Kanzaki Kokyukoki Mfg. Co., Ltd.

Other

Akihiro Ima

Toshifumi Yasuda

Atsuo Yoshina

Norihiro Ishii

Hiroaki Shimizu

Toshiyuki Hasegawa

Koji Kiyooka

Ryo Motooka

Hitoshi Sawada

Ken Morishita

Koji Iwaki

Hiroshi Sugimoto

Kazuhiko Ohtsuki

Takashi Nishizawa

Toshiaki Okanishi

Kenichi Yasui

Disclosed is a power transmission unit including a motor case that is provided on the same side as a second axle with respect to a center between a first axle and the second axle, separated to right and left, in a right-left direction and that houses the electric motor, a first axle case housing a reduction gear mechanism, a differential gear mechanism, and the first axle, and a second axle case that is fixed to the first axle case in a separable manner and houses the second axle.

Power transmission unit

[Problem] A power transmission unit that improves quietness of a gear mechanism and prevents a size of the unit from increasing when a brake rotor is installed around an input shaft of the gear mechanism. [Solution] The power transmission unit includes an electric driving motor with a motor shaft, a gear mechanism, and an output shaft, which are accommodated in a transmission housing, wherein the power of the motor shaft is transmitted to the output shaft via the gear mechanism. The gear mechanism has a gear shaft rotatably supported on the transmission housing and a first helical gear provided on the gear shaft. The power transmission unit further includes a connecting member provided with a tubular portion fitted to the motor shaft and the gear shaft so as to allow the motor shaft and the gear shaft to synchronously rotate. The connecting member is integrally provided with a brake rotor on the outer periphery thereof.

An axle drive apparatus of the present invention includes an adapter unit that has an adapter case connectable to an axle drive case while supporting a first motor, an adapter input member connected to an output shaft of the first motor by connection of the first motor to the adapter case, an adapter output member that is connected to an axle drive input member of the axle drive apparatus by connection of the adapter case to an axle drive case, and an adapter power transmission mechanism that operatively transmits the rotational power of the adapter input member to the adapter output member. The axle drive apparatus is connectable to a vehicle frame through an axle drive case side frame connecting part and an adapter case side frame connecting part respectively provided at the axle drive case and the adapter case.

Axle drive apparatus

A power transmission assembly for a vehicle with prime mover, prime mover output shaft, and right and left traveling devices, comprises a power distribution unit that receives rotary power from the prime mover output shaft and distributes it between right and left transmission units, which each include: a center section with a closed fluid circuit, a lateral first portion, and a second portion perpendicular thereto; a hydraulic pump mounted on the first portion such that a pump shaft is parallel to the prime mover output shaft; a hydraulic motor on the second portion fluidly connected to the hydraulic pump via the closed fluid circuit, having a lateral motor shaft; and a speed reduction device on a distal side of the hydraulic motor that transmits power from the hydraulic motor to the right or left traveling device.

Power transmission assembly for a vehicle

A transmission for a working vehicle equipped with an engine having a horizontal engine output shaft, pair of transaxles for driving right and left drive wheels at variable speeds, and working device comprises a horizontal input shaft, output shaft, first gear train, horizontal PTO shaft, second gear train, PTO clutch and casing. An axial end of the input shaft connects to a flywheel of the engine. The output shaft drivingly connects to the transaxles. The first gear train transmits power from the input shaft to the output shaft. The PTO shaft extends parallel to the input shaft, and is provided with a universal joint connected to the working device. The second gear train transmits power from the input shaft to the PTO shaft via the PTO clutch. The casing supports the input and output shafts and incorporates the first and second gear trains and the PTO clutch.

Transmission for working vehicle

A transaxle for auxiliary wheels of a vehicle having a main drive wheel and left and right auxiliary drive wheels, comprises: a gear to which a rotary force for driving the main drive wheel is distributed; a pair of left and right axles drivingly connected to the respective left and right auxiliary drive wheels; a pair of clutches, wherein one of the clutches is interposed between the gear and the left axle, and the other clutch is interposed between the gear and the right axle; judging means for judging whether or not the main drive wheel slips; and a shift mechanism for engaging and disengaging the pair of clutches based on the judgment of the judging means. The judging means comprises a two-way clutch interposed between the gear and the pair of axles, which is engaged when rotary speed of the gear exceeds rotary speed of at least one of the axles. Alternatively, the judging means comprises: a sensor for detecting rotary speed of the gear; a sensor for detecting rotary speed of at least one of the axles; and a controller for controlling the shift mechanism. The controller receives signals from both of the sensors so as to judge whether or not the main drive wheel slips.

