JP2010096245A - Hydraulic-mechanical transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a hydraulic-mechanical transmission having a means for preventing corotation of a drive shaft, which is provided in a working vehicle. <P>SOLUTION: In the hydraulic-mechanical transmission provided in the working vehicle 1, a bar material 101 is slidably provided in an output member 102 fixed to the drive shaft 31. One end of the bar material 101 is disposed in contact with the non-working side of an HMT clutch piston 103 having a contact part 103a provided in the HMT clutch piston 103, and the other end of the bar material 101 is disposed to be capable of coming into contact with a clutch plate 34a of the HST clutch 34. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a technique for preventing a drive shaft from rotating in a hydraulic-mechanical transmission device provided in a work vehicle or the like.

  Conventionally, a hydraulic-mechanical transmission (HMT) that combines a hydraulic continuously variable transmission (HST) and a planetary gear mechanism is known. HST connects the movable swash plate of a variable displacement hydraulic pump with the main gearshift operating means, and changes the output rotation speed by changing the discharge amount from the hydraulic pump by rotating the main gearshift operating means. Thus, the main shift is performed, and the main shift operation means is rotated in the reverse direction from the neutral position to switch the forward / reverse movement so that the shift can be performed simultaneously.

  In the HMT, the HST clutch and the HMT clutch are provided, and when the transmission gear ratio is on the lower speed side than the set value, the HST clutch is engaged and the output rotation of the HST is output to the axle. When the speed is increased and the gear ratio exceeds the set value, the HMT clutch is engaged and the HST output rotation and the engine output rotation are combined and output to the axle. As described above, there is proposed a configuration in which the “HST mode” is set in the entire reverse speed range to the forward low speed range, and the “HMT mode” is set in the forward medium speed range to the high speed range (for example, Patent Document 1).

However, in the transmission as described above, the HMT clutch and the HST clutch are disengaged. Even when the movable swash plate of the HST is in the neutral position, the gear related to the HMT clutch is always rotated during engine operation. Therefore, when a wet clutch is used, the lubricating oil is agitated as it rotates, and the agitation resistance causes rotational force to act on the output shaft. I sometimes woke up.
JP 2003-182398 A

  The present invention has been made in view of the above situation, and an object of the present invention is to provide a hydraulic-mechanical transmission provided with means for preventing the drive shaft from rotating together.

  The problems to be solved by the present invention are as described above. Next, means for solving the problems will be described.

  In claim 1, a hydraulic continuously variable transmission comprising at least one of a variable displacement hydraulic pump having a movable swash plate and a hydraulic motor, and the output of the hydraulic continuously variable transmission and the output of the engine are combined. A planetary gear mechanism that outputs power, an HST clutch disposed at an output portion of the hydraulic continuously variable transmission, and an HMT clutch disposed at an output portion of the planetary gear mechanism. A means for preventing rotation of the output member of the HMT clutch is provided between the HMT clutch and the HST clutch.

  In the second aspect of the present invention, the follow-up preventing means includes a bar member slidably provided on the output member of the HMT clutch and the output member of the HST clutch that are integrally configured, and one end of the bar member is The HMT clutch is disposed so as to be able to contact the non-operating side of the operating piston, and the other end of the bar is disposed so as to be able to contact the clutch plate of the HST clutch.

  As effects of the present invention, the following effects can be obtained.

  According to the first aspect of the present invention, even when the vehicle is stopped, the HMT clutch is disengaged, and the movable swash plate of the HST is in the neutral position, the HMT clutch is always rotated when the engine is operated. Such a gear can prevent rotation from being transmitted from the input side to the output side of the HMT clutch, and in a vehicle having a sub-transmission mechanism, it is possible to prevent abnormal noise from being generated during sub-shifting.

  According to the second aspect of the present invention, the rotation of the output member of the HMT clutch can be prevented simply by providing the output member with a bar, and the rotation prevention means can be configured easily and inexpensively. .

  Below, the working vehicle 1 provided with the transmission 20 which is one Embodiment of the hydraulic-mechanical transmission which concerns on this invention is demonstrated.

First, the overall configuration of the work vehicle 1 will be described.
As shown in FIG. 1, a work vehicle 1 is a tractor that can be mounted with a working device such as a rotary device such as a rotary or a loader, and includes a body frame 2, an engine 3, a hood 4, a cabin 5, a front wheel 6, and a rear A wheel 7, a transmission 20 and the like are provided.

