JP7275019B2 - Work machine power take-off device - Google Patents

Description

The present invention relates to a power take-off device for a working machine.

2. Description of the Related Art There is a power take-off device for a work machine that can change power from an input shaft to power having four different rotation speeds and take out the changed power by a power take-off shaft.
As a power take-off device for this type of work machine, there is one disclosed in Patent Document 1, for example. The one disclosed in Patent Document 1 includes a holder as an output shaft interlockingly connected to a power transmission shaft as an input shaft and a power take-off shaft (PTO shaft). 4 gears fixed to the transmission shaft, 4 idle gears loosely fitted in the holder while meshing with each of the 4 gears, and a linking pin that selectively interlocks the 4 idle gears with the holder. It is That is, the power of the transmission shaft is changed to power with four different rotational speeds by the four gear trains, is transmitted to the holder, and is then transmitted from the holder to the power take-off shaft.

Japanese Patent Publication No. 58-43624

In the case of a work machine, even if the engine installed is different and the rotation speed of the engine power input to the power take-off device changes, the power take-off shaft for each of the four speed stages will change depending on the driven device. It may be necessary to keep the set rotation speed without changing the rotation speed. In this case, in the conventional power take-off device, it is necessary to change the speed transmission ratio in the four gear trains, so it is necessary to prepare many gears with different outer diameters. The same applies when the rotational speed of the input engine power does not change, but the rotational speed of the power take-off shaft is changed in each of the four speed stages.

As a power take-off device capable of changing the rotational speed of the power take-off shaft in four stages, one having the configuration shown in FIG. 4 is conceivable.

That is, the input shaft 50 supports a first input shaft gear 51 and a second input shaft gear 52 so as to be relatively rotatable, and the output shaft 53 supports a first output shaft gear 54 and a second output shaft gear 55 so as to be relatively rotatable. do. A first relay transmission gear 56 and a second relay transmission gear 57 are provided on the first input shaft gear 51 between the input shaft 50 and the output shaft 53 . When the first input shaft gear 51 is interlocked with the input shaft 50 by the input shaft sleeve 58 and the first output shaft gear 54 is interlocked with the output shaft 53 by the output shaft sleeve 59, the power of the input shaft 50 is transferred to the input shaft. The power is transmitted to the output shaft 53 via the sleeve 58 , the first input shaft gear 51 , the first relay transmission gear 56 , the second relay transmission gear 57 , the first output shaft gear 54 and the output shaft sleeve 59 . It is transmitted to the take-out shaft 60 . When the first input shaft gear 51 is interlocked with the input shaft 50 by the input shaft sleeve 58 and the second output shaft gear 55 is interlocked with the output shaft 53 by the output shaft sleeve 59, the power of the input shaft 50 is transferred to the input shaft. The power is transmitted to the output shaft 53 via the sleeve 58 , the first input shaft gear 51 , the first relay transmission gear 56 , the second relay transmission gear 57 , the second output shaft gear 55 and the output shaft sleeve 59 . It is transmitted to the take-out shaft 60 . When the second input shaft gear 52 is interlocked with the input shaft 50 by the input shaft sleeve 58 and the first output shaft gear 54 is interlocked with the output shaft 53 by the output shaft sleeve 59, the power of the input shaft 50 is transferred to the input shaft. The power is transmitted to the output shaft 53 via the sleeve 58, the second input shaft gear 52, the first relay transmission gear 56, the second relay transmission gear 57, the first output shaft gear 54 and the output shaft sleeve 59, and the power is transmitted from the output shaft 53. It is transmitted to the take-out shaft 60 . When the second input shaft gear 52 is interlocked with the input shaft 50 by the input shaft sleeve 58 and the second output shaft gear 55 is interlocked with the output shaft 53 by the output shaft sleeve 59, the power of the input shaft 50 is transferred to the input shaft. The power is transmitted to the output shaft 53 via the sleeve 58, the second input shaft gear 52, the first relay transmission gear 56, the second relay transmission gear 57, the second output shaft gear 55, and the output shaft sleeve 59. It is transmitted to the take-out shaft 60 .

In this power take-off device, the first relay transmission gear 56 has a first gear portion that meshes with the first input shaft gear 51 and a second gear portion that meshes with the second input shaft gear 52. The relay transmission gear 57 has a first gear portion that meshes with the second gear portion of the first relay transmission gear 56 and the second output shaft gear 55, and a second gear portion that meshes with the first output shaft gear 54. have. In this power takeoff device as well, it is necessary to adjust the outer diameters of all the gears in order to adjust the rotational speed of the power takeoff shaft in each of the four speed stages.