Transaxle of multi-wheel drive vehicle

A working vehicle comprises: a power source having an output shaft; axles; a cargo deck; and a transmission apparatus for driving axles disposed below the cargo deck. The transmission apparatus includes an input shaft drivingly connected to the output shaft of the power source, a hydro-mechanical stepless transmission driven by the input shaft, and a differential gear assembly differentially connecting the axles to each other. The hydro-mechanical stepless transmission includes a planetary gear assembly and a hydrostatic stepless transmission drivingly connected to the planetary gear assembly. The differential gear assembly is drivingly connected to the hydro-mechanical stepless transmission.

Transmission apparatus for a working vehicle

A vehicle power transmission system comprises: a prime mover mounted on a vehicle body frame; a first axle and a first transaxle for driving the first axle disposed at one of front and rear portions of a vehicle, the first transaxle having a first input part projecting outward therefrom, and the first transaxle having a power take-off shaft projecting outward therefrom opposite to the first input part; a speed-changing transmission drivingly interposed between the prime mover and the first input part; a second axle and a second transaxle for driving the second axle disposed at the other rear or front portion of the vehicle, the second axle having a second input part; and a power take-off train extended from a leading part to an ending part. The prime mover is disposed between the first transaxle and the second transaxle in a fore-and-aft direction of the vehicle. The leading part of the power take-off train is drivingly connected to the power take-off shaft, and the ending part of the power take-off train is drivingly connected to the second input part. The leading part of the power take-off train is separated from the first transaxle and laterally offset from the prime mover.

Vehicle power transmission system

A gear shifting mechanism of an axle drive system comprises: a shaft drivingly connected to an axle; a first clutch gear relatively rotatably provided on the shaft, the first clutch gear having first clutch teeth; a second clutch gear relatively rotatably provided on the shaft, the second clutch gear having second clutch teeth; a spline hub fixed on the shaft between the first and second clutch gears; a gear shifting slider axially slidably and not relatively rotatably fitted on the spline hub; slider-shift means integrally movably interlocking with the gear shifting slider; operation means operatively interposed between the slider-shift means and a gear shifting manipulator; and elastic means interposed between the slider-shift means and the operation means. End surfaces of the first, second and third clutch teeth facing one another are flat. The elasticity of elastic means allows the movement of the slider-shift means relative to the operation means, and biases the third clutch teeth to engage with either the first or second clutch teeth.

Gear shifting mechanism of axle drive system

A multi-wheel-drive vehicle has at least six wheels, a transmission with a first brake, and a transaxle device for the front drive wheels. The transaxle device includes a drive axle, an input shaft rectangular to the drive axle for receiving power from the transmission, a drive train connecting the drive axle to the input shaft, a second brake, and a clutch device in the input shaft. The drive axle may be a pair of drive axles connected by a differential unit. The clutch device can selectively isolate the drive axle from the rotation of the input device. Further, the clutch device is engaged when the first brake is applied. Additionally, the first and second brakes may be connected such that their operation may be synchronized.

Multi-wheel-drive vehicle with a front transaxle device

A gear retaining mechanism is provided for a transmission comprising a rotary shaft, a hub fixed on the rotary shaft, a clutch slider axially slidably fitted on the hub, and a gear relatively rotatably provided on the rotary shaft. The hub is provided on an outer periphery thereof with a male spline having an axially tapered portion. The clutch slider is provided on an inner periphery thereof with a female spline meshing with the male spline of the hub. The gear is provided on an outer periphery thereof with a male spline to mesh with the female spline of the clutch slider. The male spline of the gear includes an axially tapered portion. The clutch slider is slid along the rotary shaft and located so as to fix the gear to the rotary shaft through the hub so that the female spline meshes with the male spline of the gear.

Retaining mechanism for transmission gears

A front transaxle device provided to a multi-wheel-driving vehicle comprises an input shaft for receiving power, a pair of left and right front axles supported in the front transaxle device, a differential connecting the left and right front axles differentially, a pinion shaft, a clutch device which engages the pinion shaft with the input shaft and disengages, a rotary object which intervenes between the differential and the pinion shaft, and a brake device which brakes the rotary object. The brake device comprises a piston which can be moved hydraulically, friction objects which engage with each other by the force of the piston, and a mechanism which acts so as to make a constant stroke of the piston from a position when the piston starts moving to a position when the friction objects start engaging with each other regardless of abrasive reduction of the friction objects.

A torque limiting apparatus includes: a connecting shaft ( ), the output side of which is connected to a differential gear system ( ), and the input side of which is protruded out of an opening ( ) formed at the housing ( ) of the differential gear system; a hollow cylindrical casing ( ) supported on the input side of the connecting shaft rotatably relative thereto, and connectable to the drive shaft; a seal member ( ) for interconnecting liquid-tightly an opening at the output side of the casing and an opening of the housing, and a connecting mechanism ( ) provided between the casing and the connecting shaft, for transmitting only a partial power less than a predetermined torque value out of whole power input into the casing, so that a lubricating oil can be automatically supplied.

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Amagasaki, Japan

Akihiro Ima