JP2000108922A - Mobile agricultural machine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To compactly build running drive construction in a machine by providing a hydraulic continuously variable transmission mechanism for running and a hydraulic continuously variable transmission mechanism for turning generating speed difference for driving right and left running crawlers, and constituting the form of the continuously variable transmission mechanism for turning smaller than the continuously variable transmission mechanism for running. SOLUTION: A transmission case driving running crawlers 2 is provided with a speed changing member 25 constituting a hydraulic continuously variable transmission mechanism for running having first hydraulic pump and hydraulic motor, and a steering member 28 constituting a hydraulic continuously variable transmission mechanism for turning having second hydraulic pump and hydraulic motor. In this case, the speed changing member 25 requiring larger steering drive force for turning operation force output from the steering member 28 is constituted into a larger form (larger capacity). The steering member 28 is on the front side of the upper part of the transmission case, the speed changing member 25 is on the rear side, respectively integratedly fixedly provided to minimize to projection of the steering member 28 in front of the transmission case.

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 means for maintaining a good straight running property and easily reducing the turning radius by providing a hydraulic turning continuously variable transmission mechanism for increasing the speed of the traveling crawler. When the drive shaft is driven by the same drive shaft and the drive shaft is linked to the engine by a belt, when the belt is broken, the continuously variable transmissions also stop, and neither straight running nor turning can be performed. There was an inconvenience. In addition, since operation control members such as trunnions for continuously changing the speed of each continuously variable transmission mechanism are provided on the side surface of each continuously variable transmission mechanism, the operation control members are connected to operation members such as a steering handle and a main transmission lever. Not only was the structure complicated, but also during maintenance work such as adjustment, replacement, and inspection, it was difficult to perform it easily from above the machine, resulting in poor workability. Further, since the traveling and turning continuously variable transmission mechanisms are usually of the same shape (capacity), for example, when these continuously variable transmission mechanisms are arranged in front of and behind the transmission case on the front side of the fuselage, the traveling and turning continuously variable transmission mechanisms are not used. The front end of the stepped transmission mechanism projects forward, and there is an inconvenience such as interference with the forward cutting unit.

[0005]

SUMMARY OF THE INVENTION Accordingly, the present invention provides a continuously variable hydraulic transmission mechanism for driving the left and right traveling crawlers via a differential mechanism, and a hydraulic turning mechanism for producing a speed difference between the left and right traveling crawlers. A continuously variable transmission mechanism is provided, and the shape of the continuously variable transmission mechanism for turning is provided in a smaller size than the continuously variable transmission mechanism for traveling, and the continuously variable transmission mechanism for turning has a smaller output than the continuously variable transmission for traveling. The size of the continuously variable transmission mechanism is made smaller (smaller capacity) so that it can be integrated with these transmission mechanisms, compactly and mechanically.

A traveling transmission case is provided at the front of the fuselage, and an engine is disposed at the rear of the transmission case. Each of the continuously variable transmission mechanisms is integrally disposed above the transmission case. And a continuously variable turning mechanism for turning is compactly incorporated in the upper part of the transmission case on the front side of the fuselage.

Further, a continuously variable turning mechanism for turning is arranged at a front position than the continuously variable transmission for traveling, so that the continuously variable turning mechanism for turning is prevented from protruding forward from the transmission case. In the airframe, compact installation is performed to prevent interference with a reaper.

Further, a continuously variable transmission mechanism for traveling is linked to the engine, and a continuously variable transmission mechanism for turning is linked to the continuously variable transmission mechanism for traveling. And work reliability.

Further, the belt between the engine and the continuously variable transmission mechanism for traveling and between the continuously variable transmission mechanism for traveling and the continuously variable transmission mechanism for turning are interlocked by belt transmission means, and the belt transmission means for the belt for rotation is damaged. Even if a failure occurs in the continuously variable transmission mechanism or the continuously variable transmission mechanism, only the continuously variable transmission mechanism for traveling can be driven without hindrance, and it is possible to return to the original work start position or in the vicinity of it, and work in emergency etc. Is to improve the performance.