SUMMARY OF THE INVENTION The present invention provides a power take-off device for a work machine capable of inexpensively adjusting the rotational speed of a power take-off shaft in each of four gear stages.

The present invention
an input shaft; an output shaft to which the power of the input shaft is transmitted; a power take-off shaft that is interlocked with the output shaft and extracts the power of the output shaft and outputs the power to a driven device; and a gear speed change mechanism for transmitting power to the output shaft by shifting power to power having four stages of different rotation speeds, wherein the gear speed change mechanism is provided with a gear for the input shaft. a first input shaft gear and a second input shaft gear having different diameters, which are rotatably supported by the input shaft in a state of being alternatively interlocked and connected to the output shaft; a first output shaft gear and a second output shaft gear having different diameters, a first gear portion meshing with the first input shaft gear, and the second input A first relay transmission gear having a second gear portion meshing with the shaft gear, a first gear portion meshing with the first output shaft gear, and a second relay transmission having a second gear portion meshing with the second output shaft gear. a gear and a gear train interlockingly connecting the first relay transmission gear and the second relay transmission gear , wherein the gear train is the first relay gear interlockingly connected to the first relay transmission gear; and only a second relay gear interlockingly connected to the second relay transmission gear in a state of meshing with the first relay gear, the first relay gear and the first gear of the first relay transmission gear and the second gear portion are supported by the same first relay support shaft, and the second relay gear and the first gear portion and the second gear portion of the second relay transmission gear are , supported by the same second relay support shaft, the first relay support shaft and the second relay support shaft are provided to extend in a direction along the longitudinal direction of the fuselage, and the gear train is supported by the first relay support shaft. A portion of the support shaft located on the rear side of the first gear portion and the second gear portion of the first intermediate transmission gear, and the second relay transmission gear of the second intermediate transmission shaft. and a portion positioned rearward of the first gear portion and the second gear portion .

According to this configuration, when the first input shaft gear is interlocked with the input shaft and the first output shaft gear is interlocked with the output shaft, the power of the input shaft is transferred to the first input shaft gear, the first relay transmission gear, The power is transmitted to the output shaft via the gear train, the second relay transmission gear and the first output shaft gear, and then transmitted from the output shaft to the power take-off shaft. When the first input shaft gear is interlocked with the input shaft and the second output shaft gear is interlocked with the output shaft, the power of the input shaft is transferred to the first input shaft gear, the first relay transmission gear, the gear train, the second The power is transmitted to the output shaft via the relay transmission gear and the second output shaft gear, and then transmitted from the output shaft to the power take-off shaft. When the second input shaft gear is interlocked with the input shaft and the first output shaft gear is interlocked with the output shaft, the power of the input shaft is transferred to the second input shaft gear, the first relay transmission gear, the gear train, the second The power is transmitted to the output shaft via the relay transmission gear and the first output shaft gear, and then transmitted from the output shaft to the power take-off shaft. When the second input shaft gear is interlocked with the input shaft and the second output shaft gear is interlocked with the output shaft, the power of the input shaft is transferred to the second input shaft gear, the first relay transmission gear, the gear train, the second The power is transmitted to the output shaft via the relay transmission gear and the second output shaft gear, and then transmitted from the output shaft to the power take-off shaft.

When power is transmitted from the input shaft to the output shaft in any of the four speed stages, the power passes through the gear train. Appropriately changing the speed transmission ratio in the train changes the first input shaft gear, the second input shaft gear, the first relay transmission gear, the second relay transmission gear, the first output shaft gear and the second output shaft gear. First of all, the power take-off shaft is driven at a constant rotational speed in each of the four speed stages. Further, for example, even if the rotational speed of the power input to the input shaft does not change, if the speed transmission ratio in the gear train is changed, the first input shaft gear, the second input shaft gear, the first relay transmission gear, Even without changing the second relay transmission gear, the first output shaft gear, and the second output shaft gear, the power take-off shaft is driven at the changed rotational speed in each of the four speed stages.
That is, it is possible to easily and inexpensively adjust the rotational speed of the power take-off shaft in each of the four speed stages simply by changing the gears in the gear train.

Further, according to this configuration, the structure of the gear train can be completed with a simple structure having only the first intermediate gear and the second intermediate gear.

