a reduced rateO In this latter instance the tra~eling drive shaft 10 is driven through the one way clutch 75 in the same direction as in the case of directiQn connection to the output shaft 7, When an. engine starting system fails~
the tractor may be towed to cause the traveling drive shaft 10 to rotate and transmit power through the clutch 79, tlle output shaft 7 to the engine 1 thereby to start the engine 1.
~ t7 The clutch 79 is operable to effect engine braking also.
The traveling drive transmission for a vehicle according to another embodimen-t is now described in detail, Referring to Figs, 4 and 5~ a tractor body 101 comprises a clutch housing 102 and a transmission case 103. ~umber 104 der~otes a flywheel mounted on a crankshaft of an engine, traveling system clutch 105 is provided on the flywheel 104 and includes a release lever 106. The clutch 105 is operatively connected to a clutch pedal not shown through a release hub 107, a release fork 108 and a fork rod 109, Number 110 denotes an attaching member whose main body portion 112 is peripheral~y removably fixed by bolts 113 to a support wall 111 formed on tlle clutch housing 102, The attaching member's main body portion 112 carries a forwardly projecting traveling drive shaft casing 114 at an upper portion thereof and a rearwardly projecting bearing retainer 115 at a lower portion thereof. The release hub 107 is fitted on the drive shaft casing 114 to be slidable backward and forward, The bearing retainer 115 is held rigid by a right and left pair of supports 115~ Number 117 denotes a power takeoff drive shaft directly connected to the flywheel 104 and operatively connected to a power tc~keoff speed char~ging mechanism through a power takeoff clutch not shown, ~umber 118 denotes a hollow traveling dri~e shaft loosely fitted on the power takeo~f drive shaft 117 and rotatably mounted in the drive shaft casing 114 by means of bearings 11~ and 120. The 5t7 traveling drive shaft 1l~ is in operative connection with the traveling system clutch 105. Number 121 del70tes a hollow traveling transmission shaft loosely fitted on the power talceoff drive shaft 117 rearwardly of the traveling drive shaft 118 and supported by a partition wall 123 through a bearing 1220 ~umber 1Z4 denotes a travel speed changing mechanism mounted in the transmission case 103, Number 125 denotes a reduction shaft mounted below and parallel to the traveling drive shaft 118 and rotatably supported at both ends by bearings 126 and 127 fitted in the main body portion 112 of the attaching member 110 and the bearing retainer 115 respectively, The reduction sha~t 125 carries adjacent to the forward end thereof a gear 128 rotatable in unison therewith and at the rearward end thereof a gear 129 integral therewith, The gear 128 is in constant mesh with a gear 130 freely rotatably mounted on the traveling drive shaft 118, and the gear 129 .is in constant mesh with a gear 131 mounted on the foward end of the traveling transmission shaft 121. The reduction shaft 125 and the gears 1309 128, 129 and 131 constitute a reduction mechanism 133 whose reducti.on rate is iD the order of 30 per cent.
Number 134 den.otes a high speed range hydraulic clutch adapted to directly couple the traveling drive shaft 118 to the traveling transmission ~haft 121. Number 135 denotes a low speed ran~e clutch adapted to connect the travelin~ drive shaft 118 and the traveling transmission shaft 121 by way of - 15 ~
~ St7 the reduction mechanism 133. The two clutches 134 and 13-~
are arranged one behind the othcr axially of the trave1ing drive shaft 118 and the tr~eling tr~nsmission shaft 1`1 and are assembled into a common driving disc 136, ~ore particularly9 the hydraulic clutches 134 anc1 135 comprise the dri~ing disc 136 keyed to the rear end of the travelil]g drive shaft 1187 annular cylinder chambers 137 and 138 provided forwardly and rea~ardly of the driving disc 13~"
pistons 139 and 140 slidably mounted in the cylinder cha~bers 137 and 138, support plates 141 and 142 fitted in fo~ard and rearward ends of the driving disc 136, driven members 143 and 144, and a plurality of clutch discs 145 and 146 ~1is-posed between the pistons 139 and 140 and the support plates 141 and 142 and connected to the driving disc 136 and to the driven members 143 and 144, respectively. The pistons 139 and 140 are held rigid together in the axial direction at plural peripheral positions by spacer collars 147 and bolts 148. Each of the spacer co:Llars 147 is ~xially slidably fitted in a receiving bore defined on the dri~ing disc 136 between the cylinder chambers 137 and 138. Of the two cylinder chambers 137 aDd 138, the chamber 138 associated with the low speed range clutch 135 includes resilient me~l-s 149 to bias the piston 140 in a direction to compress the clutch plates 1469 Damely in a direction to engage the cl~ltch 135. The resilient means 149 comprises an annul~r disc spring. The driven member 143 is splined to the forwar _ 16 -5~
end of the traveling tr~ns~nission shaft 121 while -the driven member 144 i9 integral with *he gear 138 and is freely rotatably fitted on the traveling drive shaft 11~.
