WO2020162481A1 - Véhicule de déplacement - Google Patents

Véhicule de déplacement Download PDF

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Publication number
WO2020162481A1
WO2020162481A1 PCT/JP2020/004284 JP2020004284W WO2020162481A1 WO 2020162481 A1 WO2020162481 A1 WO 2020162481A1 JP 2020004284 W JP2020004284 W JP 2020004284W WO 2020162481 A1 WO2020162481 A1 WO 2020162481A1
Authority
WO
WIPO (PCT)
Prior art keywords
oil
gear
storage chamber
synchronizer ring
traveling vehicle
Prior art date
Application number
PCT/JP2020/004284
Other languages
English (en)
Japanese (ja)
Inventor
遼介 其畑
雅俊 渡部
Original Assignee
株式会社クボタ
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 株式会社クボタ filed Critical 株式会社クボタ
Publication of WO2020162481A1 publication Critical patent/WO2020162481A1/fr
Priority to ZA2021/05341A priority Critical patent/ZA202105341B/en

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D23/00—Details of mechanically-actuated clutches not specific for one distinct type
    • F16D23/02—Arrangements for synchronisation, also for power-operated clutches
    • F16D23/04—Arrangements for synchronisation, also for power-operated clutches with an additional friction clutch
    • F16D23/06—Arrangements for synchronisation, also for power-operated clutches with an additional friction clutch and a blocking mechanism preventing the engagement of the main clutch prior to synchronisation
    • 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
    • F16H57/00—General details of gearing
    • F16H57/04—Features relating to lubrication or cooling or heating

