GB2063395A - Two-speed sub-transmission for a vehicle - Google Patents
Two-speed sub-transmission for a vehicle Download PDFInfo
- Publication number
- GB2063395A GB2063395A GB8032965A GB8032965A GB2063395A GB 2063395 A GB2063395 A GB 2063395A GB 8032965 A GB8032965 A GB 8032965A GB 8032965 A GB8032965 A GB 8032965A GB 2063395 A GB2063395 A GB 2063395A
- Authority
- GB
- United Kingdom
- Prior art keywords
- clutch
- transmission line
- transmission
- traveling drive
- drive shaft
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
- F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
- F16H37/04—Combinations of toothed gearings only
- F16H37/042—Combinations of toothed gearings only change gear transmissions in group arrangement
- F16H37/043—Combinations of toothed gearings only change gear transmissions in group arrangement without gears having orbital motion
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
- F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
- F16H3/085—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with more than one output shaft
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Arrangement Of Transmissions (AREA)
- Structure Of Transmissions (AREA)
Abstract
A two-speed sub-transmission for a vehicle comprising a first transmission line A provided by an engine output shaft 7 directly connected to a drive shaft 10 operatively connected to a main change speed gear mechanism, a second transmission line B provided by the engine output shaft 7 operatively connected to the drive shaft 10 through a reduction gearing mechanism, and clutch means 12, 73 for selecting between the first transmission line A and the second transmission line B to transmit power. In the embodiment shown direct drive is via the hydraulically actuated clutch 12 with one way clutch 73 slipping, whereas clutch 12 is released for reduction such that drive is transmitted via a layshaft 69. A second one way clutch 79 allows the main transmission to turn the engine for starting when the vehicle ignition has failed. In a second embodiment (Figure 4, not shown) there are two hydraulic clutches, mounted coaxially with the input and output shafts, one for direct drive and one for reduction. <IMAGE>
Description
SPECIFICATION
Travelling drive transmission for a vehicle (1) Field of the Invention
The present invention relates to a traveling drive transmission for a vehicle such as a tractor, and more particularly to a traveling drive transmission adapted to transmit power from an engine output shaft to a traveling drive shaft through two alternative lines.
(2) Description of the Prior Art
Known traveling drive transmissions for vehicles such as tractors used in agriculture, civil engineering and construction, have means to switch between a high speed range and a low speed range on an input side of a first speed changing mechanism or main speed changing mechanism, and in some cases planetary gearing systems are employed to effect such switching.
The prior art constructions as such are complicated and unsuitable for incorporating into a tractor transmission having tightly packed gear trains.
Summary of the Invention
Having regard to the above state of the art, the primary object of the present invention is to provide a traveling drive transmission of simple construction allowing speed changing between a high speed range and a low speed range to be carried out by a one touch operation. The transmission according to a specific embodiment of this invention is also adapted to perform an engine braking function and to enable the engine to be started by traction.
To achieve this object, a traveling drive transmission for a vehicle according to this invention comprises a first transmission line provided by an engine output shaft directly connected to a traveling drive shaft operatively connected to a travel speed changing mechanism, a second transmission line provided by the engine output shaft operatively connected to the traveling drive shaft through a reduction gearing mechanism, the second transmission line providing a slower speed than the first transmission line, and clutch means for selecting between the first transmission line and the second transmission line to transmit power.
By operating the clutch means a high speed range or a low speed range is selected forwardly of the travel speed changing mechanism to enable the tractor to travel at speeds suited to specific operations. This selecting operation is carried out more simply than changing of the meshing relations of gears according to the prior art. In addition, this simple clutch operation is effective to prevent the engine from stopping at the time of an increased load falling on the traveling drive shaft. The speed range switching mechanism according to this invention has a simpler construction than prior art mechanisms utilizing planetary gearing.
Another object of the present invention is to provide a traveling drive transmission capable of smooth acceleration and deceleration by the above noted speed range switching operation without involving a temporary drop in the traveling speed which is a disadvantage of the existing gear mesh changing systems.
To this end the present invention provides the clutch means including a hydraulic clutch mechanism mounted on the first transmission line and a one way clutch mounted on the second transmission line.
This arrangement has the following advantage.
When a load on the traveling drive shaft increases, the hydraulic clutch is operated. Then the traveling drive shaft rotates at a lower rate than an output rate of the reduction gearing mechanism, which automaticaily results in a high torque rotation being smoothly transmitted to the traveling drive shaft through the one way clutch of the second transmission line. Thereby the load on the engine is reduced to avoid its stopping and normal speed changing operation may be carried out.
