US20040074678A1 - Vehicle improved steering - Google Patents
Vehicle improved steering Download PDFInfo
- Publication number
- US20040074678A1 US20040074678A1 US10/681,226 US68122603A US2004074678A1 US 20040074678 A1 US20040074678 A1 US 20040074678A1 US 68122603 A US68122603 A US 68122603A US 2004074678 A1 US2004074678 A1 US 2004074678A1
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- US
- United States
- Prior art keywords
- vehicle
- swash plate
- steering
- movable swash
- driving
- 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.)
- Abandoned
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- 0 CC(C*)(CCCCCC1C2)CC1C1C2C(C*2)C2CC1 Chemical compound CC(C*)(CCCCCC1C2)CC1C1C2C(C*2)C2CC1 0.000 description 2
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Classifications
-
- A—HUMAN NECESSITIES
- A01—AGRICULTURE; FORESTRY; ANIMAL HUSBANDRY; HUNTING; TRAPPING; FISHING
- A01D—HARVESTING; MOWING
- A01D69/00—Driving mechanisms or parts thereof for harvesters or mowers
- A01D69/03—Driving mechanisms or parts thereof for harvesters or mowers fluid
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
- B60K17/10—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of fluid gearing
- B60K17/105—Units comprising at least a part of the gearing and a torque-transmitting axle, e.g. transaxles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D11/00—Steering non-deflectable wheels; Steering endless tracks or the like
- B62D11/001—Steering non-deflectable wheels; Steering endless tracks or the like control systems
- B62D11/006—Mechanical control systems
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D11/00—Steering non-deflectable wheels; Steering endless tracks or the like
- B62D11/02—Steering non-deflectable wheels; Steering endless tracks or the like by differentially driving ground-engaging elements on opposite vehicle sides
- B62D11/04—Steering non-deflectable wheels; Steering endless tracks or the like by differentially driving ground-engaging elements on opposite vehicle sides by means of separate power sources
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D11/00—Steering non-deflectable wheels; Steering endless tracks or the like
- B62D11/02—Steering non-deflectable wheels; Steering endless tracks or the like by differentially driving ground-engaging elements on opposite vehicle sides
- B62D11/06—Steering non-deflectable wheels; Steering endless tracks or the like by differentially driving ground-engaging elements on opposite vehicle sides by means of a single main power source
- B62D11/10—Steering non-deflectable wheels; Steering endless tracks or the like by differentially driving ground-engaging elements on opposite vehicle sides by means of a single main power source using gearings with differential power outputs on opposite sides, e.g. twin-differential or epicyclic gears
- B62D11/14—Steering non-deflectable wheels; Steering endless tracks or the like by differentially driving ground-engaging elements on opposite vehicle sides by means of a single main power source using gearings with differential power outputs on opposite sides, e.g. twin-differential or epicyclic gears differential power outputs being effected by additional power supply to one side, e.g. power originating from secondary power source
- B62D11/18—Steering non-deflectable wheels; Steering endless tracks or the like by differentially driving ground-engaging elements on opposite vehicle sides by means of a single main power source using gearings with differential power outputs on opposite sides, e.g. twin-differential or epicyclic gears differential power outputs being effected by additional power supply to one side, e.g. power originating from secondary power source the additional power supply being supplied hydraulically
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D11/00—Steering non-deflectable wheels; Steering endless tracks or the like
- B62D11/24—Endless track steering specially adapted for vehicles having both steerable wheels and endless track
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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
- F16H39/00—Rotary fluid gearing using pumps and motors of the volumetric type, i.e. passing a predetermined volume of fluid per revolution
- F16H39/04—Rotary fluid gearing using pumps and motors of the volumetric type, i.e. passing a predetermined volume of fluid per revolution with liquid motor and pump combined in one unit
- F16H39/06—Rotary fluid gearing using pumps and motors of the volumetric type, i.e. passing a predetermined volume of fluid per revolution with liquid motor and pump combined in one unit pump and motor being of the same type
- F16H39/08—Rotary fluid gearing using pumps and motors of the volumetric type, i.e. passing a predetermined volume of fluid per revolution with liquid motor and pump combined in one unit pump and motor being of the same type each with one main shaft and provided with pistons reciprocating in cylinders
- F16H39/10—Rotary fluid gearing using pumps and motors of the volumetric type, i.e. passing a predetermined volume of fluid per revolution with liquid motor and pump combined in one unit pump and motor being of the same type each with one main shaft and provided with pistons reciprocating in cylinders with cylinders arranged around, and parallel or approximately parallel to the main axis of the gearing
- F16H39/14—Rotary fluid gearing using pumps and motors of the volumetric type, i.e. passing a predetermined volume of fluid per revolution with liquid motor and pump combined in one unit pump and motor being of the same type each with one main shaft and provided with pistons reciprocating in cylinders with cylinders arranged around, and parallel or approximately parallel to the main axis of the gearing with cylinders carried in rotary cylinder blocks or cylinder-bearing members
Definitions
- the present invention relates to a vehicle, especially a working vehicle like a tractor, improved in its steering.
- the improvement is provided for the vehicle installed with an integral transaxle apparatus comprising a hydrostatic and mechanical axle driving and steering system including two hydrostatic transmissions (hereinafter, each hydrostatic transmission is called an “HST”); one for driving left and right axles, and the other for steering the axles, wherein the input of the HST for steering is independent of the output of the HST for driving.
- HST hydrostatic and mechanical axle driving and steering system including two hydrostatic transmissions
- each hydrostatic transmission is called an “HST”
- the improvement is for the vehicle having a caster in addition to its driving wheels.
- the conventional system has the problem that the equalization of output rotary speeds between the two HSTs must be precise and if there is difference of capacity between the two HSTs, a vehicle was steered differently whether leftward or rightward.
- the present axle driving and steering system includes two HSTs and two differentials, wherein one (a driving HST) of the HSTs interlocks with a speed changing operation means like a lever or a pedal and transmits power from a prime mover like an engine into one differential connecting left and right axles for driving them.
- the other HST (a steering HST) interlocks with a steering operation means like a steering wheel and transmits its output rotational force corresponding to the direction and degree of the steering operation means into the other differential, and a pair of differential output shafts of the latter differential are drivingly connected to the respective axles through two drive trains which are opposite in their output rotational directions.
- the independent type system has some advantages as follows:
- the steering HST can be driven while the speed changing operating means is in neutral so as not to drive the driving HST, so that both the left and right axles are rotated oppositely to each other at an equal speed, whereby a vehicle installed with the system can swivel in place.
- the volume of the driving HST can be reduced because it does not have to drive the steering HST.
- a vehicle employing the independent steering type system is instituted so that the lateral direction of the steered vehicle coincides with that of an operated steering operating means (like a steering wheel) during forward travelling, the vehicle comes to be steered oppositely to the operational direction of the steering operating means during backward travelling. For example, when a steering wheel is rotated leftward during backward travelling, the vehicle turns rightward. Such a situation confuses an operator accustomed to driving a normal car.
- the vehicle installed with the above mentioned system is provided with a caster or casters in addition to the above mentioned driving axles for improvement of its capacity of steering, that is, so as to enable the vehicle to turn left or right easily and swiftly.
- the caster attached to the vehicle has been able to swivel in all horizontal directions in relation to the vehicle body independently of operation of the steering operating means.
- the steering operating means merely applies difference in rotary speed between left and right driving axles.
- the caster is laterally swivelled by its following-up the differential rotation of the both axles and is rotated in the direction where it is oriented after the swivelling.
- the axis of the caster's own rotation is longitudinally offset from the axis of its lateral swivelling in relation to the vehicle.
- the caster rotates around its own rotational axis for travelling in such a situation that the swivelling axis and the rotational axis are disposed front and rear.
- the longitudinal direction of the caster is oriented to the travelling direction of the vehicle after the caster has been laterally swivelled. Since the caster is independent of the steering operating means, the lateral swivelling of caster is not performed while the vehicle is stationary but must be performed while the vehicle travels.
- Such a construction of caster causes the problem that, while the travelling direction of the vehicle is reversed between forward and backward, the portion of the vehicle to which the caster is attached meanders laterally because the caster is swivelled approximately to an angle of 180° in relation to the vehicle body so as to be longitudinally reversed. Furthermore, the vehicle which has stopped while turning leftward stays in the situation that its caster is oriented leftward to some degree. If the vehicle which has stayed in such a situation starts travelling while turning rightward, the vehicle also meanders laterally because the caster oriented for leftward cornering is laterally swivelled to the direction for rightward cornering for a little while.
- the caster which is conventionally disposed under the vehicle body, even if it is attached as a front wheel, is invisible to an operator sitting on the seat, the operator feels uneasy especially in such a case supposing the above mentioned meandering of the vehicle.
- An object of the present invention is to provide a vehicle installed with a compact integral transaxle apparatus employing the above described axle driving and steering system of the independent steering type, so as to save its manufacturing cost and to ease its maintenance, wherein the vehicle can be steered in the same direction with that of operated steering operating means whether the vehicle travels forward or backward.
- the vehicle according to the present invention is installed with an integral transaxle apparatus for driving and steering a vehicle so constructed that a driving HST including a variable displacement first hydraulic pump and a first hydraulic motor fluidly connected with each other, a steering HST including a variable displacement second hydraulic pump and a variable displacement second hydraulic motor fluidly connected with each other, a pair of axles disposed co-axially with each other, and a differential unit differentially connecting the axles with each other are disposed together in a housing, wherein the first hydraulic pump receives power of a prime mover and has a first movable swash plate, the second hydraulic pump receives power of the prime mover independently of the first hydraulic pump and has a second movable swash plate, and the differential unit is driven regularly or reversely by the output of the driving HST and differentially drives the axles while receiving the output of the steering HST.
- a driving HST including a variable displacement first hydraulic pump and a first hydraulic motor fluidly connected with each other
- a steering HST including a variable displacement second
- driving operating means for slanting operation of the first movable swash plate so as to switching the travelling direction between forward and backward and to change the travelling speed
- steering operating means for slanting operation of the second movable swash plate so as to determine the leftward and rightward cornering angle
- the second hydraulic motor is of a variable displacement type and has a third movable swash plate.
- the third movable swash plate interlocks with the driving operating means so that the slanting direction of the third movable swash plate is changed oppositely with respect to its neutral position according to the travelling direction switching operation of the driving operating means.
- the second hydraulic motor is of a variable displacement type and has a third movable swash plate
- the first hydraulic motor is of a variable displacement type and has a fourth movable swash plate
- the driving operating means comprises forward/backward travelling direction switching means and speed changing means.
- the forward/backward travelling direction switching means interlocks with both the third movable swash plate and the fourth movable swash plate so as to change the slanting directions of the third and fourth movable swash plates oppositely with respect to their neutral positions.
- the speed changing means interlocks with the first movable swash plate so as to vary the slanting angle of the first movable swash plate according to the operational degree of the speed changing means.
- the first movable swash plate is kept in its own neutral position while the means is operated to some degree from its own neutral position whether forward travelling or backward travelling.
- the third movable swash plate is slanted to a certain degree in a direction corresponding to forward travelling when the driving operating means or the speed changing means is located in its own neutral position.
- the third movable swash plate is changed in its slanting direction from that for forward travelling to that for backward travelling according to the operation of the driving operating means from its own neutral position into its range for backward travelling (or according to the switching of the forward/backward travelling direction switching means to its backward travelling position and the operation of the speed changing means from the neutral position) while the first movable swash plate is kept in its own neutral position.
- the third movable swash plate is kept at the certain degree while the driving operating means is operated for forward travelling (or while the forward/backward travelling direction switching means is switched to its forward travelling position and the speed changing means is operated from the neutral position) within the range to keep the first movable swash plate in its own neutral position.
- Another object of the present invention is to provide a vehicle having a caster in addition to its driving wheels, wherein the caster can nicely follow the driving wheels so as to ensure expected cornering.
- the caster interlocks with the steering operating means so as to be swivelled in relation to the vehicle by operation of the steering operating means, wherein the caster is restricted in its range where it can be freely swivelled.
- a caster guide is interposed between the caster and the vehicle so as to interlock with the steering operating means thereby being swivelled in relation to the vehicle by operation of the steering operating means, and to laterally rotatably support the caster while restricting the caster in its range of free swivelling in relation to the caster guide.
- FIG. 1 is an entire side view of a mid-mount type lawn tractor 1 employing an integral transaxle apparatus 2 according to the present invention
- FIG. 2 is an entire side view of an alternative mid-mount type lawn tractor 1 a employing the same;
- FIG. 3 is an entire side view of a front-mount type lawn tractor 1 b employing the same;
- FIG. 4 is a plan view partly in section of the interior of an integral transaxle apparatus 2 which is of an independent steering type;
- FIG. 5 is a perspective plan view of the same from which a housing 23 is removed;
- FIG. 6 is a cross-sectional view taken on line vi-vi of FIG. 4;
- FIG. 7 is a perspective view of a charge pump casing 301 ;
- FIG. 8 is an exploded view in perspective of a strainer 306 and a charge relief valve 330 being attached to charge pump casing 301 and parts of charge pump 300 including casing 301 being attached to center section 51 as they appear during assembly thereof;
- FIG. 9 is a perspective view partly in section of casing 301 illustrating its inner oil passages
- FIG. 10 is a perspective view partly in section of the same illustrating charge relief valve 330 disposed therein;
- FIG. 11 is a sectional plan view of center sections 51 and 75 of twin HSTs 21 and 22 ;
- FIG. 12 is a cross sectional view taken on line xii-xii of FIG. 4;
- FIG. 13 is a cross sectional view taken on line xiii-xiii of FIG. 4;
- FIG. 14 is a sectional fragmentary side view, on an enlarged scale, of a control shaft 59 for rotating a movable swash plate 76 of a hydraulic pump 52 of driving HST 21 and its surroundings;
- FIG. 15 is a sectional fragmentary plan view, on an enlarged scale, of the same;
- FIG. 16 is a sectional fragmentary plan view, on an enlarged scale, of a brake 110 and its surroundings;
- FIG. 17 is a fragmentary side view of apparatus 2 illustrating a control arm 60 rotated so as to push a first link rod 211 of a linkage 210 which interlocks a movable swash plate 85 of a hydraulic motor 72 of a steering HST 22 with movable swash plate 76 ;
- FIG. 18 is a perspective view of axles 40 L and 40 R and parts of differential gear unit 5 as they appear during assembly thereof;
- FIG. 19 is a perspective view partly in section of a transmission mechanism illustrating arrows as the directions of power transmitted from motor shafts 54 and 77 of HSTs 21 and 22 to axles 40 L and 40 R through differential gear unit 5 ;
- FIG. 20 is a diagram illustrating hydraulic circuits and gear mechanisms of independent-steering type apparatus 2 , wherein hydraulic motor 72 of steering HST 22 is of a variable displacement type whose swash plate 85 interlocks with swash plate 76 through linkage 210 ;
- FIG. 21 is a perspective plan view of apparatus 2 ;
- FIG. 22 is a perspective right side view of the same
- FIG. 23 is a perspective front view of the same
- FIG. 24 is a perspective left side view of the same
- FIG. 25 is a perspective rear view of the same
- FIG. 26 is a perspective bottom view of the same
- FIG. 27 is a schematic side view of linkages for steering wheel 14 and speed change pedal 15 to be connected to movable swash plates 57 , 76 and 85 of hydraulic pumps 52 and 71 and motor 72 in HSTs 21 and 22 of the independent steering type, wherein both steering wheel 14 and speed change pedal 15 are located in their neutral positions;
- FIG. 28 is a side view of speed change pedal 15 for the linkage shown in FIG. 27;
- FIG. 29 is a schematic side view of the same shown in FIG. 27, wherein speed change pedal 15 is trod down to some degree for forward travelling and steering wheel 14 is rotated leftward to some degree;
- FIG. 30 is a schematic side view of the same, wherein speed change pedal 15 is trod down to some degree for backward travelling and steering wheel 14 is rotated leftward to some degree;
- FIG. 31 is a graph of angles of slanted swash plates 57 and 85 in relation to the position of speed change pedal 15 by use of the linkages shown in FIG. 27;
- FIG. 32 is a schematic side view of the modified linkages shown in FIG. 27, wherein swash plate 85 is slanted to a certain degree for forward travelling while speed change pedal 15 is in neutral;
- FIG. 33 is a graph of the same shown in FIG. 31 by use of the linkages shown in FIG. 32;
- FIG. 34 is a graph of the same by use of the further modified linkage shown in FIG. 32;
- FIG. 35 is a schematic side view of linkages for steering wheel 14 , speed change pedal 15 ′ and forward/backward travelling direction switching lever 205 to be connected to swash plates 57 , 65 ′, 76 and 85 of hydraulic pumps 52 and 71 and motors 53 and 72 in HSTs 21 and 22 of the independent steering type, wherein steering wheel 14 and speed change pedal 15 ′ are located in their neutral positions and lever 205 is located at its forward travelling position;
- FIG. 36 is a schematic side view of a linkage for connecting steering wheel 14 to a control arm 193 ′ of swash plate 76 through a slide guide 312 so as to change the response of swash plate 76 to operation of steering wheel 14 according to the change of angle of operated steering wheel 14 , when steering wheel 14 is in neutral and slide guide 312 is disposed at the top position of its slidable range;
- FIG. 37 is a schematic side view of the same linkage when steering wheel 14 is rotated from its neuttal position and slide guide 312 is disposed at the top position of its slidable range;
- FIG. 38 is a schematic side view of the same linkage when slide guide 312 is positioned at the intermediate position of its slidable range, when steering wheel 14 is in neutral and slide guide 312 is disposed at the intermediate position of its slidable range;
- FIG. 39 is a schematic side view of the same linkage when steering wheel 14 is rotated from its neutral position and slide guide 312 is disposed at the intermediate position of its slidable range;
- FIG. 40 is a schematic side view of linkages including that shown in FIG. 36 wherein speed change pedal 15 ′ is connected to slide guide 312 through another linkage;
- FIG. 41 is a schematic side view of alternative linkages including that shown in FIG. 36 wherein speed change pedal 15 ′ is connected to slide guide 312 through an alternative linkage replacing that shown in FIG. 40;
- FIG. 42 is a schematic perspective view of an alternative linkage for connecting steering wheel 14 to swash plate 76 so as to change the response of swash plate 76 to operation of steering wheel 14 according to the change of angle of operated steering wheel 14 by use of a cam plate 144 and a slide link 145 ;
- FIG. 43 is a graph of an angle of slanted swash plate 76 in relation to the angle of rotated steering wheel 14 by use of the linkage shown in FIG. 42;
- FIG. 44 is a schematic side view of small speed-reduction gear 108 b provided with an engaging member 130 for restriction of the motion of transmission shaft 93 ;
- FIG. 45 is a side view of a caster 16 together with a schematic plan view of the same, caster 16 being provided with a caster angle P for improvement of its following driving wheels 43 ;
- FIG. 46 is a side view of a conventional caster 16 ′ having no caster angle
- FIG. 47 is a schematic plan view of vehicle 1 having two front driving wheels 43 and two rear casters 16 , wherein vehicle 1 is traversing a slope;
- FIG. 48 is a schematic plan view of vehicle 1 having two front driving wheels 43 and two rear casters 16 , wherein a king pin of each driving wheel 43 is laterally offset outwardly from the pivot point of caster 16 on the same side;
- FIG. 49 is a side view of a vehicle 1 ⁇ having two front casters 16 which can be steered by steering wheel 14 ;
- FIG. 50 is a side view of caster 16 provided with a caster guide 400 and a caster hanger 404 to be supported to chassis 12 ;
- FIG. 51 is a front view of the same
- FIG. 52 is a plan view of the same
- FIG. 53 is a sectional plan view of the same.
