CN107521337B

CN107521337B - Transmission device for working machine and harvester

Info

Publication number: CN107521337B
Application number: CN201710660558.6A
Authority: CN
Inventors: 奥山天; 加藤裕治; 森学; 竹内由明; 加藤胜秀; 大谷大树; 一二三庆城; 林茂幸; 籔中步荷; 高崎和也; 有本敬; 木曾田雄星
Original assignee: Kubota Corp
Current assignee: Kubota Corp
Priority date: 2013-06-28
Filing date: 2014-02-10
Publication date: 2020-02-14
Anticipated expiration: 2034-02-10
Also published as: KR20160025496A; KR101799175B1; CN111066488B; CN107521337A; PH12015502618B1; CN105283339A; PH12015502618A1; WO2014208117A1; KR102048136B1; CN105283339B; CN111066488A; KR20170127575A

Abstract

The invention provides a transmission device for a harvester, which is characterized in that a transmission box (43) is internally provided with: a left-right driven shaft (45) adjacent to the input shaft (44) of the transmission case (43) in a posture parallel to the input shaft; a left-right side clutch shaft (46) provided with a transmission rotating body (82) interlocked with an output rotating body (81) arranged on a driven shaft (45); a selective gear type transmission (47) for shifting the power from the input shaft (44); and a pair of side clutches (83) which are positioned on the shaft of the side clutch shaft (46) and respectively connect/disconnect the transmission from the transmission rotating body (82) to the traveling devices on the left and right sides. An input shaft (44) is provided on a left-right-oriented output shaft (34) of an external device (A) connected to a transmission case (43), in a state of rotating integrally with the output shaft (34) with the axis of the output shaft (34) as the center. A transmission (47) is provided so as to straddle the input shaft (44) and the driven shaft (45), and the transmission (47) transmits power from the input shaft (44) to the driven shaft (45).

Description

Transmission device for working machine and harvester

The present application is a divisional application of the following applications:

the invention name is as follows: transmission device for working machine and harvester

The date of international application: 2 months and 10 days in 2014

International application No.: PCT/JP2014/052998

National application number: 201480032975.0

Technical Field

The present invention relates to a transmission for a working machine such as a transmission for a harvester. The working machine includes a carrier vehicle, a tractor, and the like, in addition to a harvester such as a general-purpose (all-feed-type) combine harvester, a half-feed-type combine harvester, a carrot harvester, and a corn harvester, but is not limited thereto. The invention also relates to a working machine such as a harvester.

Background

[1] In a transmission for a harvester, which is an example of a working machine, for example, a transmission case incorporates therein: a driven shaft facing left and right and adjacent to the input shaft of the transmission case in a parallel posture; a left-right side clutch shaft including a transmission rotating body interlocked with an output rotating body disposed on the driven shaft; a gear-type transmission for changing the speed of power from the input shaft; and a pair of side clutches provided on the shafts of the side clutch shafts, and configured to connect/disconnect transmission from the transmission rotating body to the traveling devices on both right and left sides, respectively.

The transmission for a harvester as described above may have the following structure: in a transmission case (transmission case), a reduction gear transmission is performed from a sub-transmission input shaft (input shaft) to a sub-transmission intermediate transmission shaft (driven shaft) through a gear, and a sub-transmission device (transmission) is provided so as to straddle the sub-transmission intermediate transmission shaft and the sub-transmission output shaft in a state where the transmission is transmitted from a transmission body to the sub-transmission output shaft, wherein the sub-transmission intermediate transmission shaft has a transmission body movably provided thereon and the sub-transmission input shaft has a sub-transmission output shaft relatively rotatably provided thereon (for example, refer to patent document 1).

[2] In a transmission for a working machine, for example, a shaft facing a side clutch shaft incorporated in a transmission case in a left-right direction is provided with: the transmission device includes a pair of interlocking rotating bodies interlocked and connected independently with the traveling devices on the left and right sides, and a pair of side clutches for respectively connecting and disconnecting the transmission to the pair of interlocking rotating bodies.

The transmission for a working machine as described above may have the following configuration: a pair of side clutches each including a cylindrical moving-side rotating body having an engaging portion at one end, a fixed-side rotating body having an engaged portion at one end, and a compression spring or the like that biases the moving-side rotating body toward a communication position where the engaging portion and the engaged portion are engaged, are provided with an opening that allows passage of the side clutch at a portion facing each side clutch in a transmission case such as a pair of side clutches, and a cover member that closes the opening is detachably provided, so that each side clutch can be attached to and detached from a side clutch shaft from outside the transmission case (see, for example, patent document 2).

[3] For example, a harvester includes: a main transmission device which is provided outside the transmission case and which outputs power from the engine through a forward/reverse stepless speed change from outside to inside of the transmission case via an output shaft inserted through a side wall of one end of the transmission case; and a gear type sub-transmission device which is internally installed in the gearbox and performs high-low 2-stage speed change according to the working state of the power transmitted to the output shaft and transmits the power to the running device.

In a conventional harvester, an output shaft of a main transmission is inserted through a side wall of one end side of a transmission case from an outside of the case to an inside of the case, and is formed in a cantilever shape, an output gear is integrally and rotatably inserted to the outside of the cantilever-shaped output shaft, and a transmission gear for transmission input disposed on a transmission input shaft of a sub transmission is meshed and interlocked with the output gear to transmit power to the sub transmission (for example, refer to patent document 3).

[4] For example, the harvester includes: a main transmission device that continuously shifts a driving force from an engine in a forward and reverse direction; a gear type sub-transmission device which is provided with a gear train capable of being combined in various ways and is internally installed in the gearbox, and which performs multi-stage speed change on the driving force output from the main transmission device according to the operation state and transmits the driving force to the running device; a working clutch which connects/disconnects the transmission of the driving force to the working part; a main shift operation member that performs a shift operation of the main shift device; a sub-transmission operating member that shifts the sub-transmission; and a clutch operation member that performs an on/off operation of the working clutch.

In addition, as such a harvester, there is a harvester as described in patent document 4. The harvester described in patent document 4 can be switched to a low speed shift state suitable for harvesting work, a medium speed shift state, and a high speed shift state suitable for traveling on the road by operating a sub-shift operation member (a sub-shift lever in the document). The harvester further includes a mutual drag mechanism that, if the working clutch (the harvesting clutch in the document) is operated to be communicated, drags the sub-transmission operation member so that the sub-transmission device cannot be switched to the high-speed transmission state, and, if the sub-transmission device is operated to the high-speed transmission state, drags the clutch operation member (the harvesting clutch lever in the document) so that the working clutch cannot be operated to be communicated.

According to this harvester, unexpected movement of the harvesting unit during traveling on a highway and sudden high-speed advancement of the machine body during low-speed harvesting operation can be reliably avoided.

Documents of the prior art

Patent document

Patent document 1: japanese patent laid-open publication No. 2000-184817 (JP 2000-184817A)

Patent document 2: japanese laid-open patent publication No. 2002-295635 (JP 2002-295635A)

Patent document 3: japanese patent laid-open No. 2012 and 229787 (JP 2012 and 229787A)

Patent document 4: japanese Kokoku publication Sho 61-003310 (JP S61-003310Y)

Disclosure of Invention

Problems to be solved by the invention

[1] The problems associated with the background art [1] are as follows.

In the above configuration, the torque applied to the transmission is increased by performing the speed reduction transmission from the input shaft (sub-transmission input shaft) to the driven shaft (sub-transmission intermediate transmission shaft). Therefore, a large torque is applied to the transmission, which may cause a so-called gear shift in which the engagement between the drive gear (transmission gear) and the driven gear is disengaged during traveling and the transmission is brought into a neutral state.

Further, in the transmission case (gear box), since it is necessary to perform reduction transmission from the input shaft to the driven shaft in the transmission case, a reduction mechanism (a pair of gears) for the reduction transmission is provided in the transmission case, the transmission mechanism in the transmission case becomes complicated, and the transmission device becomes large in size.

The invention aims to prevent gear shift of a speed changer arranged in a transmission case by reasonably arranging the transmission mechanism in the transmission case, simplify the transmission mechanism in the transmission case, reduce the size and weight of a transmission device and the like.

[2] The problems associated with the background art [2] are as follows.

According to the above configuration, when each side clutch is assembled to the side clutch shaft, it is necessary to attach the moving side rotating body, the compression spring, and the like to the side clutch shaft from each opening of the narrow transmission case with a large force against the action of the compression spring, and to attach the side clutch to the cover member of the transmission case, and therefore, it is difficult to assemble the side clutch to the side clutch shaft.

The invention aims to facilitate the assembly of a side clutch relative to a side clutch shaft.

[3] The problems associated with the background art [3] are as follows.

In the above-described conventional configuration, for example, when the driving load on the transmission downstream side becomes excessive such as the traveling load in the traveling apparatus becomes excessive, the cantilever-like output shaft may be deformed in a direction in which the meshing gears are separated from each other at the meshing portion between the output gear and the transmission gear for transmission input on the downstream side due to the driving reaction force from the transmission downstream side with respect to the output gear, so that the gears mesh in an inclined state. Further, if such a driving state continues to occur, the gears may be damaged early, the gears may be worn unevenly and the power transmission may not be performed well after a short period of use, for example.

The invention aims to provide a harvester which can maintain a good transmission state for a transmission mechanism for a long time.

[4] The problems associated with the background art [4] are as follows.

The harvester performs various operations such as usual harvesting operation, harvesting operation of lodging grain stalks, ridge crossing, road running, etc., and various appropriate running speeds (having a certain range) are available for these operations. Therefore, the harvester described in patent document 1 includes a sub-transmission that can be switched in three stages in addition to the main transmission, and can easily realize an appropriate traveling speed.

However, in order to set a large number of switching steps by the gear type sub-transmission, the number of gear sets of the gear train needs to be increased, and as a result, the space occupied by the gear train becomes large, and the transmission becomes large. That is, the harvester described in patent document 4 can prevent the speed change to a speed other than the proper travel speed, but if it is desired to increase one of the proper travel speeds, it is necessary to increase the number of gear sets of one gear train, which is inefficient from the viewpoint of the number of components and space.

In view of such circumstances, an object of the present invention is to provide a combine harvester capable of obtaining a compact transmission with a minimum increase in the number of components and space, capable of easily realizing various appropriate traveling speeds, and capable of preventing a shift to a speed other than the appropriate traveling speed.

Means for solving the problems

[1] The solution proposed for the problem [1] is as follows.

The transmission case is internally provided with: a left-right driven shaft adjacent to the input shaft in a posture parallel to the input shaft of the transmission case; a left-right side clutch shaft having a transmission rotating body interlocked with an output rotating body provided in the driven shaft; a gear-type transmission for changing the speed of power from the input shaft; and a pair of side clutches provided on the shafts of the side clutch shafts, for connecting/disconnecting transmission from the transmission rotating body to the traveling devices on both right and left sides,

the input shaft is provided on a left-right output shaft provided in an external device connected to the transmission case, in a state of rotating integrally with the output shaft around an axis of the output shaft,

the transmission is equipped to span the input shaft and the driven shaft, and is driven from the input shaft to the driven shaft.

According to this aspect, the input shaft of the transmission case, which rotates integrally with the output shaft about the axis of the output shaft disposed in the external device connected to the transmission case, can also serve as the drive shaft of the transmission. Thus, for example, a transmission structure such as a gear for transmitting power from the input shaft to the drive shaft can be omitted, as compared with a case where a dedicated drive shaft provided separately from the input shaft is provided in parallel with the input shaft. As a result, the transmission structure in the transmission case can be simplified, and the ease of manufacture, the reduction in size and weight of the transmission device, and the like can be achieved. Further, it is possible to prevent gear hopout due to an increase in torque applied to the transmission, which may be caused when the transmission is decelerated from the input shaft to the drive shaft by the transmission structure.

Therefore, it is possible to prevent the gear shift of the transmission built in the transmission case, and to simplify the transmission structure in the transmission case, reduce the size and weight of the transmission device, and the like.

In a preferred embodiment, the transmission rotating body is provided at a center portion of the side clutch shaft, and the pair of side clutches are disposed on both left and right sides of the transmission rotating body in a dispersed manner.

According to this aspect, the following structure can be configured symmetrically in the left-right direction with good balance: a pair of side clutches arranged on the shaft of the side clutch shaft; two transmission systems which transmit the power from the traveling devices on the left and right sides of the side clutch shaft through the side clutches; and a box section covering the transmission boxes of these transmission systems. Further, two transmission systems including a pair of side clutches may be constructed using common components.

Therefore, in the transmission device, the transmission structure of the traveling device straddling the side clutch shaft to the left and right sides can be configured in a stable state with good balance in bilateral symmetry while achieving simplification of the structure and the like by common parts.

In a preferred embodiment, the output rotary body is provided at a central portion of the driven shaft.

According to this aspect, the output rotating body that rotates in a state in which torque is always applied regardless of the shift stage of the transmission is provided in the center portion of the driven shaft, and thereby the torque applied to the pair of shaft portions in the transmission case that supports both ends of the driven shaft can be easily made uniform.

Therefore, it is possible to suppress a possibility that the durability of one of the shaft support portions is reduced and the replacement frequency is increased due to, for example, the torque applied to the pair of shaft support portions becoming uneven.

In a preferred embodiment, a driven gear of the transmission is provided on the driven shaft in a state adjacent to the output rotary body.

According to this aspect, an unnecessary space between the output rotating body and the driven gear on the shaft of the driven shaft can be eliminated, and the driven shaft can be shortened.

Therefore, the reduction in size and weight of the transmission and the accompanying reduction in size and weight of the transmission can be achieved.

In a preferred embodiment, the driven gear is provided on the driven shaft in a state of being adjacent to both side portions of the output rotary body.

According to this aspect, the number of speed change stages of the transmission can be increased, and unnecessary space between the transmission gear and the driven gear on the shaft of the driven shaft can be eliminated, thereby shortening the driven shaft.

Therefore, the number of shift stages of the transmission can be increased, and the reduction in size and weight of the transmission device can be achieved accordingly.

In a preferred embodiment, the driven gear includes a gear portion on one end side thereof, and a coupling portion for selecting a gear is provided on the other end side thereof, the driven gear constitutes a coupling gear to be coupled to a shift mechanism for selecting a gear, and the coupling gear is provided on the driven shaft in a state where the gear portion is adjacent to the output rotary member.

According to this aspect, the gear portion of the driven gear can be arranged on the center side of the driven shaft, compared to a case where the connecting portion of the connecting gear is adjacent to the output rotary body, for example. This makes it possible to substantially equalize the torques applied to the pair of shaft portions in the transmission case supporting the two ends of the driven shaft.

Therefore, it is possible to suppress a possibility that the durability of one of the shaft support portions is reduced and the replacement frequency is increased due to an increase in the difference in torque applied to the pair of shaft support portions.

In a preferred embodiment, the transmission is of the constant mesh type,

the connecting gear is provided with another connecting gear other than the connecting gear adjacent to the output rotating body,

each of the connecting gears includes a spline hub as the connecting portion,

the other connecting gear is provided on the driven shaft in a state where a spline shaft portion that rotates integrally with the driven shaft is positioned between the spline hub portion of the connecting gear adjacent to the output rotating body and the spline hub portion of the other connecting gear.

According to this aspect, the spline shaft portion and the shift element disposed on the input shaft or the driven shaft can be shared in order to enable the selection operation of the connecting gear and the other driven gear adjacent to the output rotary member.

As a result, the number of the spline shaft portions and the number of the shift devices can be reduced, whereby the speed change structure can be simplified, and the transmission can be made smaller and lighter accordingly.

In a preferred embodiment, the transmission includes a connecting gear having a connecting portion at one end thereof for connection to a shift mechanism for selecting a gear,

the connecting gear is provided on the input shaft or the driven shaft in a state where the connecting portion is located at an end portion of the input shaft or the driven shaft on a side opposite to an input-side end portion of the input shaft.

According to this aspect, the shaft end side of the input shaft or the driven shaft which is away from the input-side end portion of the input shaft constitutes the operation region for selecting a gear, and therefore, the length of extension of the input-side end portion of the input shaft or the driven shaft which does not require the operation region for selecting a gear can be reduced accordingly, and the width dimension of the transmission in the direction of extension of the input shaft or the driven shaft can be reduced.

As a result, the transmission can be made smaller and lighter, and the transmission can be made smaller and lighter accordingly.

In a preferred embodiment, the transmission includes a connecting gear connected to a shift mechanism for selecting a gear,

either one of the input shaft and the driven shaft is disposed below the other

The input shaft or the driven shaft is provided below, and the connecting gear is provided at the input shaft or the driven shaft.

According to this aspect, for example, as compared with a case where the connecting gear is provided on the input shaft or the driven shaft disposed above, the liquid level of the lubricating oil reserved in the transmission case can be lowered, and the oil reserve in the transmission case can be reduced. As a result, the work time required for oil change, cost reduction, and weight reduction of the transmission can be achieved.

Therefore, the weight of the transmission can be reduced, and the work time required for oil change can be shortened.

In a preferred embodiment, the transmission is of a constant mesh type, and has a plurality of connecting gears each having a spline hub as a connecting portion at one end side, the connecting portion being connected to a shift mechanism for a shift selection operation,

the input shaft or the driven shaft is provided with a plurality of the connecting gears so as to be relatively rotatable, and each of the input shaft or the driven shaft is provided with a spline shaft portion which is connected to the spline hub portion adjacent thereto via the shift mechanism in an integrally rotatable state at a portion adjacent to the spline hub portion,

in the spline shaft portions of the adjacent portions, a predetermined spline shaft portion to which the single connecting gear is connected is configured by a spline hub that is detachably fitted around the input shaft or the driven shaft, with a plurality of splines for connection formed only on one end side of the outer peripheral surface thereof.

Incidentally, in the input shaft or the driven shaft provided with a plurality of connecting gears so as to be relatively rotatable, if the spline hub constituting the predetermined spline shaft portion is formed with splines each forming the outer peripheral surface thereof, for example, so as to have a length spanning both ends of the spline hub, it is not necessary to consider the orientation of the spline hub when spline-fitting the spline hub to the driven shaft, and spline-fitting can be easily performed. On the other hand, regardless of the orientation of the spline hub, in order to smoothly connect the spline hub and the driven gear by the shift piece which slides so as to straddle the spline hub of the spline hub and the driven gear, chamfering processing with high processing cost needs to be performed on both end portions of each spline.

Therefore, in this aspect, by forming the plurality of splines for connection only on one end side of the outer peripheral surface of the spline hub, it is only necessary to perform the chamfering process described above on one end portion of the splines located at the end portion of the spline hub.

Therefore, the reduction of the processing cost can be realized compared with the case of performing chamfering processing on the two end parts of each spline, and when the spline hub is spline-fitted to the driven shaft, the direction of the spline hub suitable for the spline fitting can be easily recognized from the appearance of the spline hub, and the occurrence of misassembly of spline-fitting the spline hub to the driven shaft in a state that the direction of the spline hub is wrong can be prevented.

In a preferred embodiment, the transmission case has an opening that exposes an end portion of the input shaft on a side opposite to an end portion of the input side.

According to this aspect, in a configuration in which, for example, the external device employs the continuously variable transmission or the motor and the power from the continuously variable transmission or the motor is input to the input shaft of the transmission case, when the operation element of the continuously variable transmission or the motor is operated to the neutral position or the stop position, it can be directly seen whether or not the input shaft stops rotating.

As a result, when the continuously variable transmission or the motor is used as the external device, the neutral adjustment of the continuously variable transmission or the stop adjustment of the motor can be easily performed.

In a preferred embodiment, the hydraulic transmission includes an oil passage for supplying oil returned from a hydraulic device to the inside of the transmission case to a connecting gear connected to a shift mechanism for a shift selection operation of the transmission.

According to this aspect, even when the level of the lubricating oil is lower than the height position of the connecting gear due to careless replenishment of the lubricating oil stored in the transmission case, seizure between the input shaft or the driven shaft and the connecting gear due to shortage of the lubricating oil can be prevented.

In a preferred embodiment, the present invention comprises: left and right running drive shafts facing left and right, straddling the transmission case to the corresponding running devices; and a left and right reduction mechanism for reducing the speed of the power transmitted through the corresponding side clutch and transmitting the power to the driving shaft.

According to this aspect, by providing the speed reduction mechanism on the downstream side in the transmission direction of each side clutch, the torque applied to each side clutch can be reduced, and the on/off operation of each side clutch can be easily performed.

Therefore, the turning operability of the vehicle body can be improved by the on/off operation of each side clutch.

In a preferred embodiment, a left-right relay shaft is provided between the side clutch shaft and the travel drive shaft on both left and right sides,

the left and right reduction mechanisms each include a first reduction unit straddling the side clutch shaft to the relay shaft and a second reduction unit straddling the relay shaft to the travel drive shaft.

According to this aspect, the diameter of the driven-side rotating body used for each speed reduction mechanism can be reduced, the degree of freedom in the arrangement of each speed reduction mechanism in the transmission case can be increased, and the speed reduction ratio of each speed reduction mechanism can be increased.

Therefore, the respective speed reducing mechanisms in the transmission case can be easily equipped, and a large driving torque can be obtained at the time of running.

In a preferred embodiment, the first reduction gear unit and the second reduction gear unit are of a gear transmission type in which a pair of gears are meshed and interlocked,

the relay shaft is provided at a front upper position with respect to the travel drive shaft, and the side clutch shaft is provided at a rear upper position with respect to the relay shaft.

According to this aspect, the vertical length of each speed reduction mechanism can be shortened as compared with a case where the side clutch shaft, the relay shaft, and the travel drive shaft are arranged in parallel in the vertical direction, for example.

During forward travel with a high frequency of use, the driving force from the side clutch shaft and the driving reaction force from each travel drive shaft applied to each relay shaft are reduced by canceling out the vertical components, and are dispersed to the side clutch shaft and each travel drive shaft via the gear of the relay shaft and each gear of the side clutch shaft, and the gear of the relay shaft and each gear of the travel drive shaft. On the other hand, during backward running with a low frequency of use, the driving force and the driving reaction force applied to the relay shaft are reduced by canceling out the vertical components with each other, and are applied only to the relay shaft.

That is, as compared with the case where the driving force and the driving reaction force are applied only to the relay shaft during forward running with a high frequency of use, the torque applied to each of the axle support portions supporting the relay shaft can be reduced.

Therefore, the transmission can be downsized by shortening the vertical length of each reduction mechanism, and the durability of each axle support portion supporting the relay shaft can be improved.

In a preferred embodiment, the output rotating body and the transmission rotating body are constituted by gears which are meshed and interlocked with each other,

the driven shaft is provided at a position forward and upward with respect to the side clutch shaft, and the input shaft is provided at a position rearward and upward with respect to the driven shaft.

According to this aspect, the vertical length of the transmission can be shortened as compared with a case where the input shaft, the driven shaft, and the side clutch shaft are arranged in parallel in the vertical direction, for example.

During forward travel with a high frequency of use, the driving force from the input shaft and the driving reaction force from the side clutch shaft applied to the driven shaft are reduced by canceling out the perpendicular components, and the driving force and the driving reaction force are dispersed to the input shaft and the side clutch shaft via the driven gear of the driven shaft and the driving gear of the input shaft, and the gear for output of the driven shaft and the gear of the side clutch shaft. On the other hand, during backward traveling with a low frequency of use, the driving force and the driving reaction force applied to the driven shaft are reduced by canceling out the vertical components from each other, and are applied only to the driven shaft.

That is, as compared with the case where the driving force and the driving reaction force are applied only to the driven shaft during forward running with a high frequency of use, the torque applied to each of the journal portions supporting the driven shaft can be reduced.

Therefore, the transmission can be downsized, and the durability of each shaft support portion supporting the driven shaft can be improved.

In a preferred embodiment, the side clutch shaft is provided at a position rearward of the input shaft and the travel drive shaft.

According to this aspect, the vertical length of the transmission can be suppressed from increasing, and the distance between the side clutch shaft and the relay shaft can be increased, thereby further increasing the reduction ratio between the side clutch shaft and the relay shaft.

Therefore, it is possible to obtain a large driving torque during running while suppressing an increase in size of the transmission.

In a preferred embodiment, the relay shaft is provided at a position forward of the driven shaft.

According to this aspect, the distance between the relay shaft and each of the travel drive shafts can be increased while suppressing the vertical length of the transmission from becoming long, and the reduction ratio between the relay shaft and each of the travel drive shafts can be further increased.

[2] The solution proposed for the problem [2] is as follows.

The shaft of the side clutch shaft which is arranged at the left and right of the transmission case is provided with: a pair of interlocking rotating bodies which are respectively interlocked and connected with the traveling devices on the left and right sides; and a pair of side clutches for respectively connecting/disconnecting transmission to the pair of interlocking rotating bodies,

the pair of side clutches includes: a cylindrical shaft that is externally fitted to the side clutch shaft so as to be relatively rotatable in a state that the cylindrical shaft can be attached and detached to and from the side clutch shaft so as to slide in the axial direction of the side clutch shaft; a moving-side rotating body having an engaging portion at one end; a fixed-side rotating body having a portion to be engaged at one end; a compression spring that urges the moving-side rotating body toward a communication position where the engaging portion and the engaged portion are engaged with each other; a stopper that blocks the moving-side rotating body at the communication position; and a spring seat receiving one end portion of the compression spring,

in the above-described aspect, the movable-side rotating body, the compression spring, the stopper, and the spring seat are provided on an outer peripheral portion of the cylindrical shaft so as to rotate integrally with the cylindrical shaft in a state where the movable-side rotating body and the compression spring are positioned between the stopper and the spring seat and the movable-side rotating body is slidable with respect to the cylindrical shaft in an axial direction of the side clutch shaft, and the cylindrical shaft, the movable-side rotating body, the compression spring, the stopper, and the spring seat constitute a sliding unit that slides integrally, and the sliding unit is attachable to and detachable from the side clutch shaft in the axial direction of the side clutch shaft.

According to this aspect, when each side clutch is assembled to the side clutch shaft, the sliding units are attached to the side clutch shaft, whereby the moving side rotating body, the compression spring, and the like, which are components of each side clutch, can be assembled to the side clutch shaft. Further, when the sliding units are mounted on the side clutch shaft, a large force against the action of the compression spring is not required, and therefore, the movable side rotating body, the compression spring, and the like can be easily mounted on the side clutch shaft.

On the other hand, since the moving-side rotating body, the compression spring, and the like, which require a large force against the action of the compression spring, can be attached to and detached from the cylinder shaft freely outside the transmission case using a required tool without being restricted by the work area, the moving-side rotating body, the compression spring, and the like can be easily attached to the cylinder shaft.

Therefore, the assemblability of the side clutches with respect to the side clutch shaft can be greatly improved.

In a preferred embodiment, a transmission rotating body that transmits power to the pair of interlocking rotating bodies via the pair of side clutches is provided at a central portion of the side clutch shaft,

the pair of side clutches are disposed on both left and right sides of the transmission rotating body, and the pair of interlocking rotating bodies are disposed on both left and right sides of the transmission rotating body, and the pair of side clutches connect/disconnect transmission from the transmission rotating body to the interlocking rotating body on the same side as the side clutches.

According to this aspect, the pair of side clutches and the pair of interlocking rotating bodies provided on the shaft of the side clutch shaft, the two-system transmission system that transmits power from the traveling devices on the left and right sides of the side clutch shaft through these side clutches and interlocking rotating bodies, and the box section that covers the transmission case of these transmission systems can be configured symmetrically in the left and right directions and with good balance. Further, a dual-system transmission system including a pair of side clutches and a pair of interlocking rotating bodies can be configured using common members.

In a preferred embodiment, each of the pair of side clutches is configured in a state in which the moving-side rotating body functions as a driven-side rotating body and the fixed-side rotating body functions as a driving-side rotating body, and each of the sliding units is configured in a state in which the corresponding interlocking rotating body is provided as one of the component members.

According to this aspect, the moving-side rotating body, which is one of the components of the sliding unit, is configured as the driven-side rotating body of the side clutch, and the interlocking rotating body disposed on the downstream side in the transmission direction of the side clutch on the shaft of the side clutch shaft is configured as one of the components of the sliding unit, whereby the ease of assembly of the side clutch and the interlocking rotating body with respect to the side clutch shaft can be improved.

In a preferred embodiment, the transmission case includes an opening for allowing the sliding unit to pass therethrough at a position opposed to each of the pair of side clutches in the axial direction of the side clutch shaft, and a cover member for closing the opening is detachably attached to the transmission case, and each of the sliding units is detachable from the transmission case to the side clutch shaft from the outside.

According to this aspect, the respective slide units can be easily attached to the side clutch shaft assembled in the transmission case from the outside of the transmission case via the opening without requiring a large force against the action of the compression spring.

Further, in the case of performing maintenance of each slide unit, each slide unit can be attached to and detached from the opening of the transmission case without disassembling the transmission case. Further, the disassembly and assembly of the respective slide units, which require a large force against the action of the compression spring, can be freely performed outside the transmission case using a required tool without being restricted by the working area.

Therefore, the detachability of each sliding unit to the side clutch shaft and the maintainability of each sliding unit can be improved.

In a preferred embodiment, the cover members each have a journal portion that supports an end portion of the side clutch shaft.

According to this aspect, by fitting each cover member to the transmission case, the end portion of the side clutch shaft can be supported by each shaft support portion. Further, by detaching each cover member from the transmission case, each journal portion can be detached from the transmission case together with each cover member.

This makes it possible to reduce the number of steps required to attach and detach the cover members and the shaft support portions to and from the transmission case, as compared with the case where the cover members and the shaft support portions are attached and detached to and from the transmission case individually. Further, when maintenance of each of the shaft support portions is performed, for example, by replacing a bearing, the maintenance work can be freely performed outside the transmission case using a required tool without being restricted by the work area.

Therefore, the detachability of each cover member and each shaft support portion with respect to the transmission case can be improved, and the maintainability of each slide unit and each shaft support portion can be improved.

