JP4094705B2

JP4094705B2 - Combine

Info

Publication number: JP4094705B2
Application number: JP20973197A
Authority: JP
Inventors: 高茂實日
Original assignee: Yanma Agricultural Equipment Co Ltd
Current assignee: Yanma Agricultural Equipment Co Ltd
Priority date: 1997-07-18
Filing date: 1997-07-18
Publication date: 2008-06-04
Anticipated expiration: 2017-07-18
Also published as: JPH1132555A

Description

【０００１】
【発明の属する技術分野】
本発明は例えば刈取部及び脱穀部を備えるコンバインに関する。
【０００２】
【発明が解決しようとする課題】
従来、主変速レバーの操作でもって左右の走行クローラの駆動速度を無段階に同期変化させて走行速度を変速すると共に、左右の走行クローラの駆動速度を無段階に相対変化させて機体の旋回を行う手段があり、圃場端などで刈取部を上昇させて機体を旋回する操作においては、例えば、主変速レバーに設ける刈取昇降スイッチの昇降操作と、操向ハンドルによる旋回操作とをその都度両手で行う手間の煩わしさがあった。
【０００３】
【課題を解決するための手段】
そこで、本発明は、主変速レバーを変速及び旋回連動機構を介して走行用の油圧式無段変速機構に連動連結すると共に、操向レバーを変速及び旋回連動機構を介して旋回用の油圧式無段変速機構に連動連結し、前記両油圧式無段変速機構を遊星ギヤ機構を介して、駆動輪に連動連結させたコンバインであって、上記変速及び旋回連動機構は、前進及び後進時の旋回操作において、旋回用の油圧式無段変速機構を逆方向に回転させ、前進及び後進時の何れにおいても操向レバーの傾動操作方向と機体の旋回方向とを一致させるようにし、操向レバーの操向操作量を大きくする程、左右走行クローラの平均速度となる機体中心速度を減速させるように前記両油圧式無段変速機構を制御する構成としたことを特徴とするコンバインを提供するものである。
【０００４】
【発明の実施の形態】
以下、本発明の実施例を図面に基づいて詳述する。図１は旋回レバー部の説明図、図２は全体側面図、図３は同平面図であり、図中（１）は走行クローラ（２）を装設するトラックフレーム、（３）は前記トラックフレーム（１）に架設する機台、（４）はフィードチェン（５）を左側に張架し扱胴（６）及び処理胴（７）を内蔵している脱穀部、（８）は刈刃（９）及び穀稈搬送機構（１０）などを備える刈取部、（１１）は刈取フレーム（１２）を介して刈取部（８）を昇降させる油圧昇降シリンダ、（１３）は排藁チェン（１４）終端を臨ませる排藁処理部、（１５）は脱穀部（４）からの穀粒を揚穀筒（１６）を介して搬入する穀物タンク、（１７）は前記タンク（１５）の穀粒を機外に搬出する排出オーガ、（１８）は操向レバー（１９）及び運転席（２０）などを備える運転キャビン、（２１）は運転キャビン（１８）下方に設けるエンジンであり、連続的に穀稈を刈取って脱穀するように構成している。
【０００５】
また、図４に示す如く、前記走行クローラ（２）を駆動するミッションケース（２２）は、１対の油圧変速ポンプ（２３）及び油圧変速モータ（２４）からなる主変速機構である走行用の油圧式無段変速機構（２５）と、１対の油圧操向ポンプ（２６）及び油圧操向モータ（２７）からなる操向機構である旋回用の油圧式無段変速機構（２８）とを備え、前記エンジン（２１）の出力軸（２１ａ）の駆動力を変速及び操向ポンプ（２３）（２６）の入力軸（２９）にカウンタケース（３０）を介してベルト伝動させ、各ポンプ（２３）（２６）を駆動するように構成している。
【０００６】
そして、前記変速モータ（２４）の出力軸（３１）に、副変速機構（３２）及び差動機構（３３）を介し、左右走行クローラ（２）（２）の駆動輪（３４）（３４）を連動連結させるもので、前記差動機構（３３）は左右対称の１対の遊星ギヤ機構（３５）（３５）を有し、該遊星ギヤ機構（３５）は１つのサンギヤ（３６）と、該サンギヤ（３６）の外周で噛合う３つのプラネタリギヤ（３７）…と、各プラネタリギヤ（３７）…に噛合うリングギヤ（３８）などで形成している。
【０００７】
さらに、前記各プラネタリギヤ（３７）…は、サンギヤ軸（３９）と同軸線上とのキャリヤ軸（４０）のキャリヤ（４１）にそれぞれ回転自在に軸支させ、左右のサンギヤ（３６）（３６）を挾んで左右のキャリヤ（４１）を対向配置させると共に、前記リングギヤ（３８）は、各プラネタリギヤ（３７）に噛み合う内歯（３８ａ）を有し、サンギヤ軸（３９）と同一軸芯上のキャリヤ軸（４０）に回転自在に支持させている。
【０００８】
またさらに、走行用の油圧式無段変速機構（２５）は、変速ポンプ（２３）の回転斜板（２３ａ）の角度変更調節により変速モータ（２４）の正逆回転と回転数の制御を行うもので、変速モータ（２４）の回転出力を出力軸（３１）の伝達ギヤ（４２）から、各ギヤ（４３）（４４）（４５）及び副変速機構（３２）を介し、サンギヤ軸（３９）に固定したセンタギヤ（４６）に伝達してサンギヤ（３６）を回転するように構成している。前記副変速機構（３２）は、前記ギヤ（４５）を有する副変速軸（４７）と、前記センタギヤ（４６）に噛合うギヤ（４８）を有する駐車ブレーキ軸（４９）とを備え、副変速軸（４７）とブレーキ軸（４９）間に、低速用ギヤ（５０）（４８）及び中速用ギヤ（５１）（５２）及び高速用ギヤ（５３）（５４）を設け、中央位置の副変速切換用ギヤ（５１）のスライダ（５１ａ）の摺動操作によって副変速の低速と中速と高速の切換を行うように構成している。なお、低速と中速の間及び中速と高速の間には中立ゾーンを有する。また前記駐車ブレーキ軸（４９）に車速検出ギヤ（５５）と、該ギヤ（５５）の回転数によって車速を検出する車速センサ（５６）を設けると共に、刈取部（８）に回転力を伝達する刈取ＰＴＯ軸（５７）のＰＴＯ入力ギヤ（５８）に、前記出力軸（３１）の伝達ギヤ（４２）を噛合連結させている。