- FIG. 54 is a sectional plan view of the same, wherein caster 16 is swivelled in relation to caster guide 400 ;
- FIG. 55 is a plan view of the same, showing a range of swivelling of caster 16 .
- FIG. 56 is a diagram of linkages for steering wheel 14 to be connected to both caster guides 400 and to be connected to hydraulic pump 71 in apparatus 2 .
- a lawn tractor serving as a vehicle employing the present invention.
- a front column 13 erected on the forward portion of chassis 12 is provided thereabove with a steering wheel 14 serving as a steering operation tool, and beside the foot thereof with a speed change pedal 15 serving as a speed changing operation tool and a brake pedal (not shown).
- Speed change pedal 15 shaped like a seesaw is pivoted at its intermediate portion and is provided at its front and rear ends with pedal surfaces.
- the front pedal surface is trod down so as to drive the vehicle forwardly, and the rear pedal surface is to drive it backwardly.
- the travelling speed of the vehicle corresponds to the degree of downward movement of each pedal surface.
- Pedal 15 is biased toward its neutral position by a spring (not shown).
- a pair of casters 16 serving as front wheels are provided on respective left and right sides of the forward bottom portion of chassis 12 .
- only one caster 16 may be provided on the lateral middle thereof, or more than two casters 16 may be provided.
- An engine 11 is mounted on the forward portion of chassis 12 and is covered with a bonnet.
- a seat 17 is disposed above the rearward portion of chassis 12 .
- a mower 9 is suspended downwardly from the longitudinally intermediate portion of chassis 12 , thereby defining lawn tractor 1 as a mid-mount type.
- Mower 9 comprises a casing 19 containing at least one rotary blade which is driven by power from engine 11 transmitted through means like a shaft, pulleys and a belt (not shown).
- a linkage is provided so as to enable mower 9 to move vertically.
- An integral transaxle apparatus 2 of the invention is disposed at the rearward portion of chassis 12 .
- Apparatus 2 receives rotational power of a vertically downward output shaft 11 a of engine 11 through pulleys and a belt (not shown), and drives left and right axles 40 supported by the rearward portion of chassis 12 .
- Left and right driving wheels 43 serving as rear wheels are fixedly mounted onto utmost ends of axles 40 .
- an alternative lawn tractor 1 a has a chassis 12 ′ forming a platform 12 s at the top of forward portion thereof, on which front column 13 provided there above with steering wheel 14 is erected and speed change pedal 15 and the brake pedal are provided.
- Chassis 12 ′ is provided on the bottom of rearward portion thereof with left and right casters 16 serving as rear wheels.
- Engine 11 having vertically downward output shaft 11 a is mounted on the rearward portion of chassis 12 ′ and is covered with a bonnet.
- Mower 9 which is similar to that of FIG. 1 is suspended downwardly from the longitudinally intermediate portion of chassis 12 ′ (behind driving wheels 43 ), thereby defining lawn tractor la as a mid-mount type.
- Transaxle apparatus 2 disposed at the forward portion of chassis 12 ′ receives rotational power of output shaft la through pulleys and a belt (not shown) and drives left and right axles 40 supported by the forward portion of chassis 12 ′.
- Left and right driving wheels 43 serving as front wheels are fixedly mounted onto utmost ends of axles 40 .
- a further alternative lawn tractor 1 b is similar to lawn tractor 1 a with the exception that mower 9 is disposed below the forward portion of chassis 12 ′ (before driving wheels 43 ), thereby defining lawn tractor 1 b as a front-mount type.
- apparatus 2 comprises a driving HST 21 for driving a vehicle forwardly and rearwardly, a steering HST 22 for steering the vehicle, left and right axles 40 L and 40 R, a differential gear unit 5 including planetary gears for differentially connecting axles 40 L and 40 R, and some drive trains (gear trains) interlocking component elements 21 , 22 and 5 with one another.
- a housing 23 contains all of elements 21 , 22 and 5 , axles 40 L and 40 R and the above said driving trains.
- housing 23 consists of an upper half 23 t and a lower half 23 b joined with each other along a horizontal surrounding joint surface 23 j.
- Bearing port ions for a support shaft 105 and a transmission shaft 93 as discussed below are formed by halves 23 t and 23 b, whereby resulting shafts 105 and 93 journalled therethrough are horizontally disposed with their axes on surface 23 j, as shown in FIGS. 12 and 13.
- Bearing portions for axles 40 L and 40 R are formed by upper half 23 t above surface 23 j, as shown in FIGS. 6 and 13.
- Housing 23 is full of a predetermined amount of oil.
- a magnet M as a filter is properly disposed in housing 23 , as shown in FIG. 4 and 6 .
- Metallic dust which has floated in the oil sump within housing 23 sticks to magnet M, thereby cleaning the oil in housing 23 .
- a center section 51 is disposed along the inner right side wall of housing 23
- a center section 75 is disposed along the inner rear wall thereof perpendicular to center section 51 .
- Center sections 51 and 75 shaped like flat plates may be identical with each other, so as to save manufacturing costs. They are both oriented horizontally.
- a hydraulic pump 52 and a hydraulic motor 53 are mounted onto the top surface of center section 51 , thereby constituting driving HST 21 .
- Hydraulic pump 52 and motor 53 of driving HST 21 are aligned in a row along the inner right side wall of housing 23 .
- a hydraulic pump 71 and a hydraulic motor 72 are mounted onto the top surface of center section 75 , thereby constituting steering HST 22 .
- Hydraulic pump 71 and motor 72 are aligned in a row along the inner rear side wall of housing 23 .
- Pumps 52 , 71 and motors 53 , 72 all have vertical rotary axes.
- Axles 40 L and 40 R are differentially connected to each other through differential gear unit 5 including planetary gears. Utmost ends of axles 40 L and 40 R project laterally outwardly from housing 23 , as shown in FIG. 4. In plan view as shown in FIG. 4, differential gear unit 5 is laterally opposed to center section 51 , and is disposed before center section 75 .
- HST 21 and 22 and differential gear unit 5 The positional relationship among HSTs 21 and 22 and differential gear unit 5 best shown in FIG. 4 is an example.
- HST 21 and differential gear unit 5 may be exchanged and HST 22 laterally reversed (pump 71 and motor 72 are exchanged). Further alternative configurations may be utilized without departing from the spirit of the invention.
- each of center sections 51 and 75 is provided therein with two horizontally parallel oil passages 51 a or 75 a for fluidly connecting corresponding hydraulic pump and motor to each other.
- Vertical oil passages 51 b are downwardly extended from respective oil passages 51 a so as to be open at the bottom of center section 51 .
- vertical oil passages 75 b which are extended from respective oil passages 75 a are open at the bottom of center section 75 .
- two draining holes 176 and two draining holes 177 are bored through the bottom of housing 23 , as shown in FIG. 26. As shown in FIGS.
- each of two vertical draining pipes 171 is interposed between the bottom opening of each passage 51 b and each hole 176 , and each of two vertical draining pipes 172 between the bottom opening of each passage 75 b and each hole 177 , thereby enabling the oil in center sections 51 and 75 to be drained downwardly from housing 23 .
- the bottom opening of each of pipes 171 and 172 is regularly plugged.
- gear trains which interlock motor shafts 54 and 77 of hydraulic motors 53 and 72 to differential gear unit 5 , are disposed below center sections 51 and 75 .
- a pump shaft 25 of hydraulic pump 52 projects upwardly from the top of housing 23 (upper half 23 t ) so as to serve as a first input shaft, which is provided thereon with a first input pulley 27 and a cooling fan 42 (omitted in FIGS. 21 - 25 ).
- a belt is interposed between first input pulley 27 and an output pulley fixed on output shaft 11 a of engine 11 .
- a pump shaft 26 of hydraulic pump 71 projects upwardly from the top of housing 23 so as to be provided thereon with a second input pulley 28 and another cooling fan 42 (omitted in FIGS. 21 - 25 ), thereby serving as a second input shaft.
- a belt is interposed between second input pulley 28 and another output pulley fixed on output shaft 11 a.
- Pump shaft 26 of hydraulic pump 71 , in steering HST 22 may be alternatively driven by the output of motor shaft 54 of hydraulic motor 53 in driving HST 21 through something mechanical like gears.
- two types for integral transaxle apparatus 2 including driving HST 21 and steering HST 22 .
- One is named an independent steering type, wherein pump shaft 26 is driven by a prime mover (in this embodiment, engine 11 ) independently of the output of motor shaft 54 .
- the other is named a dependent steering type, wherein pump shaft 26 is driven by motor shaft 54 .
- the present invention is provided for solving the problem involved in the independent steering type, so that the shown embodiments and the above and below descriptions thereof refer to only the independent steering type.
- pump(input) shaft 25 projects downwardly through center section 51 so as to transmit power into a charge pump 300 attached onto the bottom surface of center section 51 .
- Charge pump 300 driven by pump shaft absorbs oil in housing 23 through a strainer 306 , so as to compensate for leak of operating oil in two HSTs 21 and 22 .
- Center section 51 is provided on the bottom surface thereof with a charge pump mounting surface onto which a pump casing 301 is attached.
- casing 301 is provided at the top portion thereof with a seat 301 d having a horizontal surface to be stuck to the bottom surface of center section 51 , and also with a downwardly recessed rotor chamber 301 a for containing rotors, an inner rotor 302 and an outer rotor 303 .
- Casing 301 is extended downwardly and bent laterally so as to integrally form retainers 301 b and 301 c for strainer 306 and a charge relief valve 330 , respectively.
- inner rotor 302 and outer rotor 303 are disposed within rotor chamber 301 a .
- the lower end of pump shaft 25 is also disposed vertically in rotor chamber 301 a so as to pass through an axial throughout hole of inner rotor 302 as shown in FIGS. 6 and 8, and fixed to inner rotor 302 as shown in FIG. 6, thereby transmitting its rotational force to inner rotor 302 .
- Inner rotor 302 is torochoidal at its surrounding outer side surface.
- the outer rotor 303 has a torochoidally shaped internal gear which is diametrically larger than the torochoid outer surface of inner rotor 302 .
- Outer rotor 303 is rotatably retained by casing 301 so as to be disposed off center of inner rotor 302 , so that the internal gear of outer rotor 303 engages with the external gear of inner rotor 302 . As a result, outer rotor 303 is rotated according to rotation of inner rotor 302 driven by pump shaft 25 .
- casing 301 In casing 301 is bored a suction port 321 which is open toward the reducing space in rotor chamber 301 a . As shown in FIG. 9, in casing 301 is bored an oil passage 350 vertically extending from suction port 321 and an oil passage 340 horizontally extending between oil passage 350 and tile interior of retainer 301 b.
- retainer 301 b is formed in a circular shape at the lower side portion of casing 301 and is slantingly cut away at its inner peripheral edge so as to form a guide surface 315 .
- retainer 301 b is disposed co-axially with an opening of the side wall of lower half 23 b .
- Cylindrical strainer 306 is inserted at the inward end thereof along guide surface 315 into retainer 301 b .
- a discoid lid 307 is removably plugged into the opening of lower half 23 b .
- a projection 307 a inwardly extending from the inner surface of lid 307 as shown in FIG. 6, is inserted into a spring 308 provided on the outward end of strainer 306 .
- strainer 306 is fixedly interposed between lid 307 and retainer 301 b , as shown in FIG. 6.
- a discharge port 322 is bored in casing 301 so as to be open toward the expanding space in rotor chamber 301 a .
- a charge relief valve 330 is provided into retainer 301 c .
- casing 301 is bored an oil passage 351 extending between discharge port 322 and the interior of retainer 301 c , and a drain port 331 outwardly extending from the interior of retainer 301 c.
- Charge relief valve 330 comprises a spool 332 and a spring 333 .
- Charge relief valve 330 limits the charge pressure of charge pump 300 . If the pressure in discharge port 322 is increased beyond the predetermined degree, spool 332 pushed against spring 333 by the oil discharged from charge pump 300 makes drain port 331 communicate with the interior of retainer 301 c , so that the excessively discharged oil is drained through drain port 331 , thereby keeping the charge pressure equal to or lower than the predetermined.
- an oil supplying passage 295 is interposed between two oil passages 51 a, as shown in FIG. 11, and oil passages 287 and 288 are extended from the intermediate portion of passage 295 , so as to be connected to a charge port 390 which is open at the bottom surface of center section 51 , as shown in FIGS. 6 and 8.
- Charge port 290 is open toward the expanding space between two rotors 302 and 303 in rotor chamber 301 a .
- Oil passages 51 a are charged therein with the operating oil pressurized by the pumping action of rotors 302 and 303 through charge port 290 and oil passages 287 , 288 and 295 within center section 51 .
- Each passage 51 a is provided therein with ball check valve 291 , as shown in FIG. 11, which is made open during the oil charging and checks the oil from passage 51 a to passage 295 . Passages 51 a are thereby prevented from lack of hydraulic pressure.
- a neutral returning member 261 is slidably disposed in the side wall of housing 23 for making a short path between two valves 291 through passage 295 .
- Member 261 projects outwardly from housing 23 so as to provide an operating portion 262 , as shown in FIGS. 6, 11, 22 , 23 , 25 and 26 , and is provided at the inward end thereof with two spools 263 , as shown in FIG. 11, which are inserted into respective passages 51 a so as to be disposed adjacently to balls of valves 291 .
- Oil in passage 295 can be extracted from housing 23 through a joint J 1 .
- center section 75 involves oil supplying passage 289 interposed between two check valves 291 disposed in respective passages 75 a .
- Passage 289 is fluidly connected with a joint J 2 projecting from housing 23 .
- an external conduit P is interposed between joints J 1 and J 2 surrounding the bottom portion of housing 23 , so as to make the oil in passage 295 flow into corresponding passage 75 a through passage 289 and valve 292 , thereby compensating for lack of oil in steering HST 22 .
- conduit P While flowing through conduit P, the oil is cooled by the atmosphere.
- conduit P may be provided therearound with fins F for enhancing the cooling effect as drawn in phantom lines in FIG. 11.
- two oil passages 75 a of steering HST 22 can be equal to each other in hydraulic pressure by neutral returning member 264 , whose external portion projecting outwardly from housing 23 is provided thereon with all operation portion 265 .
- both HSTs 21 and 22 are compensated for lack of oil by the pumping action of charge pump 300 .
- variable displacement hydraulic pump 52 as shown in FIG. 6, a cylinder block 44 is rotatably and slidably mounted on the pump mounting surface at the top of center section 51 .
- Vertical pump shaft 25 is axially and is not relatively rotatably disposed in cylinder block 44 .
- a plurality of pistons 45 are reciprocally slidably inserted with respective biasing springs (not shown) into cylinder block 44 .
- the heads of pistons 45 abut against a movable swash plate 57 which is operated slantwise so as to control the amount and direction of oil discharged from hydraulic pump 52 .
- a control shaft 59 is supported by the wall of housing 23 in parallel to axles 40 so as to operate swash plate 57 slantwise, as shown in FIGS. 4 , 13 - 15 and 17 .
- An arm member 271 is fixed onto the inward end of control shaft 59 in housing 23 .
- a swash plate arm 272 as an integral part of arm member 271 is extended from a boss 280 of arm member 271 fixed around control shaft 59 so as to engage at the utmost end thereof with swash plate 57 .
- a neutral holding arm 273 as another integral part of arm 271 is extended backwardly from boss 280 .
- An inward projection 275 is provided on the inner side wall of housing 23 behind control shaft 59 .
- a neutral biasing spring 277 is provided around boss 280 . Both end portions 278 and 279 of spring 277 are extended backwardly so as to sandwich projection 275 up and down.
- a projection 276 is integrally provided on the utmost end of arm 273 . The utmost end of projection 276 is disposed between end portions 278 and 279 of spring 277 .
- a control arm 60 is fixed onto control shaft 59 outside housing 23 .
- control arm 60 is integrally provided with a boss 60 a , an arm 60 b , a projection 60 c and a push edge 60 d .
- Boss 60 a is fixed onto control shaft 59 with a pin 25 t .
- Arm 60 b projects upwardly from boss 60 a , so as to interlock with a speed change operating tool (in this embodiment, speed change pedal 15 ) through a linkage or the like.
- Projection 60 c projects downwardly from boss 60 a .
- Push edge 60 d projects backwardly from boss 60 a.
- a limiter 173 is fixed onto the external side surface of housing 23 below control shaft 59 , so as to limit the rotational range of control arm 60 .
- Projection 60 c of control arm 60 is disposed between two projections 174 and 175 as integral parts of limiter 173 . Either of projections 174 and 175 abuts against projection 60 c rotated to a certain degree.
- control arm 60 interlocking with pedal 15 is rotated together with control shaft 59 , so that swash plate 57 connected to control shaft 59 through arm 272 is rotated slantwise, thereby controlling the amount and direction of oil discharged from hydraulic pump 52 .
- pressure oil discharged from hydraulic pump 52 is circulated between pump 52 and motor 53 through two oil passages 51 a.
- Hydraulic motor 53 in this embodiment is of a fixed displacement type, however, that shown in FIG. 35 in another embodiment as discussed below is of a variable displacement type.
- center section 51 forms a motor mounting surface on the top thereof so as to be disposed behind axle 40 R opposite to the pump mounting surface thereof, as shown in FIGS. 4 and 6.
- Cylinder block 63 is rotatably and slidably mounted onto the motor mounting surface, as shown in FIGS. 6 and 12.
- a plurality of pistons 64 with respective biasing springs are reciprocally slidably inserted into cylinder block 63 and abut at the heads thereof against a fixed swash plate 65 .
