Abstract: The working vehicle includes an axle unit that has a differential gear device, an axle case, an axle input shaft and first and second main output shafts, and an HST unit that has a hydraulic pump main body, a hydraulic motor main body, a capacity adjustment mechanism, an HST case, a pump shaft and a motor shaft, an HST input shaft, and an HST output shaft, wherein the axle unit is directly or indirectly supported by the vehicle frame so as to be positioned close to a first main driving wheel in a state where the axle input shaft extends in a vehicle widthwise direction, wherein the HST unit is directly or indirectly supported by the vehicle frame at a position away from the axle unit in a state where the HST output shaft extends in the vehicle widthwise direction, and wherein the HST output shaft and the axle input shaft are operatively connected to each other through an endless type transmission member.

Abstract: A hydraulic four-wheel-drive working vehicle includes a hydraulic pump unit having a hydraulic pump main body of a variable displacement type, a pair of left and right first motor devices driving a left and right first driving wheels, and a pair of left and right second motor devices driving a left and right second driving wheels, wherein each of the pair of first motor devices and the pair of second motor devices includes a hydraulic motor main body forming an HST in cooperation with the hydraulic pump main body, a motor volume adjusting mechanism, and a hydraulic actuating mechanism that operates the motor volume adjusting mechanism, and the hydraulic actuating mechanisms in the pair of first motor devices and the pair of second motor devices are operated and controlled with use of hydraulic fluid from a single hydraulic pressure source.

Abstract: A hydrostatic transaxle is provided for a vehicle having a first axle and a second axle. The hydrostatic transaxle comprises: a hydraulic pump; a first hydraulic motor drivingly connected to the first axle; a closed circuit fluidly connecting the hydraulic pump to the first hydraulic motor; and a fluid-supply switching device shifted between a supply position for supplying fluid from the closed fluid circuit to a second hydraulic motor, which is disposed on the outside of the hydraulic transaxle and is drivingly connected to the second axle, and a supply-stop position for stopping the supply of fluid from the closed fluid circuit to the second hydraulic motor. The first hydraulic motor is variable in displacement, and the hydrostatic transaxle further comprises a linkage system for associating the switching of the fluid-supply switching device between the supply position and the supply-stop position with an operation for changing the displacement of the first hydraulic motor.

Abstract: A vehicle has an engine, an accelerator for controlling the rotary speed of the engine, an axle and a multi-speed transmission for transmitting power from the engine to the axle. The multi-speed transmission includes an odd-numbered speed drive train for an odd-numbered speed level, a first clutch for the odd-numbered speed drive train, an even-numbered speed drive train for an even-numbered speed level, and a second clutch for the even-numbered speed drive train. In correspondence to operation of the accelerator and an actual speed of the axle, either the odd-numbered speed drive train or the even-numbered speed drive train is selected so as to transmit power from the engine to the axle. A shift-up or shift-down timing between the odd-numbered speed level and the even-numbered speed level relative to variation of the actual speed of the axle is changed according to detection of a tilt angle of the vehicle or a weight of the vehicle.

Abstract: A hydrostatic transaxle is provided for a vehicle having a first axle and a second axle. The hydrostatic transaxle comprises: a hydraulic pump; a first hydraulic motor drivingly connected to the first axle; a closed circuit fluidly connecting the hydraulic pump to the first hydraulic motor; and a fluid-supply switching device shifted between a supply position for supplying fluid from the closed fluid circuit to a second hydraulic motor, which is disposed on the outside of the hydraulic transaxle and is drivingly connected to the second axle, and a supply-stop position for stopping the supply of fluid from the closed fluid circuit to the second hydraulic motor. The first hydraulic motor is variable in displacement, and the hydrostatic transaxle further comprises a linkage system for associating the switching of the fluid-supply switching device between the supply position and the supply-stop position with an operation for changing the displacement of the first hydraulic motor.