In a preferred embodiment, each of the fixed-side rotating bodies is externally fitted to the side clutch shaft in a state of being capable of being attached to and detached from the side clutch shaft by sliding in an axial direction of the side clutch shaft,

the openings are each formed in a size that allows the fixed-side rolling bodies to pass through.

According to this aspect, the fixed-side rotating bodies and the sliding units can be easily attached to and detached from the side clutch shaft assembled in the transmission case through the opening from the outside of the transmission case, without requiring a large force against the action of the compression spring.

Therefore, the respective side clutches including the sliding unit and the fixed-side rotating body can be attached to and detached from the side clutch shaft, and the respective side clutches can be maintained.

In a preferred embodiment, each of the pair of side clutches includes a spur gear as the fixed-side rotating body, and the spur gear has a tooth width 2 times or more a meshing length with the meshing portion of the moving-side rotating body.

According to this aspect, when the engaged portion of the fixed-side rotating body is worn, the fixed-side rotating body is detached from the side clutch shaft once, turned over, and then attached to the side clutch shaft again, whereby the wear can be eliminated.

Therefore, the life of each fixed-side rotating body can be doubled by 2, and the running cost required for each side clutch can be reduced.

In a preferred embodiment, each of the fixed-side rotating bodies is externally fitted to a portion of the side clutch shaft on the axial end side of the sliding unit.

According to this aspect, when maintenance of each fixed-side rotating body is performed such as replacement of each fixed-side rotating body, it is not necessary to attach and detach the sliding unit to and from the side clutch shaft.

Therefore, the maintainability of each fixed-side rotating body can be improved.

In a preferred embodiment, the pair of interlocking rotating bodies includes a drive gear,

each of the pair of side clutches is configured in a state where the moving-side rotating body functions as a driven-side rotating body and the fixed-side rotating body functions as a driving-side rotating body, and each of the sliding units is configured in a state where a corresponding drive gear is provided as one of the components.

According to this aspect, the moving-side rotating body, which is one of the components of the sliding unit, is configured as the driven-side rotating body of the side clutch, and the interlocking rotating body, which is provided on the downstream side in the transmission direction of the side clutch on the shaft of the side clutch, is configured as one of the components of the sliding unit, whereby the ease of assembly of the side clutch and the interlocking rotating body with respect to the side clutch shaft can be improved.

Incidentally, for example, when the interlocking rotating body is a drive pulley or a drive sprocket, and when the sliding unit including the interlocking rotating body is attached to and detached from the side clutch shaft through the opening of the transmission case, the work of attaching and detaching the transmission belt or the transmission chain to and from the drive pulley or the drive sprocket through the opening requires a large amount of labor, and therefore, it is difficult to attach and detach the sliding unit to and from the side clutch shaft through the opening.

In contrast, in the present aspect, the interlocking rotating body is the drive gear, and the slide unit including the drive gear can be easily attached to and detached from the opening of the transmission case with respect to the side clutch shaft without a lot of effort.

Therefore, the sliding unit including the drive gear can be attached to and detached from the opening of the transmission case with respect to the side clutch shaft.

In a preferred embodiment, the sliding units are each equipped with the drive gear at the barrel shaft.

For example, in the case where the moving-side rotary body includes a drive gear, the drive gear is slidingly displaced with respect to a driven gear that meshes with the drive gear in accordance with a sliding displacement of the moving-side rotary body by the connection/disconnection operation of the side clutch, and therefore, abrasion is generated between the drive gear and the driven gear due to the sliding displacement.

In contrast, in this aspect, since the drive gear is provided on the cylindrical shaft that slidably supports the moving-side rotating body, the wear can be avoided in advance.

Therefore, the durability of the drive gear provided in the slide unit and the driven gear meshing and interlocking with the drive gear can be improved.

In a preferred embodiment, the transmission case is provided with a multi-plate type side brake for braking the corresponding running gear on an outer peripheral side of each of the sliding units on the shaft of the side clutch shaft,

each of the slide units includes a brake hub of the corresponding side brake as one of the components in a state of rotating integrally with the cylinder shaft.

According to this aspect, braking rotation is possible, and the travel device on the inside of rotation is braked by the side brake, so that the ease of assembly of each side brake can be improved.

In a preferred embodiment, each of the sliding units is provided with a spline hub that rotates integrally with the cylindrical shaft,

each of the spline hubs is a dual-purpose member having one end side functioning as the drive gear and the other end side functioning as the brake hub.

According to this aspect, since each spline hub is a dual-purpose member that serves as both a drive gear and a brake hub, it is possible to achieve simplification of the structure, improvement in assembly, and the like by reducing the number of components.

In a preferred embodiment, each of the spline hubs includes a spline hole portion in an inner peripheral surface on a drive gear side and a diameter-enlarged portion in an inner peripheral surface on a brake hub side, the spline hole portion being externally fitted to a spline shaft portion provided on one end side of the corresponding cylinder shaft, and the diameter-enlarged portion forming a housing space for a compression spring between the spline hub and the cylinder shaft.

According to this aspect, the spline hub can be spline-fitted to the tubular shaft in a detachable manner by the drive gear side of each spline hub that is lengthened in the axial direction by functioning as both the drive gear and the brake hub. Thus, when the drive gear or the brake hub is worn, only the spline hub can be replaced, and maintenance costs for wear of the drive gear or the brake hub can be reduced as compared with a case where the spline hub is integrally formed with the tubular shaft.

Further, the cylinder shaft, the compression spring, and the spline hub can be provided in a state of being overlapped in the radial direction of the cylinder shaft by the brake hub side of each spline hub. As a result, the length of each slide unit in the axial direction can be shortened as compared with a case where the compression spring and the spline hub are provided in parallel in the axial direction of the cylinder shaft, and as a result, the lateral width of the transmission can be narrowed while shortening the side clutch shaft, thereby realizing downsizing of the transmission.

In a preferred embodiment, the spring seat is formed by stepped portions provided on outer peripheral portions of the cylindrical shafts, the spline shaft portion has a length extending from the stepped portion to a shaft end on a large diameter side,

the spline shaft portions each have an engaging portion formed in a substantially annular recessed shape on an outer peripheral side thereof, and a C-shaped retaining ring is fitted around the engaging portion,

the spline hole portion of each of the spline hubs has a length spanning from the retainer ring to the step portion, and the diameter-enlarged portion of each of the spline hubs has a length spanning from the step portion to a hub end on the brake hub side.

According to this aspect, the spline hub can be fixed and attached to the predetermined position with respect to the cylindrical shaft easily and reliably by the simple structure using the step portion of the cylindrical shaft, the retainer ring, and the compression spring.

In a preferred embodiment, each of the side brakes is provided with a plurality of brake disks and a plurality of spacers alternately arranged in the axial direction of the side clutch shaft in a state of being able to be removed toward the lateral outside of the transmission case by sliding in the axial direction of the side clutch shaft,

the openings are each sized to allow passage of the brake disc and the spacer plate.

According to this aspect, in addition to the slide units and the like, the brake disks and the separators and the like of the side brakes can be easily attached to and detached from the openings of the transmission case.

Therefore, the assembly of each side brake and the maintenance of each side brake such as replacement of the brake disc or the spacer can be easily performed.

In a preferred embodiment, each of the moving-side rotating bodies includes, on an outer peripheral portion thereof, a pressing portion that acts on the brake disk and the spacer,

the side brakes are switched from braking-released states to braking states, respectively, in which the brake discs and the separators are each released from pressure contact by the pressing portions, respectively, as the corresponding moving-side rotating bodies slide from a disengaged position, at which the engagement portions of the moving-side rotating bodies and the engaged portions of the fixed-side rotating bodies are disengaged, to a braking position, at which the engaged portions of the fixed-side rotating bodies are positioned in a direction opposite to the communication position, respectively, and are switched from the braking states, in which the brake discs and the separators are each released from pressure contact by the pressing portions, to the braking-released states, in which the brake discs and the separators are each pressure-contacted by the pressing portions, respectively, as the corresponding moving-side rotating bodies slide from the braking positions to the disengaged positions.

According to this aspect, the moving-side rotating body of each side clutch can be used also as the operating element of the side brake, and thus the side clutch and the side brake can be appropriately interlocked.

Therefore, the structure required for the swing operation of the vehicle body can be simplified, and the swing operability of the vehicle body can be improved.

In a preferred embodiment, each of the fixed-side rotating bodies is externally fitted to a portion of the side clutch shaft on the axial end side of the sliding means in a state of being attachable to and detachable from the side clutch shaft by sliding in the axial direction of the side clutch shaft,

the cover members each include an auxiliary opening for allowing the fixed-side rotating body to pass therethrough, and are detachably provided with an auxiliary cover member for closing the auxiliary opening, and the auxiliary cover member includes a shaft support portion for supporting an end portion of the side clutch shaft.

According to this aspect, by detaching each auxiliary cover member, the fixed-side rotating body can be detached while the cover member prevents detachment of each slide unit, the brake disk of each side brake, and the spacer.

Therefore, the workability in maintenance of the fixed-side rotating body can be improved.

In a preferred embodiment, the auxiliary openings are each formed in a circular shape centered on an axial center of the side clutch shaft,

the auxiliary cover members each have a large diameter portion that is fitted in the auxiliary opening and a small diameter portion that is located on an inner side of the transmission case and forms an annular space between the auxiliary cover member and the auxiliary opening,

the sliding units are respectively arranged on the shaft of the side clutch shaft in a state that the moving side rotating body is opposite to the space,

an annular piston for slidably operating the moving-side rotating body is fitted into the space in a state of being slidable in the axial direction of the side clutch shaft, and the space functions as an oil chamber for operating the piston.

According to this aspect, the hydraulic pressure operating portion for the side clutch and the side brake can be configured by the space between the cover member and the auxiliary cover member. Further, by detaching the cover member or the auxiliary cover member, the hydraulic operating unit can be detached, and maintenance of the hydraulic operating unit can be easily performed.

Therefore, the operability of the side clutch and the side brake can be improved by the hydraulic operating unit while suppressing the complexity of the structure, and the maintainability of the hydraulic operating unit can be improved.

In a preferred embodiment, each of the moving-side rotating bodies includes a diameter-enlarged portion on an inner peripheral surface of a stopper side, the diameter-enlarged portion allowing the stopper at the communication position to enter.

According to this aspect, the length of each sliding unit in the axial direction can be further shortened as compared with the case where the enlarged diameter portion is not formed. As a result, the lateral width of the transmission can be reduced while shortening the side clutch shaft, thereby reducing the size of the transmission.

In a preferred embodiment, the stopper is formed of a C-shaped retainer ring detachably fitted in an engagement groove formed in a recessed annular shape on an outer peripheral side of the cylinder shaft,

the enlarged diameter portion for the stopper has a size that prevents the stopper from coming off the engagement groove.

According to this aspect, for example, when the stopper is not completely engaged with the engagement groove of each of the cylindrical shafts and the stopper is lifted from the engagement groove, the moving-side rotating body is brought into contact with the stopper when the moving-side rotating body slides to the communication position by the action of the compression spring, and is prevented from sliding to the communication position.

That is, the assembled state of the stopper with respect to the engagement groove of each cylindrical shaft can be easily determined by the sliding of the moving-side rotating body by the action of the assembled compression spring, and thus, when the engagement of the stopper with respect to the engagement groove of each cylindrical shaft is incomplete, the engagement can be immediately improved.

[3] The solution proposed for the problem [3] is as follows.

A harvester is provided with:

a main transmission device provided outside the transmission case, having an input shaft inserted through a side wall of one end side of the transmission case from an outside of the case to an inside of the case, and outputting power from the engine through the output shaft while continuously shifting the speed forward and backward; and

a gear type sub-transmission device incorporated in the transmission case and transmitting power transmitted from the output shaft to a traveling device while changing the speed in high and low 2 stages according to an operation state,

the output shaft is inserted through the side wall on the other end side of the transmission case so as to be exposed to the outside of the case, and is rotatably supported by the side wall on the one end side and the side wall on the other end side, respectively.

According to this configuration, the output shaft of the main transmission is inserted through the side wall of the transmission case on one end side from the outside of the case toward the inside of the case. The output shaft is disposed in a state in which a shaft end portion is inserted into the transmission case and inserted through the other end side wall to be exposed to the outside of the case, and is rotatably supported by the one end side wall and the other end side wall, respectively.

Since the output shaft is configured to be rotatably supported by the side wall on the one end side and the side wall on the other end side in the transmission case, the possibility of the output shaft being deformed by bending can be reduced by the driving reaction force from the transmission downstream side with respect to the output gear, and a good gear engagement state can be maintained. As a result, a good transmission state is easily maintained.

Further, since the output shaft is inserted through the side wall on the other end side and the shaft end portion on the other end side is exposed to the outside of the case, it is possible to visually confirm whether or not the output shaft is rotating from the outside of the transmission case. In this way, for example, when the operating state when the main shift device is operated to the neutral position is adjusted by the shift operating element, it is possible to visually confirm whether or not the main shift device is in the neutral state, that is, whether or not the output shaft is in the rotation stopped state, and to perform the adjustment operation with high accuracy.

Therefore, it is possible to provide a harvester capable of maintaining a good gear engagement state, presenting an appropriate neutral state, and maintaining a good transmission state of the transmission mechanism for a long period of time.

Preferably, the input shaft for speed change on the input side of the sub-transmission device includes an input gear that meshes with an output gear included in the output shaft.

According to this configuration, the output gear provided on the output shaft meshes with the input gear provided on the speed change input shaft of the sub-transmission device, and the output of the main transmission device is transmitted to the sub-transmission device. Even if a force acts on the meshing portion between the output gear and the input gear in the direction in which the gears are separated by a driving reaction force from the transmission downstream side, the possibility of the output shaft being subjected to flexural deformation can be reduced, and therefore, a favorable transmission state can be easily maintained in which the gears are not subjected to a trouble such as meshing in an inclined state.

Preferably, the transmission input shaft includes a high-speed transmission drive gear on a side close to the input gear and a low-speed transmission drive gear on a side far from the input gear.

According to this configuration, when the sub-transmission is switched to the high speed state, the power is transmitted through the high speed transmission drive gear, and when the sub-transmission is switched to the low speed state, the power is transmitted through the low speed transmission drive gear.

However, it is considered that the sub-transmission is in a state where the driving load is large, such as harvesting work at a high speed, when the sub-transmission is in a high speed state, and the driving load is small, such as harvesting work at a low speed, when the sub-transmission is in a low speed state. That is, it is considered that the input shaft for speed change has a relatively large driving reaction force applied to a portion including the high-speed transmission drive gear and a relatively small driving reaction force applied to a portion including the low-speed transmission drive gear.

Further, since the high-speed transmission drive gear is provided on the side close to the input gear, it is possible to transmit power with the distortion of the speed change input shaft minimized in the high-speed state. However, in the low speed state, even if the low speed transmission drive gear is provided on the side away from the input gear, the distortion of the speed change input shaft is small.

Therefore, it is easy to maintain a favorable transmission state with the distortion of the speed change input shaft as small as possible.

Preferably, the low-speed transmission gear is provided at a distance in the axial direction from a shaft support member that rotatably supports the transmission input shaft on the side wall on the other end side.

According to this configuration, since the space is provided between the low speed transmission drive gear and the shaft support member in the axial direction, the lubricating oil can be appropriately supplied to each of the low speed transmission drive gear and the shaft support member by using the space therebetween.

As a result, by appropriately supplying the lubricating oil, the low-speed transmission drive gear and the shaft support member can each continue to operate smoothly, and a good transmission state can be easily maintained.

Preferably, the high-speed transmission drive gear is provided so as to be spaced apart from the input gear in the axial direction.

According to this configuration, since the high-speed transmission drive gear and the input gear are spaced apart from each other in the axial direction, the lubricating oil can be appropriately supplied to each of the high-speed transmission drive gear and the input gear by utilizing the space between them.

As a result, by supplying the lubricating oil appropriately, the high-speed transmission drive gear and the input gear can each operate continuously and smoothly, and a good transmission state can be easily maintained.

Preferably, the output shafts for shifting on the output side of the sub-transmission device each include: a driven gear for high-speed transmission meshed and linked with the driving gear for high-speed transmission; a low-speed transmission driven gear meshed and linked with the low-speed transmission driving gear; and a drive gear meshing and interlocking with a downstream side transmission gear located on a transmission downstream side of the sub-transmission device.

According to this configuration, the power of the speed change input shaft of the sub-transmission device is transmitted to the speed change output shaft via the high-speed transmission drive gear and the high-speed transmission driven gear or via the low-speed transmission drive gear and the low-speed transmission driven gear. The power of the output shaft for speed change is transmitted to the transmission downstream side of the sub-transmission device through a drive gear provided separately from the driven gear for high-speed transmission and the driven gear for low-speed transmission and a downstream-side transmission gear meshing with the drive gear.

Incidentally, instead of this configuration, for example, a configuration may be adopted in which a gear to which power is transmitted from the transmission input shaft side is used to transmit power to the transmission downstream side of the sub-transmission device, that is, a configuration in which the driven gear and the driving gear are shared. However, in this configuration, since the driving force from the transmission input shaft side and the driving reaction force from the transmission downstream side are applied to the gears, a large load may be applied to the gears even in a state where the load of the running gear is normal, and durability may be reduced.

In contrast, according to this configuration, only the power from the transmission input shaft side is transmitted to the high-speed transmission driven gear and the low-speed transmission driven gear, and the drive gear is the drive-dedicated gear for transmitting the power to the transmission downstream side, so that it is possible to avoid a situation where a large load is applied due to the common use of the driven gear and the drive gear, and it is possible to prevent a reduction in durability.

Preferably, the drive gear is located between the high-speed drive driven gear and the low-speed drive driven gear.

According to this configuration, the drive gear is provided between the high-speed drive driven gear and the low-speed drive driven gear of the transmission output shaft.

The gear type sub-transmission device is provided with an operating mechanism for switching between a state in which power is transmitted to the high-speed transmission driven gear and a state in which power is transmitted to the low-speed transmission driven gear, and the operating mechanism for switching is provided at a corresponding position between the high-speed transmission driven gear and the low-speed transmission driven gear.

Therefore, since the switching operation mechanism is provided as described above, the high-speed transmission driven gear and the low-speed transmission driven gear are provided in a state separated in the axial direction, and the driving gear can be compactly arranged by utilizing the space between them.

Preferably, the driving gear is located close to the high-speed transmission driven gear.

According to this configuration, since the drive gear is disposed in the vicinity of the high-speed transmission driven gear, when the drive load is large in the high-speed state, the power transmitted to the high-speed transmission driven gear can be transmitted to the transmission downstream side with the distortion of the speed change output shaft as small as possible via the drive gear located in the vicinity of the high-speed transmission driven gear. In addition, in a low-speed state, the driving load is small in many cases, and even if the driving gear is disposed at a position away from the low-speed transmission driven gear, the distortion of the transmission output shaft is small.

Further, it is preferable that the sub-transmission device includes: an input shaft for speed change on an input side; an output shaft for speed change on an output side; a high-speed transmission drive gear and a low-speed transmission drive gear disposed on the speed change input shaft so as to be rotatable with respect to the speed change input shaft; and a high-speed transmission driven gear and a low-speed transmission driven gear, which are fixedly arranged on the speed change output shaft,

the high-speed transmission driving gear and the low-speed transmission driving gear are respectively and constantly meshed with the high-speed transmission driven gear and the low-speed transmission driven gear and can not slide along the axis direction,

the sub-transmission device further includes a shift member spline-fitted to the transmission input shaft between the high-speed transmission drive gear and the low-speed transmission drive gear, and slidable between a high-speed transmission operation position where the shift member meshes with a spline portion of the high-speed transmission drive gear and is disposed on the transmission input shaft so as to be relatively rotatable, and a low-speed transmission operation position where the shift member meshes with a spline portion of the low-speed transmission drive gear and is disposed on the transmission input shaft so as to be relatively rotatable.

According to this configuration, if the shift element is slid to the high-speed-transmission operating position, the shift element meshes with the spline portion of the high-speed-transmission drive gear, and therefore the high-speed-transmission drive gear rotates integrally. Then, the high-speed drive gear and the high-speed driven gear are meshed and interlocked, and the high-speed power of the speed change is transmitted to the traveling device through the speed change output shaft.

On the other hand, if the shift member is slid to the low speed transmission operation position, the shift member meshes with the spline portion of the low speed transmission drive gear, and therefore the low speed transmission drive gear rotates integrally. Then, the low-speed drive gear and the low-speed driven gear are meshed and interlocked, and the low-speed power of the speed change is transmitted to the traveling device through the speed change output shaft.

Therefore, the sub-transmission device can be switched between the high speed state and the low speed state by slidingly operating the shift member.

Further, it is preferable that a drive gear is provided between the high-speed drive driven gear and the low-speed drive driven gear of the transmission output shaft, the drive gear meshes with a downstream side transmission gear located on a transmission downstream side of the sub-transmission device,

a fork for sliding the shift member is provided in a state of passing through a space between the shift member and the driving gear.

According to this configuration, the shift member is provided between the high-speed drive gear and the low-speed drive gear of the transmission input shaft, and the drive gear is provided between the high-speed drive driven gear and the low-speed drive driven gear of the transmission output shaft. Further, a fork for sliding the shift member is provided in a state of passing through a space between the shift member and the driving gear.

As described above, the drive gear can be compactly arranged by effectively utilizing the space between the high-speed drive driven gear and the low-speed drive driven gear, and the shift fork can be favorably arranged in a state of less possibility of interference with other transmission shafts by effectively utilizing the space between the shift stage and the drive gear.

Preferably, the yoke engages with a region of a half circumference or more of an engaging circumferential groove provided on an outer circumference of the shift member.

According to this configuration, the shift implement is slid by the shift fork in a state of being engaged with the region of the engagement circumferential groove provided on the outer periphery of the shift implement, the region being at least half the circumference. As a result, the shift element can be smoothly slid and moved without being inclined with respect to the input shaft for speed change and without a possibility of torsion, as compared with a case where, when the shift element is slid by the fork, the operation force of the fork acts on the shift element over a wide region of the half cycle or more of the shift element, and the operation force of the fork acts locally on the shift element.

Preferably, the fork is engaged with two diametrically located portions of an engaging circumferential groove provided on an outer periphery of the shift member.

According to this configuration, the shift element is slid by the shift fork in a state of being engaged with two diametrically positioned portions of the engaging circumferential groove provided on the outer circumference of the shift element. As a result, when the shift is slid by the fork, it is difficult to apply an operating force to the shift so as to incline the shift with respect to the sliding direction, and therefore the shift can be smoothly slid without the possibility of twisting.

Preferably, the output shaft includes a pair of separate transmission shafts that are coupled to each other so as to be separated from each other in the axial direction and to be rotatable integrally therewith.

According to this configuration, since the output shaft is constituted by the pair of separate transmission shafts separated in the axial direction, the output shaft can be constituted by using, for example, an output rotary shaft extending in a cantilever shape from the main transmission device as one of the separate transmission shafts, and providing the other of the separate transmission shafts in a row in the axial direction of the one of the separate transmission shafts and in an interlocked connection state so as to be rotatable integrally therewith. That is, by effectively utilizing the structure of the conventional cantilever-shaped output rotary shaft, it is not necessary to significantly improve the structure of the main transmission device as compared with the conventional one.

Preferably, an output gear for transmitting power from the output shaft to the sub-transmission is externally fitted to the pair of split transmission shafts so as to be rotatable integrally with each of the pair of split transmission shafts, and the pair of split transmission shafts are interlocked and connected by the output gear.

According to this configuration, since the pair of separate transmission shafts are integrally and rotatably coupled in an interlocking manner by effectively utilizing the output gear for transmitting power to the sub-transmission device, the output shaft can be configured by the pair of separate transmission shafts without a problem of a complicated structure or the like due to the use of a dedicated coupling member for interlocking the pair of transmission shafts.

Further, it is preferable that the main transmission case and the transmission case covering the periphery of the main transmission device are connected in a flange-coupled state,

concentric engaging grooves centering on the axis of the output shaft are formed in the connecting surface of the main transmission case and the connecting surface of the transmission case at the positions where the output shaft is inserted,

the transmission device is provided with a washer member for aligning the axis in a state of being fitted in the fitting groove of the main transmission case and the fitting groove of the transmission case.

According to this configuration, the main transmission case covering the periphery of the main transmission device is flange-connected to the transmission case, and the output shaft is disposed in a state where the side wall of the transmission case on the side to which the main transmission case is connected is inserted from the outside of the case, that is, the inside of the main transmission case to the inside of the case.

Further, concentric fitting grooves are formed in the connecting surface of the main transmission case and the connecting surface of the transmission case, through which the output shaft is inserted, such that the axis of the output shaft is centered, and a washer member for aligning the axis is disposed in a state of being fitted in the fitting groove of the main transmission case and the fitting groove of the transmission case.

That is, since the same washer member is attached in a state of being fitted in the fitting groove of the main transmission and the fitting groove of the transmission, the main transmission and the transmission are flange-coupled in a state where the center of the fitting groove of the main transmission and the center of the fitting groove of the transmission are aligned.

As a result, the output shaft provided in a state inserted from the inside of the main transmission case to the inside of the transmission case can be rotatably supported in a favorable state with little axial displacement by the main transmission case and the transmission case in which the axial centers of the fitting grooves are aligned.

Preferably, the transmission includes a pair of left and right axles inserted into left and right axle boxes fixedly extending from the transmission case, the pair of left and right axles transmitting power shifted by the subtransmission device to the left and right traveling devices,

the pair of left and right axles each have a small-diameter power transmission portion at an inner end in the lateral width direction of the machine body, a large-diameter laterally extending portion at an outer end in the lateral width direction of the machine body, and,

the connecting portion between the small-diameter power transmission portion and the large-diameter laterally extending portion is formed in a gradually widening shape in which the diameter gradually increases from the small-diameter power transmission portion toward the outside in the lateral width direction of the machine body.

According to this configuration, the power after the speed change is transmitted to the power transmission unit inside the transmission case for the pair of left and right axles, and the power is transmitted to the traveling device through the laterally extending portion inserted into the axle box. In a harvester in which the left-right interval between the left and right traveling devices is set to be large, it is necessary to increase the support strength by increasing the diameter of the laterally extending portion inserted into the axle box.

Further, since the connecting portion between the small-diameter power transmission portion and the large-diameter laterally き extending portion is formed in a gradually widening shape in which the diameter gradually increases from the small-diameter power transmission portion toward the outside in the lateral width direction of the engine body, a gap is formed between the inner surface of the axle box and the gradually widening connecting portion at the end portion on the inner side in the lateral width direction of the engine body of the axle box, and the gap is wider on the inner side in the lateral width direction of the engine body and narrower on the outer side in the lateral width direction of the engine body.

As a result, the lubricant supplied from the transmission side is introduced from the inner side end portion having the large width of the gap toward the outer side in the transverse width direction of the machine body in this order, and the lubricant can be supplied well.

[4] The solution proposed for the problem [4] is as follows.

The disclosed device is provided with:

a main transmission device for continuously shifting a driving force from an engine in a forward/reverse direction;

a gear type sub-transmission device which is built in the transmission case, is provided with a gear train capable of being combined in various ways, and transmits the driving force output from the main transmission device to the traveling device by changing the speed in multiple stages according to the operation state;

a working clutch for connecting/disconnecting the transmission of the driving force to the working unit;

a main shift operation member that performs a shift operation of the main transmission;

a sub-transmission operating member that performs a transmission operation of the sub-transmission;

a clutch operation member that performs an on/off operation of the working clutch;

and a drag mechanism that, when the work clutch is operated to communicate, drags the main shift operation element to be operated closer to a speed increasing side than a predetermined command position on a forward operation path of the main shift operation element.

According to the present invention, the forward speed region based on the main transmission device is different between when the work clutch is connected and when the work clutch is disconnected. That is, two speed regions are present on the condition that the working clutch is connected/disconnected. Therefore, a combine harvester capable of presenting an appropriate travel speed region twice as many as the number of shift regions of the sub-transmission can be obtained. Further, only the operation of the main shift operation member needs to be restricted, and the number of components and space in the transmission do not need to be increased, and a compact transmission can be obtained as compared with a transmission in which the number of gear sets of the sub-transmission is increased. Further, since the space is not increased, the durability of the sub-transmission can be improved by making the gear thick using the corresponding space.

Further, when the work clutch is operated to be connected, the main shift operation element is operated to a speed increase side from a predetermined command position on the forward operation path by the drag mechanism, and therefore the traveling speed cannot be shifted to a constant traveling speed or more while the work unit is being driven. Thus, the running device can be prevented from reaching the appropriate running speed or more due to the erroneous operation.

Further, it is preferable that the main shift operation element is freely operable in a path between the predetermined command position and the neutral position on the forward operation path and in a reverse operation path even when the work clutch is operated to be communicated.

According to this configuration, although the shift is not made to be equal to or higher than the constant traveling speed in the state where the working unit is driving, the shift to the low speed side including the backward traveling can be performed. Therefore, in the middle of the current work, when the work or the backward travel that requires an appropriate travel speed equal to or lower than the appropriate travel speed for the current work is required, the travel speed can be smoothly changed.

Preferably, the predetermined command position is set at a position closer to a speed increasing side than an intermediate position on the forward operation path.

According to this configuration, the operable region of the main shift operation element at the time of the drag is set to be equal to or more than half of the forward operation path. That is, since the upper limit speed difference between the time of the braking and the time of the non-braking is small, it is effective in the case where the difference between the appropriate traveling speeds in the operating state and the non-operating state is small.

Further, it is preferable that the sub-transmission device be switchable between two states of a high-speed shift state and a low-speed shift state,

the drag mechanism is configured to drag the main shift operation member to operate the main shift operation member on a speed increase side of the predetermined command position on the forward operation path when the work clutch is connected to the sub-transmission device, regardless of whether the sub-transmission device is operated to the high speed shift state or the low speed shift state.

According to this configuration, it is possible to prevent the main transmission device from being operated to the high-speed transmission side and the engine from being further loaded when the sub-transmission device is in the high-speed transmission state and the engine is in a high-load state in which, for example, a working unit requiring a large driving force is being driven.