- Vertical motor shaft 54 is axially and not relatively rotatably disposed in cylinder block 53 .
- motor shaft 54 penetrates center section 51 and projects downwardly so as to be fixedly provided thereon with a bevel gear 61 .
- Bevel gear 61 engages with a bevel gear 62 fixed on driving transmission shaft 93 rotatably disposed in parallel to axles 40 in housing 23 , as shown in FIG. 12.
- Shaft 93 forms a driving gear 69 which engages with a center gear 94 of differential gear unit 5 .
- a brake 110 disposed on shaft 93 .
- a brake disk 195 is not relatively rotatably but slidably provided on an end of shaft 93 .
- a brake pad 196 is disposed adjacently to brake disk 195 , and a brake pad 199 is caught in the inner wall of housing 23 so as to be disposed adjacently to brake disk 195 in opposite to brake pad 196 .
- a brake control shaft 197 integrally forming a cam 197 a is vertically disposed in contact with brake pad 196 .
- Brake control shaft 197 projects upwardly from housing 23 so as to be fixedly provided thereon with a brake control lever 198 , as shown in FIGS. 12, 22 and 23 .
- Lever 198 interlocks with the above-mentioned brake pedal through a linkage or the like.
- shaft 197 is rotated so that cam 197 a of shaft 197 presses brake pad 196 against brake disk 195 .
- Brake disk 195 is pushed outwardly by cam 197 a through pad 196 and is pressed against brake pad 199 .
- brake disk 195 sandwiched between pads 196 and 199 , and shaft 93 are braked.
- center section 75 of steering HST 22 is separate from center section 51 of driving HST 21 .
- a single center section may be disposed so as to be shared between both HSTs 21 and 22 .
- variable displacement hydraulic pump 71 vertical pump shaft 26 rotatably penetrates center section 75 and projects downwardly so as to be fixedly provided thereon with an input gear 161 , as shown in FIGS. 4 and 20.
- Input gear 161 engages with steering driving gear 160 fixed on motor shaft 54 of driving HST 21 , so that the rotational force of motor shaft 54 is transmitted to pump shaft 26 .
- Pump shaft 26 projects upwardly axially from the pump mounting surface formed at the top of center section 75 , so as to be axially and not relatively rotatably disposed in a cylinder block 46 which is rotatably slidably mounted on the pump mounting surface, as shown in FIG. 6.
- a plurality of pistons 47 with respective biasing springs are reciprocally slidably inserted into cylinder block 46 so as to abut at the heads thereof against a movable swash plate 76 .
- Swash plate 76 is operated slantwise so as to control the amount and direction of oil discharged from hydraulic pump 71 .
- a control shaft 73 is vertically supported by the ceiling of housing 23 so as to operate swash plate 76 , as shown in FIGS. 4 and 6.
- An arm 191 projects from control shaft 73 in housing 23 , so as to engage at the utmost end thereof with swash plate 76 , as shown in FIG. 6.
- a control lever 193 is fixed onto control shaft 73 through a pin 252 above housing 23 , as best shown in FIGS. 6 and 23.
- Control lever 193 is connected with a steering operating means (steering wheel 14 in this embodiment) through a linkage (not shown).
- Swash plate 76 is biased toward the neutral position.
- the biasing force and the neutral position may be adjustable.
- a limiter 192 shaped like a sector in plan view as shown in FIG. 4 and 6 , is fixed onto shaft 73 .
- lever 193 When lever 193 is rotated to some degree, one of the two radial edges of limiter 192 comes to abut against the internal wall of housing 23 , so as to limit the rotational range of lever 193 .
- steering wheel 14 is rotated so as to rotate control lever 193 and control shaft 73 , thereby moving swash plate 76 slantwise through arm 191 for changing the direction and volume of operating oil discharged from hydraulic pump 71 .
- the oil is circulated between hydraulic pump 71 and motor 72 through both of second oil passages 75 a.
- hydraulic motor 72 is of a variable displacement type.
- a cylinder block 80 is rotatably and slidably mounted onto the motor mounting surface which is formed on the top of center section 75 leftward of the pump mounting surface on the same.
- Cylinder block 80 is provided therein with a plurality of reciprocally movable pistons 82 and springs for biasing them.
- a movable swash plate 85 abuts against the heads of pistons 82 .
- a vertical motor shaft 77 is axially disposed in cylinder block 80 so as to fixedly engage therewith. Swash plate 85 is so operated as to change the rotary speed of shaft 77 .
- a control shaft 86 is horizontally journalled by the side wall of housing 23 for operating swash plate 85 slantwise.
- a swing arm 281 is fixed at the basic end thereof onto the inward end of shaft 86 in housing 23 . The utmost end of arm 281 engages with swash plate 85 .
- a control lever 87 fixed onto shaft 86 outside housing 23 interlocks through a linkage 210 with control arm 60 which operates swash plate 57 of hydraulic pump 52 in driving HST 21 .
- Hydraulic motor 72 may be replaced with that of a fixed displacement type. In this case, linkage 210 is unnecessary.
- a first link rod 211 is disposed along the outside of housing 23 and is slidably supported by a supporter 213 fixed onto housing 23 .
- a head 212 of rod 211 is disposed adjacently to push edge 60 d of control arm 60 .
- An L-like shaped arm 220 is pivoted at the intermediate position thereof onto a rearward outside corner of housing 23 .
- First link rod 211 is pivotally connected to one end of arm 220 .
- a second link rod 220 is pivotally interposed along the rear outside end of housing 23 between the other end of arm 220 and control lever 87 .
- Rods 211 and 220 are substantially perpendicular to each other.
- control arm 60 When an operator treads down speed change pedal 15 , control arm 60 is rotated so as to change the position of swash plate 57 of hydraulic pump 52 in driving HST 21 . Simultaneously, whether arm 60 is rotated regularly or reversely, edge 60 d of rotated arm 60 is pressed against head 212 of first link rod 211 , as shown in FIG. 17, so as to thrust rod 211 toward arm 220 , so that arm 220 is rotated to pull control level 87 through second link rod 221 , thereby tilting swash plate 85 of hydraulic motor 72 in steering HST 22 . As a result, the rotary speed of motor shaft 77 is reduced as the rotary speed of motor shaft 54 is increased whether the rotational direction of shaft 54 is regular or reverse. Thus, the faster the vehicle employing apparatus 2 travels, the more the steering response to operation of steering wheel 14 becomes dull, thereby preventing the vehicle from the fear of hard cornering during its fast travelling.
- a turnbuckle 222 is interposed at the intermediate portion of second link rod 221 for adjusting the length thereof, thereby enabling the relationship between the driving speed and the steering response to be changed within a certain range.
- motor shaft 77 passes through center section 75 and projects downwardly so as to be fixedly provided on the bottom end thereof with a bevel gear 104 .
- Shaft 105 is disposed below bevel gear 104 in parallel to axles 40 .
- both ends of shaft 105 are fixedly inserted into sleeves 190 fixed in two opposed bosses formed by lower half 23 b .
- a pair of adjacent sleeves 111 are rotatably provided on shaft 105 .
- Bevel gears 106 are fixed onto respective sleeves 111 , so that both bevel gears 106 are laterally symmetrically disposed with respect to motor shaft 77 , so as to engage with bevel gear 104 .
- two sleeves 111 are also fixedly provided thereon with respective gears 107 .
- Shaft 93 is provided thereon with two laterally juxtaposed speed-reduction gears 108 , each of which consists of a diametrically large gear 108 a and a diametrically small gear 108 b .
- Both gears 108 b are rotatably provided on shaft 93 so as to be disposed laterally oppositely to each other with respect to driving gear 69 .
- Each gear 108 a engages at the inner periphery thereof with the outer periphery of each gear 108 b , so that gears 108 a and 108 b engaging with each other are not relatively rotatable.
- Differential gear unit 5 includes a pair of ring like shaped internal gears 98 which form gears 99 at their outer peripheral surfaces. Gears 108 b engage with gears 99 .
- differential gear unit 5 which differentially connects left and right axles 40 L and 40 R in accordance with FIGS. 4 , 13 , 18 - 20 .
- a sun gear 95 is rotatably provided on the abutting proximal ends of axles 40 L and 40 R so as to integrally engage with the inner peripheral teeth of a center gear 94 .
- Driving gear 69 fixed on shaft 93 engages with center gear 94 .
- Left and right carriers 97 are fixed onto respective axles 40 L and 40 R, and fixedly provided at the outer peripheries thereof with respective internal gears 98 .
- a plurality of planet gears 96 are rotatably supported by each carrier 97 so as to lie interposed between sun gear 94 and each internal gear 98 .
- differential gear unit 5 would be laterally wide along the axes of axles 40 L and 40 R.
- Internal gears 98 according to the preferred embodiment are provided on the outer peripheries of carriers 99 , thereby compacting differential gear unit 5 which is actually made laterally narrow along axles 40 L and 40 R.
- a bold arrow describes the power transmission from motor shaft 54 of hydraulic motor 53 in driving HST 21 to sun gear 94 of differential gear unit 5 through bevel gears 61 and 62 , shaft 93 , gear 69 and center gear 94 .
- a hollow arrow describes the power transmission from motor shaft 77 of hydraulic motor 72 in steering HST 22 to left and right internal gears 98 of differential gear unit 5 , wherein two bevel gears 106 sharing the rotary power of bevel gear 104 are rotated in opposite directions so as to rotate internal gears 98 in opposite directions through speed-reduction gears 108 .
- one of the two sets of planet gears 96 opposed with respect to center gear 94 receive the rotational force of corresponding internal gear 98 in addition to that of sun gear 95 , and the other set of gears 96 receive the rotational force of sun gear 95 reduced by that of corresponding gear 98 .
- left and right carriers 97 become different from each other in rotary speed, so that axles 40 L and 40 R are differentially rotated so as to steer the vehicle.
- Hitherto discussed apparatus 2 of the independent steering type has the problem that, if the rotational direction of steering wheel 14 is set to coincide with the cornering direction of a vehicle during its forward travelling, the vehicle, when backward travelling, turns in the opposite direction to the rotation of steering wheel 14 .
- the rightward rotation of steering wheel 14 during the backward travelling of vehicle causes the vehicle to turn leftward. Therefore, steering the vehicle is difficult for an operator who is accustomed to steering a regular type car.
- left axle 40 L (close to the corner) must be decelerated and right axle 40 R (away from the corner) must be accelerated whether the vehicle travels forward or backward.
- the present invention provides some alternative linkages replacing the above-mentioned linkage 210 , each of which makes three movable swash plates 57 , 76 and 85 interlock with one another as discussed below, wherein swash plate 85 is slanted oppositely between the cases of forward travelling and of backward travelling.
- an arm 200 interlocking with a stem of steering wheel 14 through gears and the like further interlocks with control arm 193 for operating swash plate 76 of hydraulic pump 71 of steering HST 22 .
- an arm 201 projecting from the pivotal shaft of speed change pedal 15 interlocks with control arm 87 of hydraulic motor 72 of steering HST 22
- Arm 201 shaped like a sector is bored by an elongated hole 203 along the peripheral edge thereof, as shown in FIG. 28.
- An end of a link for connecting to control arm 60 is slidably inserted into hole 203 , so that the end is located substantially in the middle of hole 203 when swash plate 57 is in the neutral position. Due to such a construction, even if the above-mentioned spring for biasing pedal 15 to the neutral has a slight error causing the vehicle to drive unexpectedly, swash plate 57 can be located in neutral when pedal 15 is not trod down, whereby the vehicle is safe from the unexpected travelling.
- FIG. 27 shows that both steering wheel 14 and speed change pedal 15 are in neutral, thereby positioning both swash plates 57 and 76 in neutral. In this condition, both hydraulic pumps 52 and 71 in HSTs 21 and 22 are not driven, so as to make the vehicle free from travelling and cornering.
- FIG. 29 shows that pedal 15 is trod down for forward travelling and steering wheel 14 is leftward rotated for left-cornering.
- the link interposed between arm 202 and control arm 60 is pushed toward control arm 60 because arm 202 rotated integrally with pedal 15 pushes the end of the link in contact with the end of hole 203 thereof, so that swash plate 57 is slanted so as to make hydraulic pump 52 perform its pumping action for driving hydraulic motor 53 in one direction, thereby making the vehicle travel forwardly.
- arm 200 is tilted by leftward rotation of steering wheel 14 so as to slant swash plate 76 through control arm 193 and a link, thereby making hydraulic pump 71 perform its pumping action in one direction.
- arm 201 of pedal 15 is tilted so as to slant swash plate 85 in one direction from its neutral position through control arm 87 and a link.
- the association between the direction of pumping action of pump 71 and the direction of slanted swash plate 85 results in motor shaft 77 rotating in one direction so as to make the forward travelling vehicle turn leftward.
- FIG. 30 shows that pedal 15 is trod down for backward travelling and steering wheel 14 is rotated leftward.
- Arm 202 is tilted oppositely to that shown in FIG. 29 while the end of the link is in contact with the other end of hole 203 , whereby the link is pulled away from control arm 60 .
- Swash plate 57 is slanted oppositely to that in the case of FIG. 29, thereby causing hydraulic motor 53 to drive in the other direction for making the vehicle travel backwardly.
- arm 200 is tilted by leftward rotation of steering wheel 14 so as to slant swash plate 76 through control arm 193 and the link, thereby making hydraulic pump 71 perform its pumping action in the same direction.
- arm 201 of pedal 15 trod down for backward travelling is tilted so as to slant swash plate 85 slantwise in the other direction.
- the association between the direction of pumping action of pump 71 and the direction of slanted swash plate 85 results in motor shaft 77 rotating in the other direction so as to make the backward-travelling vehicle turn leftward.
- FIG. 31 shows graphs A and B of slanting angles of both swash plates 57 and 85 in relation to the position of pedal 15 .
- Graph A is drawn in a solid line, and graph B in a dotted line.
- the angle in the slant direction of swash plate 85 when speed change pedal 15 is trod down for forward travelling is marked “+”, and the angle thereof for backward travelling is marked “ ⁇ ”.
- FIGS. 33, 34 and 43 If steering wheel 14 is rotated to a certain degree, the rotary speed of motor shaft 77 during fast travelling is smaller than that during slow travelling, thereby avoiding hard-cornering during fast travelling.
- graph B has a constant level range “b” which means that swash plate 57 is hold in the neutral position when pedal 15 is in vicinity of the neutral position because of the play of hole 203 in arm 202 . Even if steering wheel 14 is rotated leftward or rightward while pedal 15 is in neutral, motor shaft 77 is not rotated by the pumping action of hydraulic pump 71 because swash plate 85 is placed horizontally (in neutral). In this condition, the operating oil discharged from pump 71 is drained into charge pump casing 301 through charge relief valve 330 .
- motor shaft 77 can be rotated while speed change pedal 15 is in the neutral position so as to keep hydraulic motor 53 in neutral, the vehicle is enabled to spin-turn (to swivel in place). This can be achieved by the further modified construction as shown in FIGS. 32 and 33.
- swash plate 85 is slanted to an angle Z in the forward travelling direction white pedal 15 is located in neutral.
- the forward travelling direction means the slant direction of swash plate 85 when pedal 15 is trod down for forward travelling, which is marked by “T” in FIG. 33 as discussed below.
- the slant direction of swash plate 85 when pedal 15 is trod down for backward travelling is named a backward travelling direction (marked by “ ⁇ ” in FIG. 33).
- Angle Z of swash plate 85 can be adjusted by adjustment of the spring for biasing it to the neutral position, and by that of the length of link interposed between arm 201 and control arm 87 .
- the other construction is identical with that of FIG. 27.
- FIG. 32 causes graphs A and B of slanting angles of both swash plates 57 and 85 in relation to the position of pedal 15 as shown in FIG. 33, wherein graph B displays that the angle of swash plate 85 , when pedal 15 is located in the neutral position, is Z in the forward travelling direction (marked by “+”). Therefore, if steering wheel 14 is rotated leftward or rightward when pedal 15 is in the neutral position, the pumping action of hydraulic pump 71 is applied to hydraulic motor 72 so as to rotate motor shaft 77 , so that left and right axles 40 L and 40 R are rotated in opposite directions, thereby making the vehicle spin-turn.
- swash plate 85 is not slanted in the backward travelling direction (marked by “ ⁇ ”) while pedal 15 is trod down in a shown range “a”.
- range “a” is within that “b” wherein swashplate 57 is held in the neutral position by the play of hole 203 , whereby, while steering wheel 14 is rotated, there is no problem such that motor shaft 77 is unexpectedly rotated so as to make the vehicle turn oppositely to the rotational direction of steering wheel 14 and that motor shaft 77 is not rotated so as to make the vehicle travel unexpectedly in straight.
- Arm 201 of speed change pedal 15 is provided therein with an elongated hole similarly to arm 202 of the same, thereby providing a play for the operation of swash plate 85 of steering HST 22 .
- swash plate 85 remains in the slanting condition at angle Z while pedal 15 is trod down to some degree for forward travelling.
- This construction causes graphs A and B of slanting angles of both swash plates 57 and 85 in relation to the position of pedal 15 as shown in FIG.
- a flat level range “c” of graph B preferably substantially coincides with a part “bf” of the flat level range “b”, so that the range where swash plate 85 is slanted at angle Z substantially coincides with that where swash plate 57 is kept in neutral while pedal 15 is trod down for forward travelling.
- Swash plate 85 of FIG. 34 in comparison with that of FIG. 33, is slanted at a smaller angle while speed change pedal 15 is trod down within a range “d” for slow forward travelling.
- motor shaft 77 of FIG. 34 can be rotated faster than that of FIG. 33 while steering wheel 14 is rotated to the same degree in the case of forward travelling.
- the resulting vehicle can turn in almost spin-turning condition during slow forward travelling.
- hydraulic motor 53 of driving HST 21 is provided with a movable swash plate 65 ′, thereby being defined as a variable displacement pump.
- Apparatus 2 is provided with a control arm 112 for operating swash plate 65 ′.
- vehicle 1 is provided with a forward/backward travelling switching lever 4 and a speed change pedal 15 ′ both which replace speed change pedal 15 .
- lever 4 is disposed beside front column 13 or seat 17 .
- Pedal 15 ′ has only one pedal surface for treading.
- An arm 204 which is identical with arm 202 of pedal 15 , projects from a pivotal shaft of pedal 15 ′, so as to interlock with swash plate 57 of hydraulic pump 52 in driving HST 21 through control arm 60 .
- An arm 205 projects from a pivotal shaft of lever 4 , so as to interlock with swash plates 65 ′ and 85 of both hydraulic motors 53 and 72 through control arms 112 and 87 , respectively.
