JPH0659798B2 - Hydraulic clutch device for traveling of work vehicle - Google Patents
Hydraulic clutch device for traveling of work vehicleInfo
- Publication number
- JPH0659798B2 JPH0659798B2 JP62314859A JP31485987A JPH0659798B2 JP H0659798 B2 JPH0659798 B2 JP H0659798B2 JP 62314859 A JP62314859 A JP 62314859A JP 31485987 A JP31485987 A JP 31485987A JP H0659798 B2 JPH0659798 B2 JP H0659798B2
- Authority
- JP
- Japan
- Prior art keywords
- hydraulic
- traveling
- clutch
- hydraulic clutch
- acceleration
- 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 - Fee Related
Links
Description
【発明の詳細な説明】 〔産業上の利用分野〕 本発明は、摩擦型の油圧クラッチを備えた作業車の走行
用油圧クラッチ装置において、油圧クラッチの入り状態
への操作時におけるショックを低減するための技術に関
する。The present invention relates to a traveling hydraulic clutch device for a work vehicle equipped with a friction type hydraulic clutch, which reduces a shock when operating the hydraulic clutch in an engaged state. For technology.
前述のような作業車の走行用油圧クラッチ装置の一例
が、特開昭61-202932号公報に開示されている。An example of the hydraulic clutch device for traveling of a work vehicle as described above is disclosed in Japanese Patent Laid-Open No. 61-202932.
この構造では、走行用のクラッチを入り状態側に操作し
始めてクラッチが半クラッチ状態となり、エンジンの回
転数が低下して車体速度が上昇し始めると、クラッチの
摩擦板をこのときの位置に保持してこの状態を継続す
る。そして、エンジンの回転数と車体速度とが対応する
と、クラッチの摩擦板を入り状態側に押圧してクラッチ
を入り状態に操作するように構成している。With this structure, when the clutch for driving starts to be operated to the engaged state, the clutch becomes a half-clutch state, and when the engine speed decreases and the vehicle speed starts to increase, the friction plate of the clutch is held at this position. And this state is continued. When the engine speed corresponds to the vehicle body speed, the friction plate of the clutch is pressed toward the engaged state to operate the clutch in the engaged state.
前述の構造では、エンジンの回転数が低下して車体速度
が上昇し始めるとクラッチの摩擦板をこのときの位置に
保持しているだけである。In the above-described structure, when the engine speed decreases and the vehicle body speed starts to increase, the friction plate of the clutch is only held at this position.
これにより、例えば下り坂でこのような操作を行うと、
車体速度が急上昇しながらエンジンの回転数に対応し
て、クラッチの摩擦板を入り状態側に押圧する状態とな
るので、ショックが発生し易い。逆に、例えば上り坂で
このような操作を行うと車体速度は急上昇しないが、エ
ンジンの回転数が急低下して車体速度に対応して、クラ
ッチの摩擦板を入り状態側に押圧する状態となるので、
ショックが発生し易い。As a result, for example, when performing such an operation on a downhill,
Since the friction plate of the clutch is pressed toward the engaged state in response to the engine speed while the vehicle speed rapidly increases, a shock is likely to occur. Conversely, for example, when such an operation is performed on an uphill, the vehicle speed does not suddenly increase, but the engine rotational speed suddenly decreases and the friction plate of the clutch is pressed toward the engaged state according to the vehicle speed. So
Shock is likely to occur.
本発明は作業者の走行用油圧クラッチ装置において、シ
ョック少なく滑らかに油圧クラッチを入り状態に操作で
きるように構成することを目的としている。It is an object of the present invention to configure an operator's hydraulic clutch device for traveling so that the hydraulic clutch can be smoothly operated with less shock.
本発明は以上のような作業車の走行用油圧クラッチ装置
において、次のように構成することにある。The present invention is configured as follows in the hydraulic clutch device for traveling of a work vehicle as described above.
