JP2002240736A - Travel device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To surely turn at crawling advance of a travel device and avoid a misoperation at turning. SOLUTION: A turning HST5 of this travel device is constituted of a turning hydraulic pump 5a receiving driving force from an engine E, and a turning hydraulic motor 5b for transmitting power to a differential gear device 6 by feed oil from the pump 5a. A hydraulic circuit 5e, which can be opened and closed, is provided between the pump 5a and the motor 5b. The hydraulic circuit 5e is opened and closed in association with tilting of a steering lever 10. When the steering lever 10 is in a neutral position and the hydraulic circuit 5e in the turning HST5 is opened so that the hydraulic circuit 5e from the hydraulic pump 5a to the hydraulic motor 5b is opened, a stop condition of the hydraulic motor 5b is maintained and a machine body travels straight. When the steering lever 10 is tilted to close the hydraulic circuit 5e the hydraulic motor 5b is promptly driven and the machine body can surely turn even at low speed traveling.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a traveling device such as a working machine using a crawler as traveling means.

[0002]

2. Description of the Related Art As a traveling apparatus such as a working machine using a crawler as a traveling means, a conventional technique will be described by taking an agricultural combine as an example. The combine makes the crawler's infinite crawler track's ground contact area large so that it can run freely even in a weak field such as a paddy field to enable harvesting and other agricultural work.

[0003] The combine has an engine as a power source, and uses the power generated by the engine for running, harvesting and threshing of the combine. The crawler is driven by changing the power of the engine by a traveling transmission and transmitting it. I do. The traveling transmission includes a hydrostatic continuously variable transmission (hereinafter, the continuously variable transmission is referred to as HST), a gear train mechanical transmission unit, a differential gear unit, a clutch unit, a brake unit, and the like.

When the combine travels straight, the pair of left and right crawlers are driven at a constant speed. When the combine is turned left and right, the left and right crawlers are driven with a difference in speed, and the high-speed crawler is moved outward. It is configured to be capable of turning with the crawler on the low speed side, the stop side, or the retreat side inside.

[0005] By harvesting and threshing grain culms to be planted in a field using a combine, labor and efficiency of harvesting work have been advanced. Since the combine uses a crawler as a traveling device, the driving operation is not always easy. However, a traveling hydraulic continuously variable transmission (hereinafter referred to as traveling HST) 4 that can continuously change the speed to a traveling transmission of the combine and a turning device are used. By using the hydraulic continuously variable transmission (hereinafter referred to as a turning HST), the traveling operation of the combine and the steering operation can be performed very easily.

[0006] The applicant of the present invention has proposed a traveling vehicle using a crawler such as a combine as a traveling means.
HST for turning and turning to improve operability and running performance, with smooth turning, brake turning and sharp turning can be selected steplessly and smoothly, changing the running direction and freely selecting the turning radius when turning. There have been many proposals for a combine equipped with a traveling transmission equipped with an HST.

[0007]

The maneuverability of a combine equipped with a traveling transmission having a traveling HST and a turning HST proposed by the present applicant has been improved. However, there are the following problems.

(1) In some cases, the vehicle cannot turn when traveling at a low speed. This is because, when the turning HST is moved at a low speed, the turning HST is close to the neutral position, and if the neutral zone is wide, the turning HST may not move.

(2) Since the drive of the turning HST relies on the control of the trunnion shaft, if the control of the trunnion shaft malfunctions, careless turning may occur.

SUMMARY OF THE INVENTION It is an object of the present invention to surely perform a turn when the traveling device is traveling at a very low speed and to prevent a malfunction during the turn.

[0011]

The above object of the present invention is attained by the following constitution. The invention according to claim 1 provides a side clutch 7 for intermittently connecting a driving force to a pair of left and right axles,
7 ′, a differential gear device 6 provided between the gears 9 and 9 ′ provided on the side clutches 7 and 7 ′, and a drive shaft driving the differential gear device 6 to reverse the axle inside the turning. In a traveling apparatus provided with a turning HST 5 for continuously changing the speed and a steering operation tool (a steering lever 10, a steering handle, etc.) for controlling the turning output of the turning HST 5,
In a traveling device that controls the turning output of ST5 by operating a steering operation tool (such as a steering lever 10), the turning HST
Reference numeral 5 denotes a turning hydraulic pump 5a and a turning hydraulic motor 5b for transmitting power to a differential gear device 6 by oil supply from the turning hydraulic pump 5a.
Hydraulic circuit 5 that can be opened and closed between the motor and the hydraulic motor 5b for turning.
e, and a travel device having a configuration for opening and closing the hydraulic circuit 5e in connection with the operation of a steering operation tool (such as the steering lever 10).