【０００９】
そして、前記センタギヤ（４６）を介しサンギヤ軸（３９）に伝達された変速モータ（２４）からの駆動力を、左右の遊星ギヤ機構（３５）（３５）を介して左右キャリヤ軸（４０）（４０）に伝達させると共に、各キャリヤ軸（４０）（４０）に伝達された回転出力を左右１対２組の減速ギヤ（６０）（６１）・（６０）（６１）を介して左右の駆動輪（３４）（３４）の車軸（３４ａ）（３４ａ）にそれぞれ伝えるように構成している。
【００１０】
また、旋回用の油圧式無段変速機構（２８）は、操向ポンプ（２６）の回転斜板（２６ａ）の角度変更調節により操向モータ（２７）の正逆回転切換と回転数の制御を行うもので、操向モータ（２７）の出力軸（６２）の出力ギヤからギヤ伝達機構（６３）を介し旋回入力軸（６４）の入力ギヤ（６５ａ）（６５ｂ）に回転出力を伝達し、右側のリングギヤ（３８）の外歯（３８ｂ）に対して右入力ギヤ（６５ａ）を噛合させ、また左側のリングギヤ（３８）の外歯（３８ｂ）に逆転軸（６６）の逆転ギヤ（６７）を介して左入力ギヤ（６５ｂ）を連結させ、操向モータ（２７）の正転時に左右のリングギヤ（３８）（３８）を左右同一回転数で回転させ、かつ左リングギヤ（３８）を正転させ、右リングギヤ（３８）を逆転させるように構成している。
【００１１】
而して、旋回用の操向モータ（２７）の駆動を停止させ、かつ左右リングギヤ（３８）を静止固定させた状態で、走行用の変速モータ（２４）を駆動させると、変速モータ（２４）からの回転出力はセンタギヤ（４６）から左右のサンギヤ（３６）に同一回転数で伝達され、左右遊星ギヤ機構（３５）のプラネタリギヤ（３７）及びキャリヤ（４１）及び減速ギヤ（６０）（６１）を介して左右の車軸（３４ａ）（３４ａ）に左右同一回転方向でかつ同一回転数で伝達され、機体の前後直進走行が行われる。一方、走行用の変速モータ（２４）を停止させ、かつ左右のサンギヤ（３６）（３６）を静止固定させた状態で、旋回用の操向モータ（２７）を正逆回転駆動すると、左側の遊星ギヤ機構（３５）が正或いは逆回転し、また右側の遊星ギヤ機構（３５）が逆或いは正回転し、左右走行クローラ（２）（２）の一方を前進回転させかつもう一方を後進回転させ、機体を左或いは右にその場でスピンターン（心地旋回）させ、圃場枕地での方向転換などを行うように構成している。
【００１２】
また、走行用の変速モータ（２４）を駆動させながら、旋回用の操向モータ（２７）を駆動すると、左右走行クローラ（２）（２）の駆動速度に差が生じて機体を左右に旋回させ、旋回半径の大きい旋回によって走行方向が修正され、また前記旋回半径は左右走行クローラ（２）（２）の速度差に応じて決定されるように構成している。
【００１３】
図５乃至図１３に示す如く、前記走行用の油圧式無段変速機構（２５）に連結する主変速レバー（６８）と、旋回用の油圧式無段変速機構（２８）に連結する操向レバー（１９）とを、変速及び旋回連動機構（６９）に連動連結させると共に、該連動機構（６９）を走行変速及び操向リンク系であるリンク機構（７０）（７１）介し走行及び操向用の無段変速機構（２５）（２８）のコントロールレバー（７２）（７３）に連動連結させている。
【００１４】
前記連動機構（６９）は、主変速レバー（６８）の基端折曲部（６８ａ）を筒軸（７４）に左右揺動自在に支持する回動板（７５）と、機体側の本機フレーム（７６）に固設して前記回動板（７５）を左右方向の第１枢軸（７７）を介し前後回動自在に支持する固定取付板（７８）と、前記枢軸（７７）と直交する前後方向の第２枢軸（７９）を介して回動板（７５）に連結させて該軸（７９）回りに回動自在に設ける変速操作部材（８０）と、前記第２枢軸（７９）の軸回りに回動自在に連結させる操向操作部材（８１）とを備え、変速及び操向操作部材（８０）（８１）の第２枢軸（７９）とは偏心位置の各操作出力部（８０ａ）（８１ａ）を変速及び操向リンク機構（７０）（７１）に連動連結させている。
【００１５】
前記変速及び操向リンク機構（７０）（７１）は、連動機構（６９）後方位置で本機フレーム（７６）側に揺動軸（８２）外側の揺動筒軸（８３）を介し支持する変速アーム（８４）と、前記揺動軸（８２）に基端を固設する操向アーム（８５）と、前記出力部（８０ａ）（８１ａ）の各操作出力軸（８６）（８７）と各アーム（８４）（８５）間を連結する自在継手軸（８８）（８９）と、前記揺動軸（８２）の右端に固設する操向出力アーム（９０）と、前記運転キャビン（１８）の回動支点軸（９２）の支点軸受（９３）に取付ける中間軸（９４）に回転自在に設ける変速及び操向用第１揺動アーム（９５）（９６）と、前記アーム（８４）（９０）と第１揺動アーム（９５）（９６）の各先端間をそれぞれ連結する変速及び操向用自在継手形第１ロッド（９７）（９８）と、前記中間軸（９４）に設けて第１揺動アーム（９５）（９６）に一体連結する変速及び操向用第２揺動アーム（９９）（１００）と、前記ミッションケース（２２）上部の軸受板（１０１）に取付ける支軸（１０２）に回動自在に支持させる変速及び操向用筒軸（１０３）（１０４）と、該筒軸（１０３）（１０４）に基端を固設する第１揺動アーム（１０５）（１０６）と前記第２揺動アーム（９９）（１００）の各先端間を連結する変速及び操向用自在継手形第２ロッド（１０７）（１０８）と、前記筒軸（１０３）（１０４）に基端を固設する第２揺動アーム（１０９）（１１０）と前記コントロールレバー（７２）（７３）の各先端間を連結させる変速及び操向用自在継手形第３ロッド（１１１）（１１２）とを備え、前記第１枢軸（７７）を中心とした変速操作部材（８０）の回動によって走行用のコントロールレバー（７２）を、また走行中の第２枢軸（７９）を中心とした操向操作部材（８１）の回動によって操向用のコントロールレバー（７３）を操作して変速及び操向制御を行うように構成している。
【００１６】
