JP2008056149A - Tractor PTO transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED To reduce the size and cost of a one-way clutch provided in a drive system of a PTO transmission shaft in order to prevent torque from a work machine side from being transmitted to a traveling system.
A drive claw clutch 53a formed on a side surface of an input gear 52 is configured to interlock with an input gear 52 that is loosely fitted to a PTO transmission shaft 24f via an interlocking gear 51 on a traveling system transmission shaft 20. The one-way clutch mechanism 53 having the driven clutch pawl 53b provided integrally with the PTO transmission shaft 24 side has a clutch pawl configuration capable of transmitting power only from the drive pawl clutch 53a to the driven pawl clutch 53b. 53b is always biased toward the clutch engagement side by the coil spring 54.
[Selection] Figure 2

Description

  The present invention relates to a PTO transmission device for a tractor.

  While receiving the engine power and transmitting the power to the wheels via the transmission in the transmission, a PTO transmission shaft for driving the work machine to be mounted by receiving the engine power is provided.

By the way, since the torque from the work machine side is transmitted and the traveling system may be damaged, a one-way clutch is provided in the drive system of the PTO transmission shaft to prevent follow-up (Patent Document 1). The one-way clutch is provided between the upper drive shaft and the lower driven shaft by dividing the PTO transmission shaft into the front and rear, and is attached to the driving pawl clutch plate and the lower driven shaft that are spline-fitted to the upper drive shaft. The claw clutch is configured as a claw clutch with a cam that transmits power only from the upper drive shaft to the lower drive shaft, and the drive claw clutch plate is attached to the driven clutch claw with a coil spring. It is energized.
Japanese Examined Patent Publication No. 2-46408

  The PTO transmission shaft is supported by forming a plurality of metal parts in the transmission case, and a plurality of transmission gear groups are arranged on the transmission shaft, so that even the one-way clutch mechanism has a large arrangement space. Then, it affects the front and rear length of the mission case and becomes a factor of enlargement.

  Thus, the present invention is intended to reduce the cost by reducing the size of the one-way clutch mechanism.

  In view of the above, the invention according to claim 1 is configured such that the input gear 52 provided loosely fitted on the PTO transmission shaft 24 f is interlocked via the interlocking gear 51 on the traveling system transmission shaft 20. The one-way clutch mechanism 53 having the driving claw clutch 53a formed on the side surface of the motor and the driven clutch claw 53b provided integrally with the PTO transmission shaft 24 side transmits power only from the driving claw clutch 53a to the driven claw clutch 53b. The structure of the PTO transmission device of the tractor is configured such that the driven pawl clutch 53b is constantly biased toward the clutch engagement side by the coil spring 54.

    If comprised as mentioned above, rotation of the driving | running | working system transmission shaft 20 will interlock | cooperate the interlocking gear 51, and will rotate the input gear 52. FIG. The rotation of the input gear 52 drives the PTO transmission shaft 24 via the one-way clutch mechanism 53. That is, the driven claw clutch 53 b biased by the coil spring 54 is engaged with the drive claw clutch 53 a formed integrally with the input gear 52, and the PTO transmission shaft 24 is rotated by the rotation of the input gear 52. The one-way clutch mechanism 53 is provided so as to be able to transmit only in the rotational direction of the traveling system transmission shaft 20. Therefore, the reverse rotation of the PTO shaft 50 is not transmitted from the driven pawl clutch 53b to the drive pawl clutch 53a, and the traveling system transmission shaft 20 is prevented from being rotated.

  Since the present invention has the above-described configuration, the input claw 53a, which is a part of the configuration of the one-way clutch mechanism 53, is provided integrally with the input gear 52 that meshes with the interlocking gear 51 that is necessarily provided. 52 and the driven claw clutch 53b need only be provided, and the length is shorter than that of the pair of driving claw clutch, driven claw clutch, and input gear. Can be incorporated into.

