阅读说明：本技术 Hmt构造 (HMT structure ) 是由 东泊良隆 清冈晃司 于 2019-05-24 设计创作，主要内容包括：在本发明的HMT构造中,在变速操作杆位于零速位置时,行星齿轮机构的输出要素的输出成为零速,随着将变速操作杆从零速位置分别向前进侧及后退侧操作而输出要素的输出向前进侧及后退侧增速。在HMT构造中具备使从输出要素向HMT输出轴的动力传递接合脱离的离合器机构,所述离合器机构在对变速操作杆进行着沿着第1操作方向的变速操作时成为动力传递状态,在将变速操作杆从零速位置沿着与第1操作方向不同的第2操作方向向离合器解除位置操作时成为动力切断状态。(In the HMT structure of the present invention, when the shift lever is in the zero-speed position, the output of the output element of the planetary gear mechanism becomes zero-speed, and the output of the output element increases in the forward and reverse directions as the shift lever is operated from the zero-speed position to the forward and reverse sides, respectively. The HMT structure includes a clutch mechanism for engaging and disengaging power transmission from the output element to the HMT output shaft, and the clutch mechanism is in a power transmission state when a shift operation lever is subjected to a shift operation in a 1 st operation direction and is in a power cutoff state when the shift operation lever is operated from a zero speed position to a clutch release position in a 2 nd operation direction different from the 1 st operation direction.)

1. An HMT construction characterized in that,

the HMT structure is provided with: an HST that continuously shifts and outputs rotational power input from a drive source; a planetary gear mechanism that inputs rotational power from the drive source and rotational power from the HST to the 1 st and 2 nd elements, respectively, and combines the rotational power of the 1 st and 2 nd elements and outputs the resultant rotational power from the 3 rd element; an HMT output shaft; a clutch mechanism that disengages the power transmission from the 3 rd element to the HMT output shaft; and a shift operation lever that performs a shift operation of the HST,

the shift lever is capable of performing a shift operation in a 1 st operation direction toward a forward side and a reverse side with a zero-speed position interposed therebetween, and a clutch engagement/disengagement operation between a clutch engagement position and a clutch release position in a 2 nd operation direction different from the 1 st operation direction, and capable of performing a shift operation in the 1 st operation direction only in a state of being located at the clutch engagement position, and capable of performing a clutch engagement/disengagement operation in the 2 nd operation direction only in a state of being located at the zero-speed position,

the HST and the planetary gear mechanism are configured such that when the shift lever is at a zero-speed position, the rotational power output from the 3 rd element becomes zero-speed, and the rotational power output from the 3 rd element increases in speed toward the forward side and the reverse side, respectively, as the shift lever is operated from the zero-speed position toward the forward side and the reverse side,

the clutch mechanism engages and disengages power transmission to the HMT output shaft when the shift operating lever is in a clutch engagement position and a clutch release position, respectively.

2. HMT construction according to claim 1,

the HMT structure includes a brake mechanism that operatively applies a braking force to the HMT output shaft,

the shift operating lever is capable of a brake engagement/disengagement operation between a brake engagement position and a brake release position in a 3 rd operating direction different from the 2 nd operating direction only in a state of being located at the clutch release position, and is capable of a clutch engagement/disengagement operation in the 2 nd operating direction only in a state of being located at the brake release position,

the brake mechanism is configured to operatively apply and release a braking force to the HMT output shaft when the shift lever is in the brake engagement position and the brake release position, respectively.

3. An HMT construction characterized in that,

the HMT structure is provided with: an HST that continuously shifts and outputs rotational power input from a drive source; a planetary gear mechanism that inputs rotational power from the drive source and rotational power from the HST to the 1 st and 2 nd elements, respectively, and combines the rotational power of the 1 st and 2 nd elements and outputs the resultant rotational power from the 3 rd element; an HMT output shaft; a clutch mechanism that disengages the power transmission from the 3 rd element to the HMT output shaft; a brake mechanism operatively applying a braking force to the HMT output shaft; and a shift operation lever that performs a shift operation of the HST,

the shift lever is capable of performing a shift operation in a 1 st operation direction toward a forward side and a reverse side with a zero-speed position interposed therebetween, and a clutch engagement/disengagement operation between a clutch engagement position and a clutch release position in a 2 nd operation direction different from the 1 st operation direction, and capable of performing a shift operation in the 1 st operation direction only in a state of being located at the clutch engagement position, and capable of performing a clutch engagement/disengagement operation in the 2 nd operation direction only in a state of being located at the zero-speed position,