一方、前記操向レバー（１９）下端の旋回操作軸（１１３）にギヤ（１１４）を設け、この後方の回転軸（１１５）に取付けるセクタギヤ（１１６）に前記ギヤ（１１４）を噛合せると共に、前記主変速レバー（６８）位置下方に配設する操向軸（１１７）の第１揺動アーム（１１８）と、前記回転軸（１１５）に基端を固設する出力アーム（１１９）との各先端間を自在継手形操向第１ロッド（１２０）を介して連結させ、操向軸（１１７）の第１揺動アーム（１１８）と一体の第２揺動アーム（１２１）を、前記自在継手軸（８９）の前端に自在継手形操向第２ロッド（１２２）を介して連結させ、前記レバー（１９）の左右傾動操作によって前記第２枢軸（７９）を中心として操向操作部材（８１）を回動するように構成している。
【００１７】
また、前記旋回操作軸（１１３）のギヤ（１１４）下方に中立位置決め板（１２３）を設け、該位置決め板（１２３）下面の突出軸（１２４）に操向検出リンク（１２５）の一端を連結させ、前記回転軸（１１５）の右側に配設する減速アーム軸（１２６）の第１揺動アーム（１２７）と前記検出リンク（１２５）他端の長孔（１２５ａ）とを軸（１２８）を介し連結させると共に、前記操向軸（１１７）の減速アーム（１２９）と減速アーム軸（１２６）の第２揺動アーム（１３０）の各先端間を自在継手形第１減速ロッド（１３１）で連結させ、前記変速操作部材（８０）の最右端の減速伝達軸（１３２）と第２揺動アーム（１３０）の他端間を自在継手形第２減速ロッド（１３３）で連結させ、走行状態で前記レバー（１９）の操向操作量を大きくする程第２減速ロッド（１３３）を下方に引張り、操向操作量に比例させて走行速度を減速させるように構成している。
【００１８】
而して、図１３に示す如く、前記変速及び操向操作部材（８０）（８１）を軸回りに回動支持させる第２枢軸（７９）と、操向アーム（８５）に連結させる継手軸（８９）の自在継手部（８９ａ）とを前後方向の水平ライン（Ｌ１）上に位置させ、また前記操作出力軸（８６）（８７）に連結させる自在継手軸（８８）（８９）の自在継手部（８８ｂ）（８９ｂ）と、第１枢軸（７７）とを前記ライン（Ｌ１）に直交させる左右水平ライン（Ｌ２）上に位置させ、さらに前記変速アーム（８４）に連結させる継手軸（８８）との自在継手部（８８ａ）と前記継手部（８９ａ）を前記ライン（Ｌ２）と平行な左右水平ライン（Ｌ３）上に位置させ、且つ継手部（８９ａ）に継手部（８８ａ）を可及的に接近（最大限近い位置）させて配置させ、主変速レバー（６８）及び操向レバー（１９）を中立位置に支持しているとき、前記レバー（６８）または（１９）の何れか一方が操作されても、各操作部材（８０）（８１）を第１及び第２枢軸（７７）（７９）回りに回動させるだけで、継手軸（８８）（８９）にまで前記レバー（６８）または（１９）の操作力が及ばないように構成している。
【００１９】
そして、図９、図１３に示す如く、主変速レバー（６８）を前後進操作し、第１枢軸（７７）を中心として操作部材（８０）を前後に角度（α１）（α２）傾けるとき、前記継手軸（８８）を引張り或いは押して変速アーム（８４）を動作させ、走行速度の前後進切換を行うと共に、図１０に示す如く主変速レバー（６８）が中立以外の位置に操作されている状態で、操向レバー（１９）を傾動操作し、第２枢軸（７９）を中心として操作部材（８１）を上下に角度（β１）（β２）傾けるとき、継手軸（８９）を引張り或いは押して操向アーム（８５）を動作させ、機体を左及び右旋回させる操向動作を行わせるもので、主変速レバー（６８）の中立時に旋回操作を行っても、継手部（８９ａ）を支点として継手軸（８９）はライン（Ｌ１）を中心とした円錐面上で回転移動し、ライン（Ｌ１）と軸（７７）の交点を中心とする同一円周上を継手部（８９ｂ）が移動し、継手部（８９ｂ）とライン（Ｌ３）の距離が略一定に保たれ、したがって操向アーム（８５）は動作しない。そして主変速レバー（６８）が中立位置以外のときにレバー（１９）の旋回操作が行われると、操向アーム（８５）は動作するもので、前後進に切換わるとき操向アーム（８５）は前後逆方向に動作し、操向モータ（２７）を前進時と後進時では逆方向に回転させるように構成したものである。
【００２０】
例えば、走行用の変速モータ（２４）の正回転時を前進時とすると、逆回転時の後進時には旋回用の操向モータ（２７）による遊星ギヤ機構（３５）の作用は前進時と後進時では逆となるもので、前進時と後進時のレバー（１９）操作による機体の旋回方向を一致させるため、変速モータ（２４）の逆回転（後進）時には操向ポンプ（２６）の斜板角度を逆方向に切換え、操向モータ（２７）を前進時と後進時では逆方向に回転させるように構成している。
【００２１】
また、前進操作時の操作部材（８０）が中立より前方の角度（α１）側に傾き、レバー（１９）の右傾動操作によって第２ロッド（１２２）を引張り操作部材（８１）を下方向の角度（β２）側に傾けることにより、操作部材（８１）の出力部（８１ａ）を操向アーム（８５）側に近づけ、揺動軸（８２）を中心として操向アーム（８５）を操作部材（８１）より遠ざける方向（図６中反時計方向）に回転させ、前記第１及び第２ロッド（９８）（１０８）などを介しコントロールレバー（７３）を下方向に回転させ、旋回用の操向モータ（２７）を正回転させる。即ち、機体を前進で右旋回（走行クローラ（２）の速度を左側が大、右側が小）させるように構成している。
【００２２】
さらに、主変速レバー（６８）を前方に倒す前進操作時、レバー（１９）の左傾動操作によって第２ロッド（１２２）を押し上げ、操作部材（８１）を上方向の角度（β１）側に傾けることにより、操作部材（８１）の出力部（８１ａ）を操作アーム（８５）側より遠ざけ、揺動軸（８２）を中心として操向アーム（８５）を操作部材（８１）側に近づける方向（図６中時計方向）に回転させ、前記コントロールレバー（７３）を上方向に回転させ、前記操向モータ（２７）を逆回転させる。即ち、機体を前進で左旋回（走行クローラ（２）の速度を右側が大、左側が小）させるように構成している。
【００２３】
さらに、主変速レバー（６８）を後方に倒す後進操作によって操作部材（８０）が中立より後方の角度（α２）側に傾き、レバー（１９）の右傾動操作によって第２ロッド（１２２）を引張り操作部材（８１）を下方向の角度（β２）側に傾けることにより、操作部材（８１）の出力部（８１ａ）を操向アーム（８５）側より遠ざけ、揺動軸（８２）を中心として操向アーム（８５）を操作部材（８１）側に近づける方向（図６中時計方向）に回転させ、前記コントロールレバー（７３）を上方向に回転させ、前記操向モータ（２７）を逆回転させる。即ち、機体を後進で右旋回（走行クローラ（２）の速度を左側が大、右側が小）させるように構成している。