Further, when the state in which the sub-transmission is operated to the low speed shift state and the low speed running is performed is shifted to the state in which the working unit is driven and the sub-transmission is operated to the high speed shift state, the sub-transmission can be efficiently increased to the appropriate running speed if the working clutch is operated to the connected state. However, the sub-transmission may be forgotten to be operated to the high speed shift state. In this case, according to this configuration, even if the driver operates the main shift operation element in order to increase the speed, the driver cannot operate the main shift operation element to the speed increase side of the predetermined command position, and the running speed is lower than the appropriate running speed. As a result, the driver notices that the sub-transmission is in the low speed shift state.

As described above, according to this configuration, it is possible to prevent the main shift operation element from being erroneously operated to the appropriate traveling speed or higher, and to notify the driver of an erroneous operation such as forgetting to operate the sub-transmission.

the drag mechanism is configured to drag the main shift operation member to be operated closer to a speed increasing side than the predetermined command position on the forward operation path when the working clutch is connected and operated even if the sub-transmission device is operated to the high-speed shift state.

According to this configuration, it is possible to prevent the main transmission device from being operated to the high-speed transmission side and the engine load from becoming higher when the sub-transmission device is in the high-speed transmission state and the engine is in a high-load operation in which the working section requiring a large driving force is driving.

As described above, according to the present configuration, it is possible to prevent the main shift operation element from being erroneously operated to the appropriate traveling speed or higher.

Further, it is preferable that a main shift lever of a forward-backward swing operation type is provided as the main shift operation member, and a clutch lever of a forward-backward swing operation type is provided as the clutch operation member,

the restraining mechanism includes: a drag portion capable of advancing and retracting with respect to the advancing-side operation path, and a link portion connecting the drag portion and the clutch lever,

when the clutch lever is operated to a clutch communication position, the stopper portion advances to a position corresponding to the predetermined command position on the forward operation path.

According to this configuration, since the main shift operating element is a main shift lever that swings back and forth, if the main shift lever is operated to the speed increasing side and the main shift lever and the stopper portion come into contact with each other when the stopper portion moves forward to a position corresponding to a predetermined command position, the main shift lever can be reliably prevented from being further operated to the speed increasing side. Further, according to the present configuration, since the clutch operation member is a forward-backward swing operation type clutch lever and is simple in operation, and the stopper portion is a member that moves forward and backward with respect to the forward operation path and is simple in operation, the link portion that connects the clutch lever and the stopper portion can be a simple configuration.

Preferably, the main shift lever is disposed on a side panel of the cab,

the clutch lever is disposed on the side panel rearward of the main shift lever,

the stopper portion is slidable in a front-rear direction, and when the clutch lever is operated to a clutch off position, the stopper portion retreats to a front side of the forward operation path.

According to this configuration, the main shift lever and the clutch lever of the front-rear swing type are arranged in the front-rear direction on the side plate, and the stopper portion slides in the front-rear direction from the front of the forward operation path and moves forward to the forward operation path. That is, all the members operate in the front-rear direction, and therefore the link portion may be a member that operates in the front-rear direction while having a shape in the front-rear direction. As a result, a restraining mechanism having a simple structure and compact in the left-right direction can be obtained.

Preferably, the apparatus further comprises: a restriction portion that restricts movement of the clutch lever from the clutch on position to a side opposite to a clutch off position,

the link portion includes: an arm member that swings integrally with the clutch lever around a swing axis of the clutch lever; and a lever member having one end connected to the arm member so as to be rotatable about a first axis and the other end connected to the stopper so as to be rotatable about a second axis,

the link portion has a structure in which, when the clutch lever is operated from a clutch disconnection position to a clutch connection position, the first axis passes through a rear side of the swing axis as viewed in a direction of the swing axis, and a straight line connecting the first axis and the second axis moves so as to cross the swing axis.

According to this configuration, when the clutch lever is operated from the clutch disconnection position to the clutch connection position, the straight line connecting the first shaft center and the second shaft center moves so as to straddle the pivot shaft center, and the restriction portion is provided, so that the operation of the link portion when the clutch connection operation is performed on the working clutch and the operation of the link portion when the disconnection operation is performed on the working clutch must be opposite to each other. That is, the disconnecting operation of the working clutch can be performed only by operating the link portion so that the first axial center follows the path that advances when the working clutch is connected.

Therefore, when the main shift lever is restrained by the restraining mechanism, for example, even if the driver tries to forcibly move the main shift lever to the speed increasing side by mistake, the clutch lever does not move to the disengaged position due to the unexpected operation of the link mechanism by the force.

Further, it is preferable that the stopper includes a guide member extending along the advancing-side operation path at a position deviated from the advancing-side operation path and slidably movable in the front-rear direction,

support brackets are provided at two different positions in the front-rear direction,

the guide member is supported by the support bracket.

According to this configuration, the guide member is supported and guided by the support bracket at two locations arranged in parallel in the moving direction thereof, and therefore the movement of the guide member becomes stable and smooth.

Further, it is preferable that the support bracket includes two through holes located at two different positions in the front-rear direction,

the guide member is supported by the through hole.

According to this configuration, only one support bracket may be provided as a member for guiding and supporting the guide member. Further, since the two through holes are provided in parallel in one support bracket, unlike the case where two through holes are provided in each of the two brackets, it is not necessary to perform the alignment work of the through holes.

Further, it is preferable that the stopper portion includes a protruding member provided at a distal end portion of the guide member and capable of advancing to the advancing-side operation path,

the harvester is provided with other supporting brackets besides the supporting bracket,

a long hole through which the projecting member passes is formed in the other support bracket so as to allow the projecting member to slidably move in the front-rear direction,

the other support bracket is provided on the opposite side of the support bracket with the forward operation path therebetween.

According to this configuration, the projecting member is supported on one side by the support bracket and on the other side by the other support bracket so as to be in contact with the portion of the main shift lever. That is, both end sides of the projecting member are stably supported with the abutting portion interposed therebetween. Therefore, according to this configuration, the entire guide member is stably supported, and even if the guide member abuts against the main shift lever when the main shift lever is pulled, the pulling portion is less likely to be deformed or twisted, and the movement of the main shift lever to the speed increasing side can be reliably prevented.

Further, it is preferable that the working unit is a harvesting unit, and the working clutch is a harvesting clutch.

According to this configuration, the upper limit speed during harvesting operation is low, and the upper limit speed during non-harvesting operation is high, so that the optimal speed regions can be presented with a simple configuration.

Further, it is preferable that the main transmission is a hydrostatic continuously variable transmission.

As described above, when the hydrostatic continuously variable transmission is used as the main transmission, a compact transmission can be obtained, and the same effect as that of applying a brake can be obtained in the neutral state, and the operability is high.

Other features and advantages resulting therefrom will become apparent upon reading the following description and upon reference to the accompanying drawings.

Drawings

Fig. 1 is a diagram showing a first embodiment (hereinafter, the same goes for fig. 16), and is a right side view of a general-type combine harvester.

Fig. 2 is a hydraulic circuit diagram showing a part of the hydraulic structure.

FIG. 3 is a front view of the hydrostatic continuously variable transmission and transmission.

FIG. 4 is a left side view of the hydrostatic continuously variable transmission and transmission.

FIG. 5 is a right side view of the hydrostatic continuously variable transmission and transmission.

Fig. 6 is a partially cut-away front view of the hydrostatic continuously variable transmission and a longitudinal cross-sectional front view of the transmission.

Fig. 7 is a front longitudinal sectional view of a part of the hydrostatic continuously variable transmission and an upper portion of the transmission.

Fig. 8 is a longitudinal front view of the lower side of the transmission.

Fig. 9 is a longitudinal left side view of the transmission.

Fig. 10 is a cross-sectional view of a transmission of the transmission.

Fig. 11 is a vertical sectional front view of a pair of side clutch brake units and the like of the transmission.

Fig. 12 is a vertical front view showing a main part of the transmission in a state where the auxiliary cover member and the fixed-side rotating body are removed.

Fig. 13 is a vertical front view showing a main part of the transmission apparatus in a state where a cover member, a slide unit, and the like are removed.

Fig. 14 is a vertical front view showing a main part of the transmission with the travel drive shaft and the drive axle box removed.

Fig. 15 is a vertical left side view showing a main part of the arrangement of the shafts of the transmission.

Fig. 16 is a longitudinal front view showing a main part of the structure of the oil suction port and the internal oil passage of the transmission case.

Fig. 17 is a view showing a second embodiment (hereinafter, the same applies to fig. 22), and is an overall side view of the combine harvester.

Fig. 18 is an overall plan view of the combine harvester.

Fig. 19 is a diagram showing a transmission structure.

Fig. 20 is a longitudinal sectional front view of the transmission case.

Fig. 21 is a front view, partly in longitudinal section, of the gearbox.

Fig. 22 is a partial longitudinal sectional side view of the transmission.

Fig. 23 is a diagram showing the third embodiment (the same applies to fig. 30 below), and is a side view of the left side of the combine harvester.

Fig. 24 is a top view of the combine.

Fig. 25 is a schematic diagram schematically showing the internal configuration of the HST and the transmission.

Fig. 26 is a partial cutaway top view around the side panel.

Fig. 27 is a vertical left side view showing the inside of the side panel, wherein (a) shows a state when the harvest clutch lever is at the cut-off position, and (b) shows a state when the harvest clutch lever is at the communication position.

Fig. 28 is a perspective view showing a restraining method of the restraining mechanism.

Fig. 29 is a diagram showing a change in the velocity region by the drag mechanism.

Fig. 30 is a diagram showing a change in the speed region by the restraining means according to another embodiment.

Detailed Description

[ first embodiment ]

First, a first embodiment will be described with reference to fig. 1 to 16.

First, a basic structure of a transmission for a working machine (more specifically, a harvester) will be described with reference to the drawings.

As shown in fig. 6 to 10, the transmission 13 for a harvester is built in a transmission case 43: a left-right driven shaft 45 adjacent to the input shaft 44 in a parallel posture; a left-right side clutch shaft 46 including a transmission gear 82 (an example of a transmission rotating body, hereinafter, also referred to as "transmission rotating body 82") that is interlocked with an output gear 81 (an example of an output rotating body, hereinafter, also referred to as "output rotating body 81") disposed on the driven shaft 45; a selective gear type transmission 47 for shifting the power from the input shaft 44; and a pair of side clutches 83 which are provided on the shaft of the side clutch shaft 46 and which respectively connect and disconnect the transmission from the transmission rotor 82 to the crawler belts 7 on both the left and right sides (an example of a traveling device). The input shaft 44 is disposed on the output shaft 34, which is oriented in the left-right direction and provided in the external device a connected to the transmission case 43, so as to rotate integrally with the output shaft 34 about the axial center of the output shaft 34. Further, a transmission 47 is provided so as to span the input shaft 44 and the driven shaft 45, and is configured to transmit power from the input shaft 44 to the driven shaft 45.

The transmission rotor 82 is provided at the center of the side clutch shaft 46. The pair of side clutches 83 are disposed on both left and right sides of the transmission rotor 82. The output rotary body 81 is provided in the center of the driven shaft 45.

The driven gears 63 and 65 of the transmission 47 are mounted on the driven shaft 45 in a state of being adjacent to both side portions of the output rotary member 81. The driven gears 63 and 65 are provided with

gear portions

63A and 65A on one end sides thereof, a coupling portion Ba for selecting a gear on the other end side thereof, and a coupling gear B coupled to a shift mechanism 66 for selecting a gear. These

gear portions

63A and 65A are provided on the driven shaft 45 in a state adjacent to the output rotary member 81.

The transmission 47 is configured to be normally meshed. Further, as the connecting gear B, another connecting gear B (driven gear 61) is disposed except the connecting gears B (driven gears 63, 65) adjacent to the output rotary body 81. The

spline boss portions

61B, 63B, 65B are disposed as the connection portions Ba in each connection gear B. The other connecting gear B is mounted on the driven shaft 45 in a state where the spline shaft portion 45A that rotates integrally with the driven shaft 45 is sandwiched between the spline hub portion 65B of the connecting gear B (driven gear 65) adjacent to the output rotating body 81 and the spline hub portion 61B of the other connecting gear B (driven gear 61).

Of the respective connecting gears B, the connecting gear B (driven gear 63) located at the end portion of the driven shaft 45 on the side opposite to the input-side end portion of the input shaft 44 is provided on the driven shaft 45 with the connecting portion Ba thereof located at the end portion of the driven shaft 45 on the side opposite to the input-side end portion of the input shaft 44.

The transmission 47 is disposed such that a driven shaft 45 equipped with a plurality of connecting gears B so as to be relatively rotatable is located below the input shaft 44. The driven shaft 45 has

spline shaft portions

45A, 45B disposed in adjacent portions of the

spline hub portions

61B, 63B, 65B so as to be capable of rotating integrally with the adjacent

spline hub portions

61B, 63B, 65B via the shift mechanism 66. In the respective

spline shaft portions

45A and 45B, a predetermined spline shaft portion 45B to be connected by a single connecting gear B is constituted by a spline hub 74, and the spline hub 74 is externally fitted to the driven shaft 45 in a detachable manner in a state where a plurality of splines 74a for connection are formed only on one end side of the outer peripheral surface thereof.

The transmission case 43 includes an opening 43A that exposes an end portion of the input shaft 44 on the side opposite to the input side end portion.

The transmission device 13 includes: the oil returned from the hydraulic equipment (for example, the valve unit 107, see fig. 3 to 5) disposed in the transmission case 43 to the inside of the transmission case 43 is supplied to the oil passage 137 of each connecting gear B of the transmission 47.

The transmission device 13 includes: a travel drive shaft 50 extending from the transmission case 43 to both left and right sides of the corresponding crawler belt 7 (see fig. 1) in the left-right direction; and a reduction mechanism 49 (hereinafter, also referred to as "power transmission mechanism 49") for reducing the speed of the power transmitted through the corresponding side clutch 83 to both the left and right sides of the travel drive shaft 50.

The transmission case 43 includes a left-right relay shaft 119 between the side clutch shaft 46 and the left and right travel drive shafts 50. Each of the speed reducing mechanisms 49 includes: a first speed reduction unit 122 (an example of a first transmission unit; hereinafter also referred to as "first transmission unit 122") that is bridged from the side clutch shaft 46 to the relay shaft 119; and a second speed reduction unit 123 (an example of a second transmission unit; hereinafter also referred to as "second transmission unit 123") that spans from the relay shaft 119 to the travel drive shaft 50.

The first speed reduction part 122 and the second speed reduction part 123 are respectively configured in a gear transmission type for meshing and interlocking the pair of

gears

92, 124 to 126. The relay shaft 119 including the driven gear (an example of a driven rotating body) 124 of the first speed reduction unit 122 and the drive gear (an example of a driving rotating body) 125 of the second speed reduction unit 123 is disposed in front of and above the travel drive shaft 50 including the driven gear (an example of a driven rotating body) 126 of the second speed reduction unit 123, and the side clutch shaft 46 including the drive gear 92 of the first speed reduction unit 122 is disposed in rear and above the relay shaft 119.

The output rotor 81 and the transmission rotor 82 are constituted by gears that mesh and interlock with each other. The driven shaft 45 including the driven gears 61, 63, 65 and the output rotary member 81 is disposed at a position in front of and above the side clutch shaft 46 including the transmission rotary member 82, and the input shaft 44 including the drive gears 60, 62, 64 meshing with the driven gears 61, 63, 65 of the driven shaft 45 is disposed at a position in rear of and above the driven shaft 45.

The side clutch shaft 46 is disposed rearward of the input shaft 44 and the travel drive shaft 50. The relay shaft 119 is provided further forward than the driven shaft 45.

As shown in fig. 6 to 9 and 11 to 13, the transmission device 13 for a working machine is provided with a pair of drive gears (an example of a interlocking rotating body) 92 interlocked and coupled to the crawler belts 7 (see fig. 1) on both left and right sides and a pair of side clutches 83 for communicating and interrupting transmission to the pair of drive gears 92, respectively, on a shaft of the side clutch shaft 46 incorporated in the transmission case 43 in the left and right directions.

Each side clutch 83 includes: a cylindrical shaft 85 that is fitted onto the side clutch shaft 46 so as to be relatively rotatable in a state of being attachable and detachable so as to be slidable with respect to the side clutch shaft 46 in the axial direction of the side clutch shaft 46; a moving-side rotating body 86 having an engaging portion 86A at one end; a fixed-side rotating body 87 having an engaged portion 87A at one end; a compression spring 88 that biases the moving-side rotating body 86 toward a communication position where the engaging portion 86A and the engaged portion 87A are engaged; a stopper 89 that blocks the moving-side rolling body 86 at the communication position; and a spring seat 90 that receives one end of the compression spring 88.

In each side clutch 83, the moving side rotating body 86, the compression spring 88, the stopper 89, and the spring seat 90 are provided on the outer peripheral portion of the cylindrical shaft 85 so that the moving side rotating body 86 and the compression spring 88 are positioned between the stopper 89 and the spring seat 90, and the moving side rotating body 86 is provided so as to rotate integrally with the cylindrical shaft 85 in a state where the moving side rotating body 86 is slidable with respect to the cylindrical shaft 85 in the axial direction of the side clutch shaft 46, and the sliding means 91 is provided so that the cylindrical shaft 85, the moving side rotating body 86, the compression spring 88, the stopper 89, and the spring seat are integrally slidable so as to be attachable to and detachable from the side clutch shaft 46 in the axial direction of the side clutch shaft 46.

The transmission device 13 has a transmission rotating body 82 that transmits power to each drive gear 92 via a pair of side clutches 83, and is disposed in the center of the side clutch shaft 46. The pair of side clutches 83 and the pair of drive gears 92 are disposed on both left and right sides of the transmission rotary body 82 in a dispersed manner, and the pair of side clutches 83 are disposed so as to connect/disconnect transmission from the transmission rotary body 82 to the drive gears 92 on the same side as the side clutches 83.

Each of the side clutches 83 is disposed in a state where the moving-side rotating body 86 functions as a driven-side rotating body and the fixed-side rotating body 87 functions as a driving-side rotating body, and each of the slide units 91 is disposed to include a corresponding drive gear 92 (interlocking rotating body) as one of the constituent members.

The transmission case 43 includes an opening 43B for allowing the sliding unit 91 to pass therethrough at a portion facing each of the pair of side clutches 83 in the axial direction of the side clutch shaft 46, and a cover member 102 for closing the opening 43B is detachably attached, and each of the sliding units 91 is disposed so as to be detachable from the side clutch shaft 46 from the outside of the transmission case 43.

Each cover member 102 includes a shaft support portion 105 that supports an end portion of the side clutch shaft 46.

Each fixed-side rotating body 87 is externally fitted to the side clutch shaft 46 in a state of being attachable to and detachable from the side clutch shaft 46 by sliding in the axial direction of the side clutch shaft 46. Further, each opening 43B of the transmission case 43 is formed in a size that allows the fixed-side rolling body 87 to pass therethrough.

Each side clutch 83 is provided as a fixed side rotary body 87 with a spur gear having a tooth width 2 times or more the meshing length with the meshing portion 86A of the moving side rotary body 86.

Each fixed-side rotating body 87 is externally fitted to a portion of the side clutch shaft 46 on the axial end side of the sliding unit 91.

The transmission device 13 includes drive gears 92 as a pair of interlocking rotating bodies, and each slide unit 91 is provided on the cylindrical shaft 85 with the corresponding drive gear 92 as one of the constituent members.

The transmission case 43 is provided with a multi-disc side brake 84 for braking the corresponding crawler belt 7 on the outer peripheral side of each slide unit 91 on the shaft of the side clutch shaft 46. Each slide unit 91 includes, as one of the components, a brake boss 94 of the corresponding side brake 84 in a state of rotating integrally with the cylindrical shaft 85.

Each slide unit 91 includes a spline hub 99 that rotates integrally with the cylindrical shaft 85. Each spline hub 99 is disposed as a dual-purpose member having one end side functioning as the drive gear 92 and the other end side functioning as the brake hub 94. Further, the inner peripheral surface on the drive gear side is provided with a spline hole portion 99A externally fitted to a spline shaft portion 85A disposed on one end side of the corresponding cylindrical shaft 85, and the inner peripheral surface on the brake hub side is provided with a diameter-enlarged portion 99B forming a housing space 100 for the compression spring 88 with the cylindrical shaft 85.

Each of the cylindrical shafts 85 is a spring seat 90 formed by a step portion 85C disposed on the outer peripheral portion thereof, and the spline shaft portions 85A are formed to extend from the step portion 85C to the shaft end on the large diameter side. Each spline shaft portion 85A includes an engaging portion 85E formed in a recessed substantially annular shape on the outer peripheral side thereof, and a C-shaped retaining ring 101 is fitted around the engaging portion 85E. Each spline hub 99 has a length of spline hole 99A extending from retainer ring 101 to step 85C, and a length of diameter-enlarged portion 99B extending from step 85C to the hub end on the brake hub side.

Each side brake 84 is provided with a plurality of brake disks 96 and a plurality of spacers 95 alternately arranged in the axial direction of the side clutch shaft 46 so as to be able to be removed outward in the lateral direction of the transmission case 43 by sliding in the axial direction of the side clutch shaft 46.

Each opening 43B of the transmission case 43 is formed in a size that allows the brake disk 96 and the partition plate 95 to pass therethrough.

Each of the moving-side rotating bodies 86 includes a rim portion 86C (an example of a pressing portion, hereinafter also referred to as "pressing portion 86C") that acts on the brake disc 96 and the spacer 95, at the outer peripheral portion thereof. Each side brake 84 is arranged so that, as the corresponding moving-side rotary body 86 slides from the engagement position at which the engagement portion 86A of the moving-side rotary body 86 and the engaged portion 87A of the fixed-side rotary body 87 are disengaged to the braking position at which the engagement portion is located in the opposite direction to the communication position, the brake released state in which the pressure contact by the pressing portion 86C is released from each of the brake disc 96 and the partition plate 95 is switched to the braking state in which each of the brake disc 96 and the partition plate 95 is pressed by the pressing portion 86C, and the brake released state is switched from the braking state as the corresponding moving-side rotary body 86 slides from the braking position to the engagement position.

Each fixed-side rotating body 87 is externally fitted to a portion of the side clutch shaft 46 on the axial end side of the sliding unit 91. Each cover member 102 is provided with an auxiliary opening 102A for allowing the fixed-side rotating body 87 to pass therethrough, and is detachably provided with an auxiliary cover member 103 for closing the auxiliary opening 102A, and the auxiliary cover member 103 is provided with a shaft support portion 105 for supporting an end portion of the side clutch shaft 46.

Each auxiliary opening 102A is formed in a circular shape centered on the axial center of the side clutch shaft 46. Each auxiliary cover member 103 includes a large diameter portion 103A fitted into the auxiliary opening 102A and a small diameter portion 103B forming an annular space 104 with the auxiliary opening 102A in a state where the small diameter portion 103B is located inside the transmission case 43. Each slide unit 91 is provided on the shaft of the side clutch shaft 46 in a state where the moving side rotating body 86 faces the space 104. Then, the annular pistons 106 that slide the corresponding moving-side rotating bodies 86 are fitted into the respective spaces 104 so as to be slidable in the axial direction of the side clutch shaft 46, and the respective spaces 104 are arranged in a state of functioning as oil chambers for piston operation (hereinafter, the annular spaces are also referred to as "oil chambers 104").

In each slide unit 91, the stopper 89 is disposed to be detachably fitted to a C-shaped retaining ring recessed in an annular engagement groove 85D formed on the outer peripheral side of the cylinder shaft 85. The inner peripheral surface of the moving-side rotating body 86 on the stopper side is provided with an enlarged diameter portion 86E that allows the stopper 89 at the communicating position to enter. The diameter-enlarged portion 86E is formed to have a size that prevents the stopper 89 from coming out of the engagement groove 85D.

Next, an embodiment in which a transmission for a working machine (here, a harvester) is applied to a general-type combine harvester (all-in-one combine harvester) as an example of a harvester will be described based on the drawings.

As shown in fig. 1, a conventional combine harvester exemplified in the present embodiment is configured such that a harvesting conveyor 2 is connected to a left side portion of a front end portion of a traveling vehicle body 1 so as to be able to be raised and lowered in a state of protruding forward of the traveling vehicle body 1, and serves as a harvesting device for harvesting and conveying backward an undiluted straw which is a harvesting object located forward of the vehicle body during operation traveling. A threshing device 3 is mounted on the left half of the traveling vehicle body 1, and the threshing device 3 performs a stroking process on the harvested grain stalks transported by the harvesting conveyor 2 and performs a sorting process on the processed objects obtained by the stroking process. Further, a bag device 4 is mounted on a rear region of the right half of the traveling vehicle body 1, and the bag device 4 can temporarily store grain that is winnowed from the bottom of the threshing device 3 via a winnowing conveyor (not shown) in a hopper 4A and pack the grain into a grain bag 5. In addition, this configuration makes it possible to harvest grains such as rice, wheat, or soybean and to pack the harvested grains.

Although not shown, the ordinary type combine harvester may be configured in a grain tank system, for example, in which a grain tank for storing grains that are raised by a raising conveyor and a grain discharge device such as a screw conveyor or a bucket conveyor that can discharge grains stored in the grain tank to the outside of the machine are provided instead of the bag device 4.

As shown in fig. 1, 3, 4, and 6, the traveling vehicle body 1 includes a vehicle body frame 6 formed by connecting a plurality of steel materials such as rectangular pipe materials, and a full-track traveling vehicle body is formed by providing left and right crawler belts 7 as left and right crawler belts at a lower portion of the vehicle body frame 6. A riding section 8 is formed in a front region of a right half portion of the vehicle body frame 6, and a water-cooled diesel engine (hereinafter, referred to as an engine) 10 and the like are provided below a driver seat 9 disposed on a rear side of the riding section 8. Further, the vehicle body frame 6 includes, at a central portion in the left-right direction of the front portion thereof: a belt transmission 11 that can transmit power from an output shaft (not shown) of the engine 10 to the left and right crawler belts 7, a hydrostatic continuously variable transmission (hereinafter referred to as HST)12 as the external device a, and a transmission 13.

Although not shown, the traveling vehicle body 1 may be a wheel-type traveling vehicle body in which the left and right crawler belts 7 are provided with left and right front wheels and left and right rear wheels, or a semi-crawler type traveling vehicle body in which the left and right crawler belts 7 are provided with left and right front wheels and left and right rear crawler belts, for example, instead of the full-crawler type traveling vehicle body. Instead of the water-cooled diesel engine 10, for example, an air-cooled diesel engine, a water-cooled or air-cooled gasoline engine, or the like may be provided. Further, the hybrid vehicle may be configured to include the engine 10 and an electric traveling motor, or may be configured to be an electric traveling vehicle body including an electric traveling motor instead of the engine 10. The riding section 8 may be formed in a front portion of the left half of the vehicle body frame 6. Further, a cab covering the riding section 8 may be provided.

As shown in fig. 1, the vehicle body frame 6 includes a seat portion 6A in a boarding area forming region thereof, and the boarding portion 8 is formed on the seat portion 6A, so that the entire boarding portion 8 is disposed above the HST12 and the transmission 13.

The riding section 8 forms a riding space that can be raised and lowered from the right side of the vehicle body by a front panel 14 erected at the front end portion of the pedestal portion 6A, a side panel 15 erected in a state of being connected to the left end portion of the front panel 14 at the left end portion of the pedestal portion 6A, and the like. A cross-swing type neutral return lever 16 and the like are provided on the upper portion of the front panel 14. Further, a front-rear swinging position-retaining main shift lever 17, an auxiliary shift lever 18, and the like are provided in an upper portion of the side panel 15. Further, a self-return brake pedal 19 is provided at a foot-down position thereof, and is capable of being held in position at a depressed position against a spring bias toward a depressed release position.

The harvesting conveyor 2 is equipped with: a harvesting and collecting unit 20 for harvesting and collecting the grain stalks to be harvested to a predetermined position, and a feeder 21 composed of a plate conveyor for conveying the harvested grain stalks collected to the predetermined position to a grain stalk inlet (not shown) of the threshing device 3.

The harvesting and recovering unit 20 is provided with grain dividers 22 at left and right ends of a front end portion thereof, respectively, for combing uncut grain stalks into left and right sides of grain stalks to be harvested and grain stalks outside the harvested objects as the vehicle body travels. In addition, a rotary drum 23 is provided at an upper portion of the front portion, and rakes the front side of the ear of the crop straw combed by the dividers 22 on both the left and right sides rearward. Further, a pusher-shaped cutting mechanism 24 for cutting the root side of the grain stalks to be harvested is provided at the bottom, and a spiral drum (Auger) 25 for collecting the harvested grain stalks cut by the cutting mechanism 24 at a predetermined position in the left-right direction and feeding the harvested grain stalks from the predetermined position to the rear feeder 21 is provided at a rear portion of the cutting mechanism 24.

The feeder 21 is arranged to extend from a grain straw feed-out port (not shown) formed right behind the predetermined position of the harvest and recovery unit 20 to a grain straw feed-in port (not shown) of the threshing device 3. A left-right oriented feeder drive shaft 26 serving also as an input shaft of the harvesting conveyor 2 is provided at a rear end portion thereof, and the feeder drive shaft 26 is connected to a front wall of the threshing device 3 so as to be relatively rotatable.

As shown in fig. 2, the harvesting conveyor 2 is configured to be lifted and lowered about the feeder drive shaft 26 as a fulcrum by operation of a hydraulic control unit 27 for lifting and lowering. The oil stored in the oil tank 28 is supplied to the hydraulic control unit 27 by the operation of the first hydraulic pump 29. The hydraulic control unit 27 includes: a hydraulic lift cylinder (not shown) that is installed so as to straddle the vehicle body frame 6 and the feeder 21, and a valve unit (not shown) for lifting that changes the operating pressure for the lift cylinder. The valve unit for lifting and lowering is connected to the joystick 16 via a mechanical connecting mechanism for lifting and lowering (not shown). Then, the operating pressure to the lift cylinder is changed by controlling the flow of oil among the oil tank 28, the first hydraulic pump 29, and the lift cylinder based on the swing operation of the joystick 16 in the front-rear direction.