According to a second aspect of the present invention, there is provided a traveling HST4 for transmitting traveling driving force to a pair of left and right axles, and the traveling HST4.
Main transmission lever 18 that controls the running output of the
A side clutch 7, 7 'for intermittently connecting the running power to a pair of left and right axles; and a differential gear device provided between gears 9, 9' provided on the side clutches 7, 7 '. 6 and a turning HST 5 for continuously changing the axle inside the turning in the forward and reverse directions by driving the differential gear device 6, the turning HST 5 comprises a turning hydraulic pump 5 a and the turning hydraulic pressure 5 a. A turning hydraulic motor 5b for transmitting power to the differential gear device 6 by oil supply from the pump 5b, and the turning hydraulic pump 5a and the turning hydraulic motor 5
b, a hydraulic circuit 5e which can be opened and closed freely is provided, and the tilting of the main transmission lever 18 and the opening / closing switching operation of the hydraulic circuit 5e of the turning HST 5 are linked, so that the main transmission lever 18 is in the forward or reverse position. Is a traveling device having a configuration for closing the hydraulic circuit 5e.

According to a third aspect of the present invention, there is provided a traveling HST4 for transmitting a traveling driving force to a pair of left and right axles, and the traveling HST4.
Main transmission lever 18 that controls the running output of the
A side clutch 7, 7 'for intermittently connecting the running power to a pair of left and right axles; and a differential gear device provided between gears 9, 9' provided on the side clutches 7, 7 '. 6, a turning HST5 for continuously changing the axle inside the turning in the forward and reverse directions by driving the differential gear device 6, and a steering operation tool (steering lever 10) for controlling the turning output of the turning HST5. The traveling HST 4 includes a traveling hydraulic pump 4a and a traveling hydraulic motor 4b that transmits power to a gear transmission means (travel transmission device 14) by oil supply from the traveling hydraulic pump 4a. An openable and closable hydraulic circuit 4e is provided between the traveling hydraulic pump 4a and the traveling hydraulic motor 4b, and the turning HST 5 is driven by a differential hydraulic gear by the turning hydraulic pump 5a and oil supply from the turning hydraulic pump 5a. Device 6 A turning hydraulic motor 5b for transmitting power, a hydraulic circuit 5e which can be opened and closed between the turning hydraulic pump 5a and the turning hydraulic motor 5b, a traveling hydraulic continuously variable transmission means 4 and a turning HST 5 The opening / closing switching operation of the two hydraulic circuits 4e, 5e is linked with the tilting of the main shift lever 18, and when the main shift lever 18 is in the neutral position, the two hydraulic circuits 4e, 5e are opened, and the main shift lever 18 is moved. The traveling device has a configuration in which the hydraulic circuits 4e and 5e are closed when in the forward or reverse position.

[0014]

According to the first aspect of the present invention, the steering lever 1 is provided.
When 0 is in the neutral position, the hydraulic circuit 5e in the turning HST 5 is kept open, and the hydraulic circuit 5e from the hydraulic pump 5a to the hydraulic motor 5b is kept open (in a state where oil is not sent). The stopped state of the motor 5b is maintained, and the aircraft goes straight. Then, when the steering lever 10 is tilted to close the hydraulic circuit 5e in the turning HST, the hydraulic motor 5b is immediately driven and the aircraft turns. This makes it possible to reliably turn even during low-speed running.