【００２４】
また、主変速レバー（６８）後進操作時で、レバー（１９）の左傾動操作によって、操作部材（８１）を上方向の角度（β１）側に傾けることにより、操作部材（８１）の出力部（８１ａ）を操作部材（８１）側に近づけ、揺動軸（８２）を中心として操向アーム（８５）を操作部材（８１）より遠ざける方向（図６中反時計方向）に回転させ、前記コントロールレバー（７３）を下方向に回転させ、前記操向モータ（２７）を正回転させる。即ち、機体を後進で左旋回（走行クローラ（２）の速度を右側が大、左側が小）させるように構成している。
【００２５】
このように前進及び後進時の旋回操作において、操向アーム（８５）を逆方向に回転させ、前後進の何れにおいても操向レバー（１９）の傾動操作方向と機体の旋回方向とを一致させるように構成している。
【００２６】
なお、機体の左旋回時における操向レバー（１９）の切れ角と左右走行クローラ（２）の速度の関係は、レバー（１９）の切れ角が大となる程左右走行クローラ（２）の速度差は大となると共に、これら左右走行クローラ（２）の平均速度となる機体中心速度も走行速度（高速・標準・低速）状態に応じて減速されるものである。
【００２７】
なお、操向レバー（１９）の操向出力を変速機構（２８）に伝達する前記１対のギヤ（１１４）（１１６）は、非円形状の不等速ギヤ或いは円形状の等速ギヤの何れでも良く、実施例の如き不等速ギヤを用いた場合、操向レバー（１９）の操作初期の傾動角度が小のとき、等速ギヤより操向出力を大にコントロールアーム（７３）に伝達させ、操向レバー（１９）の操作初期の立上りを大とさせて、レバー（１９）の初期操作に敏感に反応させた旋回を可能にできるものである。
【００２８】
図１、図１４、図１５に示す如く、前記操向レバー（１９）は左右方向の傾動操作によって機体の左右旋回を行う一方、前後方向の傾動操作によって刈取部（８）の昇降を行うもので、前記操作軸（１１３）に一対のベベルギヤ（１３４）（１３５）を介し左右揺動軸（１３６）を、また該揺動軸（１３６）にスイッチ台（１３７）・前後揺動軸（１３８）・レバー台（１３９）を介して操向レバー（１９）を前後及び左右揺動自在に連結させている。
【００２９】
前記左右揺動軸（１３６）は操作軸（１１３）を内挿する操向コラム（１４０）上端の側面Ｌ形状の取付板（１４１）に回転自在に枢支させ、略半円形の大径ベベルギヤ（１３５）と平面視Ｌ形状のスイッチ台（１３７）を揺動軸（１３６）に固定すると共に、スイッチ台（１３７）に回転自在に取付ける前後揺動軸（１３８）にレバー台（１３９）を固定させている。そして前記昇降シリンダ（１１）の昇降用バルブを操作する下降及び上昇用スイッチ（１４２）（１４３）を前記スイッチ台（１３７）の外側面に固設すると共に、前記スイッチ（１４２）（１４３）をオン・オフ動作するスイッチ操作板（１４４）を前後揺動軸（１３８）に固定させて、操向レバー（１９）の前或いは後傾動によってスイッチ（１４２）（１４３）をオン・オフして刈取部（８）を上げ或いは下げ動作させ、またレバー（１９）の左或いは右傾動によって操作軸（１１３）を正逆回動して機体を左或いは右旋回させるように構成している。また操向レバー（１９）の左右の倒れ角（φ）を例えばサイドクラッチ方式のレバーの倒れ角（略１５°）より大（θ≒４０°）に形成して、丸形ハンドル同様の滑らかな旋回操作を維持させるように設けている。なお（１４５）は前記レバー（１９）のノブ部（１９ａ）に設ける操向方向微調節用のフィットステアリングである。
【００３０】
また図１６に示す如く、操向レバー（１９）に換え丸形操向ハンドル（１４５）の取付けも自在に可能とさせるもので、前記操作軸（１１３）の上端に嵌合させるギヤ（１３４）を取外し、ハンドル（１４５）との継手部材（１４６）を操作軸（１１３）に嵌合固定することによって、操向ハンドル（１４５）による機体の操向操作を容易に可能とさせて、多数の作業者のニーズに対する対応性を拡大させるように構成したものである。
【００３１】
【発明の効果】
本発明では、主変速レバーを変速及び旋回連動機構を介して走行用の油圧式無段変速機構に連動連結すると共に、操向レバーを変速及び旋回連動機構を介して旋回用の油圧式無段変速機構に連動連結し、前記両油圧式無段変速機構を遊星ギヤ機構を介して、駆動輪に連動連結させたコンバインであって、上記変速及び旋回連動機構は、前進及び後進時の旋回操作において、旋回用の油圧式無段変速機構を逆方向に回転させ、前進及び後進時の何れにおいても操向レバーの傾動操作方向と機体の旋回方向とを一致させるようにし、操向レバーの操向操作量を大きくする程、左右走行クローラの平均速度となる機体中心速度を減速させるように前記両油圧式無段変速機構を制御する構成としたため、機体の左右旋回を容易に行って、圃場枕地などにおける機体の旋回作業の能率を向上させることができるものである。
【図面の簡単な説明】
【図１】操向レバー部の側面説明図である。
【図２】コンバインの全体側面図である。
【図３】コンバインの全体平面図である。
【図４】ミッション駆動系の説明図である。
【図５】種変速レバー及び操向レバーの操作系の斜視説明図である。
【図６】走行変速及び操向操作部の側面説明図である。
【図７】操作部の正面説明図である。
【図８】操作部の平面説明図である。
【図９】操作部材の側面説明図である。
【図１０】操作部材の正面説明図である。
【図１１】操作部材の平面説明図である。
【図１２】旋回操作軸部の平面説明図である。
【図１３】リンク機構部の平面説明図である。
【図１４】操向レバー部の背面説明図である。
【図１５】操向レバー部の背面説明図である。
【図１６】操向ハンドルの使用説明図である。
【符号の説明】
（２）走行クローラ
（８）刈取部
（１９）操向レバー
（２５）無段変速機構
（１４５）操向ハンドル[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a combine provided with, for example, a cutting part and a threshing part.