  The machine body frame 2 is a main structure of the work vehicle 1 and is composed of a plurality of plate members and the like with the longitudinal direction as the front-rear direction.

  The engine 3 is a drive source that generates power for driving the work vehicle 1, and is disposed in the front portion of the body frame 2.

  The bonnet 4 covers equipment such as the engine 3 and is disposed at the front portion of the body frame 2.

The cabin 5 covers a space in which the operator gets on, and is arranged from the front and rear substantially center to the rear of the body frame 2. In the cabin 5, a handle 8, a seat 9, and the like are provided.
The handle 8 is used to steer the work vehicle 1 and is disposed at the front portion in the cabin 5.
The seat 9 is for the operator to sit on and is disposed behind the handle 8. A main transmission lever 10, an auxiliary transmission lever 11, and the like project from the side portion of the seat 9.
The main speed change lever 10 is set with a vehicle speed according to the amount of rotation of the operator.
A low speed or a high speed is selected by operating the auxiliary transmission lever 11 by the operator.

Next, the transmission 20 provided with the accompanying rotation preventing means 100 will be described.
The transmission 20 includes a hydraulic transmission unit and a mechanical transmission unit.

The hydraulic transmission unit is provided with an HST 21 as a main transmission mechanism.
As shown in FIG. 2, the HST 21 includes a hydraulic pump 22 and a hydraulic motor 23, and in this embodiment, the hydraulic pump 22 is configured as a variable capacity type, and the hydraulic motor 23 is configured as a fixed capacity type.
The HST 21 is configured so that at least one of the hydraulic pump and the hydraulic motor is a variable displacement type.

  In the HST 21, the pump output shaft 24 passes through the hydraulic pump 22, and the hydraulic pump 22 can be driven by transmitting power from the engine 3 through the pump output shaft 24. Further, the pump output shaft 24 can transmit power from the engine 3 to a differential mechanism 40 (to be described later) and a PTO shaft 92 of the PTO transmission mechanism 80.

  The variable displacement hydraulic pump 22 is provided with an output adjusting member, and the displacement of the hydraulic pump 22 can be changed by tilting the movable swash plate provided in the output adjusting member. The hydraulic oil discharged by the hydraulic pump 22 is sent to the fixed displacement hydraulic motor 23, so that the hydraulic motor 23 can be driven, and the rotation speed and rotation direction of the motor output shaft 25, which is its output shaft, are changed. To be controlled. Thereby, the shift state of the HST 21 and the rotation direction of the rear wheel 7 that is the drive wheel, that is, the traveling direction of the work vehicle 1 can be changed.

On the other hand, the mechanical transmission unit is provided with a transmission mode switching mechanism 30, a differential mechanism 40, a subtransmission mechanism 50, a rear wheel differential mechanism 60, a front wheel acceleration switching mechanism 70, a PTO transmission mechanism 80, and the like.
As shown in FIG. 2, the speed change mode switching mechanism 30 is configured such that the HST clutch gear 32 and the HMT clutch gear 41 of the differential mechanism 40 are loosely fitted to the drive shaft 31, and the drive shaft 31 and the HMT clutch gear 41 are interposed. An HMT clutch 33 is interposed, and an HST clutch 34 is interposed between the drive shaft 31 and the HST clutch gear 32.

  The HST clutch gear 32 is meshed with a gear 35 fixed to a motor output shaft 25 extending from the hydraulic motor 23 of the HST 21.

  Each of the HMT clutch 33 and the HST clutch 34 is composed of a hydraulic clutch. By switching a solenoid valve (not shown) by a control means, pressure oil is supplied to either one of the clutches 33 and 34, and the clutch “ON” (contact) is established. ), And the other is drained and the clutch is “disengaged” (disconnected) to switch between the two shift modes. In this way, the traveling speed of the work vehicle 1 is detected and input to the control means, and when the traveling speed reaches the set speed, the shift mode is switched, and the HMT clutch gear 41 or the HST clutch gear 32 is changed according to the acceleration or deceleration. It is comprised so that motive power can be transmitted to the drive shaft 31 from.