A further object of the present invention is to enable the engine to be started by traction when an engine starting system is out of order. To achieve this object, the present invention provides a further one way clutch mounted between the engine output shaft and the traveling drive shaft to provide a third transmission line adapted to transmit power only from the traveling drive shaft to the engine output shaft.
Other objects and advantages of the invention will be apparent from the following description.
Brief Description of the Drawings
Fig. 1 is a graphic view of a tractor transmission according to the present invention,
Fig. 2 is a view in vertical section of a principal portion of the transmission,
Fig. 3 is an enlarged view of a part of the principal portion,
Fig. 4 is a view in vertical section of a transmission according to another embodiment of the invention,
Fig. 5 is a view taken on line A-A of Fig. 4, and
Fig. 6 is a view taken on line B-B of Fig. 5.
Description of the Preferred Embodiments
Referring to Fig. 1 graphically showing a whole transmission of an agricultural tractor, number 1 denotes an engine and number 2 denotes a tractor body. A first case 3 and a second case 4 are detachably interconnected through an intermediate case 5. Number 6 denotes a traveling system clutch adapted to connect and disconnect torque drive from the engine 1 to an engine output shaft 7. This clutch 6 is contained in a front case 8 disposed forwardly of the first case 3.
The engine output shaft 7 has a hollow construction and is supported at a bearing 9 of the first case 3. A traveling drive shaft 10 in coaxial alignment with the engine output shaft 7 is supported at bearings 11 of the first case 3. The traveling drive shaft 10 also has a hollow construction.
The engine output shaft 7 and the traveling drive shaft 10 are operatively connected to each other through a hydraulic clutch mechanism 12 and a reduction gearing mechanism 13. The clutch mechanism 12 and the gearing mechanism 13 are contained in the first case 3.
A first travel speed changing mechanism 14 is mounted rearwardly of the hydraulic clutch mechanism 12 in the first case 3. This speed changing mechanism 14 shown in Fig. 1 is the constant mesh type adapted to provide four speeds. The speed changing mechanism 14 comprises a group of gears 15 mounted on the traveling drive shaft 10 and a group of gears 17 mounted on a speed change shaft 16 extending below and parallel to the traveling drive shaft 10.
A second travel speed changing mechanism 18 is contained between a rear portion of the first case 3 and the intermediate case 5. The second travel speed changing mechanism 18 mainly comprises a hollow speed change shaft 19 extending coaxially with the traveling drive shaft 10, an auxiliary speed change shaft 20 extending below and parallei to the speed change shaft 1 9 and coaxially with the speed change shaft 16, and groups of speed change gears 21 and 22 mounted on the shafts 19 and 20. The second travel speed changing mechanism 18 is shown to further comprise a backing means 23 and a creeping speed means 24 to provide three forward speeds and one backward speed.More particularly, the second travel speed changing mechanism 18 provides a first forward speed when a shifter 25 is directly connected to the speed change shaft 16, a second forward speed when a shifter 26 is shifted rightward in the drawing to effect speed changing by means of the gears 21 and 22, a third forward speed when the shifter 25 is shifted rightward to transmit power by way of the creeping speed means 25, and a backward speed when the shifter 26 is shifted leftward to transmit power by way of the backiny means 23.
A traveling transmission shaft 27 is operatively connected to the auxiliary speed change shaft 20 which is an output shaft of the second speed changing mechanism 18. Although in the drawing these shafts 20 and 27 are connected to each other by a coupling, they may be formed to be one continuous shaft.
The traveling transmission shaft 27 is operatively connected to a differential mechanism 28 contained in the second case 4. A right and left pair of differential output shafts drives rear wheels 30 through a final reduction mechanism 29.
Furthermore, the transmission of Fig. 1 is provided with a front wheel drive or mid power takeoff drive mechanism 31.This mechanism 31 includes a transmission line 33 extending parallel to the bottom of the casing and having a clutch mchanism 32 and operatively connected to the traveling transmission shaft 27. The power takeoff drive mechanism 31 is operatively connected also to a power takeoff mechanism 34 provided at an
underbelly of the first case 3 below the first speed changing mechanism 34.
Apart from the traveling system described so far, there is provided a power takeoff drive shaft 35 directly connected to the engine 1 and extending through the interiors of the engine output shaft 7, the traveling drive shaft 10, and the speed change shaft 19. A power takeoff clutch mechanism 36 is provided at the rear end of the power takeoff drive shaft 35. By operating this clutch mechanism 36, the power takeoff drive shaft 35 drives a rear power takeoff shaft through a power takeoff speed changing mechanism (not shown) disposed in a rear portion of the second case 4. This power takeoff line includes a shift gear 37. When the shift gear 37 is shifted leftward in the drawing, live power takeoff is provided througn the clutch mechanism 36. When the shift gear 37 is shifted rightward, ground power takeoff is provided through a gear mounted on the traveling transmission shaft 27.