Further, according to this configuration, the structure of the power take-off device can be made simple by providing a total of four support shafts, i.e., the input shaft, the first relay support shaft, the second relay support shaft, and the output shaft.

Further, according to this configuration, the gear train can be attached and detached from behind the first relay transmission gear and the second relay transmission gear, so that the gear train can be easily replaced.

It is a left side view showing the whole tractor. It is a diagram showing a power transmission structure. FIG. 4 is a cross-sectional view of the power take-off device in an unfolded state; FIG. 4 is a diagrammatic view of a power takeoff with a comparative structure;

An embodiment, which is an example of the present invention, will be described below with reference to the drawings.
In the following description, regarding the traveling vehicle body of a tractor (an example of a "work machine"), the direction of arrow F shown in FIG. , the direction of arrow D is defined as "bottom of the vehicle body", the direction toward the front side of the paper surface is defined as "left side of the vehicle body", and the direction toward the back side of the paper surface is defined as "right side of the vehicle body".

[Overall Configuration of Tractor]
As shown in FIG. 1, the tractor includes a traveling vehicle body 3 having a pair of left and right front wheels 1 steerable and drivable and a pair of left and right rear wheels 2 drivable. A driving portion 5 having an engine 4 is formed in the front portion of the traveling vehicle body 3 . A driving section 8 having a driver's seat 6 and a steering wheel 7 for steering the front wheels 1 is formed in the rear portion of the traveling vehicle body 3 . A driving unit 8 is provided with a cabin 9 covering a boarding space. A link mechanism 10 that connects various working devices (not shown) such as a rotary tillage device to the rear portion of the traveling vehicle body 3 so as to be able to move up and down, and a working device that is connected by extracting power from the engine 4 through a power take-off shaft 31. A power take-off device 30 is provided to output power toward (a device to be driven). The vehicle body frame of the traveling vehicle body 3 includes an engine 4, a transmission case 11 whose front part is connected to the rear part of the engine 4, supports the rear wheels 2, and a front wheel support frame 12 which is connected to the lower part of the engine 4 and supports the front wheels 1. It is composed by

[Configuration of power transmission]
Transmission of the power of the engine 4 to the front wheels 1, the rear wheels 2 and the power take-off shaft 31 is performed based on the power transmission structure shown in FIG.

That is, the power of the engine output shaft 4 a of the engine 4 is transmitted to the mission input shaft 11 a of the mission case 11 . The power of the transmission input shaft 11a is input to the forward/reverse switching device 13 and converted into forward power and reverse power. The converted forward power and reverse power are input to a main transmission 14 capable of shifting 8 speeds and subjected to main speed change, and the main-shifted power is input to a creep transmission 15 capable of shifting 2 speeds. The output of the creep transmission 15 is input to the sub-transmission 16 capable of three-speed shifting, and the sub-transmission is performed. The sub-shifted power is input to the rear wheel differential mechanism 17 and transmitted from the left and right output shafts 17 a of the rear wheel differential mechanism 17 to the left and right rear wheels 2 . A side brake 18 and a planetary speed reduction mechanism 19 are provided in a transmission system from the rear wheel differential mechanism 17 to the rear wheels 2 . Power from the auxiliary transmission 16 is transmitted to the front wheel transmission 20 through the input shaft 17b of the rear wheel differential mechanism 17, is transmitted from the front wheel transmission 20 to the front wheel differential mechanism 21, and is transmitted from the front wheel differential mechanism 21 to the left and right wheels. is transmitted to the front wheels 1 of the The front wheel transmission 20 is configured to be switchable among a disengaged state, a constant speed transmission state, and an increased speed transmission state. When the front wheel transmission 20 is switched to the off state, the output to the front wheel differential mechanism 21 is cut off, and the tractor is in a two-wheel drive state in which only the rear wheel 2 out of the front wheels 1 and rear wheels 2 is driven. become. When the front wheel transmission 20 is switched to the constant speed transmission state, the power from the input shaft 17b is output toward the front wheel differential mechanism 21 in the constant speed state, and the tractor operates at the average peripheral speed of the left and right front wheels 1. A four-wheel drive state is established in which the front wheels 1 and the rear wheels 2 are driven in a state in which the average peripheral speeds of the left and right rear wheels 2 are substantially equal. When the front wheel transmission 20 is switched to the speed increasing transmission state, the power from the input shaft 17b is increased and output to the front wheel differential mechanism 21, and the tractor operates so that the average peripheral speed of the left and right front wheels 1 is A four-wheel drive state is established in which the front wheels 1 and the rear wheels 2 are driven in a state faster than the average peripheral speed of the left and right rear wheels 2 .