With this configuration, by swinging the control lever 16 in the front-rear direction, the harvesting conveyor 2 can be raised and lowered to a lower working area where the harvesting target, i.e., the undiced stalks are harvested and an upper non-working position where the harvesting is not performed. In addition, in the working area, the harvesting height can be adjusted, and the height position of the cutting mechanism 24 with respect to the grain stalks to be harvested can be changed, whereby the working position of the harvesting conveyor 2 can be set to an arbitrary height position.

That is, the harvesting conveyor 2 is configured to be vertically displaced over an arbitrary working position and an upper non-working position in the lower working area by the swing operation of the joystick 16 in the front-rear direction.

As shown in fig. 1, the harvesting conveyor 2 is disposed so as to cover at least the front of the upper part of the transmission 13 when located at any working position (the state shown by the solid line in fig. 1); when the actuator is located at the non-working position, the front of the entire vertical direction of the transmission 13 is opened (indicated by a two-dot chain line in fig. 1).

The harvesting conveyor 2 may be configured to be lifted and lowered by operating a vertical return type lift operation dedicated operating lever or lift operation dedicated switch that swings back and forth, for example. Further, the lateral sliding displacement or the swing displacement may be arranged over the working position and the non-working position in front of the opening transmission 13.

As shown in FIGS. 3-7, the HST12 is configured to house a hydraulic pump 31 and a hydraulic motor 32 within the transmission 30. Further, it is configured that the pump shaft of the hydraulic pump 31 constitutes the input shaft 33 of the HST12, and the motor shaft of the hydraulic motor 32 constitutes the output shaft 34 of the HST 12. The HST12 is mounted on the traveling vehicle body 1 in a vertically long leftward and rightward orientation in which the hydraulic motor 32 is positioned directly below the hydraulic pump 31 with the input shaft 33 and the output shaft 34 facing leftward and rightward.

The transmission case 30 includes: the hydraulic pump includes a tank main body 35 having a recess 35A for accommodating the hydraulic pump 31 and the hydraulic motor 32, a port block (port block)36 for closing the recess 35A, and the like. The hydraulic pump 31 is an axial plunger type variable displacement pump. The hydraulic motor 32 is an axial plunger type fixed capacity motor. The input shaft 33 and output shaft 34 of the HST12 protrude through the port block 36 to the outside of the tank. The input shaft 33 of the HST12 is linked with the output pulley 37 of the belt transmission mechanism 11 via the relay shaft 38 and the like in a state where the output pulley 37 and the input shaft 33 rotate integrally about the axial center of the input shaft 33. The port block 36 includes an input portion through which the input shaft 33 passes on an upper side thereof, and an output portion through which the output shaft 34 passes on a lower side thereof. One end of a cylindrical input case 39 surrounding the input shaft 33, the relay shaft 38, and the like is bolted to the input portion. The output portion is bolted to the upper portion of the right side surface of the transmission 13 in a state of being connected to the input portion of the transmission 13.

The HST12 includes a shift operation shaft 40 that operates a pump swash plate (not shown) of the hydraulic pump 31 in a state of protruding forward from a front wall of the transmission case 30. The shift operation shaft 40 is connected to the main shift lever 17 via a connecting arm 41 disposed at a distal end portion thereof via a main shift mechanical connecting mechanism 42 so that an operation angle of a pump swash plate is changed to an angle corresponding to an operation position of the main shift lever 17 in conjunction with a swing operation of the main shift lever 17 in a front-rear direction.

That is, the HST12 is provided in the traveling vehicle body 1 in a state arranged to function as a main transmission.

As shown in fig. 2, the HST12 is configured to replenish the oil stored in the oil tank 28 by operation of a supply pump (not shown) and the like disposed therein.

Although not shown, the HST12 may be mounted on the traveling vehicle body 1 in a vertically long front-rear orientation in which the hydraulic motor 32 is positioned directly below the hydraulic pump 31 in a state in which the input shaft 33 and the output shaft 34 are oriented in the front-rear direction, or in a vertically long left-right orientation in which the hydraulic pump 31 and the hydraulic motor 32 are arranged in parallel in the front-rear direction in a state in which the input shaft 33 and the output shaft 34 are oriented in the left-right direction. Further, an axial plunger type variable displacement motor may be provided as the hydraulic motor 32.

Next, the overall structure of the transmission 13 and the structure of the transmission case 43 will be described.

As shown in fig. 3 to 9, the transmission 13 is disposed in a castability transmission case 43 so as to incorporate: an input shaft 44, a driven shaft 45, and a side clutch shaft 46 facing left and right; a normally meshed selection gear type transmission 47; a pair of side clutch brake units 48; and transmission mechanisms 49 on the left and right sides. Further, the present invention includes: left and right running drive shafts 50 extending from the lower portion of the transmission case 43 to the left and right sides of the left and right crawler belts 7; and a drive shaft box 51 for rotatably supporting the left and right sides of the left and right travel drive shafts 50 in a state of being surrounded by the drive shaft box.

The transmission case 43 includes a main case member 52 and right and left auxiliary case members 53. The main box member 52 is configured to have a left-right halved structure that can be separated into a left box member 54 and a right box member 55. The left and

right case members

54 and 55 are bolted together, and are arranged to include a first space portion 56 and an auxiliary space portion 57 as internal spaces. Further, the lower portions of the left and right side walls thereof are provided with recessed portions 52A recessed inward of the main box member 52. The left and right auxiliary tank members 53 are bolted to the left and right side walls of the main tank member 52 in a state of covering the recessed portions 52A, whereby the left and right second space portions 58 are provided between the left and right side walls and the left and right auxiliary tank members 53.

That is, the internal space of the transmission case 43 includes a first space portion 56, an auxiliary space portion 57, and second space portions 58 on both left and right sides.

As shown in fig. 3 to 7, 9, and 10, the transmission case 43 has an input portion connected to an output portion of the port block 36 disposed in the HST12 disposed at an upper portion of a right side wall constituting a riding driver side thereof. Further, the HST12 is provided by bolting to the upper portion of the right side wall thereof in a state where the output portion of the port block 36 is connected to the input portion thereof.

The input shaft 44 of the transmission 13 is disposed such that a right end portion constituting an input side end portion thereof is spline-fitted to the output shaft 34 of the HST12 disposed as the external device a connected to the transmission case 43 via the cylindrical shaft 59, and thereby rotates integrally with the output shaft 34 around the axial center of the output shaft 34. The transmission case 43 is provided with a first opening 43A on the upper side of the left side wall thereof, which exposes the left end portion of the input shaft 44 constituting the end portion on the side opposite to the input side end portion.

Thus, when the HST12 is adjusted to the neutral position, it can be easily confirmed whether the output shaft 34 of the HST12 is stopped in a state where the main shift lever 17 is operated to the neutral position by observing the left end portion of the input shaft 44 exposed from the first opening 43A. That is, the neutral adjustment of the HST12 can be performed easily and reliably.

The external device a connected to the transmission case 43 may include, for example, a belt type continuously variable transmission, a hydro-mechanical continuously variable transmission (HMT), a belt type transmission mechanism, an electric motor, or the like.

Next, a description will be given of a structure related to the transmission 47 of the transmission device 13.

As shown in fig. 6, 7, 9, and 10, the transmission 47 is disposed in such a manner that: a low-speed drive gear 60 and a low-speed driven gear 61 for low-speed transmission with the lowest frequency of use, which are used when driving across ridges or the like; a medium-speed drive gear 62 and a medium-speed driven gear 63 for medium-speed transmission that are used at relatively high frequency of use during operation, traveling, and the like; a high-speed drive gear 64 and a high-speed driven gear 65 for high-speed transmission, which are used most frequently during work traveling, and the like; a shift mechanism 66 and the like for enabling the gear selection operation of the drive gear and the driven gear, so that the 3-stage transmission can be performed by the gear selection operation of the shift mechanism 66.

The drive gears 60, 62, and 64 are provided on the input shaft 44 of the transmission 13 in a state of rotating integrally with the input shaft 44 of the transmission 13 about the axial center thereof by integrally forming the low-speed drive gear 60 on the tubular shaft 59 spline-fitted to the input shaft 44 of the transmission 13 and spline-fitting the medium-speed drive gear 62 and the high-speed drive gear 64 to the input shaft 44 of the transmission 13. The low-speed drive gear 60 is positioned on the right end side of the input shaft 44, the medium-speed drive gear 62 is positioned on the left end side of the input shaft 44, and the high-speed drive gear 64 is positioned on the center side of the input shaft 44. That is, the input shaft 44 of the transmission 13 also serves as a drive shaft of the transmission 47, and the drive shaft of the transmission 47 supports the drive gears 60, 62, and 64 in an integrally rotating state.

The driven gears 61, 63, 65 are fitted to the driven shaft 45 disposed below the input shaft 44 so as to be relatively rotatable. Further,

gear portions

61A, 63A, 65A that are constantly in mesh with the corresponding drive gears 60, 62, 64 are provided on one end sides thereof, and

spline hubs

61B, 63B, 65B are provided as coupling portions Ba for gear selection on the other end sides thereof, thereby constituting a coupling gear B coupled to the shift mechanism 66. The low-speed driven gear 61 is disposed on the right end side of the driven shaft 45 in a state where the gear portion 61A is located on the right end side of the driven shaft 45 and the spline hub portion 61B is located on the center side of the driven shaft 45. The intermediate driven gear 63 is disposed on the center side of the driven shaft 45 in a state where the gear portion 63A is located on the center side of the driven shaft 45 and the spline hub portion 63B is located on the left end side of the driven shaft 45. The high-speed driven gear 65 is disposed on the center side of the driven shaft 45 in a state where the gear portion 65A is located on the center side of the driven shaft 45 and the spline boss portion 65B is located on the right end side of the driven shaft 45.

The shift mechanism 66 is configured to include: a first spline shaft portion 45A and a second spline shaft portion 45B arranged on the driven shaft 45 in a state of rotating integrally with the driven shaft 45; a first shifter 67 spline-fitted to the first spline shaft portion 45A; a second shifter 68 spline-fitted to the second spline shaft portion 45B; a fork 69 including a first fork portion 69A for first shift operation and a second fork portion 69B for second shift operation; a shift support shaft 70 for relatively slidably supporting the shift lever 69 in the left-right direction; a pawl mechanism 71 for holding a position interposed between the fork 69 and the shift spindle 70; an operation arm 72 for sliding the shift lever 69 in the right-left direction; and a shift operating shaft 73 supporting the front and rear of the operating arm 72.

The first spline shaft portion 45A is integrally formed at a right side portion of the driven shaft 45 between the low-speed driven gear 61 and the high-speed driven gear 65. The spline hub portion 61B of the low-speed driven gear 61 and the spline hub portion 65B of the high-speed driven gear 65 are disposed adjacent to each other on both the left and right sides, and thereby the two driven

gears

61, 65 for low-speed and high-speed are connected.

The second spline shaft portion 45B is arranged to be detachably spline-fitted to a spline hub 74 at the left end portion of the driven shaft 45. The spline hub 63B adjacent to the intermediate driven gear 63 on the right side thereof is arranged in a state in which only the intermediate driven gear 63 is connected.

The first and

second shifters

67 and 68 are configured to shift the speed change state of the transmission 47 by 3 steps between a low speed transmission state, a middle speed transmission state, and a high speed transmission state as the shift fork 69 slides on the shaft of the speed change support shaft 70 along the speed change support shaft 70, wherein the low speed transmission state is a transmission state in which the spline hub portion 61B of the low speed driven gear 61 is spline-connected to the first spline shaft portion 45A of the driven shaft 45 by the first shifter 67; the intermediate speed transmission state is a transmission state in which the spline hub portion 63B of the intermediate speed driven gear 63 is spline-connected to the second spline shaft portion 45B of the driven shaft 45 by the second shifter 68; the high-speed transmission state is a transmission state in which the spline hub portion 65B of the high-speed driven gear 65 and the first spline shaft portion 45A of the driven shaft 45 are spline-connected by the first shifter 67.

As shown in fig. 9 and 10, the detent mechanism 71 is arranged to engage and hold the shift lever 69 at a low speed position corresponding to a low speed transmission state of the transmission 47, at a middle speed position corresponding to a middle speed transmission state of the transmission 47, and at a high speed position corresponding to a high speed transmission state of the transmission 47, by a ball 75 and a compression spring 76 arranged in a recess 69C of the shift lever 69, and 3

engaging grooves

70A, 70B, 70C formed annularly on the outer peripheral surface of the shift support shaft 70.

As shown in fig. 3 to 5, 9, and 10, the operating arm 72 of the transmission 47 swings in the left-right direction about the axial center of the shift operating shaft 73, and engages the free end thereof with the fork 69 in a state allowing relative displacement of the fork 69.

The shift operation shaft 73 penetrates the front wall of the transmission case 43, has an operation arm 72 at an inner end portion located inside the transmission case 43, and has a connecting arm 77 at an outer end portion protruding forward from the front wall of the transmission case 43, and couples the operation arm 72 and the connecting arm 77 together.

The free end portion of the link arm 77 is connected to the sub-shift lever 18 via a sub-shift mechanical connecting mechanism 78 so that the operating position of the shift lever 69 is changed to a position corresponding to the operating position of the sub-shift lever 18 in conjunction with the swinging operation of the sub-shift lever 18 in the forward-backward direction.

That is, the transmission 47 is incorporated in the transmission case 43 in a state of being arranged to function as a sub-transmission device.

With the above configuration, the transmission 47 is mounted so as to straddle the input shaft 44 and the driven shaft 45 of the transmission 13 in a state of transmitting power from the input shaft 44 of the transmission 13 to the driven shaft 45. The transmission 47 is arranged to select the driven gears 61, 63, 65 interlocked with the driven shaft 45 by a gear selection operation of the shift mechanism 66 interlocked with an operation of the sub-shift lever 18, and to switch a low-speed transmission state in which power from the output shaft 34 of the HST12 is transmitted to the driven shaft 45 via the low-speed drive gear 60 and the low-speed driven gear 61, a medium-speed transmission state in which power is transmitted to the driven shaft 45 via the medium-speed drive gear 62 and the medium-speed driven gear 63, and a high-speed transmission state in which power is transmitted to the driven shaft 45 via the high-speed drive gear 64 and the high-speed driven gear 65.

In addition, in the transmission 47, the input shaft 44 of the transmission 13 is also used as the drive shaft of the transmission 47, and therefore, compared with a case where, for example, a separate dedicated drive shaft is provided in parallel with the input shaft 44, a transmission structure such as a gear for transmitting power from the input shaft 44 to the drive shaft can be omitted. As a result, the transmission structure in the transmission case is simplified, thereby facilitating the manufacture, reducing the size and weight of the transmission device 13, and the like.

Further, by providing the driven shaft 45 that supports the driven gears 61, 63, 65 so as to be relatively rotatable and that supports the first and

second shifters

67, 68 so as to be relatively slidable, at a position below the input shaft 44, the liquid level of the lubricating oil reserved in the transmission case 43 can be lowered, and the amount of oil reserved in the transmission case 43 can be reduced. As a result, it is possible to reduce the working time for oil change, the cost, and the weight of the transmission 13.

Further, by arranging both the low-speed driven gear 61 and the high-speed driven gear 65 as connection targets for the first spline shaft portion 45A arranged on the driven shaft 45, the number of the spline shaft portions of the transmission 47 and the number of the shift gears can be reduced and the length of the driven shaft 45 can be shortened, compared to a case where, for example, a low-speed dedicated spline shaft portion to which the low-speed driven gear 61 is connected and a high-speed dedicated spline shaft portion to which the high-speed driven gear 65 is connected are arranged on the driven shaft 45. As a result, the structure of the transmission 47 can be simplified, the transmission 47 can be reduced in size and weight, and the ease of assembly with respect to the transmission case 43 can be improved.

In addition, in each of the driven gears 61, 63, and 65, the intermediate speed driven gear 63 disposed at the position farthest from the right end portion, which is the input side end portion of the input shaft 44, is mounted on the driven shaft 45 in a state where the gear portion 63A is located on the center side of the driven shaft 45 and the spline hub portion 63B is located on the left end side of the driven shaft 45, whereby the intermediate speed drive gear 62 meshing with the intermediate speed driven gear 63 can be disposed to the right as compared with a case where the intermediate speed driven gear 63 is mounted on the driven shaft 45 in a reverse state where the gear portion 63A is located on the left end side of the driven shaft 45 and the spline hub portion 63B is located on the center side of the driven shaft 45. This makes it possible to make the length of the input shaft 44 projecting leftward shorter than the driven shaft 45. Further, the position of the axial portion such as bearing 79 provided on the left side wall of transmission case 43 for supporting the left end portion of input shaft 44 can be shifted to the right of the axial portion such as bearing 80 provided on the left side wall of transmission case 43 below the axial portion for supporting the left end portion of driven shaft 45. As a result, the transmission 13 can be downsized by narrowing the width of the upper portion of the transmission 13 in the right and left directions.

Further, by arranging the high-speed drive gear 64 having the highest frequency of use among the drive gears 60, 62, and 64 on the center side of the input shaft 44 and arranging the low-speed drive gear 60 and the medium-speed drive gear 62 having a lower frequency of use than the high-speed drive gear 64 on the shaft end side of the input shaft 44, the torque applied to the input shaft 44 in the high-speed transmission state of the high-speed drive gear 64 having the highest frequency of use can be received in good balance by the axle support portions such as the bearings 79 provided on the left and right sides of the left and right side walls of the transmission case 43 for supporting both end portions of the input shaft 44. That is, the torque applied to the left and right shaft support portions can be equalized or substantially equalized for a long time, and as a result, when the high-speed drive gear 64 having the highest frequency of use is provided on the shaft end side of the input shaft 44, it is possible to suppress the occurrence of a problem that the durability of one shaft support portion decreases and the frequency of replacement increases due to the fact that the time for which the torque applied to one shaft support portion supporting the shaft end side becomes larger than the torque applied to the other shaft support portion becomes longer.

Further, in the driven shaft 45, the low-speed driven gear 61 having the lowest frequency of use among the driven gears 61, 63, 65 is disposed on the right end side of the driven shaft 45, and the intermediate-speed driven gear 63 and the high-speed driven gear 65 having a higher frequency of use than the low-speed driven gear 61 are disposed on the center side of the driven shaft 45, so that the torque applied to the driven shaft 45 in the intermediate-speed transmission state and the high-speed transmission state in which the intermediate-speed driven gear 63 or the high-speed driven gear 65 having a higher frequency of use can be received with good balance by shaft support portions such as bearings 80 disposed on the left and right sides of the left and right side walls of the transmission case 43 for supporting both end portions of the driven shaft 45. That is, the time for which the torques applied to the left and right shaft support portions are equalized or substantially equalized can be lengthened, and as a result, the possibility that the frequency of replacement is increased due to the durability of one shaft support portion being reduced due to the increased time for which the torque applied to one shaft support portion supporting the shaft end side thereof is greater than the torque applied to the other shaft support portion, which is generated when one or both of the middle speed driven gear 63 and the high speed driven gear 65 having a high frequency of use are disposed on the shaft end side of the driven shaft 45, can be suppressed.

Incidentally, in the transmission 47, if the spline hub 74 constituting the second spline shaft portion 45B is formed with, for example, the respective splines 74a formed on the outer peripheral surface thereof for connection with the intermediate speed driven gear 63 so as to span the length of both ends of the spline hub 74, the spline fitting can be easily performed without considering the orientation of the spline hub 74 when the spline hub 74 is spline fitted to the driven shaft 45. On the other hand, in order to smoothly perform the operation of connecting the spline hub 74 to the intermediate speed driven gear 63 by sliding the second shifter 68 regardless of the orientation of the spline hub 74, it is necessary to perform chamfering processing with high processing costs on both end portions of each spline 74a, and there is room for improvement in terms of reduction of processing costs.

Therefore, the spline hub 74 is formed with a plurality of splines 74a for connection only on one end side of the outer peripheral surface thereof, and the above-described chamfering process is performed only on one end portion of the spline 74a located at the end portion of the spline hub 74 (see fig. 7 and 10).

Accordingly, as compared with the case where chamfering is performed at both end portions of each spline 74a, the reduction of the machining cost can be achieved, and when spline-fitting the spline hub 74 to the driven shaft 45, the orientation of the spline hub 74 suitable for the spline-fitting can be easily recognized from the appearance of the spline hub 74, and the occurrence of erroneous assembly in which the spline hub 74 is spline-fitted to the driven shaft 45 in a state where the orientation of the spline hub 74 is misaligned can be prevented.

Although not shown, other embodiments of the structure relating to the transmission 47 are exemplified in the following [1] to [ 7 ].

The transmission 47 may be arranged in a Sliding mesh (Sliding mesh) type instead of the constant mesh type, for example, a cylindrical shaft fitted around the driven shaft 45 in a relatively slidable manner and rotating integrally with the driven shaft 45, and including driven

gears

61, 63, 65 and a gear selection connecting portion connected to a gear shift mechanism 66 for selecting gears, and the respective driven

gears

61, 63, 65 are arranged so as to be connected to the connecting gear B of the shift mechanism 66 in a state where they are integrally slid by the operation of the shift mechanism 66, and by the gear selecting operation by the shift mechanism 66, the speed change state is selectively switched to a low speed transmission state in which the low speed drive gear 60 and the low speed driven gear 61 are meshed and interlocked, a medium speed transmission state in which the medium speed drive gear 62 and the medium speed driven gear 63 are meshed and interlocked, and a high speed transmission state in which the high speed drive gear 64 and the high speed driven gear 65 are meshed and interlocked.

The transmission 47 may be arranged in a sliding engagement type instead of a normal engagement type, for example, the driven gears 61, 63, 65 may be provided on the driven shaft 45 so as to be slidable relative to the driven shaft 45, the driven gears 61, 63, 65 may be provided with a coupling portion for selecting a gear to be coupled to the shift mechanism 66 for selecting a gear, the driven gears 61, 63, 65 may be arranged as a coupling gear B coupled to the shift mechanism 66, the driven gears 61, 63, 65 may be coupled to the shift mechanism 66 so as to be slidable integrally by the operation of the shift mechanism 66, and the speed change state may be alternatively switched by the gear selecting operation performed by the shift mechanism 66 to a low speed transmission state in which the low speed driving gear 60 and the low speed driven gear 61 are in mesh linkage, and a medium speed transmission state in which the medium speed driving gear 62 and the medium speed driven gear 63 are in mesh linkage, A high-speed transmission state in which the high-speed drive gear 64 and the high-speed driven gear 65 are meshed and interlocked.

The transmission 47 may be configured, for example, as a synchronous mesh type (Synchromesh) having a synchronizing portion for synchronizing peripheral speeds of the

spline hub portions

61B, 63B, 65B of the driven gears 61, 63, 65 and the first spline shaft portion 45A or the second spline shaft portion 45B adjacent thereto, instead of the constant mesh type.

Instead of the 3-stage transmission, the transmission 47 may be arranged as a 2-stage transmission that can be switched between a low-speed transmission state for work travel and a high-speed transmission state for travel, for example. Further, a multistage transmission type may be provided in which switching can be performed in 4 stages or more, such as a very low-speed transmission state that is lower than the low-speed transmission state.

In the transmission 47, instead of the configuration in which the driven gears 61, 63, 65 are provided on the driven shaft 45 as the connecting gear B that can be selected by the shift mechanism 66, the drive gears 60, 62, 64 may be provided on the input shaft 44 as the connecting gear B that can be selected by the shift mechanism 66. In this configuration, the input shaft 44 may be disposed adjacent to and below the driven shaft 45.

The first spline shaft portion 45A of the transmission 47 may be configured by a spline hub that is detachably spline-fitted to the driven shaft 45. The second spline shaft portion 45B of the transmission 47 may be integrally formed on the driven shaft 45.

The arrangement of the drive gears 60, 62, 64 and the driven gears 61, 63, 65 of the input shaft 44 or the driven shaft 45 can be variously changed according to the frequency of use of the gears 60 to 65 [ 7 ]. For example, when the low-speed drive gear 60 and the low-speed driven gear 61 are frequently used, the low-speed drive gear 60 and the low-speed driven gear 61 may be disposed on the center side of the input shaft 44 or the driven shaft 45. When the high-speed drive gear 64 and the high-speed driven gear 65 are used less frequently, the high-speed drive gear 64 and the high-speed driven gear 65 may be disposed on the shaft end side of the input shaft 44 or the driven shaft 45.

Next, a configuration for transmitting power from the driven shaft 45 of the transmission 47 of the transmission device 13 to the side clutch shaft 46 will be described.

As shown in fig. 6 to 11, the driven shaft 45 is spline-fitted with a small-diameter output gear 81 functioning as an output rotary member 81 of the transmission 47 at a portion between the intermediate speed driven gear 63 and the high speed driven gear 65 in the center portion thereof so that the driven shaft 45 and the output gear 81 rotate integrally. The side clutch shaft 46 is disposed in the vertically intermediate portion of the first space portion 56 of the transmission case 43. Further, at the intermediate position in the left-right direction, a large-diameter transmission gear 82 as a transmission rotating body 82 meshing and interlocking with the output gear 81 is spline fitted so that the side clutch shaft 46 and the transmission gear 82 cannot slide relative to each other. That is, the transmission structure straddling the driven shaft 45 to the side clutch shaft 46 is configured as a gear transmission type that performs transmission by the output gear 81 and the transmission gear 82, so that the power shifted by the transmission 47 is transmitted from the driven shaft 45 to the side clutch shaft 46 at a reduced speed.

Although not shown, the transmission structure straddling the driven shaft 45 to the side clutch shaft 46 may be configured, for example, in a chain transmission type including, instead of the gear transmission type, the following members: a sprocket disposed as an output rotary body 81 on the driven shaft 45 and having a small diameter; a sprocket having a large diameter and disposed as the transmission rotating body 82 on the side clutch shaft 46; and a drive chain straddling and wrapping around the sprockets. Further, the belt drive type may be configured by: a small-diameter pulley disposed on the driven shaft 45 as the output rotary body 81; a pulley having a large diameter and disposed on the side clutch shaft 46 as the transmission rotating body 82; and a transmission belt that spans and is wound around these pulleys. Further, for example, the output rotary body 81 may be integrally formed with the driven shaft 45 or may be coupled to the driven shaft 45 via a key pin so as to rotate integrally with the driven shaft 45. On the other hand, for example, the transmission rotating body 82 may be integrally formed with the side clutch shaft 46, may be coupled to the side clutch shaft 46 via a key pin so as to rotate integrally with the side clutch shaft 46, or may be externally fitted to the side clutch shaft 46 so as to be relatively rotatable.

Next, the structure of the side clutch brake units 48 on both right and left sides of the transmission 13 will be described.

As shown in fig. 6 to 9 and fig. 11 to 13, each side clutch brake unit 48 includes: a mesh-type side clutch 83 for connecting/disconnecting the transmission from the transmission gear 82 to the corresponding crawler 7, and a multi-disc-type side brake 84 for braking the corresponding crawler 7. The left side clutch brake unit 48 is applied to the left crawler belt 7 via the left side transmission mechanism 49 and the left side travel drive shaft 50, and the right side clutch brake unit 48 is applied to the right crawler belt 7 via the right side transmission mechanism 49 and the right side travel drive shaft 50 by being disposed on the shaft of the side clutch shaft 46 in a left-right distributed manner with the transmission gear 82 interposed therebetween in a bilaterally symmetrical manner centering on the transmission gear 82.

Each side clutch 83 includes: a cylindrical shaft 85 fitted onto the side clutch shaft 46 so as to be relatively rotatable in a state of being attachable and detachable by sliding relative to the side clutch shaft 46 in the axial direction of the side clutch shaft 46; a moving-side rotating body 86 having an engaging portion 86A at one end; a fixed-side rotating body 87 having an engaged portion 87A; a compression spring 88 that biases the moving-side rotating body 86 toward a communication position where the engaging portion 86A and the engaged portion 87A are engaged; a stopper 89 formed of a C-shaped stopper ring for stopping the moving-side rotating body 86 at the communicating position; and a spring seat 90 that receives one end of the compression spring 88. The corresponding moving-side rolling body 86 is slid to the communicating position by the action of the compression spring 88, and is switched to the transmission state in which the engaging portion 86A of the moving-side rolling body 86 and the engaged portion 87A of the fixed-side rolling body 87 are engaged with each other, and is also slid to the cutting position against the action of the compression spring 88, and is switched to the cutting state in which the engagement between the engaging portion 86A of the moving-side rolling body 86 and the engaged portion 87A of the fixed-side rolling body 87 is released.

Each of the cylindrical shafts 85 includes a first spline shaft portion 85A having a large diameter on the inner end side close to the transmission gear 82. Further, a second spline shaft portion 85B having a small diameter is provided on the outer end side away from the transmission gear 82. The stepped portion 85C located at the inner end of the first spline shaft portion 85A functions as a spring seat 90. Further, an annular engaging groove 85D into which the stopper 89 is detachably fitted is formed at an outer end portion of the second spline shaft portion 85B.

The moving-side rotating bodies 86 are disposed so that their inner peripheral portions function as spline boss portions 86B that are spline-fitted to the second spline shaft portion 85B of the cylindrical shaft 85 so as to be able to slide relative to each other. Further, a plurality of internal teeth are formed at a pitch in the circumferential direction at an inner peripheral portion on the outer end side of the rim portion 86C forming the outer peripheral portions thereof, whereby the inner peripheral portion of the rim portion 86C functions as the meshing portion 86A.