Definitions

  • the present invention relates to a traveling vehicle.
  • the power transmission device is, for example, a forward/reverse switching device that switches between forward and backward travel of a traveling vehicle.
  • the power transmission device has a gear and a synchronizer ring that contacts the gear.
  • the shifter pushes the synchronizer ring toward the gear side by the switching operation of the gear by the driver, and the gear and the synchronizer ring come into contact with each other. Due to the friction generated by this contact, the rotation speeds of the gear and the synchronizer ring match, and the rotation of the shaft is transmitted to the gear via the synchronizer ring.
  • oil (mission oil) is stored in the case.
  • the power transmission device in particular, the synchronizer ring
  • the oil enters between the gear and the synchronizer ring.
  • the oil reduces friction between the gear and the synchronizer ring, and suppresses wear of the synchronizer ring.
  • a traveling vehicle includes an engine, a case in which a power transmission device that transmits power from the engine is housed, and a housing space of the case, and the inside of the case is outside the case. And a supply pipe for supplying oil.
  • the power transmission device includes a gear and a synchronizer ring that contacts the gear.
  • the supply pipe includes a tubular body through which the oil flows, a discharge port through which the oil is discharged, and a guide unit that guides the oil discharged through the discharge port between the gear and the synchronizer ring. And.
  • the oil supplied by the supply pipe is guided between the gear and the synchronizer ring by the guide portion, so that the oil is applied to the contact surface of the synchronizer ring that contacts the gear. Therefore, even when the synchronizer ring is not immersed in oil, the lubrication between the gear and the synchronizer ring can be maintained, and the wear of the synchronizer ring can be suppressed.
  • the guide portion is tubular.
  • the guide portion extends from the main body portion between the gear and the synchronizer ring.
  • the discharge port is provided at an end of the guide portion in the extending direction.
  • the oil discharged from the discharge port facing the gear is discharged in the extending direction of the guide portion. Since the guide portion extends toward between the gear and the synchronizer ring, the discharged oil can be accurately applied between the gear and the synchronizer ring. As a result, the lubrication between the gear and the synchronizer ring can be maintained.
  • the discharge port is arranged above the central axis of the shaft to which the gear is attached.
  • the oil can be applied to the upper side of the gear that is hard to be immersed in the oil, and the lubrication between the gear and the synchronizer ring can be maintained.
  • the main body portion extends so as not to vertically overlap with the central axis of the shaft.
  • an angle formed by an imaginary line passing through the center of the outlet and the central axis of the shaft and the extending direction of the guide portion is less than 30 degrees.
  • the extending direction of the guide portion is inclined with respect to the vertical direction.
  • the power transmission device includes a mechanical forward/reverse switching device that switches between forward and backward travel of the traveling vehicle.
  • the gear is a gear of the forward/reverse switching device.
  • a work using a traveling vehicle for example, farming work
  • switching between forward and reverse is often performed, so the number of shifts of the forward/reverse switching device is larger than the number of shifts of the transmission. .. Therefore, the synchronizer ring that comes into contact with the gear of the forward/reverse switching device is more easily worn than the synchronizer ring that comes into contact with the gear of the transmission. Therefore, by guiding oil between the gear of the forward/reverse switching device and the synchronizer ring, it is possible to suppress wear of the synchronizer ring, which is easily worn.
  • the forward/reverse switching device has a forward gear and a reverse gear as the gears.
  • the synchronizer ring includes a first synchronizer ring that contacts the forward gear and a second synchronizer ring that contacts the reverse gear.
  • the guide portion guides the oil between the forward gear and the first synchronizer ring and a second guide portion that guides the oil between the reverse gear and the second synchronizer ring. And a section. Since oil is applied to each of the first synchronizer ring that contacts the forward gear and the second synchronizer ring that contacts the reverse gear, wear of both synchronizer rings can be suppressed.
  • the traveling vehicle has a transmission that shifts the power from the engine and transmits the power to the drive wheels.
  • the case is located between a first accommodation chamber in which the forward/reverse switching device is accommodated, a second accommodation chamber in which the transmission is accommodated, and the second accommodation chamber of the first accommodation chamber. And a case wall portion that separates the first storage chamber and the second storage chamber from each other.
  • the supply pipe supplies the oil to the first storage chamber. While the oil is being supplied, the oil level of the oil in the first storage chamber becomes higher than that before the oil is supplied. As a result, at least a part of the synchronizer ring of the forward/reverse switching device is easily immersed in oil. As a result, wear of the synchronizer ring can be further suppressed.
  • the case wall portion is provided with an opening that penetrates the first storage chamber and the second storage chamber.
  • the traveling vehicle includes a shaft that is disposed in the first storage chamber and that is rotated by power from the engine, and a bearing in which the shaft is inserted.
  • the bearing is fixed to the case wall so as to close the opening. Since the bearing is fixed so as to close the opening, the flow rate of the oil flowing from the first storage chamber to the second storage chamber through the opening is limited.
  • the case wall is provided with the opening, it is easy to store oil in the first storage chamber, and at least a part of the synchronizer ring of the forward/reverse switching device is easily immersed in oil. As a result, wear of the synchronizer ring can be further suppressed.
  • the bearing has an inner ring, an outer ring, a rolling element, and a seal portion that closes between the inner ring and the outer ring.
  • the seal portion is arranged toward the first storage chamber rather than the rolling element. Since the oil is stored on the side of the first accommodating chamber rather than the seal portion, it is easier to store the oil in the first accommodating chamber than in the case where the seal portion is farther than the rolling elements, and at least one of the gears of the forward/reverse switching device is provided. It becomes easy for the part to be immersed in oil. As a result, wear of the synchronizer ring can be further suppressed.
  • the opening has a first opening to which the bearing having no seal is fixed and a second opening to which the bearing having the seal is fixed. ..
  • the first opening is located below the second opening.
  • the opening further has a third opening to which the bearing having no seal portion is fixed.
  • the third opening is located above the second opening.
  • the opening has a fourth opening arranged above the synchronizer ring.
  • the fourth opening is open without fixing the bearing. This makes it easier for the oil accumulated above the synchronizer ring to flow into the second storage chamber. Therefore, it is possible to prevent the oil from being stored in the first storage chamber more than necessary.
  • FIG. 1 is a left side view of a traveling vehicle according to the embodiment.
  • FIG. 2 is a perspective view of the control device according to the embodiment as viewed from the upper left rear side.
  • FIG. 3 is a rear view of the control device according to the embodiment.
  • FIG. 4 is a rear view of the control device according to the embodiment.
  • FIG. 5 is a left side view of the control device according to the embodiment.
  • FIG. 6 is a left side view of the control device according to the embodiment.
  • FIG. 7 is an enlarged view of the shuttle lever and the guide plate according to the embodiment.
  • FIG. 8 is an enlarged view of the guide plate according to the embodiment.
  • FIG. 9 is an enlarged view of the steering unit according to the embodiment.
  • FIG. 10 is a sectional view taken along line BB of FIG.
  • FIG. 11 of the case according to the embodiment is a cross-sectional view taken along the line AA of FIG. 10 of the case according to the exemplary embodiment.
  • FIG. 12 is a cross-sectional view taken along line CC of FIG. 10 of the case according to the embodiment.
  • FIG. 13 is a cross-sectional view taken along line DD of FIG. 10 of the case according to the embodiment.
  • FIG. 14 is a perspective view for explaining the bearing according to the embodiment.
  • FIG. 15 is a diagram for explaining the movement of the transmission unit.
  • FIG. 16 is a diagram for explaining the movement of the transmission unit.
  • FIG. 1 is a side view of a traveling vehicle according to the embodiment.
  • FIG. 2 is a perspective view of the control device according to the embodiment as viewed from the upper left rear side. In this embodiment, a tractor is illustrated as the traveling vehicle 1.
  • the arrow X shown in the drawing indicates the width direction of the traveling vehicle 1
  • the arrow Y indicates the front-back direction of the traveling vehicle 1
  • the arrow Z indicates the up-down direction of the traveling vehicle 1.
  • the arrow X1 indicates the right direction of the traveling vehicle 1
  • the arrow X2 indicates the left direction of the traveling vehicle 1.
  • the arrow Y1 indicates the front direction (forward direction) of the traveling vehicle 1
  • the arrow Y2 indicates the rear direction (reverse direction) of the traveling vehicle 1.
  • the arrow Z1 indicates the upward direction of the traveling vehicle 1
  • the arrow Z2 indicates the downward direction of the traveling vehicle 1.
  • a direction from the center in the width direction X of the traveling vehicle 1 to the right side or the left side is referred to as an outer direction, and a direction from the right side or the left side of the traveling vehicle 1 in the width direction X to the center is referred to as an inward direction. Therefore, the center in the width direction X of the traveling vehicle 1 may be referred to as “vehicle inside”, and the right side and the left side of the center in the width direction X may be referred to as “vehicle outside”.
  • the traveling vehicle 1 has a vehicle body 2 that can travel.
  • the vehicle body 2 includes an engine 3, a case 5, a case cover member 6, and a control device 10.
  • the engine 3 is a diesel engine.
  • the engine 3 is located at the front of the traveling vehicle 1 and is covered with a hood.
  • the engine 3 may be an electric motor, or may be a hybrid type having a diesel engine and an electric motor.
  • the case 5 has a flywheel housing, a clutch housing, and a mission case.