The power of the mission input shaft 11a is transmitted through a front rotating shaft 22 whose front end is connected to the rear end of the mission input shaft 11a and a rear rotating shaft 23 whose front end is connected to the rear end of the front rotating shaft 22. It is transmitted to the work clutch 24 and from the work clutch 24 to the power take off device 30 .

[Configuration of power take-off device]
The power take-off device 30 is provided at the rear portion of the traveling vehicle body 3, as shown in FIG. The power take-off device 30 includes a power take-off case 32 formed at the rear portion of the transmission case 11, as shown in FIG. The power take-off case 32 is composed of the transmission case 11 and a gear case 32a detachably attached to the rear wall portion 11b of the transmission case 11 while closing an opening formed in the rear wall portion 11b. A power take-off shaft 31 protrudes rearward from the lower portion of the gear case 32a.

As shown in FIG. 3, an input shaft 33 is provided in the upper portion of the internal space S of the power take-off case 32 so as to extend in the longitudinal direction of the vehicle body. The input shaft 33 is rotatably supported by the gear case 32a and the support wall portion 34 located in front of the gear case 32a. The support wall portion 34 is connected to the gear case 32a via connecting rod portions (not shown) extending rearward from a plurality of locations on the periphery of the support wall portion 34, and is supported by the gear case 32a. A front portion of the input shaft 33 is interlocked with an output side member of the work clutch 30a. The power of the transmission input shaft 11 a , that is, the power of the engine 4 is transmitted to the input shaft 33 .

A first input shaft gear 35 is supported on the input shaft 33 so as to be relatively rotatable. A second input shaft gear 36 is rotatably supported on the input shaft 33 behind the first input shaft gear 35 . The first input shaft gear 35 and the second input shaft gear 36 are configured such that the diameter of the first input shaft gear 35 and the diameter of the second input shaft gear 36 are different. In this embodiment, the diameter of the first input shaft gear 35 is made larger than the diameter of the second input shaft gear 36 .

An input shaft sleeve 37 is supported by the input shaft 33 between the first input shaft gear 35 and the second input shaft gear 36 so as to be non-rotatable and slidable relative to the input shaft 33 . The input shaft sleeve 37 is slidably operated by the first shift fork 38 engaged with the outer peripheral portion of the input shaft sleeve 37 , so that the locking portion 35 a formed on the side portion of the first input shaft gear 35 is moved. and a state of engaging with the locking portion 36 a formed on the side portion of the second input shaft gear 36 . When the input shaft sleeve 37 is engaged with the locking portion 35a of the first input shaft gear 35, the input shaft sleeve 37 interlocks the first input shaft gear 35 with the input shaft 33, and the locking portion 36a of the second input shaft gear 36 is engaged. , the second input shaft gear 36 is interlocked with the input shaft 33 . The first input shaft gear 35 and the second input shaft gear 36 are alternatively coupled to the input shaft 33 by an input shaft sleeve 37 .

An output shaft 40 parallel to the input shaft 33 is provided below the input shaft 33 so as to extend in the longitudinal direction of the vehicle body. The output shaft 40 is rotatably supported by the gear case 32 a and the support wall portion 34 . The output shaft 40 is linked to the power take off shaft 31 by spline engagement between the rear portion 40 a of the output shaft 40 and the front portion 31 a of the power take off shaft 31 . The power of the output shaft 40 can be taken out by the power take-off shaft 31 .

A first output shaft gear 41 is supported on the output shaft 39 so as to be relatively rotatable. A second output shaft gear 42 is rotatably supported on the output shaft 39 behind the first output shaft gear 41 . The first output shaft gear 41 and the second output shaft gear 42 are configured such that the diameter of the first output shaft gear 41 and the diameter of the second output shaft gear 42 are different. In this embodiment, the diameter of the first output shaft gear 41 is made larger than the diameter of the second output shaft gear 42 .

