JP2000106736A - Mobile agricultural machinery - Google Patents

Abstract

PROBLEM TO BE SOLVED: To surely enable a machine body to stop running and rotating in a neutral operation of a running operation part member. SOLUTION: This mobile agricultural machinery has a hydraulic running non-step variable speed gear mechanism 25 running a machine body by driving a right and left running crawler 2 through a differential mechanism 33 and a hydraulic rotational non-step variable speed gear mechanism 28 rotating the machine body by generating a speed difference to the driving of the right and left running crawler 2 through the differential mechanism 33. In the machinery, when a transmission of a running output from the running non-step variable speed gear mechanism 25 to the running crawler 2, a transmission of a rotational output from the rotational non-step variable speed gear mechanism 28 to the running crawler 2 is interrupted.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a mobile agricultural machine such as a combine or tillage tractor or a field management vehicle for continuously cutting and threshing grain culms in a field.

[0002]

Conventionally, harvesting is performed while a combine equipped with left and right traveling crawlers is moved along an uncut culm row in a field, and the combine is directed in a field headland. It was shifted and moved to the unprocessed grain culm row of the next process, but the right and left traveling output of the transmission case that transmits the engine output at a variable speed is transmitted to the left and right traveling crawler via the left and right side clutch, and the left and right side clutch is disconnected By temporarily stopping and turning one of the left and right traveling crawlers by the operation, the operator needs to perform both the left and right side clutch operation and the traveling speed change operation substantially at the same time, and also changes the direction at the headland on the field There is a problem that the turning radius at the time becomes large.

Further, by providing left and right hydraulic continuously variable transmissions for separately transmitting the power of the engine and driving the left and right traveling crawlers, deceleration during turning and reduction of turning radius can be easily performed, but straight running performance is reduced. There is a problem that the steering operation for moving along the uncut culm row is troublesome.

Accordingly, a single hydraulic continuously variable transmission mechanism for transmitting the engine power to the left and right traveling crawlers via a differential mechanism, and a traveling crawler on the inside of the rotation being decelerated and being provided on the outside of the rotation via the differential mechanism. There is a hydraulic turning continuously variable transmission mechanism that increases the speed of the traveling crawler, and there is a means to maintain good straight running performance and easily reduce the turning radius. If the turning operation force is output from the turning continuously variable transmission mechanism during the neutral operation of the subtransmission mechanism interposed between the moving mechanism and the auxiliary transmission mechanism, the inconvenience of turning the aircraft to the left or right while the traveling is stopped may occur. is there.

[0005]

SUMMARY OF THE INVENTION Accordingly, the present invention provides a hydraulic traveling stepless transmission mechanism for driving the right and left traveling crawlers via a differential mechanism to travel the body, and driving the left and right traveling crawlers via the differential mechanism. A hydraulically-operated continuously variable transmission mechanism for turning the machine body by causing a speed difference to occur, and when the transmission of the traveling output from the continuously variable traveling mechanism to the traveling crawler is interrupted, the continuously variable The transmission of the rotation output from the mechanism to the traveling crawler is interrupted, and when the traveling of the aircraft is stopped, the rotation of the aircraft is also stopped reliably, thereby improving the stability and reliability of work.

In addition, an auxiliary transmission mechanism is interposed in a traveling output transmission system between the continuously variable transmission mechanism and the differential mechanism, and a rotation output transmission between the continuously variable transmission mechanism and the differential mechanism is provided. With the swing clutch interposed in the system, the auxiliary transmission mechanism and the swing clutch are interlocked and linked, and the swing clutch is linked with the sub-shift operation during the planting work, so that the machine unexpectedly stops when the machine stops during the planting work. This prevents the inconvenience of turning, etc., and improves the stability and reliability of work.

Further, the turning clutch is disengaged mechanically in conjunction with the neutral operation of the sub-transmission mechanism, and the sub-transmission mechanism and the turning clutch are reliably connected in an interlocking manner, thereby ensuring the turning of the body when the sub-transmission is in neutral. Stopping is made possible to improve work stability and reliability.

Further, the turning clutch is disengaged electrically in conjunction with the neutral operation of the sub-transmission mechanism, and the sub-transmission mechanism and the turning clutch are connected in a compact and controllably interlocking manner, so that the auxiliary transmission mechanism and the turning clutch are interlocked. It is possible to improve the stability and reliability of work by enabling accurate stop of turning of the aircraft.

Further, a turning clutch is provided on a clutch shaft interposed between the output shaft of the turning continuously variable transmission mechanism and the differential mechanism, and a compact structure is provided between the turning continuously variable transmission mechanism and the differential mechanism. In addition, a turning clutch is incorporated into the motor and the operation is ensured, thereby improving the work stability and reliability.

[0010]

Embodiments of the present invention will be described below in detail with reference to the drawings. Fig. 1 is an overall side view of the combine, Fig. 2
Is a plan view of the same, in which (1) is a track frame on which a pair of left and right traveling crawlers (2) are mounted, (3) is a machine frame installed on the track frame (1), and (4) is a feed chain. A threshing unit which stretches (5) to the left and incorporates a handling cylinder (6) and a processing cylinder (7), and (8) a cutting unit provided with a cutting blade (9) and a grain culm transport mechanism (10). , (11) are hydraulic cylinders for raising and lowering the cutting unit (8) via the cutting frame (12), (13) is a straw processing unit facing the end of the straw chain (14), and (15) is a threshing unit ( A grain tank that carries the grains from 4) through a frying cylinder (16), (1
7) a discharge auger for carrying out the grains of the tank (15) out of the machine, (18) a driver's cab provided with a round steering handle (19) as a turning operation member, a driver's seat (20), and the like.
Reference numeral (21) denotes an engine provided below the driver's seat (20), which is configured to continuously cut husks and thresh.

Further, as shown in FIG. 3, a transmission case (22) for driving the traveling crawler (2) includes a pair of a first hydraulic pump (23) and a first hydraulic motor (24).
And a pair of a second hydraulic pump (26) and a second hydraulic motor (27) for forming a hydraulic continuously variable transmission mechanism for traveling main transmission. A steering member (28) forming a continuously variable transmission mechanism; and an input shaft (29a) (29b) of the first and second hydraulic pumps (23) (26) on an output shaft (21a) of the engine (21). )
Are connected by transmission belts (30a) (30b),
The hydraulic pumps (23) and (26) are configured to be driven.

An output shaft (31) of the first hydraulic motor (24) is provided with an auxiliary transmission mechanism (32) and a differential mechanism (3).
3) through the driving wheels (3) of the left and right traveling crawlers (2).
The differential mechanism (33) has a pair of left and right symmetric planetary gear mechanisms (35) and (35), and each planetary gear mechanism (35) has one sun gear (36).
, Three planetary gears (37) meshed on the outer periphery of the sun gear (36), and a ring gear (38) meshed with the planetary gears (37).