Each fixed-side rotator 87 is formed of a spur gear having a plurality of external teeth, and the outer peripheral portion thereof functions as a meshed portion 87A. Each of the fixed-side rotating bodies 87 is spline-fitted to both end portions of the side clutch shaft 46 closer to the axial end than the corresponding cylindrical shaft 85 in a state adjacent to the cylindrical shaft 85, so that each of the fixed-side rotating bodies 87 rotates integrally with the side clutch shaft 46 in a state of being attachable to and detachable from the side clutch shaft 46 by sliding relative to the side clutch shaft 46 in the axial direction of the side clutch shaft 46. Thus, the fixed-side rotary bodies 87 are disposed in a state of functioning as driving-side rotary bodies that rotate integrally with the transmission gear 82 via the side clutch shafts 46 at the left and right side clutches 83.

As shown in fig. 11 to 13, in each side clutch 83, a moving side rotating body 86, a compression spring 88, a stopper 89, and a spring seat 90 are provided on the outer peripheral portion of the cylindrical shaft 85 so that the moving side rotating body 86 and the compression spring 88 are arranged side by side between the stopper 89 and the spring seat 90 in the left-right direction and the moving side rotating body 86 is rotatable integrally with the cylindrical shaft 85 in a state where the moving side rotating body 86 is slidable with respect to the cylindrical shaft 85 in the axial direction of the side clutch shaft 46, and the cylindrical shaft 85, the moving side rotating body 86, the compression spring 88, the stopper 89, and the spring seat constitute a slide unit 91 which is detachably slidable integrally with the side clutch shaft 46 in the axial direction of the side clutch shaft 46.

Each slide unit 91 is provided with a drive gear 92 as an interlocking rotary body interlocked with the corresponding crawler belt 7 in a state of rotating integrally with the cylinder shaft 85 as one of the constituent members. Thus, the moving-side rotary body 86 included in each slide unit 91 is disposed in a state of functioning as a driven-side rotary body that rotates integrally with the drive gear 92 via the cylindrical shaft 85 in each side clutch 83.

Thrust washers 93 for receiving an urging force in the axial direction of the side clutch shaft 46 are interposed between the transmission gear 82 on the shaft of the side clutch shaft 46 and the left and right slide units 91.

Each side brake 84 is configured to include: a brake hub 94 that rotates integrally with the slide unit 91; a plurality of spacers 95 externally fitted to the brake hub 94; a plurality of brake disks 96 and a single pressure plate 97 alternately arranged with the plurality of spacers 95 in the axial direction of the side clutch shaft 46; and a brake housing 98 and the like supporting a plurality of brake disks 96 and a single pressure plate 97.

Each brake boss 94 is fitted to the corresponding slide unit 91 as one of its constituent parts. The plurality of spacers 95 are supported so as to be capable of sliding in the axial direction of the side clutch shaft 46 and to be rotatable integrally with the slide unit 91.

Each brake housing 98 is formed in a substantially cylindrical shape surrounding the partition plate 95, the brake disc 96, and the like, and is formed integrally with the transmission case 43 at a vertically intermediate portion between the left and right side walls. The plurality of brake disks 96 and the single pressure plate 97 are supported so as to be non-rotatable in a state of being slidable in the axial direction of the side clutch shaft 46. Further, receiving portions 98A are provided at inner end portions thereof, and receive the spacer 95 and the brake disc 96 that slide toward the inside of the transmission case 43 along the axial center of the side clutch shaft 46.

Each slide unit 91 includes a spline hub 99 that rotates integrally with the cylindrical shaft 85. Each spline hub 99 constitutes a common component, and an inner end side located at a center side in the left-right direction in the transmission case functions as the drive gear 92 and an outer end side located at one end side in the left-right direction in the transmission case functions as the brake hub 94. Further, the inner peripheral surface on the drive gear side is provided with a spline hole portion 99A fitted around the first spline shaft portion 85A disposed on the inner end side of the corresponding cylindrical shaft 85, and the inner peripheral surface on the brake hub side is provided with a diameter-enlarged portion 99B to form a housing space 100 for a compression spring with the cylindrical shaft 85.

The first spline shaft portion 85A of each cylindrical shaft 85 is formed to extend from the stepped portion 85C of the cylindrical shaft 85 to the shaft end on the large diameter side. An engaging portion 85E formed in a recessed substantially annular shape is provided on the outer peripheral side of the first spline shaft portion 85A at the shaft end portion on the large diameter side, and a C-shaped retaining ring 101 is detachably fitted to the engaging portion 85E.

Each spline hub 99 has a length of spline hole portion 99A extending from retainer 101 to step portion 85C, and a length of diameter-enlarged portion 99B extending from step portion 85C to a hub end on the brake hub side (hub end on the side away from retainer 101).

Each of the moving-side rotating bodies 86 has an annular recess 86D formed between the spline hub portion 86B and the rim portion 86C, which allows the end portion of the spline hub 99 on the brake hub side to be engaged. Thus, when each of the moving-side rotating bodies 86 is moved to the spline hub side, the inner end sides of the spline hub portions 86B are fitted into the enlarged diameter portions 99B of the corresponding spline hubs 99, and the inner end sides of the rim portions 86C are externally fitted into the spline hubs 99, so that the inner ends of the rim portions 86C press the plurality of spacers 95 and the brake disc 96 externally fitted to the brake hub side of the spline hubs 99 against the receiving portions 98A of the brake housing 98 via the pressure plates 97.

That is, the rim portion 86C of each of the moving-side rolling bodies 86 is disposed in a state of functioning as a pressing portion 86C that acts on the separator 95 and the brake disc 96 of the corresponding side brake 84. Thus, each side brake 84 is configured to: as the corresponding moving-side rotating body 86 slides from the cut-off position to the braking position located in the opposite direction of the communication position against the action of the compression spring 88, the brake released state in which the pressure contact by the action of the pressing portion 86C is released from the plurality of spacers 95 and the brake disc 96 is switched to the braking state in which the pressure contact by the action of the pressing portion 86C is performed to the plurality of spacers 95 and the brake disc 96, and the brake released state is switched from the braking state to the braking released state as the sliding from the braking position to the cut-off position by the action of the compression spring 88 is performed.

As shown in fig. 2 to 8 and 11 to 13, the transmission case 43 includes second openings 43B for allowing passage of the sliding units 91, the partition plate 95, the brake disc 96, the pressure plate 97, and the like, at portions of the left and right side walls thereof facing the respective side clutch brake units 48 in the axial direction of the side clutch shafts 46, and is detachably provided with cover members 102 for closing the second openings 43B by bolt fastening.

Each cover member 102 includes an auxiliary opening 102A through which the fixed-side rotating body 87 is allowed to pass, and is fastened by a bolt, and includes an auxiliary cover member 103 that closes the auxiliary opening 102A in a detachable manner. Each auxiliary opening 102A is formed in a circular shape centered on the axial center of the side clutch shaft 46. Each auxiliary cover member 103 includes, in a state where the small diameter portion 103B is located inside the transmission case 43: a large diameter portion 103A fitted into the auxiliary opening 102A, and a small diameter portion 103B forming an annular space 104 with the auxiliary opening 102A. The small diameter portion 103B includes a bearing support portion 105 for supporting an end portion of the side clutch shaft 46.

Each slide unit 91 is provided on the shaft of the side clutch shaft 46 in a state where the rim portion 86C of the moving side rotor 86 faces the annular space 104 in which the cover member 102 is disposed. Each cover member 102 is fitted in an annular space 104 thereof with an annular piston 106 slidably operating the moving-side rotating body 86 in the axial direction of the side clutch shaft 46. The annular space 104 functions as an oil chamber 104 for piston operation.

Each piston 106 is arranged to slide in the axial direction of the side clutch shaft 46 by the operation of the steering valve unit 107, and the corresponding moving-side rotating body 86 is operated to slide in the axial direction of the side clutch shaft 46 by the sliding. Specifically, as the oil chamber 104 is pressurized by the operation of the valve unit 107, it slides along the axial center of the side clutch shaft 46 to the center side of the side clutch shaft 46, and due to this sliding, the corresponding moving side rotating body 86 is slid from the communicating position to the blocking position against the action of the compression spring 88, and thereafter, is slid from the blocking position to the braking position. Further, as the oil chamber 104 is depressurized by the operation of the valve unit 107, it slides along the axial center of the side clutch shaft 46 to the axial end side of the side clutch shaft 46, and by this sliding, the corresponding moving side rotating body 86 is operated to slide from the braking position to the cut-off position by the action of the compression spring 88, and thereafter, the communication position is operated to slide from the cut-off position.

The steering valve unit 107 is connected to the joystick 16 via a steering mechanical connection mechanism 108 so as to switch the operating state based on a swing operation of the joystick 16 in the left-right direction. Specifically, in a state where the lever 16 is at the neutral position, a decompression state is maintained in which the operating pressure for each piston 106 is reduced. When the joystick 16 is operated to swing leftward from the neutral position, the pressure-reduced state is switched to a left pressure-increased state in which the operating pressure for the left piston 106 is increased. When the joystick 16 is operated to swing rightward from the neutral position, the pressure-reduced state is switched to a right pressure-increased state in which the operating pressure of the right piston 106 is increased. When the joystick 16 is operated to swing to the neutral position, the state is switched from the left pressure-increasing state or the right pressure-increasing state to the pressure-decreasing state.

According to this configuration, by holding the joystick 16 at the neutral position, the valve unit 107 for steering can be maintained in the pressure reduction state, and thus each of the moving-side rolling bodies 86 can be maintained at the communication position, and as a result, the traveling state can be maintained in the straight traveling state in which the crawler belts 7 on both the left and right sides are driven at the same speed. Further, by swinging the joystick 16 from the neutral position to the left direction, the valve unit 107 for steering can be switched from the pressure reduction state to the left pressure increase state, and thus the moving-side rotating body 86 on the right side can be maintained at the communication position, and the moving-side rotating body 86 on the left side can be slid from the communication position to the cut-off position or the braking position, and as a result, the traveling state can be switched from the straight traveling state to the left turning state in which the crawler 7 on the left side is driven or braked, and the vehicle body can be turned in the left direction. Conversely, by swinging the joystick 16 rightward from the neutral position, the valve unit 107 for steering can be switched from the pressure-reduced state to the pressure-increased state, and thus the left moving-side rotating body 86 can be maintained at the communication position, and the right moving-side rotating body 86 can be slid from the communication position to the cut-off position or the braking position, and as a result, the traveling state can be switched from the straight traveling state to the right turning state in which the right crawler 7 is driven or braked, and the vehicle body is turned in the rightward direction. Further, in the left turn state or the right turn state, by swing-operating the joystick 16 to the neutral position, the valve unit 107 for steering can be switched from the left pressure-increasing state or the right pressure-increasing state to the pressure-decreasing state, whereby the moving-side rolling body 86 located at either the left or right of the cut-off position or the braking position can be slid to the communication position, and as a result, the traveling state can be switched from the left turn state or the right turn state to the straight traveling state.

That is, in each of the side clutch brake units 48, the structure in which each of the moving-side rolling bodies 86 is used as a common operation element for both the side clutch 83 and the side brake 84 is adopted, and the side clutch 83 and the side brake 84 can be appropriately interlocked with each other while reducing the number of components, thereby enabling smooth transition of the traveling state by the left and right crawler belts 7 from the straight traveling state to the left turning state or the right turning state, or from the left turning state or the right turning state to the straight traveling state.

In addition, with the above-described configuration, in each side clutch brake unit 48, the moving side rotating body 86, the fixed side rotating body 87, the spacer 95, the brake disk 96, and the like can be attached to and detached from the side clutch shaft 46 built in the transmission case 43 and each brake housing 98 disposed in the transmission case 43 from each opening 43A of the transmission case 43. The piston 106 for operating each side clutch brake unit 48, the shaft support portion 105 for the side clutch shaft, and the like can be attached to and detached from the transmission case 43 together with the cover member 102 for closing each opening 43A. Thus, when performing maintenance work such as replacement of the moving-side rotating body 86, the fixed-side rotating body 87, the spacer 95, the brake disc 96, the piston 106, and the journal 105, the transmission case 43 can be easily disassembled without difficulty by detaching each cover member 102 from the transmission case 43. In addition, in the maintenance work for the fixed-side rotating body 87, the piston 106, and the journal portion 105, the auxiliary cover member 103 is removed from the cover member 102, so that the maintenance work for the fixed-side rotating body 87, the piston 106, and the journal portion 105 can be performed in a state where the moving-side rotating body 86, the spacer 95, the brake disc 96, and the like are held in the transmission case by the cover member 102.

Further, the cylindrical shaft 85, the moving-side rolling body 86, the compression spring 88, the stopper 89, and the spring seat 90 of the side clutch 83; a drive gear 92; and the brake boss 94 of the side brake 84, etc. are unitized as the slide unit 91 that is integrally attachable to and detachable from the side clutch shaft 46, whereby the attachability to and from the side clutch shaft 46 can be improved as compared with a case where the moving-side rotating body 86, the compression spring 88, etc. are individually attachable to and detachable from the side clutch shaft 46.

In particular, when the moving-side rotating body 86, the compression spring 88, and the like are attached to and detached from the side clutch shaft 46, the moving-side rotating body 86, the stopper 89, and the like need to be attached to and detached from the side clutch shaft 46 with a large force against the action of the compression spring 88 from the respective openings 43A of the narrow transmission case 43, and therefore, the attaching and detaching of the moving-side rotating body 86, the stopper 89, and the like to and from the side clutch shaft 46 becomes difficult. On the other hand, since the moving-side rotating body 86, the compression spring 88, and the like are attached to and detached from the side clutch shaft 46 in a unitized state, the moving-side rotating body 86, the stopper 89, and the like can be attached to and detached from the cylindrical shaft 59 in opposition to the action of the compression spring 88 outside the transmission case 43 where the working range is not restricted, and as a result, the attaching and detaching properties of the moving-side rotating body 86, the stopper 89, and the like to and from the side clutch shaft 46 can be greatly improved.

Further, in each slide unit 91, the spline hub 99 that rotates integrally with the cylinder shaft 85 is a common component that also serves as the drive gear 92 and the brake hub 94, and therefore, the number of components can be reduced, thereby simplifying the structure, improving the ease of assembly, and the like. Further, the inner peripheral surface of the spline hub 99 on the brake hub side is provided with a diameter-enlarged portion 99B, and the cylindrical shaft 85, the compression spring 88 and the spline hub 99 can be mounted in a state of being overlapped in the radial direction of the cylindrical shaft 85 by forming a housing space 100 for the compression spring between the diameter-enlarged portion 99B and the cylindrical shaft 85. This prevents the slide units 91 from becoming long in the axial direction, and as a result, the side clutch shaft 46 can be made short and the transmission 13 can be made small by narrowing the lateral width of the vertical intermediate portion of the transmission 13.

As shown in fig. 11 to 13, each of the moving-side rotating bodies 86 has a diameter-enlarged portion 86E formed on the inner peripheral surface of the spline boss portion 86B on the stopper side, the diameter-enlarged portion allowing the stopper 89 to enter when the moving-side rotating body 86 slides to the communicating position. Each enlarged diameter portion 86E is formed to have a size that prevents the stopper 89 from coming out of the engagement groove 85D.

Thus, for example, when the stopper 89 is not completely engaged with the engagement groove 85D of each cylindrical shaft 85 and the stopper 89 floats from the engagement groove 85D, when the moving-side rotating body 86 slides to the communication position by the action of the compression spring 88, the sliding to the communication position is prevented by the contact with the stopper 89. That is, the assembled state of the stopper 89 to the engagement groove 85D of each cylindrical shaft 85 can be easily determined by the sliding of the moving-side rotating body 86 by the action of the compression spring 88 after the assembly. Thus, when the engagement of the stopper 89 with the engagement groove 85D of each cylindrical shaft 85 is incomplete, the engagement can be immediately improved.

Further, the length of each slide unit 91 in the axial direction can be further shortened as compared with the case where the enlarged diameter portion 86E is not formed, whereby the side clutch shaft 46 can be made short and the transmission 13 can be made small by narrowing the lateral width of the vertical intermediate portion of the transmission 13.

As shown in fig. 7 and fig. 11 to 13, each of the fixed-side rolling bodies 87 is arranged such that: each of the external teeth forming the engaged portion 87A of the fixed-side rolling element 87 has a tooth width 2 times or more the engagement length with the engagement portion 86A of the moving-side rolling element 86.

Thus, when a gap is formed between the engaged portion 87A of the fixed-side rotator 87 and the engaging portion 86A of the moving-side rotator 86 due to wear of the engaged portion 87A of the fixed-side rotator 87, the auxiliary cover member 103 is removed to open the auxiliary opening 102A, the fixed-side rotator 87 removed from the side clutch shaft 46 through the auxiliary opening 102A is reversed to the left and right, and then the fixed-side rotator 87 is reassembled to the side clutch shaft 46 through the auxiliary opening 102A, whereby the gap between the fixed-side rotator 87 and the engaging portion 86A of the moving-side rotator 86 can be eliminated without replacing the fixed-side rotator 87.

That is, the life of the fixed-side rotating body 87 can be doubled to 2 times, and the running cost required for the side clutch brake unit 48 can be reduced.

As shown in fig. 2, the lubricating oil stored in the transmission case 43 is supplied as working oil to the oil chamber 104 of each clutch brake unit 48 through the valve unit 107 for steering by the operation of the second hydraulic pump 109. The valve unit 107 for steering includes: a switching valve 110 that switches the flow of oil to the oil chamber 104 of each side clutch brake unit 48 based on the operation of the operating lever 16 in the left-right direction, a variable relief valve 111 that changes the relief pressure to the oil chamber 104 of the left-right side clutch brake unit 48 based on the operation of the operating lever 16, and the like.

Although not shown, other embodiments relating to the structure of the steering of the pair of side clutch brake units 48 and the like are exemplified in the following [1] to [ 17 ].

The pair of side clutch brake units 48 may be arranged to switch the operating state by an operation of a neutral return type steering exclusive lever, a steering wheel, or the like of a right and left swing type.

The pair of side clutch brake units 48 may be disposed as, for example, an electric side clutch brake unit that switches the operating states of the side clutch 83 and the side brake 84 by the operation of the electric cylinder.

The above-mentioned 3 may be arranged so that only the pair of side clutches 83 are provided instead of the pair of side clutch brake units 48.

The above-mentioned [4] may be arranged such that the pair of side clutches 83 are disposed in parallel on the left and right sides of the shaft of the side clutch shaft 46 without interposing the power transmission rotor 82 therebetween, the power from the side clutch shaft 46 is connected/disconnected, and the power transmission rotor 82 is disposed on one end side in the left-right direction of the side clutch shaft 46.

The pair of side clutches 83 may be arranged such that the moving side rotating body 86 functions as a driving side rotating body and the fixed side rotating body 87 functions as a driven side rotating body.

The side clutch shaft 46 may be fixed to the side clutch shaft 6 so that the pair of side clutches 83 can connect/disconnect the transmission from the transmission rotating body 82 to the corresponding drive gear (interlocking rotating body) 92 on the shaft of the side clutch shaft 46.

In [ 7 ] each slide unit 91 can be arranged such that the moving-side rotating body 86 is disposed on the shaft of the side clutch shaft 46 so as to be adjacent to the transmission rotating body 82, the transmission rotating body 82 also serves as the fixed-side rotating body 87 having the engaged portion 87A, and the moving-side rotating body 86 having the engaging portion 86A also serves as the interlocking rotating body, thereby achieving simplification of the structure and the like by reducing the number of components. Instead of the structure in which the transmission rotor 82 also serves as the fixed-side rotor 87, the fixed-side rotor 87 that is detachably fitted around the side clutch shaft 46 may be engaged with and coupled to the transmission rotor 82 in a state of rotating integrally with the transmission rotor 82.

Each of the slide units 91 may be provided with a drive gear 92 and a brake hub 94. Further, as a component thereof, either one or both of the drive gear 92 and the brake hub 94 may not be included.

In [ 9 ] each slide unit 91 may be arranged such that a spline hub 99 serving also as the drive gear 92 and the brake hub 94 is integrally formed with the cylindrical shaft 85. Further, either one of the drive gear 92 and the brake hub 94 may be integrally formed with the cylindrical shaft 85.

In [ 10 ], the compression spring 88 and the spline hub 99 may be arranged in parallel in the axial direction of the cylindrical shaft 85 without providing the housing space 100 in each slide unit 91.

A step portion that functions as a stopper 89 that stops the moving-side rotating body 86 at the communication position may be formed in each of the cylindrical shafts 85. Each moving-side rotating body 86 may not include the enlarged diameter portion 86E that allows the stopper 89 to enter.

The spring seat 90 for receiving one end of the compression spring 88 may be formed by a C-shaped retainer ring fitted and fixed to each of the cylindrical shafts 85. Further, a stepped portion of the inner peripheral surface of spline hub 99 at the boundary between spline hole 99A and enlarged diameter portion 99B may be arranged to function as spring seat 90.

As each of the fixed-side rolling bodies 87, a spur gear or the like having a tooth width equal to the meshing length with the meshing portion 86A of the moving-side rolling body 86 may be used.

The cover member 102 may be arranged without the auxiliary opening 102A and the auxiliary cover member 103.

The transmission case 43 and each cover member 102 may be disposed with a shaft support portion 105 therebetween.

Further, the transmission case 43 may be provided with an annular piston 106 for sliding operation of each of the moving-side rolling bodies 86 and an oil chamber 104 for piston operation.

Further, the interlocking rotating body may be provided with a drive sprocket or a drive pulley instead of the drive gear 92.

Next, a description will be given of a structure related to the parking brake 112 of the transmission 13.

As shown in fig. 3, 5 to 7, and 11, each side clutch brake unit 48 connects the right side brake 84 to the brake pedal 19 via an operating mechanism 113 for the parking brake and a mechanical connecting mechanism 114 for the parking brake so that the side brake 84 provided in the right side clutch brake unit 48 located on the boarding driver side functions as the parking brake 112.

The parking brake operating mechanism 113 includes: an annular operation member 115 fitted into the right cover member 102 so as to act on the pressure plate 97; a brake operation shaft 116 for rotating the operation member 115 about the axial center of the side clutch shaft 46; a connecting arm 117 connected to the right end of the brake operating shaft 116; and a slide cam mechanism 118 and the like formed between the cover member 102 on the right side and the operating member 115 so as to convert the rotation of the operating member 115 into the sliding movement of the operating member 115 in the left-right direction.

The mechanical connection mechanism 114 for the parking brake connects the free end of the connection arm 117 of the operating mechanism 113 for the parking brake to the brake pedal 19. Then, by this connection, if the brake pedal 19 is depressed from the depression release position to the depression position, the brake operation shaft 116 rotates forward in conjunction with this operation, the operation member 115 rotates forward in conjunction with this rotation and slides in the left direction, and the right side brake 97 is pressed, whereby the right side brake 84 is switched from the brake release state to the brake state. Further, if a depression releasing operation from the depression position of the brake pedal 19 to the depression releasing position is performed, the brake operation shaft 116 is reversely rotated in conjunction with the operation, the operation member 115 is reversely rotated in conjunction with the reverse rotation and slid in the right direction, and the pressing of the right side presser plate 97 is released, whereby the right side brake 84 is switched from the braking state to the braking releasing state.

If the brake pedal 19 is depressed toward the depressed position, the position can be held at the depressed position against the spring bias toward the depressed release position by the action of a holding mechanism (not shown) interlocked with the operation. Further, if the depression operation of the brake pedal 19 is performed in this position holding state, the holding of the brake pedal 19 at the depression position can be released by the action of the holding mechanism interlocked with this operation, and the depression release operation from the depression position of the brake pedal 19 to the depression release position by the spring bias can be performed.

That is, in the straight travel state in which the joystick 16 is held at the neutral position, by depressing the brake pedal 19 to the depressed position, the brake pedal 19 can be held at the depressed position, and the right side brake 84 can be switched from the brake released state to the brake state and held, so that the braking force by the right side brake 84 can be applied to the right and left crawler tracks 7 via the right and left side clutch brake units 48. As a result, the right side brake 84 can be caused to function as the parking brake 112.

Although not shown, other embodiments of the parking brake 112 related to the following [1] to [4] are exemplified.

The left side brake 84 may be disposed to function as the parking brake 112 [1 ]. The left and right side brakes 84 may be arranged to function as the parking brake 112.

The vehicle body 2 may be provided with a dedicated parking brake 112 for braking the left and right crawler belts 7 via the left and right side clutch brake units 48.

The operating mechanism 113 for the parking brake may be disposed as an electric operating mechanism that switches the right side brake 84 from the brake released state to the braking state by interrupting the energization, or as a hydraulic operating mechanism that switches the right side brake 84 from the brake released state to the braking state by reducing the pressure.

Instead of the brake pedal 19, a brake lever capable of switching and holding the position between the parking position and the parking release position, a switch for operating the parking brake, and the like may be provided [4 ].

Next, the following describes the structure of the transmission mechanisms 49 on the left and right sides and the traveling drive shafts 50 on the left and right sides in the transmission 13.

As shown in fig. 3 to 9 and 14, the transmission case 43 is provided with left and right relay shafts 119 at positions between the side clutch shaft 46 and the left and right travel drive shafts 50, in a left-right orientation spanning the first space portion 56 and the corresponding second space portion 58. Further, the left and right side walls of the main case member 52 are provided with first shaft support portions 120 such as bearings for supporting inner end portions of the corresponding relay shafts 119 located at the center side in the left-right direction of the transmission case 43. Each auxiliary case member 53 is provided with a second shaft support portion 121 such as a bearing that supports the outer end portions of the corresponding relay shaft 119 located on both left and right end sides of the transmission case 43. This makes it possible to rotatably support each relay shaft 119 with good stability in a double-support state in which both end portions of each relay shaft 119 are supported.

Each transmission mechanism 49 includes: a first transmission unit 122 that straddles the side clutch shaft 46 and the corresponding relay shaft 119 in a first space portion 56 located at the center side in the left-right direction of the transmission case 43; the corresponding relay shaft 119 and the second transmission part 123 of the travel drive shaft 50 are connected across the second space parts 58 on the left and right sides located on the left and right end sides of the transmission case 43. The first transmission unit 122 is disposed above the second transmission unit 123 symmetrically about the transmission gear 82.

Each first transmission unit 122 includes: a drive gear 92 disposed in the corresponding slide unit 91; and a driven gear 124 which is a driven rotating body having a diameter larger than that of the drive gear 92 and which rotates integrally with the corresponding relay shaft 119, and which is a gear-interlocking transmission mechanism in which these

gears

92 and 124 are interlocked with each other, and functions as a first speed reduction unit which reduces the power passing through the corresponding side clutch brake unit 48. Each driven gear 124 is spline-fitted to an inner end portion of the relay shaft 119 located in the first space portion 56.

Each second transmission unit 123 includes: a small-diameter drive gear 125 as a drive rotating body integrally formed on the corresponding relay shaft 119; the large-diameter driven gear 126, which is a driven rotating body that rotates integrally with the corresponding travel drive shaft 50, is a gear-interlocking transmission mechanism in which these

gears

125 and 126 are interlocked with each other in a meshing manner, and functions as a second speed reduction unit that performs speed reduction transmission from the corresponding first transmission unit 122 to the travel drive shaft 50.

That is, each transmission mechanism 49 functions as a speed reduction mechanism that reduces the speed of the power that has passed through the corresponding side clutch brake unit 48 in two steps and transmits the power to the corresponding travel drive shaft 50.

The transmission case 43 includes support portions 127, such as bearings, which rotatably support the boss portions 126A of the corresponding driven gears 126 on the main case member side, on the left and right side walls of the main case member 52. Each auxiliary tank member 53 is provided with a support portion 128 such as a bearing, and the support portion 128 such as a bearing rotatably supports the boss portion 126B of the corresponding driven gear 126 on the auxiliary tank member side. This makes it possible to rotatably support the driven gears 126 in a double-support state in which both end portions of the driven gears 126 are supported, with good stability.

Each driven gear 126 includes a spline hole 126C as a spline fitting portion at a center portion thereof, which enables each driven gear 126 to be coupled to the corresponding travel drive shaft 50 in an interlocking manner. Each of the travel drive shafts 50 includes a spline shaft portion 50A as a spline fitting portion capable of interlocking and coupling each of the travel drive shafts 50 to the corresponding driven gear 126 at the end portion on the transmission case side. Thus, the corresponding driven gear 126 and the travel drive shaft 50 can be linked and coupled in a state of being able to be attached and detached by sliding in the axial center direction of the travel drive shaft 50.

The drive sprocket 129 of the corresponding crawler belt 7 is fixed to the outer end of each travel drive shaft 50 in a spline-fitted state so as to be prevented from slipping. Each of the drive axle boxes 51 supports the corresponding travel drive shaft 50 so as to be rotatable and not slidable in the axial direction of the travel drive shaft 50.

Each auxiliary box member 53 includes: an opening 53A through which the travel drive shaft 50 coupled to the driven gear 126 passes; and a connected portion 53B to which a flange portion 51A disposed at an end portion of the drive shaft case 51 on the transmission case side is detachably bolted.

With the above configuration, when the second power transmission units 123 and the like of the power transmission mechanisms 49 disposed in the second space portions 58 are to be maintained, the auxiliary box members 53 are separated from the left and right side walls of the main box member 52 to the outside in the lateral direction of the main box member 52 by releasing the bolt connection of the auxiliary box members 53 to the main box member 52, and the travel drive shaft 50 and the drive axle boxes 51 can be detached from the main box member 52 together with the auxiliary box members 53 while the drive gears 125 and the driven gears 126 of the second power transmission units 123 are left in the concave portions 52A of the main box member 52. This makes it possible to omit the trouble and expose the second transmission parts 123 relatively easily, as compared with the case where the main box member 52 is separated from the left and right. As a result, maintenance of the second transmission parts 123 and the like, particularly maintenance such as replacement of the driven gear 126 or the second shaft support part (bearing) 121 or the support part (bearing) 128 on the auxiliary box member side, can be easily performed.

In addition, even in a state where the second transmission parts 123 are exposed, the relay shafts 119 and the drive gears 125 or the driven gears 126 of the second transmission parts 123 can be stably supported at appropriate positions in the concave parts 52A of the main box member 52 by the first shaft support parts 120 or the support parts 127 on the main box member side. This makes it possible to easily perform an assembling operation of bolting the auxiliary tank members 53 to the left and right side walls of the main tank member 52, while performing spline fitting of the travel drive shaft 50 to the driven gear 126 and support of the relay shaft 119 and the driven gear 126 by the second shaft support portion 121 or the support portion 128 on the auxiliary tank member side.