Between the first output shaft gear 41 and the second output shaft gear 42, an output shaft sleeve 43 is supported by the output shaft 40 so as to be non-rotatable and slidable. The output shaft sleeve 43 is slidably operated by the second shift fork 44 engaged with the outer peripheral portion of the output shaft sleeve 43, whereby the locking portion 41a formed on the side portion of the first output shaft gear 41 is moved. and a state of engaging with the locking portion 42 a formed on the side portion of the second output shaft gear 42 . When the output shaft sleeve 43 is engaged with the engaging portion 41 a of the first output shaft gear 41 , the output shaft sleeve 43 interlocks the first output shaft gear 41 with the output shaft 40 and engages the engaging portion 42 a of the second output shaft gear 42 . , the second output shaft gear 42 is interlockingly connected to the output shaft 40 . The first output shaft gear 41 and the second output shaft gear 42 are alternatively coupled to the output shaft 40 by an output shaft sleeve 43 .

A first relay transmission gear 45 and a second relay transmission gear 46 are provided between the input shaft 33 and the output shaft 40 . The first relay transmission gear 45 supports a first gear portion 45a that meshes with the first input shaft gear 35, a second gear portion 45b that meshes with the second input shaft gear 36, the first gear portion 45a, and the second gear portion 45b. It has a first intermediate support shaft 45c. The first intermediate support shaft 45c is engaged with the first gear portion 45a and the second gear portion 45b by spline engagement, and also serves as a connecting member for interlockingly connecting the first gear portion 45a and the second gear portion 45b. ing. The first intermediate support shaft 45c is rotatably supported by the gear case 32a and the support wall portion 34 while extending in the longitudinal direction of the vehicle body. The first gear portion 45a and the second gear portion 45b are configured such that the diameter of the first gear portion 45a and the diameter of the second gear portion 45b are different. In this embodiment, the diameter of the first gear portion 45a is smaller than the diameter of the second gear portion 45b.

The second relay transmission gear 46 supports a first gear portion 46a that meshes with the first output shaft gear 41, a second gear portion 46b that meshes with the second output shaft gear 42, a first gear portion 46a, and a second gear portion 46b. It has a second intermediate support shaft 46c. The second intermediate support shaft 46c is formed integrally with the first gear portion 46a and is engaged with the second gear portion 46b by spline engagement to interlock the first gear portion 46a and the second gear portion 46b. It also serves as a connecting member. The second intermediate support shaft 46c is rotatably supported by the gear case 32a and the support wall portion 34 while extending in the longitudinal direction of the vehicle body. The first gear portion 46a and the second gear portion 46b are configured such that the diameter of the first gear portion 46a and the diameter of the second gear portion 46b are different. In this embodiment, the diameter of the first gear portion 46a is smaller than the diameter of the second gear portion 46b.

The first relay transmission gear 45 and the second relay transmission gear 46 are interlocked by a gear train 47 provided over the rear portion of the first relay transmission gear 45 and the rear portion of the second relay transmission gear 46 . Specifically, as shown in FIG. 3, the gear train 47 is arranged behind the first gear portion 45a and the second gear portion 45b of the first relay transmission gear 45 on the first relay support shaft 45c. and a portion 46r of the second intermediate transmission gear 46c located behind the first gear portion 46a and the second gear portion 46b of the second intermediate transmission gear 46. The gear train 47 can be attached to and removed from the first relay transmission gear 45 and the second relay transmission gear 46 from behind.

As shown in FIG. 3, the gear train 47 is interlocked with a first relay gear 47a interlockingly connected to the first relay transmission gear 45, and interlockingly connected with the second relay transmission gear 46 while meshing with the first relay gear 47a. It has only the second intermediate gear 47b that is The first relay gear 47 a is engaged with the first relay support shaft 45 c by spline engagement, and is interlocked with the first relay transmission gear 45 . The first relay gear 47a and the first gear portion 45a and the second gear portion 45b of the first relay transmission gear 45 are supported by a first relay shaft 45c, which is the same shaft. The second intermediate gear 47b is engaged with the second intermediate support shaft 46c by spline engagement, and is interlocked with the second intermediate transmission gear 46. As shown in FIG. The second relay gear 47b and the first gear portion 46a and the second gear portion 46b of the second relay transmission gear 46 are supported by a second relay shaft 46c, which is the same shaft.

First input shaft gear 35, second input shaft gear 36, input shaft sleeve 37, first relay transmission gear 45, gear train 47, second relay transmission gear 46, first output shaft gear 41, second output shaft gear 42 , the output shaft sleeve 43 constitutes a gear transmission mechanism M for transmitting the power of the input shaft 33 to the output shaft 40 by shifting the power of the input shaft 33 into power having four different rotational speeds.