the HST and the planetary gear mechanism are configured such that when the shift lever is at a zero-speed position, the rotational power output from the 3 rd element becomes zero-speed, and the rotational power output from the 3 rd element increases in speed toward the forward side and the reverse side, respectively, as the shift lever is operated from the zero-speed position toward the forward side and the reverse side,

when the shift lever is in a clutch engaged position, the clutch mechanism engages power transmission to the HMT output shaft and the brake mechanism releases operative braking force to the HMT output shaft, while when the shift lever is in a clutch released position, the clutch mechanism disconnects power transmission to the HMT output shaft and the brake mechanism operatively applies braking force to the HMT output shaft.

4. HMT construction according to claim 2 or 3,

the clutch mechanism includes: a clutch drive member supported by the HMT output shaft so as to be rotatable with respect to the HMT output shaft in a state of being operatively coupled to the 3 rd element; a clutch engagement/disengagement member that can selectively obtain an engaged state in which power transmission from the clutch drive member to the HMT output shaft is performed and a disengaged state in which the power transmission is interrupted; and a clutch switching member that switches an operating state of the clutch engagement and disengagement member,

the brake mechanism includes: a brake rotating member that is supported on the HMT output shaft so as to be non-rotatably relative to the HMT output shaft so as to rotate integrally with the HMT output shaft; a brake fixing member provided to be non-rotatable; a brake engagement and disengagement member that is capable of selectively achieving a braking force application state in which the brake rotation member is operatively engaged with the brake fixing member to operatively apply a braking force to the HMT output shaft and a braking force release state in which the braking force is released; and a brake switching member that switches an operating state in which the brake is engaged and disengaged.

5. HMT construction according to claim 2 or 3,

the clutch mechanism includes: a clutch drive member supported by the HMT output shaft so as to be rotatable with respect to the HMT output shaft in a state of being operatively coupled to the 3 rd element; and a clutch engagement/disengagement member that can selectively obtain an engaged state in which power transmission from the clutch drive member to the HMT output shaft is performed and a disengaged state in which the power transmission is interrupted,

the brake mechanism includes: a brake rotating member that is supported on the HMT output shaft so as to be non-rotatably relative to the HMT output shaft so as to rotate integrally with the HMT output shaft; a brake fixing member provided to be non-rotatable; and a brake engagement/disengagement member that is capable of selectively obtaining a braking force application state in which the brake rotation member is operatively engaged with the brake fixing member to operatively apply a braking force to the HMT output shaft and a braking force release state in which the braking force is released.

The clutch engagement and disengagement member and the brake engagement and disengagement member are switched in operation by a single clutch-brake switching member.

6. HMT construction according to claim 2 or 3,

the HMT structure includes a housing that houses the HST, the planetary gear mechanism, the clutch mechanism, and the brake mechanism.

7. HMT construction according to claim 2,

the shift operating lever includes: a 1 st operation shaft, the 1 st operation shaft being supported to be rotatable around an axis; a 2 nd operation shaft, the 2 nd operation shaft being supported by the 1 st operation shaft in a state of being orthogonal to the 1 st operation shaft; a lever main body that is manually operated; and a connecting member that connects a base end portion of the lever main body to the 2 nd operation shaft, the lever main body, the connecting member, the 2 nd operation shaft, and the 1 st operation shaft being integrally rotatable about an axis of the 1 st operation shaft, while the lever main body and the connecting member being rotatable about an axis of the 2 nd operation shaft,

a clutch engagement/disengagement operation in a 2 nd operation direction occurs by rotating the lever main body and the connecting member about the axis of the 2 nd operation shaft in a state where the lever main body, the connecting member, the 2 nd operation shaft, and the 1 st operation shaft are located at a zero speed position about the axis of the 1 st operation shaft,

the shift operation in the 1 st operating direction occurs by rotating the lever main body, the connecting member, the 2 nd operating shaft, and the 1 st operating shaft about the axis of the 1 st operating shaft in a state where the lever main body and the connecting member are located at the clutch engagement position about the axis of the 2 nd operating shaft, and the brake engagement/disengagement operation in the 3 rd operating direction occurs by rotating the lever main body, the connecting member, the 2 nd operating shaft, and the 1 st operating shaft about the axis of the 1 st operating shaft in a state where the lever main body and the connecting member are located at the clutch release position about the axis of the 2 nd operating shaft.

