NZ626298B - Tractor - Google Patents
TractorInfo
- Publication number
- NZ626298B NZ626298B NZ626298A NZ62629814A NZ626298B NZ 626298 B NZ626298 B NZ 626298B NZ 626298 A NZ626298 A NZ 626298A NZ 62629814 A NZ62629814 A NZ 62629814A NZ 626298 B NZ626298 B NZ 626298B
- Authority
- NZ
- New Zealand
- Prior art keywords
- speed
- clutch
- pressure
- case
- changing
- Prior art date
Links
- 230000005540 biological transmission Effects 0.000 claims abstract description 92
- 230000001429 stepping Effects 0.000 claims abstract description 47
- 230000001264 neutralization Effects 0.000 claims abstract description 11
- 238000001514 detection method Methods 0.000 claims description 2
- 238000010586 diagram Methods 0.000 description 8
- 229910004682 ON-OFF Inorganic materials 0.000 description 7
- 239000004973 liquid crystal related substance Substances 0.000 description 4
- 238000005461 lubrication Methods 0.000 description 4
- 238000006073 displacement reaction Methods 0.000 description 3
- 230000001133 acceleration Effects 0.000 description 2
- 239000007788 liquid Substances 0.000 description 2
- 238000005192 partition Methods 0.000 description 2
- 230000003111 delayed Effects 0.000 description 1
- 230000002441 reversible Effects 0.000 description 1
- 230000035939 shock Effects 0.000 description 1
- 230000002459 sustained Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
- B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
- B60T1/06—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels acting otherwise than on tread, e.g. employing rim, drum, disc, or transmission or on double wheels
- B60T1/062—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels acting otherwise than on tread, e.g. employing rim, drum, disc, or transmission or on double wheels acting on transmission parts
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/66—Electrical control in fluid-pressure brake systems
- B60T13/662—Electrical control in fluid-pressure brake systems characterised by specified functions of the control system components
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T7/00—Brake-action initiating means
- B60T7/02—Brake-action initiating means for personal initiation
- B60T7/04—Brake-action initiating means for personal initiation foot actuated
- B60T7/042—Brake-action initiating means for personal initiation foot actuated by electrical means, e.g. using travel or force sensors
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T7/00—Brake-action initiating means
- B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
-
- 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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D67/00—Combinations of couplings and brakes; Combinations of clutches and brakes
- F16D67/02—Clutch-brake combinations
- F16D67/06—Clutch-brake combinations electromagnetically actuated
-
- 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
- F16H2037/049—Forward-reverse units with forward and reverse gears for achieving multiple forward and reverse gears, e.g. for working machines
-
- 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
- F16H61/02—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 characterised by the signals used
- F16H61/0202—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 characterised by the signals used the signals being electric
- F16H61/0204—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 characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
- F16H61/0246—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 characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by initiating reverse gearshift
Abstract
tractor, including: an engine; a forward/backward movement clutch which is provided on a motive power transmission route from the engine to one or more traveling apparatuses, and is configured to carry out changes among forward movement, backward movement and neutral; one or more brake pedals; and a control unit which is configured to allow, in association with stepping manipulation of the one or more brake pedals, one or more brakes to operate on the one or more traveling apparatuses and allow operating pressure of the forward/backward movement clutch to lower. a control unit which is configured to allow, in association with stepping manipulation of the one or more brake pedals, one or more brakes to operate on the one or more traveling apparatuses and allow operating pressure of the forward/backward movement clutch to lower.
Description
SPECIFICATION
TITLE OF THE INVENTION
TRACTOR
BACKGROUND OF THE INVENTION
Field of the Invention
The present invention relates to a tractor which
is an agricultural machine and, particularly,
relates to a braking controlling apparatus in the
tractor.
Related art of the Invention
In a tractor, for transmitting motive power of
the engine to traveling apparatuses such as front
wheels, rear wheels and the like, inside the motive
power transmission apparatus plural clutches, speed-
changing apparatuses and the like are provided. In
the machine body an accelerator pedal, brake pedals
and a clutch pedal are provided. It is ordinary that
on the occasion of traveling stopping, the brakes
are allowed to be effective with the brake pedals
stepped on and the clutch is allowed to be off with
the clutch pedal stepped on. However, during
traveling with traveling and stopping frequently
performed, since it is bothersome to frequently
perform off manipulation of the clutch and brake
manipulation, performed are that the clutch is
allowed to be automatically off only with brake
manipulation so that the machine body is allowed to
stop, and that the clutch is allowed to be
automatically in the on state only with the brake
pedals opened and the brakes released so that
traveling is enabled to be performed.
For example, in the braking controlling
apparatus of the working vehicle according to
Japanese Patent Application Publication No. 2012-
116301, a configuration is disclosed in which in
association with stepping manipulation of the brake
pedals the motive power transmission clutch of the
motive power transmission apparatus is allowed to
automatically carry out off operation so as to allow
vehicle stopping to be carried out for the machine
body.
SUMMARY OF THE INVENTION
In the said braking controlling apparatus of the
working vehicle, since the joining pressure of the
oil hydraulic multiple disc clutch is allowed to be
zero on the occasion when, in association with
stepping of the brake pedals, an off action of the
oil hydraulic multiple disc clutch is automatically
performed, the joining response of the oil hydraulic
multiple disc clutch is bad when the machine body is
next allowed to launch, and there is a problematic
point that the launching is delayed.
Hereupon, in the present invention, a tractor is
furnished which is capable of smoothly performing
the traveling and stopping with manipulation of one
or more brakes.
The 1 aspect of the present invention is a
tractor, comprising:
an engine (5);
a forward/backward movement clutch (48) which is
provided on a motive power transmission route from
the engine (5) to one or more traveling apparatuses
(3), and is configured to carry out changes among
forward movement, backward movement and neutral;
one or more brake pedals (19L, 19R); and
a control unit (120) which is configured to
allow, in association with stepping manipulation of
the one or more brake pedals (19L, 19R), one or more
brakes (135) to operate on the one or more traveling
apparatuses (3) and allow operating-pressure of the
forward/backward movement clutch (48) to lower.
The 2 aspect of the present invention is a
tractor according to the 1 aspect of the present
invention, comprising one or more sensors (123L,
123R) which are configured to detect the stepping
manipulation of the one or more brake pedals (19L,
19R), wherein
the control unit (120) is configured to allow,
in response to detection result of the one or more
sensors (123L, 123R), the one or more brakes (135)
to operate on the one or more traveling apparatuses
(3) and allow the operating-pressure of the
forward/backward movement clutch (48) to lower.
The 3 aspect of the present invention is a
tractor according to the 2 aspect of the present
invention, wherein
when a machine body is in a traveling stopping
state, the forward/backward movement clutch (48) is
held with operating-pressure of a predetermined low
pressure.
aspect of the present invention is a
The 4
tractor according to the 3 aspect of the present
invention, wherein
the operating-pressure of the predetermined low
pressure is set higher, as a speed-changing position
of an auxiliary speed-changing lever (15) is at a
higher speed position.
The 5 aspect of the present invention is a
tractor according to the 4 aspect of the present
invention, wherein
on an occasion when the stepping manipulation of
the one or more brake pedals (19L, 19R) is released,
the operating-pressure of the forward/backward
movement clutch (48) is restored to total pressure.