[0002]
[Problems to be solved by the invention]
Conventionally, the driving speed of the left and right traveling crawlers is synchronously changed in a stepless manner by operating the main shift lever to change the traveling speed, and the driving speed of the left and right traveling crawlers is relatively changed in a stepless manner to rotate the aircraft. In the operation of turning the machine body by raising the harvesting part at the end of the field, etc., for example, the lifting operation of the cutting lift switch provided on the main transmission lever and the turning operation by the steering handle are performed with both hands each time. There was a hassle to do.
[0003]
[Means for Solving the Problems]
In view of the above, according to the present invention, the main transmission lever is linked to the traveling hydraulic continuously variable transmission mechanism via the gear shifting and turning interlocking mechanism, and the steering lever is hydraulically connected to the turning via the gear shifting and turning interlocking mechanism. Combinedly linked to a continuously variable transmission mechanism, and combined with both hydraulic continuously variable transmission mechanisms to drive wheels via a planetary gear mechanism, the shift and turning interlocking mechanism is used for forward and reverse travel. In the turning operation, the turning hydraulic continuously variable transmission mechanism is rotated in the reverse direction so that the tilting operation direction of the steering lever and the turning direction of the fuselage coincide with each other during both forward and reverse travel. that enough be increased steering operation amount, to provide a combine, wherein the it has a configuration which controls both hydraulic continuously variable transmission mechanism so as to decelerate the aircraft center speed as the average speed of the left and right traveling crawlers so That.
[0004]
DETAILED DESCRIPTION OF THE INVENTION
Embodiments of the present invention will be described below in detail with reference to the drawings. FIG. 1 is an explanatory view of a turning lever portion, FIG. 2 is an overall side view, FIG. 3 is a plan view thereof, in which (1) is a track frame on which a traveling crawler (2) is installed, and (3) is the track. Machine base installed on the frame (1), (4) is a threshing section that stretches the feed chain (5) on the left side and incorporates the handling cylinder (6) and processing cylinder (7), (8) is a cutting blade (9) and a cutting part provided with the culm transporting mechanism (10), (11) is a hydraulic lifting cylinder that raises and lowers the cutting part (8) via the cutting frame (12), and (13) is a waste chain (14 ) A waste disposal section that faces the end, (15) a grain tank that carries the grain from the threshing section (4) through the milling cylinder (16), and (17) a grain in the tank (15) A discharge auger (18) for carrying out the vehicle to the outside of the machine, and a driving carriage comprising a steering lever (19) and a driver seat (20). Down, (21) is an engine provided with the operating cabin (18) downward, and configured to threshing continuously harvests culms.
[0005]
Further, as shown in FIG. 4, the transmission case (22) for driving the traveling crawler (2) is a main transmission mechanism comprising a pair of a hydraulic transmission pump (23) and a hydraulic transmission motor (24). A hydraulic continuously variable transmission mechanism (25) and a turning hydraulic continuously variable transmission mechanism (28) which is a steering mechanism including a pair of hydraulic steering pumps (26) and a hydraulic steering motor (27). And the driving force of the output shaft (21a) of the engine (21) is transmitted to the input shaft (29) of the speed change and steering pumps (23) and (26) via the counter case (30), and the pump ( 23) (26) is driven.
[0006]
The drive wheels (34) and (34) of the left and right traveling crawlers (2) and (2) are connected to the output shaft (31) of the transmission motor (24) via the auxiliary transmission mechanism (32) and the differential mechanism (33). The differential mechanism (33) has a pair of symmetrical planetary gear mechanisms (35) (35), and the planetary gear mechanism (35) includes one sun gear (36), These are formed by three planetary gears (37)... Meshed with the outer periphery of the sun gear (36) and ring gears (38) meshed with the planetary gears (37).
[0007]
Further, each of the planetary gears (37) is rotatably supported by the carrier (41) of the carrier shaft (40) coaxial with the sun gear shaft (39), and the left and right sun gears (36) (36) are supported. The ring gear (38) has internal teeth (38a) meshing with the planetary gears (37), and the carrier shaft on the same axis as that of the sun gear shaft (39). (40) is rotatably supported.
[0008]
Furthermore, the traveling hydraulic continuously variable transmission mechanism (25) controls the forward / reverse rotation and the rotational speed of the transmission motor (24) by adjusting the angle of the rotary swash plate (23a) of the transmission pump (23). Therefore, the rotational output of the speed change motor (24) is transmitted from the transmission gear (42) of the output shaft (31) via the gears (43) (44) (45) and the auxiliary speed change mechanism (32) to the sun gear shaft (39). The sun gear (36) is rotated by being transmitted to the center gear (46) fixed to the center gear (46). The auxiliary transmission mechanism (32) includes an auxiliary transmission shaft (47) having the gear (45) and a parking brake shaft (49) having a gear (48) meshing with the center gear (46). A low speed gear (50) (48), a medium speed gear (51) (52), and a high speed gear (53) (54) are provided between the shaft (47) and the brake shaft (49), and the auxiliary gear at the center position is provided. The sub-shift is configured to be switched between a low speed, a medium speed, and a high speed by a sliding operation of the slider (51a) of the speed change gear (51). There is a neutral zone between the low speed and the medium speed and between the medium speed and the high speed. The parking brake shaft (49) is provided with a vehicle speed detection gear (55) and a vehicle speed sensor (56) for detecting the vehicle speed based on the number of rotations of the gear (55), and the rotational force is transmitted to the cutting part (8). The transmission gear (42) of the output shaft (31) is meshedly connected to the PTO input gear (58) of the cutting PTO shaft (57).