8. HMT construction according to claim 7,

the shift operating lever includes an urging member that urges the lever main body and the coupling member about an axis of the 2 nd operating shaft to a clutch engagement position.

9. HMT construction according to claim 3,

the shift operating lever includes: a 1 st operation shaft, the 1 st operation shaft being supported to be rotatable around an axis; a 2 nd operation shaft, the 2 nd operation shaft being supported by the 1 st operation shaft in a state of being orthogonal to the 1 st operation shaft; a lever main body that is manually operated; and a connecting member that connects a base end portion of the lever main body to the 2 nd operation shaft, the lever main body, the connecting member, the 2 nd operation shaft, and the 1 st operation shaft being integrally rotatable about an axis of the 1 st operation shaft, while the lever main body and the connecting member being rotatable about an axis of the 2 nd operation shaft,

a clutch engagement/disengagement operation in a 2 nd operation direction occurs by rotating the lever main body and the connecting member about the axis of the 2 nd operation shaft in a state where the lever main body, the connecting member, the 2 nd operation shaft, and the 1 st operation shaft are located at a zero speed position about the axis of the 1 st operation shaft,

a shifting operation in a 1 st operating direction occurs by rotating the lever main body, the connecting member, the 2 nd operating shaft, and the 1 st operating shaft about the axis of the 1 st operating shaft in a state where the lever main body and the connecting member are located at a clutch engagement position about the axis of the 2 nd operating shaft.

10. HMT construction according to claim 9,

the shift operating lever includes an urging member that urges the lever main body and the coupling member to a clutch release position about an axis of the 2 nd operating shaft.

Technical Field

The present invention relates to a hydrostatic mechanical continuously variable transmission structure (HMT structure) including a hydrostatic continuously variable transmission mechanism (HST) and a planetary gear mechanism.

Background

The HMT structure in which the HST and the planetary gear mechanism are combined is suitable for a travel system transmission path of a work vehicle such as a combine (combine) or a tractor (tractor).

For example, japanese patent No. 5822761 (hereinafter, referred to as patent document 1) discloses a work vehicle in which an HMT structure is applied to a travel system power transmission path, the HMT structure being configured such that an output rotational power of a planetary gear mechanism is set to a zero speed by shifting an HST to a set intermediate speed between a reverse-side highest speed and a neutral speed, the output rotational power of the planetary gear mechanism is increased to a reverse side as the HST is shifted from the set intermediate speed to the reverse-side highest speed, and the output of the planetary gear mechanism is increased to a forward side as the HST is shifted from the set intermediate speed to the normal-side highest speed via the neutral speed.

The HMT structure described in patent document 1 is useful in that the work vehicle can be driven to travel in both forward and reverse directions by the shift operation of the HST without separately providing a forward/reverse switching mechanism in the work vehicle to which the HMT structure is applied.

However, the conventional HMT configuration has the following problems: it is difficult to bring the output into a zero speed state (the output rotational power of the planetary gear mechanism is in a zero speed state), and in the case of being applied to the traveling system power transmission path, it is difficult to bring the traveling stop state of the work vehicle into existence.

That is, in order to bring the output of the conventional HMT structure to a zero-speed state, it is necessary to manufacture the HST and the link mechanism of the HST and the shift lever so that the output rotational power of the HST accurately becomes a set intermediate speed when the shift lever for performing a shift operation on the HST is located at a set intermediate speed position corresponding to the set intermediate speed of the HST, and strictly manufacture and assemble the HST and the planetary gear mechanism so that the output rotational power of the planetary gear mechanism becomes a zero-speed when the output rotational power of the set intermediate speed is input from the HST.

Further, in the work vehicle in which the HMT structure is provided in the drive train transmission path, there is a problem that it is difficult to pull the work vehicle at the time of a failure or the like.

That is, when towing a work vehicle having the HMT structure provided in a travel system transmission path, the hydraulic motor of the HST operatively connected to the travel member (i.e., the actuation of the HST) is forcibly rotated by the rotation of the travel member. Here, the hydraulic motor is connected to a drive source such as an engine by a hydraulic pump of the HST that is fluidly connected through a pair of hydraulic oil lines, and is in a state of being unable to rotate freely.