  The two shift modes to be switched between the HMT clutch 33 and the HST clutch 34 are the “HST mode” which is a hydraulic shift mode in which the HST 21 is used alone and the hydraulic pressure which is changed using the differential mechanism 40 in addition to the HST 21. -"HMT mode" which is a mechanical transmission mode, and in each transmission mode, power is transmitted as described later.

  The differential mechanism 40 is a planetary gear mechanism, and an HMT clutch gear 41 that is a ring gear is loosely fitted to the drive shaft 31, and a sun gear 42 and a carrier 43 are loosely fitted concentrically with the HMT clutch gear 41. . A plurality of planetary gears 44 are rotatably supported by the carrier 43 so as to be able to revolve together with the carrier 43 while rotating, and each planetary gear 44 is meshed with the HMT clutch gear 41 and the sun gear 42.

  A gear 45 is fixed to the front portion of the sun gear 42 and meshed with a motor-side input gear 36 fixed to a motor output shaft 25 extending from the hydraulic motor 23 of the HST 21, and these gears 36 and 45 are engaged. Power is transmitted from the motor output shaft 25 to the sun gear 42 via the motor. Subsequently, power is transmitted from the sun gear 42 to the planetary gear 44 meshed with the sun gear 42.

  A gear 43a is formed in the front part of the carrier 43, and this is meshed with a pump side input gear 37 fixed to a pump output shaft 24 extended from the hydraulic pump 22 of the HST 21, and these gears 37 and 43a are connected. Power is transmitted from the pump output shaft 24 to the carrier 43 via the via. Subsequently, power is transmitted from the carrier 43 to the planetary gear 44 supported by the carrier 43.

  In this manner, the power transmitted from the sun gear 42 by the planetary gear 44 and the power transmitted from the carrier 43 are combined, and the combined power is transmitted from the planetary gear 44 to the HMT clutch gear 41. Yes. The power transmitted to the HMT clutch gear 41 can be transmitted to the drive shaft 31 via the HMT clutch 33. Then, power is transmitted from the drive shaft 31 to the sub transmission shaft 51 via the sub transmission mechanism 50.

  In the subtransmission mechanism 50, two gears 52 and 53 are loosely fitted to the subtransmission shaft 51, and two gears 55 and 56 are similarly fixed to a transmission shaft 54 that is linked to the drive shaft 31. The gears 52 and 53 of the auxiliary transmission shaft 51 are engaged with the gears 55 and 56 of the transmission shaft 54, respectively, and are rotated at different rotational speeds by the power transmitted from the transmission shaft 54 via the gears 55 and 56. It is like that.

  A sub-transmission clutch 57 is provided on the sub-transmission shaft 51, and power can be transmitted to the sub-transmission shaft 51 from one of gears 52 and 53 that rotate at different rotational speeds by the operation of the sub-transmission clutch 57. . Thus, the subtransmission mechanism 50 can be switched to the high speed side or the low speed side according to the engagement state of the subtransmission clutch 57, that is, the shift state of the subtransmission mechanism 50 can be switched.

  Further, a bevel gear 58 is provided at the rear end portion of the auxiliary transmission shaft 51, and transmission power is transmitted from the auxiliary transmission shaft 51 to the rear wheel differential mechanism 60 via the bevel gear 58. On the other hand, a front wheel acceleration switching mechanism 70 is provided at the front of the auxiliary transmission shaft 51, and power can be transmitted from the auxiliary transmission shaft 51 to the front wheel output shaft 71 via the front wheel acceleration switching mechanism 70.

  The rear wheel differential mechanism 60 is configured such that the output shaft 61 protrudes from the left and right sides, power is transmitted from the output shaft 61 to the rear axle 63, and the rear wheel 7 fixed to the rear axle 63 is rotationally driven. It has become. The output shaft 61 is provided with a brake mechanism 62, and the rear wheel 7 serving as a drive wheel can be braked by the operation of the brake mechanism 62.

  In the front wheel acceleration switching mechanism 70, two gears 72 and 73 are loosely fitted on the front wheel output shaft 71, and two gears 74 and 75 are fixedly mounted on the auxiliary transmission shaft 51. The gears 72 and 73 of the front wheel output shaft 71 are respectively meshed with the gears 74 and 75 of the auxiliary transmission shaft 51 and rotated at different rotational speeds by the power transmitted from the auxiliary transmission shaft 51 via the gears 74 and 75. It has come to be.

