Abstract: An axial piston machine is capable of suppressing a sudden change in hydraulic pressure in a piston oil chamber upon start and stop to enable the axial piston machine to start and stop smoothly. The axial piston machine includes: a cylinder block including a rotation axis and a plurality of piston oil chambers disposed around the rotation axis; pistons housed in the plurality of piston oil chambers, respectively; and orifices formed in the cylinder block that allow fluid communication between each of the piston oil chambers and an outside of the cylinder block. The orifices are positioned to be opened when the movable swash plate is in the neutral position and to be closed when the movable swash plate is in the operating position. The orifices are closed by outer peripheral surfaces of the pistons when the pistons approach a top dead center position.

Abstract: A working vehicle of this invention includes a main speed change structure that includes a continuously variable speed change structure such as an HMT structure and a multi-speed speed change structure capable of switching between a first power transmission state with a first gear ratio and a second power transmission state with a second gear ratio providing a higher speed than the first gear ratio. A control device causes the continuously variable speed change structure to be accelerated to a forward travel side in accordance with an accelerating operation of a speed change operation member in a forward travel direction, and causes the multi-speed speed change structure to be changed from a first power transmission state to a second power transmission state when the rotational speed of the speed change output shaft reaches a switching speed set to exceed a work speed range.

Abstract: A transaxle with a brake includes an axle supported by the transaxle casing, a continuously variable transmission disposed in the transaxle casing, a braking device that is disposed in the transaxle casing and locks a rotation of the axle, a speed control arm that is journaled so as not to rotate relatively with respect to the transmission operating shaft of the transmission, controls the transmission, and is capable of changing a rotation of the axle continuously. A brake arm that is journaled with respect to an operating shaft of the braking device and a relay arm that is journaled so as to be relatively rotatable with respect to the transmission operating shaft are also included. The relay arm has one end connected to the brake arm via a link mechanism and the other end for lock operation input.

Abstract: 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.

Abstract: In a transmission structure according to this invention, speed change ratios of input side first and second transmission mechanisms are set so that the rotational speed of a planetary second element is the same when an HST output is set to a second HST speed in either a first transmission state or a second transmission state, and the rotational speed of a planetary first element is the same when the HST output is set to the second HST speed in either the second transmission state or the first transmission state. The speed change ratios of an output side first and second transmission mechanisms are set so that the rotational speed developed in a speed change output shaft when the HST output is set to the second HST speed is the same in either the first or second transmission states.

Abstract: A reducer includes a fixed housing, a rotation housing, and multi-stage planetary gear mechanisms. The fixed housing contains a motor in the fixed housing. The rotation housing is rotatably supported by the fixed housing via a bearing at an outer surface of a one-end wall of the fixed housing. The multi-stage planetary gear mechanisms are configured to decelerate a rotation of the motor and transmit the rotation that has been decelerated to the rotation housing. The multi-stage planetary gear mechanisms include a final-stage planetary gear mechanism located at a downstream position in a direction in which motive power is transmitted. The final-stage planetary gear mechanism include a planetary gear rotatably supported by a planetary gear shaft that is supported at one end of the planetary gear shaft by the one-end wall of the fixed housing.

Abstract: Provided is a parking brake apparatus for a vehicle that allows an improvement in the ease of assembly during manufacturing. A parking brake apparatus for a work vehicle having wet brake mechanisms for restricting rotation of right and left axles and is able to simultaneously apply or release brakes via brake arms for the right and left transaxles. The parking brake apparatus includes a parking brake pedal for artificially providing a parking instruction, an electric actuator having a displacement portion that is displaced in response to the parking instruction, and a link mechanism connecting the displacement portion and the brake arms. The link mechanism includes auxiliary brake rods connected at first end portions to the brake arms, an equalizer connected to second end portions of the auxiliary brake rods, and a single principal brake rod connected at a first end portion to a substantially central portion of the equalizer and connected at a second end portion to the displacement portion.