Therefore, when the hydraulic motor is forcibly rotated in accordance with the rotation of the travel member during the towing of the work vehicle, the discharge oil from the hydraulic motor flows into one of the pair of hydraulic oil lines in a state where the hydraulic pump cannot be rotated due to the operational connection with the drive source, and the rotation of the hydraulic motor is inhibited by the hydraulic pressure of the one hydraulic oil line.

Disclosure of Invention

The present invention has been made in view of the above-described conventional technology, and an object thereof is to provide an HMT structure including an HST and a planetary gear mechanism, which can output bidirectional rotational power on the forward side and the reverse side and can reliably bring about an output zero state.

In order to achieve the above object, a 1 st aspect of the present invention provides an HMT structure including: an HST that continuously shifts and outputs rotational power input from a drive source; a planetary gear mechanism that inputs rotational power from the drive source and rotational power from the HST to the 1 st and 2 nd elements, respectively, and combines the rotational power of the 1 st and 2 nd elements and outputs the resultant rotational power from the 3 rd element; an HMT output shaft; a clutch mechanism that disengages the power transmission from the 3 rd element to the HMT output shaft; and a shift lever that performs a shift operation of the HST, the shift lever being capable of a shift operation in a 1 st operation direction toward a forward side and a reverse side via a zero-speed position, and a clutch engagement/disengagement operation between a clutch engagement position and a clutch release position in a 2 nd operation direction different from the 1 st operation direction, the shift operation being capable of a shift operation in the 1 st operation direction only when the shift lever is located at the clutch engagement position, and the clutch engagement/disengagement operation in the 2 nd operation direction only when the shift lever is located at the zero-speed position, wherein the HST and the planetary gear mechanism are configured such that, when the shift lever is located at the zero-speed position, rotational power output from the 3 rd element becomes zero-speed, and the shift lever is operated toward the forward side and the reverse side from the zero-speed position, and the rotational power output from the 3 rd element is increased in speed toward the forward direction and the reverse direction, respectively, and the clutch mechanism is configured to engage and disengage power transmission to the HMT output shaft when the shift lever is at the clutch engagement position and the clutch release position, respectively.

According to the HMT structure of claim 1 of the present invention, the HMT output shaft can output bidirectional rotational power on the forward side and the reverse side, and the output zero state of the HMT output shaft can be reliably made.

Therefore, when the HMT structure is applied to the travel system power transmission path of the work vehicle, the vehicle can be advanced and retracted without separately providing the work vehicle with an advance/retraction switching mechanism, and the work vehicle can be reliably prevented from moving at a creep speed against the intention of the operator. Further, when the clutch mechanism is in the power transmission interrupted state, the traveling member of the work vehicle is in a free state in which the traveling member is rotatable with respect to the HST, and therefore the work vehicle can be easily forcibly towed.

Preferably, the HMT structure according to claim 1 may include a brake mechanism that applies a braking force to the HMT output shaft in an operative manner (japanese rotation).

In this case, the shift lever is capable of performing a brake engagement/disengagement operation between the brake engagement position and the brake release position in a 3 rd operation direction different from the 2 nd operation direction only in a state in which the shift lever is located at the clutch release position, and is capable of performing a clutch engagement/disengagement operation in the 2 nd operation direction only in a state in which the shift lever is located at the brake release position, and the brake mechanism is configured to apply and release a braking force to and from actuation of the HMT output shaft when the shift lever is located at the brake engagement position and the brake release position, respectively.

Preferably, the 3 rd operating direction is parallel to the 1 st operating direction.