- a modified linkage is constructed between steering wheel 14 and swash plate 76 of hydraulic pump 71 in steering HST 22 .
- a control arm 193 ′ having a straight elongated hole 310 along its longitudinal direction replacing control arm 193 is provided for operating swash plate 76 .
- a slide guide 312 having an elongated hole 311 substantially in parallel to hole 310 is provided. Slide guide 312 can slide substantially in parallel to hole 310 when control arm 193 ′ is in the neutral position.
- a link 215 is interposed between arm 200 interlocking with steering wheel 14 and arm 193 ′.
- a first end of link 215 is pivotally connected to arm 200 .
- a second end of link 215 is slidably inserted into both hole 310 of control arm 193 ′ and hole 311 of slide guide 312 . If guide 312 slides vertically in FIG. 36, the second end of link 215 slides along hole 310 according to the movement of guide 312 .
- the vertical sliding motion of guide 312 enables swash plate 76 to differ in its slanting angle while the rotational angle of steering wheel 14 is the same.
- Hole 311 of guide 312 which is gently arcuate in FIG. 36, is not limited in its shape.
- Various kinds of relationships between both angles of rotated steering wheel 14 and slanted swash plate 76 can be provided by modification of hole 311 .
- it may be directly proportional, quadratic, or higher dimensional.
- the width of hole 310 may be changed so that swash plate 76 is kept in neutral when steering wheel 14 , is in vicinity of the neutral position, that is, steering wheel 14 is provided with an enlarged play.
- FIG. 40 shows a mechanism for making guide 312 slide.
- Control arm 60 for operating swash plate 57 of hydraulic pump 52 is, when being in neutral, oriented perpendicularly to the sliding direction of guide 312 .
- Guide 312 is connected with control arm 60 through a link 216 .
- a link 225 and a wire 226 are extended from arm 204 of pedal 15 ′.
- Link 225 is connected to an arm 227 which is integral with control arm 60 .
- Wire 226 is connected to control arm 60 through a pulley 228 .
- a pair of springs 218 bias guide 312 so as to return guide 312 to its neutral position when the treading force applied onto pedal 15 ′ is released.
- guide 312 interlocks with pedal 15 ′ so that the cornering response to operation of steering wheel 14 is gentle during fast travelling, and is sharp during slow travelling, thereby enabling the vehicle to change the rate of cornering angle to the operational angle of steering wheel 14 according to the travelling speed.
- Control arm 60 may be removed from the linkage between pedal 15 ′ and guide M. It is enough for guide 312 to interlock with pedal 15 ′ or another part of driving system for driving HST 21 .
- link 216 is replaced with a link 216 ′ having an elongated hole 219 into which a joint pin of control arm 60 is slidably inserted, thereby applying a play for the motion of guide 312 in relation to treading of pedal 15 ′.
- a cam plate 144 having a cam groove 144 a is fixed onto stem 14 a of steering wheel 14 .
- a first end of groove 144 a is nearest to stem 14 a , and a second end thereof is farthest from stem 14 a .
- Groove 144 a is so curved that the distance between groove 144 a and stem 14 a is generally larger and larger while advancing from the first end to the second end.
- a slide link 145 is disposed so as to slidably pass through slide guide 146 .
- a cam follower 145 a is provided on an end of slide link 145 so as to be slidably inserted into groove 144 a .
- the other end of slide link 145 is pivotally connected to control arm 193 for operating swash plate 76 of hydraulic pump 71 .
- cam plate 144 is integrally rotated.
- the position of cam follower 145 a in groove 144 a of rotated cam plate 144 is changed so as to change the distance between cam follower 145 a and stem 14 a , thereby making guide 145 slide so as to rotate control arm 193 for slanting swash plate 76 .
- the displacement of slanting response of swash plate 76 to the rotational angle of steering wheel 14 can be varied by changing the shape of groove 144 a .
- the graph of slant angle of swash plate 76 in relation to the rotational position of steering wheel 14 has a flat level range “e” which means that swash plate 76 is held in neutral when steering wheel 14 is in vicinity of its neutral position.
- vehicle 1 can travel in straight steadily even if steering wheel 14 is rotated from its neutral position (for straight travelling) to a slight angle to be considered as an error.
- a steering transmission system in apparatus 2 may be provided at a suitable portion thereof with something to check the motion of swash plate 76 instead of such a limited slip mechanism as shown in FIG. 42.
- a normal brake is applied when steering wheel 14 is in vicinity of the neutral position.
- an engaging member 130 adjacent to diametrically small gear 108 b of each of left and right speed reduction gears 108 .
- Engaging member 130 has teeth 131 for engaging with gear 108 b .
- Both engaging members 130 interlock with steering wheel 14 through linkage, so that, when steering wheel 14 is in vicinity of the neutral position, both engaging members 130 engage with left and right gears 108 b, thereby stopping both speed-reduction gears 108 , whereby the vehicle can be kept in the condition of straight travelling even if steering wheel 14 is slightly rotated leftward or rightward as an operational error.
- each of the movable swash plates may be of a trunnion type, which requires a smaller force, thereby enabling an operator to operate steering wheel 14 or speed change pedal 15 by small force regardless of the large volume of HST 21 or 22 .
- a conventional caster 16 ′ is, as shown in FIG. 46, supported by a vertically oriented supporter 16 a ′ so that caster 16 ′ abuts against the ground surface through a caster trail W′, which is a distance between a phantom vertical shaft VS crossing a pivot of caster 16 ′ and an extension of an axis of supporter 16 a ′ on the ground.
- a supporter 16 a for caster 16 is tilted to a caster angle P from a phantom vertical shaft VS so that a caster trail W becomes smaller than that W′.
- Such small caster trail W can reduce the torque for rotating caster 16 , thereby enabling caster 16 to follow the driving of wheels 43 nicely.
- caster 16 or casters 16 are disposed on the rear portion of a vehicle (behind driving wheels 43 ).
- a vehicle has an advantage especially in traversing a slope.
- FIG. 47 when vehicle 1 having left and right driving wheels 43 as front wheels and left and right casters 16 as rear wheels traverses a slope, a component force Fc of gravity downwardly along the slope surface is applied onto each of wheels 43 and casters 16 in perpendicular to the travelling direction of the vehicle.
- Driving wheels 43 have rotational force for advancing as resistance against component force Fc of gravity.
- casters 16 have only follow rotational force in the travelling direction.
- Component force Fc is increased in proportion of the area of caster 16 abutting against the slope surface, that is, caster trail W.
- caster trail W is so small as to restrict component force Fc so that casters 16 can follow wheels 43 without dragging downwardly on the slope.
- a king pin of driving wheel 43 is laterally outwardly offset from the pivotal point of caster 16 at a distance L, thereby reducing the torque required to rotate caster 16 . This results in the vehicle having the same advantages with a vehicle using casters 16 as shown in FIG. 45.
- a lawn tractor (vehicle) 1 ⁇ is provided with a pair of left and right caster wheels 16 as front wheels. Both caster wheels 16 are supported onto vehicle 1 ⁇ with the same supporting construction.
- left and right bosses 12 a are formed on the front portion of chassis 12 .
- a first swivel shaft 401 of a caster guide 400 is vertically disposed so as to rotatably pass through each boss 12 a.
- Caster guide 400 integrally comprises first swivel shaft 401 , limiter 402 and a swivel shaft casing 403 .
- Limiter 402 is fixed onto the bottom end of shaft 401 .
- Casing 403 is integrally extended downwardly from limiter 402 while being downwardly open.
- a wheel hanger 404 integrally comprises a second swivel shaft 405 , a supporting plate 406 and a wheel shaft 407 .
- Second swivel shaft 405 is disposed vertically so as to be laterally rotatably inserted into casing 403 .
- Supporting plate 406 which is fixed onto the bottom end of second swivel shaft 405 , is extended horizontally above caster wheel 16 and bent at a right angle so as to further extend downwardly along one side surface of caster 16 .
- Shaft 407 integrally projects horizontally from the lower end portion of plate 406 .
- Caster wheel 16 is rotatably provided on shaft 407 , thereby being defined as an overhung wheel.
- a pair of projections 408 integrally project downwardly from limiter 402 so as to be opposed to each other with respect to plate 406 . In front view as shown in FIG. 51, projections 408 overlap with plate 406 .
- the swivellable range of caster wheel 16 in relation to caster guide 400 is limited to that between “ ⁇ A” and “A”.
- caster wheel 16 may be so constructed as to be able to swivel both leftward and rightward to an angle 25° from its regular position.
- caster guide 400 is integrally provided with a projecting joint tab 409 (which is backwardly extended in this embodiment). As shown in FIG. 56, tabs 409 of left and right caster guides 400 are connected with each other through a tie rod 457 . Tie rod 457 is connected to a pitman arm 459 which interlocks with stem 14 a of steering wheel 14 through gears or the like.
- Steering wheel 14 is connected to control arm 193 for operating swash plate 76 of hydraulic pump 71 of steering HST 22 through pitman arm 459 and a link 460 .
- the rotational operation of steering wheel 14 causes swash plate 76 to be slanted for differential driving of axles 40 L and 40 R, and simultaneously, causes first swivel shafts 401 to be swivelled in bosses 12 a to an angle “B” for steering casters 16 .
- Each of leftward and rightward angles “B” of shaft 401 (which is an integral part of caster guide 400 ) swivelled in relation to boss 12 a is limited, for example, to 65°.
- Each caster 16 can be swivelled between both angles “ ⁇ A” and “A” in relation to caster guide 400 which is swivelled to angle “B”.
- each caster 16 can be leftward and rightward swivelled to 90° as the maximum in relation to vehicle 1 ⁇ .
- the range for casters 16 to swivel perfectly freely is rather small. In most of the all, casters 16 are restrictedly swivelled by rotation of steering wheel 14 through caster guides 400 .
- caster guides 400 and casters 16 are oriented forward while vehicle 1 ⁇ drives forward. If the travelling direction of vehicle 1 ⁇ is to be changed from forward to backward, vehicle 1 ⁇ must once be stopped.
- a conventional caster which can freely swivel in all directions in relation to a vehicle body, comes to swivel to such a large angle as 180° during such a change of travelling direction, thereby causing the vehicle to meander.
- Shown casters 16 are restricted in their free swivelling by caster guide 400 , which is swivelled in relation to vehicle 1 ⁇ by rotation of steering wheel 14 , so that they are not swivelled to such a large angle as 180° during the same situation, thereby enabling vehicle 1 ⁇ to change its travelling direction between forward and backward smoothly.
- an indicator 410 is extended forwardly from pitman arm 459 so as to project forwardly from the front end of vehicle 1 ⁇ so that the operator sitting on seat 17 can see indicator 410 beyond front column (see FIG. 49).
- Indicator 410 may be alternatively provided on tie rod 457 or caster guide 400 .
Abstract
A vehicle is installed with an integral transaxle apparatus constructed so that a single housing contains left and right axles, a driving hydrostatic transmission (HST) having a variable displacement first hydraulic pump and a first hydraulic motor fluidly connected with each other, a steering HST having a variable displacement second hydraulic pump and a variable displacement second hydraulic motor fluidly connected with each other, and a differential unit differentially connecting the axles with each other so as to be driven regularly or reversely by the output of the driving HST and to differentially drive the axles while receiving the output of the steering HST, wherein the first hydraulic pump receives power of a prime mover and has a first movable swash plate, and the second hydraulic pump receives power of the prime mover independently of the first hydraulic pump and has a second movable swash plate. The vehicle is also provided with driving operating means for slanting operation of the first movable swash plate for switching the travelling direction between forward and backward and for changing the travelling speed, and steering operating means for slanting operation of the second movable swash plate so as to determine the leftward and rightward cornering angle. The second hydraulic motor has a third movable swash plate interlocking with the driving operating means so that the slanting direction of the third movable swash plate is changed oppositely with respect to its neutral position according to the travelling direction switching operation of the driving operating means, whereby the vehicle turns laterally in the same direction of leftward and rightward steering operation of the steering operating means whether the vehicle travels forward or backward.
Description
- 1. Field of the Invention
- The present invention relates to a vehicle, especially a working vehicle like a tractor, improved in its steering. Firstly, the improvement is provided for the vehicle installed with an integral transaxle apparatus comprising a hydrostatic and mechanical axle driving and steering system including two hydrostatic transmissions (hereinafter, each hydrostatic transmission is called an “HST”); one for driving left and right axles, and the other for steering the axles, wherein the input of the HST for steering is independent of the output of the HST for driving. Secondly, the improvement is for the vehicle having a caster in addition to its driving wheels.
- 2. Related Art
- A well-known conventional system for driving and steering left and right axles for wheels or sprockets of tracks, which employs a pair of HSTs provided for the respective axles, is disclosed in U.S. Pat. No. 4,782,650 or Japanese Laid Open Gazette No. Hei 2-261,952, for example. Output rotary speeds of the two HSTs are equalized for straight driving of a vehicle and made different from each other for steering of it.
- The conventional system has the problem that the equalization of output rotary speeds between the two HSTs must be precise and if there is difference of capacity between the two HSTs, a vehicle was steered differently whether leftward or rightward.
- The present axle driving and steering system includes two HSTs and two differentials, wherein one (a driving HST) of the HSTs interlocks with a speed changing operation means like a lever or a pedal and transmits power from a prime mover like an engine into one differential connecting left and right axles for driving them. The other HST (a steering HST) interlocks with a steering operation means like a steering wheel and transmits its output rotational force corresponding to the direction and degree of the steering operation means into the other differential, and a pair of differential output shafts of the latter differential are drivingly connected to the respective axles through two drive trains which are opposite in their output rotational directions.
- Furthermore, two types of such an axle driving and steering system have been provided. One is a dependent steering type, wherein the steering HST receives the driving power for its hydraulic pump from the output of the hydraulic motor of the driving HST. The other is an independent steering type, wherein the steering HST receives the driving power for its hydraulic pump from the prime mover independently of the output of the driving HST.
- In comparison with the dependent steering type system, the independent type system has some advantages as follows:
- Firstly, the steering HST can be driven while the speed changing operating means is in neutral so as not to drive the driving HST, so that both the left and right axles are rotated oppositely to each other at an equal speed, whereby a vehicle installed with the system can swivel in place.
- Secondly, the volume of the driving HST can be reduced because it does not have to drive the steering HST.
- Thirdly, while the steering HST of the dependent steering type must have so large volume as to compensate the low efficiency of rotation of its input shaft (a pump shaft), the volume of the independent steering type one, which has a pump shaft independently driven by a prime mover, does not have to be so large. However, a vehicle installed with the independent steering type system has the following disadvantage:
- If a vehicle employing the independent steering type system is instituted so that the lateral direction of the steered vehicle coincides with that of an operated steering operating means (like a steering wheel) during forward travelling, the vehicle comes to be steered oppositely to the operational direction of the steering operating means during backward travelling. For example, when a steering wheel is rotated leftward during backward travelling, the vehicle turns rightward. Such a situation confuses an operator accustomed to driving a normal car.
- Also, there has never been disclosed a compact integral construction employing the above mentioned system comprising two axles, two HSTs; one for driving a vehicle and the other for steering; and a differential receiving the output of both HSTs, whether the system is of the dependent steering type or of the independent steering type.
- Otherwise, it is well-known that the vehicle installed with the above mentioned system is provided with a caster or casters in addition to the above mentioned driving axles for improvement of its capacity of steering, that is, so as to enable the vehicle to turn left or right easily and swiftly.
- Conventionally, the caster attached to the vehicle has been able to swivel in all horizontal directions in relation to the vehicle body independently of operation of the steering operating means. The steering operating means merely applies difference in rotary speed between left and right driving axles. The caster is laterally swivelled by its following-up the differential rotation of the both axles and is rotated in the direction where it is oriented after the swivelling.
- The axis of the caster's own rotation is longitudinally offset from the axis of its lateral swivelling in relation to the vehicle. The caster rotates around its own rotational axis for travelling in such a situation that the swivelling axis and the rotational axis are disposed front and rear. In this regard, the longitudinal direction of the caster is oriented to the travelling direction of the vehicle after the caster has been laterally swivelled. Since the caster is independent of the steering operating means, the lateral swivelling of caster is not performed while the vehicle is stationary but must be performed while the vehicle travels.
- Such a construction of caster causes the problem that, while the travelling direction of the vehicle is reversed between forward and backward, the portion of the vehicle to which the caster is attached meanders laterally because the caster is swivelled approximately to an angle of 180° in relation to the vehicle body so as to be longitudinally reversed. Furthermore, the vehicle which has stopped while turning leftward stays in the situation that its caster is oriented leftward to some degree. If the vehicle which has stayed in such a situation starts travelling while turning rightward, the vehicle also meanders laterally because the caster oriented for leftward cornering is laterally swivelled to the direction for rightward cornering for a little while.
- Such meandering of the vehicle confuses an operator. Also, while laterally swivelling, the caster is oriented perpendicularly to the travelling direction of the vehicle in a moment so that the resistance of the ground surface against rotation of the caster is maximized, thereby making the volume of the steering HST insufficient to effect its output. Also, in this moment, the caster is dragged without rotation thereby being damaged by the ground surface.
- Moreover, since the caster, which is conventionally disposed under the vehicle body, even if it is attached as a front wheel, is invisible to an operator sitting on the seat, the operator feels uneasy especially in such a case supposing the above mentioned meandering of the vehicle.
- An object of the present invention is to provide a vehicle installed with a compact integral transaxle apparatus employing the above described axle driving and steering system of the independent steering type, so as to save its manufacturing cost and to ease its maintenance, wherein the vehicle can be steered in the same direction with that of operated steering operating means whether the vehicle travels forward or backward.
- To achieve the object, the vehicle according to the present invention is installed with an integral transaxle apparatus for driving and steering a vehicle so constructed that a driving HST including a variable displacement first hydraulic pump and a first hydraulic motor fluidly connected with each other, a steering HST including a variable displacement second hydraulic pump and a variable displacement second hydraulic motor fluidly connected with each other, a pair of axles disposed co-axially with each other, and a differential unit differentially connecting the axles with each other are disposed together in a housing, wherein the first hydraulic pump receives power of a prime mover and has a first movable swash plate, the second hydraulic pump receives power of the prime mover independently of the first hydraulic pump and has a second movable swash plate, and the differential unit is driven regularly or reversely by the output of the driving HST and differentially drives the axles while receiving the output of the steering HST.
- On a portion of the vehicle apart from the integral transaxle apparatus are provided driving operating means for slanting operation of the first movable swash plate so as to switching the travelling direction between forward and backward and to change the travelling speed, and steering operating means for slanting operation of the second movable swash plate so as to determine the leftward and rightward cornering angle.