In the above described transmission the present invention provides an improvement in transmission at an input side of the first speed changing mechanism 14. This improvement is now described in detail with reference to Figs. 2 and 3.
The hydraulic clutch mechanism 12 comprises a bowl shaped clutch body 40 securely fitted together with a gear 38 on the output shaft 7 by a
key 39, a piston 42 fitted in the clutch body 40
axially slidably against the force of a resilient
member 41 in form of a disc spring, a plurality of
clutch discs consisting of driving friction discs 43
and driven friction discs 44, and a bowl shaped
driven clutch hub 45. The clutch hub 45 is in spline engagement with the forward end of the traveling drive shaft 10. The forward half of the
clutch hub 45 concentrically surrounds the rear
end periphery of the output shaft 7.
The clutch hub 45 is formed with a spline 45A
on its outer periphery to engage the driven friction
discs 44. An annular disc stopper 46 is mounted
by means of a stopper ring 47 opposite an
opening end of the clutch body 40. Retainer
means 49 is removably attached to the disc
stopper 46 by bolts 48. The retainer means 49 is
adapted to engage at a radially inward edge
thereof with an end of the spline 45A of the hub
45 in the axial direction.
The bearing 9 is substantially fitted in an
annular support 50. The support 50 is fitted
against a front opening of the first case 3 to seal off lubricating oil and is removably attached to a wall 53 by bolts 52. The support 50 and the wall
53 together render an engine clutch chamber 54 oil-free.
A traveling drive shaft housing 55 is removably
attached to support 50, and a clutch release hub
58 slidably by means of a clutch fork 57 is
mounted on a tubular portion of the casing 55.
When the hub 58 slides leftward in the drawing
and pushes a clutch lever 59, it disconnects a
clutch plate 61 of the engine clutch 6 from a flywheel 60.
The clutch plate 61 is splined to the output
shaft 7 through a bub 62. Application of hydraulic pressure to the piston 42 is turned on and off by operating valve means not shown. A hydraulic circuit therefor comprises an oil passage 63 defined in the support 50, an oil passage 64 defined in the drive shaft casing 55 and communicating with the passage 63, an oil passage 65 defined in the output shaft 7 and communicating with the passage 64, and an oil passage 66 defined in the clutch body 40 and communicating with passage 65. A cooler passage 67 may be provided in communication with the oil passage 65 to cool the clutch discs and the like.
The reduction gearing mechanism 13 comprises a transmission shaft 69 supported below and parallel to the output shaft 7 by a pair of forward and rearward bearings 68, a gear 70 mounted on the shaft 69 in mesh with the gear 38 on the output shaft 7, and a gear 71 mounted on a rearward end of the shaft 69 in mesh with a gear 72 on the traveling drive shaft 10. The reduction gearing mechanism 13 provides a second transmission line B operable when the clutch 12 is disconnected, as distinct from a first transmission line A effecting direct driving through the clutch discs and the like by sliding of the piston 42 to connect the clutch 12. The second transmission line B provides, for example, a 22 per cent reduction of the rate provided by the first transmission line A.
The second transmission line B further includes a one way clutch 73 adapted to transmit power only from the reduction gearing mechanism 13 to the traveling drive shaft 10. This clutch 72 is, for example, the sprag type and is mounted in the following manner.
The gear 72 is defined peripherally of an annular base 74. The base 74 is relatively rotatably supported through axially spaced bearings 76 by a hub 75 splined to the forward end of the traveling drive shaft 10. The clutch 73 is fitted between the bearings 76 and between the base 74 and the hub 75. A thrust stopper ring 77 is interposed between a forward end of the hub 75 and the driven clutch hub 45.
A ring plate 78 is mounted in the driven clutch hub 45 between opposing faces of the output shaft 7 and the traveling drive shaft 10, the ring plate 78 being adapted to engage the hub 45 and the end surfaces of the two shafts 7 and 10. A one way clutch 79 is mounted between an inner surface of the hub 45 and an outer surface of the output shaft 7 forwardly of the plate 78. This clutch 79 is, for example, the sprag type and provides a third transmission line C to transmit power only from the traveling drive shaft 10 to the output shaft 7, which is used in effecting engine braking and traction starting of the engine 1.
The bearings 68 for the reduction gearing mechanism 13 are held in position by a bearing retainer 80 removably attached to the support 50.
Thus, the hydraulic clutch mechanism 12 mounted on the output shaft 7 and the reduction gearing mechanism 1 3 are assembled as one pack onto the support 50, whereby the two mechanisms 12 and 1 3 are mounted or drawn out simultaneously. In this mounting or drawing out operation, the retainer means 49 functions to prevent the clutch hub 45 from dropping off.