The 6 aspect of the present invention is a
tractor according to the 5 aspect of the present
invention, wherein
a pressure raising rate of restoring the
operating-pressure of the forward/backward movement
clutch (48) to the total pressure is set higher, as
the speed-changing position of the auxiliary speed-
changing lever (15) is at a higher speed position.
The 7 aspect of the present invention is a
tractor according to the 6 aspect of the present
invention, wherein
in case, after the stepping manipulation of the
one or more brake pedals (19L, 19R) is released,
stepping manipulation of an accelerator pedal (18)
is performed, then the operating-pressure of the
forward/backward movement clutch (48) is restored to
the total pressure with a pressure raising rate
which is higher than the pressure raising rate on
the occasion when, after the stepping manipulation
of the one or more brake pedals (19L, 19R) is
released, the stepping manipulation of the
accelerator pedal (18) is not performed.
In the 1 aspect of the present invention, in
case stepping manipulation of the brake pedals 19L
and 19R is carried out, then the operating-pressure
is allowed to lower with the forward/backward
movement clutch 48 not allowed to be completely off.
And, the one or more brakes 135 operate on the one
or more traveling apparatuses.
Like this, since the operating-pressure is
allowed to lower with the forward/backward movement
clutch 48 not allowed to be completely off, in a
case where traveling is started from a stopping
state, since the forward/backward movement clutch 48
promptly joins completely, smooth launching can be
carried out.
In the 2 aspect of the present invention, since
the sensors 123L and 123R are utilized, smooth
launching can be securely carried out.
In the 3 aspect of the present invention, in
case stepping manipulation of the brake pedals 19L
and 19R is carried out, then the operating-pressure
is allowed to lower with the forward/backward
movement clutch 48 not allowed to be completely off
and the pressure is held with a low pressure. And,
the one or more brakes 135 operate on the one or
more traveling apparatuses.
Like this, since a low pressure is operating on
the forward/backward movement clutch 48 even in case
the machine body is stopping, in a case where
traveling is started from a stopping state, since
the forward/backward movement clutch 48 promptly
joins completely, smoother launching can be carried
out.
In the 4 aspect of the present invention, since,
as the speed-changing position of the auxiliary
speed-changing lever 15 is at a higher speed
position, the operating-pressure of the
predetermined low pressure is set higher, the target
speed becomes able to be attained faster even in
case the speed being a target is a higher speed.
In the 5 aspect of the present invention, since
the operating-pressure of the forward/backward
movement clutch 48 is restored to the total pressure
on the occasion when the stepping manipulation of
the brake pedals 19L and 19R is released, the target
speed becomes able to be securely attained.
In the 6 aspect of the present invention, since
the pressure raising rate of restoring, on the
occasion when the stepping manipulation of the brake
pedals 19L and 19R is released, the operating-
pressure of the forward/backward movement clutch 48
to the total pressure is set higher as the speed-
changing position of the auxiliary speed-changing
lever 15 is at a higher speed position, the target
speed becomes able to be attained faster even in
case the speed being a target is a higher speed.
In the 7 aspect of the present invention, since
in case, after the stepping manipulation of the
brake pedals 19L and 19R is released, stepping
manipulation of the accelerator pedal 18 is
performed, then the operating-pressure of the
forward/backward movement clutch 48 is restored to
the total pressure with a pressure raising rate
which is higher than the pressure raising rate on
the occasion when the stepping manipulation of the
brake pedals 19L and 19R is simply released, the
speed being a target can be promptly attained.
BRIEF DESCRIPTION OF THE DRAWINGS
is a whole side view of a tractor of an
embodiment of the present invention, and
is a plan view of the brake pedals and
accelerator pedal portion of an embodiment of the
present invention;
is a motive power transmission line
diagram from the engine to the front-and-rear wheels
and the PTO shaft of an embodiment of the present
invention;
is a sectional development view of the
transmission case of an embodiment of the present
invention;
is a front section view of the
transmission case of an embodiment of the present
invention;
is a sectional perspective view of the
transmission case of an embodiment of the present
invention;
is a front view of the front panel of an
embodiment of the present invention;
is a left side part perspective view of
the steering handle of an embodiment of the present
invention;
is an automatic controlling block diagram
of an embodiment of the present invention;
is a controlling flowchart diagram of the
clutch holding pressure of an embodiment of the
present invention;
is a controlling flowchart diagram of
the automatic-transmission brake of an embodiment of
the present invention;
is a speed-changing level controlling
flowchart diagram at the time of brake of an
embodiment of the present invention;
is a controlling flowchart diagram at
the time of automatic-transmission brake releasing
of an embodiment of the present invention; and
is a graph of the total pressure
reverting of the forward/backward movement clutch
operating-oil-pressure of an embodiment of the
present invention.
Description of Symbols
2 front wheel
3 rear wheel
engine
14 main speed-changing lever
15 auxiliary speed-changing lever
18 accelerator pedal
19L left brake pedal
19R right brake pedal
48 forward/backward movement clutch
135 brake
146 reporting means (automatic-transmission
displaying lamp)
PREFERRED EMBODIMENTS OF THE INVENTION
A practical example in a tractor as one example
of the working vehicle is described in the following.
Additionally, in the present specification the
left and right directions are said to be the left
and the right respectively toward the forward
movement direction of the working vehicle, the
forward movement direction is said to be the forward,
and the backward movement direction the backward.
The configuration is such that, as being shown
in the tractor 1 comprises the front wheels
2 and 2 and the rear wheels 3 and 3 at the
front/rear parts of the machine body and is
configured to appropriately reduce in speed, by the
speed-changing apparatuses inside the transmission
case 8, the rotation of the engine output shaft 20
of the engine 5 with which the front part of the
machine body is equipped, so that this is
transferred to the front wheels 2 and 2 and the rear
wheels 3 and 3. Regarding the rear wheels 3 and 3,
they may be crawlers.
On the handle post 6 at the machine body center
the steering handle 7 is provided, and rearward
thereof the seat 9 is provided. At a lower left side
of the steering handle 7, the forward/backward
movement lever 10 is provided which is configured to
carry out changes of the movement direction of the
machine body between the forward movement direction
and the backward movement direction. The
configuration is such that, in case this
forward/backward movement lever 10 is shifted to the
front side, then the machine body moves forward
whilst the body moves backward in case the lever is
shifted to the rear side. The configuration is
allowed to be such that the forward/backward
movement lever 10 can be manipulated with fingertips
while the steering handle 7 is being gripped.
Because of this, the protruding part 10a of the
forward/backward movement lever 10 which protrudes
from the handle post 6 has the warped part 10b so as
to go upward and has the gripping part 10c. Because
of this, the portion of the gripping part 10c can be
manipulated with fingertips in a state where the
steering handle 7 is being gripped. In case the
forward/backward movement lever 10 is slightly
lifted up and displaced frontward, then the forward
movement position is gained whilst the backward
movement position is gained in case the
forward/backward movement lever 10 is slightly
lifted up and displaced rearward.
In addition, at the opposite side of the
forward/backward movement lever 10 across the handle
post 6, the accelerator lever 11 is provided which
is configured to adjust the engine rotation speed
and, in addition, provided at the right corner part
of the step floor 13 are the accelerator pedal 18
which is configured to similarly adjust the engine
rotation speed, and the left brake pedal 19L and the
right brake pedal 19R that are configured to allow
the brakes 135 to operate with which the left and
right rear wheels 3 and 3 are provided respectively.