In order to achieve the above object, a 2 nd aspect of the present invention provides an HMT structure including: an HST that continuously shifts and outputs rotational power input from a drive source; a planetary gear mechanism that inputs rotational power from the drive source and rotational power from the HST to the 1 st and 2 nd elements, respectively, and combines the rotational power of the 1 st and 2 nd elements and outputs the resultant rotational power from the 3 rd element; an HMT output shaft; a clutch mechanism that disengages the power transmission from the 3 rd element to the HMT output shaft; a brake mechanism operatively applying a braking force to the HMT output shaft; and a shift lever that performs a shift operation of the HST, the shift lever being capable of a shift operation in a 1 st operation direction toward a forward side and a reverse side via a zero-speed position, and a clutch engagement/disengagement operation between a clutch engagement position and a clutch release position in a 2 nd operation direction different from the 1 st operation direction, the shift operation being capable of a shift operation in the 1 st operation direction only when the shift lever is located at the clutch engagement position, and the clutch engagement/disengagement operation in the 2 nd operation direction only when the shift lever is located at the zero-speed position, wherein the HST and the planetary gear mechanism are configured such that, when the shift lever is located at the zero-speed position, rotational power output from the 3 rd element becomes zero-speed, and the shift lever is operated toward the forward side and the reverse side from the zero-speed position, the rotational power output from the 3 rd element increases in speed toward the forward side and the reverse side, respectively, and when the shift lever is in the clutch engagement position, the clutch mechanism engages the power transmission to the HMT output shaft and the brake mechanism releases the braking force for the operability of the HMT output shaft, while when the shift lever is in the clutch release position, the clutch mechanism interrupts the power transmission to the HMT output shaft and the brake mechanism applies the braking force for the operability of the HMT output shaft.

According to the HMT structure of claim 2 of the present invention, the HMT output shaft can output bidirectional rotational power on the forward side and the reverse side, and the output zero state of the HMT output shaft can be reliably made.

Therefore, when the HMT structure is applied to the travel system power transmission path of the work vehicle, the vehicle can be advanced and retracted without separately providing the work vehicle with an advance/retraction switching mechanism, and the work vehicle can be reliably prevented from moving at a creep speed against the intention of the operator.

In the aspect of claim 1 provided with the brake mechanism and in the aspect of claim 2, for example, the clutch mechanism includes: a clutch drive member supported by the HMT output shaft so as to be rotatable with respect to the HMT output shaft in a state of being operatively coupled to the 3 rd element; a clutch engagement/disengagement member that can selectively obtain an engaged state in which power transmission from the clutch drive member to the HMT output shaft is performed and a disengaged state in which the power transmission is interrupted; and a clutch switching member that switches an operating state of the clutch engagement and disengagement member, the brake mechanism having: a brake rotating member that is supported on the HMT output shaft so as to be non-rotatably relative to the HMT output shaft so as to rotate integrally with the HMT output shaft; a brake fixing member provided to be non-rotatable; a brake engagement and disengagement member that is capable of selectively achieving a braking force application state in which the brake rotation member is operatively engaged with the brake fixing member to operatively apply a braking force to the HMT output shaft and a braking force release state in which the braking force is released; and a brake switching member that switches an operating state in which the brake is engaged and disengaged.

Instead, the clutch mechanism may have: a clutch drive member supported by the HMT output shaft so as to be rotatable with respect to the HMT output shaft in a state of being operatively coupled to the 3 rd element; and a clutch engagement/disengagement member that can selectively obtain an engaged state in which power transmission from the clutch drive member to the HMT output shaft is performed and a disengaged state in which the power transmission is interrupted, the brake mechanism including: a brake rotating member that is supported on the HMT output shaft so as to be non-rotatably relative to the HMT output shaft so as to rotate integrally with the HMT output shaft; a brake fixing member provided to be non-rotatable; and a brake engagement/disengagement member that is capable of selectively obtaining a braking force application state in which the brake rotation member is operatively engaged with the brake fixing member to operatively apply a braking force to the HMT output shaft and a braking force release state in which the braking force is released.

In this case, the clutch engagement and disengagement member and the brake engagement and disengagement member are switched in operation by a single clutch/brake switching member.

In the above various configurations, the HMT structure may include a housing that houses the HST, the planetary gear mechanism, the clutch mechanism, and the brake mechanism.

The shift operating lever may include: a 1 st operation shaft, the 1 st operation shaft being supported to be rotatable around an axis; a 2 nd operation shaft, the 2 nd operation shaft being supported by the 1 st operation shaft in a state of being orthogonal to the 1 st operation shaft; a lever main body that is manually operated; and a connecting member that connects a base end portion of the lever main body to the 2 nd operation shaft, wherein the lever main body, the connecting member, the 2 nd operation shaft, and the 1 st operation shaft are integrally rotatable about an axis of the 1 st operation shaft, and the lever main body and the connecting member are rotatable about an axis of the 2 nd operation shaft.