According to the second aspect of the invention, the main transmission lever 1
8 is linked with the opening / closing switching operation of the circuit 5e of the turning HST 5, the turning HST 5 is opened when the main shift lever 18 is in the neutral position, and the turning HST 5 is turned when the main shift lever 18 is in the forward or reverse position. The hydraulic circuit 5e of the HST 5 is configured to be closed, and when the main shift lever 18 is at the neutral position (stop state), the hydraulic circuit 5e is opened.
The stopped state of the turning HST motor 5b is maintained, and even if the steering lever 10 is operated, no unintentional turning of the aircraft occurs.
Safety is improved. When the main shift lever 18 is in the forward or reverse position (running state), when the hydraulic circuit 5e of the turning HST 5 is closed, the hydraulic motor 5b is immediately driven. As a result, the vehicle can reliably turn even in a low-speed running state.

According to the third aspect of the present invention, for example, the hydraulic circuit 5e of the turning HST 5 and the hydraulic circuit 4 of the traveling HST 4
By providing a common neutral valve 86 and the like for opening and closing both e and e, the tilting of the main transmission lever 18 and the opening and closing switching operation of both circuits 4e and 5e of the HST 4 for traveling and the HST 5 for turning are linked, and the main transmission The two circuits 4e and 5e may be opened when the lever 18 is in the neutral position, and both the circuits 4e and 5e may be closed when the main speed change lever 18 is in the forward or reverse position.

Thus, when the main shift lever 18 is in the neutral position (stopped state), the hydraulic circuits 4e,
e are both in the open state, and the oil supply from the hydraulic pumps 4a, 5a to the hydraulic motors 4b, 5b is disabled. on the other hand,
When the main transmission lever 18 is in the forward or reverse position (forward / backward traveling state), the circuits 4e and 5e of the HSTs 4 and 5 are closed and oil can be supplied from the hydraulic pumps 4a and 5a to the hydraulic motors 4b and 5b, respectively. State. As a result, the vehicle can reliably turn even in a low-speed running state.

[0018]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be specifically described below. FIG. 1 is a block diagram of a control mechanism of a combine according to the present embodiment. FIG. 2 and FIG. 3 are cross-sectional views showing the traveling transmission device 14 in an unfolded state. FIG. FIG. 5 shows a right side view of the traveling mission case.

First, as shown in FIGS. 2 to 5, the traveling transmission device 14 includes a transmission case 2 formed in a U-shape when viewed from the side, and a series of transmission mechanisms installed therein. A traveling HST 4 is mounted on one upper side, and a turning HST 5 is mounted on the other upper side.

As shown in FIG. 6 and FIG. 11, the traveling HST 4 uses the rotational driving force transmitted from the engine E to the transmission shaft 16 via the input belt 15 to drive the traveling HST 4.
The arrangement is such that the hydraulic pump 4a is transmitted. The traveling HST 4 circulates and supplies hydraulic oil from the traveling hydraulic pump 4a to the traveling hydraulic motor 4b, and switches between forward and reverse rotation and outputs variable speed rotation power from the output shaft 17. As shown in FIG. 6, the main transmission lever 18 is provided so that the trunnion shaft 4c of the traveling hydraulic pump 4a is rotatably connected to the main transmission lever 18 so as to increase / decrease the speed and to move forward and backward (switching between forward and reverse rotation). The configuration is such that switching is possible.

Next, the turning HST 5 is shown in FIGS.
As shown in FIG. 5, the swing hydraulic pump 5a and the swing hydraulic motor 5
and the rotary hydraulic pump 5a is configured to transmit the rotational driving force from the engine E from the pulley 19 of the transmission shaft 16 via the belt 20 and the pulley 21.

The steering lever 10 is shown in FIGS.
As shown in the figure, the trunnion shaft 5c of the swing hydraulic pump 5a is rotatably connected via the controller 12, so that the output from the swing hydraulic motor 5b can be adjusted by speed change operation of acceleration and deceleration. In the example shown in FIGS. 6 and 7, the potentiometer 22 measures the operation angle of the steering lever 10 and inputs it to the controller 12 to drive the turning power control motor 23 by the control output. Operation mechanism (gear)
The swing hydraulic pump 5a is operated via 5d. Then, the turning HST 5 is, as shown in FIG.
The output turning power is transmitted to the differential gear device 6 provided at the lower position of the transmission case 2, and this configuration will be described later in detail.