The brake connection rod 94 is provided which is
configured to integrally connects the left brake
pedal 19L and the right brake pedal 19R and in case
either of the left brake pedal 19L and the right
brake pedal 19R is stepped upon in a state where the
connection with this brake connection rod 94 is
carried out, then the traveling of the tractor 1
stops, the stopping controlling of which will be
described later.
In case the brake connection rod 94 is allowed
to be in a state of disconnection, then the left
brake pedal 19L and the right brake pedal 19R become
able to be independently used and, by carrying out
stepping manipulation of the brake pedal of the
turning innerside at the time of turning inside a
farm field, turning can be carried out with the
turning radius allowed to be small (a manual brake
turn).
At the opposite side of the left brake pedal 19L
and right brake pedal 19R across the handle post 6,
the clutch pedal 1002 is provided.
At the front side of the steering handle 7 on
the upper part of the handle post 6 the front meter
panel 16 shown in is provided, and at the
center part of this front meter panel 16 the liquid
crystal displaying part 1001 is provided. At the
left side of the liquid crystal displaying part 1001
the tachometer 136 is provided, and at the right
side of the liquid crystal displaying part 1001 the
displaying lamp panel 145 is provided.
The engine rotation speed is displayed on the
tachometer 136, and on the displaying lamp panel 145
the automatic-transmission displaying lamp 146 and
the low pressure warning lamp 147 are provided. As
in at a left lower part of the handle post 6
the automatic-transmission switch 126 is provided.
At the right side of this automatic-transmission
switch 126 the displaying changing switch 1000 is
provided, and the configuration is allowed to be
such that, every time pushing manipulation of this
displaying changing switch 1000 is carried out, the
details which are displayed on the said liquid
crystal displaying part 1001 are changed.
In addition, the main speed-changing lever 14
which is configured to carry out speed-changing from
the first speed to the eighth speed is placed at the
left front side part of the seat 9, the auxiliary
speed-changing lever 15 is placed rearward thereof
which can select any of the positions of the four
levels of the superlow speed, the low speed, the
middle speed and the high speed, and the neutral,
and further at the right side thereof the PTO speed-
changing lever 12 is provided which is configured to
carry out speed-changing of four levels.
At the machine body rear part of the tractor 1,
the rotary cultivator 17 is installed, which is
configured to be driven with the PTO output shaft
111 that protrudes rearward from the transmission
case 8.
is a transmission line diagram which
shows the motive power transmission mechanism of the
speed-changing apparatuses inside the transmission
case 8 where the front case 8F and the rear case 8R
are integrally assembled, and described is the
speed-changing transmission mechanism from the
engine 5 to the front wheels 2 and rear wheels 3 and
the PTO output shaft 111 to the rotary cultivator 17.
The rotation of the engine output shaft 20 of
the engine 5 is transmitted to the input shaft 21
inside the transmission case 8. The first input gear
22 and the second input gear 23 anchored to this
input shaft 21 mesh with the first low speed gear 26
of the first high-and-low clutch 24 and the second
low speed gear 27 of the second high-and-low clutch
, and the first high speed gear 30 of the first
high-and-low clutch 24 and the second high speed
gear 31 of the second high-and-low clutch 25,
respectively so that the rotation is transmitted.
And, transmission is carried out from the first
low speed gear 26 to the first clutch shaft 28 in
case the first high-and-low clutch 24 is linked to
the side of the first low speed gear 26, whilst
transmission is carried out from the first high
speed gear 30 to the first clutch shaft 28 in case
the first clutch is linked to the side of the first
high speed gear 30, and transmission is carried out
from the second low speed gear 27 to the second
clutch shaft 29 in case the second high-and-low
clutch 25 is linked to the side of the second low
speed gear 27, whilst transmission is carried out
from the second high speed gear 31 to the second
clutch shaft 29 in case the second clutch is linked
to the side of the second high speed gear 31.
The first high-and-low clutch 24 and the second
high-and-low clutch 25 are the same oil hydraulic
multiple disc clutches, and are to carry out high-
and-low two level speed-reduction of the rotation of
the input shaft 21 with the same speed-reduction
ratio so as to carry out the transmission to the
first clutch shaft 28 and the second clutch shaft 29
respectively.
In addition, as being shown in the first
high-and-low clutch 24 and the second high-and-low
clutch 25 are immersed in lubrication oil, and the
first clutch shaft 28 thereof and the second clutch
shaft 29 are positioned a bit above the liquid face
OL of the lubrication oil.
In addition, as being shown in in the
thickened part 181a which is formed on the front
partition wall 181 that supports the first clutch
shaft 28 and the second clutch shaft 29 in the
transmission case 8, the refueling hole 8b is
provided which has been fabricated with a drill from
the left and right opening part sides of the case,
and from this refueling hole 8b refueling is carried
out to the shafts of the first high-and-low clutch
24 and the second high-and-low clutch 25.
In addition, as being shown in the first
high-and-low clutch 24 and the second high-and-low
clutch 25 are arranged left and right, at a lower
part of the downward sloping part 8c of the
transmission case 8.
The first gear 113 anchored to the first clutch
shaft 28 shown in meshes with the second gear
anchored to the low speed transmission shaft 34
so that transmission is carried out with speed-
reduction, and the third gear 149 anchored to the
second clutch shaft 29 meshes with the fourth gear
33 anchored to the high speed transmission shaft 32
so that transmission is carried out with speed-
increasing.
The speed-changing transmission so far allows
speed-changing to be carried out, with two levels at
the low speed for the low speed transmission shaft
34, and with two levels at the high speed for the
high speed transmission shaft 32, and thereby speed-
changing of four levels in total is to be carried
out.
The rotations of the low speed transmission
shaft 34 and the high speed transmission shaft 32
are transmitted to the first synchro-change 42 and
the second synchro-change 36 respectively, and the
first synchro-small-gear 43 of the first synchro-
change 42 and the second synchro-small-gear 37 of
the second synchro-change 36 mesh with the fifth
gear 40 of the first transmission shaft 39, whilst
the first synchro-large-gear 44 of the first
synchro-change 42 and the second synchro-large-gear
38 of the second synchro-change 36 mesh with the
sixth gear 41 of the first transmission shaft 39, so
that transmission is carried out.
The first synchro-small-gear 43 and first
synchro-large-gear 44 of the first synchro-change 42
and the second synchro-small-gear 37 and second
synchro-large-gear 38 of the second synchro-change
36 are completely the same gears and, since the low
speed transmission shaft 34 rotates with the low
speed and the high speed transmission shaft 32
rotates with the high speed, speed-changing is
carried out further with two levels at the low speed
in case the first synchro-change 42 is changed,
whilst speed-changing is carried out further with
two levels at the high speed in case the second
synchro-change 36 is changed. Namely, speed-changing
of the rotation of the input shaft 21 is to be
carried out at the first transmission shaft 39 with
low speed four levels and high speed four levels.
The first synchro-change 42 and the second
synchro-change 36 are settled in the transmission
case 8 with subassembly of the shifter stay and the
shifter, the case opening parts of the speed-
changing manipulation part thereof being provided on
the left and right side faces of the case, and are
provided above the liquid face OL of the lubrication
oil of the transmission case 8.