走行系に介装された摩擦型の油圧クラッチと、油圧クラ
ッチに供給する作動油の圧力を調節する弁機構と、走行
系における油圧クラッチの下手側で、走行用の駆動輪体
に一体回動自在に連結される部分の加速度を検出する計
測手段とを設けると共に、 油圧クラッチの入り操作指令に基づいて、油圧クラッチ
に所定の高圧の作動油が設定時間の間だけ供給され、作
動油の圧力が再び下降操作されるように、弁機構を操作
する第１制御手段と、 第１制御手段により作動油の圧力が下降操作された状態
において、計測手段により検出される増速方向への加速
度が所定値に略維持されるように、弁機構を操作して油
圧クラッチへの作動油の圧力を制御する第２制御手段を
設けてある。A friction-type hydraulic clutch interposed in the traveling system, a valve mechanism that adjusts the pressure of hydraulic oil supplied to the hydraulic clutch, and a lower side of the hydraulic clutch in the traveling system that rotates integrally with the drive wheel for traveling. In addition to providing measuring means to detect the acceleration of the freely connected parts, hydraulic oil of a predetermined high pressure is supplied to the hydraulic clutch for a set time based on the hydraulic clutch on / off command, and the pressure of the hydraulic oil is In the state where the pressure of the hydraulic oil is lowered by the first control means for operating the valve mechanism so that the valve is lowered again, the acceleration in the acceleration direction detected by the measuring means is increased. There is provided a second control means for controlling the pressure of the hydraulic oil to the hydraulic clutch by operating the valve mechanism so that the value is substantially maintained at a predetermined value.
（ｉ） 本発明のように構成すると例えば第４図(イ)(ロ)(ハ)に示
すように、油圧クラッチの入り操作指令が発っせられる
と、比較的高圧の作動油が油圧クラッチに設定時間(T1)
の間だけ供給され、設定時間(T1)が経過すると油圧クラ
ッチへの作動油の圧力が下降操作される。(I) When configured as in the present invention, as shown in, for example, FIGS. 4 (a), (b) and (c), when a hydraulic clutch on / off operation command is issued, relatively high pressure hydraulic oil is transferred to the hydraulic clutch. Set time (T 1 )
It is supplied only during the period, and when the set time (T 1 ) has elapsed, the pressure of the hydraulic oil to the hydraulic clutch is lowered.
以上のように、比較的高圧の作動油を油圧クラッチに設
定時間(T1)の間だけ供給することにより、油圧クラッチ
において互いに離れている摩擦板の間隔を素早く狭める
ことができるのであり、摩擦板の間隔を予め狭めておく
ことで、油圧クラッチの入り状態への操作に要する時間
を短縮することができる。As described above, by supplying relatively high-pressure hydraulic oil to the hydraulic clutch for the set time (T 1 ), it is possible to quickly reduce the distance between the friction plates that are separated from each other in the hydraulic clutch. By narrowing the space between the plates in advance, the time required to operate the hydraulic clutch in the engaged state can be shortened.
（ii） その後に例えば第４図(イ)(ロ)(ハ)に示すように、計測手
段により車体の加速度を検出して、車体の増速方向への
加速度が所定値に略維持されるように、油圧クラッチへ
の作動油の圧力が弁機構により増圧、維持及び減圧操作
される。(Ii) After that, as shown in, for example, FIGS. 4 (a), (b), and (c), the acceleration of the vehicle body is detected by the measuring means, and the acceleration in the acceleration direction of the vehicle body is substantially maintained at a predetermined value. As described above, the pressure of the hydraulic oil to the hydraulic clutch is increased, maintained, and depressurized by the valve mechanism.
これにより下り坂や上り坂等に関係なく、車体の増速方
向への加速度が一定（所定値）に維持されるので、車体
速度が常に一定の加速状態で油圧クラッチが入り状態に
操作されることになり、油圧クラッチをショック少なく
入り状態に操作できる。As a result, the acceleration in the acceleration direction of the vehicle body is maintained at a constant value (predetermined value) regardless of whether the vehicle is going downhill or uphill. As a result, the hydraulic clutch can be operated in the engaged state with less shock.
以上のように、車体速度が常に一定の加速状態におい
て、油圧クラッチをショック少なく入り状態に操作する
ことができるようになり、作業車の乗り心地を向上させ
ることができた。As described above, it is possible to operate the hydraulic clutch in the engaged state with less shock in the acceleration state where the vehicle body speed is always constant, and it is possible to improve the riding comfort of the work vehicle.
そして、予め油圧クラッチの摩擦板の間隔を狭めてから
油圧クラッチへの作動油の圧力の制御を開始することに
より、油圧クラッチの入り状態への操作に要する時間を
短縮することができるようになり、作業車の変速性能も
向上させることができた。Then, by narrowing the gap between the friction plates of the hydraulic clutch in advance and then starting the control of the pressure of the hydraulic oil to the hydraulic clutch, the time required to operate the hydraulic clutch in the engaged state can be shortened. , The shift performance of the work vehicle was also improved.
