WO2010087276A1 - 作業車輌 - Google Patents
作業車輌 Download PDFInfo
- Publication number
- WO2010087276A1 WO2010087276A1 PCT/JP2010/050766 JP2010050766W WO2010087276A1 WO 2010087276 A1 WO2010087276 A1 WO 2010087276A1 JP 2010050766 W JP2010050766 W JP 2010050766W WO 2010087276 A1 WO2010087276 A1 WO 2010087276A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- pair
- vehicle
- frames
- unit
- flywheel
- Prior art date
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
- B62D21/02—Understructures, i.e. chassis frame on which a vehicle body may be mounted comprising longitudinally or transversely arranged frame members
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K5/00—Arrangement or mounting of internal-combustion or jet-propulsion units
- B60K5/02—Arrangement or mounting of internal-combustion or jet-propulsion units with the engine main axis, e.g. crankshaft axis, substantially in or parallel to the longitudinal centre line of the vehicle
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
- B62D21/18—Understructures, i.e. chassis frame on which a vehicle body may be mounted characterised by the vehicle type and not provided for in groups B62D21/02 - B62D21/17
- B62D21/186—Understructures, i.e. chassis frame on which a vehicle body may be mounted characterised by the vehicle type and not provided for in groups B62D21/02 - B62D21/17 for building site vehicles or multi-purpose tractors
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K5/00—Arrangement or mounting of internal-combustion or jet-propulsion units
- B60K2005/003—Arrangement or mounting of internal-combustion or jet-propulsion units the internal combustion or jet propulsion unit is arranged between the front and the rear axle
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2200/00—Type of vehicle
- B60Y2200/20—Off-Road Vehicles
- B60Y2200/22—Agricultural vehicles
- B60Y2200/221—Tractors
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2200/00—Type of vehicle
- B60Y2200/40—Special vehicles
- B60Y2200/41—Construction vehicles, e.g. graders, excavators
Definitions
- the present invention includes a pair of left and right vehicle frames extending in the vehicle front-rear direction, a front axle unit and an engine unit supported by the pair of vehicle frames, a flywheel unit connected to a rear end of the engine unit, and the front A pair of left and right front wheels supported by an axle unit so as to be steerable, and a transmission that is spaced rearward from the flywheel unit and that operatively inputs rotational power from the engine unit via the flywheel unit. It relates to a working vehicle.
- a pair of left and right vehicle frames extending in the vehicle front-rear direction so that the plate surfaces face each other in a state of being substantially perpendicular to each other, and a lower end of the pair of vehicle frames and both end portions from the pair of vehicle frames in the vehicle width direction
- a front axle unit that is supported by the pair of vehicle frames in a state along the vehicle width direction so as to extend outward, and a pair of left and right front wheels that are steerably supported at both ends of the front axle unit;
- An engine unit supported by the pair of vehicle frames; a flywheel unit connected to a rear end surface of the engine unit; and a rear-spaced arrangement from the flywheel unit, and from the engine unit via the flywheel unit.
- a working vehicle is proposed that includes a pair of left and right main frames that are directly connected to both side surfaces of the vehicle (see, for example, Patent Document 1 below).
- Patent Document 1 The working vehicle described in Patent Document 1 has a good weight balance in the front-rear direction by disposing the front axle unit and the engine unit on the front side of the vehicle and disposing the transmission away from the engine unit on the rear side of the vehicle.
- the pair of front frames that support the front axle unit has an outer surface on the rear end side directly on an inner surface on the front end side of the pair of main frames.
- the rear end sides of the pair of main frames are directly connected to both side surfaces of the transmission case of the transmission.
- the separation width of the pair of main frames is defined by the width of the mission case (length in the vehicle width direction), and the separation width of the pair of front frames is It depends on the separation width of the pair of main frames. Therefore, the separation width of the pair of front frames cannot be freely reduced independently of the separation width of the pair of main frames, and as a result, the maximum turning angle of the pair of front wheels cannot be increased. There was a problem.
- the transmission is installed as low as possible so that the driver seat disposed above the transmission and the center of gravity of the work vehicle can be installed below.
- the engine unit and the flywheel unit are preferably installed below so that the vertical positions of the output shaft of the flywheel unit and the input shaft of the transmission coincide as much as possible.
- the pair of front frames includes at least a lower part of a flywheel unit having a large width among the engine unit and the flywheel unit. Are spaced apart from each other in the width direction so as to allow them to enter between the front frames. Therefore, the separation width of the pair of front frames cannot be reduced, and as a result, the maximum turning angle of the front wheels cannot be increased.
- the present invention has been made in view of such conventional technology, a pair of left and right vehicle frames extending in the vehicle front-rear direction so as to face each other, a front axle unit and an engine unit supported by the pair of vehicle frames, A flywheel unit connected to the rear end surface of the engine unit, a pair of left and right front wheels supported by the front axle unit so as to be steerable, and rotational power is operatively input from the engine unit via the flywheel unit.