The clutch mechanism 12 and the gearing mechanism 13 are immersed in oil. The one way clutch 73 is cooled by means of an oil passage 81 defined in the base 74 and the one way clutch 79 is cooled by means of the oil passage 67.
The order in which the foregoing construction is assembled will be described next and then follows a description of its operation.
The first speed changing mechanism 14, the second speed changing mechanism 31 and the like are assembled, and the power takeoff drive shaft 35 is inserted therein. The hub 75, the clutch 73 and the base 74 are attached (from front) to the forward end of the traveling drive shaft 10 in advance. Next, the drive shaft casing 55, the hydraulic clutch mechanism 12 and the like are attached to the support 50, and also the gearing mechanism 13 is attached thereto through the bearings 68. In this state the output shaft 7 is passed along the power takeoff drive shaft 35 in a skewering manner. The hydraulic clutch hub 45 is splined to the traveling drive shaft 10 and the support 50 is fixed to the wall 53 by the bolts 52.
The assembly is completed by mounting the engine clutch 6. The disassembly is carried out in the reverse order.
During the assembly and disassembly the retainer means 49 prevents the hub 45 from falling off by engaging its spline.
Turning now to how this construction operates, torque from the engine 1 to the output shaft 7 is connected or broken by operating the clutch 6.
When hydraulic pressure is applied to the piston 42 of the hydraulic clutch mechanism 12, the output shaft 7 and the traveling drive shaft 10 are directly connected by the clutch 12 whereby establishing the first transmission line A to transmit the engine power straight to the traveling drive shaft 10. When the hydraulic clutch mechanism 12 is disconnected, power is transmitted from the output shaft 7 through the reduction gearing mechanism 13 to the traveling drive shaft 10, namely by way of the second transmission line B, gt a reduced rate. In this latter instance the traveling drive shaft 10 is driven through the one way clutch 75 in the same direction as in the case of direction connection to the output shaft 7.When an engine starting system fails, the tractor may be towed to cause the traveling drive shaft 10 to rotate and transmit power through the clutch 79, the output shaft 7 to the engine 1 thereby to start the engine 1. The clutch 79 is operable to effect engine braking also.
The traveling drive transmission for a vehicle according to another embodiment is now described in detail.
Referring to Figs. 4 and 5, a tractor body 101 comprises a clutch housing 102 and a transmission case 103. Number 104 denotes a flywheel mounted on a crankshaft of an engine. A traveling system clutch 105 is provided on the flywheel 104 and includes a release lever 106.
The clutch 105 is operatively connected to a clutch pedal not shown through a release hub
107, a release fork 108 and a fork rod 109.
Number 110 denotes an attaching member whose main body portion 112 is peripherally removably fixed by bolts 113 to a support wall 111 formed on the clutch housing 102. The attaching member's main body portion 112 carries a forwardly projecting traveling drive shaft casing
114 at an upper portion thereof and a rearwardly projecting bearing retainer 11 5 at a lower portion thereof. The release hub 107 is fitted on the drive shaft casing 114 to be slidable backward and forward. The bearing retainer 11 5 is held rigid by a right and left pair of supports 116. Number 117 denotes a power takeoff drive shaft directly connected to the flywheel 104 and operatively connected to a power takeoff speed changing mechanism through a power takeoff clutch not shown.Number 118 denotes a hollow traveling drive shaft loosely fitted on the power takeoff drive shaft 117 and rotatably mounted in the drive shaft casing 114 by means of bearings 119 and
120. The traveling drive shaft 118 is in operative connection with the traveling system clutch 105.
Number 121 denotes a hollow traveling transmission shaft loosely fitted on the power takeoff drive shaft 11 7 rearwardly of the traveling drive shaft 118 and supported by a partition wall 123 through a bearing 122. Number 124 denotes a travel speed changing mechanism mounted in the transmission case 103. Number 125 denotes a reduction shaft mounted below and parallel to the traveling drive shaft 118 and rotatably supported at both ends by bearings 126 and 127 fitted in the main body portion 112 of the attaching member 110 and the bearing retainer 11 5 respectively. The reduction shaft 125 carries adjacent to the forward end thereof a gear 128 rotatable in unison therewith and at the rearward end thereof a gear 129 integral therewith.The gear 128 is in constant mesh with a gear 130 freely rotatably mounted on the traveling drive shaft 118, and the gear 129 is in constant mesh with a gear 131 mounted on the forward end of the traveling transmission shaft 121. The reduction shaft 125 and the gears 130, 128, 129 and 131 constitute a reduction mechanism 133 whose reduction rate is in the order of 30 per cent.