  Further, since the driving claw clutch 53a is integrally formed with the input gear 52, the input gear 52 can be loosely fitted to the PTO transmission shaft 24, and the driving side transmission shaft that supports the driving claw clutch as in the prior art. And the driven transmission shaft supporting the driven claw clutch need not be separated from each other, and the transmission shaft configuration can be simplified, leading to cost reduction.

  Embodiments of the present invention will be described below based on the embodiments shown in the drawings. First, in terms of configuration, the tractor shown in FIG. 1 has the engine 1 mounted on the front of the fuselage and covered with a bonnet 2, the transmission case 3 is attached to the rear of the aircraft, and the cabin 4 is mounted on the upper part thereof. The driver's seat 5 is provided in the cabin 4. Rotational power that has been shifted is transmitted to the rear wheel 6 and the front wheel 7 via the transmission in the transmission case 3.

  A hydraulic cylinder case 9 having a hydraulic cylinder 8 inside is fixed to the rear upper part of the transmission case 3, and lift arms 10 and 10 are attached to the hydraulic cylinder case 9 so as to freely rotate. When the operating pressure oil is supplied into the hydraulic cylinder 8, the lift arms 10 and 10 are rotated upward. Conversely, when the operating pressure oil is removed, the lift arms 10 and 10 are lowered. In the figure, reference numeral 11 is a top link hitch, 12 is a top link, 13 is a lower link, and 14 is a lift rod. A work machine 15 is detachably attached to a three-point link including the top link 12 and the lower link 13.

  FIG. 2 shows a transmission configuration. The transmission case 3 includes a front transmission case 3A and a rear transmission case 3B. The front transmission case 3A is connected to a traveling system transmission shaft 20 via a main clutch unit 19. The rear transmission case 3B is provided with a main transmission mechanism 21, an auxiliary transmission mechanism 22, and a rear wheel differential mechanism 23. The PTO transmission shaft 24 is disposed over the front and rear transmission cases 3A and 3B, and the front wheel transmission shaft 25 is the same. Note that the PTO transmission shaft 24 is divided into three parts, front, middle, and rear, which are concentrically coupled to each other, and are arranged in the order of 24f, 24m, and 24l from the front side.

  The front side of the front transmission case 3A is formed in a clutch housing case 3s, houses the clutch portion 19, and includes an output shaft 28 of the engine 1, an input shaft 29 coaxial with the output shaft 28, and a clutch portion. The input shaft 29 is configured to be turned on and off via 19. The input shaft 29 includes a gear 30 that extends rearward and interlocks with the gear 20a at the front end of the traveling transmission shaft 20.

  An input shaft 32 having an input gear 32 a is connected to the rear portion of the traveling system transmission shaft 20 by a coupling 20 a to input power to the main transmission mechanism 21. The input gear 32a is a constant mesh gear group disposed between the main transmission shaft 33 loosely fitted on the PTO transmission shaft 24 and the main transmission output shaft 41 or the back counter shaft 42 provided concentrically with the input shaft 32. 41a, 41b, 41c, 41d, and 33a are provided, and hubs 34a, 34b, 34c, and 34d provided integrally with gears that are loosely fitted to the main transmission shaft 40 are clutch-engaged with a large diameter portion of the main transmission shaft 33, respectively. Then, the coupling 35 that is slidable in the axial direction is engaged with the clutch so that the rotation of the gear group can be selected and transmitted to the main transmission output shaft 41. The main transmission output shaft 41 is configured to obtain forward first speed, reverse, forward fourth speed, and third forward speed from the front side by a combination of each gear group. The shifter 36 is arranged from the front side due to the arrangement of the hub. It is a structure that is linked to backward R, forward 1st speed, neutral, forward 2nd speed, and forward 3rd speed over the rear.

  The drive shaft 43 is arranged and configured coaxially with the main transmission output shaft 41. In parallel with the drive shaft 43, an auxiliary transmission countershaft 44 that is linked to an output gear 41e provided at the rear end of the main transmission output shaft 41 is provided to be loosely fitted to the PTO transmission shaft 24m. The sub-transmission mechanism 22 is arranged in which a gear group is arranged and the speed is changed to low, middle, and high three stages by selecting the front, middle, and rear three positions of the selected sliding gear 46 of the drive shaft 43.