- the pair of vehicle frames includes a pair of left and right front frames that support the front axle unit, and a pair of left and right front ends that are directly or indirectly connected to both side surfaces of the transmission case of the transmission.
- Working with mainframe In tanks, and the pair of front wheels in the lateral direction mounting one object to provide a working vehicle that can increase as much as possible the maximum turning angle of the front wheel without pitch increased.
- Another object of the present invention is to provide a working vehicle that can achieve the engine unit and the flywheel unit as much as possible while achieving the one object. Further, according to the present invention, when the engine unit is supported in an anti-vibration manner on the vehicle frame, the safety of restricting the forward relative movement of the engine unit with respect to the vehicle frame while achieving the one object is achieved. It is still another object to provide a working vehicle in which the mechanism can be realized with a simple structure.
- the present invention provides a pair of left and right vehicle frames extending in the vehicle front-rear direction so that the plate surfaces face each other in a state of being substantially vertical, and are positioned below the pair of vehicle frames and A front axle unit supported by the pair of vehicle frames in a state along the vehicle width direction so that both end portions extend outward from the pair of vehicle frames in the vehicle width direction, and both end portions of the front axle unit A pair of left and right front wheels supported so as to be steerable, an engine unit supported by the pair of vehicle frames, a flywheel unit coupled to a rear end surface of the engine unit, and a rearwardly spaced arrangement from the flywheel unit A transmitter that operatively inputs rotational power from the engine unit via the flywheel unit.
- the pair of front frames is a working vehicle in which the outer surface on the rear end side is connected to the inner surface on the front end side of the corresponding main frame via a spacer. I will provide a.
- the separation width of the pair of main frames depending on the width of the mission case (the length along the vehicle width direction) is independent.
- the separation width of the pair of front frames can be reduced as much as possible. Therefore, the maximum turning angle of the front wheels can be increased as much as possible without increasing the horizontal mounting pitch of the pair of front wheels.
- the engine unit includes an engine main body, an output shaft extending rearward from the engine main body, and a mounting flange extending radially outward from a rear end of the engine main body.
- the pair of front frames are preferably rear
- the engine unit and the flywheel unit are arranged so that at least an upper region of the end surface is located in front of the mounting flange, and at least a lower part of the end face overlaps the pair of vehicle frames in the side view and the mounting
- the flange is located above the rear end surface of the front frame in a front view. While areas overlap, it may be supported by the pair of vehicle frame.
- the flywheel unit connected to the engine unit and the mounting flange can be installed below.
- the mounting flange is moved to the pair when the engine unit moves relative to the vehicle frame by a predetermined distance.
- a distance in the vehicle front-rear direction between the upper region and the mounting flange can be defined so as to contact the upper region on the rear end surface of the front frame.
- the rear end surfaces of the pair of front frames have a rearward extension region extending rearward from a lower end portion of the upper region, and the mounting flange and the rearward extension region in a plan view as viewed from above. Configured to overlap.
- FIG. 1 is a perspective view of a tractor which is an embodiment of a working vehicle according to the present invention.
- FIG. 2 is a front perspective view of a vehicle body portion of the working vehicle.
- FIG. 3 is a side view of the vehicle body portion of the working vehicle.
- FIG. 4 is an upper perspective view of the vicinity of the engine unit in the working vehicle as viewed from the rear.
- FIG. 5 is a lower perspective view of the front axle unit in the working vehicle as viewed from the front.
- FIG. 6 is a lower perspective view of the front unit as viewed from the rear.
- FIG. 7 is a cross-sectional plan view of the vicinity of the engine unit.
- FIG. 8 is a perspective view of the vicinity of the front vibration isolating support mechanism in the working vehicle.
- FIG. 8 is a perspective view of the vicinity of the front vibration isolating support mechanism in the working vehicle.
- FIG. 9 is a partially exploded perspective view of the vicinity of the transmission in the working vehicle.
- FIG. 10 is a partial side view of the working vehicle.
- FIG. 11 is a rear perspective view in the vicinity of the connecting portion between the front frame and the main frame in the working vehicle, and is a rear perspective view in a state in which the left main frame is omitted.
- FIG. 12 is a side perspective view in the vicinity of the connecting portion between the front frame and the main frame, and is a side perspective view in a state where the left spacer and the left main frame are omitted.
- 13 is a cross-sectional view taken along line XIII-XIII in FIG.
- FIG. 1 the perspective view of the tractor which is the working vehicle 1 which concerns on this Embodiment is shown.
- 2 and 3 show a front perspective view and a partial side view of the vehicle body portion of the working vehicle 1, respectively.
- the working vehicle 1 includes a pair of left and right vehicle frames 10, a pair of left and right front wheels 21 and a pair of left and right rear wheels 22 respectively disposed on the front and rear sides of the vehicle.