Number 134 denotes a high speed range hydraulic clutch adapted to directly couple the traveling drive shaft 11 8 to the traveling transmission shaft 121. Number 135 denotes a low speed range clutch adapted to connect the traveling drive shaft 11 8 and the traveling transmission shaft 121 by way of the reduction mechanism 133. The two clutches 134 and 135 are arranged one behind the other axially of the traveling drive shaft 11 8 and the traveling transmission shaft 121 and are assembled into a common driving disc 136.More particularly, the hydraulic clutches 1 34 and 135 comprise the driving disc 136 keyed to the rear end of the traveling drive shaft 118, annular cylinder chambers 137 and 138 provided forwardly and rearwardly of the driving disc 136, pistons 139 and 140 slidably mounted in the cylinder chambers 137 and 138, support plates 141 and 142 fitted in forward and rearward ends of the driving disc 136, driven members 143 and 144, and a plurality of clutch discs 145 and 146 disposed between the pistons 139 and 140 and the support plates 141 and 142 and connected to the driving disc 136 and to the driven members 143 and 144, respectively. The pistons 139 and 140 are held rigid together in the axial direction at plural peripheral positions by spacer collars 147 and bolts 148.Each of the spacer collars 147 is axially slidably fitted in a receiving bore defined on the driving disc 136 between the cylinder chambers 137 and 138. Of the two cylinder chambers 137 and 138, the chamber 138 associated with the low speed range clutch 135 includes a resilient means 149 to bias the piston
140 in a direction to compress the clutch plates
146, namely in a direction to engage the clutch
135. The resilient means 149 comprises an annular disc spring. The driven member 143 is splined to the forward end of the traveling transmission shaft 121 while the driven member
144 is integral with the gear 138 and is freely rotatably fitted on the traveling drive shaft 1 18.
Each of the cylinder chambers 137 and 138 is in communication with a control valve not shown via oil passages 1 50 and 1 51 defined in the traveling drive shaft 118 and the attaching member 110 respectively, whereby pressure oil is supplied in a controlled manner from a hydraulic pump not shown directly connected to the engine.
How the described construction operates is described next. The hydraulic pump operates while the engine is running. When the control valve is set for a high speed range, the pressure oil from the hydraulic pump is fed to the cylinder chamber 137. This causes the piston 139 to compress the clutch discs 145 disposed between the piston 139 and the support plate 141 and to connect the driving disc 136 to the driven member 143 through the clutch discs 145, which places the high speed range hydraulic clutch 134 in operation. Therefore, with the traveling clutch 105 connected, engine power is transmitted through the traveling clutch 105, the traveling drive shaft 118, the high speed range hydraulic clutch 134, the traveling transmission shaft 121 , to the travel speed changing mechanism 124, thereby enabling the tractor to travel at a desired speed.
While the tractor runs on the road or engage in normal ground working, the high speed range clutch 134 is connected to transmit power as described above. If an excessive load occurs for some reason or other reducing the rotational rate of the engine, then the control valve is set for the low speed range to switch from the high speed range hydraulic clutch 134 to the low speed range hydraulic clutch 135, whereupon the traveling speed is reduced by about 30 per cent by the reduction mechanism 133 in order to avoid stopping of the engine.In other words, when the control valve is set for the low speed range, the pressure oil enters the cylinder chamber 138 and the piston 140 presses the clutch discs 146 against the support plate 142 to connect the driving disc 136 to the driven member 144 via the clutch discs 146 thereby establishing the operation of the low range hydraulic clutch 135.
Accordingly the output of the traveling drive shaft 11 8 is transmitted by way of the driving disc 136, the clutch disc 146, the driven member 144, the gear 130, the gear 128, the reduction shaft 125, the gear 129, the gear 131 and to the traveling transmission shaft 121. Since the speed is reduced between the gears 130 and 128 and between the gears 129 and 131 by about 30 per cent, the tractor will slow down thereby preventing the engine from stopping. The control valve is returned to the high speed range when the overload on the engine is eliminated and its rotational rate is recovered. The traveling speed of the tractor is very easily changed in both ways, namely for acceleration and for deceleration, by switching the control valve.
In case the engine stops running thereby to cut oil supply from the hydraulic pump, the resilient means 149 mounted in the cylinder chamber 138 of the low speed range hydraulic clutch 135 presses against the piston 140 to compress the clutch discs 146 between the piston 140 and the support plate 142 thereby placing the low speed range hydraulic clutch in operation. Therefore, when the engine stops during uphill traveling or the like, the low speed range clutch 1 35 will immediately operate to effect a braking action by means of the engine thereby to avoid accident.