[0009]
Then, the driving force from the transmission motor (24) transmitted to the sun gear shaft (39) through the center gear (46) is transmitted to the left and right carrier shafts (40) (40) through the left and right planetary gear mechanisms (35) (35). 40), and the rotational output transmitted to each carrier shaft (40) (40) is driven left and right via a pair of left and right reduction gears (60), (61), (60), and (61). The wheels (34) and (34) are configured to transmit to the axles (34a) and (34a), respectively.
[0010]
In addition, the hydraulic continuously variable transmission mechanism (28) for turning is controlled by switching the forward / reverse rotation of the steering motor (27) and controlling the rotational speed by adjusting the angle of the rotary swash plate (26a) of the steering pump (26). The rotation output is transmitted from the output gear of the output shaft (62) of the steering motor (27) to the input gears (65a) and (65b) of the turning input shaft (64) through the gear transmission mechanism (63). The right input gear (65a) is meshed with the external teeth (38b) of the right ring gear (38), and the reverse gear (67) of the reverse rotation shaft (66) is engaged with the external teeth (38b) of the left ring gear (38). ), The left input gear (65b) is connected, the left and right ring gears (38) and (38) are rotated at the same left and right rotational speed when the steering motor (27) is rotated forward, and the left ring gear (38) is moved forward. And rotate the right ring gear (38) in the reverse direction. It is.
[0011]
Thus, when the driving of the traveling motor (24) is stopped in a state where the driving of the steering motor (27) for turning is stopped and the left and right ring gears (38) are fixed stationary, the transmission motor (24 ) Is transmitted from the center gear (46) to the left and right sun gears (36) at the same rotational speed, and the planetary gear (37), the carrier (41) and the reduction gears (60) (61) of the left and right planetary gear mechanism (35). ) Is transmitted to the left and right axles (34a) and (34a) in the same left and right rotational direction and at the same number of revolutions, and the vehicle body travels straight forward and backward. On the other hand, when the turning steering motor (27) is driven to rotate in the forward and reverse directions while the traveling speed changing motor (24) is stopped and the left and right sun gears (36) and (36) are stationary and fixed, The planetary gear mechanism (35) rotates forward or backward, and the right planetary gear mechanism (35) rotates backward or forward, causing one of the left and right traveling crawlers (2) and (2) to rotate forward and the other to rotate backward. The aircraft is configured to spin or turn on the spot to the left or right to change the direction at the field headland.
[0012]
In addition, when the steering motor (27) for driving is driven while driving the transmission motor (24) for driving, a difference occurs in the driving speed of the left and right driving crawlers (2) and (2), and the aircraft is turned left and right. The traveling direction is corrected by turning with a large turning radius, and the turning radius is determined according to the speed difference between the left and right traveling crawlers (2) and (2).
[0013]
As shown in FIGS. 5 to 13, the main transmission lever (68) connected to the traveling hydraulic continuously variable transmission mechanism (25) and the steering connected to the turning hydraulic continuously variable transmission mechanism (28). The lever (19) is linked to the shift and turn interlocking mechanism (69), and the interlocking mechanism (69) is traveled and steered via the link mechanisms (70) and (71) which are travel shifting and steering link systems. Are connected to the control levers (72) and (73) of the continuously variable transmission mechanism (25) and (28).
[0014]
The interlocking mechanism (69) includes a rotating plate (75) for supporting the base end bent portion (68a) of the main transmission lever (68) on the cylindrical shaft (74) so as to be swingable in the left-right direction, and the main body side machine. A fixed mounting plate (78) fixed to a frame (76) and supporting the rotating plate (75) through a first pivot (77) in the left-right direction so as to be able to pivot back and forth, and orthogonal to the pivot (77). A speed change operation member (80) which is connected to a rotary plate (75) via a second pivot (79) in the front-rear direction and is provided to be rotatable around the axis (79); and the second pivot (79) And a steering operation member (81) that is pivotably connected around the axis of the second pivot (79) of the speed change and steering operation members (80) (81). 80a) (81a) are interlockingly connected to the shifting and steering link mechanisms (70) (71).
[0015]
The shift and steering link mechanisms (70) (71) are supported on the frame (76) side of the machine mechanism (69) via the swinging cylinder shaft (83) outside the swinging shaft (82) at the rear position of the interlocking mechanism (69). A transmission arm (84), a steering arm (85) having a base end fixed to the swing shaft (82), and each operation output shaft (86) (87) of the output sections (80a) (81a) Universal joint shafts (88) and (89) for connecting the arms (84) and (85), a steering output arm (90) fixed to the right end of the swing shaft (82), and the operating cabin (18) ) And the first swing arm (95) (96) for shifting and steering provided on the intermediate shaft (94) attached to the fulcrum bearing (93) of the rotation fulcrum shaft (92), and the arm (84) (90) and the first swing arm (95) (96) and the respective ends of the first swing arm (95) (96) are connected to each other. Joint-type first rods (97) (98) and a second swing arm (99) for shifting and steering that is provided on the intermediate shaft (94) and is integrally connected to the first swing arm (95) (96). (100), a shift and steering cylinder shaft (103) (104) rotatably supported by a support shaft (102) attached to the bearing plate (101) on the transmission case (22), and the cylinder shaft (103) (104) The first swing arm (105) (106) having a base end fixed to the distal end of the second swing arm (99) (100) and the second swing arm (99) (100) are connected to each other for free shifting and steering. Joint-type second rods (107) (108), second swinging arms (109) (110) having base ends fixed to the cylindrical shafts (103) (104), and the control levers (72) (73) Universal joint-type third rod for shifting and steering (1 1) (112), and a traveling control lever (72) is rotated by rotation of the speed change operation member (80) about the first pivot (77), and the second pivot (79) during traveling. The steering control lever (73) is operated by rotating the steering operation member (81) centering on the gears, thereby performing speed change and steering control.
[0016]
On the other hand, a gear (114) is provided on the turning operation shaft (113) at the lower end of the steering lever (19), and the gear (114) is engaged with a sector gear (116) attached to the rear rotation shaft (115). A first swing arm (118) of a steering shaft (117) disposed below the position of the main transmission lever (68), and an output arm (119) having a base end fixed to the rotating shaft (115). Each tip is connected via a universal joint type steering first rod (120), and the second swing arm (121) integrated with the first swing arm (118) of the steering shaft (117) A steering operation member is connected to the front end of the universal joint shaft (89) via a universal joint-type steering second rod (122), and the lever (19) is tilted left and right about the second pivot (79). (81) is configured to rotate.