The planetary gear (37) is rotatably supported on a carrier (41) of a carrier shaft (40) on a coaxial line with a sun gear shaft (39) so as to be rotatable, and sandwiches left and right sun gears (36) and (36). The left and right carriers (41) are arranged to face each other, and the ring gear (38) has internal teeth (38a) meshing with each planetary gear (37) and is arranged on the same axis as the sun gear shaft (39). The carrier shaft (4) is rotatably supported on the shaft (40).
0) is extended to form an axle to support the drive wheel (34).

A traveling hydraulic continuously variable transmission member (2)
5) The forward / reverse rotation of the first hydraulic motor (24) and the control of the number of rotations are performed by adjusting the angle change of the rotary swash plate of the first hydraulic pump (23), and the rotation of the first hydraulic motor (24) is performed. The output is transmitted from the transmission gear (42) of the output shaft (31) to each gear (4).
3) A center gear (46) fixed to the sun gear shaft (39) via (44) (45) and the auxiliary transmission mechanism (32).
To rotate the sun gear (36). The sub-transmission mechanism (32) includes a sub-transmission shaft (47) having the gear (44) and a parking brake shaft (49) having a gear (48) that meshes with a center gear (46) via the gear (45). ), And a pair of low-speed gears (50) (5) between the auxiliary transmission shaft (47) and the brake shaft (49).
1) Medium-speed gear (52) (53) High-speed gear (5
4) By providing (48), the low-medium speed slider (55) and the high speed slider (56) are slid to switch the low speed (L), middle speed (M), and high speed (H) of the sub speed change. Make up. Note that there is a neutral (N) between the low speed (L) and the medium speed (M) and between the medium speed (M) and the high speed (H). A parking brake (57) is provided on the brake shaft (49), and gears (59) and (60) and a one-way clutch (61) are mounted on a cutting PTO shaft (58) that transmits rotational force to the cutting unit (8). The sub-transmission shaft (47) is connected via the motor, and the reaper (8) is driven at the vehicle speed synchronization speed.

As described above, the driving force from the first hydraulic motor (24) transmitted to the sun gear shaft (39) via the center gear (46) is applied to the left and right planetary gear mechanisms (35).
And to the left and right carrier shafts (40) via
The rotation transmitted to the left and right carrier shafts (40) is transmitted to the left and right drive wheels (34), respectively, to drive the left and right traveling crawlers (2).

Further, a steering member (28) formed by a turning hydraulic continuously variable transmission mechanism is provided with a second hydraulic motor (27) by adjusting an angle of a rotary swash plate of a second hydraulic pump (26).
A brake shaft (63) having a steering output brake (62), a clutch shaft (65) having a steering output clutch (64) which is a turning clutch, The left and right input gears (66) (6) which always mesh with the external teeth (38b) of the left and right ring gears (38).
7), the output shaft (68) of the second hydraulic motor (27)
The brake shaft (63) and the steering output clutch (6)
4), the clutch shaft (65) is connected thereto, and the right input gear (6) is connected to the clutch shaft (65) via the forward rotation gear (69).
7), and the left input gear (6) is connected to the clutch shaft (65) via a forward gear (69) and a reverse gear (70).
6) are connected. Then, the sub-transmission slider (5
5) The brake (6) is neutralized by the neutral (N) of (56).
2) is engaged and the clutch (64) is disengaged, while the brake (62) is disengaged and the clutch (64) is engaged when the auxiliary transmission output (L) (M) (H) other than the neutral (N) is set. The rotation force of the motor (27) is transmitted to the external teeth (38b) of the right ring gear (38) via the forward rotation gear (69), and the forward rotation gear is transmitted to the external teeth (38b) of the left ring gear (38). (69) and the motor (2) via the reverse gear (70).
7) The rotation is transmitted, and when the second hydraulic motor (27) is rotated forward (reverse rotation), the left ring gear (38) is rotated reversely (forward rotation) and the right ring gear (38) is rotated forward (rotation) at the same left and right rotation speed. (Reverse rotation).

The second hydraulic motor for turning (27)
When the first hydraulic motor (24) for traveling is driven in a state where the left and right ring gears (38) are stopped and fixed, the rotation output from the first hydraulic motor (24) is The right and left traveling crawlers (2) are transmitted to the sun gear (36) at the same rotation speed, and are driven by the same rotation speed in the left and right same rotation direction via the planetary gear (37) and the carrier (41) of the left and right planetary gear mechanism (35). Then, the vehicle travels straight in the front-rear direction. On the other hand, when the first hydraulic motor (24) for traveling is stopped and the left and right sun gears (36) are stationary and fixed, the second hydraulic motor (27) for turning is driven forward and reverse to rotate the left planetary gear. The gear mechanism (35) rotates forward or backward, and the right planetary gear mechanism (35) rotates reversely or forward, driving the left and right traveling crawlers (2) in the reverse direction, and turning the body left or right. Further, by driving the second hydraulic motor for turning (27) while driving the first hydraulic motor for traveling (24), the body turns right and left and the course is corrected. The turning radius is determined by the output rotation speed of the second hydraulic motor (27).

Further, as shown in FIGS. 2, 4 to 13, a steering column (71) is erected on the front upper surface of the cab (18), and the steering column (7) is fixed.
1) A steering handle (19) is attached to the upper side of the upper surface so as to be rotatable around the vertical axis, a side column (72) is provided on the left side of the cab (18), and a transmission (22) is provided below the side column (72). The main shift lever (73), the auxiliary shift lever (74), the reaping clutch lever (75), and the threshing clutch lever (76) which are disposed and are the speed change operating members for traveling
Is attached to the side column (72). The steering column (71) is formed by molding and processing an aluminum alloy casting, and is formed into a box shape by being split into right and left parts and fastened with a plurality of bolts (77).

A tilt base (78) is integrally formed on the upper part of the steering column (71).
To the tilt bracket (8) via the fulcrum bolt (79).
0) is rotatably supported, and the tilt bracket (80) is fixed by the tilt lever (81) so that the angle can be freely adjusted. A shaft case (8) is attached to the tilt bracket (80).
2) A shaft case (82) is extended above an upper cover (83) for fixing the lower part integrally and fixed to the upper surface of the column (71), and the upper handle shaft (84) is rotatable inside the shaft case (82). The steering handle (19) is fixed at the upper end of the upper handle shaft (84), and the handle (19) is moved and adjusted around the fulcrum bolt (79) by operating the tilt lever (81) to a fixed position. And the handle (19) mounting position is adjusted in the front-rear direction to be fixed at a position where the operator can easily operate.

Further, the upper end of the lower handle shaft (86) is connected to the lower end of the upper handle shaft (84) via a universal joint (85), and the lower handle shaft (86) is mounted on the upper part of the steering column (71). In addition to being rotatably supported, the upper end of the steering input shaft (87) is rotatably supported above the steering column (71), and the gear (88) of the lower handle shaft (86) and the steering input shaft (87). ) Is engaged with each other to connect the shafts (86) and (87), and the steering input shaft (87) is extended vertically at substantially the center of the inside of the steering column (71).