  The pinion 43a at the rear of the drive shaft 43 is configured to interlock with the ring gear 23a of the rear wheel differential mechanism 23. The drive shaft 43 is provided with an output gear 43b, and the front wheel transmission shaft 25 is interlocked via an intermediate transmission gear 47 and an input gear 48 that are loosely supported by the PTO transmission shaft 24. The front wheel transmission shaft 25 is configured to drive the front wheels 7 through a front wheel differential mechanism (not shown).

  Regarding the transmission configuration to the PTO shaft 50 protruding rearward from the rear wall of the rear transmission case 3B, the input gear 52 provided by loosely fitting on the PTO transmission shaft 24f via the interlocking gear 51 on the traveling system transmission shaft 20 is interlocked. It is configured to do. A one-way clutch mechanism 53 is configured by spline-fitting a driving pawl clutch 53a formed on the side surface of the input gear 52 and the upper driven clutch pawl 53b. The clutch pawl is configured to transmit power only from the drive pawl clutch 53a toward the driven pawl clutch 53b. The driven pawl clutch 53b is always biased toward the clutch engagement side by the coil spring 54.

  As described above, the PTO transmission shaft 24 is divided into three parts, the front, the middle, and the rear, which are coupled to each other with a concentric coupling. Among these, the rear PTO transmission shaft 24r has a gear switching between the PTO shaft 50 and the rear portion. A mechanism 55 is provided so that a PTO transmission mechanism can be configured as necessary. In the example of the figure, a plurality of shift stages are not provided, and the sliding gear 55a is turned on and off and the PTO shaft 50 is turned on and off and interlocked.

The main transmission shaft 33 is loosely fitted on the central PTO transmission shaft 24m, and the one-way clutch mechanism 53 is configured on the front PTO transmission shaft 24f.
Intermediate walls 3a, 3b, and 3c are provided in the middle of the front transmission case 3A, and the rear end of the input shaft 29 and the front end of the traveling system transmission shaft 20 are pivoted on the metal portion 56a provided on the intermediate wall 3a. The hole formed in the intermediate wall 3a supports the front end of the PTO transmission shaft 24f. The metal portion 56b provided on the intermediate wall 3b is configured to support the intermediate portion of the traveling system transmission shaft 20 and to support the intermediate portion of the PTO transmission shaft 24f.

Further, the input shaft 32, the back counter shaft 42, and the main transmission shaft 33 are supported on the metal portion 56c of the intermediate wall 3c.
On the other hand, intermediate walls 3d, 3e, 3f and 3g are formed in the rear transmission case 3B, and the main transmission output shaft 41, the auxiliary transmission countershaft 44 and the drive shaft 43 are arranged and supported.

  According to the above example, the input shaft 32 is driven via the input shaft 29, the gears 30 and 20 a, and the traveling system transmission shaft 20. When the non-illustrated shift lever is operated back and forth, the coupling 35 of the main transmission shaft 33 slides to engage the hub 34a out of the hubs 34a, 34b, 34c, 34d, and the reverse R is obtained. The first forward speed is obtained by the engagement, the second forward speed is obtained by the engagement with the hub 34c, and the third forward speed is obtained by the engagement with the hub 34d. The speed change lever can be obtained by reciprocating linearly.

  The rotation of the traveling system transmission shaft 20 interlocks with the interlocking gear 51 and rotates the input gear 52. The rotation of the input gear 52 drives the PTO transmission shaft 24 via the one-way clutch mechanism 53. That is, the driven claw clutch 53 b biased by the coil spring 54 is engaged with the drive claw clutch 53 a formed integrally with the input gear 52, and the PTO transmission shaft 24 is rotated by the rotation of the input gear 52. The one-way clutch mechanism 53 is provided so as to be able to transmit only in the rotational direction of the traveling system transmission shaft 20. Therefore, the reverse rotation of the PTO shaft 50 is not transmitted from the driven pawl clutch 53b to the drive pawl clutch 53a, and the traveling system transmission shaft 20 is prevented from being rotated.