[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 sub-transmission between low speed, medium speed, and high speed. Note that there is neutrality between low and medium speeds and between medium and high speeds. In addition, a parking brake (57) is provided on the brake shaft (49), and a cutting PTO that transmits torque to the cutting unit (8).
The auxiliary transmission shaft (47) is connected to the shaft (58) via gears (59) and (60) and a one-way clutch (61), and the mowing unit (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).
For controlling the forward / reverse rotation and the number of revolutions of the vehicle, including a brake shaft (63) having a steering output brake (62), a clutch shaft (65) having a steering output clutch (64), and the left and right ring gears. Left and right input gears (66) and (67) that are always engaged with the external teeth (38b) of (38) are provided, and the brake shaft (6) is mounted on the output shaft (68) of the second hydraulic motor (27).
3) The clutch shaft (65) is connected via the steering output clutch (64), the right input gear (67) is connected to the clutch shaft (65) via the forward gear (69), and the clutch shaft is The left input gear (66) is connected to (65) via a forward rotation gear (69) and a reverse rotation gear (70). The brake (62) is turned on by the neutralization of the sub-transmission sliders (55) and (56), and the clutch (6) is turned on.
4), the brake (62) is turned off and the clutch (64) is turned on at the time of the output of the sub-shift other than the neutral, and the forward gear (69) is applied to the external teeth (38b) of the right ring gear (38). ) Is transmitted to the external gear (38b) of the left ring gear (38) via the forward gear (69) and 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 mowing clutch lever (75), and the threshing clutch lever (76), which are operating members for traveling, are 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 to the upper end of the upper handle shaft (84), and the handle (19) is moved and adjusted around the fulcrum bolt (79) as a tilt fulcrum by operating the tilt lever (81). Then, 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
A vehicle speed control arm (136), which is an operation control member, is fixed to the output control shaft (135) of (5), and the turnbuckle (1) is fixed.
37) A vehicle speed control arm (136) is connected to the lower end of the speed change operation shaft (125) via a length adjustable rod (138) with a link and a link (139) as an operation output member, and an output control shaft (135). The swash plate angle of the first hydraulic pump (23) is adjusted by the forward / reverse operation of the first hydraulic motor (2).
The rotation speed control and forward / reverse switching of 4) are performed to continuously change the traveling speed (vehicle speed) and to switch between forward and backward. Further, a steering control arm (141) as an operation control member is fixed to an output control shaft (140) of the steering member (28), and a length-adjustable rod (14) with a turnbuckle (142) is provided.
3) and a steering control arm (14) at the lower end of the steering operation shaft (126) via a link (144) as an operation output member.
1), the swash plate angle of the second hydraulic pump (26) is adjusted by the forward / reverse operation of the output control shaft (140), and the rotation speed control and forward / reverse switching of the second hydraulic motor (27) are performed.
Stepless change of steering angle (turning radius) and switching of left and right turning directions are performed.

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) changes the turning radius from a small diameter to a large diameter in proportion to the low-speed, standard and high-speed switching of the sub-transmission operation. 23) setting of the reduction ratio between the motor (24) and the traveling crawler (2) and the reduction ratio between the second hydraulic pump (26) and the motor (27) and the traveling crawler (2);
Alternatively, while ensuring the traveling driving force necessary for the small radius turning required for the spin turn operation, the turning radius is maintained substantially constant by operating the main shift lever (73) at the same sub-shift operation position. By changing the traveling speed at the time of turning, the driving operation can be performed according to the skill of the worker, and the mobility and the driving operability can be improved.

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).

This embodiment is constructed as described above, and has a hydraulic traveling continuously variable transmission mechanism (25) for driving the left and right traveling crawlers (2) via a differential mechanism (33); In the combine structure including a hydraulic turning continuously variable transmission mechanism (28) that causes a speed difference in the driving of 2), the shape of the turning continuously variable transmission mechanism (28) is changed to the traveling continuously variable transmission mechanism (25). By providing a smaller size, the turning continuously variable transmission mechanism (28) having a turning continuously variable transmission output smaller than the traveling continuously variable transmission output is made smaller (smaller in capacity) than the traveling continuously variable transmission mechanism (25). , These transmission mechanisms (25) (2
8) can be integrated and compactly incorporated in the body.

A traveling transmission case (22) is provided at the front of the fuselage, and an engine (21) is provided at the rear of the transmission case (22). Each of the continuously variable transmissions is provided above the transmission case (22). By continuously disposing the mechanisms (25) and (28), the traveling and turning continuously variable transmission mechanisms (25) and (28) can be compactly assembled on the upper part of the transmission case (22) on the front side of the fuselage. It is.