[0017]
A neutral positioning plate (123) is provided below the gear (114) of the turning operation shaft (113), and one end of the steering detection link (125) is connected to the protruding shaft (124) on the lower surface of the positioning plate (123). The first swing arm (127) of the reduction arm shaft (126) disposed on the right side of the rotation shaft (115) and the long hole (125a) at the other end of the detection link (125) are connected to the shaft (128). And a universal joint type first reduction rod (131) between the tips of the reduction arm (129) of the steering shaft (117) and the second swing arm (130) of the reduction arm shaft (126). And the rightmost speed reduction transmission shaft (132) of the speed change operation member (80) and the other end of the second swing arm (130) are connected by a universal joint type second speed reduction rod (133) to travel. Steering of the lever (19) in the state Tension enough to increase the amount the second reduction rod (133) downward, is configured so as to decelerate the running speed in proportion to the steering operation amount.
[0018]
Thus, as shown in FIG. 13, the second pivot (79) for pivotally supporting the shift and steering operation members (80) (81) around the axis and the joint shaft connected to the steering arm (85). The universal joint shaft (88) (89) is connected to the operation output shaft (86) (87) by positioning the universal joint portion (89a) of (89) on the horizontal line (L1) in the front-rear direction. The joint shaft (88b) (89b) and the first pivot (77) are positioned on the left and right horizontal line (L2) perpendicular to the line (L1), and are further coupled to the speed change arm (84) ( 88) and the universal joint portion (88a) and the joint portion (89a) are positioned on the horizontal horizontal line (L3) parallel to the line (L2), and the joint portion (89a) is provided with the joint portion (88a). Place as close as possible (closest position), When the transmission lever (68) and the steering lever (19) are supported at the neutral position, each of the operation members (80) (81) can be operated even if either the lever (68) or (19) is operated. The lever (68) or (19) is not applied to the joint shafts (88) and (89) only by rotating the first and second pivots (77) and (79). ing.
[0019]
Then, as shown in FIGS. 9 and 13, when the main transmission lever (68) is moved forward and backward, and the operation member (80) is tilted back and forth by an angle (α1) (α2) about the first pivot (77), The transmission shaft (84) is operated by pulling or pushing the joint shaft (88) to switch the traveling speed forward and backward, and the main transmission lever (68) is operated to a position other than neutral as shown in FIG. In this state, when the steering lever (19) is tilted and the operating member (81) is tilted up and down by an angle (β1) (β2) about the second pivot (79), the joint shaft (89) is pulled or pushed. The steering arm (85) is operated to perform a steering operation to turn the aircraft to the left and right. Even if the turning operation is performed when the main transmission lever (68) is neutral, the joint (89a) is supported as a fulcrum. The joint shaft (89) is line (L1) The joint part (89b) moves on the same circumference centering on the intersection of the line (L1) and the shaft (77), and rotates on the center conical surface. The joint part (89b) and the line (L3) Of the steering arm (85) does not operate. If the turning operation of the lever (19) is performed when the main transmission lever (68) is not in the neutral position, the steering arm (85) operates, and the steering arm (85) is switched when switching back and forth. Is configured to operate in the reverse direction, and to rotate the steering motor (27) in the reverse direction during forward and reverse travel.
[0020]
For example, assuming that the forward speed of the traveling speed change motor (24) is forward, the planetary gear mechanism (35) is operated by the turning steering motor (27) when moving backward and reverse. In order to match the turning direction of the airframe by operating the lever (19) during forward movement and reverse movement, the swash plate angle of the steering pump (26) is reversed during reverse rotation (reverse movement) of the transmission motor (24). The steering motor (27) is configured to rotate in the reverse direction during forward and reverse travel.
[0021]
Further, the operation member (80) at the time of forward operation is tilted to the forward angle (α1) side from the neutral position, and the second rod (122) is pulled by the right tilt operation of the lever (19), and the operation member (81) is moved downward. By tilting toward the angle (β2) side, the output portion (81a) of the operating member (81) is brought closer to the steering arm (85) side, and the steering arm (85) is moved around the swing shaft (82). Rotate in a direction away from (81) (counterclockwise in FIG. 6), rotate the control lever (73) downward via the first and second rods (98), (108), etc. The direction motor (27) is rotated forward. That is, the aircraft is configured to turn right (the speed of the traveling crawler (2) is large on the left side and small on the right side) by moving forward.
[0022]
Further, at the time of forward operation in which the main transmission lever (68) is moved forward, the second rod (122) is pushed up by the left tilt operation of the lever (19), and the operation member (81) is tilted to the upward angle (β1) side. Accordingly, the output portion (81a) of the operating member (81) is moved away from the operating arm (85) side, and the steering arm (85) is moved closer to the operating member (81) side around the swing shaft (82) ( The control lever (73) is rotated upward and the steering motor (27) is rotated in the reverse direction. That is, it is configured to turn the aircraft forward (turn the speed of the traveling crawler (2) large on the right side and small on the left side).
[0023]
Further, the operation member (80) is tilted to the rear angle (α2) side from the neutral position by the backward operation of tilting the main transmission lever (68) backward, and the second rod (122) is pulled by the right tilt operation of the lever (19). By tilting the operating member (81) to the downward angle (β2) side, the output part (81a) of the operating member (81) is moved away from the steering arm (85) side, and the swing shaft (82) is the center. The steering arm (85) is rotated in the direction approaching the operation member (81) (clockwise in FIG. 6), the control lever (73) is rotated upward, and the steering motor (27) is reversely rotated. Let In other words, the vehicle is configured to turn backward (turn the crawler (2) at a higher speed on the left side and lower on the right side).
[0024]
In addition, when the main transmission lever (68) is operated backward, the operation member (81) is tilted to the upward angle (β1) side by the left tilting operation of the lever (19), whereby the output portion of the operation member (81). (81a) is moved closer to the operating member (81) side, and the steering arm (85) is rotated in the direction away from the operating member (81) (counterclockwise in FIG. 6) about the swing shaft (82). The control lever (73) is rotated downward, and the steering motor (27) is rotated forward. That is, the aircraft is configured to turn backward (turn the crawler (2) at a higher speed on the right side and lower on the left side).