  The front transmission case 3A supports a brake pedal 57 that is depressed with a right foot and a clutch pedal 58 that is depressed with a left foot by a common support shaft 59. The support shaft 59 is a lower surface of the mission case 3A. It is the structure fastened with the fixtures 60 and 60 so that rotation is possible. Conventionally, the boss, which serves as a pedal fulcrum, is formed directly on the transmission case. This increases the cost of drilling the transmission case and increases the cost. In parts replacement, the transmission case itself must be replaced. Therefore, the repair cost becomes high. However, when configured as described above, the pedal fulcrum set is separated from the mission case 3A, so that the assemblability can be improved, the mission case processing time can be shortened, and maintenance and parts replacement are easy.

Next, a reference example of the transmission mechanism in FIG. 6 will be described.
A structure in which input shafts 29a and 29b having a double shaft configuration are connected to the engine output shaft 28. The inner input shaft 29b is interlocked to the output shaft 28 and the outer input shaft 29a is interlocked via the clutch portion 19. It is said.

  Among the input shafts, the traveling transmission shaft 20 is configured to be interlocked by a gear 31 provided at an end portion of the outer input shaft 29a. Hereinafter, power is transmitted to the input shaft 32, the main transmission mechanism 21, the auxiliary transmission mechanism 22, and the rear wheel differential mechanism 23 located in the rear transmission case 3B. The configuration in the transmission case 3B is the configuration shown in FIG. Is the same.

  On the other hand, among the above input shafts, a gear 61 is provided at the end of the inner input shaft 29b, and power is transmitted to the input gear 63a provided integrally with the front PTO transmission shaft 63f of the PTO transmission shaft 63 via the interlocking gear 62. It is a configuration to be transmitted. A hydraulic clutch 64 is provided behind the input gear 63a so that the power transmitted to the PTO transmission shaft 63 can be turned on and off independently of the traveling system power.

  The transmission mechanism in FIG. 2 and the transmission mechanism in FIG. 6 can be configured to have different specifications depending on whether or not the independent PTO clutch 64 is required. At that time, the configuration in the mission case 3A is changed, but the configuration in the mission case 3B is the same. By doing so, the cost can be reduced. Further, in the mission case 3A, the input shaft 32 can be shared, and the configuration of the mission case 3A itself is the same, and the intermediate walls 3a, 3b, 3c are used in common to support the necessary shafts. Yes. The transmission shaft 24 reaching the PTO shaft 50 is divided into front, middle, and rear, and the intermediate transmission shaft 63m and the rear transmission shaft 63r are common to the transmission shafts 24m and 24r in FIG.

  The transmission configuration of FIG. 7 is intended to reduce the cost of the specification of FIG. While the traveling system transmission shaft 20 and the input shaft 32 in FIG. 2 are eliminated, the main transmission shaft 33 engaged with the coupling 35 is replaced with the PTO transmission shaft 24m of FIG.

  That is, in order to share the coupling 35 and the hub 34, the PTO transmission shaft 24m is formed in accordance with the outer shape of the main transmission shaft 33, and the coupling 35 and the hub 34 are fitted. The power from the input shaft 29 is appropriately transmitted to the PTO transmission shaft 24f. Here, the power of the traveling system is also transmitted to the central PTO transmission shaft 24m as the main transmission shaft 33 via the PTO transmission shaft 24, and the main transmission output shaft 41 is configured to perform transmission transmission. The traveling system transmission shaft 20 is abolished. A short shaft 20 'is provided in place of the traveling system transmission shaft 20 to support the interlocking gear 51', and the front PTO transmission shaft 24f is interlocked with the gear 52 '.

If comprised as mentioned above, there exists a cost reduction effect because the traveling system transmission shaft 20, the input shaft 32, and the main transmission shaft 33 can be abolished.
FIG. 8 comprises a forward / reverse switching mechanism 70 on the mission case 3A side, and the gear arrangement in the main transmission mechanism 21 is intended to be shared with FIGS. 2, 6, and 7, and the number of shift stages is set instead of the reverse speed. It has a configuration that can add one stage.