Further, the steering column (71)
A bearing portion (90) is integrally formed on the left side surface at substantially the middle in the vertical direction, and one end of the transmission input shaft (91) is rotatably supported by the bearing portion (90) via a bolt (92) in a cantilever manner. The transmission input shaft (91) is supported substantially horizontally in the left-right direction, and the lower end of the steering input shaft (87) is connected to the upper end of the input fulcrum shaft (94) via a universal joint (93). (94) The lower end is rotatably supported on the speed change input shaft (91). Further, a steering input member (95) is fixed to the upper end side of the input fulcrum shaft (94), and a transmission input member (9) is provided between the upper surface of the transmission input shaft (91) and the lower surface of the steering input member (95).
6), a transmission input member (96) is rotatably mounted around the input fulcrum shaft (94), and the input members (96) are removably fixed to the transmission input member (96) by a linkage bolt (97). 95) and (96), and both ends of a pinch spring (98) provided on the speed change input shaft (91) are locked to the speed change input member (96), and the speed change input member (9) is locked.
6) is supported by the spring (98) at the straight traveling neutral position. Further, the input members (95) and (96) are rotated forward and reverse around a substantially vertical axis of the input shaft (87) against a spring (98) by forward and reverse rotation of the steering input shaft (87). By rotating the speed change input shaft (91) forward and reverse, the input fulcrum shaft (9
4) and the input members (95) and (96) are tilted in the front-rear direction, and the center line of the vertical steering input shaft (87) and the center line of the left and right horizontal shift input shaft (91) intersect at right angles. A universal joint (93) is attached to the intersection, and the input members (95) (9) are rotated around the center line of the steering input shaft (87) by a forward / reverse operation of the steering input shaft (87) of the steering handle (19).
6) is reversed.

Further, the steering column (71)
The main transmission shaft (99) is rotatably supported on the lower front side of the
The left end of the main transmission shaft (99), which extends substantially horizontally in the left-right direction, protrudes to the left outside of the steering column (71), and is rotatable on the machine base (3) below the side column (72). A link (101) is attached to the intermediate shaft (100).
(102) and the main transmission shaft (99) is connected via the rod (104) with the length adjustment turnbuckle (103). A fulcrum plate (106) is rotatably attached to the machine base (3) via a lever fulcrum shaft (105), and the main speed change lever (7) is attached to the fulcrum plate (106) via a cylinder shaft (107).
3) Attach the base so as to be swingable in the left-right direction, and connect the center shaft (100) to the fulcrum plate (106) via the links (108) and (109), and move the main transmission lever (73) to the lever fulcrum shaft ( 105) The main transmission shaft (99) is rotated forward / reverse by a speed change operation for swinging forward and backward. Also,
The rod-type main transmission member (110) and the upper and lower links (11
1) The main transmission shaft (99) is connected to the transmission input shaft (91) via (112), and the input member (95) (95) ( 9
6) is tilted back and forth around the center line of the transmission input shaft (91).

Further, a cylindrical steering output shaft (113) is rotatably mounted on the main transmission shaft (99), and the link steering output member (114) is fixed to the steering output shaft (113). At the same time, the upper end of the rod-shaped steering connecting member (115) is connected to the steering input member (95) via a universal joint-type steering input connecting portion (116), and a ball joint type steering output connecting portion. The lower end of the steering coupling member (115) is connected to the steering output member (114) via (117) to constitute a steering mechanism (118) for changing the traveling course.

Further, a speed change output shaft (119) is rotatably supported inside the steering column (71) substantially parallel to the steering output shaft (113) above the steering output shaft (113),
The link type shift output member (120) is connected to the shift output shaft (11).
9) and a rod-shaped speed change coupling member (12).
The upper end of 1) is connected to the speed change input member (96) via a universal joint type speed change input connection portion (122), and the speed change coupling member (1) is connected via a ball joint type speed change output connection portion (123).
21) is connected to the shift output member (120) at the lower end thereof,
A speed change mechanism (1) that changes the traveling speed and switches between forward and reverse
24).

Further, the inner speed change operation shaft (125) and the outer steering operation shaft (12) of the double shaft structure rotatable with respect to each other.
6) is rotatably mounted on a bearing (127) in the center of the left and right widths at the lower rear side of the steering column (71).
The variable speed output shaft (11) is connected via a ball joint shaft (128) and a variable speed link (129) (130) whose length is adjustable.
9), the upper end portion of the speed change operation shaft (125) is connected, and the steering output shaft (11) is connected via a ball-and-joint shaft (131) and steering links (132) and (133) whose length is adjustable.
The upper end of the steering operation shaft (126) is connected to 3).

The operating shafts (125) and (126)
Are set up on the bottom of the steering column (71) substantially vertically on the same axis, and the upper ends of the operation shafts (125) and (126) are extended inside the steering column (71), and the output shafts (113) ( 119) and each operating shaft (125) (12) below the bottom of the steering column (71).
6) The operation shafts (125) (1) are provided on the lower surface side of the operator's cab (20) on the operator boarding step (134) by projecting the lower end.
26) The transmission member (2
5) The vehicle speed control arm (13) is connected to the output control shaft (135).
6) is fixed, and a vehicle speed control arm (1) is attached to the lower end of the speed change operation shaft (125) via a length adjustable rod (138) with a turnbuckle (137) and a link (139).
36), and the swash plate angle of the first hydraulic pump (23) is adjusted by the forward / reverse operation of the output control shaft (135).
The rotation speed control and forward / reverse switching of the hydraulic motor (24) are performed to continuously change the traveling speed (vehicle speed) and to switch between forward and backward. Further, the output control shaft (1) of the steering member (28).
40) fix the steering control arm (141) to the adjustable length rod (143) with turnbuckle (142).
A steering control arm (141) is connected to the lower end of the steering operation shaft (126) via a link (144), and the second hydraulic pump (2) is operated by the forward / reverse operation of the output control shaft (140).
6) The swash plate angle is adjusted to control the rotation speed of the second hydraulic motor (27) and to switch between normal rotation and reverse rotation, so that the steering angle (turning radius) is steplessly changed and the right and left turning direction is switched.

Further, the steering column (71)
An accelerator lever (145) is provided on the outer surface on the right side of the engine so as to be rotatable in the front-rear direction.
An accelerator wire (146) for connecting the engine (2) is extended from below along the inside of the front surface of the steering column (71), and the engine (2) is operated by an accelerator lever (145).
1) The number of revolutions is manually adjusted, a maintenance window (147) is opened on the rear surface of the steering column (71), and the maintenance window (147) is closed by a removable lid (148).