  The front wheel output shaft 71 is provided with two hydraulic clutches 76 and 77, and the operation of these hydraulic clutches 76 and 77 extends the front wheel output shaft 71 from either one of the gears 72 and 73 rotating at different rotational speeds. The power can be transmitted to the front axle of the front wheel 6. Thus, the front wheel acceleration switching mechanism 70 can be switched to front wheel acceleration, four-wheel drive, or two-wheel drive according to the engagement state of the hydraulic clutches 76 and 77.

  In the PTO transmission mechanism 80, a PTO input shaft 82 is connected to a pump output shaft 24 extended from the hydraulic pump 22 of the HST 21 via a PTO clutch 81, and the PTO clutch 81 operates from the pump output shaft 24 to the PTO input shaft. Power can be transmitted to 82. The power can be transmitted from the PTO input shaft 82 to the PTO transmission shaft 83.

  Two gears 84 and 85 are loosely fitted to the PTO transmission shaft 83, and two gears 86 and 87 are similarly fixed to the PTO input shaft 82. The gears 84 and 85 of the PTO transmission shaft 83 are respectively meshed with the gears 86 and 87 of the PTO input shaft 82, and the rotational speeds are different depending on the power transmitted from the PTO input shaft 82 via the gears 86 and 87. It is designed to be rotated.

  The PTO speed change shaft 83 is provided with a PTO speed change clutch 88, and power can be transmitted to the PTO speed change shaft 83 from any one of the gears 84 and 85 rotating at different rotational speeds by the operation of the PTO speed change clutch 88. Has been. Thus, the speed change state of the PTO speed change mechanism 80 can be changed in two stages, and the power after the speed change is transmitted to the PTO shaft 92 via the gears 89, 90, 91.

  In the transmission 20 configured as described above, when the “HMT mode” is selected from the two transmission modes “HMT mode” and “HST mode”, the transmission mode switching mechanism 30 causes the HMT clutch 33 to be “ON”. On the other hand, the HST clutch 34 is turned off.

  In this case, power from the engine 3 is transmitted from the pump output shaft 24 to the carrier 43 via the pump-side input gear 37 and the gear 43 a of the carrier 43. At the same time, transmission power by the HST 21 is transmitted from the motor output shaft 25 to the sun gear 42 via the motor side input gear 36 and the gear 45.

  Then, the power is transmitted from each of the carrier 43 and the sun gear 42 to the planetary gear 44, the power from the carrier 43 and the power from the sun gear 42 are combined, and this combined power is transmitted from the planetary gear 44 to the HMT clutch gear 41. Communicated. Next, since the HMT clutch 33 is engaged, power is transmitted from the HMT clutch gear 41 to the drive shaft 31.

  In this way, the power from the engine 3 and the power after the shift from the HST 21 are combined by the differential mechanism 40, and the combined power is transmitted from the drive shaft 31 to the rear wheel 7 via the auxiliary transmission mechanism 50 and the like. At the same time, it can be transmitted to the front wheels 6 via the front wheel speed increase switching mechanism 70 and the like.

  On the other hand, when the “HST mode” is selected from the two shift modes “HMT mode” and “HST mode”, the HMT clutch 33 is turned “off” by the shift mode switching mechanism 30, while the HST clutch 34 is turned off. Is "on".

  In this case, since the HST clutch 34 is “ON”, the power after shifting from the HST 21 is transmitted from the motor output shaft 25 to the HST clutch gear 32 via the gear 35.

  Similarly to the above, the power from the engine 3 and the power after shifting from the HST 21 are combined, and the HMT clutch gear 41 is also rotated by the power, but the HMT clutch 33 is set to “OFF”. Power is not transmitted from the gear 41 to the drive shaft 31.

  In this way, only the power after the shift from the HST 21 is transmitted from the drive shaft 31 to the rear wheel 7 via the auxiliary transmission mechanism 50 and the like, and can be transmitted to the front wheel 6 via the front wheel acceleration switching mechanism 70 and the like. .

Hereinafter, the accompanying rotation preventing means 100 provided in the transmission 20 will be described.
As shown in FIG. 3b, the follow-up prevention means 100 includes a bar 101, an output member 102, an HMT clutch piston 103, an HMT clutch spring 105, and the like.
For convenience, the left-right direction is determined as shown in the figure. The same applies to FIGS. 4 and 5.