  The forward / reverse switching mechanism 70 includes a clutch shaft 72 (output shaft) having a function as an output shaft and an intermediate interlocking shaft 74 parallel to the clutch shaft 72, and the rear end gear 31 of the input shaft 29a is a clutch shaft 72. This is input to one of the two-stage gears 73 as the first input gear, and the clutch shaft 72 is linked in the forward direction by the clutch engagement operation of the synchromesh type switching means 71. Of the intermediate interlocking gears 74 a and 74 b provided on the intermediate interlocking shaft 74, a counter shaft 75 provided with a reverse counter gear 75 a that meshes with the intermediate interlocking shaft 74 b is disposed, and meshes with the reverse counter shaft 75 a to engage with the clutch shaft 72. The loosely fitted second input gear 76 is interlocked, and the clutch shaft 72 is interlocked in reverse by the operation of the synchromesh switching means in the opposite direction (FIG. 9).

  2, 6, and 7, the main transmission shaft is provided with constantly meshing gear groups 41 a, 41 b, 41 c, 41 d, and 33 a disposed between the main transmission output shaft 41 and the back counter shaft 42. The hub 34a, 34b, 34c, 34d provided integrally with the gear loosely fitted to 40 is clutch-engaged with the large diameter portion of the main transmission shaft 33 (or PTO transmission shaft 24m (FIG. 7)) in the axial direction. By coupling the slidable coupling 35 with a clutch, the rotation of the gear group can be selected and transmitted to the main transmission output shaft 41. 1st forward speed, reverse speed, 4th forward speed, and 3rd forward speed, the shifter 36 moves backward from the front side to the rear side in relation to the arrangement of the hub, reverse speed R, forward speed 1, neutral, forward speed 2, forward speed. Although it is configured to switch to 3rd gear, In FIG. 8, a configuration of adding the one forward speed abolished the back counter shaft 42.

  That is, the input shaft 32, the constantly meshing gear groups 41a, 41b, 41c, 41d, the hubs 34a, 34b, 34c, 34d, and the coupling 35 are used in common to obtain four forward stages (FIG. 10). .

  With the above transmission mechanism, by incorporating the forward / reverse switching mechanism 70 in the mission case 3A, it is possible to obtain a transmission mechanism that obtains four forward speeds (four reverse speeds) with almost no change in the transmission configuration in the mission case 3B. Also, the back counter shaft 42 supporting metal portion can be left as it is so that additional machining for hole finishing is not performed, and the cost of the transmission case 3 itself can be reduced. In addition, in the example of FIG. 10, the structure which drives a mid PTO axis | shaft by gear transmission below from the gear on PTO transmission shaft 63r is added.

  The main transmission mechanism 21 and the auxiliary transmission mechanism 22 in the transmission mechanism shown in FIGS. Arranged. Here, the main speed change lever 77 is switched between reverse R speed-forward 1 speed-forward 2 speed-forward 3 speed (or forward 1-2-3-4 speed), and the sub-shift lever 78 is L speed (low speed)- Although it is configured to switch to three stages of M (medium speed) -H (high speed) (FIG. 8 is two stages of L-H speed), the auxiliary transmission lever corresponds to the front-rear interval portion of the transmission position of the main transmission lever 77. 78 shift positions are arranged and configured. The main transmission lever 77 and the auxiliary transmission lever 78 are arranged so that the auxiliary transmission lever 78 side is disposed outside, and the lever grip is formed so that the auxiliary transmission lever 78 side is at a high position. If comprised in this way, the buffer of a lever grip will decrease (FIG. 11).