As is clear from the above, the engine (2
A differential mechanism (33) for transmitting the driving force of 1) to the left and right traveling crawlers (2), a speed change member (25) for continuously changing the driving speed of the left and right traveling crawlers (2), and a left and right traveling crawler (2) A steering input shaft (87) provided with a steering member (28) for continuously changing the drive speed difference between the two, and rotated by a steering handle (19) as a steering operation tool;
A speed change input shaft (91) rotated by a main speed change lever (73) as a speed change operation tool, a speed change mechanism (124) connecting the speed change input shaft (91) to the speed change member (25), and a steering input shaft (87) ) Is connected to the steering member (28), and the steering mechanism (118) changes the steering amount in proportion to the operation amount of the transmission mechanism (124).
The steering amount is automatically increased by the high-speed side shift, and the steering amount is automatically reduced by the low-speed side shift,
A certain amount of operation of the steering handle (19) keeps the turning radius of the left and right crawler (2) substantially constant irrespective of the running speed, changes the farming running speed, and corrects the course so that the aircraft follows the crop line. Is performed. A steering input member (95) and a speed change input member (96) are provided on the steering input shaft (87), and the speed change input member (96) and the steering input member (95) are provided around the center line of the speed change input shaft (91). Is rotatably mounted on the transmission output shaft (119).
The transmission input member (96) is connected to the steering output member (114) provided on the steering output shaft (113) via the steering coupling member (115). Direction input member (95), and the speed change mechanism (12
4) and a steering mechanism (118) are formed, and the steering input shaft (87) is rotated by the steering operation so as to rotate the steering input member (9).
5) and the shift input member (96) are operated to perform, for example, an operation of reducing the traveling speed while turning, and
The speed change input shaft (91) is rotated by the speed change operation to operate the speed change input member (96) and the steering input member (95), thereby increasing or reducing the turning radius due to the running speed change and stopping the turning output due to the running speed neutral. Operation.

Further, a steering input connecting portion (116) for connecting the steering input member (95) and the steering connecting member (115) is disposed on the center line of the transmission input shaft (91), and the transmission input member (96) is provided. ) And the speed change coupling member (121) are arranged on a straight line (A) intersecting the core of the speed change input shaft (91), and the steering input shaft (87) and the speed change input are arranged. Steering input member (95) about axis (91)
The relative motion of the speed change input member (96) can be easily set, the design and assembly and the structure can be simplified, the operation reliability can be improved, and the center line of the speed change input shaft (91) and the steering input shaft ( 87) A shift input connecting portion (122) and a steering input connecting portion (116) are arranged on a circumference (C) centered on the axis intersection (B) where the core lines intersect, and a steering input member ( 95) and a speed change input member (96) to simplify and downsize the structure. The speed change output connecting portion (123) for connecting the speed change output member (120) and the speed change coupling member (121) is provided. The steering output connecting part (1) for connecting the steering output member (114) and the steering coupling member (115).
17) is disposed on the core line of the steering input shaft (87) to easily prevent reverse handle development due to switching between forward and reverse shifts, and to provide a shift output member (120) and a steering output member (11).
4) The design, assembly and structure of 4) are simplified, the operation reliability is improved, etc., and the transmission output connecting portion (123) is connected to the shaft center intersection (B) of the transmission input shaft (91) and the steering input shaft (87). ) Is different from the distance of the steering output connecting portion (117), and the transmission output connecting portion (123) and the steering output connecting portion (117) are separated from each other on the same straight line (D). (117) The interference prevention and the setting of the movement range of (123) can be easily performed, and the speed change coupling member (12
1) and the steering connection member (115) are configured to be installed in a small place.

Further, the speed change input connecting portion (116) and the steering input connecting portion (122) are formed by a circle centered on the intersection (B) between the speed change input shaft (91) and the steering input shaft (87). Zhou (C)
The traveling speed change is performed by keeping the steering input connection (116) at a constant position by rotating the speed change input shaft (91) and maximizing the displacement of the speed change input connection (122). And each of the input connection sections (116)
The structure in which the speed change input shaft (91) is arranged on the plane on which the (122) is moved easily secures the amount of movement of each connecting portion (116) (122), and is compact and functionally provided with the speed change input member (96) and The steering input member (95) is arranged, and the speed change input connecting portion (122) and the steering input connecting portion (116) are moved within a range of about 90 degrees around the steering input shaft (87), so as to move forward and backward. In addition to preventing reverse handle development due to forward switching and securing the amount of movement of each input connecting portion (116) (122), the shift input connecting portion (122) is changed according to the steering angle at which the steering input shaft (87) is rotated. The operation of moving in the deceleration direction and the spin-turn operation of changing the direction around the traveling crawler (2) inside the turning center are easily performed, and the device is functionally configured with a compact structure. A shift output shaft (119) and a steering output shaft (113) are provided substantially parallel to the shift input shaft (91), and the output shafts (113) and (119) form a column (71) that can be divided into a plurality of cases. ) And the transmission input shaft (91) and the output shafts (113) and (119) are extended in the left-right direction, so that the connection structure in the longitudinal direction of the fuselage can be easily obtained. The connection between the lever (73) and the transmission input shaft (91), the transmission member (25) and the steering member (28) and the output shaft (1).
13) It is configured such that the connection with (119) can be easily performed, and the operation structure can be simplified and the handling property can be improved.

Further, as shown in FIGS. 14 and 15, a phase adjusting hole (14) through which the connecting bolt (97) is loosely inserted.
9) is set up in the steering input member (95), and a plurality of (three) screw holes (150) are provided on the same radiation centering on the core of the steering input shaft (87), and the radiation input The phase adjustment hole (149) is formed in a trapezoid whose bottom is the steering input shaft (87) side. When the steering handle (19) in the straight-ahead position is rotated left and right, the screw hole (1) is formed.
Until the linking bolt (97) fixed to (50) comes into contact with the edge of the phase adjusting hole (149), the steering input is held in a state where the speed change input member (96) is fixed at a fixed position by the sandwiching spring (98). The course is corrected by rotating only the member (95) and turning left and right while keeping the traveling speed substantially constant. When the link bolt (97) comes into contact with the edge of the phase adjustment hole (149), the steering handle (19) is further rotated in the same direction to connect the link bolt (97) to the steering input member. (95) and shift input member (96)
Both rotate against the spring (98) to correct the course while reducing the traveling speed, and the steering handle (19)
The turning radius determined by the operation and the deceleration amount of the traveling speed change in proportion to each other, and by returning the steering handle (19) to the straight traveling position, the shift input member (96) is neutralized by the pinch spring (98). It returns to its original position and automatically returns to its original running speed. Further, by replacing the linking bolt (97) with each screw hole (150), the phase adjusting hole (1) is changed.
49) The rotation angle of the steering input member (95) until the link bolt (97) abuts on the edge changes, and the steering handle (1)
9) When the deceleration start timing of the traveling speed by the operation can be adjusted and the steering handle (19) is supported straight,
The speed change input member (96) is fixed to the speed change input shaft (91) by the sandwiching spring (98), and prevents the speed change input member (96) from floating due to mechanical vibration or the like. The running speed is prevented from decelerating and changing.