- the pair of vehicle frames 10 extend in the vehicle front-rear direction so that the plate surfaces face each other in a state of being substantially vertical.
- the pair of vehicle frames 10 includes a pair of left and right front frames 11 that are positioned on the vehicle front side so as to support the front axle unit 30 and extend substantially linearly in plan view, and the pair of front frames 11. It includes a pair of left and right main frames 12 which are located on the outer side in the vehicle width direction and extend rearward in a substantially straight line shape in plan view in a state of overlapping with the front frame 11 corresponding to the front end in a side view.
- the working vehicle 1 further includes a reinforcing member that reinforces the pair of vehicle frames 10.
- FIG. 4 shows an upper perspective view of the vicinity of the engine unit 40 as viewed from the rear.
- the reinforcing member includes a first reinforcing member 25 that connects the front sides of the pair of front frames 11, and a portion that supports the front axle unit 30 in the pair of front frames 11.
- a third reinforcing member 27 for connecting the pair of main frames 12 on the rear side of the flywheel unit 50.
- the front axle unit 30 is positioned below the pair of vehicle frames 10 and has both ends extending along the vehicle width direction with both ends extending outward from the pair of vehicle frames 10 in the vehicle width direction.
- the front frame 11 is supported.
- FIGS. 5 and 6 show lower perspective views of the front axle unit 30 as viewed from the front and rear, respectively. 5 and 6, the engine unit 40, the flywheel unit 50, and the transmission 60 are omitted for easy understanding.
- the front axle unit 30 is provided with a front-side support frame 35 and a rear-side support frame 36 that are provided directly or indirectly on the pair of front frames 11. It is supported so as to be able to swing around the dynamic axis.
- the front support frame 35 and the rear support frame 36 are attached to the second reinforcing member 26.
- the pair of front wheels 21 are steerably connected to both end portions of the front axle unit 30.
- the pair of rear wheels 22 are connected to vehicle width direction outer ends of a pair of left and right rear axle units (not shown) respectively connected to both side walls of the transmission case 61 in the transmission 60.
- FIG. 7 shows a cross-sectional plan view in the vicinity of the engine unit 40.
- the engine unit 40 includes an engine body 41, an output shaft 42 extending rearward from the engine body 41, and a radial direction from the rear end of the engine body 41. And a mounting flange 43 extending outward.
- the engine unit 40 is supported by the vehicle frame 10 through vibration-proof support mechanisms 70 at four locations, front, rear, left and right.
- the vibration isolating support mechanism 70 includes a pair of left and right front anti-vibration support mechanisms 70F and a pair of left and right rear anti-vibration support mechanisms 70R.
- the engine unit 40 has a front side supported by the pair of front frames 11 via the pair of front side anti-vibration support mechanisms 70F, and a rear side via the pair of rear side anti-vibration support mechanisms 70R.
- the pair of main frames 12 are indirectly supported.
- FIG. 8 is a perspective view of the vicinity of the left front anti-vibration support mechanism 70F.
- each of the front and rear vibration isolating support mechanisms 70 ⁇ / b> F and 70 ⁇ / b> R includes an elastic member 71 having an upper surface and a lower surface, and a first lower surface fixed to the upper surface of the elastic member 71.
- a second bolt shaft (not shown) fixed to the lower surface.
- the front vibration isolating support mechanism 70 ⁇ / b> F is provided between an engine front mounting stay 45 provided on the side surface of the engine unit 40 and a front frame front mounting stay 11 ⁇ / b> F provided on the front frame 11. It is inserted. That is, in a state where the first bolt shaft 74 is inserted into the mounting hole formed in the engine front mounting stay 45 and the second bolt shaft is inserted into the mounting hole formed in the front frame front mounting stay. Nuts are fastened to the first and second bolt shafts.
- the rear vibration isolation support mechanism 70 ⁇ / b> R is interposed between the engine rear mounting stay 46 and the engine mounting bracket 28 provided on the rear end surface of the engine unit 40.
- the engine mounting bracket 28 is erected on the third reinforcing member 27 that connects the pair of main frames 12.
- the flywheel unit 50 surrounds the flywheel body 51 concentrically connected to the output shaft 42 of the engine unit 40, and the flywheel body 51. In this way, a flywheel cover 52 connected to the mounting flange 43 is provided.
- the work vehicle 1 has a starter unit 55 for starting the engine unit 40.
- the starter unit 55 includes a starter body 56, a starter drive shaft (not shown) of the starter body 56, and a gear train for operatively connecting the flywheel body 51 (see FIG. (Not shown).
- the gear train is accommodated in a gear cover 57 formed integrally with the flywheel cover 52. That is, the flywheel cover 52 includes a flywheel cover main body 52a surrounding the flywheel main body 51, and a gear cover 57 bulging radially outward from the flywheel cover main body 52a to accommodate the gear train. Integrated.