The traveling HST 4 is located on the upper side of the transmission of the transmission case 2 as shown in FIG. 2 and travels from the output shaft 17 of the traveling hydraulic motor 4b into the transmission case 2. (Rotational power). And a series of mission mechanisms in the mission case 2
A sub-transmission 24, side clutches 7, 7 ', and a differential gear device 6 are provided, and travel wheels are driven from left and right wheel shafts 1, 1' which are mounted on the lower transmission side via drive sprockets 25, 25 '. The gears 3 and 3 'are transmitted. The traveling HST 4 and the turning HST 5 are configured to be attached to the transmission case 2 via one plate 2a (FIG. 6). Also, a shift arm 24b for operating the auxiliary transmission 24 in the transmission case 2
The shift arm 24b is provided in the space of the recess 2b of the transmission case 2, and the shift arm 24b is configured to move by operating an auxiliary shift lever 24a provided on the control seat 79.

Then, first, the auxiliary transmission 24 is transmitted from the wide transmission gear 26 of the output shaft 17 to the large gear 28 on the transmission shaft 27 as shown in FIG. Are provided with a middle gear 29 and a small gear 30, and are mounted so as to be freely slidable in the axial direction so as to be capable of shifting. And
As shown in FIG. 2, the transmission shaft 27 has an end extending outward from the transmission case 2 and a cutting transmission pulley 31 (cutting PTO pulley) mounted thereon for rotation in synchronization with the vehicle speed. The power can be input to each rotating part of the pre-cutting device 32 (FIG. 12) described later.

As shown in FIG. 2, the auxiliary transmission shaft 33 constituting the auxiliary transmission 24 is mounted on the lower transmission side of the transmission shaft 27 and is engaged with the small gear 30. A gear 35 during shifting which meshes with the middle gear 29 and a small shifting gear 36 which meshes with the large gear 28 are respectively axially mounted, and the auxiliary transmission 24 is formed between the gear 35 and the shifting shaft 27.

Next, the left and right side clutches 7, 7 '
As shown in FIG. 2, an intermediate shaft 37 is mounted on the lower transmission side of the auxiliary transmission shaft 33, and a center gear is transmitted from the small transmission gear 36 through the intermediate gear 38, the intermediate shaft 37, and the transmission gear 39. The running power is transmitted to 40. The side clutches 7 and 7 ′ are, on the clutch shaft 41, left and right drive-side rotating bodies 42 and 42 ′ that rotate integrally with the center gear 40, and output gears 43 on both left and right sides.
The left and right driven rotating bodies 4 which are spline-engaged with 43 '
A multi-plate clutch is provided between the driving rollers 4 and 44 'so that the driving power to the driving rollers 3 and 3' can be input and turned off.

The side clutches 7, 7 '
As shown in the block diagram, the hydraulic oil is switched and supplied by a solenoid valve 45 connected to the control means 12, so that the multi-plate clutch is operated (pressed and separated). In the present embodiment, when the engine E is driven, in other words, when the key switch 46 is turned on, the side clutches 7 and 7 'are configured to maintain the connected state and transmit power.

As described above, the side clutches 7, 7 'are operated by the solenoid valve 45 which is electromagnetically actuated based on the control signal output from the control means 12. The steering operation angle of the steering lever 10 described above is inputted from the potentiometer 22 as operation information. And
In the case of the present embodiment, the side clutches 7 and 7 'can be operated by turning the steering lever 10 (see FIG. 7) from the neutral position N to the left turning position T (falling operation). 7 is disengaged, and the right side clutch 7 'is disengaged when operated to the right turning position T.

The driving of the wheel shafts 1, 1 'is performed by the output gear 4 which is loosely fitted on the clutch shaft 41.
3, 43 'are transmitted to wheel gears 48, 48' fixed to the intermediate wheel shafts 49, 49 ', and further transmitted to the intermediate wheel shafts 49, 49'. Gears 48a, 48a 'are provided on the intermediate wheel shafts 49, 49'.
Is fixed, and the wheel shafts 1, 1 'on the lower side are fixed.
, The power transmitted to the intermediate wheel shafts 49, 49 'is transmitted through the gears 48a, 48a' and the gears 1a, 1a '. It is transmitted to 1 '. Drive sprockets 25, 25 'for driving the traveling rollers 3, 3' are fixed to the wheel shafts 1, 1 '.
The power is transmitted to the driving sprockets 25, 25 'to drive the traveling rollers 3, 3'. The output gears 43 and 43 ′ are connected to the driven-side rotator 44,
As described above, the spline engagement with 44 'is performed to rotate integrally.