Abstract: A hydrostatic transmission apparatus has a housing, a hydraulic pump disposed in the housing so as to be driven by a prime mover and a first hydraulic motor disposed in the housing. A first port is provided on the housing and opens outward from the housing. A first fluid passage is disposed in the housing and interposed between the hydraulic pump and the first hydraulic motor. A second port is provided on the housing and opens outward from the housing. A second fluid passage is disposed in the housing and extended from the hydraulic pump to the first port, wherein the first and second ports are adapted to be fluidly connected to a second hydraulic motor disposed outside of the housing so as to constitute a closed fluid circuit fluidly connecting the first and second hydraulic motors in series to the hydraulic pump. A third fluid passage is disposed in the housing and extends from the first hydraulic motor to the second port.

Abstract: A hydrostatic transaxle is provided for a vehicle having a first axle and a second axle. The hydrostatic transaxle comprises: a hydraulic pump; a first hydraulic motor drivingly connected to the first axle; a closed circuit fluidly connecting the hydraulic pump to the first hydraulic motor; and a fluid-supply switching device shifted between a supply position for supplying fluid from the closed fluid circuit to a second hydraulic motor, which is disposed on the outside of the hydraulic transaxle and is drivingly connected to the second axle, and a supply-stop position for stopping the supply of fluid from the closed fluid circuit to the second hydraulic motor. The first hydraulic motor is variable in displacement, and the hydrostatic transaxle further comprises a linkage system for associating the switching of the fluid-supply switching device between the supply position and the supply-stop position with operation for changing the displacement of the first hydraulic motor.

Abstract: In a transmission for a working vehicle, a working unit includes a hydraulic power unit and a valve unit enclosed in a first bulging portion of a transmission case closer to an upper side or on a top surface thereof and connected with each other along a vehicle lengthwise direction. The first bulging portion is closer to a first lateral side along the vehicle width direction of the transmission case, while a hydraulic pump is located closer to a second lateral side. Hydraulic fluid is drawn from the transmission case, around a lower side of the hydraulic pump, through a suction port thereof, and discharged to a suction port of the valve unit. The hydraulic power unit includes a cylinder tube and piston, extending in the lengthwise direction, and a support shaft, extending along the width direction, which is supported by the transmission case and connected to a lift arm.

Abstract: A power transmission system for a working vehicle comprises: a vehicle frame; a prime mover mounted on the vehicle frame; a pair of left and right drive wheels; a pair of left and right transaxles juxtaposed on the vehicle frame, wherein each of the left and right transaxles includes a single axle for individually driving each of the left and right drive wheels in forward and rearward directions; a working device; and a working power clutch unit disposed between the left and right transaxles so as to clutch on/off power transmitted from the prime mover to the working device.

Abstract: A vehicle has an engine, an accelerator for controlling the rotary speed of the engine, an axle and a multi-speed transmission for transmitting power from the engine to the axle. The multi-speed transmission includes an odd-numbered speed drive train for an odd-numbered speed level, a first clutch for the odd-numbered speed drive train, an even-numbered speed drive train for an even-numbered speed level, and a second clutch for the even-numbered speed drive train. In correspondence to operation of the accelerator and an actual speed of the axle, either the odd-numbered speed drive train or the even-numbered speed drive train is selected so as to transmit power from the engine to the axle. A shift-up or shift-down timing between the odd-numbered speed level and the even-numbered speed level relative to variation of the actual speed of the axle is changed according to detection of a tilt angle of the vehicle or a weight of the vehicle.

Abstract: In a transmission for a working vehicle, a PTO input shaft is located with its rotational axis extending in a vehicle lengthwise direction substantially at a widthwise center of a transmission case along a vehicle width direction. A running power input shaft is located with its rotational axis extending in the vehicle lengthwise direction substantially at the same position as that of the PTO input shaft along the vehicle width direction and at a lower side of the PTO input shaft. The transmission case provides an accommodation space for accommodating a differential gear unit, which space is displaced to a first lateral side of the vehicle along the vehicle width direction. A running power transmission shaft is located on the front side of the space with its axis extending in the vehicle lengthwise direction, and the running power input shaft, the running power transmission shaft and the differential gear unit are interlocked to each other via a running power gear train.