- FIG. 9 shows a partially exploded perspective view in the vicinity of the mission case 61.
- the transmission 60 is connected to the rear end sides of the pair of main frames 12 while being separated from the flywheel unit 50 rearward as shown in FIGS. 1, 2, and 9.
- the rear end sides of the pair of main frames 12 are connected to both side walls of the transmission case 61 of the transmission 60 via pins 65.
- two left and right side surfaces of the transmission case 61 are formed with two mounting holes, an upper mounting hole 66U and a lower mounting hole 66D.
- the rear end sides of the pair of main frames 12 are connected to the two mounting holes 66U and 66R via the pins 65. According to such a configuration, it is possible to improve the efficiency of the connection work between the pair of main frames 12 and the transmission case 61.
- FIG. 10 shows a side view of the pair of vehicle frames 10 with the front axle unit 30 removed.
- the pair of front frames 11 is provided with a stop portion 11 ⁇ / b> S that defines a swing end of the front axle unit 30. That is, as described above, the front axle unit 30 is directly or indirectly attached to the pair of front frames 11 in a state in which both end portions extend outward in the vehicle width direction at positions below the pair of front frames 11. It is supported so as to be swingable around a rotation axis along the longitudinal direction of the vehicle.
- the pair of front frames 11 is formed with a notch that opens downward at a position corresponding to the front axle unit 30, and the notch defines a swinging end of the front axle unit 30 around the rotation axis. Acting as the stopping portion 11S.
- the vertical position of the stop portion 11S and the vertical intermediate position between the upper mounting hole 66U and the lower mounting hole 66D can be substantially matched. According to such a configuration, the vehicle frame against the torsional load applied to the vehicle frame 10 when the front axle unit 30 swings around the rotation shaft and comes into contact with the stop portion 11S. The strength of 10 can be improved.
- the pair of main frames 12 are arranged on the outer side in the vehicle width direction from the pair of front frames 11.
- the front end side is connected to the rear end side of the pair of front frames 11 via a spacer 13.
- FIG. 11 is a rear perspective view of the vicinity of the connecting portion between the front frame 11 and the main frame 12, and shows a rear perspective view in a state in which the left main frame 12 is omitted.
- FIG. 12 is a side perspective view in the vicinity of the connecting portion, and shows a side perspective view in a state in which the left spacer 13 and the left main frame 12 are omitted.
- FIG. 13 shows a cross-sectional view along the line XIII-XIII in FIG. In FIGS. 11 to 13, the third reinforcing member 27 and the engine mounting bracket 28 are omitted for easy understanding.
- the pair of front frames 11 has the outer surface on the rear end side connected to the inner surface on the front end side of the corresponding main frame 12 via the spacer 13. .
- the laterally spaced width of the pair of front frames 11 that support the front axle unit 30 can be reduced as much as possible independently of the laterally spaced distance of the pair of main frames 12.
- the maximum turning angle of the front wheels 21 can be increased as much as possible without increasing the left-right mounting pitch of the pair of front wheels 21 supported by the front axle unit 30 so as to be steerable.
- the front wheels 21 are provided at both ends of the front axle unit 30 supported by the pair of front frames 11 and can turn within a range that does not interfere with the pair of front frames 11. Therefore, in order to increase the maximum turning angle at which the front wheels 21 can be steered, the left-right separation width of the pair of front frames 11 is reduced, or the left-right mounting pitch (left-right separation width) of the pair of front wheels 21 is reduced. ) Must be increased.
- the left-right separation width of the pair of front frames cannot be reduced. That is, the left-right separation width of the pair of main frames 12 depends on the left-right width of the flywheel unit 50 and the left-right width of the mission case 61. Therefore, if the pair of front frames 11 and the pair of main frames 12 are directly connected as in the prior art, the left-right separation width of the pair of front frames 11 is also the flywheel unit. As a result, the left-right separation width of the pair of front frames 11 cannot be freely reduced.
- the left-right mounting pitch (left-right separation width) of the pair of front wheels 21 is determined according to the specifications of the work vehicle 1, and is preferably as narrow as possible from the viewpoint of downsizing the work vehicle 1. Therefore, it is not desirable to prevent the front wheel 21 from interfering with the front frame 11 during turning by increasing the left-right mounting pitch of the pair of front wheels 21.
- the pair of front frames 11 has the front end of the main frame 12 to which the outer surface on the rear end side corresponds via the spacer 13. It is connected to the inner surface of the side. According to such a configuration, by changing the thickness of the spacer 13, the separation width of the pair of front frames 11 can be reduced as much as possible independently of the separation width of the pair of main frames 12. The maximum turning angle of the front wheels 21 can be increased as much as possible without increasing the left-right mounting pitch of the pair of front wheels 21 supported by the front axle unit 30 so as to be steerable.
- the pair of front frames 11 are arranged such that at least the upper region 111 of the rear end face 110 is located on the front side of the mounting flange 43.