- For the purpose of enabling the vehicle to turn laterally in the same direction of leftward and rightward steering operation of the steering operating means whether the vehicle travels forward or backward, the second hydraulic motor is of a variable displacement type and has a third movable swash plate. The third movable swash plate interlocks with the driving operating means so that the slanting direction of the third movable swash plate is changed oppositely with respect to its neutral position according to the travelling direction switching operation of the driving operating means.
- Additionally, the second hydraulic motor is of a variable displacement type and has a third movable swash plate, the first hydraulic motor is of a variable displacement type and has a fourth movable swash plate, and the driving operating means comprises forward/backward travelling direction switching means and speed changing means. The forward/backward travelling direction switching means interlocks with both the third movable swash plate and the fourth movable swash plate so as to change the slanting directions of the third and fourth movable swash plates oppositely with respect to their neutral positions. The speed changing means interlocks with the first movable swash plate so as to vary the slanting angle of the first movable swash plate according to the operational degree of the speed changing means.
- For providing a play to the driving operating means or the speed changing means, the first movable swash plate is kept in its own neutral position while the means is operated to some degree from its own neutral position whether forward travelling or backward travelling.
- Also, for enabling the vehicle employing the apparatus to swivel in place, the third movable swash plate is slanted to a certain degree in a direction corresponding to forward travelling when the driving operating means or the speed changing means is located in its own neutral position.
- In this construction, for avoiding the problem that the vehicle is steered oppositely to the expected direction, the third movable swash plate is changed in its slanting direction from that for forward travelling to that for backward travelling according to the operation of the driving operating means from its own neutral position into its range for backward travelling (or according to the switching of the forward/backward travelling direction switching means to its backward travelling position and the operation of the speed changing means from the neutral position) while the first movable swash plate is kept in its own neutral position.
- Also, for making the steering response to the operation of the steering operating means gentle during slow travelling, the third movable swash plate is kept at the certain degree while the driving operating means is operated for forward travelling (or while the forward/backward travelling direction switching means is switched to its forward travelling position and the speed changing means is operated from the neutral position) within the range to keep the first movable swash plate in its own neutral position.
- Another object of the present invention is to provide a vehicle having a caster in addition to its driving wheels, wherein the caster can nicely follow the driving wheels so as to ensure expected cornering.
- To achieve the object, the caster interlocks with the steering operating means so as to be swivelled in relation to the vehicle by operation of the steering operating means, wherein the caster is restricted in its range where it can be freely swivelled.
- Additionally, a caster guide is interposed between the caster and the vehicle so as to interlock with the steering operating means thereby being swivelled in relation to the vehicle by operation of the steering operating means, and to laterally rotatably support the caster while restricting the caster in its range of free swivelling in relation to the caster guide.
- Other and further objects, features and advantages of the invention will appear more fully from the following description.
- FIG. 1 is an entire side view of a mid-mount
type lawn tractor 1 employing anintegral transaxle apparatus 2 according to the present invention; - FIG. 2 is an entire side view of an alternative mid-mount
type lawn tractor 1 a employing the same; - FIG. 3 is an entire side view of a front-mount
type lawn tractor 1 b employing the same; - FIG. 4 is a plan view partly in section of the interior of an
integral transaxle apparatus 2 which is of an independent steering type; - FIG. 5 is a perspective plan view of the same from which a
housing 23 is removed; - FIG. 6 is a cross-sectional view taken on line vi-vi of FIG. 4;
- FIG. 7 is a perspective view of a
charge pump casing 301; - FIG. 8 is an exploded view in perspective of a
strainer 306 and acharge relief valve 330 being attached to chargepump casing 301 and parts ofcharge pump 300 includingcasing 301 being attached tocenter section 51 as they appear during assembly thereof; - FIG. 9 is a perspective view partly in section of
casing 301 illustrating its inner oil passages; - FIG. 10 is a perspective view partly in section of the same illustrating
charge relief valve 330 disposed therein; - FIG. 11 is a sectional plan view of
center sections twin HSTs - FIG. 12 is a cross sectional view taken on line xii-xii of FIG. 4;
- FIG. 13 is a cross sectional view taken on line xiii-xiii of FIG. 4;
- FIG. 14 is a sectional fragmentary side view, on an enlarged scale, of a
control shaft 59 for rotating amovable swash plate 76 of ahydraulic pump 52 of drivingHST 21 and its surroundings; - FIG. 15 is a sectional fragmentary plan view, on an enlarged scale, of the same;
- FIG. 16 is a sectional fragmentary plan view, on an enlarged scale, of a
brake 110 and its surroundings; - FIG. 17 is a fragmentary side view of
apparatus 2 illustrating acontrol arm 60 rotated so as to push afirst link rod 211 of alinkage 210 which interlocks amovable swash plate 85 of ahydraulic motor 72 of asteering HST 22 with movableswash plate 76; - FIG. 18 is a perspective view of
axles differential gear unit 5 as they appear during assembly thereof; - FIG. 19 is a perspective view partly in section of a transmission mechanism illustrating arrows as the directions of power transmitted from
motor shafts HSTs axles differential gear unit 5; - FIG. 20 is a diagram illustrating hydraulic circuits and gear mechanisms of independent-
steering type apparatus 2, whereinhydraulic motor 72 of steeringHST 22 is of a variable displacement type whoseswash plate 85 interlocks withswash plate 76 throughlinkage 210; - FIG. 21 is a perspective plan view of
apparatus 2; - FIG. 22 is a perspective right side view of the same;
- FIG. 23 is a perspective front view of the same;
- FIG. 24 is a perspective left side view of the same;
- FIG. 25 is a perspective rear view of the same;
- FIG. 26 is a perspective bottom view of the same;
- FIG. 27 is a schematic side view of linkages for
steering wheel 14 andspeed change pedal 15 to be connected tomovable swash plates hydraulic pumps motor 72 inHSTs steering wheel 14 andspeed change pedal 15 are located in their neutral positions; - FIG. 28 is a side view of
speed change pedal 15 for the linkage shown in FIG. 27; - FIG. 29 is a schematic side view of the same shown in FIG. 27, wherein
speed change pedal 15 is trod down to some degree for forward travelling andsteering wheel 14 is rotated leftward to some degree; - FIG. 30 is a schematic side view of the same, wherein
speed change pedal 15 is trod down to some degree for backward travelling andsteering wheel 14 is rotated leftward to some degree; - FIG. 31 is a graph of angles of slanted
swash plates speed change pedal 15 by use of the linkages shown in FIG. 27; - FIG. 32 is a schematic side view of the modified linkages shown in FIG. 27, wherein
swash plate 85 is slanted to a certain degree for forward travelling whilespeed change pedal 15 is in neutral; - FIG. 33 is a graph of the same shown in FIG. 31 by use of the linkages shown in FIG. 32;
- FIG. 34 is a graph of the same by use of the further modified linkage shown in FIG. 32;
- FIG. 35 is a schematic side view of linkages for
steering wheel 14,speed change pedal 15′ and forward/backward travellingdirection switching lever 205 to be connected toswash plates hydraulic pumps motors HSTs steering wheel 14 andspeed change pedal 15′ are located in their neutral positions andlever 205 is located at its forward travelling position; - FIG. 36 is a schematic side view of a linkage for connecting
steering wheel 14 to acontrol arm 193′ ofswash plate 76 through aslide guide 312 so as to change the response ofswash plate 76 to operation ofsteering wheel 14 according to the change of angle of operatedsteering wheel 14, when steeringwheel 14 is in neutral andslide guide 312 is disposed at the top position of its slidable range; - FIG. 37 is a schematic side view of the same linkage when
steering wheel 14 is rotated from its neuttal position and slideguide 312 is disposed at the top position of its slidable range; - FIG. 38 is a schematic side view of the same linkage when
slide guide 312 is positioned at the intermediate position of its slidable range, when steeringwheel 14 is in neutral andslide guide 312 is disposed at the intermediate position of its slidable range; - FIG. 39 is a schematic side view of the same linkage when
steering wheel 14 is rotated from its neutral position and slideguide 312 is disposed at the intermediate position of its slidable range; - FIG. 40 is a schematic side view of linkages including that shown in FIG. 36 wherein
speed change pedal 15′ is connected to slideguide 312 through another linkage; - FIG. 41 is a schematic side view of alternative linkages including that shown in FIG. 36 wherein
speed change pedal 15′ is connected to slideguide 312 through an alternative linkage replacing that shown in FIG. 40; - FIG. 42 is a schematic perspective view of an alternative linkage for connecting
steering wheel 14 toswash plate 76 so as to change the response ofswash plate 76 to operation ofsteering wheel 14 according to the change of angle of operatedsteering wheel 14 by use of acam plate 144 and aslide link 145; - FIG. 43 is a graph of an angle of slanted
swash plate 76 in relation to the angle of rotatedsteering wheel 14 by use of the linkage shown in FIG. 42; - FIG. 44 is a schematic side view of small speed-
reduction gear 108 b provided with an engagingmember 130 for restriction of the motion oftransmission shaft 93; - FIG. 45 is a side view of a
caster 16 together with a schematic plan view of the same,caster 16 being provided with a caster angle P for improvement of its followingdriving wheels 43; - FIG. 46 is a side view of a
conventional caster 16′ having no caster angle; - FIG. 47 is a schematic plan view of
vehicle 1 having twofront driving wheels 43 and tworear casters 16, whereinvehicle 1 is traversing a slope; - FIG. 48 is a schematic plan view of
vehicle 1 having twofront driving wheels 43 and tworear casters 16, wherein a king pin of eachdriving wheel 43 is laterally offset outwardly from the pivot point ofcaster 16 on the same side; - FIG. 49 is a side view of a
vehicle 1× having twofront casters 16 which can be steered bysteering wheel 14; - FIG. 50 is a side view of
caster 16 provided with acaster guide 400 and acaster hanger 404 to be supported tochassis 12; - FIG. 51 is a front view of the same;
- FIG. 52 is a plan view of the same;
- FIG. 53 is a sectional plan view of the same;
- FIG. 54 is a sectional plan view of the same, wherein
caster 16 is swivelled in relation tocaster guide 400; - FIG. 55 is a plan view of the same, showing a range of swivelling of
caster 16, and - FIG. 56 is a diagram of linkages for
steering wheel 14 to be connected to both caster guides 400 and to be connected tohydraulic pump 71 inapparatus 2. - At first, description will be given on some embodiments of a lawn tractor serving as a vehicle employing the present invention. Referring to a
lawn tractor 1 shown in FIG. 1, afront column 13 erected on the forward portion ofchassis 12 is provided thereabove with asteering wheel 14 serving as a steering operation tool, and beside the foot thereof with aspeed change pedal 15 serving as a speed changing operation tool and a brake pedal (not shown). -
Speed change pedal 15 shaped like a seesaw is pivoted at its intermediate portion and is provided at its front and rear ends with pedal surfaces. The front pedal surface is trod down so as to drive the vehicle forwardly, and the rear pedal surface is to drive it backwardly. The travelling speed of the vehicle, corresponds to the degree of downward movement of each pedal surface.Pedal 15 is biased toward its neutral position by a spring (not shown). - A pair of
casters 16 serving as front wheels are provided on respective left and right sides of the forward bottom portion ofchassis 12. Alternatively, only onecaster 16 may be provided on the lateral middle thereof, or more than twocasters 16 may be provided. - An
engine 11 is mounted on the forward portion ofchassis 12 and is covered with a bonnet. Aseat 17 is disposed above the rearward portion ofchassis 12. A mower 9 is suspended downwardly from the longitudinally intermediate portion ofchassis 12, thereby defininglawn tractor 1 as a mid-mount type. Mower 9 comprises acasing 19 containing at least one rotary blade which is driven by power fromengine 11 transmitted through means like a shaft, pulleys and a belt (not shown). A linkage is provided so as to enable mower 9 to move vertically. - An
integral transaxle apparatus 2 of the invention is disposed at the rearward portion ofchassis 12.Apparatus 2 receives rotational power of a verticallydownward output shaft 11 a ofengine 11 through pulleys and a belt (not shown), and drives left andright axles 40 supported by the rearward portion ofchassis 12. Left andright driving wheels 43 serving as rear wheels are fixedly mounted onto utmost ends ofaxles 40. - Referring to FIG. 2, an
alternative lawn tractor 1 a has achassis 12′ forming aplatform 12 s at the top of forward portion thereof, on whichfront column 13 provided there above withsteering wheel 14 is erected andspeed change pedal 15 and the brake pedal are provided.Chassis 12′ is provided on the bottom of rearward portion thereof with left andright casters 16 serving as rear wheels. -
Engine 11 having verticallydownward output shaft 11 a is mounted on the rearward portion ofchassis 12′ and is covered with a bonnet. Mower 9 which is similar to that of FIG. 1 is suspended downwardly from the longitudinally intermediate portion ofchassis 12′ (behind driving wheels 43), thereby defining lawn tractor la as a mid-mount type.Transaxle apparatus 2 disposed at the forward portion ofchassis 12′ receives rotational power of output shaft la through pulleys and a belt (not shown) and drives left andright axles 40 supported by the forward portion ofchassis 12′. Left andright driving wheels 43 serving as front wheels are fixedly mounted onto utmost ends ofaxles 40. - Referring to FIG. 3, a further
alternative lawn tractor 1 b is similar tolawn tractor 1 a with the exception that mower 9 is disposed below the forward portion ofchassis 12′ (before driving wheels 43), thereby defininglawn tractor 1 b as a front-mount type. - Next, description will be given on the internal system of
internal transaxle apparatus 2 for driving and steering a vehicle such aslawn tractor - As shown in FIG. 4,
apparatus 2 comprises a drivingHST 21 for driving a vehicle forwardly and rearwardly, a steeringHST 22 for steering the vehicle, left andright axles differential gear unit 5 including planetary gears for differentially connectingaxles component elements - A
housing 23 contains all ofelements axles housing 23 consists of anupper half 23 t and alower half 23 b joined with each other along a horizontal surroundingjoint surface 23 j. Bearing port ions for asupport shaft 105 and atransmission shaft 93 as discussed below are formed byhalves shafts surface 23 j, as shown in FIGS. 12 and 13. Bearing portions foraxles upper half 23 t abovesurface 23 j, as shown in FIGS. 6 and 13. -
Housing 23 is full of a predetermined amount of oil. A magnet M as a filter is properly disposed inhousing 23, as shown in FIG. 4 and 6. Metallic dust which has floated in the oil sump withinhousing 23 sticks to magnet M, thereby cleaning the oil inhousing 23. - Referring to the interior of
housing 23 as shown in FIGS. 4 and 5, acenter section 51 is disposed along the inner right side wall ofhousing 23, and acenter section 75 is disposed along the inner rear wall thereof perpendicular tocenter section 51. -
Center sections hydraulic pump 52 and ahydraulic motor 53 are mounted onto the top surface ofcenter section 51, thereby constituting drivingHST 21.Hydraulic pump 52 andmotor 53 of drivingHST 21 are aligned in a row along the inner right side wall ofhousing 23. Ahydraulic pump 71 and ahydraulic motor 72 are mounted onto the top surface ofcenter section 75, thereby constituting steeringHST 22.Hydraulic pump 71 andmotor 72 are aligned in a row along the inner rear side wall ofhousing 23.Pumps motors -
Axles differential gear unit 5 including planetary gears. Utmost ends ofaxles housing 23, as shown in FIG. 4. In plan view as shown in FIG. 4,differential gear unit 5 is laterally opposed tocenter section 51, and is disposed beforecenter section 75. - The positional relationship among
HSTs differential gear unit 5 best shown in FIG. 4 is an example. Alternatively,HST 21 anddifferential gear unit 5 may be exchanged andHST 22 laterally reversed (pump 71 andmotor 72 are exchanged). Further alternative configurations may be utilized without departing from the spirit of the invention. - Referring to FIGS. 5 and 11, each of
center sections parallel oil passages Vertical oil passages 51 b are downwardly extended fromrespective oil passages 51 a so as to be open at the bottom ofcenter section 51. Similarly,vertical oil passages 75 b which are extended fromrespective oil passages 75 a are open at the bottom ofcenter section 75. Corresponding torespective oil passages holes 176 and two drainingholes 177 are bored through the bottom ofhousing 23, as shown in FIG. 26. As shown in FIGS. 5, 6 and 11, each of twovertical draining pipes 171 is interposed between the bottom opening of eachpassage 51 b and eachhole 176, and each of twovertical draining pipes 172 between the bottom opening of eachpassage 75 b and eachhole 177, thereby enabling the oil incenter sections housing 23. The bottom opening of each ofpipes - In vertically opposite to the hydraulic pumps and motors for two HSTs21 and 22, gear trains, which interlock
motor shafts hydraulic motors differential gear unit 5, are disposed belowcenter sections - As shown in FIGS. 6, 17 and21-25, a
pump shaft 25 ofhydraulic pump 52 projects upwardly from the top of housing 23 (upper half 23 t) so as to serve as a first input shaft, which is provided thereon with afirst input pulley 27 and a cooling fan 42 (omitted in FIGS. 21-25). As shown in FIG. 20, a belt is interposed betweenfirst input pulley 27 and an output pulley fixed onoutput shaft 11 a ofengine 11. - Similarly, as shown in FIGS. 6 and 21-25, a
pump shaft 26 ofhydraulic pump 71 projects upwardly from the top ofhousing 23 so as to be provided thereon with asecond input pulley 28 and another cooling fan 42 (omitted in FIGS. 21-25), thereby serving as a second input shaft. As shown in FIG. 20, a belt is interposed betweensecond input pulley 28 and another output pulley fixed onoutput shaft 11 a. -
Pump shaft 26 ofhydraulic pump 71, in steeringHST 22 may be alternatively driven by the output ofmotor shaft 54 ofhydraulic motor 53 in drivingHST 21 through something mechanical like gears. In other words, there can be provided two types forintegral transaxle apparatus 2 including drivingHST 21 and steeringHST 22. One is named an independent steering type, whereinpump shaft 26 is driven by a prime mover (in this embodiment, engine 11) independently of the output ofmotor shaft 54. The other is named a dependent steering type, whereinpump shaft 26 is driven bymotor shaft 54. However, the present invention is provided for solving the problem involved in the independent steering type, so that the shown embodiments and the above and below descriptions thereof refer to only the independent steering type. - As shown in FIG. 6, pump(input)