So far in the main speed-changing part 150, the
speed-changing position of the main speed-changing
lever 14 the manipulator manipulates is read, and
with the traveling system ECU 120 the high-and-low
oil hydraulic multiple disc clutches 24 and 25 and
the first and second synchro-changes 42 and 36 are
automatically controlled so that speed-changing
(eight level speed-changing) is carried out from the
low speed four levels to the high speed four levels.
In addition, inside the transmission case 8, the
first high-and-low clutch 24 and the second high-
and-low clutch 25 are arranged left and right,
arranged left and right therebelow are the low speed
transmission shaft 34 on which the first synchro-
change 42 is installed and the high speed
transmission shaft 32 on which the second synchro-
change 36 is installed, and thereby the
configuration is enabled to be compact such that the
left and right width of the transmission case 8 is
narrow with the height being low.
Further, the first transmission shaft 39 is
connected to the second transmission shaft 45 with
shaft connection. To this second transmission shaft
45, the seventh gear 46 and the eighth gear 47 are
anchored which are allowed to mesh with,
respectively, the positive rotation clutch gear 49
of the forward/backward movement clutch 48 of oil
hydraulic multiple discs and the reverse rotation
gear 51 of the reverse rotation shaft 52, and the
reverse rotation gear 51 meshes with the reverse
rotation clutch gear 50 of the forward/backward
movement clutch 48.
Accordingly, in case the forward movement clutch
48a of the forward/backward movement clutch 48 is
joined and linkage to the positive rotation clutch
gear 49 is carried out, then transmission is carried
out in a positive rotation state (a forward
movement) to the auxiliary speed-changing shaft 53
connected to the forward/backward movement clutch 48,
whilst in case the backward movement clutch 48b of
the forward/backward movement clutch 48 is joined
and linkage to the reverse rotation clutch gear 50
is carried out, then transmission is carried out in
a reverse rotation state (a backward movement) to
the auxiliary speed-changing shaft 53. For the
positive rotation and the reverse rotation the
speed-reduction ratios are different, and the
reverse rotation yields lower speed. In case the
forward/backward movement lever 10 is allowed to be
at the forward movement position, then the forward
movement clutch 48a is joined, whilst in case the
forward/backward movement lever 10 is allowed to be
at the backward movement position, then the backward
movement clutch 48b is joined.
In addition, in the thickened part 182a which is
formed on the rear partition wall 182 that supports
the supporting shaft of the forward/backward
movement clutch 48 in the transmission case 8, the
refueling hole 182b is provided which has been
fabricated with a drill from the case outerside of
the case, and from this refueling hole 182b
refueling is carried out to the supporting shaft of
the forward/backward movement clutch 48.
Additionally, the refueling holes for the front
wheel speed-increasing clutch 79 and the PTO main
clutch 97 are also formed in the thickened parts
which are provided on the innerside of the
transmission case 8.
Next, the auxiliary speed-changing part 154 is
described.
Anchored to the auxiliary speed-changing shaft
53 are the ninth gear 54 and tenth gear 55, which
mesh with the third synchro-large-gear 56 and third
synchro-small-gear 59 of the third synchro-change 58
respectively. Accordingly, in case the third
synchro-change 58 is linked to the side of the third
synchro-large-gear 56, then carried out is the
speed-increasing of the fifth transmission shaft 60
with rotation transmitted from the ninth gear 54 to
the third synchro-large-gear 56 followed by the high
speed driving, whilst in case the third synchro-
change 58 is linked to the side of the third
synchro-small-gear 59, then carried out is the
speed-reduction of the fifth transmission shaft 60
with rotation transmitted from the tenth gear 55 to
the third synchro-small-gear 59 followed by the
middle speed driving.
Further, anchored to the side of the third
synchro-small-gear 59 of the third synchro-change 58
is the eleventh gear 57, which meshes with the
fourth synchro-small-gear 69 of the fourth synchro-
change 71. And, to the side of the fourth synchro-
small-gear 69 the fifteenth gear 70 is anchored, and
this fifteenth gear 70 meshes with the seventeenth
gear 75 of the second cylinder shaft 114 so that
transmission is carried out from the eighteenth gear
76 anchored to the second cylinder shaft 114 to the
fourth synchro-large-gear 72. To the first cylinder
shaft 73 on which the fourth synchro-change 71 is
installed, the sixteenth gear 74 is anchored.
Accordingly, in case the third synchro-change 58
is allowed to be neutral, then the rotation of the
tenth gear 55 is transmitted to the third synchro-
small-gear 59, and transmission is carried out from
the eleventh gear 57 anchored to the side of the
third synchro-small-gear 59 to the fourth synchro-
small-gear 69.
In this state, in case the fourth synchro-change
71 is linked to the side of the fourth synchro-
small-gear 69, then the rotation of the fourth
synchro-small-gear 69 becomes the rotation of the
sixteenth gear 74 so that the low speed is gained,
whilst in case the fourth synchro-change 71 is
linked to the side of the fourth synchro-large-gear
72, then the rotation of the fourth synchro-small-
gear 69 is transmitted from the fifteenth gear 70 to
the seventeenth gear 75, the eighteenth gear 76 and
the fourth synchro-large-gear 72 so that the
extremely low speed is gained at the sixteenth gear
Additionally, in a case where the third synchro-
change 58 is linked to the side of the third
synchro-large-gear 56 or the side of the third
synchro-small-gear 59, the fourth synchro-change 71
is allowed to be neutral.
Accordingly, for the low speed four levels and
high speed four levels after the speed-changing at
the main speed-changing part 150, speed-changing is
carried out with four levels at the auxiliary speed-
changing part 154, and thereby speed-changing of the
low speed sixteen levels and high speed sixteen
levels (32 levels in grand total) is to be carried
out. By means of this, with changes of the
forward/backward movement clutch 48, speed-changing
of the forward movement 32 levels and backward
movement 32 levels is gained.
Further, the sixteenth gear 74 meshes with the
twelfth gear 61 anchored to the said fifth
transmission shaft 60 and drives the fifth
transmission shaft 60. The first bevel gear 62
anchored to the shaft end of this fifth transmission
shaft 60 meshes with the second bevel gear 63 of the
rear bevel case 64, and the rear wheel output shaft
68 is rotated with the bevel output shaft 65 of the
rear bevel case 64 via the thirteenth gear 66 and
the fourteenth gear 67 so that the rear wheels 3 are
driven. At the left and right of the rear wheel
output shaft 68 the brakes 135 are provided which
operate with the right brake pedal 19R and the left
brake pedal 19L respectively.
In addition, to the fifth transmission shaft 60
the twenty-first gear 117 is anchored and, via the
twenty-second gear 118 and twenty-fifth gear 148
anchored to the third cylinder shaft 119 which is
supported thereon by the auxiliary speed-changing
shaft 53, transmission is carried out to the
nineteenth gear 77 of the first front wheel driving
shaft 78, so that the rotation of the said sixteenth
gear 74 of the low speed sixteen levels and high
speed sixteen levels is transmitted to the first
front wheel driving shaft 78.