Since the resilient means 149 is mounted in the low speed range hydraulic clutch 135, the resilient means 149 may have a small resilient force compared with the case of being mounted in the high speed range hydraulic clutch 1 34. Moreover, since the two pistons 139 and 140 are rigidly interconnected in the axial direction by the spacer collars 147 and the bolts 148, the resilient means 149 also functions as return means for the high speed range hydraulic clutch 1 34.
As described above, the low speed range hydraulic clutch 1 35 is in operative condition whenever the engine stops. Therefore, it is possible to start the engine by towing the tractor.
This invention as embodied above provides the high speed range hydraulic clutch adapted to directly connect the traveling drive shaft to the traveling transmission shaft, and the low speed range hydraulic clutch adapted to connect the two shafts through the reduction mechanism, whereby switching between the high speed range and the low speed range is effected by operating the control valve select the high speed range hydraulic clutch or the low speed range hydraulic clutch, and such a switching operation is a very easy, one touch operation. Thus, even when the engine is subjected to a frequent occurrence of excessively heavy load, its inadvertent stopping can be avoided by slowing down the tractor or switching from the high speed range to the low speed range.
Claims (5)
1. A traveling drive transmission for a vehicle comprising a first transmission line (A) provided by an engine output shaft (7) directly connected to a traveling drive shaft (10) operatively connected to a travel speed changing mechanism (14), a second transmission line (B) provided by said engine output shaft (7) operatively connected to said traveling drive shaft (10) through a reduction gear mechanism (13), said second transmission line (B) providing a slower speed than said first transmission line (A), and clutch means 73; 34, 35) for selecting between said first transmission line (A) and said second transmission line (B) to transmit power.
2. A traveling drive transmission as claimed in claim 1 wherein said clutch means (12, 73) includes a hydraulic clutch mechanism (12) mounted on said first transmission line (A) and a one way clutch (73) mounted on said second transmission line.
3. A traveling drive transmission as claimed in claim 2 further comprising a further one way clutch (79) mounted between said engine output shaft (7) and said traveling drive shaft (10) to provide a third transmission line (C) adapted to transmit power only from said traveling drive shaft (10) to said engine output shaft (7).
4. A traveling drive transmission as claimed in claim 1 wherein said clutch means (34, 35) includes a high speed range hydraulic clutch (34) mounted on said first transmission line (A) and a low speed range hydraulic clutch (35) mounted on said second transmission line (B).
5. A traveling drive transmission, substantially as hereinbefore described with reference to Figs. 1 to 3 or Figs. 4 to 6 of the accompanying drawings.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP14738079A JPS5670153A (en) | 1979-11-13 | 1979-11-13 | High-speed and low-speed change-over device for vehicle |
| JP6693180A JPS56164265A (en) | 1980-05-19 | 1980-05-19 | Transmitting device for travel of vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| GB2063395A true GB2063395A (en) | 1981-06-03 |
| GB2063395B GB2063395B (en) | 1984-05-16 |
Family
ID=26408137
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB8032965A Expired GB2063395B (en) | 1979-11-13 | 1980-10-13 | Two-speed sub-transmission for a vehicle |
Country Status (8)
| Country | Link |
|---|---|
| AU (1) | AU528214B2 (en) |
| CA (1) | CA1156857A (en) |
| DE (1) | DE3042494A1 (en) |
| FR (1) | FR2469620B1 (en) |
| GB (1) | GB2063395B (en) |
| IT (1) | IT1133959B (en) |
| NZ (1) | NZ195159A (en) |
| PH (1) | PH20632A (en) |
Cited By (18)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0088499A1 (en) * | 1982-02-12 | 1983-09-14 | Eaton Corporation | Multiple identical countershaft change speed transmission |