shaft 25 projects downwardly throughcenter section 51 so as to transmit power into acharge pump 300 attached onto the bottom surface ofcenter section 51.Charge pump 300 driven by pump shaft absorbs oil inhousing 23 through astrainer 306, so as to compensate for leak of operating oil in two HSTs 21 and 22. - Detailed description will now be given on
charge pump 300.Center section 51 is provided on the bottom surface thereof with a charge pump mounting surface onto which apump casing 301 is attached. As shown in FIG. 7, casing 301 is provided at the top portion thereof with aseat 301 d having a horizontal surface to be stuck to the bottom surface ofcenter section 51, and also with a downwardly recessedrotor chamber 301 a for containing rotors, aninner rotor 302 and anouter rotor 303. Casing 301 is extended downwardly and bent laterally so as to integrally formretainers strainer 306 and acharge relief valve 330, respectively. - As shown in FIGS. 6 and 8,
inner rotor 302 andouter rotor 303 are disposed withinrotor chamber 301 a. The lower end ofpump shaft 25 is also disposed vertically inrotor chamber 301 a so as to pass through an axial throughout hole ofinner rotor 302 as shown in FIGS. 6 and 8, and fixed toinner rotor 302 as shown in FIG. 6, thereby transmitting its rotational force toinner rotor 302.Inner rotor 302 is torochoidal at its surrounding outer side surface. Theouter rotor 303 has a torochoidally shaped internal gear which is diametrically larger than the torochoid outer surface ofinner rotor 302.Outer rotor 303 is rotatably retained by casing 301 so as to be disposed off center ofinner rotor 302, so that the internal gear ofouter rotor 303 engages with the external gear ofinner rotor 302. As a result,outer rotor 303 is rotated according to rotation ofinner rotor 302 driven bypump shaft 25. - During the rotation of
rotors rotors casing 301 is bored asuction port 321 which is open toward the reducing space inrotor chamber 301 a. As shown in FIG. 9, incasing 301 is bored anoil passage 350 vertically extending fromsuction port 321 and anoil passage 340 horizontally extending betweenoil passage 350 and tile interior ofretainer 301 b. - As shown in FIG. 7,
retainer 301 b is formed in a circular shape at the lower side portion ofcasing 301 and is slantingly cut away at its inner peripheral edge so as to form aguide surface 315. As shown in FIG. 8,retainer 301 b is disposed co-axially with an opening of the side wall oflower half 23 b.Cylindrical strainer 306 is inserted at the inward end thereof alongguide surface 315 intoretainer 301 b. As shown in FIGS. 6, 9, 25 and 26, adiscoid lid 307 is removably plugged into the opening oflower half 23 b. Aprojection 307 a inwardly extending from the inner surface oflid 307, as shown in FIG. 6, is inserted into aspring 308 provided on the outward end ofstrainer 306. As a result,strainer 306 is fixedly interposed betweenlid 307 andretainer 301 b, as shown in FIG. 6. - A
discharge port 322 is bored incasing 301 so as to be open toward the expanding space inrotor chamber 301 a. Acharge relief valve 330 is provided intoretainer 301 c. Incasing 301 is bored anoil passage 351 extending betweendischarge port 322 and the interior ofretainer 301 c, and adrain port 331 outwardly extending from the interior ofretainer 301 c. -
Charge relief valve 330 comprises aspool 332 and aspring 333.Charge relief valve 330 limits the charge pressure ofcharge pump 300. If the pressure indischarge port 322 is increased beyond the predetermined degree,spool 332 pushed againstspring 333 by the oil discharged fromcharge pump 300 makesdrain port 331 communicate with the interior ofretainer 301 c, so that the excessively discharged oil is drained throughdrain port 331, thereby keeping the charge pressure equal to or lower than the predetermined. - In
center section 51, anoil supplying passage 295 is interposed between twooil passages 51 a, as shown in FIG. 11, andoil passages passage 295, so as to be connected to acharge port 390 which is open at the bottom surface ofcenter section 51, as shown in FIGS. 6 and 8. - Charge port290 is open toward the expanding space between two
rotors rotor chamber 301 a.Oil passages 51 a are charged therein with the operating oil pressurized by the pumping action ofrotors oil passages center section 51. Eachpassage 51 a is provided therein withball check valve 291, as shown in FIG. 11, which is made open during the oil charging and checks the oil frompassage 51 a topassage 295.Passages 51 a are thereby prevented from lack of hydraulic pressure. - A neutral returning
member 261, as shown in FIG. 11, is slidably disposed in the side wall ofhousing 23 for making a short path between twovalves 291 throughpassage 295.Member 261 projects outwardly fromhousing 23 so as to provide anoperating portion 262, as shown in FIGS. 6, 11, 22, 23, 25 and 26, and is provided at the inward end thereof with twospools 263, as shown in FIG. 11, which are inserted intorespective passages 51 a so as to be disposed adjacently to balls ofvalves 291. - In such a case that a vehicle which has
apparatus 2 is drawn by another vehicle, operatingportion 262 is pushed so as to make neutral returningmember 261 slide inwardly so that bothspools 263 push balls ofvalves 291 against springs, whereby oil is drained from onepassage 51 a which is pressurized higher than the other. Thus,motor shaft 54 of drivingHST 21 is made freely rotatable, so thatwheels 43 fixed onaxles motor shaft 54 are freely rotated without resistance during the traction. - Oil in
passage 295 can be extracted fromhousing 23 through a joint J1. Similarly to centersection 51 havingpassage 295 andcheck valves 291,center section 75 involvesoil supplying passage 289 interposed between twocheck valves 291 disposed inrespective passages 75 a.Passage 289 is fluidly connected with a joint J2 projecting fromhousing 23. As shown in FIGS. 11, 21, 23-26, an external conduit P is interposed between joints J1 and J2 surrounding the bottom portion ofhousing 23, so as to make the oil inpassage 295 flow into correspondingpassage 75 a throughpassage 289 andvalve 292, thereby compensating for lack of oil in steeringHST 22. While flowing through conduit P, the oil is cooled by the atmosphere. Additionally, conduit P may be provided therearound with fins F for enhancing the cooling effect as drawn in phantom lines in FIG. 11. - Also, similarly to neutral returning
member 261 for drivingHST 21, twooil passages 75 a of steeringHST 22 can be equal to each other in hydraulic pressure by neutral returningmember 264, whose external portion projecting outwardly fromhousing 23 is provided thereon with alloperation portion 265. - Due to the above mentioned construction, both
HSTs charge pump 300. - Detailed description will now be given on driving
HST 21 which is so constructed thathydraulic pump 52 andhydraulic motor 53 are mounted on the top ofcenter section 51 as mentioned above. Referring to variable displacementhydraulic pump 52 as shown in FIG. 6, a cylinder block 44 is rotatably and slidably mounted on the pump mounting surface at the top ofcenter section 51.Vertical pump shaft 25 is axially and is not relatively rotatably disposed in cylinder block 44. A plurality ofpistons 45 are reciprocally slidably inserted with respective biasing springs (not shown) into cylinder block 44. The heads ofpistons 45 abut against amovable swash plate 57 which is operated slantwise so as to control the amount and direction of oil discharged fromhydraulic pump 52. - A
control shaft 59 is supported by the wall ofhousing 23 in parallel toaxles 40 so as to operateswash plate 57 slantwise, as shown in FIGS. 4, 13-15 and 17. Anarm member 271 is fixed onto the inward end ofcontrol shaft 59 inhousing 23. - Referring to FIG. 14, a
swash plate arm 272 as an integral part ofarm member 271 is extended from a boss 280 ofarm member 271 fixed aroundcontrol shaft 59 so as to engage at the utmost end thereof withswash plate 57. - Referring to FIG. 15, a
neutral holding arm 273 as another integral part ofarm 271 is extended backwardly from boss 280. Aninward projection 275 is provided on the inner side wall ofhousing 23 behindcontrol shaft 59. Aneutral biasing spring 277 is provided around boss 280. Bothend portions spring 277 are extended backwardly so as tosandwich projection 275 up and down. Aprojection 276 is integrally provided on the utmost end ofarm 273. The utmost end ofprojection 276 is disposed betweenend portions spring 277. - As shown in FIGS.4, 13-15, 21, 24 and 25, a
control arm 60 is fixed ontocontrol shaft 59 outsidehousing 23. As best shown in FIG. 24,control arm 60 is integrally provided with aboss 60 a, anarm 60 b, aprojection 60 c and apush edge 60 d.Boss 60 a is fixed ontocontrol shaft 59 with a pin 25 t.Arm 60 b projects upwardly fromboss 60 a, so as to interlock with a speed change operating tool (in this embodiment, speed change pedal 15) through a linkage or the like.Projection 60 c projects downwardly fromboss 60 a. Pushedge 60 d projects backwardly fromboss 60 a. - As shown in FIG. 14, a
limiter 173 is fixed onto the external side surface ofhousing 23 belowcontrol shaft 59, so as to limit the rotational range ofcontrol arm 60.Projection 60 c ofcontrol arm 60 is disposed between twoprojections limiter 173. Either ofprojections projection 60 c rotated to a certain degree. - Due to the above construction, when
speed change pedal 15 is trod down,control arm 60 interlocking withpedal 15 is rotated together withcontrol shaft 59, so thatswash plate 57 connected to controlshaft 59 througharm 272 is rotated slantwise, thereby controlling the amount and direction of oil discharged fromhydraulic pump 52. - As shown in FIGS.5, 13-15 and 20, pressure oil discharged from
hydraulic pump 52 is circulated betweenpump 52 andmotor 53 through twooil passages 51 a. -
Hydraulic motor 53 in this embodiment is of a fixed displacement type, however, that shown in FIG. 35 in another embodiment as discussed below is of a variable displacement type. - Referring to fixed displacement
hydraulic motor 53 of this embodiment,center section 51 forms a motor mounting surface on the top thereof so as to be disposed behindaxle 40R opposite to the pump mounting surface thereof, as shown in FIGS. 4 and 6.Cylinder block 63 is rotatably and slidably mounted onto the motor mounting surface, as shown in FIGS. 6 and 12. Similarly tohydraulic pump 52, a plurality ofpistons 64 with respective biasing springs are reciprocally slidably inserted intocylinder block 63 and abut at the heads thereof against a fixedswash plate 65.Vertical motor shaft 54 is axially and not relatively rotatably disposed incylinder block 53. - As shown in FIGS. 6 and 12,
motor shaft 54 penetratescenter section 51 and projects downwardly so as to be fixedly provided thereon with abevel gear 61.Bevel gear 61 engages with abevel gear 62 fixed on drivingtransmission shaft 93 rotatably disposed in parallel toaxles 40 inhousing 23, as shown in FIG. 12.Shaft 93 forms adriving gear 69 which engages with acenter gear 94 ofdifferential gear unit 5. - Detailed description will now be given on a
brake 110 disposed onshaft 93. As shown in FIGS. 12 and 16, abrake disk 195 is not relatively rotatably but slidably provided on an end ofshaft 93. Abrake pad 196 is disposed adjacently tobrake disk 195, and abrake pad 199 is caught in the inner wall ofhousing 23 so as to be disposed adjacently tobrake disk 195 in opposite tobrake pad 196. Abrake control shaft 197 integrally forming acam 197 a is vertically disposed in contact withbrake pad 196.Brake control shaft 197 projects upwardly fromhousing 23 so as to be fixedly provided thereon with abrake control lever 198, as shown in FIGS. 12, 22 and 23.Lever 198 interlocks with the above-mentioned brake pedal through a linkage or the like. When the brake pedal is trod down,shaft 197 is rotated so thatcam 197 a ofshaft 197 pressesbrake pad 196 againstbrake disk 195. -
Brake disk 195 is pushed outwardly bycam 197 a throughpad 196 and is pressed againstbrake pad 199. Thus,brake disk 195, sandwiched betweenpads shaft 93 are braked. - Next, detailed description will be given on steering
HST 22 comprisinghydraulic pump 71 andhydraulic motor 72 mounted oncenter section 75. In this embodiment described hereinafter,center section 75 of steeringHST 22 is separate fromcenter section 51 of drivingHST 21. Alternatively, a single center section may be disposed so as to be shared between both HSTs 21 and 22. - Referring to variable displacement
hydraulic pump 71,vertical pump shaft 26 rotatably penetratescenter section 75 and projects downwardly so as to be fixedly provided thereon with aninput gear 161, as shown in FIGS. 4 and 20.Input gear 161 engages withsteering driving gear 160 fixed onmotor shaft 54 of drivingHST 21, so that the rotational force ofmotor shaft 54 is transmitted to pumpshaft 26. -
Pump shaft 26 projects upwardly axially from the pump mounting surface formed at the top ofcenter section 75, so as to be axially and not relatively rotatably disposed in a cylinder block 46 which is rotatably slidably mounted on the pump mounting surface, as shown in FIG. 6. - A plurality of pistons47 with respective biasing springs are reciprocally slidably inserted into cylinder block 46 so as to abut at the heads thereof against a
movable swash plate 76.Swash plate 76 is operated slantwise so as to control the amount and direction of oil discharged fromhydraulic pump 71. - A
control shaft 73 is vertically supported by the ceiling ofhousing 23 so as to operateswash plate 76, as shown in FIGS. 4 and 6. Anarm 191 projects fromcontrol shaft 73 inhousing 23, so as to engage at the utmost end thereof withswash plate 76, as shown in FIG. 6. Acontrol lever 193 is fixed ontocontrol shaft 73 through apin 252 abovehousing 23, as best shown in FIGS. 6 and 23.Control lever 193 is connected with a steering operating means (steering wheel 14 in this embodiment) through a linkage (not shown). -
Swash plate 76 is biased toward the neutral position. The biasing force and the neutral position may be adjustable. Inhousing 23, alimiter 192, shaped like a sector in plan view as shown in FIG. 4 and 6, is fixed ontoshaft 73. Whenlever 193 is rotated to some degree, one of the two radial edges oflimiter 192 comes to abut against the internal wall ofhousing 23, so as to limit the rotational range oflever 193. - Due to the above construction,
steering wheel 14 is rotated so as to rotatecontrol lever 193 andcontrol shaft 73, thereby movingswash plate 76 slantwise througharm 191 for changing the direction and volume of operating oil discharged fromhydraulic pump 71. - As shown in FIGS. 11 and 20, the oil is circulated between
hydraulic pump 71 andmotor 72 through both ofsecond oil passages 75 a. - According to the preferred embodiment,
hydraulic motor 72 is of a variable displacement type. In this regard, acylinder block 80 is rotatably and slidably mounted onto the motor mounting surface which is formed on the top ofcenter section 75 leftward of the pump mounting surface on the same.Cylinder block 80 is provided therein with a plurality of reciprocallymovable pistons 82 and springs for biasing them. Amovable swash plate 85 abuts against the heads ofpistons 82. Avertical motor shaft 77 is axially disposed incylinder block 80 so as to fixedly engage therewith.Swash plate 85 is so operated as to change the rotary speed ofshaft 77. - As shown in FIG. 13, a
control shaft 86 is horizontally journalled by the side wall ofhousing 23 for operatingswash plate 85 slantwise. Aswing arm 281 is fixed at the basic end thereof onto the inward end ofshaft 86 inhousing 23. The utmost end ofarm 281 engages withswash plate 85. - As shown in FIGS. 4, 13,27-29 and 32, a
control lever 87 fixed ontoshaft 86 outsidehousing 23 interlocks through alinkage 210 withcontrol arm 60 which operatesswash plate 57 ofhydraulic pump 52 in drivingHST 21. -
Hydraulic motor 72 may be replaced with that of a fixed displacement type. In this case,linkage 210 is unnecessary. - Description will now be given on
linkage 210 in accordance with FIGS. 4, 13, 15, 17, and 21-26. Afirst link rod 211 is disposed along the outside ofhousing 23 and is slidably supported by asupporter 213 fixed ontohousing 23. Ahead 212 ofrod 211 is disposed adjacently to pushedge 60 d ofcontrol arm 60. - An L-like
shaped arm 220 is pivoted at the intermediate position thereof onto a rearward outside corner ofhousing 23.First link rod 211 is pivotally connected to one end ofarm 220. Asecond link rod 220 is pivotally interposed along the rear outside end ofhousing 23 between the other end ofarm 220 andcontrol lever 87.Rods - When an operator treads down
speed change pedal 15,control arm 60 is rotated so as to change the position ofswash plate 57 ofhydraulic pump 52 in drivingHST 21. Simultaneously, whetherarm 60 is rotated regularly or reversely, edge 60 d of rotatedarm 60 is pressed againsthead 212 offirst link rod 211, as shown in FIG. 17, so as to thrustrod 211 towardarm 220, so thatarm 220 is rotated to pullcontrol level 87 throughsecond link rod 221, thereby tiltingswash plate 85 ofhydraulic motor 72 in steeringHST 22. As a result, the rotary speed ofmotor shaft 77 is reduced as the rotary speed ofmotor shaft 54 is increased whether the rotational direction ofshaft 54 is regular or reverse. Thus, the faster thevehicle employing apparatus 2 travels, the more the steering response to operation ofsteering wheel 14 becomes dull, thereby preventing the vehicle from the fear of hard cornering during its fast travelling. - A
turnbuckle 222 is interposed at the intermediate portion ofsecond link rod 221 for adjusting the length thereof, thereby enabling the relationship between the driving speed and the steering response to be changed within a certain range. - As shown in FIG. 13,
motor shaft 77 passes throughcenter section 75 and projects downwardly so as to be fixedly provided on the bottom end thereof with abevel gear 104.Shaft 105 is disposed belowbevel gear 104 in parallel toaxles 40. As shown in FIG. 4, both ends ofshaft 105 are fixedly inserted intosleeves 190 fixed in two opposed bosses formed bylower half 23 b. A pair ofadjacent sleeves 111 are rotatably provided onshaft 105. Bevel gears 106 are fixed ontorespective sleeves 111, so that bothbevel gears 106 are laterally symmetrically disposed with respect tomotor shaft 77, so as to engage withbevel gear 104. - The output power of
hydraulic motor 72 is shared between left and right bevel gears 106 which are rotated in opposite directions. - As shown in FIG. 4, two
sleeves 111 are also fixedly provided thereon withrespective gears 107.Shaft 93 is provided thereon with two laterally juxtaposed speed-reduction gears 108, each of which consists of a diametricallylarge gear 108 a and a diametricallysmall gear 108 b. Both gears 108 b are rotatably provided onshaft 93 so as to be disposed laterally oppositely to each other with respect to drivinggear 69. Eachgear 108 a engages at the inner periphery thereof with the outer periphery of eachgear 108 b, so that gears 108 a and 108 b engaging with each other are not relatively rotatable. Both gears 108 a engage withrespective gears 107.Differential gear unit 5, as discussed below, includes a pair of ring like shapedinternal gears 98 which form gears 99 at their outer peripheral surfaces.Gears 108 b engage withgears 99. - Description will now be given on
differential gear unit 5 which differentially connects left andright axles sun gear 95 is rotatably provided on the abutting proximal ends ofaxles center gear 94. Drivinggear 69 fixed onshaft 93 engages withcenter gear 94. - Left and
right carriers 97 are fixed ontorespective axles internal gears 98. A plurality of planet gears 96 are rotatably supported by eachcarrier 97 so as to lie interposed betweensun gear 94 and eachinternal gear 98. - If internal gears98 were directly supported onto
axles carriers 99,differential gear unit 5 would be laterally wide along the axes ofaxles carriers 99, thereby compactingdifferential gear unit 5 which is actually made laterally narrow alongaxles - In FIG. 19, a bold arrow describes the power transmission from
motor shaft 54 ofhydraulic motor 53 in drivingHST 21 tosun gear 94 ofdifferential gear unit 5 throughbevel gears shaft 93,gear 69 andcenter gear 94. - Also in FIG. 19, a hollow arrow describes the power transmission from