Further, the stepless speed change mechanism for turning (28) is disposed at the front position from the stepless speed change mechanism for traveling (25), so that the stepless speed change mechanism for turning (28) is located forward of the transmission case (22). ) Can be minimized, and a compact body can be built in which interference with the reaper (8) or the like is prevented.

Further, the continuously variable transmission mechanism (25) is linked to the engine (21) and the continuously variable turning mechanism (28) is linked to the continuously variable transmission mechanism (25). Thus, it is possible to always prioritize straight traveling over turning and improve workability and work reliability.

A belt (30a) is provided between the engine (21) and the continuously variable transmission mechanism (25) and between the continuously variable transmission mechanism (25) and the continuously variable turning mechanism (28).
(30b) The belt (30b) for the turning belt (30b) is connected to the belt (30
b), and when an abnormality such as a failure occurs in the continuously variable transmission mechanism (28), the continuously variable transmission mechanism (2) for traveling.
Only 5) can be driven without hindrance, and can return to the original work start position or its vicinity, thereby improving workability in an emergency or the like.

Further, a continuously variable transmission and turning mechanism (25) (2)
By disposing 8), it is possible to easily obtain the driving force of the continuously variable drive mechanism for traveling and turning (25) (28) from the engine (21), and to provide the driving operation section at the front of the fuselage. The speed change mechanisms (25) and (28) can be easily connected to these operating members (19) and (73) to reduce the size of the structure.

Further, a continuously variable transmission mechanism for traveling (25)
Since the turning continuously variable transmission mechanism (28) is disposed at the front position, the engine (21) and the traveling continuously variable transmission mechanism (25) are interlocked by the traveling belt (50a) transmission means at the left outside position. Connected to the continuously variable transmission mechanism (2
5) can be easily connected to the engine in preference to the continuously variable turning mechanism (28) to stably maintain the running performance.

A continuously variable transmission mechanism (25) for running and a continuously variable transmission mechanism (28) for turning are connected to the belt (3)
0b) The turning continuously variable transmission mechanism (28) can be easily driven by the interlocking connection by the transmission means and the turning belt (30b) transmission means disposed on the right side of the fuselage with respect to the traveling belt (30a) transmission means. Continuously variable transmission mechanism (2
5) to simplify the drive system,
An empty space (171) is effectively formed in the left side area of the turning belt (30b) transmission means, and the turning belt (30b) is formed.
b) Interference between the transmission means and the right side of the reaping unit (8) adjacent thereto is prevented, and the reaping unit (8) is connected to the continuously variable transmission mechanism (2) of the machine.
8) It is possible to make the entire device compact by bringing it closer to the side.

Further, the operation control members (136) and (141) for continuously changing the speed of the traveling and turning continuously variable transmission mechanisms (25) and (28) are changed to the respective continuously variable transmission mechanisms (25).
By arranging it at the uppermost position of (28), the operation system for connecting to operation members such as the main shift lever (73) and the steering handle (19) is simplified, and the operation control member (136) is provided. (141) It is possible to improve the maintainability.

Furthermore, the height control members (136) and (14) are located below the side column (72) on the left side of the cab (18).
By arranging 1), the side column (72)
Main shift lever (73) installed on the side column (7
Operation members such as a steering handle (19) of an operation column (71) brought close to 2) and these control members (136) (1)
41), and the maintenance of the operation control members (136) and (141) can be improved.

The operation control members (136) and (141)
Output member (139) (144) for outputting an operation force to the device
Is disposed below the operation column (71) of the cab (18), and the rods (138) (143) are connected between the control members (136) (141) and the output members (139) (144).
The operation output members (139) and (140) such as a turning operation system from the steering handle (19) and an interlocking traveling operation system from the main shift lever are connected by the operation column (7).
1) While being arranged simply below, the operation control member (1
36) (141) Operation output members (139) (140)
, And these operation systems can be incorporated in a compact body.

[0055]

As is apparent from the above embodiments, the present invention relates to a hydraulic continuously variable transmission mechanism (25) for driving the left and right traveling crawlers (2) via a differential mechanism (33), and a left and right traveling crawler. And (2) a hydraulic stepless continuously variable transmission mechanism (28) for producing a speed difference in driving, wherein the shape of the continuously variable turning mechanism (28) is smaller than that of the traveling continuously variable transmission mechanism (25). Since it is provided, the turning continuously variable transmission mechanism (28) having a turning continuously variable transmission output smaller than the traveling continuously variable transmission output is made smaller (smaller in capacity) than the traveling continuously variable transmission mechanism (25). The transmission mechanism (25), (28) can be integrated into a compact and mechanically integrated body.