Abstract: A traveling hydraulic stepless transmission (“HST”), ensures stopping of a vehicle on a slope under high load conditions, maintains stopping the vehicle on flat ground under low load conditions, and enables smooth starting from a stop. The HST includes a neutral check valve (“NCV”) and an internal damping system (“IDS”). The NCV includes a first orifice that opens a first oil passage to a transaxle case when a pressure in the first oil passage is equal to or less than a predetermined pressure, and that connects the second oil passage to the transaxle case when a pressure in a second oil passage is equal to or less than the predetermined pressure. The IDS includes second orifices that connect a high pressure side of the oil passages to the transaxle case when a discharge rate of the hydraulic pump is equal to or less than a predetermined discharge rate.

Abstract: A transaxle includes: an axle housing in which an input gear is rotatably supported; a differential casing that is contained in the axle housing while being rotatably supported relative to the axle housing; first and second side gears as a pair of spur gears that are contained in the differential casing, coaxially arranged, relatively rotatable with each other, and rotatable relative to the differential casing; a group of pinions as spur gears that are rotatably supported, in the differential casing, by rotational shafts that are in parallel with axes of the first and the second side gears in the differential casing, the group of pinions transmitting power between the first side gear and the second side gear; and a final gear having a ring shape that is contained in the axle housing, meshes with the input gear, incorporates the differential casing, and is relatively unrotatably coupled to the differential casing.

Abstract: A hydraulic transaxle comprises an axial piston hydraulic pump having a variable displacement, and a transaxle casing incorporating the hydraulic pump. The hydraulic pump includes a movable swash plate and a pair of trunnion shafts. The transaxle casing includes a pair of side walls, and includes a pair of casing holes each of which penetrates each of the side walls between an inside and an outside of the transaxle casing. The pair of trunnion shafts are passed through the respective casing holes. The swash plate is formed with a pair of swash plate holes in the respective side portions facing the respective side walls in the inside of the transaxle casing. Proximal end portions of the respective trunnion shafts are inserted into the respective swash plate holes. A distal end portion of one of the trunnion shafts projects from the corresponding casing hole to the outside of the transaxle casing.

Abstract: A control mechanism for a hydrostatic transmission includes a piston rod, a neutral biasing spring, a piston, a cylinder case provided with a first fluid chamber and a second fluid chamber, a solenoid valve capable of selectively supplying pressurized fluid to the first fluid chamber and the second fluid chamber, a pivot shaft configured to swingably support the cylinder case, and a first relief valve configured to flow the hydraulic fluid from the first fluid chamber to the second fluid chamber when a hydraulic pressure in the first fluid chamber exceeds a set pressure, and a second relief valve configured to flow the hydraulic fluid from the second fluid chamber to the first fluid chamber when a hydraulic pressure in the second fluid chamber exceeds a set pressure.

Abstract: Provided is a parking brake apparatus for a vehicle that allows an improvement in the ease of assembly. A parking brake apparatus includes a valve, a single hydraulic actuator that includes a cylinder, a piston housed in the cylinder in such a manner as to be reciprocably displaceable along the cylinder, and a principal brake rod connected to the piston, and can displace the piston to one of a brake operating position and a brake non-operating position by the valve, a balance arm connected to a first end portion of the principal brake rod on a side protruded from the cylinder, and a pair of left and right auxiliary brake rods provided between bent portions at end portions of the balance arm and left and right brake arms, respectively. The hydraulic actuator includes a spring member for constantly urging the piston to the brake operating position.

Abstract: A transaxle includes a braking unit disposed in the transaxle casing, the braking unit configured to brake the axle. The braking unit includes an operating shaft projecting from one side of the transaxle casing. A link mechanism of the transaxle is includes a relay arm rotatably pivoted on a shaft provided on the one side of the transaxle casing, a brake arm fixed to the operating shaft, the brake arm being configured to rotate between a braking position and an unbraking position of the braking unit together with the operating shaft, a first link configured to manipulate the relay arm, and a second link configured to join the relay arm to the brake arm. The link mechanism constrains motion of the brake arm through the second link such that an external force on the braking unit cannot cause an unexpected release from the braking state.