motor shaft 77 ofhydraulic motor 72 in steeringHST 22 to left and rightinternal gears 98 ofdifferential gear unit 5, wherein twobevel gears 106 sharing the rotary power ofbevel gear 104 are rotated in opposite directions so as to rotateinternal gears 98 in opposite directions through speed-reduction gears 108. - Accordingly, one of the two sets of planet gears96 opposed with respect to
center gear 94 receive the rotational force of correspondinginternal gear 98 in addition to that ofsun gear 95, and the other set ofgears 96 receive the rotational force ofsun gear 95 reduced by that ofcorresponding gear 98. - As a result, left and
right carriers 97 become different from each other in rotary speed, so thataxles - Hitherto discussed
apparatus 2 of the independent steering type has the problem that, if the rotational direction ofsteering wheel 14 is set to coincide with the cornering direction of a vehicle during its forward travelling, the vehicle, when backward travelling, turns in the opposite direction to the rotation ofsteering wheel 14. For example, the rightward rotation ofsteering wheel 14 during the backward travelling of vehicle causes the vehicle to turn leftward. Therefore, steering the vehicle is difficult for an operator who is accustomed to steering a regular type car. - If the vehicle is to turn leftward when steering
wheel 14 is rotated leftward,left axle 40L (close to the corner) must be decelerated andright axle 40R (away from the corner) must be accelerated whether the vehicle travels forward or backward. - The force of decelerating and accelerating
axles motor shaft 77 of steeringHST 22. Eachaxle 40 is rotated oppositely between the case of forward travelling and of backward travelling, therefore, the slanting direction ofmotor shaft 77 must be opposite between the cases of forward travelling and of backward travelling. - For solving the problem, the present invention provides some alternative linkages replacing the above-mentioned
linkage 210, each of which makes threemovable swash plates swash plate 85 is slanted oppositely between the cases of forward travelling and of backward travelling. - Firstly, referring to FIG. 27, an
arm 200 interlocking with a stem ofsteering wheel 14 through gears and the like (not shown) further interlocks withcontrol arm 193 for operatingswash plate 76 ofhydraulic pump 71 of steeringHST 22. Also, anarm 201 projecting from the pivotal shaft ofspeed change pedal 15 interlocks withcontrol arm 87 ofhydraulic motor 72 of steeringHST 22, and anarm 202 projecting from the same interlocks withcontrol arm 60 ofhydraulic pump 52 of drivingHST 21. -
Arm 201 shaped like a sector is bored by anelongated hole 203 along the peripheral edge thereof, as shown in FIG. 28. An end of a link for connecting to controlarm 60 is slidably inserted intohole 203, so that the end is located substantially in the middle ofhole 203 whenswash plate 57 is in the neutral position. Due to such a construction, even if the above-mentioned spring for biasingpedal 15 to the neutral has a slight error causing the vehicle to drive unexpectedly,swash plate 57 can be located in neutral when pedal 15 is not trod down, whereby the vehicle is safe from the unexpected travelling. - FIG. 27 shows that both
steering wheel 14 andspeed change pedal 15 are in neutral, thereby positioning bothswash plates hydraulic pumps HSTs - FIG. 29 shows that
pedal 15 is trod down for forward travelling andsteering wheel 14 is leftward rotated for left-cornering. The link interposed betweenarm 202 andcontrol arm 60 is pushed towardcontrol arm 60 becausearm 202 rotated integrally withpedal 15 pushes the end of the link in contact with the end ofhole 203 thereof, so thatswash plate 57 is slanted so as to makehydraulic pump 52 perform its pumping action for drivinghydraulic motor 53 in one direction, thereby making the vehicle travel forwardly. - Also,
arm 200 is tilted by leftward rotation ofsteering wheel 14 so as to slantswash plate 76 throughcontrol arm 193 and a link, thereby makinghydraulic pump 71 perform its pumping action in one direction. Simultaneously,arm 201 ofpedal 15 is tilted so as to slantswash plate 85 in one direction from its neutral position throughcontrol arm 87 and a link. The association between the direction of pumping action ofpump 71 and the direction of slantedswash plate 85 results inmotor shaft 77 rotating in one direction so as to make the forward travelling vehicle turn leftward. - In turn, FIG. 30 shows that
pedal 15 is trod down for backward travelling andsteering wheel 14 is rotated leftward.Arm 202 is tilted oppositely to that shown in FIG. 29 while the end of the link is in contact with the other end ofhole 203, whereby the link is pulled away fromcontrol arm 60.Swash plate 57 is slanted oppositely to that in the case of FIG. 29, thereby causinghydraulic motor 53 to drive in the other direction for making the vehicle travel backwardly. - Also,
arm 200 is tilted by leftward rotation ofsteering wheel 14 so as to slantswash plate 76 throughcontrol arm 193 and the link, thereby makinghydraulic pump 71 perform its pumping action in the same direction. Simultaneously,arm 201 ofpedal 15 trod down for backward travelling is tilted so as to slantswash plate 85 slantwise in the other direction. The association between the direction of pumping action ofpump 71 and the direction of slantedswash plate 85 results inmotor shaft 77 rotating in the other direction so as to make the backward-travelling vehicle turn leftward. - In addition to the solution of the problem as its essential purpose, the linkage shown in FIGS.27-30 has such an advantage as follows:
- The angle of slanted
swash plate 85 is increased in proportion to the degree of tread ofpedal 15, thereby causingmotor shaft 77 to be decelerated in spite of the constant pumping action ofhydraulic pump 71. FIG. 31 shows graphs A and B of slanting angles of bothswash plates pedal 15. Graph A is drawn in a solid line, and graph B in a dotted line. The angle in the slant direction ofswash plate 85 whenspeed change pedal 15 is trod down for forward travelling is marked “+”, and the angle thereof for backward travelling is marked “−”. The same is true in FIGS. 33, 34 and 43. Ifsteering wheel 14 is rotated to a certain degree, the rotary speed ofmotor shaft 77 during fast travelling is smaller than that during slow travelling, thereby avoiding hard-cornering during fast travelling. - In FIG. 31, graph B has a constant level range “b” which means that
swash plate 57 is hold in the neutral position when pedal 15 is in vicinity of the neutral position because of the play ofhole 203 inarm 202. Even ifsteering wheel 14 is rotated leftward or rightward whilepedal 15 is in neutral,motor shaft 77 is not rotated by the pumping action ofhydraulic pump 71 becauseswash plate 85 is placed horizontally (in neutral). In this condition, the operating oil discharged frompump 71 is drained intocharge pump casing 301 throughcharge relief valve 330. - If
motor shaft 77 can be rotated whilespeed change pedal 15 is in the neutral position so as to keephydraulic motor 53 in neutral, the vehicle is enabled to spin-turn (to swivel in place). This can be achieved by the further modified construction as shown in FIGS. 32 and 33. - Referring to FIG. 32,
swash plate 85 is slanted to an angle Z in the forward travelling directionwhite pedal 15 is located in neutral. The forward travelling direction means the slant direction ofswash plate 85 whenpedal 15 is trod down for forward travelling, which is marked by “T” in FIG. 33 as discussed below. Additionally, the slant direction ofswash plate 85 whenpedal 15 is trod down for backward travelling is named a backward travelling direction (marked by “−” in FIG. 33). Angle Z ofswash plate 85 can be adjusted by adjustment of the spring for biasing it to the neutral position, and by that of the length of link interposed betweenarm 201 andcontrol arm 87. The other construction is identical with that of FIG. 27. - The construction shown in FIG. 32 causes graphs A and B of slanting angles of both
swash plates pedal 15 as shown in FIG. 33, wherein graph B displays that the angle ofswash plate 85, when pedal 15 is located in the neutral position, is Z in the forward travelling direction (marked by “+”). Therefore, ifsteering wheel 14 is rotated leftward or rightward whenpedal 15 is in the neutral position, the pumping action ofhydraulic pump 71 is applied tohydraulic motor 72 so as to rotatemotor shaft 77, so that left andright axles - There appears that
swash plate 85 is not slanted in the backward travelling direction (marked by “−”) whilepedal 15 is trod down in a shown range “a”. However, range “a” is within that “b” whereinswashplate 57 is held in the neutral position by the play ofhole 203, whereby, while steeringwheel 14 is rotated, there is no problem such thatmotor shaft 77 is unexpectedly rotated so as to make the vehicle turn oppositely to the rotational direction ofsteering wheel 14 and thatmotor shaft 77 is not rotated so as to make the vehicle travel unexpectedly in straight. -
Arm 201 ofspeed change pedal 15 is provided therein with an elongated hole similarly toarm 202 of the same, thereby providing a play for the operation ofswash plate 85 of steeringHST 22. As a result,swash plate 85 remains in the slanting condition at angle Z whilepedal 15 is trod down to some degree for forward travelling. This construction causes graphs A and B of slanting angles of bothswash plates pedal 15 as shown in FIG. 34, wherein a flat level range “c” of graph B preferably substantially coincides with a part “bf” of the flat level range “b”, so that the range whereswash plate 85 is slanted at angle Z substantially coincides with that whereswash plate 57 is kept in neutral whilepedal 15 is trod down for forward travelling. -
Swash plate 85 of FIG. 34, in comparison with that of FIG. 33, is slanted at a smaller angle whilespeed change pedal 15 is trod down within a range “d” for slow forward travelling. Thus,motor shaft 77 of FIG. 34 can be rotated faster than that of FIG. 33 whilesteering wheel 14 is rotated to the same degree in the case of forward travelling. The resulting vehicle can turn in almost spin-turning condition during slow forward travelling. - Alternatively, referring to FIG. 35,
hydraulic motor 53 of drivingHST 21 is provided with amovable swash plate 65′, thereby being defined as a variable displacement pump.Apparatus 2 is provided with acontrol arm 112 for operatingswash plate 65′. Also,vehicle 1 is provided with a forward/backward travellingswitching lever 4 and aspeed change pedal 15′ both which replacespeed change pedal 15. For example,lever 4 is disposed besidefront column 13 orseat 17.Pedal 15′ has only one pedal surface for treading. - An
arm 204, which is identical witharm 202 ofpedal 15, projects from a pivotal shaft ofpedal 15′, so as to interlock withswash plate 57 ofhydraulic pump 52 in drivingHST 21 throughcontrol arm 60. - An
arm 205 projects from a pivotal shaft oflever 4, so as to interlock withswash plates 65′ and 85 of bothhydraulic motors control arms - Due to the association between
lever 4 andswash plate 65′, the pumping action ofhydraulic pump 52 caused by treading ofpedal 15′ is applied tohydraulic motor 53, so thatmotor shaft 54 is rotated regularly whenlever 4 is located in a forward travelling position F, and is rotated reversely whenlever 4 is in a backward travelling position R. - Also, due to the association between
lever 4 andswash plate 85, the pumping action ofhydraulic pump 71 caused by rotation ofsteering wheel 14 is applied tohydraulic motor 72, so thatmotor shaft 77, whenlever 4 is located in position F, is rotated oppositely to that whenlever 4 is in position R while steeringwheel 14 is rotated in the same direction. Thus, the rotation ofmotor shaft 77 is reversed between the cases of forward travelling and of backward travelling. - In this construction, even if
pedal 15′ is located in the neutral position,swash plate 85 ofhydraulic motor 72 is not neutral but slanted to some degree. Therefore, ifsteering wheel 14 is rotated whilepedal 15′ is neutral,motor shaft 77 is rotated, thereby enabling the vehicle to spin-turn. This is different from the construction shown in FIG. 27, but is similar with that shown in FIG. 32. - Referring to FIG. 36, a modified linkage is constructed between
steering wheel 14 andswash plate 76 ofhydraulic pump 71 in steeringHST 22. Acontrol arm 193′ having a straightelongated hole 310 along its longitudinal direction replacingcontrol arm 193 is provided for operatingswash plate 76. Additionally, aslide guide 312 having anelongated hole 311 substantially in parallel tohole 310 is provided.Slide guide 312 can slide substantially in parallel tohole 310 whencontrol arm 193′ is in the neutral position. - A
link 215 is interposed betweenarm 200 interlocking withsteering wheel 14 andarm 193′. A first end oflink 215 is pivotally connected toarm 200. A second end oflink 215 is slidably inserted into bothhole 310 ofcontrol arm 193′ andhole 311 ofslide guide 312. Ifguide 312 slides vertically in FIG. 36, the second end oflink 215 slides alonghole 310 according to the movement ofguide 312. - When
guide 312 is located in an upper position within its slide range, the second end oflink 215 is close to the upper end ofhole 310, thereby being near the basic end ofcontrol arm 193′. In this condition, ifsteering wheel 14 is rotated to a certain degree,arm 193′ is rotated to an angle “An” as shown in FIG. 37. - Meanwhile, when
guide 312 is located in a lower position, the second end oflink 215 is close to the lower end ofhole 310, thereby being away from the basic end ofarm 193′. In this condition, ifsteering wheel 14 is rotated to the same degree with that of FIG. 37,arm 193′ is rotated to an angle “Af” as shown in FIG. 38, which is smaller than angle “An” shown in FIG. 37. - In brief, the vertical sliding motion of
guide 312 enablesswash plate 76 to differ in its slanting angle while the rotational angle ofsteering wheel 14 is the same.Hole 311 ofguide 312, which is gently arcuate in FIG. 36, is not limited in its shape. Various kinds of relationships between both angles of rotatedsteering wheel 14 and slantedswash plate 76 can be provided by modification ofhole 311. For example, it may be directly proportional, quadratic, or higher dimensional. Also, the width ofhole 310 may be changed so thatswash plate 76 is kept in neutral when steeringwheel 14, is in vicinity of the neutral position, that is,steering wheel 14 is provided with an enlarged play. - FIG. 40 shows a mechanism for making
guide 312 slide.Control arm 60 for operatingswash plate 57 ofhydraulic pump 52 is, when being in neutral, oriented perpendicularly to the sliding direction ofguide 312.Guide 312 is connected withcontrol arm 60 through alink 216. Alink 225 and awire 226 are extended fromarm 204 ofpedal 15′.Link 225 is connected to anarm 227 which is integral withcontrol arm 60.Wire 226 is connected to controlarm 60 through apulley 228. A pair ofsprings 218bias guide 312 so as to returnguide 312 to its neutral position when the treading force applied ontopedal 15′ is released. - Due to such a construction, when pedal15′ is trod down,
arm 204 is rotated so as to rotatecontrol arm 60, thereby makingguide 312 slide throughlink 216 so as to change the rate of angle of slantedswash plate 76 to the angle of rotatedsteering wheel 14. - As a result, guide312 interlocks with
pedal 15′ so that the cornering response to operation ofsteering wheel 14 is gentle during fast travelling, and is sharp during slow travelling, thereby enabling the vehicle to change the rate of cornering angle to the operational angle ofsteering wheel 14 according to the travelling speed. -
Control arm 60 may be removed from the linkage betweenpedal 15′ and guide M. It is enough forguide 312 to interlock withpedal 15′ or another part of driving system for drivingHST 21. - Referring to FIG. 41, for modification of the construction shown in FIG. 40, link216 is replaced with a
link 216′ having an elongated hole 219 into which a joint pin ofcontrol arm 60 is slidably inserted, thereby applying a play for the motion ofguide 312 in relation to treading ofpedal 15′. - With regard to the construction shown in FIG. 27, the linkage between
steering wheel 14 andcontrol arm 193 may be replaced with that shown in FIG. 42. Referring to FIG. 42, acam plate 144 having acam groove 144 a is fixed ontostem 14 a ofsteering wheel 14. A first end ofgroove 144 a is nearest to stem 14 a, and a second end thereof is farthest fromstem 14 a. Groove 144 a is so curved that the distance betweengroove 144 a and stem 14 a is generally larger and larger while advancing from the first end to the second end. Aslide link 145 is disposed so as to slidably pass throughslide guide 146. Acam follower 145 a is provided on an end ofslide link 145 so as to be slidably inserted intogroove 144 a. The other end ofslide link 145 is pivotally connected to controlarm 193 for operatingswash plate 76 ofhydraulic pump 71. - Due to such construction, when steering
wheel 14 is rotated,cam plate 144 is integrally rotated. The position ofcam follower 145 a ingroove 144 a of rotatedcam plate 144 is changed so as to change the distance betweencam follower 145 a and stem 14 a, thereby makingguide 145 slide so as to rotatecontrol arm 193 for slantingswash plate 76. - The displacement of slanting response of
swash plate 76 to the rotational angle ofsteering wheel 14 can be varied by changing the shape ofgroove 144 a. Referring to FIG. 43, for example, the graph of slant angle ofswash plate 76 in relation to the rotational position ofsteering wheel 14 has a flat level range “e” which means thatswash plate 76 is held in neutral when steeringwheel 14 is in vicinity of its neutral position. As a result,vehicle 1 can travel in straight steadily even ifsteering wheel 14 is rotated from its neutral position (for straight travelling) to a slight angle to be considered as an error. - When being apart from range “e”, the graph is curved at an increasing tempo. If the rotational position of
steering wheel 14 is in either of shown ranges “ff” and “fr”, the displacement of slanting angle ofswash plate 76 is small. Therefore, the cornering response to operation ofsteering wheel 14 is gentle whensteering wheel 14 is rotated to a small degree leftward or rightward, so thatvehicle 1 can travel steadily along a gentle winding course. At a large rotational angle ofsteering wheel 14, the angle of slantedswash plate 76 is increased dramatically. As a result, within the whole of normally limited rotational range ofsteering wheel 14,vehicle 1 is provided with a variety of steering responses which enablesvehicle 1 to select various cornering types from meandering to hard cornering. - For restriction of slanting of
swash plate 76 when steeringwheel 14 is in vicinity of its neutral position, a steering transmission system inapparatus 2 may be provided at a suitable portion thereof with something to check the motion ofswash plate 76 instead of such a limited slip mechanism as shown in FIG. 42. For one of such checking means, a normal brake is applied when steeringwheel 14 is in vicinity of the neutral position. - Referring to another of the check means as shown in FIG. 44, there is provided an engaging
member 130 adjacent to diametricallysmall gear 108 b of each of left and right speed reduction gears 108. Engagingmember 130 hasteeth 131 for engaging withgear 108 b. Both engagingmembers 130 interlock withsteering wheel 14 through linkage, so that, when steeringwheel 14 is in vicinity of the neutral position, both engagingmembers 130 engage with left andright gears 108 b, thereby stopping both speed-reduction gears 108, whereby the vehicle can be kept in the condition of straight travelling even ifsteering wheel 14 is slightly rotated leftward or rightward as an operational error. - Moreover, if the volume of
HST steering wheel 14 orspeed change pedal 15 by small force regardless of the large volume ofHST - Next, description will be given on improvement of
caster 16 in accordance with FIGS. 45 to 56. - A