  • the flywheel housing is connected to the rear part of the engine 3 and houses the flywheel.
  • the clutch housing is connected to the rear part of the flywheel housing and houses a clutch that intermittently transmits the power of the engine 3 transmitted via the flywheel.
  • the mission case is connected to the rear part of the clutch housing.
  • the case 5 houses a power transmission device that transmits the power from the engine 3.
  • the power transmission device may include a forward/reverse switching device 20 and a transmission device 30.
  • the case 5 accommodates the forward/reverse switching device 20 that switches the traveling vehicle between forward and reverse, and the transmission 30 that shifts the power from the engine 3 and transmits the power to the drive wheels.
  • the forward/reverse switching device 20 has a forward gear 25 and a reverse gear 26 as gears.
  • the case 5 is arranged below the control device 10 in the vertical direction Z.
  • the case cover member 6 covers the upper part of the case 5.
  • the case cover member 6 has a main body portion 6a that overlaps with an upper portion of the case 5 and a side portion 6b that is arranged outside the main body portion 6a in the width direction X when the vehicle is viewed from above.
  • the upper surface of the main body portion 6a is located higher than the upper surface of the side portion 6b (see FIGS. 2-4).
  • the driver's foot is placed on the case cover member 6.
  • the case cover member 6 is arranged on the front side in the front-rear direction Y with respect to the driver's seat 9. It is arranged on the rear side in the front-rear direction Y with respect to the control base 12.
  • the traveling vehicle 1 has a traveling device 8 that supports the vehicle body 2 so that the vehicle body 2 can travel.
  • the traveling device 8 is a wheel-type traveling device having a plurality of front wheels 8A provided at a front portion of the vehicle body 2 and a plurality of rear wheels 8B provided at a rear portion of the vehicle body 2.
  • the plurality of front wheels 8A include a left front wheel supported on the left side of the front axle case supported in front of the engine 3 and a right front wheel supported on the right side of the front axle case.
  • the plurality of rear wheels 8B include a left rear wheel supported on the left side of the case 5 (a mission case or the like) and a right rear wheel supported on the right side of the case 5.
  • the traveling device 8 may be a semi-crawler type traveling device (a traveling device having a front wheel 8A and a crawler type traveling mechanism adopted instead of the rear wheel 8B).
  • the front wheel 8A is a steering wheel that can be steered by moving a cylinder rod of a steering cylinder provided in the front portion of the front axle case. By manipulating the front wheels 8A, the direction of the vehicle body 2 can be changed (the vehicle body can be steered).
  • the steering cylinder is composed of a hydraulic cylinder.
  • the front wheels 8A and the rear wheels 8B at least the rear wheels 8B are drive wheels, and the power output from the transmission 30 is transmitted to the drive wheels.
  • a driver's seat 9 on which a driver sits is mounted on the rear portion of the vehicle body 2. In front of the driver's seat 9, there is provided a control device 10 partially covered by a control cover 11.
  • FIGS. 3 to 11. 3 and 4 are rear views of the control device according to the embodiment. However, in FIG. 4, some members (the case cover member 6, the pedal 17, the support pipe 18, the cover member 124, etc.) are omitted from FIG. 5 and 6 are left side views of the control device according to the embodiment. 6, some members (the case cover member 6, the pedal 17, the support pipe 18, the cover member 124, etc.) are omitted from FIG.
  • FIG. 7 is an enlarged view of the shuttle lever and the guide plate according to the embodiment.
  • FIG. 8 is an enlarged view of the guide plate according to the embodiment.
  • FIG. 10 is a sectional view taken along line BB of FIG. 11 of the case according to the embodiment.
  • 11 is a cross-sectional view taken along the line AA of FIG. 10 of the case according to the exemplary embodiment.
  • FIG. 12 is a cross-sectional view taken along line CC of FIG. 10 of the case according to the embodiment.
  • FIG. 13 is a cross-sectional view taken along line DD of FIG. 10 of the case according to the embodiment.
  • FIG. 14 is a perspective view for explaining the bearing according to the embodiment.
  • FIG. 15 is a diagram for explaining the movement of the transmission unit.
  • FIG. 16 is a diagram for explaining the movement of the transmission unit. It should be noted that in each drawing, members may be omitted as appropriate.
  • the control device 10 includes a control base 12, a shuttle lever 13, a guide plate 14, a transmission unit 15, a steering unit 16, a pedal 17, and a support pipe 18.
  • the control base 12 includes a fixed bracket 122 and a cover member 124.
  • the fixed bracket 122 is erected on the vehicle body 2 (case 5).
  • the transmission portion 15 and the steering portion 16 are supported by the fixed bracket 122.
  • the fixing bracket 122 has a first side wall 1221 and a second side wall 1222 facing the first side wall.
  • the first side wall 1221 and the second side wall 1222 are arranged outside the transmission portion 15 in the width direction X.
  • the first side wall 1221 and the second side wall 1222 are plate-shaped members extending in the vertical direction Z.
  • the first side wall 1221 and the second side wall 1222 are arranged side by side in the width direction X (opposed in the width direction X).
  • the first side wall 1221 is arranged on the left side of the center of the vehicle body 2 in the width direction X
  • the second side wall 1222 is arranged on the right side of the center of the vehicle body 2 in the vehicle width direction.
  • the first side wall 1221 and the second side wall 1222 are connected by a first connecting member 1223 and a second connecting member 1224.
  • the left end of the first connecting member 1223 is fixed to the first side wall 1221 and the right end of the first connecting member 1223 is fixed (connected) to the second side wall 1222.
  • the first connecting member 1223 has a through hole 1223a through which the steering post 164 penetrates, and the steering controller 166 is fixed.
  • the left end of the second connecting member 1224 is fixed to the first side wall 1221 and the right end of the second connecting member 1224 is fixed (connected) to the second side wall 1222.
  • the second connecting member 1224 fixes the first side wall 1221 and the second side wall 1222 at the front portions of the first side wall 1221 and the second side wall 1222, respectively.
  • the fixed bracket 122 has a third side wall 1225 that supports the oil tank 168.
  • the third side wall 1225 is fixed to the upper part of the second side wall 1222.
  • the fixed bracket 122 has a fixed plate 1226.
  • a through hole is formed in the fixed plate 1226.
  • the transmission part 15 (specifically, the shuttle shaft 152 and the support cylinder 153) is inserted into the through hole.
  • the fixed plate 1226 is fixed to the first side wall 1221.
  • the cover member 124 covers the rear side of the steering controller 166.
  • the cover member 124 is connected to the first side wall 1221 and the second side wall 1222.
  • the shuttle lever 13 is a member that performs an operation for switching the traveling direction of the vehicle body 2.
  • the operation of the shuttle lever 13 is transmitted to the forward/reverse switching device 20 via the transmission portion 15.
  • the traveling direction (traveling direction) of the vehicle body 2 is switched to the forward traveling direction or the backward traveling direction.
  • the shuttle lever 13 has a lever body 131 and a grip 132 connected to an upper end portion 131 a of the lever body 131.
  • the guide plate 14 guides the shuttle lever 13.
  • the guide plate 14 is a single plate-shaped member.
  • the guide plate 14 has a rectangular shape in a top view (see FIG. 8).
  • the guide plate 14 extends in the width direction X.
  • the guide plate 14 has a guide hole 142 and an insertion hole 144.
  • the guide hole 142 is a hole into which the shuttle lever 13 (the lower end portion 131b of the lever body 131) is inserted, and is a through hole that penetrates the guide plate 14.
  • the guide hole 142 has an arcuate arc portion 142A and a protrusion 142B protruding in the width direction X from the center of the arc portion 142A in the front-rear direction Y when viewed from above.
  • the insertion hole 144 is a through hole into which the transmission portion 15 is inserted and which penetrates the guide plate 14.
  • the transmission portion 15 can be fixed by inserting the transmission portion 15 into the insertion hole 144.
  • the insertion hole 144 is located inside the guide hole 142 in the width direction X.
  • the guide plate 14 extends from the inside in the width direction X to the outside.
  • the end portion 141 of the guide plate 14 in the width direction X is located outside the first side wall 1221 in the width direction X.
  • the guide plate 14 is supported by the support member 145.
  • the guide plate 14 is fixed to the support member 145.
  • the position of the guide plate 14 is not fixed via the side wall (for example, the first side wall 1221) that constitutes the control device 10. Therefore, the position of the guide plate 14 can be freely designed without being affected by the position of the first side wall 1221.
  • the support member 145 extends from the support body 146 to the control device 10. Therefore, the guide plate 14 is not fixed via the side wall (for example, the first side wall 1221) forming the control device 10. Therefore, the guide plate 14 is not composed of a member that is fixed to the first side wall 1221 and extends in the vertical direction Z. Therefore, the position of the guide plate 14 can be freely designed without being affected by the position of the first side wall 1221.
  • the guide plate when an existing guide plate is fixed to the first side wall 1221, the guide plate is usually a first portion extending upward in the vertical direction Z from the first side wall 1221 and a width from an upper end of the first portion. And a second portion extending inward in the direction X. Therefore, in order to secure the length of the second portion that guides the shuttle lever, the length in the width direction X from the first side wall 1221 to the second side wall 1222 cannot be reduced more than necessary.
  • the guide plate 14 according to the present embodiment since the guide plate 14 according to the present embodiment is not fixed to the first side wall 1221, it can be extended to the outside in the width direction X with respect to the first side wall 1221. Therefore, even if the length in the width direction X from the first side wall 1221 to the second side wall 1222 is reduced in order to widen the space under the driver's feet, the length in the width direction X of the guide plate 14 should be ensured. You can As a result, the space under the driver's feet can be increased without affecting the operation of the shuttle lever 13.
  • the support member 145 is fixed to a support body 146 located on the front side of the control device 10 in the front-rear direction Y.