A traveling transmission case (22) is provided at the front of the vehicle body, and an engine (21) is disposed at the rear of the transmission case (22). Since the mechanisms (25) and (28) are integrally disposed, the traveling and turning continuously variable transmission mechanisms (25) and (28) can be compactly incorporated in the upper part of the transmission case (22) on the front side of the fuselage. You can do it.

Further, since the turning continuously variable transmission mechanism (28) is disposed at the front position from the traveling continuously variable transmission mechanism (25), the turning continuously variable transmission mechanism is disposed forward of the transmission case (22). Minimizing the protrusion of (28),
For example, in a combine machine, compact installation in which interference with the reaper (8) or the like can be prevented can be performed.

Further, a continuously variable transmission mechanism (25) for traveling is interlockedly connected to the engine (22), and a continuously variable transmission mechanism for turning (28) is interlockedly connected to the continuously variable transmission mechanism (25) for traveling. Therefore, it is possible to always prioritize straight traveling over turning, thereby improving workability and work reliability.

A belt (30a) is provided between the engine (21) and the continuously variable transmission mechanism (25) and between the continuously variable transmission mechanism (25) and the continuously variable transmission mechanism (28).
(30b) Since the interlocking connection is made by the transmission means, the turning belt (30b) and the belt (30
Even if b) is broken or the continuously variable transmission mechanism (28) fails, only the continuously variable transmission mechanism (25) for driving can be driven without hindrance to return to the original work start position or its vicinity. Thus, workability in an emergency or the like can be improved.

[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.

[Explanation of symbols]

 (2) Traveling crawler (21) Engine (22) Transmission case (25) Transmission member (continuously variable transmission mechanism for traveling) (28) Steering member (continuously variable transmission mechanism for turning) (30a) (30b) Belt (33) ) Differential mechanism

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) A01D 69/00 303 A01D 69/00 303Z B60K 17/06 B60K 17/06 C (72) Inventor Kuni Terao 428 Enami, Okayama City, Okayama Prefecture, Sairei Kogyo Co., Ltd. (72) Inventor Akihiro Tachibana 428 Enami, Okayama City, Okayama Prefecture, Seirei Industry Co., Ltd. F-term (reference) 2B043 AA04 AB02 AB15 AB19 BA02 BA05 BB14 DB18 EB14 ED02 2B074 AA02 AB01 AC02 AD05 AD06 AE01 AF02 BA08 CB03 CD02 CE01 CF01 DA01 DA02 DA03 DA06 DD01 DD02 DD03 DE03 DF03 2B076 DA02 DA15 DB02 DB08 3D039 AA03 AA04 AA05 AB13 AB22 AC21 AC24 AC33 A13 A03 A03 A53 A53 A53 A53 A53 A53 A53 A53 A53 A53 A53 A53 A53 A53 A53 A53 A53 A53 A53 A3 A DD03 DD04 EE01 FF01 GG03 GG05 HH01 HH02 HH03 JJ00 JJ03 JJ06 JJ10 JJ21 JJ31 JJ35 JJ37

Claims (5)

[Claims] 1. A hydraulic continuously variable transmission for driving left and right traveling crawlers via a differential mechanism, and a hydraulic rotary continuously variable transmission for producing a speed difference in driving the left and right traveling crawlers. A mobile agricultural machine characterized in that the shape of the continuously variable transmission mechanism is smaller than that of the traveling continuously variable transmission mechanism. 2. A traveling mission case is provided at the front of the fuselage.
2. The mobile agricultural machine according to claim 1, wherein an engine is disposed behind the transmission case, and each continuously variable transmission mechanism is integrally disposed above the transmission case. 3. The mobile agricultural machine according to claim 2, wherein a continuously variable turning mechanism for turning is disposed at a front position relative to the continuously variable transmission for traveling. 4. The mobile agricultural machine according to claim 3, wherein a continuously variable transmission mechanism for traveling is interlocked to the engine, and a continuously variable transmission mechanism for turning is interlocked to the continuously variable transmission mechanism for traveling. 5. A belt transmission means for interlocking connection between the engine and the continuously variable transmission mechanism for traveling and between the continuously variable transmission mechanism for traveling and the continuously variable transmission mechanism for turning, respectively. Moving farm machine.