When detaching the drive axle boxes 51 from the transmission case 43, the bolt fastening of each drive axle box 51 to each auxiliary box member 53 is released, and each drive axle box 51 is separated from the fastened portion 53B of the corresponding auxiliary box member 53 to the laterally outer side of the auxiliary box member 53, whereby the travel drive axle 50 can be easily detached from the transmission case 43 together with each drive axle box 51. Conversely, when each drive shaft case 51 is assembled to the transmission case 43, the drive shaft case 51 can be stably positioned at an appropriate position with respect to each auxiliary case member 53 by spline-fitting each travel drive shaft 50 to the corresponding driven gear 126. This allows each drive axle box 51 to be easily bolted to each auxiliary box member 53, and the corresponding travel drive shaft 50 and driven gear 126 can be maintained in a spline-fitted state by this fastening.

That is, the travel drive shafts 50 and the drive shaft boxes 51 are easily attached to and detached from the transmission case 43. As a result, when the transmission device 13 is transported, by detaching the travel drive shafts 50 and the drive axle boxes 51 from the transmission case 43, the transmission device 13 can be brought into a compact state in which the lateral extension of the travel drive shafts 50 and the drive axle boxes 51 is eliminated, and this is advantageous in terms of transportation. Further, by replacing the respective travel drive shafts 50 and the respective drive axle boxes 51 with members having different lengths, it is possible to easily change the tread widths of the left and right crawler belts 7 depending on the model or the like while using the same transmission 13.

Further, by arranging the transmission mechanisms 49 on the left and right sides symmetrically, the drive gears 92, 125, the driven gears 124, 126, the relay shaft 119, and the like used in the transmission mechanisms 49 on the left and right sides can be made common. This makes it possible to facilitate component management and improve assembly performance by making the assembly steps of the transmission mechanisms 49 the same.

In addition, by disposing the power transmission mechanism 49 functioning as a speed reduction mechanism on the downstream side in the power transmission direction with respect to each side clutch brake unit 48, the torque applied to each side clutch brake unit 48 can be reduced, and the operation of each side clutch brake unit 48 can be easily performed. This configuration is a configuration that does not include a speed reduction mechanism between the input shaft 44 and the transmission 47, and can generate a large torque in the traveling drive shaft 50 on both the left and right sides.

Although not shown, each transmission mechanism 49 may be disposed such that the drive gear 125 of the second transmission unit 123 that rotates integrally with the corresponding relay shaft 119 is detachably fitted to the relay shaft 119. Further, the single relay shaft 119 may be fixedly attached to the transmission case 43 so as to face left and right, a cylindrical shaft may be fitted to the relay shaft 119 so as to be relatively rotatable, and the driven gear 124 of the first transmission unit 122 and the drive gear 125 of the second transmission unit 123 may be integrally formed with the cylindrical shaft.

As shown in fig. 3 to 6, 8, and 14, the left and right auxiliary box members 53, the left and right travel drive shafts 50, and the left and right drive shaft boxes 51 are respectively disposed as common members having the same left and right shapes and being capable of being used in common left and right. As a result, as compared with the case where the right and left auxiliary box members 53, the right and left travel drive shafts 50, and the right and left drive shaft boxes 51 are individually arranged to have the right and left unique shapes, it is possible to facilitate component management and prevent right and left assembly errors.

Next, the structure of the transmission case 43 of the transmission 13 will be described.

As shown in fig. 3, 6, 8, and 9, the transmission case 43 includes, at a central portion in the left-right direction between the second transmission parts 123 located on the left and right sides of the bottom portion thereof, an upward-facing concave portion 43C that brings the central portion in the left-right direction closer to the first transmission parts 122 on the left and right sides, and the bottom portion is formed in an inverted U shape. Further, the recessed end side of the recessed portion 43C is formed so as to be located between the traveling drive shafts 50 on the left and right sides of the bottom portion of the transmission case 43 and to straddle the left and right side walls of the main case member 52. This makes it possible to smoothly remove mud and the like from contact with the transmission case 43 during traveling on a deep-mud work site, and to reduce the traveling resistance acting on the transmission case 43. Further, the bottom portion of the transmission case 43 supporting the traveling drive shaft 50 on both the left and right sides can be effectively reinforced in an appropriate state in consideration of the supporting position of the traveling drive shaft 50.

Next, a description will be given of a transmission-related structure of the transmission 13.

As shown in fig. 8, 9, and 15, the transmission 13 has the respective relay shafts 119 arranged at positions forward and upward with respect to the travel drive shaft 50. The side clutch shaft 46 is disposed at a position rearward and upward with respect to each of the relay shafts 119. Thus, as indicated by solid lines in fig. 15, during forward travel with a high frequency of use, the driving force F1 from the side clutch shaft 46 and the driving reaction force F2 from the respective travel drive shafts 50 applied to the respective relay shafts 119 are reduced by canceling out the vertical components F1a and F2a with each other, and are dispersed to the side clutch shaft 46 and the respective travel drive shafts 50 via the driven gears 124 of the respective relay shafts 119 and the respective drive gears 92 of the side clutch shaft 46, and the drive gears 125 of the respective relay shafts 119 and the driven gears 126 of the respective travel drive shafts 50. In contrast, as indicated by the broken line in fig. 15, during backward traveling with a low frequency of use, the driving force F1 and the driving reaction force F2 applied to the respective relay shafts 119 are reduced by canceling out the vertical components F1a and F2a, and are applied only to the respective relay shafts 119. As a result, compared to the case where the driving force F1 and the driving reaction force F2 are applied only to the respective relay shafts 119 during forward traveling with a high frequency of use, the load applied to the respective shaft support portions (bearings) 120 and 121 that support the respective relay shafts 119 can be reduced, and the durability of the respective

shaft support portions

120 and 121 can be improved.

As shown in fig. 7, 9, and 15, the transmission 13 includes the driven shaft 45 of the transmission 47 at a position forward and upward of the side clutch shaft 46. Further, the input shaft 44, which also serves as a drive shaft of the transmission 47, is disposed at a position rearward and upward with respect to the driven shaft 45. Thus, as shown by the solid line in fig. 15, during forward running with a high frequency of use, the driving force F3 from the input shaft 44 and the driving reaction force F4 from the side clutch shaft 46 applied to the driven shaft 45 are reduced by canceling out the vertical components F3a and F4a with each other, and pass through the driven gears 61, 63, and 65 of the driven shaft 45 and the drive gears 60, 62, and 64 of the input shaft 44; and the output gear 81 of the driven shaft 45 and the transmission gear 82 of the side clutch shaft 46 are dispersed to the input shaft 44 and the side clutch shaft 46. In contrast, as indicated by the broken line in fig. 15, during backward travel with a low frequency of use, the driving force F3 and the driving reaction force F4 applied to the driven shaft 45 are reduced by canceling out the vertical components F3a and F4a, and are applied only to the driven shaft 45. As a result, compared to the case where the driving force F3 and the driving reaction force F4 are applied only to the driven shaft 45 during forward traveling with a high frequency of use, the load applied to the respective axle support portions (bearings) 80 supporting the driven shaft 45 can be reduced, and the durability of the respective axle support portions can be improved.

As shown in fig. 9 and 15, in the transmission 13, the side clutch shaft 46 is disposed rearward of the input shaft 44 and the respective travel drive shafts 50. Each relay shaft 119 is disposed further forward than the driven shaft 45. This can suppress the vertical length of the transmission 13 from becoming longer, and can increase the distance between the side clutch shaft 46 and each relay shaft 119 and the distance between each relay shaft 119 and each travel drive shaft 50. As a result, the reduction gear ratios of the drive gears 92 and the driven gears 124 between the side clutch shaft 46 and the relay shafts 119 and the reduction gear ratios of the drive gears 125 and the driven gears 126 between the relay shafts 119 and the running drive shafts 50 can be increased, and large torques can be generated in the running drive shafts 50 on both the left and right sides.

Next, the peripheral structure of the transmission case 43 relating to the transmission 13 will be explained.

As shown in fig. 1 to 5 and 9, the harvesting conveyor 2 is moved up and down between the working position covering the front of the transmission 13 and the non-working position opening the front of the transmission 13 by the swing operation of the operating lever 16 in the forward and backward directions as described above.

The transmission case 43 is provided with the relay shafts 119 each having the large-diameter driven gear 124 at a position further forward than the input shaft 44, the driven shaft 45, the side clutch shaft 46, and each of the driving shafts 50, and thereby the lower side of the front wall thereof constituting the position corresponding to the placement of each of the relay shafts 119 is bulged forward. Thus, the upper side of the front wall is offset rearward from the lower side. An oil strainer 130 for filtering oil stored in the transmission case and a valve unit 107 for controlling the steering of the oil from the oil strainer 130 are detachably provided in a state of being arranged in parallel on the left and right sides on the upper side of the front wall, and the valve unit 107 is located on the right side constituting the riding driver side.

The valve unit 107 for steering is equipped with a valve operating shaft 131 that projects forward from the front wall of the valve housing 132 on the upper side of the valve unit 107. A link arm 133 that moves integrally with the valve operating shaft 131 is provided at the tip of the projecting end portion constituting the valve operating shaft 131 so as to project to the right side constituting the riding area side, and the projecting end side thereof is connected to the joystick 16 via a mechanical link mechanism 108 for steering.

As described above, the HST12 is provided on the upper portion of the right side wall of the transmission case 43 constituting the riding driver side, and the shift operating shaft 40 is provided in a state of protruding forward from the front wall of the transmission case 30. A connecting arm 41 disposed at a tip end portion of the shift operating shaft 40, which is a projecting end portion, is connected to the main shift lever 17 via a main shift mechanical connecting mechanism 42.

The shift operation shaft 73 of the transmission 47 penetrates through a portion above the oil strainer 130 on the front wall of the transmission case 43, and a tip portion of the shift operation shaft 73 constituting a projecting end portion is positioned in front of the valve unit 107 for steering. A connecting arm 77 that moves integrally with the shift operation shaft 73 is provided at a distal end portion of the shift operation shaft 73 so as to extend to the right side constituting the riding driver side, and the extending end side thereof is connected to the sub-shift lever 18 via a mechanical connecting mechanism 78 for sub-shifting.

The parking brake 112 is configured by the side brake 84 provided in the side clutch brake unit 48 located on the right side of the riding-on portion. A brake operating shaft 116 provided in the parking brake operating mechanism 113 projects from the right side wall of the transmission case 43 located on the riding area side to the outside on the right constituting the riding area side, and a connecting arm 117 provided at the right end constituting the projecting end is connected to the brake pedal 19 via a parking brake mechanical connecting mechanism 114.

With the above configuration, when performing maintenance work such as replacement of the oil strainer 130 or the valve unit 107 for steering, or adjustment of the mechanical coupling mechanism 108 for steering, the mechanical coupling mechanism 42 for main shift, and the mechanical coupling mechanism 78 for sub-shift, the harvesting conveyor 2 is raised to the non-operating position, and the oil strainer 130, the valve unit 107 for steering, the mechanical coupling mechanism 108 for steering, the mechanical coupling mechanism 42 for main shift, and the mechanical coupling mechanism 78 for sub-shift can be opened in front of them, and the maintenance work can be easily performed from the front of them.

The mechanical coupling mechanism 42 for main transmission, the mechanical coupling mechanism 78 for sub-transmission, the mechanical coupling mechanism 108 for steering, and the mechanical coupling mechanism 114 for parking brake can be disposed between the driver's part 8 and the transmission case 43 in a state in which their coupling lengths are shortened as much as possible. Further, since the

shift operation shafts

40 and 73 and the valve operation shaft 131 project forward, the main-shift mechanical coupling mechanism 42, the sub-shift mechanical coupling mechanism 78, and the steering mechanical coupling mechanism 108 can be easily coupled to the

shift operation shafts

40, 73, and 131 from the front.

Further, since the shift operation shaft 73 of the transmission 47 is positioned above the oil strainer 130, the sub-shift lever 18 and the shift operation shaft 73 of the transmission 47 can be easily connected to each other via the sub-shift mechanical connecting mechanism 78 without being obstructed by the oil strainer 130.

Further, the lower side of the transmission case 43 bulging forward can suppress adhesion of dirt and the like to the oil strainer 130 and the valve unit 107 for steering. Further, as compared with the case where the oil strainer 130 and the valve unit 107 for steering are provided on the lower side of the transmission case 43, the working posture when the oil strainer 130 and the valve unit 107 for steering are replaced or the like can be made a comfortable posture with less effort. As a result, the maintainability of the oil strainer 130 and the valve unit 107 for steering can be improved.

As shown in fig. 1 to 5, the transmission case 43 includes each side clutch brake unit 48 at a position rearward of the valve unit 107 for steering. The cover members 102 on both left and right sides covering the tank portions constituting both left and right sides of each of the clutch brake units 48 are provided with a connecting portion 102B for a duct to be installed, which communicates with the oil chamber 104 of each of the clutch brake units 48. Each connection portion 102B is provided below oil filters 130 of cover members 102 on the left and right sides. The valve unit 107 for steering includes a connection portion 107A for providing a duct to the left side clutch brake unit 48 on the left side wall thereof, and includes a connection portion 107B for providing a duct to the right side clutch brake unit 48 on the upper side wall thereof. The left hydraulic pipe 134 that connects the transmission case-side connection portion 102B and the valve unit-side connection portion 107A is provided to the left side clutch brake unit 48 through the lower side of the oil strainer 130 so as not to protrude forward from the front wall of the valve unit 107. Further, a right hydraulic pipe 135 bridging the transmission case side connection portion 102B and the valve unit side connection portion 107B is provided to pass through the right side of the valve unit 107 to the right side clutch brake unit 48 in a state of not protruding forward from the front wall of the valve unit 107.

Accordingly, during operation traveling on a deep-mud work site, the

hydraulic pipes

134 and 135 for the side clutch brake unit can be made less likely to receive resistance from mud and the like on the work site. As a result, the possibility of occurrence of a failure such as deformation of the

hydraulic pipes

134 and 135 due to pressing with mud or the like can be suppressed. The left hydraulic pipe 134 can be provided with a pipe line in a state where it does not hinder attachment/detachment of the oil strainer 130, and the right hydraulic pipe 135 can be provided behind the steering mechanical coupling mechanism 108 in a state where it does not hinder connection of the joystick 16 and the valve operating shaft 131 by the steering mechanical coupling mechanism 108. That is, the

hydraulic pipes

134 and 135 for the side clutch brake unit can be provided well without impairing the maintainability of the oil strainer 130 and the mechanical coupling mechanism 108 for steering.

As shown in fig. 2, 9, and 16, the transmission case 43 has an oil suction port 43D formed in the inner surface of the lower portion of the front wall of the main case member 52, and the oil suction port 43D can suck the oil accumulated in the transmission case 43 by the operation of the second hydraulic pump 109. An internal oil passage 43E that extends from the oil suction port 43D to the oil flow inlet 130A of the oil strainer 130 is formed in the front wall of the main case member 52. Thus, for example, an oil outlet capable of taking out the oil stored in the transmission case 43 is formed in the transmission case 43, and compared with a case where a hydraulic pipe spanning from the oil outlet to the oil inlet 130A of the oil strainer 130 is provided outside the transmission case 43, simplification of the piping installation structure and reduction of the labor required for piping installation can be achieved by reducing the number of components.

The oil suction port 43D and the internal oil passage 43E are formed by the contact surfaces 54A, 55A of the left and

right case members

54, 55 by the contact surface 54A of the left case member 54 that contacts the right case member 55 and blocking the groove 55B formed in the contact surface 55A of the right case member 55 of the transmission case 43 that contacts the left case member 54. Thus, the gasket 136 interposed between the bonding surfaces 54A and 55A of the left and

right case members

54 and 55 can be formed in a simple shape bonded to the entire surface of the bonding surface 54A of the left case member 54, without considering the shape of the groove 55B formed in the bonding surface 55A of the right case member 55. That is, it is not necessary to have a long hole for communicating the groove on the left case member side and the groove on the right case member side, which must be arranged in the spacer 136, in the case where: for example, the oil suction port 43D and the internal oil passage 43E are formed by grooves formed in two positions of the contact surface 54A of the left case member 54 and the contact surface 55A of the right case member 55 so as to extend over the contact surfaces 54A and 55A of the left and

right case members

54 and 55. As a result, the sealing performance of the gasket 136 and the strength of the gasket 136 can be easily ensured with respect to the

joint surfaces

54A and 55A of the left and

right case members

54 and 55.

The oil suction port 43D is formed between the driven gears 126 on the left and right sides, which have the lowest rotation speed, in the first space portion 56 between the transmission mechanisms 49 on the left and right sides. That is, since the left and right driven gears 126 have the lowest rotation speed in the first space portion 56, air bubbles generated by rotation when driving them are also reduced, and since the oil suction ports 43D are formed between the left and right driven gears 126 located farthest from the driven gears 126, it is possible to effectively suppress the occurrence of a problem that air bubbles generated by rotation of the driven gears 126 are sucked from the oil suction ports 43D together with oil.

As shown in fig. 3 and 9, the transmission case 43 has a structure in which the lower side thereof bulges out forward, and an oil guide 43F that receives oil and guides the oil to the left side wall of the transmission case 43 is formed at a position below the oil strainer 130 on the front wall thereof. Thus, when the oil strainer 130 is removed, oil leaking from the oil flow inlet 130A of the oil strainer 130, the internal oil passage 43E of the transmission case 43, and the like can flow down along the left side wall of the transmission case 43. This makes it possible to facilitate cleaning operations after replacement of the oil strainer 130, as compared with a case where the leaked oil flows over a wide range such as the front wall and the left and right side walls of the transmission case 43.

As shown in fig. 2, 3, 5 to 7, and 10, the transmission case 43 includes an oil passage 137 for lubricating the driven shaft 45 and the driven gears 61, 63, and 65 that rotate relative to the driven shaft 45, by supplying oil returned from the valve unit 107 for steering, which is a hydraulic device, to the inside of the transmission case 43. The lubricating oil passage 137 includes: a hydraulic pipe 138 bridged from the valve unit 107 for steering to the transmission case 43, an internal oil passage 45C formed in the driven shaft 45, and the like. Thus, even when the liquid level of the oil stored in the transmission case 43 becomes lower than the lower ends of the driven gears 61, 63, 65 due to, for example, inadvertent supply of the oil to the transmission case 43, the oil from the valve unit 107 for steering can be supplied to the driven gears 61, 63, 65, and the driven gears 61, 63, 65 can be prevented from sticking to the driven shaft 45.

The driven shaft 45 and the driven gears 61, 63, and 65 may be arranged to supply oil from a valve unit for lifting or hydraulic equipment such as an HST to the driven shaft 45 and the driven gears via an oil passage 45C for lubrication.

As shown in fig. 4, 6, 7, and 9, the transmission case 43 is formed in a shape in which an auxiliary space portion 57 disposed at a rear upper portion thereof can house an auxiliary transmission mechanism (not shown) for a working device. A fourth opening 43H through which auxiliary power can be output from the auxiliary power transmission mechanism is formed at a predetermined position on the left side wall on the side opposite to the right side wall provided with the third opening 43G for input, and a cover member 139 that covers the fourth opening 43H is detachably provided. Thus, for example, when the transmission device 13 is applied to a half-feed type combine harvester in which the power branched from the input shaft 44 of the transmission device 13 is output from the fourth opening 43H of the transmission case 43 and transmitted to the harvesting conveyor device, which is an example of a working device, the transmission method can be easily changed to a transmission structure suitable for the half-feed type combine harvester or the like by incorporating an auxiliary transmission mechanism for distributing the harvesting conveyor device in the auxiliary space portion 57. That is, the highly versatile transmission device 13 can be obtained which is also applicable to a semi-feeding type combine harvester and the like. In addition, when applied to a semi-feeding type combine or the like, it is possible to easily avoid interference between a working transmission system for transmitting power output from the fourth opening 43H of the transmission case 43 to the working device and HST12 or the like constituting an input power system to the transmission 13. In addition, as described above, the length of the input shaft 44 of the transmission 47 protruding leftward is shorter than the driven shaft 45, and the left-right width at the upper portion of the transmission 13 is narrowed rightward, whereby the arrangement space of the working transmission system, which is normally arranged at the upper left side of the space transmission 13 by transmitting the power output from the fourth opening 43H formed at the upper portion side of the left side wall of the transmission case 43 to the working device, can be easily secured at the upper left side of the transmission 13. As a result, application of the transmission 13 to the semi-feeding type combine harvester can be promoted.

As shown in fig. 1 and 3 to 5, the HST12 is detachably provided with an oil filter 140 on the upper portion of the tank body 35. Further, when the harvesting conveyor 2 is raised to the non-working position, the front side of the oil filter 140 can be opened, and thus maintenance work on the oil filter 140, such as replacement of the oil filter 140, can be easily performed from the front side.

The transmission device for a working machine according to the first embodiment described above can be applied to, for example, a harvester such as a general-purpose combine harvester, a head-feed combine harvester, a carrot harvester, and a corn harvester, a carrier, a tractor, and the like.

[ second embodiment ]

Hereinafter, a case where the second embodiment of the present invention is applied to a general-type combine harvester as a harvester will be described as an example with reference to fig. 17 to 22.

[ integral Structure ]

As shown in fig. 17 and 18, the combine harvester is configured to include: a self-propelled traveling machine body 201 provided with a pair of right and left crawler traveling devices 202; a harvesting part 203 supported at the front part of the traveling machine body 201 in a manner of swinging up and down; a threshing device 204 for threshing the harvested rice straw; a grain box 205 for storing the threshed grains; and a discharger 206 connected to a rear lower portion of the grain box 205 for discharging the grains stored in the grain box 205 to the outside.

The harvesting unit 203 includes: a reel 207 for raking the vertical straw into the machine body side; a harvesting device 208 for cutting off the roots of the vertical grain stalks and harvesting the vertical grain stalks; a screw conveyor 209 for transversely feeding and conveying the harvested straws to the rear; and a feeder 210 for feeding the harvested straw fed from the screw conveyor 209 toward an inlet of the threshing device 204 located at the upper rear of the machine body. The harvested straw is threshed and sorted by a threshing device 204, and the threshed grain is conveyed to a grain box 205 for storage. The stored grains are discharged to the outside through the discharger 206.

As shown in fig. 18, the driver 211 is disposed on one lateral side (right side) of the front portion of the travel machine body 201. The threshing device 204 is disposed on the rear portion of the travel machine body 201 on the side opposite to the driving portion 211, the grain box 205 is disposed on the same side as the driving portion 211, and the threshing device 204 and the grain box 205 are arranged side by side. The front end portion of the threshing device 204 overlaps the rear portion of the cab 211 in the front-rear direction.

In this embodiment, when the direction (right or left) in the lateral width direction of the body is defined, the direction is defined as a direction corresponding to the view of the direction in which the body travels. Therefore, there are cases where the orientation (right or left) is different from that on the drawing.

As shown in fig. 17 and 18, an engine 212 is provided below the driver's part 211, and a transmission 213 is provided in front of the engine 212. As shown in fig. 19, a transmission 213 is configured by coupling a main transmission 214 including a hydrostatic continuously variable transmission (HST) and a transmission case 216 including a sub-transmission 215 and other speed reduction devices.

The power from the engine 212 is continuously variable in forward and reverse directions by the main transmission device 214, and is further variable in speed by the sub-transmission device 215 incorporated in the transmission case 216, and then transmitted to the traveling devices 202 on both left and right sides via the steering transmission mechanism 219, the intermediate gear mechanism 220, and the pair of left and right axles 221 provided on the transmission downstream side of the sub-transmission device 215.

The power of the engine 212 is transmitted to the threshing device 204 via a threshing clutch 223 that can be freely put into and taken out of communication by a threshing clutch lever 222 disposed in the steering unit 211, and the power transmitted to the threshing device 204 is further transmitted to the harvesting unit 203 via a harvesting clutch 225 that can be freely put into and taken out of communication by a harvesting clutch lever 224 disposed in the steering unit 211.

[ Main Transmission ]

As shown in fig. 20, the main transmission device 214 is entirely covered with a main transmission case 226, and is provided outside the upper portion of the right side (left side in the drawing) of the transmission case 216, and the main transmission case 226 and the transmission case 216 are flange-coupled. That is, the main transmission 226 and the transmission 216 are connected to each other by connecting a plurality of portions with bolts in a state where the connection surfaces in the vertical postures are butted against each other.

In the main transmission 214, the power of the engine 212 is transmitted to the input shaft 228. Further, the transmission has an output shaft 229 inserted through a right side wall 216A, which is one end side wall of the transmission case 216, from the outside of the case toward the inside of the case, and outputs the power from the engine 212 through the output shaft 22 while performing the forward and reverse continuously variable transmission.

As shown in fig. 20 and 21, insertion holes 230 and 231 are formed in the parts where the main transmission case 226 and the transmission case 216 are flange-coupled to each other, that is, in the left side wall 226A which is one end side of the main transmission case 226 and the right side wall 216A of the transmission case 216, respectively, and the output shaft 229 of the main transmission device 214 is inserted through the insertion holes 230 and 231 formed in the main transmission case 226 and the transmission case 216, respectively, and is extended from the inside of the main transmission case 226 to the inside of the transmission case 216.

Further, concentric fitting grooves M1, M2 are formed in the connecting portion of the two

cases

226, 216 formed in the insertion holes 230, 231 of the main transmission case 226 and the transmission case 216, respectively, and a washer member 280 for axial alignment is provided in a state of being fitted in the fitting groove M1 of the main transmission case 226 and the fitting groove M2 of the transmission case 216, respectively. The washer member 280 can align the axial centers of the insertion holes 230 and 231 of the two cases, and can support the output shaft 229 with high accuracy.

As described above, the output shaft 229 is rotatably supported by the right side wall 216A via the bearing 232 disposed in the insertion hole 230 formed in the right side wall 216A of the transmission case 216, and the output shaft 229 is inserted into the transmission case 216 and extended to reach the left side wall 216B, which is the other end side.

Further, the output shaft 229 is rotatably supported by a bearing 233 as a shaft support member disposed in an insertion hole 231, the insertion hole 231 being formed in the left side wall 216B, and the output shaft 229 being disposed in a state in which the shaft end portion 229a is exposed to the outside of the case. Therefore, the output shaft 229 is rotatably supported by the right side wall 216A and the left side wall 216B via

bearings

232 and 233, respectively.

The output shaft 229 is provided with a pair of

separate transmission shafts

229A and 229B that are separated in the axial direction and are linked to each other so as to be integrally rotatable, an output gear 234 that transmits power from the output shaft 229 to the sub-transmission 215 is externally fitted to the pair of

separate transmission shafts

229A and 229B so as to be integrally rotatable, and the pair of

separate transmission shafts

229A and 229B are linked to each other by the output gear 234.

That is, the output shaft 229 is configured to include: a first split drive shaft 229A extending from the interior of the main transmission unit 214; and a second divided transmission shaft 229B extending concentrically with the first divided transmission shaft 229A in a state of abutting on the shaft end thereof.

Spline portions

235 and 236 are formed on the outer peripheral portions of the first and second divided

drive shafts

229A and 229B, respectively, and the output gear 234 is externally fitted in a meshed state across the

spline portions

235 and 236 of the first and second divided

drive shafts

229A and 229B, respectively.

The second divided transmission shaft 229B is engaged with the output gear 234 at one end thereof on the first divided transmission shaft 229A side, and is rotatably supported by the left side wall 216B via a bearing 233 as a shaft support member in a state where the other end thereof is inserted through an insertion hole 231 formed in the left side wall 216B of the transmission case 216 and the shaft end 229A thereof is exposed to the outside (exterior) of the transmission case 216.

As described above, since the shaft end portion 229a of the output shaft 229 is exposed to the outside of the transmission case 216, when the main shift lever 237 is operated to the neutral position, when the mechanical coupling mechanism with the main shift lever 237 is adjusted so that the main shift device 214 is in the neutral state (the output shaft 229 is in the rotation stop state), the adjustment work can be performed while visually checking whether or not the main shift device is in the neutral state, and the accurate adjustment work can be performed.

As shown in fig. 21, the output gear 234 is provided in a state of being positioned at an end portion of the output shaft 229 on the main transmission device 214 side, and a washer 238 for holding the output gear 234 in a state of being positioned at the end portion on the main transmission device 214 side is externally fitted to a portion of the output shaft 229 on the opposite side to the main transmission device 214.

Therefore, the output shaft 229 of the main transmission 214 is inserted through the left side wall 216B through the inside of the transmission case 216, and the shaft end portion 229a is exposed to the outside of the case and is rotatably supported by the right side wall 216A and the left side wall 216B via the

bearings

232 and 233, respectively.

[ auxiliary transmission ]

The sub-transmission 215 is a gear-type transmission for shifting the power transmitted from the output shaft 229 by 2 steps depending on the operating state and transmitting the power to the traveling device 202, and the sub-transmission 215 includes an input-side transmission input shaft 239 and an output-side transmission output shaft 240.

As shown in fig. 20 and 21, the transmission input shaft 239 is rotatably supported by the transmission case 216 in a state along the lateral width direction of the vehicle body (the left-right direction in fig. 21). The transmission input shaft 239 includes an input gear 241 that meshes with an output gear 234 disposed on the output shaft 229 in a state of rotating integrally with the transmission input shaft and being incapable of sliding movement. The transmission input shaft 239 includes a low-speed transmission drive gear (hereinafter also referred to as a low-speed drive gear) 242 and a high-speed transmission drive gear (also referred to as a high-speed drive gear) 243, respectively, in a relatively rotatable and non-slidable state.