  • the support 146 is arranged in the bonnet.
  • the support body 146 is not fixed to the case 5.
  • the support member 145 includes a first support member 145A to which the guide plate 14 is directly fixed, and a second support member 145B that supports the guide plate 14 via the first support member 145A.
  • the first support member 145A is a plate-shaped member. On the rear side in the front-rear direction Y, the first support member 145A has an arc-shaped first end 145Ae1 along the steering post 164 and a second end 145Ae2 extending from the first end 145Ae1 in the rear direction Y2. (See Figure 8). The first support member 145A may be in contact with the steering post 164. In the first support member 145A, the left side portion 145AL is longer in the front-rear direction Y than the right side portion 145AR.
  • the right side portion 145AR (second end portion 145Ae2) contacts the steering post 164, and thus the guide plate 14 moves. Can be suppressed. Therefore, the guide plate 14 can be firmly fixed. Further, the outer end of the right side portion 145AR in the width direction X extends rearward in the front-rear direction Y. As a result, even if a force in the left direction X2 is applied to the guide plate 14, the right side portion 145AR hits the steering post 164, so that the guide plate 14 can be prevented from moving.
  • the guide plate 14 is fixed to the first support member 145A inside the width direction X. Specifically, the first support member 145A is fixed to the guide plate 14 on the outer side in the width direction X with bolts and nuts. Therefore, the guide plate 14 is fixed above the left side portion 145AL of the first support member 145A.
  • the first support member 145A is fixed to the second support member 145B by a bolt and a nut at the front portion of the first support member 145A.
  • the second support member 145B is a member extending in the front-rear direction Y.
  • the second support member 145B is fixed to the first support member 145A with a bolt and a nut at the rear portion of the second support member 145B.
  • the second support member 145B is fixed to the support body 146 with a bolt and a nut at the front portion of the second support member 145B.
  • the transmission unit 15 is a member that transmits the operation of the shuttle lever 13 to the forward/reverse switching device 20.
  • the transmission portion 15 is located on the front side of the cover member 124. As a result, it is possible to further increase the space under the driver's feet.
  • the transmission unit 15 has a mounting member 151, a shuttle shaft 152, a support cylinder 153, an interlocking rod 154, a connecting member 155, a shuttle arm 156, and an engaging portion 157.
  • the attachment member 151 is a member attached to the shuttle lever 13. Specifically, the lever body 131 is fixed to the left end portion of the mounting member 151. Specifically, the lever body 131 is fixed to the left end portion of the mounting member 151.
  • the mounting member 151 is supported on the shuttle shaft 152 by bolts and nuts. The mounting member 151 (that is, the shuttle lever 13) can swing in the up-down direction Z about the bolt.
  • the shuttle shaft 152 can be rotated about the axis by the shuttle lever 13.
  • the upper portion 152A of the shuttle shaft 152 projects upward from the support cylinder 153.
  • the upper portion 152A is inserted into the insertion hole 144.
  • the upper portion 152A is attached to the mounting member 151 and supports the mounting member 151.
  • a lower portion 152B of the shuttle shaft 152 projects downward from the support cylinder 153.
  • the lower portion 152B is bent in the width direction X.
  • the end portion of the lower portion 152B is connected to the interlocking rod 154.
  • the support cylinder 153 is arranged vertically so as to extend in the vertical direction Z.
  • the support cylinder 153 is located between the first side wall 1221 and the second side wall 1222 in the width direction X.
  • the support cylinder 153 is located between the second connecting member 1224 and the cover member 124 in the front-rear direction Y.
  • the support cylinder 153 is inserted into a through hole formed in the fixed plate 1226 and fixed via the fixed plate 1226. Therefore, the support cylinder 153 is fixed to the fixed bracket 122.
  • the interlocking rod 154 is a member extending in the front-rear direction Y.
  • the front end portion 154A of the interlocking rod 154 is connected to the shuttle shaft 152 by a bolt and a nut.
  • the rear end portion 154B of the interlocking rod 154 is connected to the connecting member 155 by a bolt and a nut. Therefore, the interlocking rod 154 is connected to the shuttle arm 156 via the connecting member 155.
  • the connecting member 155 connects the interlocking rod 154 and the shuttle arm 156.
  • the inner end of the connecting member 155 is connected to the interlocking rod 154 with a bolt and a nut.
  • the outer end of the connecting member 155 is directly fixed to the shuttle arm 156.
  • the shuttle arm 156 extends in the vertical direction Z.
  • the shuttle arm 156 has an arm body 156A and an arm cylinder 156B.
  • the upper end of the arm body 156A is fixed to the connecting member 155.
  • the arm body 156A also rotates as the connecting member 155 rotates.
  • the lower end of the arm body 156A is fixed to the engaging portion 157.
  • the arm body 156A is inserted into the arm cylinder 156B.
  • the arm cylinder 156B is not connected to the connecting member 155 but is connected to the case 5.
  • the engagement portion 157 is a member that comes into contact with the shift fork 21.
  • the engaging portion 157 is fixed to the arm body 156A.
  • the shift fork 21 moves according to the movement of the engaging portion 157.
  • the engaging portion 157 is fixed to the arm body 156A inside the width direction X, and engages with the shift fork 21 (third fork portion 213) outside the width direction X.
  • the steering unit 16 has a steering handle 162, a steering post 164, a steering controller 166, and an oil tank 168.
  • the steering handle 162 is a member operated by the driver.
  • the steering handle 162 is a member that operates the steering of the vehicle body 2, and is manually operated by the driver.
  • the steering post 164 supports the steering handle 162 and the steering controller 166.
  • a steering shaft (shaft) is inserted into the steering post 164.
  • the steering post 164 transmits the operation by the steering handle 162 to the steering controller 166 via the steering shaft.
  • the steering controller 166 controls the steering of the traveling vehicle 1 by operating the steering handle 162.
  • the steering controller 166 is hydraulic.
  • the steering controller 166 is a valve that controls the steering cylinder.
  • the steering controller 166 is a rotary valve that is operated by the steering handle 162 to control the flow rate of the hydraulic oil and switch the direction of the hydraulic oil.
  • the steering controller 166 is a valve that can output hydraulic oil that transmits the steering of the steering handle 162.
  • the steering controller 166 outputs hydraulic oil corresponding to the operation amount of the steering handle 162 from a port corresponding to the operation direction.
  • the hydraulic oil output from the steering controller 166 is sent to the steering cylinder to move the cylinder rod of the steering cylinder. As a result, the left front wheel and the right front wheel are steered according to the rotating operation of the steering handle 162.
  • a plurality of hydraulic hoses (first hose H1 to fourth hose H4) are connected to the steering controller 166.
  • the first hose H1 is a hydraulic hose that supplies the hydraulic oil discharged from the hydraulic pump P mounted on the traveling vehicle 1 to the steering controller 166.
  • the hydraulic pump P is provided in the bonnet. The hydraulic pump P is driven by the power of the engine 3.
  • the second hose H2 is a hydraulic hose that supplies (discharges) hydraulic oil to the case 5 that stores hydraulic oil (mission oil).
  • the second hose H2 has a first hose portion H2A from the steering controller 166 to the oil tank 168 and a second hose portion H2B from the oil tank 168 to the case 5.
  • the second hose H2 corresponds to a flow path that connects the steering controller 166 and the tank port T.
  • the hydraulic oil flows through the second hose H2.
  • the tank port T is the case 5. More specifically, the tank port T is a first storage chamber 51 (and a second storage chamber 52) described later.
  • the oil tank 168 is arranged in the middle of the second hose H2. Hydraulic oil is stored in the oil tank 168 while the engine 3 of the traveling vehicle 1 is stopped. The oil tank 168 stores hydraulic oil even when the engine 3 is operating. The oil tank 168 is arranged below the steering handle 162. Thereby, the length of the flow path of the second hose portion H2B can be shortened.
  • the oil tank 168 has an inflow port 168A and an outflow port 168B.
  • the inlet 168A is an inlet through which the hydraulic oil flows into the oil tank 168.
  • the outlet 168B is an outlet through which the hydraulic oil flows from the oil tank 168.
  • the outflow port 168B is arranged at a position higher than the inflow port 168A.
  • the outflow port 168B may be arranged inside the oil tank 168.
  • the outlet 168B may be arranged inside the oil tank 168 with a tubular portion 1682 having the outlet 168B. In this case, the upper end of the tubular portion 1682 corresponds to the outlet 168B.
  • the tubular portion 1682 extends from the lower surface 168L of the oil tank 168 toward the upper surface 168U. When the working oil stored in the oil tank 168 exceeds the height of the outlet 168B, it flows into the second hose H2 from the outlet 168B by gravity.
  • the oil tank 168 has a space 168s in which hydraulic oil is stored.
  • the lower surface 168L of the space 168s is arranged at a position higher than the inflow port H2Ain through which the hydraulic oil flows from the steering controller 166 to the flow path (second hose H2).
  • the steering controller 166 can maintain the hydraulic pressure.
  • the third hose H3 and the fourth hose H4 are connected to the steering cylinder.
  • the third hose H3 is a hydraulic hose for turning left.
  • the steering oil operates so as to steer the left front wheel and the right front wheel to the left by the hydraulic oil supplied through the third hose H3.
  • the fourth hose H4 is a hydraulic hose for turning right.
  • the steering cylinder operates so as to steer the left front wheel and the right front wheel to the left by the operating oil supplied through the fourth hose H4.
  • the pedal 17 is operated under the driver's feet. As shown in FIGS. 2, 3, and 5, the pedal 17 is arranged outside the control base 12 in the width direction X.
  • the pedal 17 has a clutch pedal 171, a first brake pedal 172, and a second brake pedal 173.
  • the clutch pedal 171 is a pedal for operating the clutch.
  • the clutch pedal 171 has a pedal plate portion 171a and a pedal body 171b. One end of the pedal plate portion 171a is connected to the support pipe 18. The other end of the pedal plate portion 171a is connected to the pedal body 171b.
  • the pedal body 171b is a portion that is stepped on the sole of the driver when the driver operates it.
  • the first brake pedal 172 and the second brake pedal 173 are pedals that operate a brake that brakes the traveling device 8.