Further, as shown in FIGS. 16 to 20, the gear (88) has a plurality of teeth (1) in an outer peripheral range of 270 degrees.
51) is formed, an outer peripheral range of 90 degrees is formed in an arc (152), the total rotation angle of the steering handle (19) is set to 270 degrees, and the angle of left steering rotation or right steering rotation is set to 135 degrees. The steering wheel (19) is set so that the operator can easily perform the rotation operation with one hand. Further, the sector gear (89) has a plurality of teeth (153) in an outer peripheral range of 130 degrees.
Is formed on the circular cam (154), and the teeth (151) of the gear (88) and the teeth (153) of the sector gear (89) are engaged with each other to form the gears (88) (8).
At the time of the maximum forward / reverse rotation of 9), the stoppers (155) at both ends of the arc (152) and the stoppers (156) at both ends of the arc cam (154) are brought into contact with each other to regulate the rotation of the steering handle (19). The steering input member (95) and the speed change input member (96) are rotated forward or backward in the range of 65 degrees around the center line of the steering input shaft (87), and the speed is shifted on a plane where each input member (95) rotates. The input shaft (91) and the main transmission member (1
10) A structure in which a space for arranging the upper end portion is secured, and the steering input connecting portion (116) is provided on the core line of the transmission input shaft (91), and the input connecting portions (116) on the same circumference.
(122) can be easily obtained at a 90-degree distance, and the structure can be made compact, and the design and assembly can be simplified.

A notch (157) is formed at the center of the arc cam (154) of the sector gear (89), and a detent shaft (158) is rotatably supported on the upper surface wall of the steering column (71). Detent axis (15
8) A detent arm (159) is fixed to the lower end, a detent roller (161) is rotatably supported on the detent arm (159) via a roller shaft (160), and the detent roller (161) is attached to the arc cam (154). The detent roller (161) is removably engaged with the straight notch (157), and the steering handle (19) is supported at the straight position. Further, a detent lever (162) is fixed to the upper end side of the detent shaft (158), and one end of a neutral spring (163) wound around the detent shaft (158) is locked to the detent lever (162), and the steering column (162) is fixed. The other end of the neutral spring (163) is brought into contact with the receiving plate (164) of (71), and the detent roller (161) is attached to the circular cam (154) and the linear notch (157) by the neutral spring (1).
63). Further, a microswitch-type straight-ahead sensor (165) for electrically detecting the straight-ahead position of the steering handle (19) by switching on and off is attached to the detent lever (162).

When the main shift lever (73) is in the neutral position, the forward (reverse) operation of the steering handle (19) causes the input members (9) to rotate around the center line of the steering input shaft (87).
5) (96) and the coupling members (115) (121) move on a conical trajectory, and the output members (114) (12)
0) and the state in which the output shafts (113) and (119) are stopped.

The forward (reverse) operation of tilting the main transmission lever (73) forward (rearward) causes the input members (95) and (96) to move forward (rearward) around the center line of the transmission input shaft (91). While maintaining the state in which the inclination and the steering input connection (116) are stopped at a fixed position, the speed change input connection (12)
2) is moved upward (downward) and the transmission output member (12
0) Upward (downward) swing of the transmission output shaft (119)
Of the first hydraulic motor (2) by switching the swash plate angle of the first hydraulic pump (23) of the transmission member (23).
4) is rotated forward (reverse), and the left and right traveling crawlers (2) are driven forward (reverse) by forward (reverse) rotation of the output shaft (31) of the first hydraulic motor (24). Further, the rotation speed of the output shaft (31) changes in proportion to the tilt angle of the main transmission lever (73), and the forward (reverse) speed of the traveling crawler (2) is continuously changed.

Further, when the main shift lever (73) is tilted forward (rearward) to perform forward (reverse) operation,
By rotating the steering handle (19) leftward (rightward), the steering input member (95) is tilted forward (rearward) around the center line of the transmission input shaft (91). 87) Forward rotation (reverse rotation) around the core line, the steering input connecting portion (116) moves downward (upward), and the steering output member (1
14), the steering output shaft (11
3) is rotated forward (reverse rotation), the second hydraulic motor (27) is rotated forward (reverse rotation) by switching the swash plate angle of the second hydraulic pump (26) of the steering member (28), and the second hydraulic motor ( 27)
Forward (reverse) rotation of the output shaft (68), the left traveling crawler (2) is decelerated (increased), and the right traveling crawler (2) is accelerated (decelerated) to the left (right). Turn the aircraft and correct the course to the left (right). Also,
Simultaneously with the course correction operation, by turning the steering handle (19) to the left (rightward), the shift input member (96) is steered forward (rearward) around the center line of the shift input shaft (91). The input shaft (87) rotates forward (reverse) around the center line, the shift input connecting portion (122) moves downward (upward), and the shift output member (120) swings down (upward) to output the shift output shaft ( 119) is rotated in the reverse direction (forward rotation), and the speed change member (25) is rotated.
Is returned to the neutral direction to reduce the rotation speed of the output shaft (31) and reduce the traveling speed (vehicle speed). As described above, by the left and right steering operation of the steering handle (19) during the traveling movement, in proportion to the rotation angle of the steering handle (19),
The turning radius (angle) for correcting the course and the deceleration amount of the traveling speed change, and when the steering wheel (19) is rotated greatly, the speed difference between the left and right traveling crawlers (2) is increased to reduce the turning radius. At the same time, the amount of deceleration of the traveling speed increases and the vehicle speed decreases, and at the time of forward movement and reverse movement, the movement of the turning input connecting portion (116) is reversed with respect to the rotation of the steering handle (19), In both forward and backward traveling, the turning operation direction of the steering handle (19) and the turning direction of the fuselage are made to coincide with each other, and the turning operation of the circular steering handle (19) for rotating operation is performed by, for example, a tractor or rice transplanter. It performs course correction and direction change with the same driving feeling as a wheeled vehicle.