The bar 101 is made of a rod-shaped steel material and is provided in the vicinity of the outer periphery of the output member 102 so as to be slidable in the left and right directions. One end of the bar 101 is disposed so as to be in contact with the non-operating side (right side) of the HMT clutch piston 103, and the other end of the bar 101 is disposed so as to be able to contact with the clutch plate 34 a of the HST clutch 34. In this way, the bar 101 is slid in conjunction with the “disconnect” operation of the HMT clutch 33 to fix the output member 102 to the HST clutch 34 side.
Note that the bar 101 has a length and hardness sufficient to engage the HST clutch 34.

The output member 102 is configured as a substantially cylindrical clutch case, and the drive shaft 31 is inserted into a shaft hole provided on the shaft center side and fixed. Cylinders are formed on both the left and right sides of the output member 102. The left cylinder houses the HMT clutch piston 103 and the HMT clutch spring 105, and the right cylinder houses the HST clutch piston 104 and the HST clutch spring 106. . At the center of the outer periphery of the output member 102, mounting holes for inserting the bar 101 in parallel with the shaft center are opened at predetermined intervals, and as shown in FIG. The bar 101 can be slid. A plurality of clutch plates 33a, 34a,... Are engaged with the left and right sides of the outer peripheral portion of the output member 102. As described above, the output member 102 is formed by integrally forming the output member of the HMT clutch 33 and the output member of the HST clutch.
Further, the right boss portion of the HMT clutch gear 41 is inserted into the left cylinder of the output member 102, and the clutch plates 41a, 41a,... 33a are alternately arranged. The left boss portion of the HST clutch gear 32 is inserted into the right cylinder of the output member 102, the clutch plates 32a, 32a,... Are engaged with the boss portion, and the clutch plates 34a, 34a,.・ Alternately arranged.
Thus, the output member 102 is configured to be able to transmit power from the HMT clutch gear 41 or the HST clutch gear 32 to the drive shaft 31 via the output member 102 in accordance with the speed change mode.

The HMT clutch piston 103 is an actuator for the HMT clutch 33, and is interposed between the output member 102 and the HMT clutch gear 41. An HMT clutch spring 105 is interposed between the output member 102 and the HMT clutch piston 103, and the HMT clutch piston 103 is urged in the non-operation side direction (right direction).
Further, a flange portion protruding outward is formed on the outer peripheral portion of the HMT clutch piston 103, and serves as a contact portion 103a with the bar 101. As shown in FIG. 3a, in the present embodiment, the contact portion 103a is protruded in four locations in the outward direction in accordance with the position of the mounting hole.
Thus, one end of the bar 101 can be brought into contact with the contact portion 103a and the other end can be brought into contact with the clutch plate 34a.

  The HST clutch piston 104 is an actuator of the HST clutch 34 and is interposed between the output member 102 and the HST clutch gear 32. An HST clutch spring 106 is interposed between the output member 102 and the HST clutch piston 104, and the HST clutch piston 104 is urged in the non-operation side direction (left direction).

When the “HMT mode” is selected from the two shift modes in the accompanying rotation preventing means 100 having the above-described configuration, as described above, the HMT clutch 33 is set to “ON” while the HST clutch 33 is set to HST. The clutch 34 is “disengaged”. As shown in FIG. 4, the HMT clutch piston 103 moves to the left while compressing the HMT clutch spring 105 by the hydraulic oil fed into the cylinder, and the clutch plates 33a, 41a,. Is pressed to make the clutch “ON”, while the HST clutch piston 104 is moved to the left by the return spring force of the HST clutch spring 106 when the hydraulic oil is discharged, and the clutch plate 32a of the HST clutch 34 is moved. The pressure contact of 34a... Is released and the clutch is disengaged.
On the other hand, when the “HST mode” is selected, the pressure contact of the clutch plates 33a, 41a,... Of the HMT clutch 33 is released in substantially the same manner as when the “HMT mode” is selected. On the other hand, the clutch plates 32a, 34a,...