The transmission output shaft 240 is rotatably supported by the transmission case 216 in a posture parallel to the transmission input shaft 239 and in a state along the lateral width direction of the vehicle body. The transmission output shaft 240 includes a low-speed transmission driven gear (hereinafter, also referred to as a low-speed driven gear) 244, a high-speed transmission driven gear (hereinafter, also referred to as a high-speed driven gear) 245, and a driving gear 246, in an integrally rotating state and in a non-slidable state.

The position in the lateral width direction of the vehicle body is set so that the low-speed drive gear 242 and the low-speed driven gear 244 are always meshed with each other, and the position in the lateral width direction of the vehicle body is set so that the high-speed drive gear 243 and the high-speed driven gear 245 are always meshed with each other.

A shift member 247 is spline fitted between the low-speed drive gear 242 and the high-speed drive gear 243 of the transmission input shaft 239 in an integrally rotatable and slidable manner. The shifter 247 moves in the right-left direction, and can be freely switched to: a low speed position P1 meshing with the spline portion 248 formed in the low speed drive gear 242, a high speed position P3 meshing with the spline portion 249 formed in the high speed drive gear 243, and a neutral position P2 not meshing with either the low speed drive gear 242 or the high speed drive gear 243.

The fork 250 of the slide-operated shifter 247 is supported in a posture parallel to the transmission input shaft 239 and slidably movable in the left-right direction, and the fork 250 can be switched to the 3 positions (the low speed position P1, the high speed position P3, and the neutral position P2) and can be held at each position.

That is, as shown in fig. 21 and 22, the present invention includes: three circumferential grooves 253 formed in the outer circumferential portion of the shaft member; a ball 254 which is held by the ball holding portion 250b of the yoke 250 and which can freely enter and engage with the peripheral groove 253; and a spring 255 that presses and biases the ball 254 in a direction of entering the circumferential groove 253.

As shown in fig. 21, when the swing arm 258 is operated via the interlocking operation mechanism 257 formed of a link mechanism or the like in accordance with the operation of the sub shift lever 256 disposed in the driver's part 211, for example, the locking tool 260 provided in the operation arm 259 that swings integrally with the swing arm 258 is engaged with the engagement groove 261 formed in the shift fork 250, and the shift fork 250 slides in the axial direction of the shaft member 251 in accordance with the swing of the swing arm 258.

The fork 250 is held in place by the ball 254 engaging any one of the circumferential grooves 253. If the fork 250 slides in response to the operation of the sub-shift lever 256, the ball 254 passes over the convex portion between the peripheral groove 253 and is positioned in the other peripheral groove 253 in accordance with the sliding movement, and thus the fork 250 can be held at a desired position after the position is changed.

As shown in fig. 22, the fork 250 is engaged with two diametrically located portions of the engaging circumferential groove 262 of the shifter 247. The shift input shaft 239 is disposed in a state of passing through a space between the shifter 247 provided therein and the drive gear 246 provided in the transmission output shaft 240.

The fork 250 is formed with an engaging portion 250C that is substantially C-shaped when viewed from the side of the body, in a state of extending integrally from the slide support portion 250 a. The engagement operation portion 250c enters and engages with an engagement circumferential groove 262 formed in the outer circumferential portion of the shift piece 247, and causes the shift piece 247 to slide in the axial direction in accordance with the sliding operation.

The engagement operation portion 250c is arranged such that a pair of tip end portions thereof engage two portions of the engagement circumferential groove 262 of the shift piece 247, which are located on the diameter, and the shift piece 247 slides by pressing these two portions in the axial direction. By pressing the two diametrically positioned portions of the engagement circumferential groove 262 as described above, the shift piece 247 can be smoothly slid without being easily twisted.

As shown in fig. 21, the speed change input shaft 239 includes a high-speed drive gear 243 on a side close to the input gear 241 and a low-speed drive gear 242 on a side far from the input gear 241. Further, a high-speed drive gear 243 is provided at a distance from the input gear 241 in the axial direction. That is, between the high-speed driving gear 243 and the input gear 241, a washer 281 for maintaining an interval is provided to maintain the interval of both at a set value.

Further, a low-speed drive gear 242 is provided at a distance in the axial direction from a bearing 233, and the bearing 233 is used to rotatably support a transmission input shaft 239 on the left side wall 216B of the transmission case 216. That is, a washer 282 for maintaining the interval is provided between the low-speed drive gear 242 and the bearing 233 so that the interval between them is maintained at a set value.

With the above configuration, the sub-transmission device 215 can switch the power, which is shifted by the main transmission device 214 and input to the transmission input shaft 239, to the two high and low stages through the shift piece 247 by the movement of the shift piece 247. When the shift piece 247 is located at the neutral position P2, the power transmission is interrupted. When the sub-transmission 215 is operated to the high-speed transmission state, harvesting work at a high speed can be performed, and when the sub-transmission is operated to the low-speed transmission state, harvesting work at a low speed can be performed. That is, the traveling speed can be shifted to a speed corresponding to the working state by performing the shifting operation on the sub-transmission 215.

Further, when the vehicle travels on a ridge or a road without performing a harvesting operation, the vehicle can travel at a speed higher than the operation speed. That is, a drag mechanism (not shown) is provided to drag the main shift lever 237 of the shift operation main transmission 214 to be operated in a high speed range equal to or higher than a set value when the harvesting clutch lever 224 is operated to the clutch on position for harvesting work, and to release the drag to allow the main shift lever 237 to be operated in the high speed range equal to or higher than the set value when the harvesting clutch lever 224 is operated to the clutch off position.

That is, during the harvesting operation, the main shift lever 237 cannot be operated to a high speed region equal to or higher than the set value by the drag operation by the drag mechanism, and the shift operation can be performed in a low speed operation region lower than the set value. In this state, when the sub-transmission device 215 is operated to the high-speed shift state by operating the sub-shift lever 256, harvesting work on the high-speed side can be performed, and when the sub-shift device is operated to the low-speed shift state, harvesting work on the low-speed side can be performed. During road traveling, the main shift lever 237 can be operated to a high speed range equal to or higher than a set value, and traveling can be performed at a speed higher than the operating speed.

[ steering transmission mechanism ]

The steering transmission mechanism 219 will be explained.

As shown in fig. 19 and 20, the steering transmission mechanism 219 includes: a side clutch shaft 263 supported by the transmission case 216 in a posture parallel to the transmission output shaft 240; a sun gear 264 fixed to the vicinity of the center of the side clutch shaft 263 so as to rotate integrally; clutch sleeves 265 externally fitted to the left and right sides of the side clutch shaft 263 so as to be relatively rotatable and slidably movable on the left and right sides of the sun gear 264; a friction disk 266 pressed by the movement of the clutch cover 265 to apply a braking force; and a shift member 267 for moving the clutch sleeves 265 on the left and right sides to the friction disk 266 side, respectively or simultaneously. The sun gear 264 is meshed and interlocked with the driving gear 246 of the sub-transmission 215, and transmits the power after the gear shift. Therefore, the sun gear 264 corresponds to the downstream side transmission gear.

On the inner end side of the clutch sleeve 265 (the center side in the left-right direction of the transmission case 216) and both side portions of the sun gear 264, meshing portions 268 are formed, and a so-called dog clutch is configured by the meshing portions 268 on both sides. The clutch sleeves 265 on both left and right sides include side gears 270 that constantly mesh with an intermediate gear 272, which will be described later, of the intermediate gear mechanism 220. When the meshing portion 268 of the sun gear 264 is meshed with the meshing portion 268 of the clutch sleeve 265, a "clutch connected state (transmission state)" is established, and the clutch sleeve 265 and the sun gear 264 rotate integrally, so that the power of the speed change performed by the main transmission device 214 and the sub-transmission device 215 is transmitted to the traveling device 202 via the intermediate gear mechanism 220.

On the other hand, the clutch sleeve 265 slides in a direction away from the sun gear 264, and the engagement between the sun gear 264 and the clutch sleeve 265 is released, so that the "clutch off state (off state)" is established, and the power transmission to the running device 202 is thereby interrupted. Further, if the clutch sleeve 265 presses the friction disk 266, a braking force is applied to the clutch sleeve 265, and the running device 202 is braked.

Therefore, the vehicle body can be rotated by sliding either one of the left and right clutch sleeves 265, and if the left and right clutch sleeves 265 are simultaneously slid, the running can be stopped.

[ intermediate gear mechanism ]

As shown in fig. 19 and 20, the intermediate gear mechanism 220 includes: an intermediate shaft 271 supported on the transmission case 216 in a posture parallel to the side clutch shaft 263; and intermediate gears 272 that are rotatably and slidably inserted around the left and right sides of the intermediate shaft 271. The left and right intermediate gears 272 include: a large-diameter gear portion 272A that constantly meshes with each of the left and right side gears 270; and a small-diameter gear portion 272B meshing with a final gear 276 disposed on the axle 221. The power transmitted from the steering transmission mechanism 219 is transmitted to the left and right traveling devices 202 via the left and right intermediate gears 272.

[ for vehicle axles ]

As shown in fig. 19 and 20, a pair of left and right axles 221 are provided to be inserted into left and right axle boxes 273 fixedly extended from a transmission case 216, and the pair of left and right axles 221 transmit power shifted by a main transmission device 214 and a sub-transmission device 215 to left and right traveling devices 202.

As shown in fig. 20, the pair of left and right axles 221 each have a small-diameter power transmission portion 221A at an inner end in the transverse width direction of the machine body, a large-diameter laterally extending portion 221B at an outer end in the transverse width direction of the machine body, and a connecting portion 221C between the power transmission portion 221A and the laterally extending portion 221B is formed in a gradually wider shape having a diameter gradually increasing from the power transmission portion 221A toward the outer end in the transverse width direction of the machine body.

A spline portion 274 is formed on the outer peripheral portion of the power transmission portion 221A, and a final gear 276 meshed with a small-diameter gear 272B that rotates integrally with the intermediate gear 272 is fitted around the spline portion 274. The laterally extending portion 221B has a large diameter to improve the support strength, and has a narrow gap with the inner circumferential surface of the axle case 273.

Further, since the connecting portion 221C between the power transmission portion 221A and the laterally extending portion 221B is formed to be gradually widened, the circulating oil stored in the transmission case 216 easily flows from the wide space between the power transmission portion 221A and the axle case 273 to the space between the laterally extending portion 221B and the inner peripheral surface of the axle case 273 through the gradually widened space via the bearing supporting the axle 221.

[ other embodiments of the second embodiment ]

(1) The output shaft 229 of the main transmission unit 214 may be integrally formed over the entire axial length thereof.

(2) The arrangement of the input gear 241, the high-speed drive gear 243, and the low-speed drive gear 242 arranged on the speed change input shaft 239 is not limited to the arrangement of the above embodiment, and for example, the low-speed drive gear 242 may be provided on the side closer to the input gear 241 and the high-speed drive gear 243 may be provided on the side farther from the input gear 241. In accordance with this, the arrangement of the high-speed driven gear 245, the low-speed driven gear 244, and the driving gear 246 provided in the transmission output shaft 240 may be modified as appropriate.

(3) The sub-transmission device 215 may be configured to include no shift member 247, a high-speed drive gear 243 and a low-speed drive gear 242 so as to be integrally rotatable and slidable in the axial direction on the transmission input shaft 239, and shift gears by sliding these gears. In this case, the transmission output shaft 240 includes a high-speed driven gear 245 and a low-speed driven gear 244 so as to be integrally rotatable and not slidable in the axial direction.

(4) The sub-transmission device 215 may be configured to include a high-speed driven gear 245 and a low-speed driven gear 244 so as to be integrally rotatable and slidable in the axial direction on the transmission output shaft 240 without including the shifter 247, and shift gears by sliding these gears. In this case, the transmission input shaft 239 includes a high-speed drive gear 243 and a low-speed drive gear so as to be integrally rotatable and not slidable in the axial direction.

(5) In the above embodiment, the washer member 280 for aligning the shaft center is provided at the connecting surface of the main transmission case 226 and the connecting surface of the transmission case 216, where the output shaft 229 is inserted, but such a washer member 280 may not be provided.

(6) In the above embodiment, the connecting portion 221C between the small-diameter power transmission portion 221A and the large-diameter laterally extending portion 221B of the axle 221 is formed to be gradually widened, but instead of this structure, a stepped portion may be disposed.

(7) In the above embodiment, the hydrostatic continuously variable transmission is used as the main transmission 214, but the present invention is not limited to this. The main transmission device 214 may be a hydro-mechanical continuously variable transmission (HMT) or another CVT.

(8) In the above-described embodiment, a general-type combine is shown as the harvester, but the harvester may be a semi-feeding type combine, or may be another type of harvester such as a corn harvester.

[ third embodiment ]

A third embodiment of the present invention will be described below with reference to fig. 23 to 30. In the following description, reference is made to a combine of the full-feed type as one of the embodiments.

[ for the overall structure ]

As shown in fig. 23, the combine harvester includes: a self-propelled traveling machine body 301; a crawler travel device 302 capable of self-traveling; a harvesting section 303 swingably supported at the front of the traveling machine body 301; a threshing device 304; a grain box 305 disposed laterally adjacent to the threshing device 304; and a discharger 306 attached to a rear lower portion of the grain tank 305.

The harvesting unit 303 includes: a reel 303A, a cutting mechanism 303B, a screw conveyor 303C, and a feeder 303D. The vertical straw is raked in through the drum 303A and harvested by the cutting mechanism 303B. The harvested stalks are gathered to the front of the feeder 303D by the screw conveyor 303C, raked into the feeder 303D, and conveyed to the threshing device 304 by the feeder 303D. The harvested grain stalks are threshed and sorted by a threshing device 304, and the threshed grains are transported to a grain box 305 and stored. The stored grains are discharged to the outside through the discharger 306.

As shown in fig. 24, the driver 307 is disposed on one side (right side) of the front portion of the traveling machine body 301. The threshing device 304 is disposed on the rear portion of the travel machine body 301 on the side opposite to the driving portion 307, the grain tank 305 is disposed on the same side as the driving portion 307, and the threshing device 304 and the grain tank 305 are arranged in parallel on the left and right. The front end portion of the threshing device 304 overlaps the rear portion of the steering portion 307 in the front-rear direction.

As shown in fig. 23 and 24, an engine 308 is provided below the driver part 307, and a transmission 309 is provided in front of the engine 308. As shown in fig. 25, a hydrostatic continuously variable transmission 309A (hereinafter also referred to as "HST 309A") as a main transmission according to the present invention is coupled to a transmission case 309B having a sub-transmission 309C or another reduction gear incorporated therein to constitute a transmission 309. The driving force from the engine 308 is input to the HST309A from the HST input shaft 311, and is continuously variable in the forward and reverse directions by the HST 309A. The driving force shifted by the HST309A is output from the HST output shaft 312 to the transmission case 309B, shifted by the sub-transmission 309C, and finally transmitted to the left and right drive sprockets 302A (see fig. 23). The left and right travel devices 302 are driven by the left and right sprockets.

The driving force from the engine 308 is transmitted to the harvesting unit 303 and the threshing device 304 through a different path from the transmission path to the HST input shaft 311.

[ for auxiliary transmission ]

As shown in fig. 25, the sub-transmission 309C is a two-stage switching type gear shift device. The sub-transmission 309C includes: a subtransmission input shaft 313; a range output shaft 316; the small-diameter gear 314, the large-diameter gear 315, the large-diameter fixed gear 317, the small-diameter fixed gear 318, and the shift piece 319, which constitute the "gear train" of the present invention.

The subtransmission input shaft 313 and the subtransmission output shaft 316 are supported by the transmission case 309B in a state of being rotatable in the left-right direction. The small diameter gear 314 and the large diameter gear 315 are externally inserted to the sub-transmission input shaft 313 in a relatively rotatable and non-slidable state. The large-diameter fixed gear 317 and the small-diameter fixed gear 318 are fitted around the sub-transmission output shaft 316 so as to be relatively non-rotatable and non-slidable. The small-diameter gear 314 and the large-diameter fixed gear 317 are positioned in the left-right direction so as to be constantly engaged with each other, and the large-diameter gear 315 and the small-diameter fixed gear 318 are positioned in the left-right direction so as to be constantly engaged with each other.

The shift element 319 is externally fitted (e.g., spline fitted) to the sub-transmission input shaft 313 between the small-diameter gear 314 and the large-diameter gear 315 in a relatively non-rotatable and slidable state. The shift piece 319 can move in the left-right direction and can be freely switched to a state of meshing with the inner diameter portion of the small diameter gear 314, a state of meshing with the inner diameter portion of the large diameter gear 315, or a state of not meshing with either the small diameter gear 314 or the large diameter gear 315.

With the above configuration, the sub-transmission device 309C can switch the driving force, which is shifted by the HST309A and input to the sub-transmission input shaft 313, to a state in which the driving force is transmitted to the combination of the small-diameter gear 314 and the large-diameter fixed gear 317 via the shift 319 (the "low-speed shift state" of the present invention) or to a state in which the driving force is transmitted to the combination of the large-diameter gear 315 and the small-diameter fixed gear 318 (the "high-speed shift state" of the present invention) by the movement of the shift 319, in two stages. In the state where the shift element 319 is not engaged with any of the small diameter gear 314 and the large diameter gear 315, the transmission of the driving force is interrupted to form a "neutral state".

As described above, the running speed is embodied as: the high-speed shift state or the low-speed shift state is selected by the shift operation of the sub-transmission 309C to largely change the speed range (largely change the reduction ratio), and the speed is adjusted in each speed range by the shift operation of the HST 309A. Therefore, if the sub-transmission 309C is operated to the high-speed shift state, the harvesting operation can be performed at a high speed, and if operated to the low-speed shift state, the harvesting operation can be performed at a low speed. That is, the traveling speed can be efficiently shifted to a speed corresponding to the operating state by performing the shift operation on the sub-transmission 309C.

[ for the steering section ]

As shown in fig. 23 and 24, the driver 307 includes: a driver seat 323; a front panel 321 located in front of the driver seat 323; and a side panel 322 located on the left side of the driver seat 323 and extending rearward from the left end of the front panel 321.

As shown in fig. 23 and 24, the front panel 321 includes, in order from the right outer side of the body toward the inner side of the body: a roll-up/down lever 334, a steering lever 331, an instrument panel 332, and a water temperature gauge 333. The traveling body 301 pivots to the left and right when the steering lever 331 is operated to swing to the left and right, and the harvesting unit 303 swings up and down when the steering lever 331 is operated to swing back and forth. If the roll lifting lever 334 is operated to swing back and forth, the roll 303A swings up and down.

As shown in fig. 26, the water temperature meter 333 includes a temperature indicator 333a in a region indicating the water temperature, and indicates the water temperature by the position indicated by the needle 333c with respect to the temperature indicator 333 a. Further, if the water temperature reaches the allowable upper limit temperature (for example, 115 ℃), an alarm, not shown, sounds. Further, as a means for performing a preliminary alarm until the water temperature reaches the allowable upper limit temperature, an alarm flag 333b is provided adjacent to the high-temperature-side end of the temperature flag 333 a. The position of the outermost end of the alarm flag 333b is set to the allowable upper limit temperature, and the needle 333c points to the region of the alarm flag 333b, whereby it can be visually notified that the water temperature is approaching the allowable upper limit temperature.

[ in relation to operating members ]

As shown in fig. 24 and 26, the side panel 322 includes: rod guide channel 324, rod guide channel 325, rod guide channel 326, and rod guide channel 327. The lever guide groove 324 is formed in the front portion of the side panel 322 in a state of being located near the center in the left-right direction and in a state of being along the substantially front-rear direction. The bar guide groove 325 is formed in the front portion of the side panel 322 in a state of being located at a right laterally adjacent position of the bar guide groove 324 and in a state of being along the front-rear direction. The rod guide groove 326 is formed at the front-rear direction center portion of the side panel 322 in a state of being positioned behind the rod guide groove 325 and along the front-rear direction. The rod guide groove 327 is formed in the front-rear direction center portion of the side panel 322 in a state of being located rearward of the rod guide groove 324 and in a state of being located at a left lateral direction adjacent position of the rod guide groove 326 and in a state of being along the front-rear direction.

A main shift lever 341 as a "main shift operation element" of the present invention is inserted into the lever guide groove 324 so as to be able to swing back and forth. By the operation of the main shift lever 341, the unillustrated balance shaft of the HST309A is rotated, and the unillustrated swash plate angle is changed. That is, the HST309A can be shifted by operating the main shift lever 341. As shown in fig. 26, the rod guide groove 324 is formed with: a forward-side operation path 324a along the front-rear direction; a backward side operation path 324c in a state of being positionally shifted leftward and rightward with respect to the forward side operation path 324a and in a state along the front-rear direction, on the backward side of the forward side operation path 324 a; and a neutral path 324b (a "neutral position" in the present invention) that is set in a state along the left-right direction so as to connect the rear end of the forward operation path 324a and the front end of the backward operation path 324 c. In the forward operation path 324a, the forward speed increases as the main shift lever 341 is operated toward the front end side, and in the reverse operation path 324c, the reverse speed increases as the main shift lever 341 is operated toward the rear end side. If the main shift lever 341 is operated to the neutral path 324b, the speed becomes "0".

A sub shift lever 342 as a "sub shift operation member" of the present invention is inserted into the lever guide groove 325 so as to be able to swing back and forth. The above-described shift piece 319 is operated by the operation of the sub shift lever 342. That is, the sub-transmission device 309C can be switched to the low speed shift state, the neutral state, and the high speed shift state.

A reaping clutch lever 343, which is a "clutch operation tool" and a "clutch lever" according to the present invention, is inserted into the lever guide groove 326 so as to be able to swing back and forth. By operating the harvest clutch lever 343, the harvest clutch 310A (see fig. 25) serving as the "work clutch" of the present invention can be switched between the connected state and the disconnected state. If the harvesting clutch 310A is in the connected state, the driving force of the engine 308 is transmitted to the harvesting unit 303. The reaping clutch lever 343 is swingable back and forth about a swing axis X located at the lower end portion. Further, a "clutch off position (see fig. 27 (a))" is set on the rear end side of the rod guide groove 326, and a "clutch on position (see fig. 27 (b))" is set on the front end side of the rod guide groove 326.

When the reaping clutch lever 343 is operated to the clutch communication position, the forward movement, that is, the movement from the clutch communication position to the side opposite to the clutch cutoff position is restricted by the abutment against the front end 326a of the lever guide 326. That is, the tip portion 326a corresponds to the "restricting portion" of the present invention.

A threshing clutch lever 344 is inserted into the lever guide groove 327 so as to be able to swing back and forth. The threshing clutch 310B (see fig. 25) can be switched between the on state and the off state by operating the threshing clutch lever 344. If the threshing clutch 310B is in the connected state, the driving force of the engine 308 is transmitted to the threshing device 304.

Since the power transmission path to the harvesting unit 303 is provided in series on the downstream side of the power transmission path from the engine 308 to the threshing device 304, the harvesting unit 303 is not driven even when the harvesting clutch 310A is in the on state when the threshing clutch 310B is in the off state. That is, when the "threshing clutch 310B is in the on state and the harvesting clutch 310A is in the on state", the threshing device 304 and the harvesting unit 303 are driven, and when the "threshing clutch 310B is in the on state and the harvesting clutch is in the off state", only the threshing device 304 is driven, and when the "threshing clutch 310B is in the off state", neither the threshing device 304 nor the harvesting unit 303 is driven regardless of the state of the harvesting clutch.

[ for a drag mechanism ]

The drag mechanism 345 is provided to drag the main shift operation element to a position closer to the speed increasing side than a predetermined command position (hereinafter, also referred to as "drag position") on the forward operation path 324a when the harvesting clutch 310A is connected and operated by the operation of the harvesting clutch lever 343. The restraining position is set on the speed increasing side of the forward operation path 324a from the intermediate position in the front-rear direction.

As shown in fig. 26 to 28, the stopper mechanism 345 includes stopper portions 351 and link portions 352. The stopper 351 can exit the advancing-side operation path 324 a. The link portion 352 connects the drag portion 351 and the harvest clutch lever 343, and if the harvest clutch lever 343 is operated to the clutch communication position, the drag portion 351 advances to a position corresponding to a predetermined command position in the forward operation path 324 a. Thus, even if the main shift lever 341 is further moved to the forward side (the distal end side), it is not moved because it is in contact with the stopper 351.

The structure of the restraining mechanism 345 will be described in detail below. The stopper 351 includes a guide member 351a and a protruding member 351 b. The guide member 351a extends along the advancing-side operation path 324a at a position deviated downward from the advancing-side operation path 324a (lever guide groove 324) and is slidably movable in the front-rear direction. The projecting member 351b is provided at a tip end portion of the guide member 351a, and can advance to the advancing-side operation path 324 a. The guide member 351a and the projecting member 351b are formed by bending the tip end portion of one rod-shaped member (e.g., a round rod).

A bracket 346 corresponding to the "support bracket" of the present invention and a bracket 347 corresponding to the "other support bracket" of the present invention are attached to the bottom surface of the side panel 322. As shown in fig. 26, bracket 346 is provided between rod guide groove 324 and rod guide groove 325 in a plan view. As shown in fig. 27 and 28, the bracket 346 is formed by bending one metal plate into a U shape in side view, and further bending both upper end portions into flange shapes toward the front side and the rear side. Bracket 346 is fixed to the bottom surface of side panel 322 via front and rear flange portions. The front surface portion and the rear surface portion of the bracket 346 are located at different positions in the front-rear direction, and have through holes 346a, respectively. The two through holes 346a are formed to overlap each other when viewed from the front-rear direction. The guide member 351a is supported by the bracket 346 so as to be inserted through the two through holes 346a and slidably movable (slidable) in the front-rear direction.

As shown in fig. 26, the bracket 347 is provided on the left side of the forward operation path 324a in a plan view, that is, on the opposite side of the bracket 346 with respect to the forward operation path 324 a. As shown in fig. 27 and 28, the bracket 347 is formed by bending one metal plate into an L shape. The bracket 347 is fixed to the bottom surface of the side panel 322 via one side portion of the L-shape. A long hole 347a is formed in the other side portion of the L-shape of the bracket 347 in the front-rear direction. The protruding member 351b has a distal end portion inserted through the long hole 347a, one end of the protruding member 351b is supported by the guide member 351a, and the other end (distal end portion) is supported by the bracket 347 in a state of being slidably movable (slidable) in the front-rear direction.

As shown in fig. 27, the bracket 347 is configured and positioned such that: the front end of the long hole 347a is located forward of the front end of the forward operation path 324a by at least the diameter length of the projecting member 351b, and the rear end of the long hole 347a is located rearward of the restraining position by the diameter length of the projecting member 351 b.

As shown in fig. 26 to 28, the link portion 352 includes an arm member 352a and a lever member 352 b. The arm portion is connected and fixed to a lower end portion of the reaping clutch lever 343 and is swingable around the swing axis X together with the reaping clutch lever 343. The lever portion extends forward and rearward, and the rear end portion is rotatably connected to the arm member 352a about the first axis Y1, and the front end portion is rotatably connected to the rear end portion of the guide member 351a about the second axis Y2. The rod member 352b is a rod-shaped member (e.g., a round rod) bent downward at a middle portion slightly closer to the tip end portion.

When the harvest clutch lever 343 is located at the clutch off position (see fig. 27 (a)), the arm portion extends downward and slightly forward from the pivot axis X in a side view, and when the harvest clutch lever 343 is located at the clutch on position (see fig. 27 (b)), the arm portion extends rearward and slightly upward from the pivot axis X in a side view. On the other hand, since the front end portion of the lever member 352b is coupled to the guide member 351a that slides in the front-rear direction, when the reaping clutch lever 343 is operated from the clutch cutoff position (see fig. 27 (a)) to the clutch connection position (see fig. 27 (b)), the reaping clutch lever moves rearward while maintaining the vertical position of the front end portion, and the rear end portion side swings upward about the second axis Y2.

That is, the link portion 352 is configured to: when the harvest clutch lever 343 is operated from the clutch disengaged position (see fig. 27 a) to the clutch engaged position (see fig. 27 b), the first axis Y1 passes behind the pivot axis X when viewed from the side (viewed in the direction of the pivot axis X), and the straight line L connecting the first axis Y1 and the second axis Y2 moves across the pivot axis X. Therefore, when the reaping clutch lever 343 is operated to the clutch connection position (see fig. 27 b), if a pulling force in the forward direction acts on the lever member 352b, the arm portion is pulled forward by the lever member 352b, and tends to rotate counterclockwise when viewed from the left. However, as described above, the reaping clutch lever 343 to which the arm member 352a is coupled and fixed is in contact with the distal end portion 326a of the lever guide groove 326, and therefore cannot rotate counterclockwise. And cannot move further to the front side.

With the above configuration, the projecting member 351b is in a state of being retracted toward the front side of the forward operation path 324a when the harvest clutch lever 343 is operated to the clutch off position, and when the harvest clutch lever 343 is operated to the clutch on position, the guide member 351a is pulled rearward and slidingly moved via the lever member 352b by the swinging of the arm member 352a, and the projecting member 351b advances to the restraining position of the forward operation path 324 a. Therefore, as shown in fig. 28, even if the main shift lever 341 attempts to move from the neutral path 324b side to the forward side in a state where the projecting member 351b has advanced to the restraining position (the harvesting clutch 310A is in a communicating state), the main shift lever cannot be further operated to the forward side because it contacts the projecting member 351b at the restraining position. However, even if the harvesting clutch 310A is operated to be connected, the main shift lever 341 is freely operated on the path between the drag position in the forward operation path 324a and the neutral path 324b and on the reverse operation path 324 c.

When the drag mechanism 345 is used to perform the drag, even if the main shift lever 341 is forcibly operated to the forward side from the drag position, the reaping clutch lever 343 is brought into contact with the distal end portion 326a of the lever guide 326, and therefore the main shift lever 341 is not operated to the forward side beyond the drag position by accident.

[ relationship between the restraining means and the speed of travel ]

The relationship between the drag mechanism 345 and the travel speed will be described based on fig. 29. As described above, regardless of the shift state of the sub-transmission 309C (regardless of the high-speed shift state or the low-speed shift state), the drag mechanism 345 reduces the operation region on the forward side of the main shift lever 341 as the reaping clutch 310A is operated to the communicated state. As a result, the maximum output value by the main transmission device decreases, and as a result, the maximum speed that can be exhibited by the main transmission device and the sub-transmission device 309C decreases.