Each of the cylinder chambers 137 and 138 is in communicat:ion with a control valve not shown via oil passages 150 and 1,1 def.ined in the traveling drive sha~t 118 and the attaching member 110 respectively, whereby pressure oil is supplie-l in a controlled manner from a hydraulic pump not shown directly connected to the engine.
llow the described construction operates is described next, I`he hydraulic pump operates while the engine is running When the control valve is set for a high speed range, the pressure oil from the hydraulic pump is fed to the cylinder chamber 137, This causes the piston 139 to compress the clutch discs 145 disposed bet~een the pis-ton 139 and the support plate 141 and to connect the driving disc 136 to the driven member 143 through the clutch discs 145~ which places the high speed range hydraulic clutch 134 in operation, Therefore, with the traveling clutch 105 connected, engine power is transmitted through the traveling clutch 105, the traveling drive shaft 118, the high speed range hydraulic clutch 134, the traveling tra.~smission shaft 121, to the travel speed changing mechanism 124, thereby enabling the tractor to travel at a desired spee~.
While the tractor runs on the road or engage in normal.
ground working, the high speed range clutch 134 is connecte~l to transmlt power as described above, If an excessive load occurs for some reason or other reducing the rotationlL
rate of the engine, then the control valve ls set for the low speed r~nge to switch from the high speed range hydraulic clutch 134 to the low speed r~nge hydraulic clllt~
135, whereupon the traveling speed is reduced by about 30 per cent by the reduction mech~ism 133 in order to avoic]
stopping o~ the eDgine, In other words, when the control ~alve is set for the low speed range, the pressure oil enters the cylinder chamber 138 and the piston 140 presses the clutch discs 146 against the support plate 1ll2 to connect the driving disc 136 to the driven member 144 ~ia the clutch discs 146 thereby establishing the operation of the low range hydraulic clutch 135. l~ccordingly the output of the traveling drive shaft 118 is transmitted by way of the driving disc 136, the clutch c~lisc 146~ the driven member 144, th~ gear 130, the gear 1Z8, the reduction shaft 125~ the gear 129, the gear 131 and to the traveling transnlission shaft 121. Since the speed is reduced b~tween the gears 130 and 128 and between the gears 129 and 131 by about 30 per cent, the tractor will slow down thereby preventing the en~ine from stopping, The control valve is returned to tlle high ~peed range when the overload on the engine is eliminatecl and its rotational rate is reeovered. The traveling speed of the tractor is very easily changed in both ways, namely for acceleration and for deceleration~ by switching the - 18 _ control val~e, In case the engiDe stops running thereby to cut oil supply from the hydraulic pump, the resilient mec~ns 149 mounted in the cylinder chamber 13~ of the low speed range hydraulic clutch 135 presses against the piston 1 40 to compress the cl.utch dlscs 146 between the piston 140 and the support plate 142 thereby placing the low speed range hydraulic clutch in operation, Therefore, when the engine stops during uphill traveling or the likep the low speed range clutch 135 will immediately operate to effect a braking action by means of the engine thereby to avoid accident, Since the resilient means 149 is mounted in the low speed range hydraulic clutch 1359 the resilient means 149 may have a small resilient force compared with the case of being mounted in the high speecl range hydraulic clutch 134, ~oreover~ since the two pistons 139 and 140 are rigidly interconnected in the a~ial direction by the spacer collars 147 and the bolts 148, the resilient means 149 also f~mctions as returD means for the high speed range hydraulic clutch 134, ~s described above, the low speed range hydraulic clutch 135 is in operative condition whenever the engine stops, Therefore1 it is possible to start the engine by towing the tractor, l`his in~ention as embodied above provides the high speed ran~e hydraulic clutch adapted to directly connect the traveling dri~e shaft to the traveling transmiss:ion shaft, ~ 19 _ and the low s~eed range hydraulic clutch adapted to connect the two shafts through the reduction mechanism, whereby switching between the high speed range and the low speed range is effected by operating the control valve select the hifrh speed range hydraulic clutch or the low speed ran,~re hydraulic clutch, and such a switching operation is a very easy~ one touch operation Thus, even when the e~gine is subjected to a frequent occurrence of excessively heavy load, its inadvertent stopping can be avoided by slowing down the tractor or switching from the high speed range to the low speed range
Claims (4)
PROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:
1. A traveling drive transmission, comprising:
a traveling drive shaft operatively connected to a speed changing mechanism;
a pair of clutch means operatively mounted between said traveling drive shaft and a main clutch having an output shaft; and a reduction gearing mechanism disposed adjacent and parallel to said pair of clutch means, whereby a speed selection is made by operating a predetermined one of said pair of clutch means through one of, a first transmission line in which drive is transmitted from said output shaft to said drive shaft without passing through said reduction gearing mechanism, and a second transmission line in which drive passes through said reduction gearing mechanism and bypasses a predetermined one of said pair of clutch means, the second transmission line providing said drive shaft with a slower speed than does said first transmission line.