Via the front wheel speed-increasing clutch 79
transmission is carried out from this first front
wheel driving shaft 78 to the second front wheel
driving shaft 84, transmission is successively
carried out to the third front wheel driving shaft
85, the fourth front wheel driving shaft 86 and the
front wheel driving bevel shaft 87, the first front
bevel gear 88 anchored to the shaft end of the front
wheel driving bevel shaft 87 meshes with the second
front bevel gear 115 of the front bevel case 89, and
the front wheel output shaft 93 is rotated with the
front bevel output shaft 90 of the front bevel case
89 via the first front bevel gear pair 91, the front
vertical shaft and the second front bevel gear pair
92 so that the front wheels 2 are driven.
In case the speed-increasing clutch 79b of the
front wheel speed-increasing clutch 79 is joined,
then transmission is gradually carried out in line
with the first speed-increasing clutch gear 82, the
first speed-increasing gear 83, the second speed-
increasing gear 81, the second speed-increasing
clutch gear 80 and the second front wheel driving
shaft 84 and, with this flow, transmission is gained
which carries out speed-increasing of the front
wheels with respect to the rear wheels. In case the
4WD clutch 79a of the front wheel speed-increasing
clutch 79 is joined, then the rotation of the first
speed-increasing clutch gear 82 is transmitted to
the second front wheel driving shaft 84. With this
flow, 4WD driving is gained which allows the front
wheels to be of the same speed as the rear wheels.
In a case where any of the said speed-increasing
clutch 79b and the 4WD clutch 79a is not joined, 2WD
traveling only with rear wheel driving is gained.
The auxiliary speed-changing part 154 reads the
speed-changing position of the auxiliary speed-
changing lever 15, and with the traveling system ECU
120 controlling of the third synchro-change 58 and
fourth synchro-change 71 is automatically carried
out so that speed-changing is carried out.
In addition, the first cylinder shaft 73 on
which the fourth synchro-change 71 is installed is
arranged below the fifth transmission shaft 60 on
which the third synchro-change 58 is installed, and
the length of the transmission case 8 is enabled to
be short. Regarding the third synchro-change 58 and
the fourth synchro-change 71, the configuration may
be such that joining to the auxiliary speed-changing
lever 15 with a linkage mechanism and the like is
carried out so as to give a mechanical changer.
Next, the transmission route of the PTO output
shaft 111 is described.
With the said second input gear 23 the main
clutch gear 96 of the PTO main clutch 97 is allowed
to mesh, and with the PTO main clutch 97
intermittence of the motive power is allowed to be
performed. This PTO main clutch 97 is, as being
shown in positioned below the first high-
and-low clutch 24 and the second high-and-low clutch
25, and is cooled and lubricated with the
lubrication oil which collects in the inner part of
the transmission case 8.
On the first PTO shaft 95 on which the PTO main
clutch 97 is installed, as being mentioned next, the
PTO speed-changing part 157 is provided.
The first PTO gear 98, the second PTO gear 99
and the fifth synchro-small-gear 100 and fifth
synchro-large-gear 101 of the fifth synchro-change
151 are installed, anchored to the second PTO shaft
104 are the twentieth gear 102, the twenty-third
gear 152, the twenty-first gear 103 and the twenty-
fourth gear 153, and by the counter shaft 106 the
PTO reverse rotation gear 105 is supported thereon.
At the third PTO shaft 107 the second speed is
yielded in case the first PTO gear 98 is slided and
allowed to mesh with the twentieth gear 102, the
rotation of the first PTO shaft 95 transfers to the
third PTO shaft 107 via the second PTO gear 99 and
the twenty-third gear 152 so as to gain the fourth
speed in case the first PTO gear 98 is slided and
allowed to mate with the second PTO gear 99,
transmission is carried out from the fifth synchro-
small-gear 100 to the twenty-first gear 103 so as to
gain the first speed in case the fifth synchro-
change 151 is linked to the fifth synchro-small-gear
100, transmission is carried out from the fifth
synchro-large-gear 101 to the twenty-fourth gear 153
so as to gain the third speed in case the fifth
synchro-change 151 is linked to the fifth synchro-
large-gear 101, and the rotation of the first PTO
shaft 95 is transmitted from the first PTO gear 98
to the twentieth gear 102 through the PTO reverse
rotation gear 105 and transfers to the third PTO
shaft 107 so as to gain the reversal rotation in
case the PTO reverse rotation gear 105 is allowed to
mesh with the first PTO gear 98 and the twentieth
gear 102.
In addition, as being shown in and
the first PTO gear 98, the second PTO gear 99 and
the fifth synchro-change 151 are arranged between
and below the said first high-and-low clutch 24 and
second high-and-low clutch 25, and the first
synchro-change 42 and second synchro-change 36.
The rotation of the third PTO shaft 107 is
transmitted to the fifth PTO shaft 108 via the
fourth PTO shaft 156, and drives the first PTO
output gear 109, the second PTO output gear 110 and
the PTO output shaft 111 further with speed-
reduction.
As being shown in at the left and right
center of the transmission case 8 the input shaft 21
and the fourth front wheel driving shaft 86 are
positioned, and the positions of the first high-and-
low clutch 24, the high speed transmission shaft 32
and the fourth PTO shaft 156, and those of the
second high-and-low clutch 25, the low speed
transmission shaft 34 and the auxiliary speed-
changing shaft 53 are arranged with left and right
symmetry.
In addition, with the arrangement of the fourth
PTO shaft 156, the auxiliary speed-changing shaft 53
and the fourth front wheel driving shaft 86, a
roughly isosceles triangle in front view is gained
at an inner part lower position of the transmission
case 8.
is a controlling block diagram of
automatic controlling which controls speed-changing
inside the transmission case 8, and the controlling
data inputs to the traveling system ECU 120 are the
ON-OFF signal from the clutch pedal sensor 121, the
traveling speed of the vehicle speed sensor 122, the
ON-OFF signal of the right brake sensor 123R, the
ON-OFF signal of the left brake sensor 123L, the
changing signal of the forward/backward movement
changing switch 124, the ON-OFF signal of the brake
connection sensor 125, and the ON-OFF signal of the
automatic-transmission switch 126.
The controlling outputs from the traveling
system ECU 120 are the operating signal to the
forward movement solenoid 127 and backward movement
solenoid 128, the operating signal to the brake
proportional solenoid 129, the operating signal to
the right brake solenoid 130R and left brake
solenoid 130L, and the operating signal to the high
speed proportional solenoid 132 and low speed
proportional solenoid 133.
Next, descriptions are given regarding the
braking controlling.
As being mentioned in the aforesaid, when
stepped upon, the left brake pedal 19L and the right
brake pedal 19R allow, respectively, the brakes 135
at the stepping side to operate and thereby turning
to the operating side thereof is carried out.
And, in case the brake connection sensor 125
detects that the left brake pedal 19L and the right
brake pedal 19R are connected with the brake
connection rod 94, and it is detected that the
automatic-transmission switch 126 is allowed to be
ON, then the “automatic-transmission brake operating
state” is gained. In this state, the automatic-
transmission displaying lamp 146 of the displaying
lamp panel 145 is turned on. In addition, when the
brake connection sensor 125 is in a disconnection
state, the automatic-transmission displaying lamp
146 is turned on and off and informs that the
“automatic-transmission brake operating state” is
not functioning. The “automatic-transmission brake
operating state” is one such that the stopping and
launching of the machine body can be carried out
even in case the clutch pedal is not stepped on.