Specifically, when the sub-transmission 309C is in the "high-speed shift state", if the harvesting clutch 310A is in the "disengaged state" (the restraining mechanism 345 is in the "non-restraining state"), the traveling speed region on the forward side becomes "0" to "V1 (maximum speed)" as shown in "mode a", and if the harvesting clutch 310A is in the "connected state" (the restraining mechanism 345 is in the "restraining state"), the traveling speed region on the forward side becomes "0" to "V3 (maximum speed)" k × V1 "as shown in" mode C ". Here, "k" is a coefficient satisfying "0 < k < 1".

Even if the sub-transmission 309C is in the "low-speed shift state", similarly, if the harvesting clutch 310A is in the "disengaged state" (the restraining mechanism 345 is in the "non-restraining state"), the traveling speed region on the forward side becomes "0" to "V2 (maximum speed)" as indicated by "mode B", and if the harvesting clutch 310A is in the "connected state" (the restraining mechanism 345 is in the "restraining state"), the traveling speed region on the forward side becomes "0" to "V4 (maximum speed)" k × V2 "as indicated by" mode D ".

As described above, by providing the drag mechanism 345, two speed ranges are presented and four traveling speed ranges twice the number of speed ranges of the sub-transmission 309C can be presented, on the condition that the connection of the reaping clutch 310A is interrupted. Therefore, as compared with the case where the number of gear rows is four in the gear type sub-transmission 309C, the lateral width of the transmission case 309B can be designed to be small, or the gear thickness can be increased to improve the durability of the sub-transmission 309C. In addition, since the traveling speed is not changed to be equal to or higher than the constant traveling speed (V3, V4) in the state where the reaping portion 303 is being driven, the traveling device 302 does not reach an appropriate traveling speed or higher due to an erroneous operation, and the engine 308 can be prevented from receiving a high load.

There are other methods of use of the hold-down mechanism 345. For example, if it is desired to transition from a state in which the sub-transmission 309C is operated to a low-speed shift state and low-speed travel is performed to a state in which the harvesting unit 303 is driven and high-speed travel is performed at a speed much higher than the current speed, if the sub-transmission 309C is operated to a high-speed shift state after the harvesting clutch 310A is operated to the on state, it is possible to efficiently increase the speed to an appropriate travel speed. However, sometimes the sub-transmission 309C is forgotten to be operated to the high-speed shift state. However, since the drag mechanism 345 is provided, even if the main shift lever 341 is operated to the forward side in order to increase the speed, the main shift lever cannot be operated to the speed increase side from the drag position, and the driver can be reminded that the sub-transmission 309C is in the low speed shift state and the driver can be reminded to operate the sub-transmission 309C to the high speed shift state.

[ Another embodiment of the third embodiment ]

In the above-described embodiment, the example has been described in which the drag mechanism 345 is in the drag state if the harvesting clutch 310A is in the connected state regardless of the shift state of the sub-transmission 309C (regardless of the high-speed shift state or the low-speed shift state), but the present invention is not limited thereto. For example, as a precondition for the restraining mechanism 345 to be in the restraining state, a condition of "the sub-transmission 309C is in the high-speed shift state" may be added.

In this case, although not particularly illustrated, for example, the following configuration is possible: by means of mechanical linkage or electric control, the coupling of the guide member 351a and the lever member 352b is cut off when the sub-transmission 309C is in the low-speed shift state, and the coupling of the guide member 351a and the lever member 352b is connected when the sub-transmission 309C is in the high-speed shift state.

The relationship between the drag mechanism 345 and the travel speed according to this other embodiment will be described with reference to fig. 8. When the sub-transmission 309C is in the "high-speed shift state", if the harvesting clutch 310A is in the "disengaged state" (the restraining mechanism 345 is in the "non-restraining state"), the traveling speed region on the forward side is "0" to "V1 (maximum speed)" as in "mode a", and if the harvesting clutch 310A is in the "connected state" (the restraining mechanism 345 is in the "restraining state"), the traveling speed region on the forward side becomes "0" to "V3 (maximum speed)" k × V1 "as in" mode C ". Here, "k" is a coefficient satisfying "0 < k < 1".

However, if the sub-transmission 309C is in the "low-speed shift state", the restraining mechanism 345 is not operated, and therefore, regardless of whether the reaping clutch 310A is in the "disengaged state" (the restraining mechanism 345 is in the "non-restraining state") or the "connected state" (the restraining mechanism 345 is in the "restraining state"), the traveling speed region on the forward side becomes "0" to "V2 (maximum speed)" as shown in "mode B".

In this case, particularly, when the sub-transmission 309C is in a high-speed shift state, and the working unit requiring a large driving force is being driven and the engine 308 is in a high-load state, the main transmission is operated to the high-speed side, and further load is applied to the engine 308.

[ other embodiments of the third embodiment ]

(1) In the above-described embodiment, the example in which the restraining mechanism 345 is constituted by the restraining portion 351 and the link portion 352 is described, but the present invention is not limited to this. For example, another link mechanism may be further provided between the stopper portion 351 and the link portion 352 according to the distance between the main shift lever 341 and the harvesting clutch lever 343.

(2) In the above-described embodiment, the harvest clutch lever 343 and the stopper 351 are connected by the mechanical link, but for example, the following configuration is possible: the operation to the communication position of the harvesting clutch lever 343 is electrically sensed, and the projecting member 351b is advanced to the advancing-side operation path 324a by electrical control.

(3) In the above-described embodiment, the working clutch and the working clutch lever are provided with the harvest clutch 310A and the harvest clutch lever, but the present invention is not limited thereto. For example, the threshing clutch 310B and the threshing clutch lever 344 may be selected as the clutch and the working clutch lever, and when another clutch and clutch lever are provided, they may be selected.

(4) In the above-described embodiment, the driving force from the engine 308 is branched into the power transmission path to the traveling device 302 and the power transmission path to the harvesting unit 303 and the threshing device 304 before being input to the HST input shaft 311, but the present invention is not limited thereto. For example, the power transmission path to the traveling device 302 and the power transmission path to the harvesting unit 303 and the threshing device 304 may be branched again inside the transmission 309B (e.g., the HST output shaft 312). Further, the power transmission path to the harvesting unit 303 and the power transmission path to the threshing unit 304 may not be provided in series, but may be arranged in different paths.

(5) In the above-described embodiment, the sub-transmission 309C is exemplified as being switchable between two states, i.e., the high-speed shift state and the low-speed shift state, but may be switched to three or more states by providing another shift state.

(6) The magnitude relation of the speeds "V1" to "V4" in the above-described embodiment (see fig. 29 and 30) is not limited to the relation shown in fig. 29 and 30, and these are shown for illustrative purposes only, and "V2" may be a value larger than "V3" and "V4" may be a value larger than "V3". Further, the coefficient "k" is not limited to a common value in the "high speed shift state" and the "low speed shift state".

(7) In the above-described embodiment, the example in which one bracket 346 having two through holes 346a is provided is described as the "support bracket", but two brackets having one through hole may be arranged in parallel in the front and rear.

(8) In the above-described embodiment, the example in which the main transmission device includes the HST309A (hydrostatic continuously variable transmission) is described, but the present invention is not limited to this. The main gear unit may also be, for example, an HMT (hydro-mechanical continuously variable transmission) or other CVT.

(9) In the above-described embodiment, the lever member is disposed as the sub-shift operation member and the clutch operation member, but a push-button switch or the like may be disposed. Similarly, the main shift operation element may be a slide lever or a switch instead of the swing lever.

(10) The invention is applicable not only to a full-feed type combine harvester but also to a semi-feed type combine harvester, and in addition, is applicable not only to a steering rod type harvester and a harvester driven by a crawler type driving device, but also to a steering wheel type harvester and a harvester driven by a wheel type driving device.

Industrial applicability of the invention

The transmission for a working machine such as the transmission for a harvester according to the present invention can be applied to harvesters such as a general-type combine harvester, a half-feed type combine harvester, a carrot harvester, a corn harvester, a carrier, a tractor, and the like.

Description of the reference numerals

[ first embodiment ]

7 travel device

34 output shaft

43 transmission case

43A opening

43B opening

44 input shaft

45 driven shaft

45A spline shaft portion

45B specified spline shaft portion

46 side clutch shaft

47 speed variator

49 speed reducing mechanism

50 driving shaft

61B spline hub

63 driven gear

63A gear part

63B spline hub

65 driven gear

65A gear part

65B spline hub

66 gearshift mechanism

74 spline hub

74a spline

81 output rotary body

82 transmission rotary body

83 side clutch

84 side brake

85 barrel shaft

85A spline shaft portion

85C step part

85D clamping groove

85E engaging part

86 moving side rotator (driven side rotator)

86A engagement portion

86C pressing part

86E diameter-expanding part

87 fixed side rotator (driving side rotator)

87A engaged part

88 compression spring

89 stop (check ring)

90 spring seat

91 sliding unit

92 Gear (Driving gear, linkage rotator)

94 brake hub

95 baffle

96 brake disc

99 spline hub

99A spline hole portion

99B expanding part

100 storage space

101 retainer ring

102 cover component

102A auxiliary opening

103 auxiliary cover member

103A large diameter part

103B minor diameter portion

104 space (oil cavity)

105 shaft support part

106 piston

107 hydraulic equipment

119 relay shaft

122 first speed reduction part

123 second speed reduction part

124 gear

125 Gear

126 gear

137 oil path

A external device

B connecting gear

Ba connecting part

[ second embodiment ]

202 running device

212 Engine

214 main gear shifting device

215 sub-transmission

216 gearbox

216A, 216B side wall

221 axle

221A Power Transmission part

221B transverse き extension part

221C junction site

229 output shaft

229A, 229B disconnect drive shaft

229a axial end

233 axle support member

234 output gear

239 input shaft for speed change

240 speed-changing output shaft

241 input gear

242 Low-speed drive gear (Low-speed drive gear)

243 high speed transmission driving gear (high speed driving gear)

244 driven gear for low-speed transmission (Low-speed driven gear)

245 driven gear for high-speed transmission (high-speed driven gear)

246 driving gear

247 shift element

248, 249 spline part

250 shifting fork

262 peripheral groove for clamping

264 downstream side transmission gear

273 axle box

280 washer component

M1, M2 tabling groove

[ third embodiment ]

302 traveling device

303 reaping part (operation part)

307 driving part

308 engine

309A HST (Main Transmission)

309B gearbox

309C auxiliary transmission device

310A reaping clutch (working clutch)

314 minor diameter gear (Gear train)

315 big diameter gear (Gear train)

317 big diameter fixed gear (Gear row)

318 minor diameter fixed gear (Gear row)

322 side panel

324a forward side operation path

324b neutral Path (neutral position)

324c back side operation path

326a front end portion (regulating portion)

341 Main gear lever (Main gear operation)

342 auxiliary gear shift lever (auxiliary gear shift operating parts)

343 reap clutch lever (Clutch operator, clutch lever)

345 drag mechanism

346 bracket (supporting bracket)

346a penetrating the hole

347 bracket (other supporting bracket)

347a long hole

351 restraining part

351a guide member

351b protruding member

352 connecting rod part

352a arm Member

352b Bar Member

X-swing axle center

Y1 first axle center

Y2 second axle center

L straight line

Claims

1. A transmission device for a harvester, which is characterized in that,

the transmission is equipped so as to straddle the input shaft and the driven shaft, the transmission being driven from the input shaft to the driven shaft,

the output rotary body is provided at a central portion of the driven shaft,

the transmission includes a plurality of driven gears provided on the driven shaft,

a gear portion is provided on one end side of the plurality of driven gears, a connecting portion for selecting gears is provided on the other end side, the plurality of driven gears constitute connecting gears connected to a shift mechanism for selecting gears and are arranged so as to be distributed on both left and right sides of the output rotary body,

the shift mechanisms are disposed on the left and right sides in a dispersed manner with the output rotary member interposed therebetween so as to be connected to the connection portions of the plurality of connection gears.

2. The transmission for a harvester according to claim 1,

the transmission rotary body is provided at a central portion of the side clutch shaft,

the pair of side clutches is disposed on both left and right sides of the transmission rotating body in a dispersed manner.

3. Transmission for a harvester according to claim 1 or 2,

the connecting portion is formed with a spline hub portion having a smaller diameter than the gear portion,

the driven shaft includes a plurality of spline shaft portions that are provided in adjacent portions adjacent to the respective spline hub portions so as to be rotatable relative to each other, the spline shaft portions being connectable to the adjacent spline hub portions via the shift mechanism,

one of the spline shaft portions includes an outer spline shaft portion disposed laterally outward of a left end portion of the input shaft,

the transmission case includes a case portion covering an outer periphery of the outer spline shaft portion on the input shaft side,

the box portion is located between an outer periphery of the outer spline shaft portion and an outer periphery of the gear portion of the connecting gear adjacent to the outer spline shaft portion in a radial direction, and enters from an end portion of the driven shaft on the outer spline shaft portion side toward the outer spline shaft portion in an axial direction.

4. Transmission for a harvester according to claim 1 or 2,

the plurality of connecting gears include two connecting gears adjacent to the output rotating body and a connecting gear other than the two connecting gears,

the other connecting gear is disposed at an end portion of the driven shaft on the output shaft side,

the output shaft enters the interior of the transmission case to a position adjacent to the outer periphery of the other connecting gear.

5. The transmission for a harvester according to claim 4,

the drive gear meshed and interlocked with the other connecting gear is integrally formed with a cylindrical shaft that connects the output shaft and the input shaft to rotate integrally.

6. Transmission for a harvester according to claim 1 or 2,

two of the plurality of connecting gears are disposed on both left and right sides of the output rotary body in a dispersed manner in a state where the gear portion is adjacent to the output rotary body.

7. Transmission for a harvester according to claim 1 or 2,

the speed changer is of a constant mesh type,

each of the connecting gears includes a spline hub as the connecting portion,

8. Transmission for a harvester according to claim 1 or 2,

the connecting gear is provided on the driven shaft in a state where the connecting portion is located at an end portion of the driven shaft on a side opposite to an input-side end portion of the input shaft.

9. Transmission for a harvester according to claim 1 or 2,

the driven shaft is disposed below the input shaft.

10. Transmission for a harvester according to claim 1 or 2,

the transmission is of a constant mesh type, has a plurality of the connecting gears, and the connecting gear has a spline hub as the connecting portion on one end side,

the driven shaft includes a spline shaft portion in an integrally rotatable state at an adjacent portion adjacent to each of the spline hubs, the spline shaft portion being connectable to the adjacent spline hub via the shift mechanism,

in the spline shaft portions of the adjacent portions, a predetermined spline shaft portion to which the single connecting gear is connected is formed with a plurality of splines for connection only on one end side of an outer peripheral surface thereof, and is constituted by a spline hub which is externally fitted to the driven shaft in a detachable manner.

11. Transmission for a harvester according to claim 1 or 2,

the transmission case includes an opening that exposes an end portion of the input shaft on a side opposite to an end portion of the input side.

12. Transmission for a harvester according to claim 1 or 2,

the hydraulic control device is provided with an oil passage for supplying oil returned from a hydraulic device to the inside of the transmission case to the connecting gear.

13. Transmission for a harvester according to claim 1 or 2,

the disclosed device is provided with: left and right running drive shafts facing left and right, straddling the transmission case to the corresponding running devices; and a left and right reduction mechanism for reducing the speed of the power transmitted through the corresponding side clutch and transmitting the power to the driving shaft.

14. The transmission for a harvester according to claim 13,

a left-right directional relay shaft is provided between the side clutch shaft and the left and right travel drive shafts,

15. The transmission for a harvester according to claim 14,

the first reduction part and the second reduction part are respectively configured as a gear transmission type in which a pair of gears are meshed and interlocked,

16. The transmission for a harvester according to claim 15,

the output rotating body and the transmission rotating body are composed of gears meshed and interlocked with each other,

17. The transmission for a harvester according to claim 16,

the side clutch shaft is disposed rearward of the input shaft and the travel drive shaft.

18. A transmission for a harvester according to claim 16 or 17,

the relay shaft is provided at a position forward of the driven shaft.

19. The transmission for a harvester according to claim 1,

the disclosed device is provided with: a side clutch shaft which is arranged in the transmission case in a left-right direction; a transmission rotating body provided on a shaft of the side clutch shaft and inputting power from a driving source; a pair of interlocking rotating bodies provided on the shaft of the side clutch shaft and interlocked with the traveling devices on the left and right sides, respectively; and a pair of side clutches provided on a shaft of the side clutch shaft and respectively connected/disconnected with the transmission from the transmission rotating body to the pair of interlocking rotating bodies,

the side clutch includes: a cylindrical shaft that is externally fitted to the side clutch shaft so as to be relatively rotatable in a state that the cylindrical shaft can be attached and detached to and from the side clutch shaft so as to slide in the axial direction of the side clutch shaft; a moving-side rotating body having an engagement portion at one end thereof and externally fitted to the cylindrical shaft so as to be rotatable integrally with the cylindrical shaft in a state of being slidable relative to the cylindrical shaft in an axial direction of the side clutch shaft; a fixed-side rotating body that includes an engaged portion at one end and is externally fitted to the side clutch shaft in a state in which relative sliding of the fixed-side rotating body with respect to the side clutch shaft in the axial direction of the side clutch shaft is restricted; a compression spring externally fitted to the cylindrical shaft in a state where movement to a side opposite to a side where the moving-side rotating body is located is restricted, and biasing the moving-side rotating body toward a communication position where the engagement portion and the engaged portion are engaged; a stopper fixed to an outer peripheral portion of the cylinder shaft in a state of blocking the moving-side rotating body at the communication position; and a spring seat receiving one end portion of the compression spring,

the fixed-side rotating body is configured to be interlocked with the transmission rotating body, and the tube shaft is configured to be interlocked with the interlocking rotating body,

20. The transmission for a harvester according to claim 19,

21. The transmission for a harvester according to claim 20,

the transmission case includes an opening for allowing the sliding unit to pass therethrough at a position opposed to each of the pair of side clutches in an axial direction of the side clutch shaft, and is detachably provided with a cover member for closing the opening,

the sliding unit is configured to be attachable to and detachable from the side clutch shaft from an outside of the transmission case.

22. The transmission for a harvester according to claim 21,

the fixed-side rotating body is externally fitted to the side clutch shaft in a state of being capable of being attached to and detached from the side clutch shaft by sliding in the axial direction of the side clutch shaft,

the opening is formed in a size that allows the fixed-side rolling body to pass therethrough.

23. The transmission for a harvester according to claim 22,

the meshed portion is external teeth of a spur gear, and the external teeth have a tooth width 2 times or more a meshing length with the meshing portion.

24. A transmission for a harvester according to claim 22 or 23,

the fixed-side rotating body is externally fitted to a portion of the side clutch shaft on the shaft end side of the sliding unit.

25. A transmission for a harvester according to any one of claims 21 to 23,

the cover member has a journal portion that supports an end portion of the side clutch shaft.

26. A transmission for a harvester according to any one of claims 21 to 23,

the fixed-side rotating body is externally fitted to a portion of the side clutch shaft on an axial end side of the sliding means in a state of being attachable to and detachable from the side clutch shaft by sliding in an axial direction of the side clutch shaft,

the cover member has an auxiliary opening for allowing the fixed-side rotating body to pass therethrough, and is detachably provided with an auxiliary cover member for closing the auxiliary opening,

the auxiliary cover member includes a shaft support portion that supports an end portion of the side clutch shaft.

27. The transmission for a harvester according to claim 26,

the auxiliary opening is formed in a circular shape with an axial center of the side clutch shaft as a center,

the auxiliary cover member includes a large diameter portion that is fitted in the auxiliary opening, and a small diameter portion that is located inside the transmission case and forms an annular space between the auxiliary cover member and the auxiliary opening,

the moving-side rolling body is disposed in a state of facing the space,

28. A transmission for a harvester according to any one of claims 19 to 23,

the interlocking rotating body and the sliding unit slide integrally.

29. The transmission for a harvester according to claim 28,

a pair of driven gears interlocked with the traveling devices on the left and right sides,

the interlocking rotating body constitutes a driving gear that is in meshing interlocking with the driven gear.

30. The transmission for a harvester according to claim 28,

the transmission case is provided with a multi-disc side brake for braking the corresponding traveling device on an outer peripheral side of the slide unit,

the interlocking rotating body constitutes a brake hub of the side brake.

31. The transmission for a harvester according to claim 28,

the transmission case is provided with a pair of multi-disc side brakes on the outer peripheral side of the slide unit for braking the corresponding running gear,

the interlocking rotating body constitutes a spline hub having one end side functioning as a drive gear that is interlocked with the driven gear in a meshing manner and the other end side functioning as a brake hub of the side brake,

the spline hub is externally fitted to the cylinder shaft in a state of rotating integrally with the cylinder shaft.

32. The transmission for a harvester according to claim 31,

the inner peripheral surface of the spline hub on the drive gear side is provided with a spline hole portion externally fitted to a spline shaft portion provided on one end side of the corresponding cylinder shaft, and the inner peripheral surface of the brake hub side is provided with a diameter-enlarged portion forming a housing space for a compression spring between the spline hub and the cylinder shaft.

33. The transmission for a harvester according to claim 32,

a step portion provided on an outer peripheral portion of the cylindrical shaft functions as a spring seat for restricting the compression spring from moving to a side opposite to a side where the moving-side rotating body is located,

the spline shaft portion has a length spanning from the stepped portion to a shaft end on a large diameter side,

the spline shaft portion includes an engaging portion formed in a substantially annular groove shape on an outer peripheral side thereof, and a C-shaped retaining ring is fitted around the engaging portion,

the spline hole portion of the spline hub has a length spanning from the retainer ring to the step portion, and the enlarged diameter portion of the spline hub has a length spanning from the step portion to a hub end on the brake hub side.

34. A transmission for a harvester according to any one of claims 30 to 33, wherein,

the side brake includes a plurality of brake disks and a plurality of spacers alternately arranged in the axial direction of the side clutch shaft, and the brake disks are configured to be able to be removed toward the lateral outside of the transmission case by sliding in the axial direction of the side clutch shaft.

35. The transmission for a harvester according to claim 34,

a pressing portion acting on the brake disk and the spacer is provided on an outer peripheral portion of the moving-side rotating body,

the side brake is switched from a brake release state in which the brake disc and the separator are released from pressure contact by the pressing portion to a brake state in which the brake disc and the separator are pressure-contacted by the pressing portion as the moving-side rotating body slides from a disengagement position where the engagement between the engagement portion and the engaged portion is released to a brake position located in a direction opposite to the communication position,

the side brake is switched from the braking state to the braking released state as the moving-side rotating body slides from the braking position to the cut-off position.

36. A transmission for a harvester according to any one of claims 19 to 23,

the inner peripheral surface of the moving-side rotating body on the stopper side is provided with a diameter-enlarged portion that allows the stopper at the communication position to enter.

37. The transmission for a harvester according to claim 36,

an annular engaging groove is formed on the outer peripheral side of the cylinder shaft,

the stopper is composed of a C-shaped retainer ring which is externally fitted to the engaging groove in a detachable manner,

38. A harvester including the transmission device for a harvester according to claim 1, comprising:

the output shaft is inserted through the transmission case and the other end side wall of the transmission case so that the shaft end is exposed to the outside of the case, and is rotatably supported by the one end side wall and the other end side wall,

the output shaft is provided with a pair of separate transmission shafts which are separated along the axial center direction and are linked and connected in an integrated and free rotating way,

an output gear for transmitting power from the output shaft to the sub-transmission is externally fitted to the pair of split transmission shafts so as to be rotatable integrally with each of the pair of split transmission shafts, and the pair of split transmission shafts are interlocked and connected by the output gear.

39. A harvester according to claim 38,

a main transmission case covering the periphery of the main transmission device and the transmission case are connected in a flange-coupled state,

40. A harvester including the transmission device for a harvester according to claim 1, comprising:

41. A harvester according to claim 40,

the output shaft includes a pair of separate transmission shafts that are separated in the axial direction and are linked together so as to be rotatable integrally.

42. A harvester according to any one of claims 38 to 41,

the input shaft for speed change on the input side of the sub-transmission device includes an input gear that meshes with an output gear included in the output shaft.

43. A harvester according to claim 42,

the transmission input shaft is provided with a high-speed transmission drive gear on a side close to the input gear and a low-speed transmission drive gear on a side far from the input gear.

44. A harvester according to claim 43,

the low-speed transmission drive gear is provided at a distance in the axial direction from a shaft support member that rotatably supports the transmission input shaft on the side wall on the other end side.

45. A harvester according to claim 43 or 44,

the high-speed transmission drive gear is provided at a distance from the input gear in the axial direction.

46. A harvester according to claim 43 or 44,

the output shafts for shifting on the output side of the sub-transmission device each include: a driven gear for high-speed transmission meshed and linked with the driving gear for high-speed transmission; a low-speed transmission driven gear meshed and linked with the low-speed transmission driving gear; and a drive gear meshing and interlocking with a downstream side transmission gear located on a transmission downstream side of the sub-transmission device.

47. A harvester according to claim 46,

the drive gear is located between the high-speed drive driven gear and the low-speed drive driven gear.

48. A harvester according to claim 47,

the driving gear is located close to the high-speed driving driven gear.

49. A harvester according to any one of claims 38 to 41,

the auxiliary transmission device includes: an input shaft for speed change on an input side; an output shaft for speed change on an output side; a high-speed transmission drive gear and a low-speed transmission drive gear disposed on the speed change input shaft so as to be rotatable with respect to the speed change input shaft; and a high-speed transmission driven gear and a low-speed transmission driven gear, which are fixedly arranged on the speed change output shaft,

the sub-transmission device further includes a shift stopper that is spline-fitted onto the transmission input shaft between the high-speed transmission drive gear and the low-speed transmission drive gear and is slidable between a high-speed transmission operation position where the shift stopper is in meshing engagement with a spline portion of the high-speed transmission drive gear, the high-speed transmission drive gear being disposed on the transmission input shaft so as to be relatively rotatable, and a low-speed transmission operation position where the shift stopper is in meshing engagement with a spline portion of the low-speed transmission drive gear, the low-speed transmission drive gear being disposed on the transmission input shaft so as to be relatively rotatable.

50. A harvester according to claim 49,

a drive gear that meshes with a downstream side transmission gear located on a transmission downstream side of the sub-transmission device is provided between the high-speed transmission driven gear and the low-speed transmission driven gear of the transmission output shaft,

the shift fork is provided with a shift fork for sliding the shift piece in a state of passing through a space between the shift piece and the driving gear.

51. A harvester according to claim 50,

the shift fork is engaged with a region of more than half of the circumference of an engaging circumferential groove provided on the outer circumference of the shift stopper.

52. A harvester according to claim 50,

the shifting fork is clamped with two parts, which are positioned on the diameter, of a clamping circumferential groove arranged on the periphery of the shifting block.

53. A harvester according to any one of claims 38 to 41,

a pair of left and right axles that transmit power shifted by the sub-transmission device to traveling devices on left and right sides, respectively, are provided in a state of being inserted into axle boxes on left and right sides that are fixedly extended from the transmission case,

the connecting part between the power transmission part and the transverse extension part is formed into a gradually widening shape with the diameter gradually increasing from the power transmission part to the outer side of the transverse width direction of the machine body.

54. A harvester including the transmission device for a harvester according to claim 1, comprising:

a clutch operation member that performs an on/off operation of the working clutch; and

a drag mechanism that, when the work clutch is operated to connect, drags the main shift operation element to be operated closer to a speed increasing side than a predetermined command position on a forward operation path of the main shift operation element,

a main shift lever of a forward-backward swing operation type is provided as the main shift operation member, and a clutch lever of a forward-backward swing operation type is provided as the clutch operation member,

the harvester is configured to increase the speed as the main gear lever is operated toward the front end side of the advancing side operation path,

when the clutch lever is operated to a clutch communication position, the stopper portion is advanced from a front end side of the forward operation path to a front side of the main shift lever and is located at a position corresponding to the predetermined command position on the forward operation path.

55. A harvester including the transmission device for a harvester according to claim 1, comprising:

when the clutch lever is operated to a clutch communication position, the stopper portion advances to a position corresponding to the predetermined command position on the forward operation path,

further provided with: a restriction portion that restricts movement of the clutch lever from the clutch on position to a side opposite to a clutch off position,

56. A harvester according to claim 54 or 55,

the restraining part includes a guide member that extends along the forward-side operation path at a position offset from the forward-side operation path and is slidable in a front-rear direction,

the guide member is supported by the support bracket.

57. A harvester including the transmission device for a harvester according to claim 1, comprising:

the guide member is supported by the support bracket.

58. A harvester according to claim 54 or 57,

59. A harvester according to claim 57,

the support bracket is provided with two through holes located at two different positions in the front-rear direction,

the guide member is supported by the through hole.

60. A harvester according to claim 57,

the stopper portion is provided with a protruding member that is provided at a tip end portion of the guide member and that is capable of advancing to the advancing-side operation path,

61. A harvester according to any of claims 54, 55, 57,

the main shift operation element can be freely operated in a path between the predetermined command position and the neutral position on the forward operation path and in a reverse operation path even if the work clutch is operated to be communicated.

62. A harvester according to any of claims 54, 55, 57,

the predetermined command position is set at a position closer to a speed increasing side than an intermediate position on the forward operation path.

63. A harvester according to any of claims 54, 55, 57,

the subtransmission device is capable of switching between two states of a high-speed shift state and a low-speed shift state,

64. A harvester according to any of claims 54, 55, 57,

65. A harvester according to any of claims 54, 55, 57,

the main gear lever is arranged on a side panel of the driving part,

66. A harvester according to any of claims 54, 55, 57,

the working portion is a harvesting portion and the working clutch is a harvesting clutch.

67. A harvester according to any of claims 54, 55, 57,

the main transmission is a hydrostatic continuously variable transmission.