a traveling drive shaft operatively connected to a speed changing mechanism;
a pair of clutch means operatively mounted between said traveling drive shaft and a main clutch having an output shaft; and a reduction gearing mechanism disposed adjacent and parallel to said pair of clutch means, whereby a speed selection is made by operating a predetermined one of said pair of clutch means through one of, a first transmission line in which drive is transmitted from said output shaft to said drive shaft without passing through said reduction gearing mechanism, and a second transmission line in which drive passes through said reduction gearing mechanism and bypasses a predetermined one of said pair of clutch means, the second transmission line providing said drive shaft with a slower speed than does said first transmission line.
2. A traveling drive transmission as claimed in Claim 1 wherein said pair of clutch means includes a hydraulic clutch mechanism mounted on said first transmission line and a one way clutch mounted on said second transmission line.
3. A traveling drive transmission as claimed in Claim 2 further comprising a further one way clutch mounted between said output shaft and said traveling drive shaft to provide a third transmission line adapted to transmit power only from said traveling drive shaft to said output shaft.
4. A traveling drive transmission as claimed in Claim 1 wherein said pair of clutch means includes a high speed range hydraulic clutch mounted on said first transmission line and a low speed range hydraulic clutch mounted on said second transmission line.
Applications Claiming Priority (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP14738079A JPS5670153A (en) | 1979-11-13 | 1979-11-13 | High-speed and low-speed change-over device for vehicle |
| JP147380/1979 | 1979-11-13 | ||
| JP66931/1980 | 1980-05-19 | ||
| JP6693180A JPS56164265A (en) | 1980-05-19 | 1980-05-19 | Transmitting device for travel of vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1156857A true CA1156857A (en) | 1983-11-15 |
Family
ID=26408137
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000362178A Expired CA1156857A (en) | 1979-11-13 | 1980-10-10 | Travelling drive transmission for a vehicle |
Country Status (8)
| Country | Link |
|---|---|
| AU (1) | AU528214B2 (en) |
| CA (1) | CA1156857A (en) |
| DE (1) | DE3042494A1 (en) |
| FR (1) | FR2469620B1 (en) |
| GB (1) | GB2063395B (en) |
| IT (1) | IT1133959B (en) |
| NZ (1) | NZ195159A (en) |
| PH (1) | PH20632A (en) |
Families Citing this family (19)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4481836A (en) * | 1982-02-12 | 1984-11-13 | Eaton Corporation | Multiple identical countershaft powershift transmission |
| JPS58188223U (en) * | 1982-05-21 | 1983-12-14 | 株式会社クボタ | Tractor transmission |
| US4637269A (en) * | 1982-07-16 | 1987-01-20 | Kubota, Ltd. | Drive apparatus |
| GB2147960B (en) * | 1983-08-01 | 1986-11-05 | Honda Motor Co Ltd | Vehicular transmission |
| JPS6069355A (en) * | 1983-09-26 | 1985-04-20 | Honda Motor Co Ltd | Control device of speed change gear with subspeed change gear for vehicle |
| US4685341A (en) * | 1985-08-02 | 1987-08-11 | Kubota, Ltd. | Power transmitting apparatus for tractor |
| EP0231069B1 (en) * | 1986-01-13 | 1991-04-03 | Ford Motor Company Limited | Creeper speed mechanism for tractor transmission |
| US4706519A (en) * | 1986-01-13 | 1987-11-17 | Ford Motor Company | Creeper speed actuator for a tractor transmission |
| AU572741B2 (en) * | 1986-03-03 | 1988-05-12 | Kubota Ltd. | Transmission for working vehicle with an overtop drive |
| JPS62209262A (en) * | 1986-03-11 | 1987-09-14 | Mitsuboshi Belting Ltd | Power shift transmission gear |
| DE3803959A1 (en) * | 1988-02-10 | 1989-08-24 | Fendt & Co Xaver | ENGINE FOR COMMERCIAL VEHICLES |
| US4882951A (en) * | 1988-03-14 | 1989-11-28 | Eaton Corporation | Auxiliary transmission input section |