- the rear end surfaces 110 of the pair of front frames 11 are rearward from the lower end portion of the upper region 111 in addition to the upper region 111. It includes a rearward extension region 112 that extends and a lower region 113 that extends downward from the rear end of the rearward extension region 112.
- the spacer 13 has a rear end surface 130 having the same shape as the rear end surface 110 of the corresponding front frame 11.
- the rear end surface 130 of the spacer 13 includes an upper region 131 located on the front side of the mounting flange 43, a rear extension region 132 extending rearward from a lower end portion of the upper region 131, and the rear extension. And a lower region 133 extending downward from the rear end of the region.
- the spacer 13 is interposed between the rear end side outer surface of the front frame 11 and the front end side inner surface of the main frame 12 so as to be flush with the rear end surface 110 of the front frame 11 to which the rear end surface 130 corresponds. It is inserted.
- the engine unit 40 and the flywheel unit 50 have at least a lower portion overlapping the pair of vehicle frames 10 in a side view and the mounting flange 43 in a front view.
- the front frame 11 is supported by the pair of vehicle frames 10 so as to overlap the upper region 111 of the rear end surface 110 of the front frame 11.
- the transmission 60 is installed as far as possible from the viewpoint of installation below the driver's seat installed above the transmission 60 and installation below the center of gravity of the work vehicle 1.
- the flywheel unit 50 operatively connected to the transmission 60 via the transmission shaft 75 is also installed downward.
- the transmission shaft 75 can be made as horizontal as possible, thereby improving the transmission efficiency of the transmission shaft 75 and reducing noise.
- the floor member disposed above the transmission shaft 75 can be fully flattened.
- the center of gravity of the working vehicle 1 can be positioned further downward by installing the engine unit 40 and the flyhole unit 50 below.
- the front frame 11 is in a state where the outer surface of the front frame 11 is connected to the inner surface of the main frame 12 via the spacer 13.
- the rear end surface 110 is disposed such that at least the upper region 111 is located on the front side of the mounting flange 43.
- the engine unit 40 and the flywheel unit 50 have at least a lower portion in the side view.
- the mounting flange 43 is supported by the pair of vehicle frames 10 in a state of overlapping with the pair of vehicle frames 10 and the upper region 111 of the rear end surface 110 of the front frame 11 in a front view. .
- the width of the front frame 11 is determined while the width of the left and right of the pair of main frames 12 is determined corresponding to the width of the flywheel unit 50 and the width of the mission case 60.
- the engine unit 40 and the flywheel unit 50 can be installed as low as possible without spreading and without causing the engine unit 40 and the flywheel unit 50 to interfere with the vehicle frame 10.
- the engine unit 40 when the engine unit 40 is supported on the vehicle frame 10 via the anti-vibration support mechanism 70, the engine unit 40 is preferably attached to the vehicle frame 10.
- a distance in the vehicle front-rear direction between the upper region 111 and the mounting flange 43 so that the mounting flange 43 abuts on the upper region 111 on the rear end surface 110 of the pair of front frames 11 when moved relative to the front by a predetermined distance. Can be set.
- a safety mechanism that limits the amount of forward relative movement of the engine unit 40 with respect to the vehicle frame 10 can be realized with a simple structure. That is, when the engine unit 40 is supported by the vehicle frame 10 via the anti-vibration support mechanism 70, when the brake is operated while the vehicle 1 is traveling forward, The engine unit 40 moves forward relative to the vehicle frame 10 when the vehicle 1 is started backward from a stopped state. When such a relative movement of the engine unit 40 with respect to the vehicle frame 10 occurs, an excessive load is applied to the anti-vibration support mechanism 70, and in some cases, the anti-vibration support mechanism 70 is damaged.
- the relative movement amount of the engine unit 40 can be limited with a simple structure using the mounting flange 43 and the front frame 11.
- the rear end surfaces 110 of the pair of front frames 11 have the rearward extension region 112 extending rearward from the lower end portion of the upper region 111.
- the rear extension region 112 so that the mounting flange 43 overlaps the rear extension region 112 in a plan view as viewed from above. Is configured to extend in the vehicle front-rear direction across the mounting flange 43.