Next, the differential gear device 6 is shown in FIGS.
As shown in FIG. 1, a differential mechanism known in the related art includes a pair of left and right side gears 51 and 51 ′ spline-engaged with left and right rotation support shafts 50 and 50 ′. 51 'is combined with an intermediate gear 52 which meshes and transmits. In the case of the embodiment shown in FIG. 8, a bush 75 is interposed between the intermediate gear 52 and the support shaft 52a to prevent seizure between the gear 52 and the shaft 52a to enhance durability. It has a configuration. The same effect can be expected by using a needle bearing instead of the bush 75 of the embodiment.

In the differential gear device 6, a ring gear 53 provided on the outer periphery of the intermediate gear 52 is meshed with a small turning gear 55 on a turning transmission shaft 54 as shown in FIG. As shown in FIG. 3, the turning HST 5 is configured to input turning power from the turning hydraulic motor 5b to the turning large gear 58 via the output shaft 56 and the transmission gear 57. Thus, the turning hydraulic pressure HST5 is configured to transmit the turning power to be output to the differential gear device 6.

The differential gear device 6 includes a pair of side gears 51, 51 'on the left and right sides of the pair of left and right side gears 51, 51'.
The side gears 9 and 9 'are axially mounted so as to be able to rotate integrally with each other via the 0 and 50', and the driven gears 8 and 8 of the left and right driven rotating bodies 44 and 44 'of the side clutches 7 and 7'. 'Is connected to the transmission. In this case, as shown in FIG. 3, the left transmission system A and the right transmission system B are formed by the left and right side gears 9 and 9 'and the left and right driven gears 8 and 8'. A reverse rotation gear 60 is interposed between and meshes with the driven gear 8, and the left transmission system A transmits reverse rotation power.

3 and FIG.
As shown in FIG. 0, the rotation support shaft 50 of the differential gear device 6 extends outward and is mounted on the shaft, and the differential gear device 6 is locked to exert a braking action on the traveling system.

Next, the operation system of the brake device 61 is shown in FIG.
As shown in FIG. 10 (a view as seen from the direction of arrow A in FIG. 9), there are two systems, one of which is from a brake pipe 62 to an operation plate 63, an operation wire 64, a brake arm 65, and a brake. The other is that it is manually operated via a key rod 66 or the like, and the other is provided with a brake operation motor 67,
The brake operation can be automatically performed by turning off the switch 46.

When the brake pedal 62 is depressed, the brake operation motor 67 starts driving as follows. That is, when the operation plate 63 is rotated in the direction of the arrow by depressing the brake petal 62 in the direction of the arrow, the operation wire 64 attached to the tip of the brake petal 62
Moves in the direction of the arrow, and moves the brake arm 65 attached to the other end of the operation wire 64 in the direction of the arrow, so that the small arm 65a fixed to the brake arm 65a
Move in the direction of the arrow, and when the brake rod 66 fixed to the small arm 65a moves in the direction of the arrow, the triangular arm 66a attached to the tip of the brake rod 66 rotates in the direction of the arrow, and the triangular arm 66a The operation of the brake device 61 shown in FIG.
Is fixed. At this time, the brake wire 66b
It remains sagging.

Then, the operation plate 63 is provided as shown in FIGS.
As shown in FIG. 1, the turning H
Tension clutch 69 of belt 20 transmitting ST5
The brake device 61
When the brake operation is performed, the tension clutch 69 is disengaged and the turning HST 5 is stopped. That is, when the brake pedal 62 is depressed, the operation wire 68 attached to the operation plate 63 moves in the direction of the arrow (FIGS. 10 and 11) along with the movement of the arrow of the operation plate 63, and the tension clutch 69 moves the arrow B. (FIG. 11), the tension of the belt 20 is loosened, and the driving force of the engine E is not transmitted to the driving pulley 21 of the turning HST 5. Further, as described above, the brake operation motor 67 operates during the predetermined time for stopping the engine, and the brake wire 66b
Is pulled in the direction of the arrow, and the brake 65 moves in the direction of the arrow. As a result, the stop-time brake petal 62
Even if you forget to step on the brake pedal, the brake device 61 is activated, so that it is safe.