以下、本発明の実施例を図面に基づいて説明する。 Embodiments of the present invention will be described below with reference to the drawings.
第２図に示すようにエンジン(1)からの動力が伝えられ
る走行クラッチ(2)、及び外部クラッチ(3)が設けられて
おり、走行クラッチ(2)からの動力は走行系に対する筒
状の入力軸(4)に伝えられ、外部クラッチ(3)からの動力
は外部動力軸(5)を駆動するための入力軸(4)に内嵌する
伝動軸(6)に伝えられる。入力軸(4)にはキー(7)を介し
てクラッチケース(8)が外嵌固定され、出力ギヤ(9)が遊
転状態で外嵌されており、入力軸(4)と同軸芯に配置さ
れた筒状の中間軸(10)に入力ギヤ(11)が固定されてい
る。As shown in FIG. 2, a traveling clutch (2) to which power from the engine (1) is transmitted and an external clutch (3) are provided, and the power from the traveling clutch (2) is a tubular shape for the traveling system. The power from the external clutch (3) is transmitted to the input shaft (4), and is transmitted to the transmission shaft (6) fitted inside the input shaft (4) for driving the external power shaft (5). The clutch case (8) is externally fitted and fixed to the input shaft (4) via the key (7), and the output gear (9) is externally fitted to the input shaft (4) so as to be coaxial with the input shaft (4). The input gear (11) is fixed to the cylindrical intermediate shaft (10) arranged.
出力ギヤ(9)と入力ギヤ(11)との間にアイドルギヤ(12)
及び２つのギヤ(13),(14)で構成される後進用のギヤ伝
動系が形成され、クラッチケース(8)に入力軸(4)からの
動力を出力ギヤ(9)に伝える後進用の油圧クラッチ
(C1)、及び入力軸(4)からの動力を入力ギヤ(11)に直接
伝える前進用の油圧クラッチ(C2)が収められている。後
進用及び前進用の油圧クラッチ(C1),(C2)は、多数の摩
擦板(15),(16)と油圧ピストン(17),(18)を備えて構成さ
れ、作動油の供給によって入り状態に操作できるように
構成されている。Idle gear (12) between output gear (9) and input gear (11)
And a reverse gear transmission system composed of two gears (13) and (14) is formed, and the reverse gear transmission system for transmitting the power from the input shaft (4) to the output gear (9) is transmitted to the clutch case (8). Hydraulic clutch
(C 1 ) and a forward hydraulic clutch (C 2 ) for directly transmitting the power from the input shaft (4) to the input gear (11) are housed. The reverse and forward hydraulic clutches (C 1 ) and (C 2 ) are equipped with a number of friction plates (15) and (16) and hydraulic pistons (17) and (18) to supply hydraulic oil. It is configured so that it can be operated in a closed state.
中間軸(10)からの動力が変速装置(19)を介して車輪(20)
（走行用の駆動輪体に相当）に伝えられるようにして、
走行系が形成されている。この走行系は農用トラクタに
備えられるように構成されており、この走行系の変速系
では、油圧クラッチ(C1),(C2)の動作による変速時にで
きるだけショックを発生させないように、油圧クラッチ
(C1),(C2)への作動油の圧力を制御する制御系が備えら
れている。Power from the intermediate shaft (10) is passed through the transmission (19) to the wheels (20).
(Equivalent to a driving wheel for traveling)
A traveling system is formed. This traveling system is configured to be installed in an agricultural tractor, and in the transmission system of this traveling system, the hydraulic clutch (C 1 ), (C 2 )
A control system for controlling the pressure of the hydraulic oil to (C 1 ) and (C 2 ) is provided.