- the rear extension region 112 can prevent the engine unit 40 from moving relative to the vehicle frame 10 below a predetermined amount with respect to the vehicle frame 10. Can effectively prevent damage.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Architecture (AREA)
- Structural Engineering (AREA)
- Body Structure For Vehicles (AREA)
- Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
Abstract
Description
従って、前記一対のフロントフレームの離間幅を前記一対のメインフレームの離間幅とは独立して自由に狭めることができず、結果として、前記一対の前輪の最大切れ角を大きくすることができないという問題があった。
そして、前記エンジンユニット及び前記フライホイールユニットは、前記フライホイールユニットの出力軸と前記トランスミッションの入力軸との上下位置を可能な限り一致させるべく、下方に設置されることが好ましい。
従って、前記一対のフロントフレームの離間幅を狭めることができず、結果として、前記前車輪の最大切れ角を大きくできなかった
さらに、本発明は、前記エンジンユニットが前記車輌フレームに防振支持されている場合において、前記一の目的を達成しつつ、前記エンジンユニットの前記車輌フレームに対する前方への相対移動量を制限する安全機構を簡単な構造で実現し得る作業車輌の提供を、さらなる他の目的とする。
従って、一対の前輪の左右方向取付ピッチを大きくすることなく前記前輪の最大切れ角を可及的に大きくすることができる。
図1に、本実施の形態に係る作業車輌1であるトラクタの斜視図を示す。
又、図2及び図3に、それぞれ、前記作業車輌1の車体部分の前方斜視図及び部分側面図を示す。
詳しくは、前記一対の車輌フレーム10は、前記フロントアクスルユニット30を支持するように車輌前方側に位置し且つ平面視略直線状に延びる左右一対のフロントフレーム11と、前記一対のフロントフレーム11より車輌幅方向外方側に位置し且つ側面視において前端側が対応する前記フロントフレーム11とオーバーラップした状態で平面視略直線状に後方側へ延びる左右一対のメインフレーム12とを含んでいる。
図4に、前記エンジンユニット40近傍を後方から視た上方斜視図を示す。
図2~図4に示すように、前記補強部材は、前記一対のフロントフレーム11の前側同士を連結する第1補強部材25と、前記一対のフロントフレーム11における前記フロントアクスルユニット30を支持する部分を連結する第2補強部材26と、前記フライホイールユニット50より後方側において前記一対のメインフレーム12の間を連結する第3補強部材27とを有している。
本実施の形態においては、前記前側支持フレーム35及び前記後側支持フレーム36は、前記第2補強部材26に取り付けられている。
前記一対の後輪22は、前記トランスミッション60におけるミッションケース61の両側壁にそれぞれ連結された左右一対のリヤアクスルユニット(図示せず)の車輌幅方向外端部に連結されている。
前記エンジンユニット40は、図2~図4及び図7に示すように、エンジン本体41と、前記エンジン本体41から後方へ延在された出力軸42と、前記エンジン本体41の後端から径方向外方へ延在された取付フランジ43とを備えている。
詳しくは、前記防振支持機構70は、図2~図4に示すように、左右一対の前側防振支持機構70Fと、左右一対の後側防振支持機構70Rとを含んでいる。
そして、前記エンジンユニット40は、前側が前記一対の前側防振支持機構70Fを介して前記一対のフロントフレーム11に支持され、且つ、後側が前記一対の後側防振支持機構70Rを介して前記一対のメインフレーム12に間接的に支持されている。
図4及び図8に示すように、前記前側及び後側防振支持機構70F,70Rの各々は、上面及び下面を有する弾性部材71と、下面が前記弾性部材71の上面に固着される第1ベース部材72と、上面が前記弾性部材71の下面に固着される第2ベース部材73と、前記第1ベース部材72の上面に固着された第1ボルト軸74と、前記第2ベース部材73の下面に固着された第2ボルト軸(図示せず)とを有している。
即ち、前記エンジン前側取付ステー45に形成された取付孔に前記第1ボルト軸74が挿通され且つ前記フロントフレーム前側取付ステーに形成された取付孔に前記第2ボルト軸が挿通された状態で、前記第1及び第2ボルト軸にナットが締結されている。
本実施の形態においては、前記エンジン取付ブラケット28は、前記一対のメインフレーム12の間を連結する前記第3補強部材27に立設されている。
前記スタータユニット55は、図3,図4及び図8に示すように、スタータ本体56と、前記スタータ本体56のスタータ駆動軸(図示せず)及び前記フライホイール本体51を作動連結するギヤ列(図示せず)とを有している。
前記ギヤ列は、前記フライホイールカバー52に一体形成されたギヤカバー57に収容されている。
即ち、前記フライホイールカバー52は、前記フライホイール本体51を囲繞するフライホイールカバー本体52aと、前記フライホイールカバー本体52aから径方向外方へ膨出されて前記ギヤ列を収容するギヤカバー57とを一体的に備えている。
前記トランスミッション60は、図1,図2及び図9に示すように、前記フライホイールユニット50から後方へ離間された状態で、前記一対のメインフレーム12の後端側に連結されている。