  • the first brake pedal 172 has a pedal plate portion 172a and a pedal body 172b. One end of the pedal plate portion 172a is connected to the support pipe 18. The other end of the pedal plate portion 172a is connected to the pedal body 172b.
  • the second brake pedal 173 has the same configuration as the first brake pedal 172.
  • the pedal body 172b is a portion that is stepped on the sole of the driver when the driver operates it.
  • the clutch pedal 171 is arranged on the left side of the control platform 12.
  • the first brake pedal 172 and the second brake pedal 173 are arranged on the right side of the operation platform 12.
  • the second brake pedal 173 is arranged on the right side of the first brake pedal 172.
  • the support pipe 18 is a pipe that supports the pedal 17.
  • the support pipe 18 is fixed (connected) to the control stand 12.
  • the support pipe 18 is a pipe extending in the width direction X.
  • the case 5 includes a first storage chamber 51 in which the forward/reverse switching device 20 is stored, a second storage chamber 52 in which the transmission 30 is stored, and a first storage chamber in which the clutch is stored. And 3 storage chambers 53.
  • the first storage chamber 51 is arranged between the second storage chamber 52 and the third storage chamber 53 in the front-rear direction Y.
  • the first storage chamber 51 is arranged below the control device 10. Therefore, the forward/reverse switching device 20 is arranged below the control device 10.
  • the case 5 has a case upper part 51A, a case lower part 51B, a case left part 51C, a case right part 51D, a first case wall part 55, and a second case wall part 56.
  • the case upper portion 51A is located above the first storage chamber 51. Therefore, the case upper portion 51A is a portion disposed above the space forming the first storage chamber 51.
  • the case lower portion 51B is located below the first storage chamber 51.
  • the case left portion 51C is located on the left side of the first storage chamber 51.
  • the case right portion 51D is located on the right side of the first storage chamber 51.
  • the case 5 has a through hole 51Aa which penetrates the case upper portion 51A and in which the transmission portion 15 is inserted. Specifically, the arm body 156A is inserted into the through hole 51Aa. Compared to the case where the transmission unit 15 is inserted from the side surface of the case 5, it is not necessary to bring the transmission unit 15 to the side surface of the case 5. Therefore, the space under the foot can be widened. In addition, it is not necessary to provide a long cover in the width direction X below the driver's feet to cover the transmission unit 15. Therefore, the space under the driver's feet can be expanded. Further, since the distance of the transmission portion 15 from the shuttle lever 13 to the forward/reverse switching device 20 can be shortened, the shift feeling can be improved. Since the rigidity of the transmission portion 15 is not increased to improve the shift feeling, but the length of the transmission portion 15 is shortened to improve the shift feeling, the cost can be reduced.
  • the pedal 17 (for example, the clutch pedal 171) is arranged at a position closer to the driver's seat 9 than the through hole 51Aa in the front-rear direction Y.
  • the rear end of the pedal body 171b is arranged at a position closer to the through hole 51Aa in the front-rear direction Y.
  • the rear end of the pedal body 171b is arranged in the front-rear direction Y at a position closer to the transmission portion 15 itself in the front-rear direction Y.
  • the pedal 17 may be arranged at a position closer to the driver's seat than the through hole 51Aa and the transmission section 15 in a state where the driver is not operating (normal state).
  • the through hole 51Aa and the transmission portion 15 may be arranged closer to the driver's seat than the pedal 17.
  • the front end of the case cover member 6 in the front-rear direction Y may be located on the rear side of the through-hole 51Aa (and the transmission portion 15) in the front-rear direction Y. More specifically, the front end of the body portion 6a of the case cover member 6 may be located behind the through hole 51Aa (and the transmission portion 15) in the front-rear direction Y. Therefore, it can be seen that the case cover member 6 does not cover the transmission portion 15. Between the case 5 and the case cover member 6, it is not necessary to dispose the transmission part 15 in order to extend the transmission part 15 to the side surface of the case 5.
  • the case cover member in the vertical direction Z, the case cover member can be arranged closer to the case 5 (that is, on the lower side), so that the space under the driver's feet can be increased.
  • the front end of the side portion 6b of the case cover member 6 may or may not be located behind the through hole 51Aa (and the transmission portion 15) in the front-rear direction Y.
  • the through hole 51Aa and the transmission portion 15 may be located inside the first side wall 1221 and the second side wall 1222 in the width direction X. This can prevent the driver's foot from hitting the transmission unit 15. Further, the transmission portion 15 may be located inside the side portion 6b of the case cover member 6 in the width direction X. The transmission part 15 may be located inside the width direction X rather than the outer end part of the main body part 6a of the case cover member 6 in the width direction X.
  • the pedal 17 (for example, the clutch pedal 171) may be located inside the main body portion 6a of the case cover member 6 in the width direction X. With such a configuration, a distance in the width direction X between the pedal 17 (for example, the clutch pedal 171) and the transmission portion 15 can be secured.
  • the first case wall 55 is located between the first storage chamber 51 and the second storage chamber 52.
  • the first case wall portion 55 separates the first storage chamber 51 and the second storage chamber 52.
  • the second case wall portion 56 is located between the first storage chamber 51 and the third storage chamber 53.
  • the second case wall portion 56 separates the first storage chamber 51 and the third storage chamber 53.
  • the forward/reverse switching device 20 is housed in the first housing chamber 51.
  • the forward/reverse switching device 20 includes a shift fork 21, a main shaft 22, a shifter 23, a fork rod 24, a forward gear 25, a reverse gear 26, a coupling 27, and a synchronizer ring 28.
  • the shift fork 21 can be moved via the transmission unit 15 by operating the shuttle lever.
  • the shift fork 21 is attached to the fork rod 24.
  • the shift fork 21 has a pair of first fork parts 211 (211U, 211L), a second fork part 212, and a third fork part 213.
  • the first fork portion 211 is connected to the shifter 23. As a result, the shift fork 21 (first fork portion 211) moves and the shifter 23 also moves.
  • the pair of first fork parts 211 has an upper fork part 211U arranged on the upper side and a lower fork part 211L arranged on the lower side.
  • the pair of first fork portions 211 extends from the second fork portion 212.
  • the upper fork portion 211U extends upward from the second fork portion 212.
  • the lower fork portion 211L extends inward in the width direction X from the second fork portion 212.
  • the second fork portion 212 exists between the pair of first fork portions 211.
  • the second fork portion 212 has a through hole into which the fork rod 24 is inserted.
  • the third fork part 213 is engaged with the transmission part 15.
  • the third fork portion 213 is connected to the upper fork portion 211U of the pair of first fork portions 211. Specifically, the third fork portion 213 is connected to the upper end portion of the upper fork portion 211U. Accordingly, the third fork portion 213 engaged with the transmission portion 15 is arranged on the upper side, so that the length of the transmission portion 15 can be shortened. As a result, it is possible to suppress deterioration of the shift feeling.
  • a shifter 23, a forward gear 25, a reverse gear 26, a coupling 27, and a synchronizer ring 28 are attached to the main shaft 22. That is, the forward gear 25, the reverse gear 26, the coupling 27, and the synchronizer ring 28 are inserted in the main shaft 22.
  • the central axis (rotating shaft) 22c of the main shaft 22 is closer to the case upper portion 51A than the case lower portion 51B. As a result, the distance from the transmission portion 15 inserted in the case 5 to the forward/reverse switching device 20 can be shortened.
  • the synchronizer ring 28 is for synchronizing the rotation of gears.
  • the synchronizer ring 28 has a first synchronizer ring 281 that comes into contact with the forward gear 25 and a second synchronizer ring 282 that comes into contact with the reverse gear 26.
  • the shifter 23 and the coupling 27 are arranged between the first synchronizer ring 281 and the second synchronizer ring 282.
  • the shifter 23 is movable along the main shaft 22 between the forward gear 25 and the reverse gear 26.
  • the shifter 23 changes the connection (meshing) between the forward gear 25 and the reverse gear 26.
  • a coupling 27 is arranged inside the shifter 23 in the radial direction.
  • the shifter 23 starts to move in one direction (for example, the forward direction Y1)
  • the coupling 27 presses the first synchronizer ring 281 against the forward gear 25.
  • Due to the frictional force generated in the forward gear 25, the rotation of the coupling 27 rotating integrally with the main shaft 22 starts to be transmitted to the synchronizer ring 28 and the forward gear 25.
  • the forward gear 25 meshes with a gear mounted on a shaft different from the main shaft 22.
  • the drive wheels are designed to rotate so that the traveling vehicle 1 moves forward as the shaft rotates due to the rotation of the gear.
  • the coupling 27 presses the second synchronizer ring 282 against the reverse gear 26. Due to the frictional force generated in the reverse gear 26, the rotation of the coupling 27 starts to be transmitted to the synchronizer ring 28 and the reverse gear 26. It meshes with a back gear attached to a shaft different from the main shaft 22. The rotation of the back gear causes the shaft to rotate, whereby the drive wheels are designed to rotate so that the traveling vehicle 1 moves backward.
  • the synchronizer ring 28 may be pressed toward the forward gear 25 or the reverse gear 26 by a synchronizer key arranged between the coupling 27 and the shifter 23.
  • the transmission 30 has a main transmission section and an auxiliary transmission section.
  • the main transmission unit changes (outputs) rotation input from the propulsion shaft.
  • the sub-transmission unit changes the rotation input from the main transmission unit and outputs (changes) the rotation.
  • the traveling vehicle 1 has a supply pipe 60 that supplies oil (operating oil) from the outside of the case 5 to the inside of the case 5.
  • the supply pipe 60 is arranged in the accommodation space (first accommodation chamber 51) of the case 5.
  • the supply pipe 60 supplies oil to the first storage chamber 51.