FIGS. 19 and 20 show the relationship between the turning angle of the steering handle (19) and the speed of the left-right traveling crawler (2) when the body turns left and right.
The greater the angle of cut of 9), the greater the speed difference between the left and right traveling crawlers (2), and the average center speed of the left and right traveling crawlers (2) is also the traveling speed (high speed / standard / low speed). It is decelerated according to. When the steering handle (19) in the straight traveling position is rotated leftward (rightward) by about 15 degrees,
A linking bolt (97) moves in the phase adjusting hole (149), and a shift input member (96) is moved by a holding spring (98).
Is maintained at the same position as the straight ahead, and the steering member (2
8) The second hydraulic motor (27) is rotated leftward (rightward) by the steering output of forward rotation (reverse rotation) by the second hydraulic pump (26), so that the uncut culm (crop) row is curved. Make a course correction to match. At this time, the deceleration amount of the traveling crawler (2) inside the turning and the traveling crawler (2) outside the turning.
Are substantially equal to each other, and the center speed of the aircraft is maintained at substantially the same speed as when traveling straight. Further, when the steering handle (19) is turned by 15 degrees or more from the straight traveling position, the speed change input member (96) decelerates in either the left turn or the right turn against the sandwiching spring (98), (1) The traveling speed output of the hydraulic pump (23) and the motor (24) is reduced, and the left and right traveling crawlers (2) and (2) are driven to rotate (rotate) in the same direction to move forward (or backward), thereby causing the left and right traveling crawlers (2) ( Due to the difference in traveling speed in 2), a brake turn operation that turns to the left (right direction) is performed, and when the car leaves the uncut culm (crop) row, it returns to the original row or moves to the next row. I do. Further, when the steering handle (19) is rotated about 135 degrees, the center speed of the fuselage is reduced to about one-fourth of that when traveling straight, and the traveling crawler (2) inside the turning is reversely driven, and the traveling crawler inside the turning is driven. A spin turn operation in which the body turns around (2) is performed, and the body is turned 180 degrees by shifting the left and right traveling crawlers (2) in the turning direction by a left and right width. The handle angle is changed from 0 degree to 135 degrees. Rotate the steering handle (19) in the range of degrees to perform a left or right turning operation, and move the steering handle (19) to the left or right around the straight traveling position.
The handle (19) corrects the alignment path moving along the row of uncut culms (crops) in the rotation range while maintaining the running speed at the time of straight traveling, and the handle (135 degrees left and right from the straight traveling position) 19) The spin-turn operation of turning the airframe on the field headland by rotation and moving to the next work step,
The speed is automatically reduced to about one-fourth of the traveling speed when traveling straight ahead.

Further, when the sub-shift is maintained at the standard speed (1.5 m / s) and the steering handle (19) is rotated by 90 degrees, the main shift lever (68) operates to change the main shift output to high speed and 3 minutes. Even if it is changed to one-third and one-third, only the turning speed (body center speed) is changed while the turning radius of the aircraft is kept substantially constant. Further, the first hydraulic pump (23) and the first hydraulic motor (24) are maintained in the straight traveling state within the setting range of the link bolt (97) and the phase adjusting hole (149) based on the straight traveling position, so that the crop row or the Prevents the running speed from changing non-uniformly even if the steering operation is performed along the ridge, etc., making it possible to correct the course during agricultural work while maintaining approximately the same running speed. And the appropriate steering operation can be performed by substantially matching the running operation of the vehicle. The sub-transmission lever (74) for switching the transmission reference value of the main transmission lever (73) has a small or large turning radius in proportion to the low (L), standard (M) and high (H) switching of the sub-transmission operation. And the first hydraulic pump (23) and the motor (24)
Of the speed reduction ratio between the traveling crawler (2) and the second hydraulic pump (26) and the speed reduction ratio between the motor (27) and the traveling crawler (2) or the traveling required for the small radius turning required for the spin turn operation The driving speed during turning is changed while maintaining a substantially constant turning radius by operating the main shift lever (73) at the same sub-shifting operation position while ensuring the driving force, etc. Driving operation can be performed in accordance with the conditions, etc., to improve mobility and driving operability.

As shown in FIGS. 21 to 26, the turning operation force output from the steering member (28) is
The transmission member (25) requiring a large traveling driving force is formed in a large size (large capacity), the steering member (28) is formed in a small size (small capacity), and the transmission case (22) is formed.
A steering member (28) is integrally fixed to the upper front side, and a transmission member (25) is integrally fixed to the rear side.
The transmission members (25) and (28) are arranged compactly above the transmission case (22) by minimizing the protrusion of the steering member (28) to the front.

The speed change and steering member (25)
The vehicle speed and steering control arm (13) for controlling the output of (28)
6) (141) Base boss (136a) (141a)
Of the hydraulic pumps (23) (2) of each member (25) (28)
6) Connect the bolts (13) to the upper control shafts (135) and (136).
6b) It is detachably fixed via (141b) to facilitate the connection with each rod (138) (143) and to improve the maintainability, and the speed change member (25) and the steering member (28) The input shafts (29a) and (29b) of the first and second hydraulic pumps (23) and (26) constituting the first and second hydraulic pumps (23) and (26) protrude to the left outside of the respective members (25) and (28), and are provided behind the transmission case (22). The pulley (166) (1) is attached to the engine output shaft (21a) on the left side of the engine (21) to be arranged.
67) and belt (30a) and tension pulley (1
68), the input shaft (29a) of the first hydraulic pump (23) is operatively connected to the input shaft (29b) of the second hydraulic pump (26), and the pulleys (167) (169) and the belt (30b) are connected to the input shaft (29b) of the second hydraulic pump (26). The input shaft (29a) of the first hydraulic pump (23) is interlocked and connected via a tension pulley (170) so as to perform driving that gives priority to traveling rather than turning.

Further, the first belt (30a) for connecting the engine (21) and the first hydraulic pump (23) is connected to the first hydraulic pump (23).
And a turning belt (30b) connecting the second hydraulic pumps (23) and (26) close to the pumps (23) and (26), and a turning belt (30b) in front of the traveling belt (30a). An empty space (171) is formed on the left side of the gear, and the empty space (171) is brought close to the speed change and steering members (25) and (28) without interfering with the cutting unit (8), and the entire body is It is designed to be compact.

Further, the vehicle speed control arm (136) and the rod (138) are connected to each other through the shaft (172) and the elongated hole (173) with some flexibility in the neutral region, and the steering control arm (141) is provided. ) And the rod (143) are connected via a shaft (174), the neutral holding detent plate (175) is integrally connected to each control arm (136) (141), and each hydraulic pump (23) (26) is connected. ) A detent arm (177) is rotatably supported on a detent shaft (176) fixed to the outer wall, and a detent roller (178) bearing on the detent arm (177) is pressed by the spring (179) force on the detent plate (177). 175), when each of the control arms (136) and (141) is resiliently pressed against the concave notch (175a).
It is configured to hold the neutral position.

(180) is the PTO shaft (58)
And a pulley (181) (182), a belt (183) and a tension pulley type cutting clutch (184).
5) A pulley (16) is connected to the engine output shaft (21a).
6) A threshing input shaft that drives the threshing unit (4) in conjunction with (186), a belt (187), and a tension pulley type threshing clutch (188).

As shown in FIGS. 27 and 28, the auxiliary transmission lever (74) is juxtaposed to the left side of the main transmission lever (73) of the side column (72), and the transmission case (22) is connected to the side column (72). ) A base shaft boss (190) of the auxiliary transmission lever (74) is rotatably supported by a lever shaft (189) disposed below and provided in the side column (72). A sub-transmission arm fixed to the shaft boss (190) via a rod (192) on a low-speed (L) / medium-speed (M) / high-speed (H) sub-speed switching lever (191) disposed on the front outer wall. (19
3) When the sub-transmission lever (74) is connected to swing from the rearmost position to the frontmost position, the switching lever (1) is moved.
91) is switched to the low speed (L), neutral (N), medium speed (M), neutral (N), and high speed (H) positions, and the low / medium speed slider (55) and the high speed slider (56) are operated by the slider. Thus, the planting traveling speed is appropriately changed.