| GB2147960A (en) * | 1983-08-01 | 1985-05-22 | Honda Motor Co Ltd | Vehicular transmission |
| US4628768A (en) * | 1982-05-21 | 1986-12-16 | Kubota, Ltd. | Tractor transmission |
| US4637269A (en) * | 1982-07-16 | 1987-01-20 | Kubota, Ltd. | Drive apparatus |
| GB2178495A (en) * | 1985-08-02 | 1987-02-11 | Kubota Ltd | Tractor transmission with power take-off |
| EP0231069A1 (en) * | 1986-01-13 | 1987-08-05 | Ford Motor Company Limited | Creeper speed mechanism for tractor transmission |
| US4697475A (en) * | 1983-09-26 | 1987-10-06 | Honda Giken Kogyo Kabushiki Kaisha | Controller for vehicle transmission with auxiliary transmission |
| US4706519A (en) * | 1986-01-13 | 1987-11-17 | Ford Motor Company | Creeper speed actuator for a tractor transmission |
| US4779488A (en) * | 1986-03-11 | 1988-10-25 | Mitsuboshi Belting Ltd. | Power transmission system |
| EP0327812A1 (en) * | 1988-02-10 | 1989-08-16 | Xaver Fendt & Co. | Drive unit for commercial vehicles |
| US4882951A (en) * | 1988-03-14 | 1989-11-28 | Eaton Corporation | Auxiliary transmission input section |
| WO1991000445A1 (en) * | 1989-07-05 | 1991-01-10 | Zahnradfabrik Friedrichshafen Ag | Gear change box with multiple steps |
| WO1992004561A1 (en) * | 1990-08-31 | 1992-03-19 | Zahnradfabrik Friedrichshafen Ag | Multiple stage gear change box |
| US5195400A (en) * | 1988-08-29 | 1993-03-23 | Aisin Aw Co., Ltd. | Oil channel structure in automatic transmission |
| WO1993018314A1 (en) * | 1992-03-10 | 1993-09-16 | Massey Ferguson Manufacturing Limited | A double clutch arrangement |
| DE102007055790A1 (en) * | 2007-12-13 | 2009-06-18 | Zf Friedrichshafen Ag | Supply unit for wet-running clutch of gear with pump drive, has hydraulic fluid or coolant and lubricant, and clutch is arranged around external drive shaft conducted as hollow shaft |
| US11660959B2 (en) | 2019-12-19 | 2023-05-30 | Agco International Gmbh | Method of operating an agricultural vehicle and a transmission arrangement for an agricultural vehicle |
| US12071005B2 (en) | 2019-12-19 | 2024-08-27 | Agco International Gmbh | Transmission arrangement and method for agricultural vehicle |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| AU572741B2 (en) * | 1986-03-03 | 1988-05-12 | Kubota Ltd. | Transmission for working vehicle with an overtop drive |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE7045893U (en) * | 1972-09-28 | International Harvester Co | Primary gearbox equipped with a double clutch | |
| GB596307A (en) * | 1945-01-11 | 1948-01-01 | Shadwell Harry Grylls | Improvements in or relating to change-speed gears |
| GB814210A (en) * | 1956-10-08 | 1959-06-03 | Auto Union Gmbh | Improvements in or relating to gear boxes for road vehicles |
| DE7134592U (en) * | 1972-04-20 | D Brown Gear Ind Ltd | Speed change gear, in particular for vehicles | |
| GB740692A (en) * | 1952-05-28 | 1955-11-16 | Self Changing Gears Ltd | Improvements in or relating to automatic change speed gears |
| GB776786A (en) * | 1953-11-30 | 1957-06-12 | Fritz Buehrer | Power transmission device for tractors and other automotive vehicles having a power take-off shaft |
| FR1113954A (en) * | 1954-11-05 | 1956-04-06 | Thomson Houston Comp Francaise | Improved gearbox, usable, in particular, for washing and spin-drying machines |
| GB883353A (en) * | 1958-02-25 | 1961-11-29 | Allis Chalmers Mfg Co | Improved change-speed gearing power transmission mechanism |
| GB927105A (en) * | 1960-11-29 | 1963-05-29 | Whirlpool Co | Improvements in or relating to washing machines |
| DE1550818A1 (en) * | 1966-09-03 | 1969-07-10 | Kramerwerke Gmbh | Multi-step transmission, preferably for driving tractors |
| GB1163821A (en) * | 1967-01-20 | 1969-09-10 | Hunslet Holdings Ltd | Variable Speed Power Transmision System |
| GB1241744A (en) * | 1969-01-13 | 1971-08-04 | Steyr Daimler Puch Ag | A transmission for agricultural tractors |
| DE1951428A1 (en) * | 1969-10-11 | 1971-04-22 | Kloeckner Humboldt Deutz Ag | Method and device for switching a multi-stage gear change transmission |
| JPS4968104A (en) * | 1972-11-09 | 1974-07-02 |
-
1980
- 1980-10-03 AU AU62954/80A patent/AU528214B2/en not_active Ceased