In addition, even in case the main key switch is
allowed to be stopped, since the ON state is
memorized in a case where the automatic-transmission
switch 126 is ON, the “automatic-transmission brake
operating state” is gained in case the main key
switch is allowed to be on again, and the automatic-
transmission displaying lamp 146 is turned on. At
this time, when the brake connection sensor 125 is
in a disconnection state, the automatic-transmission
displaying lamp 146 is turned on and off.
During traveling, in case the right brake pedal
19R or the left brake pedal 19L is stepped upon in
the automatic-transmission brake operating state,
namely, the left and right brake pedals 19L and 19R
are stepped upon at the same time, then the right
brake sensor 123R or the left brake sensor 123L
detects stepping manipulation of the brake pedal.
The clutch at the selected side, being the forward
movement clutch 48a of the said forward/backward
movement clutch 48 or the backward movement clutch
48b, becomes in a low pressure state (a half clutch
state). In this half clutch state the left and right
brakes 135 are allowed to operate and the machine
body is allowed to be in a stopping state. When the
brake pedals are stepped on, the low pressure
warning lamp 147 of the displaying lamp panel 145 is
allowed to be turned on. The right brake sensor 123R
and the left brake sensor 123L are ON-OFF type
sensors.
Since the oil temperature becomes high in case
this low pressure stopping state is continued long
(about 2 minutes), the lamp-turning-on state of the
said low pressure warning lamp 147 is allowed to be
a lamp-turning-on-off state so as to inform the
manipulator. At this time, in case stepping
manipulation of the clutch pedal 1002 is carried out,
or the forward/backward movement lever 10 is allowed
to be at the neutral position, then the low pressure
state of the clutch at the selected side, being the
forward movement clutch 48a of the forward/backward
movement clutch 48 or the backward movement clutch
48b, is released, and a complete neutral state is
gained from the half clutch state. At this time, the
automatic-transmission displaying lamp 146 is turned
off.
During stopping of the machine body in the
“automatic-transmission brake operating state,” for
carrying out launching again, in case the foot is
allowed to dismount from the brake pedals and the
brake pedals are allowed to be in an opening state,
then response is good and launching is started
smoothly, since motive power propagation is carried
out in a state of the said low pressure stopping
state (the half clutch). Thereafter, the pressure
raising is carried out with the pressure gradually
raised little by little, and the clutch is
completely joined after stipulated time. When faster
acceleration is desired, by stepping on the
accelerator pedal 18 and allowing the engine
rotation speed to rise, rapid acceleration can be
carried out.
At the time of launching in an initial state,
when the auxiliary speed-changing lever 15 is at the
neutral position, the automatic-transmission switch
126 is allowed to be ON and stepping manipulation of
the brake pedals is carried out. And, the clutch
pedal 1002 is stepped upon and speed-changing
manipulation of the auxiliary speed-changing lever
is carried out. Speed-changing manipulation of
the main speed-changing lever 14 is also carried out.
Thereafter, the forward/backward movement lever 10
is manipulated for forward movement or backward
movement. And, the foot is allowed to dismount from
the clutch pedal 1002 and the clutch pedal 1002 is
opened. In this state, gained is the state where the
machine body is stopping in the “automatic-
transmission brake operating state.”
The configuration is allowed to be such that in
the “automatic-transmission brake operating state,”
when the brake pedals are being stepped on, in case
stepping manipulation of the clutch pedal 1002 is
carried out, then the “automatic-transmission brake
operating state” does not function any longer.
In the “automatic-transmission brake operating
state,” at a time when stepping manipulation of both
of the brake pedals and the clutch pedal 1002 is
being carried out, in case pushing manipulation of
the automatic-transmission switch 126 is carried out,
then the “automatic-transmission brake operating
state” is released and does not function any longer.
In the “automatic-transmission brake operating
state,” at a time when stepping manipulation of both
of the brake pedals and the clutch pedal 1002 is not
being carried out, in case pushing manipulation of
the automatic-transmission switch 126 is carried out,
then the “automatic-transmission brake operating
state” is not released.
In the “automatic-transmission brake operating
state,” at a time when the brake pedals are not
being stepped upon for stopping, in case the brake
connection sensor 125 becomes in a disconnection
state, then the function of the “automatic-
transmission brake operating state” is temporarily
suspended.
The configuration is allowed to be such that in
the “automatic-transmission brake operating state,”
at a time when the brake pedals are being stepped
upon for stopping, even in case the brake connection
sensor 125 becomes in a disconnection state, the
function of the “automatic-transmission brake
operating state” is not temporarily suspended. The
configuration is allowed to be such that thereafter,
in case stepping manipulation of the brake pedals is
opened, then the function of the “automatic-
transmission brake operating state” is temporarily
suspended. Note that the configuration is allowed to
be such that, in case the left brake pedal 19L and
the right brake pedal 19R get connected again when
stepping manipulation of the brake pedals is opened,
then the function of the “automatic-transmission
brake operating state” is not allowed to be
temporarily suspended.
At a time when the function of the “automatic-
transmission brake operating state” is being
temporarily suspended, even in case pushing
manipulation of the automatic-transmission switch
126 is carried out, the function of the “automatic-
transmission brake operating state” is maintained.
When the function of the “automatic-transmission
brake operating state” is on, and stopping is not
being carried out with the brake pedals, the
automatic-transmission displaying lamp 146 is turned
on. It is turned on and off in case stopping is
carried out with the brake pedals. In addition, at a
time when the “automatic-transmission brake
operating state” function is off, orthe “automatic-
transmission brake operating state” function is
being temporarily suspended, it is turned off.
When the function of the “automatic-transmission
brake operating state” is on, and stopping is
carried out with the brake pedals, the low pressure
warning lamp 147 is turned on and off. In case the
stopping state of the brake pedals continues for 2
minutes or more, then it is turned on and off with
high speed.
The low pressure stopping pressure of the
forward/backward movement clutch 48 in the
automatic-transmission brake operating state is, as
being shown in with the speed-changing
position of the auxiliary speed-changing lever 15
read in with the auxiliary speed-changing sensor 134,
modified in response to the speed-changing position
thereof (Steps S11-S13). Namely, it is allowed to be
1.5kg/cm at the extremely low speed and the low
speed (Step S14), 2.0kg/cm at the middle speed (Step
S15) and 2.3kg/cm at the high speed (Step S16), and
feedback controlling is performed. The low pressure
stopping pressure is enabled to be altered with an
external communication device and the like. This
feedback controlling of the clutch pressure is
performed after prescribed time after the
controlling output. In , this low pressure
holding state is shown. B1 shows the low pressure
holding in a case where the speed-changing position
of the auxiliary speed-changing lever 15 is the
middle speed position. B2 shows the low pressure
holding in a case where the speed-changing position
of the auxiliary speed-changing lever 15 is the
extremely low speed position or the low speed
position. C shows the low pressure holding in a case
where the speed-changing position of the auxiliary
speed-changing lever 15 is the high speed position.
Like this, since holding is carried out with low
pressure, transition from the stopping state to the
traveling state can be promptly carried out.
Like this, since the low pressure holding
pressure is allowed to be higher as the auxiliary
speed-changing is of higher speed, launching can be
smoothly carried out when launching is carried out
again.