次に、この制御系について説明する。第１図に示すよう
に油圧ポンプ(21)からの作動油が前後進切換弁(22)に送
られ、前後進切換弁(22)から油圧クラッチ(C1),(C2)に
作動油を送る油路(23),(24)の各々に、電磁比例減圧弁
(V1),(V2)（弁機構に相当）が設けられている。電磁比
例減圧弁(V1),(V2)はマイクロプロセッサ（図示せず）
を内装する制御装置(25)からの操作信号で操作され、制
御装置(25)は前後進切換弁(22)の操作位置を検出する切
換スイッチ(26)、及び車輪(20)の回転から走行系の加速
度を検出するセンサ(S)（走行系における油圧クラッチ
(C1),(C2)の下手側で、車輪(20)に一体回転自在に連結
される部分の加速度を検出する計測手段に相当）からの
信号が入力されるように構成されている。制御装置(25)
は第３図のフローチャートに従って作動するようにプロ
グラムが設定されている。Next, this control system will be described. As shown in Fig. 1, the hydraulic oil from the hydraulic pump (21) is sent to the forward / reverse switching valve (22), and the hydraulic oil is transferred from the forward / reverse switching valve (22) to the hydraulic clutches (C 1 ) and (C 2 ). To the oil passages (23) and (24)
(V 1 ) and (V 2 ) (corresponding to the valve mechanism) are provided. The electromagnetic proportional pressure reducing valves (V 1 ) and (V 2 ) are microprocessors (not shown).
It is operated by an operation signal from a control device (25) that is equipped with the inside, and the control device (25) runs from the rotation of the changeover switch (26) and the wheel (20) that detects the operating position of the forward / reverse changeover valve (22). Sensor for detecting system acceleration (S) (hydraulic clutch in running system
It is configured to receive a signal from (C 1 ), (C 2 ) lower hand side (corresponding to a measuring means for detecting the acceleration of a portion integrally rotatably connected to the wheel (20)). . Controller (25)
The program is set to operate according to the flowchart of FIG.
次に、第３図のフローチャートに基づいて制御装置(25)
の動作を説明する。Next, based on the flowchart of FIG. 3, the control device (25)
The operation of will be described.
切換スイッチ(26)からの信号に基づいて前後進切換弁(2
2)が前進側又は後進側に操作されたことを検出すると
（＃１，＃２ステップ）（入り操作指令に相当）、第４
図(イ)に示すように作動油の供給側の電磁比例減圧弁
(V1),(V2)に、比較的高い電流値(Imax)の操作信号を時
間(T1)（設定時間に相当）の間だけ供給し（＃３ステッ
プ）、次に時間(T1)が経過すると電流値(Imin)の操作信
号まで下降させる（＃４ステップ）（第１制御手段(A)
に相当）。Based on the signal from the selector switch (26), the forward / reverse selector valve (2
When it is detected that 2) is operated to the forward side or the reverse side (steps # 1 and # 2) (corresponding to the input operation command), the fourth
As shown in Figure (a), the solenoid proportional pressure reducing valve on the hydraulic oil supply side
To (V 1 ), (V 2 ), supply an operation signal with a relatively high current value (Imax) for the time (T 1 ) (corresponding to the set time) (# 3 step), and then for the time (T When 1 ) has passed, the current value (Imin) is lowered to the operation signal (# 4 step) (first control means (A)).
Equivalent to).
このように、電磁比例減圧弁(V1),(V2)は供給される操
作信号（電流値）に対応して作動油の圧力を増減操作す
るように構成されている。前述のように比較的高い電流
値(Imax)の操作信号を時間(T1)の間だけ供給する理由
は、油圧クラッチ(C1),(C2)の摩擦板(15),(16)の間隔を
予め素早く狭めておくことで、油圧クラッチ(C1),(C2)
の入り状態への操作に要する時間を短縮するためであ
る。As described above, the electromagnetic proportional pressure reducing valves (V 1 ) and (V 2 ) are configured to increase or decrease the pressure of the hydraulic oil in accordance with the supplied operation signal (current value). As described above, the reason for supplying the operation signal of relatively high current value (Imax) only for the time (T 1 ) is that the friction plates (15), (16) of the hydraulic clutches (C 1 ), (C 2 ) are used. The hydraulic clutches (C 1 ), (C 2 )
This is for shortening the time required for the operation to enter the ON state.
この後に第４図(イ)(ロ)(ハ)に示すように、所定比率で操
作信号の電流値を上昇操作して（＃５ステップ）、セン
サ(S)からの信号に基づき加速度(X1)を入力する（＃６
ステップ）。そして、所定値（α）と加速度(X1)とを比
較することにより（＃７，＃８ステップ）、油圧クラッ
チ(C1),(C2)が半クラッチ状態に達して車体速度の加速
が開始されたかどうかを判別して、＃７，＃８ステップ
で車体速度の加速を認めると操作信号の上昇操作を停止
する（＃９ステップ）。After this, as shown in FIGS. 4 (a), (b), and (c), the current value of the operation signal is increased at a predetermined ratio (step # 5), and the acceleration (X Enter 1 ) (# 6
Step). Then, by comparing the predetermined value (α) with the acceleration (X 1 ) (steps # 7 and # 8), the hydraulic clutches (C 1 ) and (C 2 ) reach the half-clutch state and the vehicle body speed is accelerated. If the acceleration of the vehicle body speed is recognized in steps # 7 and # 8, the operation of raising the operation signal is stopped (step # 9).