The shaft boss (1) is connected to a clutch lever (194) on the outer wall of the transmission case (22) for engaging and disengaging the steering output clutch (64) via a rod (195).
90), the clutch arm (196) is fixedly connected to the sub-shift lever (74), and the clutch lever (194) is linked with the sub-shift operation of the sub-shift lever (74). The clutch (64) is disengaged by the clutch lever (194), and the clutch (64) is turned on at the time of operation other than the neutral operation, and the low speed (L) / medium speed (M) / high speed (H) operation of the subtransmission lever (74) is performed. In some cases, the turning output from the second hydraulic motor (27) is transmitted to the differential mechanism (33) via the clutch (64) to turn the airframe, while the second shift lever (74) is turned on when the neutral (N) operation is performed. The transmission of the turning output from the hydraulic motor to the differential mechanism (33) is stopped by the clutch (64) to stop the turning of the body.

In the above embodiment, the transmission member (2
5) The steering member (28), the auxiliary transmission mechanism (32), the steering output clutch (64) and the like are connected to the main transmission lever (73) and the auxiliary transmission lever (7) by mechanical means. Although the configuration for performing the operation has been described, those shown in FIGS. 29 to 31 are the main transmission lever (73) and the auxiliary transmission lever (7).
4) These are connected to each other by an electric means so that the operation is performed electrically, and the input shaft (2)
9a) and (29b) connected to each pump (23) (2
An electromagnetic transmission valve (199) that is switched by a charge pump (197) driven by an engine (21) in conjunction with 6) and a potentiometer-type main transmission sensor (198) that detects a shift operation position of the main transmission lever (73).
And a shift valve (19) to the charge pump (197).
9) a transmission cylinder (200) connected via an electromagnetic steering valve (202) switched by a potentiometer type steering angle sensor (201) for detecting a steering operation amount of the steering handle (19); A steering cylinder (203) connected to a charge pump (197) via a steering valve (202); and a parking brake lever (20).
4) Alternatively, a parking brake valve (207) that is switched by operating an electromagnetic solenoid (206) when the brake pedal (205) is operated, and a parking brake cylinder () connected to the charge pump (197) via the valve (207). 208) and a straight-ahead valve (2) that is operated and operated by operating an electromagnetic straight-ahead solenoid (210) by a straight-ahead operation of a steering handle (19) and a neutral changeover of a subtransmission mechanism (32).
11) and a steering brake cylinder (2) connected to the charge pump (197) through the valve (211).
12).

As shown in FIG. 30, a potentiometer type main shift sensor (1) for detecting the shift operation position and neutral position of the main shift lever (73) and the forward / reverse switching operation.
98), a potentiometer type sub-transmission sensor (213) for detecting a shift operation position and a neutral position of a sub-transmission lever (74) for switching the sub-transmission mechanism (32), and a steering operation amount of a steering handle (19). Angle sensor (201) for detecting the operation, and a hand-held operating member (2)
A volume type turning sensitivity setting device (215) for changing the reduction ratio of the vehicle speed with respect to an increase in the steering angle of the steering handle (19) by the operation of 14), and a left / right traveling crawler (2)
Left and right vehicle speed sensors (216) for detecting the vehicle speed of (2) (2)
17) and the straight-ahead sensor (218) are input connected to a shift steering controller (219) formed by a microcomputer.

The speed-up and speed-down circuit (220) (22)
1) to the controller (219) via the shift valve (1).
99), the speed increasing valve (199) is automatically switched based on the detection result of the main speed change sensor (198), the speed change cylinder (200) is operated, and the first hydraulic pump ( 23) changing the angle of the swash plate (23a), changing the rotation speed of the output shaft (31) of the first hydraulic motor (24) in a stepless manner, or performing a traveling shift operation to reverse the rotation; (23a)
Of the main shift lever (7).
The angle of the swash plate (23a) is changed in proportion to the operation amount of 3) to change the rotation speed of the first hydraulic motor (24).

Further, the left and right turning circuits (222) (2)
23) The left turning solenoid and the right turning solenoid of the steering valve (202) are connected to the controller (219) via the controller (219), and the steering valve (202) is automatically operated based on the detection result of the steering angle sensor (201). And the second hydraulic pump (26) is operated by operating the steering cylinder (203).
Angle of the swash plate (26a) of the second hydraulic motor (2
7) Stepwise changing the rotation speed of the output shaft (68) or performing a left-right steering operation to reverse the rotation direction, changing the running direction to the left and right, and changing the direction at the field headland. A matching operation to be corrected is performed. In addition, the steering valve (20) is controlled by the angle adjusting operation of the swash plate (26a).
2) performs a feedback operation in which the swash plate (26) returns to neutral, and the swash plate (26) is in proportion to the operation amount of the steering handle (19).
a) Changing the angle to change the rotation speed of the second hydraulic motor (27).

Further, the parking brake valve (20)
7), a brake circuit (224) for operating the parking brake cylinder (208), and a linear valve (21).
(1) to switch the steering brake cylinder (212) and an electromagnetic clutch operating mechanism (225) for operating the clutch (64); and a linear circuit (226) for operating the low-medium-speed and high-speed sliders (55) ( 56) An electromagnetic low-medium-speed and high-speed slider operating mechanism (227) for sliding operation of
(228) is connected to a controller (219) to connect the brake lever (24) or the pedal (2) when the main shift and the auxiliary shift are in neutral.
05) The parking brake (57) is operated by the operation to stop and maintain the running, and the neutral (N) operation of the auxiliary transmission mechanism (32) excites the linear solenoid (210) to automatically operate the linear valve (211). Switching, operating the steering brake cylinder (212) to activate the brake shaft (63)
To prevent the left and right steering rotation of the output shaft (68) during the straight-ahead operation, actuate the clutch operating mechanism (225), disengage the steering output clutch (64), and apply the second hydraulic pressure. The steering output from the motor (27) is applied to the differential mechanism (3
It is configured to block transmission to 3).

As shown in the flowchart of FIG. 31, the main speed change sensor (198) and the sub speed change sensor (21)
3), steering angle sensor (201), turning sensitivity setting device (2)
15), straight ahead sensor (218), left and right vehicle speed sensor (21)
6) An input is made from (217) to the controller (219). When the auxiliary shift lever (74) is in the neutral position, the turning output disengagement control is performed to stop and maintain the second hydraulic motor (27) and to disengage the steering output clutch (64).・ Turning on the road by switching between medium speed and low speed ・ Turning control in high-speed work ・ Low-speed work mode. When the main shift lever (73) is in neutral, turning output cutoff control of the second hydraulic motor (27) The output shaft (68) is stopped, and the output shaft (31) of the first hydraulic motor (24) is stopped by the main shift stop control. When the steering handle (19) is in the straight-ahead position, the steering stop control is performed. The output shaft (68) of the second hydraulic motor (27) is stopped. In addition, when the sub-shift is medium speed or low speed, the main shift is other than neutral, and the steering handle (19) is operated other than straight ahead, the input of the main shift sensor (198) and the input of the steering angle sensor (201) are performed. The traveling speed (vehicle speed), the steering angle, and the steering direction are calculated and determined according to the driving speed, the shift cylinder (200) and the steering cylinder (203) are operated by the main shift and steering control, and the left and right traveling crawlers (2) are operated. (2)
To change the alignment path and change the direction by spin turn at the headland in the field, and continuously perform harvesting work by cutting the culm and threshing.