For this feedback controlling, the configuration
may be allowed to be such that in a case where
pressure sensors are installed on both of the
forward movement side and backward movement side of
the forward/backward movement clutch 48, the
feedback controlling is performed with respective
pressure sensors, and in a case where there is no
pressure sensor on the one side (the backward
movement side), the feedback controlling is
performed with the latest value of the pressure
sensor on the other side (the forward movement side).
By means of this, a configuration at a low price is
gained.
When the vehicle speed exceeds a predetermined
speed (3km/h) when the brake pedals are stepped on,
by allowing the first high-and-low clutch 24 and the
second high-and-low clutch 25 to be off for a
predetermined time (about 1 second), speed-reduction
can be smoothly started, since the motive power from
the engine become cut off for 1 second. And, until
the vehicle speed becomes the predetermined speed
(3km/h) or less, the off state of the first high-
and-low clutch 24 and second high-and-low clutch 25
is maintained for a sufficient time not limited to 1
second.
At a time when the brake pedals are stepped on,
in a case where the main speed-changing is the 5
speed or more, by allowing the 4 speed to be
automatically yielded, smooth speed-reduction and
stopping can be carried out. At this time, since the
position of the main speed-changing lever 14 is the
speed position or more, the configuration is
allowed to be such that in case the accelerator
pedal 18 is stepped upon and the indication value
thereof becomes 1350rpm or more (traveling started
again), then restoration to the original speed-
changing position (the position of the main speed-
changing lever 14) is carried out with level-by-
level speed-increasing. Note that, in case there is
manipulation of the auxiliary speed-changing, then
speed-increasing is released. And, in case the
position of the main speed-changing lever 14 and the
position of the speed-changing level of the main
speed-changing inside the transmission case coincide,
then speed-increasing is released, and thereafter
transition to the speed-changing by speed-changing
of the main speed-changing lever 14 is carried out.
In addition, in case the main speed-changing lever
14 is manipulated before the position of the main
speed-changing lever 14 and the position of the
speed-changing level of the main speed-changing
inside the transmission case coincide, then the
speed-changing level of the main speed-changing
inside the transmission case is changed so that the
speed-changing position thereof is yielded, where
speed-increasing/reduction may be carried out level
by level, and speed-changing may be carried out all
at once. At this time, joining of the oil hydraulic
clutches of the main speed-changing is allowed to be
sluggish and speed-changing shock is prevented.
The configuration is allowed to be such that at
a time when, in the automatic-transmission brake
operating state, the brake pedals are stepped on and
vehicle stopping is being carried out, the pressure
raising of the forward/backward movement clutch 48
after the foot is allowed to dismount from the brake
pedals is carried out with pressure raising curves
allowed to be different depending on the positions
of the auxiliary speed-changing lever 15 ().
At this time, the configuration is allowed to be
such that in case there is manipulation of the
accelerator pedal, then the pressure raising is
carried out with another pressure raising curve. And,
the configuration is allowed to be such that the
pressure raising curve at the time when the foot is
simply allowed to dismount from the brake pedals,
and the pressure raising curve at the time when
stepping manipulation of the accelerator pedal 18 is
carried out are compared, and the pressure raising
is carried out with the higher pressure raising
curve selected.
At a time when, in the automatic-transmission
brake operating state, the brake pedals are stepped
on and vehicle stopping is being carried out, in
case there is stepping manipulation of the clutch
pedal 1002 (the indication pressure of the
forward/backward movement clutch 48 is zero for
cutting off the motive power), then the lower
indication pressure, namely, the indication pressure
of the clutch pedal 1002 is selected.
In addition, as in the aforementioned, at a time
when the pressure raising curve at the time when the
foot is simply allowed to dismount from the brake
pedals, and the pressure raising curve at the time
when stepping manipulation of the accelerator pedal
18 is carried out are compared, and the pressure
raising is being carried out with the higher
pressure raising curve selected, in case there is
stepping manipulation of the clutch pedal 1002 (the
indication pressure of the forward/backward movement
clutch 48 is zero for cutting off the motive power),
then the lower indication pressure, namely, the
indication pressure of the clutch pedal 1002 is
selected. In addition, since the clutch pedal sensor
121 of the clutch pedal 1002 is a position sensor,
the configuration is such that the indication
pressure to the forward/backward movement clutch 48
is able to be linearly altered in response to the
stepping quantity thereof. Also in this case, the
lower indication pressure is selected and output.
In the automatic-transmission brake operating
state, even in case there is an ON signal of the
clutch pedal sensor 121, that is to say, stepping of
the clutch pedal, the first high-and-low clutch 24
and the second high-and-low clutch 25 are not
allowed to operate and the forward/backward movement
clutch 48 is allowed to carry out off operation.
Even in case of the automatic-transmission brake
operating state where the automatic-transmission
switch 126 is pushed, in case the brake connection
rod 94 is took off, then the automatic-transmission
brake operating state is suspended and the
forward/backward movement clutch 48 is not allowed
to be in the low pressure stopping state.
As in , when in the automatic-
transmission brake operating state the right brake
pedal 19R or the left brake pedal 19L is stepped on,
the forward/backward movement clutch 48 is allowed
to be in the low pressure stopping state but in a
case where the vehicle speed exceeds 3km/h, the
first high-and-low clutch 24 or the second high-and-
low clutch 25, being joined, is allowed to be off
for 1 second (Steps S21-S26) and if the vehicle
speed still exceeds 3km/h (Step S27), the clutch off
is allowed to be sustained and cut off the motive
power until the vehicle speed becomes 3km/h or less
(Step S28).
In case the automatic-transmission switch 126 is
allowed to be OFF in a case where all of the clutch
pedal sensor 121, the right brake sensor 123R and
the left brake sensor 123L are ON or OFF, then the
automatic-transmission brake operating state is
released.
As in , in case the automatic-
transmission stopping is performed with the
traveling speed-changing position of the main speed-
changing lever 14 being the 5 speed position or
more (Steps S31 and S32), then the speed-changing
level is automatically altered to yield the 4 speed
(Step S33). In addition, in case traveling is
started in a case where the traveling speed-changing
position of the main speed-changing lever 14 is the
speed position or more then, as in , the
level raising is carried out level by level to
revert to the original speed-changing level in case
the engine rotation speed becomes 1350rpm (Steps
S41-S46). And, the automatic speed-changing is
released in case reverting to the original speed-
changing level is carried out. The automatic
reverting is aborted in case the auxiliary speed-
changing is altered on that occasion (Steps S43 and
S47).
In case all of the right brake sensor 123R and
the left brake sensor 123L are in the OFF state and
the brake connection sensor 125 becomes OFF, then
the automatic-transmission brake operating state is
suspended, but the automatic-transmission brake
operating state is not released even in case either
the right brake sensor 123R or the left brake sensor
123L is ON, namely, in the stopping state and the
brake connection sensor 125 is allowed to be ON. But,
in case the right brake sensor 123R and the left
brake sensor 123L become OFF with the brake
connection sensor 125 being allowed to be OFF, then
the automatic-transmission brake operating state is
released.
The automatic-transmission displaying lamp 146
and the low pressure warning lamp 147 shown in are turned on under the next conditions.
The automatic-transmission displaying lamp 146
is turned on in the automatic-transmission brake
operating state, and is turned off in case the
automatic-transmission brake operating state is
released or suspended.