conventional caster 16′ is, as shown in FIG. 46, supported by a vertically orientedsupporter 16 a′ so thatcaster 16′ abuts against the ground surface through a caster trail W′, which is a distance between a phantom vertical shaft VS crossing a pivot ofcaster 16′ and an extension of an axis ofsupporter 16 a′ on the ground. Referring to FIG. 45, asupporter 16 a forcaster 16 is tilted to a caster angle P from a phantom vertical shaft VS so that a caster trail W becomes smaller than that W′. - Such small caster trail W can reduce the torque for rotating
caster 16, thereby enablingcaster 16 to follow the driving ofwheels 43 nicely. Preferably,such caster 16 orcasters 16 are disposed on the rear portion of a vehicle (behind driving wheels 43). Such a vehicle has an advantage especially in traversing a slope. As illustrated in FIG. 47, whenvehicle 1 having left and right drivingwheels 43 as front wheels and left andright casters 16 as rear wheels traverses a slope, a component force Fc of gravity downwardly along the slope surface is applied onto each ofwheels 43 andcasters 16 in perpendicular to the travelling direction of the vehicle. Drivingwheels 43 have rotational force for advancing as resistance against component force Fc of gravity. However,casters 16 have only follow rotational force in the travelling direction. Component force Fc is increased in proportion of the area ofcaster 16 abutting against the slope surface, that is, caster trail W. In this embodiment, caster trail W is so small as to restrict component force Fc so thatcasters 16 can followwheels 43 without dragging downwardly on the slope. - Also or alternatively, referring to FIG. 48, on each of left and right sides of
vehicle 1, a king pin ofdriving wheel 43 is laterally outwardly offset from the pivotal point ofcaster 16 at a distance L, thereby reducing the torque required to rotatecaster 16. This results in the vehicle having the same advantages with avehicle using casters 16 as shown in FIG. 45. - Detailed description will now be given on disposal of
casters 16 on a vehicle in accordance with FIGS. 49 to 56. - Referring to FIG. 49, a lawn tractor (vehicle)1× is provided with a pair of left and
right caster wheels 16 as front wheels. Bothcaster wheels 16 are supported ontovehicle 1× with the same supporting construction. As shown in FIGS. 50 to 52, left andright bosses 12 a are formed on the front portion ofchassis 12. Afirst swivel shaft 401 of acaster guide 400 is vertically disposed so as to rotatably pass through eachboss 12 a. -
Caster guide 400 integrally comprisesfirst swivel shaft 401,limiter 402 and aswivel shaft casing 403.Limiter 402 is fixed onto the bottom end ofshaft 401. Casing 403 is integrally extended downwardly fromlimiter 402 while being downwardly open. - A
wheel hanger 404 integrally comprises asecond swivel shaft 405, a supportingplate 406 and awheel shaft 407.Second swivel shaft 405 is disposed vertically so as to be laterally rotatably inserted intocasing 403. Supportingplate 406, which is fixed onto the bottom end ofsecond swivel shaft 405, is extended horizontally abovecaster wheel 16 and bent at a right angle so as to further extend downwardly along one side surface ofcaster 16.Shaft 407 integrally projects horizontally from the lower end portion ofplate 406.Caster wheel 16 is rotatably provided onshaft 407, thereby being defined as an overhung wheel. A pair ofprojections 408 integrally project downwardly fromlimiter 402 so as to be opposed to each other with respect toplate 406. In front view as shown in FIG. 51,projections 408 overlap withplate 406. - On the assumption that
caster 16 is normally oriented, that is,projections 408 are disposed before and behindplate 406, ifcaster wheel 16 is swivelled leftward in relation tocaster guide 400, that is, ifcaster wheel 16 is rotated leftward with respect tosecond swivel shaft 405, the right side of front end ofplate 406, which is swivelled integrally withcaster wheel 16, comes to abut againstfront projection 408, thereby limiting the leftward swivelling ofcaster wheel 16. - On the same assumption, if
caster wheel 16 is swivelled rightward in relation tocaster guide 400, the left side of rear end ofplate 406 comes to abut againstrear projection 408, thereby limiting the rightward swivelling ofcaster wheel 16. - As a result, as shown in FIG. 55, the swivellable range of
caster wheel 16 in relation tocaster guide 400 is limited to that between “−A” and “A”. For example,caster wheel 16 may be so constructed as to be able to swivel both leftward and rightward to anangle 25° from its regular position. - As shown in FIGS. 50 and 52,
caster guide 400 is integrally provided with a projecting joint tab 409 (which is backwardly extended in this embodiment). As shown in FIG. 56,tabs 409 of left and right caster guides 400 are connected with each other through atie rod 457.Tie rod 457 is connected to apitman arm 459 which interlocks withstem 14 a ofsteering wheel 14 through gears or the like. -
Steering wheel 14 is connected to controlarm 193 for operatingswash plate 76 ofhydraulic pump 71 of steeringHST 22 throughpitman arm 459 and alink 460. - Due to such a construction, the rotational operation of
steering wheel 14 causesswash plate 76 to be slanted for differential driving ofaxles first swivel shafts 401 to be swivelled inbosses 12 a to an angle “B” for steeringcasters 16. Each of leftward and rightward angles “B” of shaft 401 (which is an integral part of caster guide 400) swivelled in relation toboss 12 a is limited, for example, to 65°. Eachcaster 16 can be swivelled between both angles “−A” and “A” in relation tocaster guide 400 which is swivelled to angle “B”. As mentioned above, if angle A is predetermined 25°, eachcaster 16 can be leftward and rightward swivelled to 90° as the maximum in relation tovehicle 1×. However, within all the swivelling range thereof in relation tovehicle 1×, the range forcasters 16 to swivel perfectly freely is rather small. In most of the all,casters 16 are restrictedly swivelled by rotation ofsteering wheel 14 through caster guides 400. - Such restriction of
casters 16 has some advantages as follows: - For example, in the precondition that
vehicle 1× stays and left and right caster guides 400 andcasters 16 are oriented leftward, in order to startvehicle 1× while turning rightward, all that has to be done is rotatesteering wheel 14 rightward before starting, thereby swivelling caster guides 400 andcasters 16 so as to be expectedly oriented rightward. As a result,vehicle 1× can turn rightward smoothly at the beginning of its driving without meandering ofcasters 16. - Also, caster guides400 and
casters 16 are oriented forward whilevehicle 1× drives forward. If the travelling direction ofvehicle 1× is to be changed from forward to backward,vehicle 1× must once be stopped. A conventional caster, which can freely swivel in all directions in relation to a vehicle body, comes to swivel to such a large angle as 180° during such a change of travelling direction, thereby causing the vehicle to meander. Showncasters 16 are restricted in their free swivelling bycaster guide 400, which is swivelled in relation tovehicle 1× by rotation ofsteering wheel 14, so that they are not swivelled to such a large angle as 180° during the same situation, thereby enablingvehicle 1× to change its travelling direction between forward and backward smoothly. - Additionally, on
vehicle 1× may be provided means to make an operator onseat 17 know the orientation ofcasters 16 easily. In this embodiment as shown in FIG. 56, anindicator 410 is extended forwardly frompitman arm 459 so as to project forwardly from the front end ofvehicle 1× so that the operator sitting onseat 17 can seeindicator 410 beyond front column (see FIG. 49).Indicator 410 may be alternatively provided ontie rod 457 orcaster guide 400. - Although the invention has been described in its preferred form with a certain degree of particularity, it is understood that the present disclosure of the preferred can be changed in the details of construction and the combination and arrangement of parts may be changed without departing from the spirit and the scope of the invention as hereinafter claimed.
Claims (15)
1. A vehicle comprising:
an integral transaxle apparatus for driving and steering a vehicle, including;
a housing,
a driving hydrostatic transmission having a variable displacement first hydraulic pump and a first hydraulic motor fluidly connected with each other, said driving hydrostatic transmission being disposed in said housing, wherein said first hydraulic pump receives power of a prime mover and has a first movable swash plate,
a steering hydrostatic transmission having a variable displacement second hydraulic pump and a second hydraulic motor fluidly connected with each other, said steering hydrostatic transmission being disposed in said housing, wherein said second hydraulic pump receives power of said prime mover independently of said first hydraulic pump and has a second movable swash plate,
a pair of axles disposed co-axially with each other and supported in said housing, and
a differential unit differentially connecting said axles with each other, said differential unit being disposed in said housing, wherein said differential unit is driven regularly or reversely by the output of said driving hydrostatic transmission and differentially drives said axles while receiving the output of said steering hydrostatic transmission;
manually operable driving operating means disposed on said vehicle apart from said transaxle apparatus for slanting operation of said first movable swash plate for switching the travelling direction between forward and backward and changing the travelling speed; and
manually operable steering operating means disposed on said vehicle apart from said transaxle apparatus for slanting operation of said second movable swash plate so as to determine the leftward and rightward cornering angle, wherein said vehicle turns laterally in the same direction of leftward and rightward steering operation of said steering operating means whether said vehicle travels forward or backward.
2. The vehicle as set forth in claim 1 , wherein said second hydraulic motor is of a variable displacement type and has a third movable swash plate, said third movable swash plate interlocking with said driving operating means so that the slanting direction of said third movable swash plate is changed oppositely with respect to its neutral position according to the travelling direction switching operation of said driving operating means.
3. The vehicle as set forth in claim 2 , wherein said first movable swash plate is kept in a neutral position while said driving operating means is operated for forward travelling or for backward travelling to some degree from a neutral position.
4. The vehicle as set forth in claim 3 , wherein said third movable swash plate is slanted to a certain degree in a direction corresponding to forward travelling when said driving operating means is located in its own neutral position.
5. The vehicle as set forth in claim 4 , wherein said third movable swash plate is changed in its slanting direction from that for forward travelling to that for backward travelling according to the operation of said driving operating means from its own neutral position into its range for backward travelling while said first movable swash plate is kept in its own neutral position.
6. The vehicle as set forth in claim 4 , wherein said third movable swash plate is kept at said certain degree while said driving operating means is operated for forward travelling within the range to keep said first movable swash plate in its own neutral position.
7. The vehicle as set forth in claim 1 , wherein said second hydraulic motor is of a variable displacement type and has a third movable swash plate, said first hydraulic motor is of a variable displacement type and has a fourth movable swash plate, and said driving operating means comprises manually operable forward/backward travelling direction switching means and manually operable speed changing means, said forward/backward travelling direction switching means interlocking with both of said third movable swash plate and said fourth movable swash plate so as to change the slanting directions of said third and fourth movable swash plates oppositely with respect to their neutral positions, according to the switching operation of said forward/backward travelling direction switching means, and said speed changing means interlocking with said first movable swash plate so as to vary the slanting angle of said first movable swash plate according to the operational degree of said speed changing means.
8. The vehicle as set forth in claim 7 , wherein said first movable swash plate is kept in a neutral position while said speed changing means is operated to some degree from a neutral position.
9. The vehicle as set forth in claim 8 , wherein said third movable swash plate is slanted to a certain degree in a direction corresponding to forward travelling when said speed changing means is located in said neutral position.
10. The vehicle as set forth in claim 8 , wherein said third movable swash plate is changed in its slanting direction from that for forward travelling to that for backward travelling according to the switching operation of said forward/backward travelling direction switching means for backward travelling and the operation of said speed changing means from said neutral position to some degree, while said first movable swash plate is kept in a neutral position.
11. A vehicle comprising:
manually operable steering operating means, and
a caster interlocking with said steering operating means so as to be swivelled in relation to said vehicle by operation of said steering operating means, wherein said caster is restricted in its range where it can be freely swivelled.
12. The vehicle as set forth in claim 11 , further comprising:
a caster guide interposed between said caster and said vehicle, wherein said caster guide interlocks with said steering operating means so as to be swivelled in relation to said vehicle by operation of said steering operating means, wherein said caster is laterally rotatably supported to said caster guide while being restricted in its range of free swivelling in relation to said caster guide.
13. The vehicle as set forth in claim 11 , further comprising:
a transaxle apparatus supporting a pair of driving axles, wherein said driving axles are differentially driven by operation of said steering operating means.
14. A vehicle comprising:
an integral transaxle apparatus for driving and steering a vehicle, including;
a housing,
a driving hydrostatic transmission having a variable displacement first hydraulic pump and a first hydraulic motor fluidly connected with each other, said driving hydrostatic transmission being disposed in said housing, wherein said first hydraulic pump receives power of a prime mover and has a first movable swash plate,
a steering hydrostatic transmission having a variable displacement second hydraulic pump and a second hydraulic motor fluidly connected with each other, said steering hydrostatic transmission being disposed in said housing, wherein said second hydraulic pump receives power of said prime mover independently of said first hydraulic pump and has a second movable swash plate,
a pair of axles disposed co-axially with each other and supported in said housing, and
a differential unit differentially connecting said axles with each other, said differential unit being disposed in said housing, wherein said differential unit is driven regularly or reversely by the output of said driving hydrostatic transmission and differentially drives said axles while receiving the output of said steering hydrostatic transmission;
manually operable driving operating means disposed on said vehicle apart from said transaxle apparatus for slanting operation of said first movable swash plate for switching the travelling direction between forward and backward and for changing the travelling speed;
manually operable steering operating means disposed on said vehicle apart from said transaxle apparatus for slanting operation of said second movable swash plate so as to determine the leftward and rightward cornering angle; and
a caster interlocking with said steering operating means so as to be swivelled in relation to said vehicle by operation of said steering operating means, wherein said caster is restricted in its range where it can be freely swivelled.
15. The vehicle as set forth in claim 14 , further comprising:
a caster guide interposed between said caster and said vehicle, wherein said caster guide interlocks with said steering operating means so as to be swivelled in relation to said vehicle by operation of said steering operating means, wherein said caster is laterally rotatably supported to said caster guide while being restricted in its range of free swivelling in relation to said caster guide.
Priority Applications (2)
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US10/681,226 US20040074678A1 (en) | 1999-01-22 | 2003-10-09 | Vehicle improved steering |
US11/189,993 US7431123B2 (en) | 1999-01-22 | 2005-07-27 | Vehicle improved in steering |
Applications Claiming Priority (9)
Application Number | Priority Date | Filing Date | Title |
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JP11014920A JP2000211384A (en) | 1999-01-22 | 1999-01-22 | Operation wheel of running vehicle |
JPHEI.11-014919 | 1999-01-22 | ||
JPHEI.11-014920 | 1999-01-22 | ||
JP11014919A JP2000211386A (en) | 1999-01-22 | 1999-01-22 | Running vehicle |
JPHEI.11-174647 | 1999-06-21 | ||
JP11174647A JP2001001935A (en) | 1999-06-21 | 1999-06-21 | Steering drive for traveling vehicle |
US09/489,680 US6397966B1 (en) | 1999-01-22 | 2000-01-24 | Vehicle improved in steering |
US10/122,396 US6659216B2 (en) | 1999-01-22 | 2002-04-16 | Vehicle improved steering |
US10/681,226 US20040074678A1 (en) | 1999-01-22 | 2003-10-09 | Vehicle improved steering |
Related Parent Applications (1)
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US10/122,396 Continuation US6659216B2 (en) | 1999-01-22 | 2002-04-16 | Vehicle improved steering |
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US11/189,993 Continuation US7431123B2 (en) | 1999-01-22 | 2005-07-27 | Vehicle improved in steering |
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US20040074678A1 true US20040074678A1 (en) | 2004-04-22 |
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US10/122,396 Expired - Fee Related US6659216B2 (en) | 1999-01-22 | 2002-04-16 | Vehicle improved steering |
US10/681,226 Abandoned US20040074678A1 (en) | 1999-01-22 | 2003-10-09 | Vehicle improved steering |
US11/189,993 Expired - Fee Related US7431123B2 (en) | 1999-01-22 | 2005-07-27 | Vehicle improved in steering |
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US09/489,680 Expired - Fee Related US6397966B1 (en) | 1999-01-22 | 2000-01-24 | Vehicle improved in steering |
US10/122,396 Expired - Fee Related US6659216B2 (en) | 1999-01-22 | 2002-04-16 | Vehicle improved steering |
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US11/189,993 Expired - Fee Related US7431123B2 (en) | 1999-01-22 | 2005-07-27 | Vehicle improved in steering |
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2003
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2005
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US20050247504A1 (en) * | 2002-08-28 | 2005-11-10 | Torvec, Inc. | Dual hydraulic machine transmission |
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US20090008183A1 (en) * | 2004-11-25 | 2009-01-08 | Masahisa Kawamura | Pump Unit and Hydrostatic Transmission |
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US20100257856A1 (en) * | 2004-11-25 | 2010-10-14 | Masahisa Kawamura | Pump Unit And Hydrostatic Transmission |
US20170210219A1 (en) * | 2016-01-26 | 2017-07-27 | Deere & Company | Recess-mounted hydraulic pump cartridge and work vehicle drivetrain therewith |
US9902251B2 (en) * | 2016-01-26 | 2018-02-27 | Deere & Company | Recess-mounted hydraulic pump cartridge and work vehicle drivetrain therewith |
US10919376B2 (en) | 2016-01-26 | 2021-02-16 | Deere & Company | Recess-mounted hydraulic pump cartridge and work vehicle drivetrain therewith |
Also Published As
Publication number | Publication date |
---|---|
US20020108800A1 (en) | 2002-08-15 |
US7431123B2 (en) | 2008-10-07 |
US6659216B2 (en) | 2003-12-09 |
US20050257983A1 (en) | 2005-11-24 |
US6397966B1 (en) | 2002-06-04 |
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