  Next, an example in which the creep speed is incorporated in the auxiliary transmission mechanism 22 which is the transmission mechanism in FIG. 8 will be described with reference to FIG. A clutch gear 80 that is spline-fitted to the drive shaft 43 and is slidably connected is directly connected to the main transmission output shaft 41 so that the H speed (high speed) is transmitted from the terminal gear 41 a of the main transmission output shaft 41 to the auxiliary transmission counter. The L speed (low speed) is obtained by connecting to a large diameter reduction gear 82a meshing with the small diameter gear 81b via the large diameter gear 81a and the small diameter gear 81b of the shaft 81. A small-diameter side gear 82b that is integral with the reduction gear 82a and has a two-stage gear configuration is provided. The gear 82b is formed to be smaller in diameter than the clutch gear 80, and the clutch gear 80, the small-diameter side gear 82b, In order to interlock these components, creep-speed two-stage gears 83a and 83b are provided. Then, the clutch gear 80 is engaged with the small gear 83b of the two-stage gear to reduce the speed by meshing the small-diameter side gear 81b and the large-diameter side gear 83a of the two-stage gear, and the small-diameter side gear 83b of the two-stage gear and the clutch gear 80. An ultra-low speed state can be obtained by synergistic deceleration by meshing with the.

  The creep speed two-stage gears 83a and 83b are supported by a detachable metal 84 at the upper surface opening of the mission case 3, and can be mounted depending on the necessity of the creep specification or a lid having no two-stage gear. A body (not shown) is attached to the mission case 3, and a creep speed specification can be easily added.

  Next, FIG. 13 shows a reference example in which the PTO shaft is incorporated. The PTO transmission shaft 24r (63r) is arranged at the rear end of the rear transmission case 3B. The rear end of the transmission shaft 24r (63r) is connected to the transmission case 3B. The PTO shaft 50 is projected outside. The transmission shaft 24r has a rear end side supported by a metal portion 65 detachably provided on the rear side of the transmission case 3B, and a mid PTO shaft 66 is separately attached to and supported by the metal 65 portion. Therefore, in order to mount these PTO shafts, the state in which the rear PTO transmission shaft 24r and the mid PTO shaft 66 are mounted and supported in advance on the metal portion 65 is previously worked outside the transmission case, and this assembly is mounted on the rear portion of the fuselage. By attaching to the PTO, assembly related to PTO can be completed, and assembly and maintenance become easy.

Next, a reference example of the hydraulic valve block will be described with reference to FIGS.
14, 16, and 18 are side views of a part of the tractor provided with the hydraulic circuit for raising and lowering the work implement. A hydraulic valve block 86 corresponding to the tractor transmission mechanism of FIG. The hydraulic valve block 86 includes a P port 88 connected to the delivery pipe 87, and is arranged in the vicinity of the hydraulic cylinder case 9 at the rear upper part of the machine body so as to communicate with the P port 88. A cylinder port 89 that communicates with an unillustrated switching valve that controls the supply and discharge of pressure oil into and from 9 is provided. Reference numeral 90 denotes a relief valve.

  Next, FIG. 16 is adapted to the transmission mechanism shown in FIG. 6, and the hydraulic valve block 91 has a block body in common with the hydraulic valve block 86. The P port and the cylinder port are disposed at a common position, and the hydraulic valve block 91 can communicate with the hydraulic clutch 64 via a rotary valve 92 so as to supply pressure oil to the PTO hydraulic clutch 64. An S port 93 is provided. As described above, since the valve blocks have a common configuration, it is not necessary to prepare different valve blocks, and different valve block configurations can be accommodated by processing changes, contributing to cost reduction.

  Reference numeral 94 is a push-pull rod for operating the rotary valve 92, 105 is a flow dividing valve for diverting the pressure oil from the P port 88 to the hydraulic clutch 64 side port 93 and the cylinder port 89, and 106 is a flow dividing valve 105. This is a diversion adjusting valve that adjusts the pressure oil going to the clutch side. When the pressure of the flow dividing control valve 106 becomes a certain level or higher, the pressure is returned to the tank port 107.