  • the supply pipe 60 is a pipe through which the oil flowing through the second hose H2 passes. More specifically, the oil flowing through the second hose portion H2B flows through the supply pipe 60. Oil (hydraulic oil) discharged from the hydraulic device (specifically, the steering controller 166) is supplied (discharged) to the inside of the case 5.
  • the supply pipe 60 has a main body portion 62, a discharge port 64, and a guide portion 66.
  • the main body portion 62 is a tubular member through which oil flows.
  • the body 62 may be a circular tube.
  • the main body portion 62 extends parallel to the central axis (rotational axis) 22c of the main shaft 22. Therefore, the main body 62 extends from the first case wall 55 along the front-rear direction Y (front direction Y1). As shown in FIG. 10, therefore, the main body portion 62 extends so as not to overlap the central axis 22c of the main shaft 22 in the vertical direction Z.
  • the body portion 62 is arranged closer to the second hose H2 than the central axis 22c of the main shaft 22 is. The distance from the second hose H2 to the supply pipe 60 is shortened, and oil can be quickly applied to the gear.
  • the oil is discharged from the discharge port 64.
  • the outlet 64 may be provided in the guide portion 66.
  • the discharge port 64 is arranged above the main shaft 22.
  • the guide portion 66 guides the oil discharged from the discharge port 64 between the gear and the synchronizer ring 28. As a result, oil is applied to the contact surface of the synchronizer ring 28 that contacts the gear. Therefore, even when the synchronizer ring 28 is not immersed in oil, the lubrication between the gear and the synchronizer ring 28 can be maintained, and the wear of the synchronizer ring 28 can be suppressed.
  • the guide portion 66 may be cylindrical.
  • the guide portion 66 may be a nozzle.
  • the guide portion 66 extends from the main body portion 62 toward between the gear and the synchronizer ring 28.
  • a discharge port 64 is provided at the end of the guide portion 66 in the extending direction.
  • the extending direction of the guide portion 66 (the vertical direction Z in FIG. 12) is orthogonal to the extending direction of the main body portion 62 (the front-back direction Y in FIG. 12). Therefore, the guide portion 66 extends so as to be orthogonal to the central axis 22c of the main shaft 22.
  • the center of the discharge port 64 and the central axis 22c of the main shaft 22 are arranged.
  • the extending direction of the guide portion 66 is inclined with respect to the vertical direction Z such that the angle formed by the imaginary line passing through and the extending direction of the guide portion 66 is less than 30 degrees. Accordingly, when the main body portion 62 and the central axis 22c of the main shaft 22 do not overlap in the vertical direction Z, oil can be discharged toward the axis of the gear (that is, the central axis of the main shaft 22). Therefore, it becomes easier for the oil to reach not only the radially outer contact surface between the gear and the synchronizer ring 28 but also the radially inner contact surface between the gear and the synchronizer ring 28. It becomes easier to lubricate the contact surface between the gear and the synchronizer ring 28. Note that, in FIG.
  • the guide portion 66 may extend upward from the axis of the gear or downward from the axis of the gear in consideration of how oil is applied. ..
  • the discharge port 64 be arranged near the synchronizer ring 28 (and gear).
  • the distance from the outlet 64 to the synchronizer ring 28 is preferably shorter than the distance from the synchronizer ring 28 to the central axis 22c of the main shaft 22.
  • the guide portion 66 may be kept away from the synchronizer ring 28 (and gear) to the extent that the supply pipe 60 does not hit the synchronizer ring 28 (or gear) due to the shaking of the supply pipe 60 caused by the driving of the traveling vehicle 1. preferable.
  • the guide section 66 has a first guide section 661 and a second guide section 662.
  • the first guide portion 661 guides the oil between the forward gear 25 and the first synchronizer ring 281.
  • the first guide portion 661 extends from the main body portion 62 toward the forward gear 25.
  • a first discharge port 641 that faces the forward gear 25 and the first synchronizer ring 281 is provided at the end of the first guide portion 661 in the extending direction.
  • the second guide portion 662 guides the oil between the reverse gear 26 and the second synchronizer ring 282.
  • the second guide portion 662 extends from the main body portion 62 toward between the reverse gear 26 and the second synchronizer ring 282.
  • a second discharge port 642 facing the reverse gear 26 and the second synchronizer ring 282 is provided at an end of the second guide portion 662 in the extending direction.
  • the first guide portion 661 is arranged upstream of the downstream end portion of the supply pipe 60.
  • the downstream end of the supply pipe 60 is sealed.
  • the first guide portion 661 is arranged on the downstream side of the second guide portion 662.
  • the first case wall portion 55 is provided with an opening 550 below the supply pipe 60 and penetrating the first storage chamber 51 and the second storage chamber 52.
  • the opening 550 may include a first opening 551, a second opening 552, a third opening 553, and a fourth opening 554.
  • the first opening 551 is arranged at the lowermost side than the other openings.
  • the second opening 552 is arranged above the first opening 551.
  • the third opening 553 is arranged above the second opening 552.
  • the fourth opening 554 is arranged above the third opening 553. Further, as shown in FIG. 13, the fourth opening 554 is arranged above the synchronizer ring 28 (the upper end of the synchronizer ring 28).
  • the traveling vehicle 1 has a shaft 70 and a bearing 58.
  • the shaft 70 is arranged in the first storage chamber 51 and rotates by the power from the engine 3.
  • a shaft 70 is inserted in the bearing 58.
  • the bearing 58 is fixed to the first case wall 55 so as to close the opening 550.
  • the shaft 70 has a first shaft 71, a second shaft 72, and the main shaft 22 described above.
  • a gear is attached to each shaft.
  • the bearing 58 includes a first bearing 581, a second bearing 582 (second bearing 582A, second bearing 582B), and a third bearing 583 (third bearing 583A, third bearing 583B).
  • the first bearing 581 is fixed to the first case wall 55 so as to close the first opening 551.
  • the second bearing 582 is fixed to the first case wall 55 so as to close the second opening 552
  • the third bearing 583 is fixed at the first case wall so as to close the third opening 553. It is fixed to 55.
  • the first shaft 71 is inserted into the first bearing 581
  • the second shaft 72 is inserted into the second bearing 582
  • the main shaft 22 is inserted into the third bearing 583.
  • the bearing 58 is not fixed to the fourth opening 554.
  • the bearing 58 has an inner ring 58I, an outer ring 58O, and a rolling element 58R.
  • the shaft 70 is inserted inside the inner ring 58I.
  • the rolling elements 58R are rollers or balls.
  • the rolling element 58R is arranged between the inner ring 58I and the outer ring 58O.
  • the bearing 58 may include a retainer that determines the position of the rolling element 58R.
  • the second bearing 582A may include an inner ring 582I, an outer ring 582O, a rolling element 582R, and a seal portion 582S.
  • the seal portion 582S closes between the inner ring 582I and the outer ring 582O.
  • the seal portion 582S is arranged closer to the first storage chamber 51 than the rolling element 582R.
  • the seal portion 582S is not arranged closer to the second storage chamber 52 than the rolling element 582R. Therefore, in the second bearing 582A, the seal portion 582S is arranged only on one side.
  • the first bearing 581, the second bearing 582B, and the third bearing 583 do not have a seal portion.
  • the oil level when the engine is stopped is S1
  • the oil level when the engine is rotating is S2.
  • the oil in the case 5 circulates between the hydraulic device (steering controller 166) and the case 5.
  • the oil stored in the second storage chamber 52 is supplied to the hydraulic equipment.
  • oil is supplied from the second storage chamber 52 to the hydraulic equipment.
  • the oil in the second storage chamber 52 is slightly reduced, and the oil level of the oil in the second storage chamber 52 is slightly lowered. Since the capacity of the second storage chamber 52 in which the oil is stored is larger than the capacity of the first storage chamber 51, the difference in oil level fluctuation between the rotation and the stop of the engine 3 is small.
  • the oil By supplying the oil from the second storage chamber 52 to the hydraulic equipment, the oil is supplied (discharged) from the hydraulic equipment to the first storage chamber 51.
  • oil (operating oil) from the steering controller 166 is supplied to the first storage chamber 51 through the discharge port 64.
  • the oil level rises to S2 while the engine 3 is rotating. While the oil is being supplied, the oil level of the oil in the first storage chamber 51 is higher than that before the oil was supplied. Further, the oil is preferentially accumulated in the first storage chamber 51.
  • the synchronizer ring 28 attached to the main shaft 22 is easily immersed in the oil stored in the first storage chamber 51, so that the amount of oil used can be reduced. It can be reduced.
  • the oil is supplied to the first storage chamber 51 by the supply pipe 60.
  • the supply pipe 60 does not have the guide portion 66 and the body portion 62 is directly provided with the discharge port 64.
  • the oil flowing through the main body portion 62 of the supply pipe 60 has a velocity component along the main body portion 62. Therefore, the oil discharged from the discharge port 64 of the main body portion 62 has a velocity component in the extending direction of the main body portion 62 (forward direction Y1 in FIG. 12), and thus is located in front of the discharge port 64 (left side in FIG. 12). ) Is discharged toward.
  • the viscosity of the oil in the case 5 which has become high temperature due to the driving of the traveling vehicle 1 becomes lower than that of the oil having a low temperature.
  • the speed of the oil flowing in the supply pipe 60 is increased, and the oil is discharged further to the front side.
  • the upstream discharge port 64 has a higher pressure in the pipe than the downstream discharge port 64, so the oil velocity is high and the oil is discharged to the front side.
  • Cheap even if the gear and the synchronizer ring 28 are arranged so that the oil discharge trajectory passes between the gear and the synchronizer ring 28, the discharge trajectory changes depending on whether the oil temperature is high or low.
  • the oil may not be applied to the contact surface of the synchronizer ring 28.
  • the synchronizer ring 28 attached to the main shaft 22 is not soaked in the oil until the oil level rises to S2, and thus is easily damaged. Even if the oil level rises to S2, only part of the synchronizer ring 28 is soaked in oil, so it is preferable to apply oil to the part not soaked in oil.