Abstract: In a transmission for a working vehicle, a PTO input shaft is located with its rotational axis extending in a vehicle lengthwise direction substantially at a widthwise center of a transmission case along a vehicle width direction. A running power input shaft is located with its rotational axis extending in the vehicle lengthwise direction substantially at the same position as that of the PTO input shaft along the vehicle width direction and at a lower side of the PTO input shaft. The transmission case provides an accommodation space for accommodating a differential gear unit, which space is displaced to a first lateral side of the vehicle along the vehicle width direction. A running power transmission shaft is located on the front side of the space with its axis extending in the vehicle lengthwise direction, and the running power input shaft, the running power transmission shaft and the differential gear unit are interlocked to each other via a running power gear train.

Abstract: In a transmission for a working vehicle, a PTO input shaft is located with its rotational axis extending in a vehicle lengthwise direction substantially at a widthwise center of a transmission case along a vehicle width direction. A running power input shaft is located with its rotational axis extending in the vehicle lengthwise direction substantially at the same position as that of the PTO input shaft along the vehicle width direction and at a lower side of the PTO input shaft. The transmission case provides an accommodation space for accommodating a differential gear unit, which space is displaced to a first lateral side of the vehicle along the vehicle width direction. A running power transmission shaft is located on the front side of the space with its axis extending in the vehicle lengthwise direction, and the running power input shaft, the running power transmission shaft and the differential gear unit are interlocked to each other via a running power gear train.

Abstract: In a power transmission arrangement, a working unit includes a hydraulic power unit and a valve unit enclosed in a first bulging portion of a transmission case closer to an upper side or on a top surface thereof and connected with each other along a vehicle lengthwise direction. The first bulging portion is closer to a first lateral side along the vehicle width direction of the transmission case, while a hydraulic pump is located closer to a second lateral side. Hydraulic fluid is drawn from the transmission case, around a lower side of the hydraulic pump, through a suction port thereof, and discharged to a suction port of the valve unit. The hydraulic power unit includes a cylinder tube and piston, extending in the lengthwise direction, and support shaft, extending along the width direction, which is supported by the transmission case and connected to a lift arm.

Abstract: In a transmission for a working vehicle, a PTO input shaft is located with its rotational axis extending in a vehicle lengthwise direction substantially at a widthwise center of a transmission case along a vehicle width direction. A running power input shaft is located with its rotational axis extending in the vehicle lengthwise direction substantially at the same position as that of the PTO input shaft along the vehicle width direction and at a lower side of the PTO input shaft. The transmission case provides an accommodation space for accommodating a differential gear unit, which space is displaced to a first lateral side of the vehicle along the vehicle width direction. A running power transmission shaft is located on the front side of the space with its axis extending in the vehicle lengthwise direction, and the running power input shaft, the running power transmission shaft and the differential gear unit are interlocked to each other via a running power gear train.

Abstract: A valve casing (55) having plural direction control valves (46H, 46L, 46A, 46B, 46C) and plural pressure sensors (47H, 47L, 47A, 47B, 47C) is mounted on an outer side surface of a vehicle body (2) which includes therein plural fluid-operated clutches (40H, 40L, 43A, 43B, 43C) for changing the vehicle running speed. The control valves are secured to the casing from one of upper and lower surfaces thereof and the pressure sensors are secured to the casing from the other of the upper and lower surfaces such that the valves and the sensors are arranged respectively in parallel in a longitudinal direction of the vehicle body.

Abstract: In a vehicle wherein a supplementary speed change mechanism (12; 112) having selectively operable two fluid-operated clutches (29F, 29R; 129L, 129H) and a main speed change mechanism (15; 18) having selectively operable plural fluid-operated clutches (36, 37, 38; 45, 46, 47) are connected in series, and wherein fluid pressure applied to the clutches of supplementary speed change mechanism is once reduced in response to the shifting operation of main speed change mechanism, a flow control valve (50) is connected to an output flow path (49) of a pump (49) for dividing its inflow into a constant flow and a surplus flow. A flow divider valve (52; 52A) is provided for dividing the constant flow into two flows of a constant ratio one of which is supplied to the clutches of main speed change mechanism and the other of which is supplied to the clutches of supplementary speed change mechanism. The surplus flow is used as lubricant supplied to the clutches of supplementary speed change mechanism.