In one aspect, a clutch engagement/disengagement operation in the 2 nd operation direction occurs by rotating the lever main body and the coupling member about the axis of the 2 nd operation shaft in a state where the lever main body, the coupling member, the 2 nd operation shaft, and the 1 st operation shaft are located at a zero speed position about the axis of the 1 st operation shaft, a shift operation in the 1 st operation direction occurs by rotating the lever main body, the coupling member, the 2 nd operation shaft, and the 1 st operation shaft about the axis of the 1 st operation shaft in a state where the lever main body and the coupling member are located at a clutch engagement position about the axis of the 2 nd operation shaft, and a shift operation in the 1 st operation direction occurs by rotating the lever main body and the coupling member about the axis of the 2 nd operation shaft in a clutch release position, The connecting member, the 2 nd operating shaft, and the 1 st operating shaft rotate about the 1 st operating shaft axis, so that a brake engagement/disengagement operation in the 3 rd operating direction occurs.

Preferably, the shift operating lever of the one aspect may include an urging member that urges the lever main body and the coupling member to a clutch engagement position about an axis of the 2 nd operating shaft.

In another aspect, the clutch engagement/disengagement operation in the 2 nd operating direction occurs by rotating the lever main body and the coupling member about the axis of the 2 nd operating shaft in a state where the lever main body, the coupling member, the 2 nd operating shaft, and the 1 st operating shaft are located at a zero speed position about the axis of the 1 st operating shaft, and the gear shift operation in the 1 st operating direction occurs by rotating the lever main body, the coupling member, the 2 nd operating shaft, and the 1 st operating shaft about the axis of the 1 st operating shaft in a state where the lever main body and the coupling member are located at a clutch engagement position about the axis of the 2 nd operating shaft.

Preferably, the shift operating lever of the other aspect may include an urging member that urges the lever main body and the coupling member to a clutch release position about an axis of the 2 nd operating shaft.

Drawings

Fig. 1 is a schematic transmission diagram of a work vehicle to which an HMT structure according to embodiment 1 of the present invention is applied.

Fig. 2 is a sectional view of an HMT structure according to embodiment 1 of the present invention.

Fig. 3 is a sectional view taken along the line III-III in fig. 2.

Fig. 4 is a hydraulic circuit diagram of the HMT configuration.

Fig. 5 (a) and (b) are a front view and a side view, respectively, of a shift lever provided in the HMT structure.

Fig. 6 is a top view of the shift operating lever.

Fig. 7 is an enlarged view of a portion VII in fig. 2.

Fig. 8 is a partial sectional view of the HMT structure according to modification 1 of embodiment 1.

Fig. 9 is a hydraulic circuit diagram of the HMT structure of modification 1.

Fig. 10 is a partial cross-sectional view of an HMT structure according to modification 2 of embodiment 1.

Fig. 11 is a front view of the shift operating lever shown in fig. 5 and 6 with a biasing member biasing the shift operating lever to a clutch engagement position.

Fig. 12 is a hydraulic circuit diagram of an HMT structure according to embodiment 2 of the present invention.

Fig. 13 is a plan view of a shift lever provided in the HMT structure according to embodiment 2.

Fig. 14 is a partial sectional view of an HMT structure according to a modification of embodiment 2.

Fig. 15 is a front view of the shift operating lever shown in fig. 13 with an urging member for urging the shift operating lever to a clutch release position.

Description of the reference numerals

5: a drive source;

10：HST；

100: a planetary gear mechanism;

110: sun gear (element 2);

130: an internal gear (1 st element);

150: a carrier (element 3);

200A to 200C, 200(2) A to 200(2) B: an HMT configuration;

210: an HMT housing;

350: an HMT output shaft;

400: a brake mechanism;

405: a brake rotating member;

410: a brake fixing member;

420: a brake engagement disengagement member;

425. 650: a brake switching member;

450: a clutch mechanism;

455: a clutch drive member;

460. 630: a clutch engagement disengagement member;

470. 640: a clutch switching member;

570. 830, 870: a clutch-brake switching member;

632: a clutch housing (brake rotating member);

700. 700 (2): a shift operating lever;

707: a clutch engagement urging member;

708: a clutch release (brake engagement) apply member;

710: 1 st operating shaft;

720: a 2 nd operation shaft;

730: a lever body;

740: a connecting member;

D1-D3: 1 st to 3 rd operating directions.

Detailed Description