- 1980-10-06 NZ NZ195159A patent/NZ195159A/en unknown
- 1980-10-10 CA CA000362178A patent/CA1156857A/en not_active Expired
- 1980-10-13 PH PH24715A patent/PH20632A/en unknown
- 1980-10-13 GB GB8032965A patent/GB2063395B/en not_active Expired
- 1980-10-20 IT IT25467/80A patent/IT1133959B/en active
- 1980-10-28 FR FR8023054A patent/FR2469620B1/en not_active Expired
- 1980-11-11 DE DE19803042494 patent/DE3042494A1/en not_active Ceased
Cited By (25)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0088499A1 (en) * | 1982-02-12 | 1983-09-14 | Eaton Corporation | Multiple identical countershaft change speed transmission |
| EP0156188A1 (en) * | 1982-02-12 | 1985-10-02 | Eaton Corporation | Multiple identical countershaft powershift transmission |
| US4628768A (en) * | 1982-05-21 | 1986-12-16 | Kubota, Ltd. | Tractor transmission |
| US4637269A (en) * | 1982-07-16 | 1987-01-20 | Kubota, Ltd. | Drive apparatus |
| GB2147960A (en) * | 1983-08-01 | 1985-05-22 | Honda Motor Co Ltd | Vehicular transmission |
| US4674358A (en) * | 1983-08-01 | 1987-06-23 | Honda Giken Kogyo Kabushiki Kaisha | Manual with auxiliary transmission |
| US4697475A (en) * | 1983-09-26 | 1987-10-06 | Honda Giken Kogyo Kabushiki Kaisha | Controller for vehicle transmission with auxiliary transmission |
| GB2178495A (en) * | 1985-08-02 | 1987-02-11 | Kubota Ltd | Tractor transmission with power take-off |
| GB2178495B (en) * | 1985-08-02 | 1989-12-28 | Kubota Ltd | Power transmitting apparatus for tractor |
| EP0231069A1 (en) * | 1986-01-13 | 1987-08-05 | Ford Motor Company Limited | Creeper speed mechanism for tractor transmission |
| US4706519A (en) * | 1986-01-13 | 1987-11-17 | Ford Motor Company | Creeper speed actuator for a tractor transmission |
| US4858492A (en) * | 1986-03-11 | 1989-08-22 | Mitsuboshi Belting Ltd. | Power transmission system |
| US4779488A (en) * | 1986-03-11 | 1988-10-25 | Mitsuboshi Belting Ltd. | Power transmission system |
| EP0327812A1 (en) * | 1988-02-10 | 1989-08-16 | Xaver Fendt & Co. | Drive unit for commercial vehicles |
| US4882951A (en) * | 1988-03-14 | 1989-11-28 | Eaton Corporation | Auxiliary transmission input section |
| US5195400A (en) * | 1988-08-29 | 1993-03-23 | Aisin Aw Co., Ltd. | Oil channel structure in automatic transmission |
| US5301564A (en) * | 1989-07-05 | 1994-04-12 | Zahnradfabrik Friedrichshafen Ag | Gear change box with multiple steps |
| WO1991000445A1 (en) * | 1989-07-05 | 1991-01-10 | Zahnradfabrik Friedrichshafen Ag | Gear change box with multiple steps |
| WO1992004561A1 (en) * | 1990-08-31 | 1992-03-19 | Zahnradfabrik Friedrichshafen Ag | Multiple stage gear change box |
| WO1993018314A1 (en) * | 1992-03-10 | 1993-09-16 | Massey Ferguson Manufacturing Limited | A double clutch arrangement |
| TR27928A (en) * | 1992-03-10 | 1995-10-16 | Massey Ferguson Mfg | Bilateral clutch arrangement. |
| US5480014A (en) * | 1992-03-10 | 1996-01-02 | Massey Ferguson Manufacturing Limited | Double clutch arrangement |
| DE102007055790A1 (en) * | 2007-12-13 | 2009-06-18 | Zf Friedrichshafen Ag | Supply unit for wet-running clutch of gear with pump drive, has hydraulic fluid or coolant and lubricant, and clutch is arranged around external drive shaft conducted as hollow shaft |
| US11660959B2 (en) | 2019-12-19 | 2023-05-30 | Agco International Gmbh | Method of operating an agricultural vehicle and a transmission arrangement for an agricultural vehicle |
| US12071005B2 (en) | 2019-12-19 | 2024-08-27 | Agco International Gmbh | Transmission arrangement and method for agricultural vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| IT8025467A0 (en) | 1980-10-20 |
| FR2469620A1 (en) | 1981-05-22 |
| DE3042494A1 (en) | 1981-06-04 |
| PH20632A (en) | 1987-03-16 |
| IT1133959B (en) | 1986-07-24 |
| GB2063395B (en) | 1984-05-16 |
| AU528214B2 (en) | 1983-04-21 |
| CA1156857A (en) | 1983-11-15 |
| AU6295480A (en) | 1981-06-04 |
| FR2469620B1 (en) | 1986-01-24 |
| NZ195159A (en) | 1984-12-14 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PCNP | Patent ceased through non-payment of renewal fee |
Effective date: 19961013 |