Abstract: A hydraulic transaxle includes a transaxle casing including an upper transaxle housing and a lower casing, hydrostatic transmission (“HST”), and an axle. The HST has a hydraulic pump and a hydraulic motor that are fluidly connected to each other. The hydraulic motor has a motor shaft that is drivingly connected to the axle through a reduction gear train that is disposed between the hydraulic pump and the axle. Reduction gear train has a gear shaft supported by the upper transaxle housing via a ball bearing. At least a part of the upper transaxle housing is formed by a gear top cover made of metal and covering the reduction gear train. Ball bearing is supported by the upper transaxle housing and the gear top cover.

Abstract: A transaxle according to the present application may include: a transaxle case; an input member supported within the transaxle case; a gear drivingly connected to the input member within the transaxle case; an output member which is supported within the transaxle case and arranged at the inner peripheral side of the gear concentrically with the gear; a cage with a roller as a bidirectional overrunning clutch interposed between the inner periphery of the gear and the outer periphery of the output member within the transaxle case; and a drag mechanism provided within the transaxle case to apply rotational resistance to the cage to make the bidirectional overrunning clutch be engaged. The cage has a first end and a second end, which oppose each other in an axial direction of the output member. The first end of the cage is close to a first bearing which pivotally supports the output member to the transaxle case.

Abstract: An axle driving apparatus may include a first rotary shaft connected to an internal combustion engine; a second connected to an electric motor; a third rotary shaft connected to a driving shaft of a wheel; an interlocking unit interlocking the first, second, and third rotary shaft; and an input and output switchover unit. The interlocking unit and the input and output switchover unit are structured to switch the interlocking unit between a first mode in which only the power of the internal combustion engine is output from the third rotary shaft, a second mode in which only the power of the electric motor is output from the third rotary shaft, a third mode in which the power of the internal combustion engine and the power of the electric motor are combined and output from the third rotary shaft, and a fourth mode in which the power of the internal combustion engine is output from the second rotary shaft to the electric motor.

Abstract: A transaxle may include a motor, an input shaft, first and second output shafts, and first and second clutches. The input shaft has first and second ends. The first end of the input shaft is structured to receive an engine power from an engine. The second end of the input shaft is structured to receive motor power from the motor. The first output shaft is driven by power outputted from the input shaft. The second output shaft is driven by the motor power. The second output shaft is extended coaxially to the input shaft. The first clutch is interposed between the motor and the input shaft. The second clutch is interposed between the motor and the second output shaft. The first clutch and the second clutch are coaxially disposed between the second end of the input shaft and an axial end of the second output shaft.

Abstract: A control mechanism for a stepless transmission is a control mechanism connected to a manipulation lever in a stepless transmission and disposed outside a housing of the transmission.

Abstract: In a transaxle, the transaxle includes a hydrostatic continuously variable transmission, at least one axle, a gear train for drivingly connecting the hydrostatic continuously variable transmission and the axle, a housing accommodating the hydrostatic continuously variable transmission, the axle, the gear train and storing an oil therein, and a reservoir tank connected to the housing so that the oil in the housing can be moved back and forth. The reservoir tank has a rectangular parallelepiped shape and is disposed on a side of a final reduction bull gear included in the gear train and above the axle along an axis direction of the axle.

Abstract: A vehicle comprises a transaxle, a battery and a load carrying bed. The transaxle includes a casing incorporating a drive train and supporting an axle and includes an electric motor mounted on the casing to drive the axle via the drive train. The battery is provided for supplying electric power to the electric motor. The transaxle and the battery are disposed below the load carrying bed so as to overlap the load carrying bed when viewed in plan.