  FIG. 18 shows an example in which a proportional solenoid valve 95 is mounted instead of the rotary valve 92. The pressure oil supply amount can be controlled by electrically changing and controlling the drive pulse. Accordingly, it is possible to control the pressure of the hydraulic clutch 64. In the hydraulic valve block 96, the material is made common in the same manner as the valve block 86 and the hydraulic valve block 91, and the hole machining is changed. If this is done, the cost can be reduced by sharing the material.

  Further, in the reference example shown in FIG. 20, an orifice adjusting poppet bolt 97 is provided in the middle of the pipeline from the rotary valve 92 to the S port 93 used in the hydraulic valve block 91, and the pipeline is arranged according to the magnitude of the PTO work load. It is configured so that it can be set to any aperture. Therefore, it is possible to easily cope with a case where the load of the work machine is changed, as compared with a case where a fixed orifice is simply placed in the pipe line.

  In the example of FIG. 21, an orifice spool 98 is formed in the middle of the pipe line, and the pipe hole can be adjusted in size by the rotation of the orifice spool 98, and the rotation is linked to the on / off switching operation of the rotary valve 92. The rotary valve interlocking arm 99 connected to the push-pull rod 94 and the spool operating arm 100 provided to rotationally interlock the orifice spool 98 are connected by connecting rod means 101 whose length is adjustable.

  With this configuration, in order to obtain a predetermined pipe flow rate when the rotary valve 92 is turned on, the flow path formed in the spool 98 and the pipe formed on the block 91 side have a predetermined flow path cross-sectional area ((A) The connecting rod means 101 can be adjusted so that the cross-sectional area of (b)> (b).

If comprised in this way, according to opening / closing operation of the rotary valve 92, a pipe line will be opened or closed to a predetermined area.
The supply of pressure oil from the above hydraulic valve block to the PTO hydraulic clutch 64 has been described as an example, but the present invention can be applied to other hydraulic clutches or hydraulic actuators.

A side view of a tractor. The sectional side view of a transmission mechanism part. The front view (a) and side sectional view (b) of the drive claw clutch. The front view (I) and side view (B) of a driven claw clutch. FIG. 3 is a partially enlarged side sectional view of the transmission mechanism portion of FIG. 2. The sectional side view of the transmission mechanism part which shows a different example. Furthermore, the sectional side view of the transmission mechanism part which shows a different example. Furthermore, the sectional side view of the transmission mechanism part which shows a different example. FIG. 9 is a partially enlarged side sectional view of the transmission mechanism portion in FIG. 8. FIG. 9 is a partially enlarged side sectional view of the transmission mechanism portion in FIG. 8. The side view of a transmission lever part. The sectional side view of a different subtransmission mechanism part. A side sectional view of a different PTO transmission mechanism. FIG. The side view (I) and top view (B) of a hydraulic valve block. The side view of the fuselage provided with different hydraulic valve blocks. The side view (I) and top view (B) of a hydraulic valve block. Furthermore, the aircraft side view provided with different hydraulic valve blocks. A side view (b) and a plan view (b) of different hydraulic valve blocks. Fig. 2 is a cross-sectional plan view (a) (b) of a hydraulic valve block with an adjustment mechanism. Cross-sectional view (b) (b) of a hydraulic valve block with different adjustment mechanisms.

Explanation of symbols

20 traveling system transmission shaft 24 PTO transmission shaft 51 interlocking gear 52 input gear 53 one-way clutch mechanism 53a driving claw clutch 53b driven claw clutch 54 coil spring

Claims (1)

An input gear (52) that is loosely fitted to the PTO transmission shaft (24f) is interlocked via an interlocking gear (51) on the traveling transmission shaft (20), and is connected to the side surface of the input gear (52). A one-way clutch mechanism (53) having a drive claw clutch (53a) and a driven clutch claw (53b) provided integrally with the PTO transmission shaft (24) side is changed from the drive claw clutch (53a) to the driven claw clutch ( 53. A tractor PTO transmission having a clutch pawl configuration capable of transmitting power only toward 53b) and a configuration in which the driven pawl clutch (53b) is constantly biased toward the clutch engagement side by a coil spring (54).

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