本実施の形態においては、前記一対のメインフレーム12の後端側は、前記トランスミッション60のミッションケース61の両側壁にピン65を介して連結されている。
図2及び図10に示すように、前記一対のフロントフレーム11には、前記フロントアクスルユニット30の揺動端を画する停止部11Sが備えられる。
即ち、前述の通り、前記フロントアクスルユニット30は、前記一対のフロントフレーム11より下方位置において両端部が車輌幅方向外方へ延在された状態で前記一対のフロントフレーム11に直接又は間接的に車輌前後方向に沿った回動軸回り揺動可能に支持されている。
前記一対のフロントフレーム11には、前記フロントアクスルユニット30に対応した位置に下方へ開く切り欠きが形成されており、前記切り欠きが前記フロントアクスルユニット30の回動軸回りの揺動端を画する前記停止部11Sとして作用している。
斯かる構成によれば、前記フロントアクスルユニット30が前記回動軸回りに揺動して前記停止部11Sと当接した際に前記車輌フレーム10に付加される捩り荷重に対して、前記車輌フレーム10の強度を向上させることができる。
又、図12に、前記連結部近傍の側方斜視図であって、左側の前記スペーサ13及び左側の前記メインフレーム12を削除した状態の側方斜視図を示す。
さらに、図13に、図3におけるXIII-XIII線に沿った断面図を示す。
なお、図11~図13においては、理解容易化の為に、前記第3補強部材27及び前記エンジン取付ブラケット28を削除している。
斯かる構成によれば、前記フロントアクスルユニット30を支持する前記一対のフロントフレーム11の左右方向離間幅を前記一対のメインフレーム12の左右方向離間幅とは独立して可及的に狭めることができ、前記フロントアクスルユニット30に操舵可能に支持される前記一対の前輪21の左右方向取付ピッチを大きくすることなく、前記前輪21の最大切れ角を可及的に大きくすることも可能となる。
即ち、前記一対のメインフレーム12の左右離間幅は、前記フライホイールユニット50の左右幅及び前記ミッションケース61の左右幅に依存する。従って、仮に、従来技術におけるように、前記一対のフロントフレーム11及び前記一対のメインフレーム12が直接的に連結されている場合には、前記一対のフロントフレーム11の左右離間幅も前記フライホイールユニット50の左右幅及び前記ミッションケース61の左右幅に依存することになり、結果として、前記一対のフロントフレーム11の左右離間幅を自由に狭めることはできない。
斯かる構成によれば、前記スペーサ13の厚みを変更することによって、前記一対のフロントフレーム11の離間幅を前記一対のメインフレーム12の離間幅とは独立して可及的に狭めることができ、前記フロントアクスルユニット30に操舵可能に支持される前記一対の前輪21の左右方向取付ピッチを大きくすることなく、前記前輪21の最大切れ角を可及的に大きくすることができる。
即ち、図11及び図12に示すように、前記一対のフロントフレーム11は、後端面110のうち少なくとも上方領域111が前記取付フランジ43より前方側に位置するように配置されている。
なお、本実施の形態においては、図11及び図12に示すように、前記一対のフロントフレーム11の前記後端面110は、前記上方領域111に加えて、前記上方領域111の下端部から後方へ延びる後方延在領域112と、前記後方延在領域112の後端部から下方へ延びる下方領域113とを含んでいる。
詳しくは、前記スペーサ13の前記後端面130は、前記取付フランジ43より前方側に位置する上方領域131と、前記上方領域131の下端部から後方へ延びる後方延在領域132と、前記後方延在領域の後端部から下方へ延びる下方領域133とを含んでいる。
前記スペーサ13は、前記後端面130が対応する前記フロントフレーム11の後端面110と面一状態で前記フロントフレーム11の後端側外表面と前記メインフレーム12の前端側内表面との間に介挿されている。
即ち、前記トランスミッション60は、前記トランスミッション60の上方に設置される運転席の下方設置及び前記作業車輌1の重心の下方設置という観点から、可能な範囲において下方設置されることが好ましい。
そして、前記トランスミッション60が下方設置されると、前記トランスミッション60に伝動軸75を介して作動連結される前記フライホイールユニット50も下方設置されることが望まれる。前記フライホイールユニット75を前記トランスミッション60に合わせて下方設置することにより、前記伝動軸75を可及的に水平状態とすることができ、これにより、前記伝動軸75の伝動効率の向上及び騒音の低減を図ると共に、前記伝動軸75の上方に配置されるフロア部材のフルフラット化が可能となる。さらに、前記エンジンユニット40及び前記フライホールユニット50の下方設置によって前記作業車輌1の重心をさらに下方に位置させることが可能となる。
斯かる構成によれば、前記一対のメインフレーム12の左右離間幅を前記フライホイールユニット50の左右幅及び前記ミッションケース60の左右幅に対応して決定しつつ、前記フロントフレーム11の離間幅を広げることなく且つ前記エンジンユニット40及び前記フライホイールユニット50を前記車輌フレーム10に干渉させることなく、前記エンジンユニット40及び前記フライホイールユニット50を可及的に下方設置させることができる。
即ち、前記エンジンユニット40が前記防振支持機構70を介して前記車輌フレーム10に防振支持されている場合には、前記車輌1が前方へ走行している状態においてブレーキを作動させた際や停止状態から前記車輌1を後方へ発進させた際に前記エンジンユニット40が前記車輌フレーム10に対して相対的に前方へ移動する。
このような前記エンジンユニット40の前記車輌フレーム10に対する相対移動が生じると、前記防振支持機構70に過度の負荷がかかり、場合によっては前記防振支持機構70の損傷を招くことになる。