Next, the controller 12 using a microcomputer will be described with reference to FIG.
First, the controller 12 controls the control program and the reference data.
This is an arithmetic control unit of a microcomputer having a memory having a built-in data and the like, and is configured to perform arithmetic, logic, comparison operation and the like.

The controller 12 has an input side
Key switch 46, potentiometer 22 of steering lever 10, vehicle speed sensor 70, spin turn on / off switch 7
1. Left and right axle rotation sensors 11 and 11 ', potentiometer 72 of turning power control motor 23 (equipped for performing feedback control to enhance control accuracy), trunnion shaft sensor 76 and potentiometer 83, respectively. It is configured to connect and input each information. The controller 12 has a solenoid valve 45 for operating the side clutches 7, 7 'on the output side, and a turning power control motor 2 on the output side.
3. The brake operation motor 67, the solenoid valve 84, and the neutral valve 86 are connected to each other to control each unit based on a control signal output.

Then, the controller 12 operates the steering lever 10 from the neutral position N to the turning position T on the side in which the user wants to turn in order to shift from straight running to turning running (see FIG. 7). ) And the operation angle is a potentiometer.
Measured by the data 22 and input as information. Then, the controller 12 determines the start of the turning operation and outputs a control signal to the solenoid valve 45 to start the operation of the side clutch 7 or 7 ′ on the turning side to the disengagement side. A control signal is output to the power control motor 23, and the turning hydraulic pressure HST reaches a preset rotation value.
5 is performed.

As shown in FIG. 12, a combine equipped with a traveling transmission device 14 having a configuration described below has a threshing device 78 mounted on a vehicle body 77 having traveling crawlers 3, 3 '. A mowing pre-processing device 32 is provided at the front part to perform mowing and threshing work. As shown in FIG. 12, the control seat 79 is provided on the front right side of the vehicle body 77, and the operation levers are arranged so as to concentrate on the side from the front side. In the example shown in FIG.
9, a steering lever 10 is provided at the front right end, and a main transmission lever 18 and an auxiliary transmission lever 24a are provided on the left side so that steering operation, forward / reverse switching, vehicle speed adjustment, and auxiliary shifting can be switched. I have. As shown in FIG. 12, the step device 80 is located on the lower surface of the front side of
A step surface 80a on which the surface stands is formed.

The traveling mission device 14 includes a turning HST.
5 is stopped (in this embodiment, the steering lever 10 is held at the neutral position N shown in FIG. 7), and the main transmission lever 18 is operated to operate the traveling HST 4. Then
The traveling power reaches the transmission shaft 27, the auxiliary transmission shaft 33, and the intermediate shaft 37 from the traveling hydraulic motor 4b via the output shaft 17 according to the transmission path in the transmission case 2 shown in FIG.
The power is transmitted from the transmission gear 39 to the center gear 40. Further, the traveling power is transmitted from the left and right driving rotators 42, 42 'via the clutch shaft 41 to the left and right driven rotators 44, 44' via the side clutches 7, 7 '. As described above, the side clutches 7, 7 '
The engine is turned on by the engine start (key switch 46 is turned on).

In this way, the traveling power reaches the wheel gears 48, 48 'from the left and right output gears 43, 43'.
The right and left traveling rollers 3, 3 'are driven at the same speed via the wheel shafts 1, 1' via the intermediate wheel shafts 49, 49 'to drive the combine straight. . The combine selects a working speed with the sub-transmission lever 24a, and travels straight while traveling the traveling hydraulic pressure HST4 with the main transmission lever 18 as appropriate. During such work, the mowing transmission pulley-3
2, as can be seen from FIG. 2, the rotational power synchronized with the vehicle speed is taken out from the speed change shaft 27 and can be transmitted to the rotating parts of the pre-cutting device 32. And the reaping transmission pulley 31 is:
When the traveling HST 4 is switched to the reverse rotation by the operation of the main transmission lever 18 to reverse the combine, the description of the configuration is omitted, but the one-way clutch operates and stops, and the transmission to the pre-cutting device 32 is performed. Interrupt.