次にタイマを作動させて（＃10ステップ）、センサ(S)
からの信号に基づき加速度(X2)を入力する（＃11ステッ
プ）。そして、所定値（α）と加速度(X2)とを比較した
結果から（＃１２，＃１３ステップ）、車体の加速度(X
2)が所定値（α）に維持されるように、油圧クラッチ(C
1),(C2)への作動油の圧力を電磁比例減圧弁(V1),(V2)に
より増圧、維持及び減圧するように構成している（＃1
4，＃15，＃16ステップ）（第２制御手段(B)に相当）。Next, activate the timer (# 10 step) and set the sensor (S)
Input the acceleration (X 2 ) based on the signal from (# 11 step). Then, from the result of comparing the predetermined value (α) with the acceleration (X 2 ) (steps # 12 and # 13), the acceleration (X
2 ) so that the hydraulic clutch (C
1 ), (C 2 ) The hydraulic oil pressure is increased, maintained and reduced by the electromagnetic proportional pressure reducing valves (V 1 ) and (V 2 ) (# 1
4, # 15, # 16 steps) (corresponding to the second control means (B)).
そして、前述の＃10〜＃16ステップによる制御が予め定
められた時間(T2)だけ継続されると、電流値(Imax)の操
作信号まで所定比率で上昇操作して、油圧クラッチ
(C1),(C2)を完全な入り状態に操作する（＃17，＃18ス
テップ）。センサ(S)は、車輪(20)の駆動軸(20a)に取付
けたギヤ(27)の回転ピックアップ型のコイル(28)で検出
するように構成されている。Then, when the control in steps # 10 to # 16 described above is continued for a predetermined time (T 2 ), the hydraulic clutch is raised at a predetermined ratio up to the operation signal of the current value (Imax).
Operate (C 1 ) and (C 2 ) so that they are completely in the on state (steps # 17 and # 18). The sensor (S) is configured to detect with a rotary pickup coil (28) of a gear (27) attached to a drive shaft (20a) of a wheel (20).
本発明は前述の実施例以外に、例えば多段に構成した変
速系に適用しても良く、運搬車に備えたりしても良い。
第１及び第２制御手段(A),(B)はコンパレータや論理ゲ
ート等を組合わせてハード的に構成しても良い。The present invention may be applied to, for example, a multi-speed transmission system other than the above-described embodiments, and may be provided in a transport vehicle.
The first and second control means (A) and (B) may be configured by hardware by combining a comparator, a logic gate and the like.
尚、特許請求の範囲の項に図面との対照を便利にするた
めに符号を記すが、該記入により本発明は添付図面の構
成に限定されるものではない。It should be noted that reference numerals are added to the claims for convenience of comparison with the drawings, but the present invention is not limited to the configurations of the accompanying drawings by the entry.
図面は本発明に係る作業車の走行用油圧クラッチ装置の
実施例を示し、第１図は制御系のブロック図、第２図は
伝動系の概略図、第３図は制御装置の動作を表すフロー
チャート、第４図(イ)は走行開始時における電磁比例減
圧弁への操作信号（電流値）のグラフ、第４図(ロ)は走
行開始時における車体速度を表すグラフ、第４図(ハ)は
走行開始時における車体の加速度を表すグラフである。 (20)……走行用の駆動輪体、(C1),(C2)……油圧クラッ
チ、(S)……計測手段、(A)……第１制御手段、(B)……
第２制御手段、(V1),(V2)……弁機構、(T1)……設定時
間、（α）……所定値、(X2)……加速度。The drawings show an embodiment of a hydraulic clutch device for traveling of a work vehicle according to the present invention. Fig. 1 is a block diagram of a control system, Fig. 2 is a schematic diagram of a transmission system, and Fig. 3 shows an operation of the control device. A flow chart, FIG. 4 (a) is a graph of the operation signal (current value) to the electromagnetic proportional pressure reducing valve at the start of running, FIG. 4 (b) is a graph showing the vehicle speed at the start of running, and FIG. ) Is a graph showing the acceleration of the vehicle body at the start of traveling. (20) …… Drive wheel for traveling, (C 1 ), (C 2 ) …… Hydraulic clutch, (S) …… Measuring means, (A) …… First control means, (B) ……
Second control means, (V 1 ), (V 2 ) ... Valve mechanism, (T 1 ) ... Set time, (α) ... Predetermined value, (X 2 ) ... Acceleration.