In the power take-off device 30, a first input shaft gear 35 and a second input shaft gear 36 are alternatively interlocked with the input shaft 33 by an input shaft sleeve 37, and a first output shaft gear 41 and a second output shaft are connected. The gear 42 is alternatively interlocked with the output shaft 40 by the output shaft sleeve 43, so that the gear transmission mechanism M is switched to the first, second, third, and fourth shift states. Instead, the rotational speed of the power take-off shaft 31 is changed in four stages.

That is, when the first input shaft gear 35 is interlocked with the input shaft 33 by the input shaft sleeve 37 and the first output shaft gear 41 is interlocked with the output shaft 40 by the output shaft sleeve 43, the gear transmission mechanism M is operated as the first gear. 1 shift state. When the gear transmission mechanism M is in the first speed change state, the power of the input shaft 33 is transferred to the input shaft sleeve 37, the first input shaft gear 35, the first relay transmission gear 45, the gear train 47, the second relay transmission gear 46, the first The power is transmitted to the output shaft 40 via the output shaft gear 41 and the output shaft sleeve 43, and the power take-off shaft 31 is driven at the rotational speed set by the first shift state.

When the first input shaft gear 35 is interlocked with the input shaft 33 by the input shaft sleeve 37, and the second output shaft gear 42 is interlocked with the output shaft 40 by the output shaft sleeve 43, the gear transmission mechanism M shifts to the second shift. become a state. When the gear transmission mechanism M is in the second speed change state, the power of the input shaft 33 is transferred to the input shaft sleeve 37, the first input shaft gear 35, the first relay transmission gear 45, the gear train 47, the second relay transmission gear 46, the second The power is transmitted to the output shaft 40 via the output shaft gear 42 and the output shaft sleeve 43, and the power take-off shaft 31 is driven at the rotation speed set by the second shift state.

When the second input shaft gear 36 is interlocked with the input shaft 33 by the input shaft sleeve 37, and the first output shaft gear 41 is interlocked with the output shaft 40 by the output shaft sleeve 43, the gear transmission mechanism M shifts to the third shift. become a state. When the gear transmission mechanism M is in the third speed change state, the power of the input shaft 33 is transferred to the input shaft sleeve 37, the second input shaft gear 36, the first relay transmission gear 45, the gear train 47, the second relay transmission gear 46, the first The power is transmitted to the output shaft 40 via the output shaft gear 41 and the output shaft sleeve 43, and the power take-off shaft 31 is driven at the rotational speed set by the third shift state.

When the second input shaft gear 36 is interlocked with the input shaft 33 by the input shaft sleeve 37 and the second output shaft gear 42 is interlocked with the output shaft 40 by the output shaft sleeve 36, the gear transmission mechanism M is shifted to the fourth gear. to shift gears. When the gear transmission mechanism M is in the fourth speed change state, the power of the input shaft 33 is transferred to the input shaft sleeve 37, the second input shaft gear 36, the first relay transmission gear 45, the gear train 47, the second relay transmission gear 46, the second The power is transmitted to the output shaft 40 via the output shaft gear 42 and the output shaft sleeve 43, and the power take-off shaft 31 is driven at the rotational speed set by the fourth shift state.

[Another embodiment]
(1) In the above-described embodiment, the gear train 47 has only the first intermediate gear 47a and the second intermediate gear 47b, but may have three or more intermediate gears.

(2) In the above-described embodiment, the first relay gear 47a and the first gear portion 45a and the second gear portion 45b of the first relay transmission gear 45 are supported by the same first relay shaft 45c. An example in which the intermediate gear 47b and the first gear portion 46a and the second gear portion 46b of the second intermediate transmission gear 46 are supported by the same second intermediate support shaft 46c has been shown, but the present invention is not limited to this. For example, the first relay gear 47a and the first gear portion 45a and the second gear portion 45b of the first relay transmission gear 45 are supported by different support shafts, and the second relay gear 47b and the second relay transmission gear 46 are supported by separate support shafts. The first gear portion 46a and the second gear portion 46b may be supported by different spindles. The first relay gear 47a and the first gear portion 45a and the second gear portion 45b of the first relay transmission gear 45 are supported by the same first relay shaft 45c. The first gear portion 46a and the second gear portion 46b of the relay transmission gear 46 may be supported by separate spindles. The second relay gear 47b and the first gear portion 46a and the second gear portion 46b of the second relay transmission gear 46 are supported by the same second relay shaft 46c. The first gear portion 45a and the second gear portion 45b of the relay transmission gear 45 may be supported by different spindles.