  • the guide portion 66 guides the oil discharged from the discharge port 64 to the gear. Therefore, the oil supplied by the supply pipe 60 is guided between the gear and the synchronizer ring 28 by the guide portion 66, so that the oil is applied to the contact surface of the synchronizer ring 28 that contacts the gear. Therefore, even when the synchronizer ring 28 is not immersed in oil, the lubrication between the gear and the synchronizer ring 28 can be maintained, and the wear of the synchronizer ring 28 can be suppressed. Further, not only the synchronizer ring 28 but also the gear can be prevented from being worn.
  • a discharge port 64 is provided at the end of the tubular guide portion 66 in the extending direction (the front-rear direction Y in FIGS. 11 and 12). Since the guide portion 66 extends toward the gear and the synchronizer ring 28, the oil flowing inside the tubular guide portion 66 is discharged toward the gap between the gear and the synchronizer ring 28. It This allows the oil to be accurately applied between the gear and the synchronizer ring 28.
  • the gear to which the oil is guided by the guide portion 66 is the gear of the forward/reverse switching device 20.
  • work for example, farming work
  • switching between forward and reverse is frequently generated, so the number of shifts of the forward/reverse switching device 20 is larger than that of the transmission 30. , Increase. Therefore, the synchronizer ring 28 that comes into contact with the gear of the forward/reverse switching device 20 is more easily worn than the synchronizer ring 28 that comes into contact with the gear of the transmission 30. Therefore, by introducing oil between the gear of the forward/reverse switching device 20 and the synchronizer ring 28, it is possible to suppress wear of the synchronizer ring 28, which is easily worn.
  • the guide portion 66 includes a first guide portion 661 that guides oil between the forward drive gear 25 and the first synchronizer ring 281, and a second guide portion that guides oil between the reverse drive gear 26 and the second synchronizer ring 282. 662 and. Since oil is applied to each of the first synchronizer ring 281 that contacts the forward gear 25 and the second synchronizer ring 282 that contacts the reverse gear 26, wear of both synchronizer rings 28 can be suppressed.
  • the opening 550 is provided in the first case wall 55, the oil flows from the first storage chamber 51 to the second storage chamber 52 through the opening 550. As a result, when the engine 3 is rotating, the oil level in the second storage chamber 52 drops to S2, but the second storage chamber 52 does not run out of oil.
  • the bearing 58 is fixed so as to close the opening 550, the flow rate of the oil flowing from the first storage chamber 51 to the second storage chamber 52 through the opening 550 is limited. As a result, even if the first case wall 55 is provided with the opening 550, it becomes easier to store the oil in the first storage chamber 51, and at least a part of the synchronizer ring 28 is easily immersed in the oil.
  • the second bearing 582A has a seal portion 582S.
  • the flow rate of oil flowing to 52 is further restricted. Therefore, the oil can be easily stored in the first storage chamber 51, and at least a part of the synchronizer ring 28 can be easily immersed in the oil.
  • the traveling vehicle 1 is driven to reach a high temperature, the viscosity of the oil decreases, so that the oil easily flows from the first storage chamber 51 to the second storage chamber 52 through the opening 550. Therefore, by restricting the oil flow rate by the seal portion 582S, it is possible to maintain the oil level of the first storage chamber 51 high even when the oil temperature is high.
  • the amount of oil supplied to the first storage chamber 51 is small, so the speed at which the oil level rises in the first storage chamber 51 becomes slow. Therefore, by limiting the flow rate of the oil flowing from the first storage chamber 51 to the second storage chamber 52 by the bearing 58, it is easy to store the oil in the first storage chamber 51 even when the engine speed is low. Become. As a result, at least a part of the synchronizer ring 28 is easily immersed in the oil.
  • the oil is opened through the gap between the shaft 70 and the bearing 58 and the gap between the first case wall portion 55 and the bearing 58. It flows out from the first storage chamber 51 to the second storage chamber 52 through the portion 550. Further, when the seal portion 58S does not seal between the inner ring 58I and the outer ring 58O, the oil flows through the bearing 58 into the second storage chamber 52 although the flow rate is small.
  • the seal portion 582S of the second bearing 582 is arranged toward the first storage chamber 51 rather than the rolling element 582R. Since the oil is stored on the first storage chamber 51 side with respect to the seal portion 582S, it is easier to store the oil in the first storage chamber 51 as compared with the case where the seal portion 582S is farther than the rolling elements 582R (the oil level is faster. It becomes easier to go up). Therefore, at least a part of the synchronizer ring 28 is easily immersed in the oil.
  • the first opening 551 to which the first bearing 581 without the seal portion 58S is fixed is located below the second opening 552 to which the second bearing 582 having the seal portion 582S is fixed.
  • oil for example, high-temperature oil
  • a third bearing 583 having no seal portion 58S is fixed to the third opening 553.
  • the third opening 553 is located above the second opening 552. Accordingly, in the third opening 553, oil is more likely to flow into the second storage chamber 52 than in the second opening 552. Therefore, it is possible to prevent the oil from being stored in the first storage chamber 51 more than necessary.
  • the fourth opening 554 is arranged above the synchronizer ring 28.
  • the fourth opening 554 is open without the bearing 58 being fixed.
  • the oil stored above the synchronizer ring 28 is more likely to flow into the second storage chamber 52 as compared with the third opening 553.
  • the oil stored above the synchronizer ring 28 does not contribute to the lubrication of the synchronizer ring 28, so that it is possible to further suppress the oil from being stored in the first storage chamber 51 more than necessary.
  • the shuttle lever 13 can swing upward in the neutral position against the biasing force of the spring.
  • the shuttle lever 13 moves from the protrusion 142B of the guide hole 142 to the arc portion 142A.
  • the shuttle lever 13 can move within the arc portion 142A of the guide hole 142. Therefore, the shuttle lever 13 can swing back and forth.
  • the shuttle lever 13 When the shuttle lever 13 is moved in the direction F1 (rearward direction Y2) along the arc portion 142A, the shuttle lever 13 is moved from the neutral position to the forward position.
  • the forward/reverse switching device 20 When the shuttle lever 13 is in the forward position, the forward/reverse switching device 20 is in a state of transmitting forward power, and the traveling direction of the vehicle body 2 is switched to the forward direction.
  • the shuttle lever 13 when the shuttle lever 13 is operated in the F1 direction, the upper portion 152A of the shuttle shaft 152 rotates in the F2 direction and the lower portion 152B of the shuttle shaft 152 moves in the F3 direction.
  • the interlocking rod 154 moves in the F4 direction (rearward direction Y2), and the connecting member 155 and the shuttle arm 156 rotate in the F5 direction and the F6 direction, respectively.
  • the engagement portion 157 moves in the F7 direction
  • the shift fork 21 moves in the F8 direction (front direction Y1) along the main shaft 22.
  • the shifter 23 is connected to the forward gear 25, and the forward/reverse switching device 20 switches to a state in which forward power is transmitted.
  • the shuttle lever 13 when the shuttle lever 13 is operated in the R1 direction, the upper portion 152A of the shuttle shaft 152 rotates in the R2 direction and the lower portion 152B of the shuttle shaft 152 moves in the R3 direction.
  • the interlocking rod 154 moves in the R4 direction (rearward direction Y2), and the connecting member 155 and the shuttle arm 156 rotate in the R5 direction and the R6 direction, respectively.
  • the engaging portion 157 moves in the R7 direction
  • the shift fork 21 moves in the R8 direction (rearward Y2) along the main shaft 22.
  • the shifter 23 is connected to the reverse gear 26, and the forward/reverse switching device 20 is switched to a state of transmitting reverse power.
  • the guide portion 66 may be provided by bending the downstream end of the supply pipe 60 to the gear side. As a result, the number of processing steps of the supply pipe 60 can be reduced as compared with the case where the first guide portion 661 and the first discharge port 641 are formed.
  • the guide portion 66 may extend vertically downward from the main body portion 62. Since the oil is discharged vertically downward by the guide portion 66, it is difficult for the discharged oil to have a horizontal velocity component. Therefore, the discharged oil can easily reach the gear facing the discharge port without shifting in the horizontal direction (for example, the front direction in FIG. 12 ). Since the oil can be applied to the target position regardless of the oil temperature, the lubrication between the gear and the synchronizer ring 28 can be maintained.
  • the supply pipe 60 has the two outlets 64, but it is not limited to this.
  • the supply pipe 60 may have one outlet 64.
  • the supply pipe 60 may apply oil from one discharge port 64 to between the plurality of gears and the plurality of synchronizer rings 28.
  • the supply pipe 60 may have three or more outlets 64.
  • the supply pipe 60 may have as many guide portions 66 as the number of outlets 64.
  • the supply pipe 60 may have as many outlets 64 and guide portions 66 as the number of synchronizer rings 28 to which oil is to be applied.
  • the second bearing 582A has the seal portion 582S, but it is not limited to this. At least one of the other bearings 58 (first bearing 581, second bearing 582B, and third bearing 583) may have the seal portion 58S. Further, the second bearing 582A may not have the seal portion 582S.
  • the seal portion 582S is arranged closer to the first storage chamber 51 than the rolling element 582R, but the invention is not limited to this.
  • the seal portion 582S may not be arranged in the first storage chamber 51 rather than the rolling element 582R, but may be arranged in the second storage chamber 52 rather than the rolling element 582R.
  • the seal portion 582S may be arranged on both the first storage chamber 51 side and the second storage chamber 52 side with respect to the rolling element 582R. Accordingly, the flow rate of oil flowing from the first storage chamber 51 to the second storage chamber 52 through the second opening 552 can be further restricted.
  • oil was applied between the supply pipe 60 and the gear of the forward/reverse switching device and the synchronizer ring 28, but the invention is not limited to this. Oil may be applied between the synchronizer ring 28 and a gear other than the gear of the forward/reverse switching device 20 (for example, the gear of the transmission 30).
  • the oil tank 168 is arranged below the steering controller 166, but the invention is not limited to this.
  • the oil tank 168 may be provided in the bonnet.
  • the hydraulic device is the steering controller 166 as an example, but it may be another hydraulic device or may have another hydraulic device.