The low pressure warning lamp 147 becomes turned
on or normally turned on and off in case automatic-
transmission brake stopping is yielded in the
automatic-transmission brake operating state, in
case this state is yielded for 2 minutes or more,
then is turned on and off with high speed and warns
that automatic-transmission brake should not be
continued long, and is turned off in the other
states.
Shown in are the pressure raising
patterns of the forward/backward movement clutch 48,
and A is for a case where the accelerator pedal 18
is stepped upon and launching is carried out, or for
a case where the accelerator pedal 18 is stepped
upon and launching is carried out in a case where
restoration from the brake stopping state to
traveling is carried out, so the predetermined total
pressure is allowed to be yielded in a short time.
B1 is for a case where restoration from the brake
stopping state to traveling is carried out with
brake releasing in a case where the speed-changing
position of the auxiliary speed-changing lever 15 is
the middle speed position. B2 is for a case where
restoration from the brake stopping state to
traveling is carried out with brake releasing in a
case where the speed-changing position of the
auxiliary speed-changing lever 15 is the extremely
low speed position or the low speed position. C is
for a case where restoration from the brake stopping
state to traveling is carried out with brake
releasing in a case where the speed-changing
position of the auxiliary speed-changing lever 15 is
the high speed position. And, in case the
accelerator pedal 18 is stepped on in the middle of
restoration to the total pressure with brake
releasing, then swift pressure raising is carried
out with transition to the pressure raising pattern
of A. By means of this, since pressure raising is
carried out with higher pressure raising patterns as
the auxiliary speed-changing is of higher speed, the
speed being a target can be attained promptly.
The configuration is allowed to be such that, in
a case where stepping manipulation of the
accelerator pedal 18 is carried out, with respect to
the said pressure raising pattern of A, the pressure
raising pattern of B1 or the pressure raising
pattern of B2 or the pressure raising pattern of C
is compared so that the pressure raising is carried
out with the higher pressure selected.
In case stepping manipulation of the accelerator
pedal 18 is carried out right after stepping
manipulation of the brake pedals is released, then
the pressure raising curve A1 is selected but, in
case time has passed to some extent after stepping
manipulation of the brake pedals is released, since
pressure raising has already progressed for the
pressure raising pattern of B1 or the pressure
raising pattern of B2 or the pressure raising
pattern of C, then the pressure raising pattern of
B1 or the pressure raising pattern of B2 or the
pressure raising pattern of C gains a higher
pressure than the pressure raising pattern of A, and
the pressure raising pattern of B1 or the pressure
raising pattern of B2 or the pressure raising
pattern of C is selected. Note that, in case the
pressure raising pattern of A gets higher with the
lapse of time, then the pressure of the pressure
raising pattern of A is selected and output.
The configuration is allowed to be such that the
said pressure raising pattern and the low pressure
holding pressure (the low pressure operating-
pressure) are modified in response to the position
of the auxiliary speed-changing, but they may be
modified in response to the position of the main
speed-changing. In addition, they may be modified on
the combination of the auxiliary speed-changing and
the main speed-changing. Also in this case, a higher
pressure is allowed to be gained for a higher speed.
The configuration is such that the said main
speed-changing lever 14 is able to be manipulated
st th
from the 1 speed position to the 8 speed position
in a straight line from the neutral position toward
the machine body front side. In addition, in case
the main speed-changing lever 14 is displaced from
the neutral position to the “automatic speed-
changing position” on the machine body rear side,
then the automatic speed-changing is started. The
configuration is allowed to be such that the
displacement of the main speed-changing lever 14 to
this “automatic speed-changing position” is carried
out in such a way that the displacement is carried
out once in the lateral direction (the machine body
right direction or the left direction) and then the
displacement is carried out to the machine body rear
side. This is for preventing erroneous manipulation.
In case the main speed-changing lever 14 is
allowed to be at the “automatic speed-changing
position,” then setting to the 4 speed is carried
out for the main speed-changing inside the
transmission case. The clutch pedal is stepped on
and selection is carried out for the auxiliary
speed-changing. The forward/backward movement lever
is allowed to be at the forward movement position.
Thereafter, traveling is started in case the foot is
allowed to dismount from the clutch pedal. In case
the accelerator pedal 18 is gradually stepped upon,
then speed-increasing for the vehicle speed is
gradually carried out along with the engine rotation.
And, in accordance with the elevation of the engine
rotation speed, speed-increasing is gradually
carried out for the main speed-changing inside the
transmission case. In case stepping of the
accelerator pedal 18 is allowed to be less, then
speed-reduction is gradually carried out for the
main speed-changing. In case the clutch pedal 1002
is stepped upon, and the brake pedals are stepped
upon so that vehicle stopping is allowed to be
carried out for the machine body, then restoration
to the 4 speed is carried out for the main speed-
changing. In addition, even before launching and
during traveling, in case the forward/backward
movement lever 10 is allowed to be at the backward
movement position, then the automatic speed-changing
function is temporarily suspended and the 4 speed
is maintained for the main speed-changing.
Claims (6)
1. A tractor, comprising: an engine; a forward/backward movement clutch which is provided on a motive power transmission route from the engine to one or more traveling apparatuses, and is configured to carry out changes among forward movement, backward movement and neutral; one or more brake pedals; a control unit which is configured to allow, in association with stepping manipulation of the one or more brake pedals, one or more brakes to operate on the one or more traveling apparatuses and allow operating-pressure of the forward/backward movement clutch to lower; and one or more sensors which are configured to detect the stepping manipulation of the one or more brake pedals, wherein the control unit is configured to allow, in response to detection result of the one or more sensors, the one or more brakes to operate on the one or more traveling apparatuses and allow the operating-pressure of the forward/backward movement clutch to lower.
2. A tractor according to claim 1, wherein when a machine body is in a traveling stopping state, the forward/backward movement clutch is held with operating-pressure of a predetermined low pressure.
3. A tractor according to claim 2, wherein the operating-pressure of the predetermined low pressure is set higher, as a speed-changing position of an auxiliary speed-changing lever is at a higher speed position.
4. A tractor according to claim 3, wherein on an occasion when the stepping manipulation of the one or more brake pedals is released, the operating- pressure of the forward/backward movement clutch is restored to total pressure.
5. A tractor according to claim 4, wherein a pressure raising rate of restoring the operating- pressure of the forward/backward movement clutch to the total pressure is set higher, as the speed-changing position of the auxiliary speed-changing lever is at a higher speed position.
6. A tractor according to claim 5, wherein in case, after the stepping manipulation of the one or more brake pedals is released, stepping manipulation of an accelerator pedal is performed, then the operating- pressure of the forward/backward movement clutch is restored to the total pressure with a pressure raising rate which is higher than the pressure raising rate on the occasion when, after the stepping manipulation of the one or more brake pedals is released, the stepping manipulation of the accelerator pedal is not performed.
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2013-128,747 | 2013-06-19 | ||
JP2013128747A JP5668794B2 (en) | 2013-06-19 | 2013-06-19 | Tractor |
Publications (2)
Publication Number | Publication Date |
---|---|
NZ626298A NZ626298A (en) | 2015-05-29 |
NZ626298B true NZ626298B (en) | 2015-09-01 |
Family
ID=
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