Abstract: A hydraulic transaxle facilitates mounting a parking brake unit which requires no link mechanism and is compact. The parking brake unit includes a brake rotor provided on a rotation shaft and a locking member being displaceable between a first position where the brake rotor is locked and a second position where the brake rotor is unlocked. The locking member includes a locking portion which is engaged in a recess formed in the brake rotor that locks the brake rotor in the first position, and a non-locking portion which is placed at a position corresponding to the recess and which separates from the brake rotor in the second position. The hydraulic transaxle further includes an oil-supply mechanism capable of displacing the locking member to the second position.

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 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 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: An HST control mechanism includes a rotary member, a servo unit, a telescopic member, and a biasing device. The rotary member for controlling a displacement of a hydrostatic transmission (HST) is pivoted outside of a casing incorporating the HST. The servo unit includes a telescopically movable actuator and a valve controlling the telescopic movement of the actuator. The actuator is interlockingly connected to the rotary member. The servo unit is pivotally supported on the casing via a first pivot. The servo unit rotates centered on the first pivot as the rotary member rotates according to the telescopic movement of the actuator hydraulically controlled by the valve. The telescopic member is pivotally supported on the casing via a second pivot. The telescopic member is provided with the biasing device that biases the telescopic member and the rotary member toward a position corresponding to a neutral state of the HST.

Abstract: A compact transaxle is provided with a multi-speed transmission mechanism having transmission shafts extended in a longitudinal direction so that the transaxle can be combined with an engine having a crankshaft in the longitudinal direction. A bevel gear serving as an output member of the multi-speed transmission mechanism having the transmission shafts meshes with a bevel gear provided on a speed-reduction intermediate shaft extended parallel to a pair of differential yoke shafts of a differential mechanism extended in a lateral direction. A single transaxle casing incorporates the multi-speed transmission mechanism, the differential mechanism, and a speed-reduction mechanism including the speed-reduction intermediate shaft, thereby constituting the transaxle.

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: A clutch system includes a transmission shaft, a gear, and a clutch slider. The gear is provided on the transmission shaft rotatably relative to the transmission shaft. The clutch slider is provided on the transmission shaft axially slidably along the transmission shaft and unrotatably relative to the transmission shaft. The gear and the clutch slider are provided with respective clutch teeth. The clutch system is set in either a clutch-on state where the clutch teeth of the gear engage with the clutch teeth of the clutch slider or a clutch-off state where the clutch teeth of the gear disengage from the clutch teeth of the clutch slider. The clutch system is provided with a hydraulic control system to hydraulically control the respective axial slide actions of the clutch slider in a clutch-on direction for realizing the clutch-on state and in a clutch-off direction for realizing the clutch-off state.

Abstract: A hydraulic transaxle facilitates mounting a parking brake unit which requires no link mechanism and is compact. The parking brake unit includes a brake rotor provided on a rotation shaft and a locking member being displaceable between a first position where the brake rotor is locked and a second position where the brake rotor is unlocked. The locking member includes a locking portion which is engaged in a recess formed in the brake rotor that locks the brake rotor in the first position, and a non-locking portion which is placed at a position corresponding to the recess and which separates from the brake rotor in the second position. The hydraulic transaxle further includes an oil-supply mechanism capable of displacing the locking member to the second position.

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: 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 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 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: A compact transaxle is provided with a multi-speed transmission mechanism having transmission shafts extended in a longitudinal direction so that the transaxle can be combined with an engine having a crankshaft in the longitudinal direction. A bevel gear serving as an output member of the multi-speed transmission mechanism having the transmission shafts meshes with a bevel gear provided on a speed-reduction intermediate shaft extended parallel to a pair of differential yoke shafts of a differential mechanism extended in a lateral direction. A single transaxle casing incorporates the multi-speed transmission mechanism, the differential mechanism, and a speed-reduction mechanism including the speed-reduction intermediate shaft, thereby constituting the transaxle.

Abstract: An HST control mechanism includes a rotary member, a servo unit, a telescopic member, and a biasing device. The rotary member for controlling a displacement of a hydrostatic transmission (HST) is pivoted outside of a casing incorporating the HST. The servo unit includes a telescopically movable actuator and a valve controlling the telescopic movement of the actuator. The actuator is interlockingly connected to the rotary member. The servo unit is pivotally supported on the casing via a first pivot. The servo unit rotates centered on the first pivot as the rotary member rotates according to the telescopic movement of the actuator hydraulically controlled by the valve. The telescopic member is pivotally supported on the casing via a second pivot. The telescopic member is provided with the biasing device that biases the telescopic member and the rotary member toward a position corresponding to a neutral state of the HST.

Abstract: A dual clutch transmission comprises a housing formed therein with a gear chamber incorporating an odd-numbered speed gear train group and an even-numbered speed gear train group. An end of the input shaft is connected to an engine, and a cover is detachably attached to the housing opposite the end of the input shaft so as to define a clutch chamber divided from the gear chamber. A first clutch for the odd-numbered speed gear train group and a second clutch for the even-numbered speed gear train group are disposed in the clutch chamber. Fluid passages for supplying hydraulic fluid to the first and second clutches are formed in the cover.

Abstract: In a bevel gear power transmission structure of the present invention, a first wall of a gear box, supporting a first shaft that is one of a drive shaft and a driven shaft, has a first opening having a larger diameter than a first bevel gear that is supported by the first shaft, and a hollow first collar retaining a first bearing that supports the first shaft is detachably disposed in the first opening. The first collar has an engagement surface facing outward in an axial direction of the first shaft in the first opening, and the engagement surface is directly or indirectly engaged with a first-collar retaining ring detachably attached to the inner circumferential surface of the first opening so that the first collar is prevented from being separated outward from the first opening.

Abstract: A transaxle is adaptable to a vehicle equipped with a longitudinal engine including an engine output shaft to be oriented in a longitudinal direction of a vehicle. The transaxle comprises a transmission output shaft to be oriented in a lateral direction of the vehicle so as to be drivingly connected to a drive wheel of the vehicle, a hydrostatic transmission and a mechanical transmission for transmitting power from the engine output shaft to the transmission output shaft, and first and second power take-off shafts for taking off power from the mechanical transmission. The engine is joined to the transaxle so that the engine, the hydrostatic transmission and the mechanical transmission are assembled together. The first and second power take-off shafts are distributed rightward and leftward from the engine.