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Details Of Gearings (AREA)
  • Mechanical Operated Clutches (AREA)

Abstract

La présente invention vise à procurer un véhicule de déplacement qui peut éliminer l'usure d'une bague de synchroniseur même quand la bague de synchroniseur n'est pas immergée dans l'huile. À cet effet, l'invention porte sur un véhicule de déplacement (1), lequel véhicule comprend : un moteur (3) ; un carter (5) dans lequel est reçu un engrenage configuré de façon à transmettre une puissance à partir du moteur ; et un tube de délivrance (60) qui est disposé dans un espace de réception du carter et qui délivre l'huile à partir de l'extérieur du boîtier jusqu'à l'intérieur du carter. Le dispositif de transmission de puissance a un engrenage et une bague de synchroniseur (28) en contact avec l'engrenage. Le tube de délivrance comprend : un corps principal tubulaire (62) à travers lequel s'écoule l'huile ; un orifice de décharge (64) à travers lequel l'huile est déchargée ; et une partie de guidage (66) qui est configurée de façon à guider l'huile déchargée à partir de l'orifice de décharge entre l'engrenage et la bague de synchroniseur.
PCT/JP2020/004284 2019-02-05 2020-02-05 Véhicule de déplacement WO2020162481A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
ZA2021/05341A ZA202105341B (en) 2019-02-05 2021-07-28 Traveling vehicle

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2019-019206 2019-02-05
JP2019019206A JP7189791B2 (ja) 2019-02-05 2019-02-05 走行車両

Publications (1)

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WO2020162481A1 true WO2020162481A1 (fr) 2020-08-13

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JP (1) JP7189791B2 (fr)
WO (1) WO2020162481A1 (fr)
ZA (1) ZA202105341B (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2022019334A1 (fr) 2020-07-22 2022-01-27 三慶株式会社 Agent de destruction du coronavirus

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS511677U (fr) * 1974-06-22 1976-01-08
JPH0242238A (ja) * 1988-07-30 1990-02-13 Fuji Heavy Ind Ltd 無段変速機
JPH0469445A (ja) * 1990-07-05 1992-03-04 Mazda Motor Corp 変速機の潤滑構造
JPH0510346A (ja) * 1991-07-05 1993-01-19 Kubota Corp ギヤ変速装置
JPH0587211A (ja) * 1991-09-27 1993-04-06 Hino Motors Ltd 同期噛合装置の潤滑装置
JPH09177950A (ja) * 1995-12-22 1997-07-11 Hino Motors Ltd メカニカル・トランスミッション
JP2008014349A (ja) * 2006-07-03 2008-01-24 Aichi Mach Ind Co Ltd シンクロ機構およびこれを備える変速機
JP2016003761A (ja) * 2014-06-19 2016-01-12 三菱自動車工業株式会社 変速機の潤滑構造

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0539839A (ja) * 1991-07-31 1993-02-19 Mazda Motor Corp 変速機の潤滑構造

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS511677U (fr) * 1974-06-22 1976-01-08
JPH0242238A (ja) * 1988-07-30 1990-02-13 Fuji Heavy Ind Ltd 無段変速機
JPH0469445A (ja) * 1990-07-05 1992-03-04 Mazda Motor Corp 変速機の潤滑構造
JPH0510346A (ja) * 1991-07-05 1993-01-19 Kubota Corp ギヤ変速装置
JPH0587211A (ja) * 1991-09-27 1993-04-06 Hino Motors Ltd 同期噛合装置の潤滑装置
JPH09177950A (ja) * 1995-12-22 1997-07-11 Hino Motors Ltd メカニカル・トランスミッション
JP2008014349A (ja) * 2006-07-03 2008-01-24 Aichi Mach Ind Co Ltd シンクロ機構およびこれを備える変速機
JP2016003761A (ja) * 2014-06-19 2016-01-12 三菱自動車工業株式会社 変速機の潤滑構造

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JP7189791B2 (ja) 2022-12-14
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