(3) In the above-described embodiment, the example in which the gear train 47 is provided over the rear portion 45r of the first intermediate support shaft 45c and the rear portion 46r of the second intermediate support shaft 46c is shown. A portion of the intermediate support shaft 45c on the front side of the first gear portion 45a and the second gear portion 45b, and a portion of the second intermediate support shaft 46c on the front side of the first gear portion 46a and the second gear portion 46b. and may be provided over.

(4) In the above-described embodiment, the first relay support shaft 45c of the first relay transmission gear 45 also serves as a connecting shaft for interlockingly connecting the first gear portion 45a and the second gear portion 45b. Although the second relay support shaft 46c of the transmission gear 46 also serves as a connecting shaft for interlockingly connecting the first gear portion 46a and the second gear portion 46b, the present invention is not limited to this. In each of the first relay transmission gear 45 and the second relay transmission gear 46, the first gear portions 45a and 46a and the second gear portions 45b and 46b are provided in a state of being formed integrally or in a state of being linked and connected by a connecting member, A configuration in which the first gear portions 45a, 46a and the second gear portions 45b, 46b are supported by dedicated support shafts may be adopted. In this case, the gear train 47 is not connected to the support shafts of the first gear portions 45a, 46a and the second gear portions 45b, 46b, and the first gear portions 45a, 46a and the second gear portions 45b, 46b are interlocked and connected. It will be interlockingly connected to the member.

The present invention comprises an input shaft, an output shaft to which the power of the input shaft is transmitted, a power take-off shaft that is interlocked with the output shaft and extracts the power of the output shaft and outputs the power to a driven device, and an input shaft. The present invention can be applied to a power take-off device for various work machines provided with a gear transmission mechanism for transmitting power to an output shaft after changing the speed of the power to four stages of different rotational speeds.

31 power take-off shaft 33 input shaft 35 first input shaft gear 36 second input shaft gear 40 output shaft 41 first output shaft gear 42 second input shaft gear 45 first relay transmission gear 45a first gear section 45b second gear Part 45c First Relay Support Shaft 45r Part 46 Second Relay Transmission Gear 46a First Gear Part 46b Second Gear Part 46c Second Relay Support Shaft 46r Part 47 Gear Train 47a First Relay Gear 47b Second Relay Gear M Gear Transmission Mechanism

Claims (1)

an input shaft; an output shaft to which the power of the input shaft is transmitted; a power take-off shaft that is interlocked with the output shaft and extracts the power of the output shaft and outputs the power to a driven device; A power take-off device for a work machine, comprising: a gear transmission mechanism for transmitting power to the output shaft after changing the speed of the power to power having four stages of different rotation speeds,
In the gear transmission mechanism,
a first input shaft gear and a second input shaft gear having different diameters, which are rotatably supported relative to the input shaft in a state of being alternatively interlocked with the input shaft;
a first output shaft gear and a second output shaft gear having different diameters, which are rotatably supported relative to the output shaft in a state of being alternatively interlocked with the output shaft;
a first relay transmission gear having a first gear portion meshing with the first input shaft gear and a second gear portion meshing with the second input shaft gear;
a second relay transmission gear having a first gear portion meshing with the first output shaft gear and a second gear portion meshing with the second output shaft gear;
a gear train interlockingly connecting the first relay transmission gear and the second relay transmission gear ,
The gear train includes only a first relay gear interlockingly connected to the first relay transmission gear, and a second relay gear interlockingly connected to the second relay transmission gear while meshing with the first relay gear. have
The first relay gear and the first gear portion and the second gear portion of the first relay transmission gear are supported by the same first relay spindle,
the second relay gear and the first gear portion and the second gear portion of the second relay transmission gear are supported by the same second relay spindle;
the first intermediate support shaft and the second intermediate support shaft are provided to extend in a direction along the longitudinal direction of the fuselage,
The gear train includes a portion of the first intermediate support shaft positioned rearward of the first gear portion and the second gear portion of the first intermediate transmission gear, and a portion of the second intermediate support shaft. A power take-off device for a working machine provided over a portion of the second relay transmission gear located on the rear side of the first gear portion and the second gear portion.

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