この点に関し、前記構成によれば、前記取付フランジ43及び前記フロントフレーム11を利用した簡単な構造で前記エンジンユニット40の相対移動量を制限することができる。
斯かる構成においては、好ましくは、図11及び図12に示すように、上方から視た平面視において前記取付フランジ43が前記後方延在領域112とオーバーラップするように、前記後方延在領域112が前記取付フランジ43を跨いで車輌前後方向に延びるように構成される。
10 車輌フレーム
11 フロントフレーム
110 後端面
111 上方領域
12 メインフレーム
13 スペーサ
21 前輪
30 フロントアクスルユニット
40 エンジンユニット
41 エンジン本体
42 出力軸
43 取付フランジ
50 フライホイールユニット
51 フライホイール本体
52 フライホイールカバー
60 トランスミッション
70 防振支持機構
Claims (4)
- 板面が略垂直に沿った状態で互いに対向するように車輌前後方向に延びる左右一対の車輌フレームと、前記一対の車輌フレームより下方に位置し且つ両端部が前記一対の車輌フレームから車輌幅方向外方へ延在されるように車輌幅方向に沿った状態で前記一対の車輌フレームに支持されたフロントアクスルユニットと、前記フロントアクスルユニットの両端部に操舵可能に支持される左右一対の前輪と、前記一対の車輌フレームに支持されたエンジンユニットと、前記エンジンユニットの後端面に連結されるフライホイールユニットと、前記フライホイールユニットから後方へ離間配置され、前記エンジンユニットから前記フライホイールユニットを介して作動的に回転動力を入力するトランスミッションとを備え、前記一対の車輌フレームが、前記フロントアクスルユニットを支持する左右一対のフロントフレームと、後端側が前記トランスミッションのミッションケースの両側面にそれぞれ直接又は間接的に連結される左右一対のメインフレームとを含んでいる作業車輌であって、
前記一対のフロントフレームは、後端側の外表面がスペーサを介して対応する前記メインフレームの前端側の内表面に連結されていることを特徴とする作業車輌。 - 前記エンジンユニットは、エンジン本体と、前記エンジン本体から後方へ延在された出力軸と、前記エンジン本体の後端から径方向外方へ延在された取付フランジとを含み、
前記フライホイールユニットは、前記出力軸に連結されるフライホイール本体と、前記フライホイール本体を囲繞するように前記取付フランジに連結されるフライホイールカバーとを含んでおり、
前記一対のフロントフレームは、後端面のうち少なくとも上方領域が前記取付フランジより前方側に位置するように配置され、
前記エンジンユニット及び前記フライホイールユニットは、少なくとも下方部分が側面視において前記一対の車輌フレームとオーバーラップし且つ前記取付フランジが正面視において前記フロントフレームの前記後端面の前記上方領域とオーバーラップした状態で、前記一対の車輌フレームに支持されていることを特徴とする請求項1に記載の作業車輌。 - 前記エンジンユニットは防振支持機構を介して前記車輌フレームに支持されており、
前記エンジンユニットが前記車輌フレームに対して前方へ所定距離だけ相対移動すると前記取付フランジが前記一対のフロントフレームの前記後端面における前記上方領域に当接するように、前記上方領域と前記取付フランジとの車輌前後方向距離が画されていることを特徴とする請求項2に記載の作業車輌。 - 前記一対のフロントフレームの前記後端面は、前記上方領域の下端部から後方へ延びる後方延在領域を有し、
上方から視た平面視において前記取付フランジが前記後方延在領域とオーバーラップしていることを特徴とする請求項3に記載の作業車輌。
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- 2010-01-22 KR KR1020117018016A patent/KR20110112388A/ko not_active Application Discontinuation
- 2010-01-22 EP EP10735745.1A patent/EP2392485B1/en not_active Not-in-force
- 2010-01-22 US US13/147,271 patent/US8727062B2/en active Active
- 2010-01-22 WO PCT/JP2010/050766 patent/WO2010087276A1/ja active Application Filing
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Also Published As
Publication number | Publication date |
---|---|
EP2392485A4 (en) | 2015-03-18 |
KR20110112388A (ko) | 2011-10-12 |
EP2392485B1 (en) | 2016-08-10 |
US8727062B2 (en) | 2014-05-20 |
JP2010173602A (ja) | 2010-08-12 |
EP2392485A1 (en) | 2011-12-07 |
US20110284306A1 (en) | 2011-11-24 |
CN102300735A (zh) | 2011-12-28 |
CN102300735B (zh) | 2014-06-04 |
JP5111409B2 (ja) | 2013-01-09 |
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