[0056]

As is apparent from the above embodiment, the present invention provides a hydraulic traveling continuously variable transmission mechanism (25) for driving the right and left traveling crawlers (2) through a differential mechanism (33) to travel the body. And a hydraulic turning continuously variable transmission mechanism (28) for rotating the body by generating a speed difference in driving the left and right traveling crawlers (2) via the differential mechanism (33). When the transmission of the running output from the continuously variable transmission mechanism (25) to the traveling crawler (2) is interrupted, the transmission of the turning output from the continuously variable turning mechanism (28) to the traveling crawler (2) is interrupted. In addition, when the running of the aircraft is stopped, the turning of the aircraft can be reliably stopped, so that the stability and reliability of work can be improved.

The auxiliary transmission mechanism (3) is connected to the traveling output transmission system between the continuously variable transmission mechanism (25) and the differential mechanism (33).
2), and a turning clutch (64) is provided in a turning output transmission system between the turning continuously variable transmission mechanism (28) and the differential mechanism (33) to provide an auxiliary transmission mechanism (33). And the turning clutch (64) are interlockingly connected to each other, so that the turning clutch (64) is interlocked with the auxiliary speed change operation during the planting operation, and the machine body turns unexpectedly when the machine stops during the planting operation. By doing so, the work stability and reliability can be improved.

Further, since the turning clutch (64) is disengaged mechanically in conjunction with the neutral operation of the subtransmission mechanism (32), the subtransmission mechanism (32) and the turning clutch (6) are disengaged.
4) can be reliably linked to each other to enable the vehicle to reliably stop turning when the sub-shift is neutral, thereby improving the stability and reliability of work.

Further, since the turning clutch (64) is disengaged electrically in conjunction with the neutral operation of the subtransmission mechanism (32), the subtransmission mechanism (32) and the turning clutch (64) are constituted. The compact and controllable interlocking connection enables the machine to accurately stop turning when the sub-shift is neutral, thereby improving the stability and reliability of work.

A turning clutch (64) is provided on a clutch shaft (65) interposed between the output shaft (68) of the turning continuously variable transmission mechanism (28) and the differential mechanism (33). Therefore, the stepless speed change mechanism for turning (28) and the differential mechanism (3
3) The turning clutch (64) can be incorporated compactly and reliably to improve the operation stability and reliability.

[Brief description of the drawings]

FIG. 1 is an overall side view of a combine.

FIG. 2 is an overall plan view of the combine.

FIG. 3 is an explanatory diagram of a mission drive system.

FIG. 4 is an explanatory perspective view of a traveling speed change and steering operation unit.

FIG. 5 is an operation explanatory view of the same part.

FIG. 6 is a side view of the steering column.

FIG. 7 is an enlarged side view of the upper part.

FIG. 8 is an enlarged side view of the lower part.

FIG. 9 is a front view of a steering column.

FIG. 10 is an enlarged front view of the same.

FIG. 11 is an enlarged front view of the lower part.

FIG. 12 is an explanatory plan view of FIG. 4;

FIG. 13 is an enlarged view of FIG.

FIG. 14 is a cross-sectional view of a steering column.

FIG. 15 is an exploded explanatory view of FIG. 14;

FIG. 16 is a partial plan view of the upper part of the steering column.

FIG. 17 is a partial view of the same.

FIG. 18 is an operation explanatory view of FIG. 17;

FIG. 19 is a diagram showing main speed change and steering handle operation.

FIG. 20 is a diagram showing auxiliary speed change and steering handle operation.

FIG. 21 is an explanatory front view of a driving operation unit.

FIG. 22 is an explanatory plan view of a driving operation unit.

FIG. 23 is an explanatory side view of the transmission case.

FIG. 24 is an explanatory plan view of a transmission case part.

FIG. 25 is an explanatory side view of the speed change and turning member.

FIG. 26 is an explanatory plan view of a shift and turning member.

FIG. 27 is an explanatory side view of a driving operation unit.

FIG. 28 is an explanatory diagram of a sub-transmission lever portion.

FIG. 29 is a shift and steering hydraulic circuit diagram.

FIG. 30 is a shift and steering control circuit diagram.

FIG. 31 is a flowchart.

[Explanation of symbols]

 (2) Traveling crawler (25) Transmission member (continuously variable transmission mechanism for traveling) (28) Steering member (continuously variable transmission mechanism for turning) (32) Secondary transmission mechanism (33) Differential mechanism (64) Steering output Clutch (slewing clutch) (65) Clutch shaft (68) Output shaft

 ────────────────────────────────────────────────── ─── Continued on the front page F term (reference) 2B041 AA08 AA13 AB05 AC13 2B074 AA01 AC02 BA05 BA18 DA01 DA02 DB02 DB03 DB04 DC01 DE09 EE02 GE05 2B076 AA03 DA03 DA15 DB06 DC01 DD02 EB03 EC09 EC16 ED01 ED16 AED12A12 AB AB22 AC02 AC24 AC33 AC37 AC40 AD06 AD23 AD44 AD55 3D052 AA06 AA11 AA13 AA16 AA17 BB08 BB11 DD03 DD04 EE01 FF01 GG03 HH01 HH02 HH03 JJ00 JJ10 JJ21 JJ22 JJ25 JJ26 JJ31 JJ35 JJ37

Claims (5)

[Claims] 1. A hydraulically driven continuously variable transmission mechanism for driving a vehicle by driving a left and right traveling crawler via a differential mechanism, and a speed difference between the driving of the left and right traveling crawler via a differential mechanism to generate an airframe. When the transmission of the traveling output from the continuously variable transmission mechanism to the traveling crawler is interrupted, the rotation output from the continuously variable transmission mechanism to the traveling crawler is stopped. A mobile agricultural machine characterized in that transmission is interrupted. 2. A traveling output transmission system between a continuously variable transmission mechanism for traveling and a differential mechanism, an auxiliary transmission mechanism interposed therebetween, and transmission of turning power between the continuously variable transmission for turning and the differential mechanism. The mobile agricultural machine according to claim 1, wherein a swing clutch is interposed in the system, and the auxiliary transmission mechanism and the swing clutch are interlocked. 3. The mobile agricultural machine according to claim 2, wherein the turning clutch is disengaged mechanically in conjunction with the neutral operation of the auxiliary transmission mechanism. 4. The mobile agricultural machine according to claim 2, wherein the turning clutch is disengaged electrically in conjunction with the neutral operation of the subtransmission mechanism. 5. The mobile agricultural machine according to claim 2, wherein a turning clutch is provided on a clutch shaft interposed between the output shaft of the turning continuously variable transmission mechanism and the differential mechanism.