[0025]
In this way, the turning arm (85) is rotated in the reverse direction during the forward and backward turning operations, and the tilting operation direction of the steering lever (19) and the turning direction of the airframe are made to coincide with each other in both forward and backward movements. It is configured as follows.
[0026]
Note that the relationship between the turning angle of the steering lever (19) and the speed of the left and right traveling crawler (2) when the aircraft is turning to the left is that the speed of the left and right traveling crawler (2) increases as the turning angle of the lever (19) increases. The difference becomes large, and the airframe center speed, which is the average speed of the left and right traveling crawlers (2), is also reduced according to the traveling speed (high speed, standard, low speed) state.
[0027]
The pair of gears (114) (116) for transmitting the steering output of the steering lever (19) to the speed change mechanism (28) is a non-circular inconstant speed gear or a circular constant speed gear. When an inconstant speed gear as in the embodiment is used, when the initial tilt angle of the steering lever (19) is small, the steering output is greatly increased from the constant speed gear to the control arm (73). This makes it possible to increase the initial rise of the operation of the steering lever (19) and to make a turn that is sensitive to the initial operation of the lever (19).
[0028]
As shown in FIGS. 1, 14, and 15, the steering lever (19) swings the aircraft left and right by a tilting operation in the left-right direction, and lifts and lowers the cutting part (8) by a tilting operation in the front-rear direction. The left and right swing shafts 136 are connected to the operation shaft 113 through a pair of bevel gears 134 and 135, and the switch base 137 and the front and rear swing shafts 138 are connected to the swing shaft 136. ) The steering lever (19) is connected through the lever base (139) so as to be swingable back and forth and right and left.
[0029]
The left / right swing shaft (136) is pivotally supported by a side plate L-shaped mounting plate (141) at the upper end of a steering column (140) for inserting the operation shaft (113), and has a substantially semicircular large-diameter bevel gear. (135) and a L-shaped switch base (137) in plan view are fixed to the swing shaft (136), and a lever base (139) is mounted on the front and rear swing shaft (138) that is rotatably attached to the switch base (137). It is fixed. And, the lowering and raising switches (142) and (143) for operating the raising and lowering valves of the raising and lowering cylinder (11) are fixed to the outer surface of the switch base (137), and the switches (142) and (143) are provided. The switch operation plate (144) that is turned on / off is fixed to the front / rear swing shaft (138), and the switch (142) (143) is turned on / off by the forward or rearward tilting of the steering lever (19) for cutting. The part (8) is moved up or down, and the lever (19) is tilted to the left or right to rotate the operation shaft (113) forward and backward to turn the body left or right. Also, the left / right tilt angle (φ) of the steering lever (19) is formed larger (θ≈40 °) than the tilt angle (approximately 15 °) of the side clutch lever, for example, and is as smooth as the round handle. It is provided to maintain the turning operation. Reference numeral (145) denotes a fit steering for fine adjustment of the steering direction provided on the knob (19a) of the lever (19).
[0030]
Further, as shown in FIG. 16, a round steering handle (145) can be freely attached in place of the steering lever (19), and a gear (134) fitted to the upper end of the operating shaft (113). The joint member (146) with the handle (145) is fitted and fixed to the operation shaft (113), and the steering operation of the aircraft by the steering handle (145) can be easily performed. It is configured to expand the response to the needs of workers.
[0031]
【The invention's effect】
In the present invention, the main transmission lever is linked to the traveling hydraulic continuously variable transmission mechanism via the gear shifting and turning interlock mechanism, and the steering lever is connected to the hydraulic continuously variable gear for turning via the gear shifting and turning interlock mechanism. interlockingly connected to the transmission mechanism, via said planetary gear mechanism both HST mechanism, a combine in which is operatively connected to the drive wheels, the gear shift and swivel interlocking mechanism, forward and backward during the turning operation In this case, the hydraulic continuously variable transmission mechanism for turning is rotated in the reverse direction so that the tilting operation direction of the steering lever coincides with the turning direction of the machine body during both forward and reverse travel. the higher the direction operation amount, due to the configuration of controlling the two hydraulic continuously variable transmission mechanism so as to decelerate the aircraft center speed as the average speed of the left and right traveling crawlers, go to facilitate lateral rotation of the body, field Headland etc. It is capable of improving the efficiency of the turning work definitive body.
[Brief description of the drawings]
FIG. 1 is an explanatory side view of a steering lever portion.
FIG. 2 is an overall side view of the combine.
FIG. 3 is an overall plan view of the combine.
FIG. 4 is an explanatory diagram of a mission drive system.
FIG. 5 is a perspective explanatory view of an operation system of a seed transmission lever and a steering lever.
FIG. 6 is an explanatory side view of a traveling shift and steering operation unit.
FIG. 7 is an explanatory front view of an operation unit.
FIG. 8 is an explanatory plan view of an operation unit.
FIG. 9 is an explanatory side view of an operation member.
FIG. 10 is a front explanatory view of an operation member.
FIG. 11 is an explanatory plan view of an operation member.
FIG. 12 is an explanatory plan view of a turning operation shaft portion.
FIG. 13 is an explanatory plan view of a link mechanism unit.
FIG. 14 is a rear view of the steering lever portion.
FIG. 15 is a rear view of the steering lever portion.
FIG. 16 is an explanatory diagram of the use of the steering handle.
[Explanation of symbols]
(2) Traveling crawler (8) Cutting section (19) Steering lever (25) Continuously variable transmission mechanism (145) Steering handle

Claims

The main transmission lever (68) is linked to the traveling hydraulic continuously variable transmission mechanism (25) via the shifting and turning interlocking mechanism (69), and the steering lever (19) is connected to the shifting and turning interlocking mechanism (69). ) To the hydraulic continuously variable transmission mechanism (28) for turning, and the two hydraulic continuously variable transmission mechanisms (25), (28) are connected to the drive wheels (34) via the planetary gear mechanism (35). ) (34) Combined linkage
The shift and turn interlocking mechanism (69) rotates the hydraulic continuously variable transmission mechanism (28) for turning in the reverse direction during turning operation during forward and reverse travel, and controls the steering lever both during forward and reverse travel. The tilting operation direction of (19) and the turning direction of the fuselage are matched,
As the steering operation amount of the steering lever (19) is increased, both the hydraulic continuously variable transmission mechanisms (25) and (28) are set so as to decelerate the vehicle body center speed, which is the average speed of the left and right traveling crawlers (2). Combine, characterized in that the configuration of controlling.