When both the HMT clutch 33 and the HST clutch 34 are “disengaged”, as shown in FIG. 5, the hydraulic oil is discharged from the HMT clutch piston 103, thereby returning the return spring force of the HMT clutch spring 105. To move right. At this time, the left end of the bar 101 slidably provided on the output member 102 comes into contact with the contact portion 103a of the HMT clutch piston 103, and the bar 101 also moves to the right. Contacts the clutch plate 34a of the HST clutch 34. Then, since the clutch plates 32a and 34a of the HST clutch 34 are pressed against each other by the bar 101, the HST clutch 34 is in the “ON” state.
On the other hand, the HST clutch piston 104 does not press the clutch plates 32 a and 34 a of the HST clutch 34.
That is, when both of the HMT clutch 33 and the HST clutch 34 are “disengaged”, the force of the HMT clutch piston 103 forcibly returning to the neutral side by the return spring force of the HMT clutch spring 105 is used to The HST clutch 34 is set to “ON” by pressing the material 101.
Therefore, when the vehicle is stopped, the HST clutch 34 is in the same state as “ON” when the HMT clutch 33 is “OFF”, so the HMT clutch gear 41 rotates when the engine is operating, Even if the rotation of the drive shaft 31 via the clutch plates 33a, 41a,..., The output member 102 or the so-called rotation force acts on the rotation, the movable swash plate of the HST 21 is neutral. Since the motor output shaft 25 cannot be rotated because it is held in position, the drive shaft 31 does not rotate via the HST clutch gear 32, the clutch plates 32a, 34a,. No abnormal noise is generated when 50 shift operations are performed.

As described above, in the transmission 20 provided in the work vehicle 1, the accompanying rotation prevention means 100 is provided between the HMT clutch 33 and the HST clutch 34, so that the driving shaft 31 is rotated by the HMT clutch gear 41. Therefore, when the sub-transmission clutch 57 is operated by the sub-transmission lever 11, it is possible to prevent abnormal noise generated due to the rotation of the drive shaft 31 by the HMT clutch gear 41.
Further, the follow-up preventing means 100 is a contact portion 103 a in which a bar 101 is slidably provided on an output member 102 fixed to the drive shaft 31, and one end of the bar 101 is provided on the HMT clutch piston 103. Thus, the HMT clutch piston 103 is disposed so as to be able to contact the non-operating side, and the other end of the bar 101 is disposed so as to be able to contact the clutch plate 34a of the HST clutch 34. It is possible to prevent the accompanying rotation of the drive shaft 31 by the HMT clutch gear 41 only by providing 101, and to constitute a simple and inexpensive means for preventing the accompanying rotation.

The side view which shows the structure of the work vehicle provided with the transmission which concerns on one Embodiment of this invention. The figure which showed the structure of the power transmission mechanism of a working vehicle provided with the transmission which concerns on one Embodiment of this invention. FIG. 3A is a cross-sectional view showing the configuration of the accompanying rotation preventing means in the transmission (cross-sectional view taken along line BB in FIG. 3B), and FIG. 3B is a sectional view showing the configuration of the accompanying rotation preventing means in the transmission (FIG. 3A). AA line sectional view). The principal part sectional drawing of the accompanying rotation prevention means in a transmission. The principal part sectional drawing of the accompanying rotation prevention means in a transmission.

Explanation of symbols

1 Work vehicle 20 Transmission 21 HST
33 HMT clutch 34 HST clutch 100 Rotation preventing means 101 Bar 103 HMT clutch piston 104 HST clutch piston

Claims (2)

A hydraulic continuously variable transmission comprising a variable displacement hydraulic pump and a hydraulic motor, at least one of which has a movable swash plate;
A planetary gear mechanism that synthesizes and outputs the output of the hydraulic continuously variable transmission and the output of the engine;
An HST clutch disposed at the output of the hydraulic continuously variable transmission;
An HMT clutch disposed at the output of the planetary gear mechanism;
In a hydraulic-mechanical transmission comprising:
A hydraulic-mechanical transmission comprising a mechanism for preventing rotation of an output member of the HMT clutch between the HMT clutch and the HST clutch.   The anti-rotation means is configured such that a bar is slidably provided on the output member of the HMT clutch and the output member of the HST clutch which are integrally formed, and one end of the bar is an operating piston of the HMT clutch. 2. The hydraulic-mechanical transmission according to claim 1, wherein the hydraulic-mechanical transmission device is disposed so as to be capable of abutting on a non-operating side of the shaft, and the other end of the bar member is disposed so as to be abuttable with a clutch plate of the HST clutch. .

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