Claims (1)
(C1),(C2)と、前記油圧クラッチ(C1),(C2)に供給する作
動油の圧力を調節する弁機構(V1),(V2)と、前記走行系
における前記油圧クラッチ(C1),(C2)の下手側で、走行
用の駆動輪体(20)に一体回動自在に連結される部分の加
速度(X2)を検出する計測手段(S)とを設けると共に、 前記油圧クラッチ(C1),(C2)の入り操作指令に基づい
て、前記油圧クラッチ(C1),(C2)に所定の高圧の作動油
が設定時間(T1)の間だけ供給され、前記作動油の圧力が
再び下降操作されるように、前記弁機構(V1),(V2)を操
作する第１制御手段(A)と、 前記第１制御手段(A)により作動油の圧力が下降操作さ
れた状態において、前記計測手段(S)により検出される
増速方向への加速度(X2)が所定値（α）に略維持される
ように、前記弁機構(V1),(V2)を操作して前記油圧クラ
ッチ(C1),(C2)への作動油の圧力を制御する第２制御手
段(B)を設けてある作業車の走行用油圧クラッチ装置。1. A friction type hydraulic clutch interposed in a traveling system.
(C 1 ), (C 2 ), a valve mechanism (V 1 ), (V 2 ) for adjusting the pressure of hydraulic oil supplied to the hydraulic clutches (C 1 ), (C 2 ), and in the traveling system. On the lower side of the hydraulic clutches (C 1 ) and (C 2 ), a measuring means (S) for detecting the acceleration (X 2 ) of the portion integrally rotatably connected to the driving wheel body (20) for traveling. preparative provided with a, the hydraulic clutch (C 1), based on the entered operation command (C 2), the hydraulic clutch (C 1), (C 2 ) to a predetermined high pressure hydraulic fluid set time (T 1 ), The first control means (A) for operating the valve mechanisms (V 1 ) and (V 2 ) so that the pressure of the hydraulic oil is again lowered, and the first control means. In the state where the pressure of the hydraulic oil is lowered by (A), the acceleration in the acceleration direction (X 2 ) detected by the measuring means (S) is substantially maintained at a predetermined value (α), By operating the valve mechanisms (V 1 ) and (V 2 ), the hydraulic clutches (C 1 ) and (C 2 ) Is a hydraulic clutch device for traveling of a work vehicle, which is provided with a second control means (B) for controlling the pressure of hydraulic oil to the vehicle.
Priority Applications (5)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP62314859A JPH0659798B2 (en) | 1987-12-11 | 1987-12-11 | Hydraulic clutch device for traveling of work vehicle |
| US07/280,690 US4924983A (en) | 1987-12-10 | 1988-12-06 | Propelling clutch apparatus for a working vehicle |
| ES8803743A ES2012890A6 (en) | 1987-12-10 | 1988-12-09 | Propelling clutch apparatus for a working vehicle |
| GB8828776A GB2213550B (en) | 1987-12-10 | 1988-12-09 | Propelling clutch apparatus for a working vehicle |
| FR8816258A FR2625953B1 (en) | 1987-12-10 | 1988-12-09 | PROPULSION CLUTCH APPARATUS |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP62314859A JPH0659798B2 (en) | 1987-12-11 | 1987-12-11 | Hydraulic clutch device for traveling of work vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH01156145A JPH01156145A (en) | 1989-06-19 |
| JPH0659798B2 true JPH0659798B2 (en) | 1994-08-10 |
Family
ID=18058477
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP62314859A Expired - Fee Related JPH0659798B2 (en) | 1987-12-10 | 1987-12-11 | Hydraulic clutch device for traveling of work vehicle |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0659798B2 (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP3351823B2 (en) * | 1992-09-10 | 2002-12-03 | 株式会社小松製作所 | Shift control method and device |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0623028B2 (en) * | 1985-03-05 | 1994-03-30 | 自動車機器株式会社 | Automatic clutch control device |
-
1987
- 1987-12-11 JP JP62314859A patent/JPH0659798B2/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| JPH01156145A (en) | 1989-06-19 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| LAPS | Cancellation because of no payment of annual fees |