| US5195400A (en) * | 1988-08-29 | 1993-03-23 | Aisin Aw Co., Ltd. | Oil channel structure in automatic transmission |
| EP0480955B1 (en) * | 1989-07-05 | 1994-11-02 | ZF FRIEDRICHSHAFEN Aktiengesellschaft | Multi-stage speed-change transmission |
| BR9008038A (en) * | 1990-08-31 | 1993-07-13 | Zahnradfabrik Friedrichshafen | GEAR FOR CHANGING TOOTH WHEELS, VARIOUS STAGES |
| GB9205163D0 (en) * | 1992-03-10 | 1992-04-22 | Massey Ferguson Mfg | Clutches |
| DE102007055790A1 (en) * | 2007-12-13 | 2009-06-18 | Zf Friedrichshafen Ag | Supply unit for wet-running clutch of gear with pump drive, has hydraulic fluid or coolant and lubricant, and clutch is arranged around external drive shaft conducted as hollow shaft |
| US12071005B2 (en) | 2019-12-19 | 2024-08-27 | Agco International Gmbh | Transmission arrangement and method for agricultural vehicle |
| US11660959B2 (en) | 2019-12-19 | 2023-05-30 | Agco International Gmbh | Method of operating an agricultural vehicle and a transmission arrangement for an agricultural vehicle |
Family Cites Families (14)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB596307A (en) * | 1945-01-11 | 1948-01-01 | Shadwell Harry Grylls | Improvements in or relating to change-speed gears |
| DE7045893U (en) * | 1972-09-28 | International Harvester Co | Primary gearbox equipped with a double clutch | |
| GB814210A (en) * | 1956-10-08 | 1959-06-03 | Auto Union Gmbh | Improvements in or relating to gear boxes for road vehicles |
| DE7134592U (en) * | 1972-04-20 | D Brown Gear Ind Ltd | Speed change gear, in particular for vehicles | |
| GB740692A (en) * | 1952-05-28 | 1955-11-16 | Self Changing Gears Ltd | Improvements in or relating to automatic change speed gears |
| GB776786A (en) * | 1953-11-30 | 1957-06-12 | Fritz Buehrer | Power transmission device for tractors and other automotive vehicles having a power take-off shaft |
| FR1113954A (en) * | 1954-11-05 | 1956-04-06 | Thomson Houston Comp Francaise | Improved gearbox, usable, in particular, for washing and spin-drying machines |
| GB883353A (en) * | 1958-02-25 | 1961-11-29 | Allis Chalmers Mfg Co | Improved change-speed gearing power transmission mechanism |
| GB927105A (en) * | 1960-11-29 | 1963-05-29 | Whirlpool Co | Improvements in or relating to washing machines |
| DE1550818A1 (en) * | 1966-09-03 | 1969-07-10 | Kramerwerke Gmbh | Multi-step transmission, preferably for driving tractors |
| GB1163821A (en) * | 1967-01-20 | 1969-09-10 | Hunslet Holdings Ltd | Variable Speed Power Transmision System |
| GB1241744A (en) * | 1969-01-13 | 1971-08-04 | Steyr Daimler Puch Ag | A transmission for agricultural tractors |
| DE1951428A1 (en) * | 1969-10-11 | 1971-04-22 | Kloeckner Humboldt Deutz Ag | Method and device for switching a multi-stage gear change transmission |
| JPS4968104A (en) * | 1972-11-09 | 1974-07-02 |
-
1980
- 1980-10-03 AU AU62954/80A patent/AU528214B2/en not_active Ceased
- 1980-10-06 NZ NZ195159A patent/NZ195159A/en unknown
- 1980-10-10 CA CA000362178A patent/CA1156857A/en not_active Expired
- 1980-10-13 GB GB8032965A patent/GB2063395B/en not_active Expired
- 1980-10-13 PH PH24715A patent/PH20632A/en unknown
- 1980-10-20 IT IT25467/80A patent/IT1133959B/en active
- 1980-10-28 FR FR8023054A patent/FR2469620B1/en not_active Expired
- 1980-11-11 DE DE19803042494 patent/DE3042494A1/en not_active Ceased
Also Published As
| Publication number | Publication date |
|---|---|
| PH20632A (en) | 1987-03-16 |
| NZ195159A (en) | 1984-12-14 |
| AU6295480A (en) | 1981-06-04 |
| IT1133959B (en) | 1986-07-24 |
| IT8025467A0 (en) | 1980-10-20 |
| FR2469620A1 (en) | 1981-05-22 |
| GB2063395B (en) | 1984-05-16 |
| GB2063395A (en) | 1981-06-03 |
| DE3042494A1 (en) | 1981-06-04 |
| FR2469620B1 (en) | 1986-01-24 |
| AU528214B2 (en) | 1983-04-21 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| MKEX | Expiry |