Next, a turning operation of the combine (a left turning will be described as an example) will be described. First, as described above, the traveling transmission device 14 according to the present invention has a configuration using the differential gear device 6 as a turning mechanism, and thus has the following characteristics during turning.

That is, as shown in FIG. 13, the traveling transmission device 14 controls the rotational speed (the speed of the side gear 9 ′) when the traveling power transmitted from the traveling hydraulic pressure HST 4 is transmitted through the side gear 9 ′ of the right transmission system B. Rotation speed)
By the turning power transmitted from the other turning hydraulic pressure HST5, the traveling crawler 3 on the inner side of the turn is driven until the rotation speed for transmitting the ring gear 53 is gradually increased from a low speed to half. The vehicle is sequentially decelerated and driven slowly at a speed lower than the traveling side, so that the vehicle turns slowly and largely. That is, when the side gear 9 'starts to rotate the ring gear 53 of the differential device in the same direction as the side gear 9' at a constant rotation, the side gear 9 starts to decelerate in a reverse rotation with the side gear 9 '. However, since the reversing gear 60 is provided, the vehicle turns slowly. When the ring gear 53 does not rotate, the side gear 9 of the left transmission system A reversely rotates at the same speed with respect to the side gear 9 'of the right transmission system B.

When the rotation speed of the turning power (the rotation speed of the ring gear 53) reaches one half of the rotation speed of the driving power (the rotation speed of the side gear 9 '), the traveling mission device 14 turns. The inner traveling crawler 3 stops, and normal turning is performed. Further, the traveling mission device 14 sequentially increases the speed of the turning HST 5, and when the rotation speed of the turning power approaches the rotation speed of the driving power from half, the turning side is reversed and the left and right traveling rollers 3, By turning the 3's in opposite directions to each other, a sharp turn is performed in which a sharp turn is made on the spot.

Therefore, when the traveling HST 4 is driven to continue straight traveling at low speed, the steering lever 10 is operated from the neutral position N to the left turning position T in order to make a left turn as shown in FIG. Then, these pieces of information are input to the controller 12. At this time, the controller 12 has received detection information from each switch, sensor, and potentiometer, and is performing a control operation (see FIG. 1).

The controller 12 outputs a control signal to the solenoid valve 45 so as to operate the left side clutch 7 and simultaneously outputs a control signal to the turning power control motor 23.

Then, the output is output from the turning hydraulic motor 5b of the turning HST 5 to the output shaft 56, and further transmitted to the transmission gear 57,
The ring gear 53 is transmitted via the large turning gear 58, the turning transmission shaft 54, and the small turning gear 55. In this way, the traveling mission device 14 can transmit the required turning power and turn accurately.

Since the left side clutch 7 is disengaged and the transmission on the left side is cut off during the left turn in the traveling transmission device 14, the traveling power reaching the drive-side rotating bodies 42 and 42 'is driven by the right driven Gear 8 '(driven side rotating body 44')
Only transmitted to. At that time, the right traveling crawler 3 'continues to travel while being transmitted along the same transmission path as in the straight traveling state, and the other left crawler 3 moves from the right driven gear 8' to the right side gear 9 'and the differential gear device. 6 through the left side gear 9, the reverse rotation gear 60, and the left driven gear 8 (the left driven rotating body 4).
4), the power is transmitted through the output gear 43, the wheel gear 48, and the intermediate wheel shaft 49 in the order of the wheel shaft 1.

In the differential gear device 6, as described above, the traveling power of a constant speed is input from the right driven gear 8 'via the right side gear 9', and the intermediate gear 52 turns from the ring gear 53. The turning power of the HST 5 is input. In this manner, the differential gear device 6 is provided with a steering lever.
When the speed is continuously increased by continuing the operation of step 10, the left output is sequentially reduced, and the left side is sequentially reduced in speed.

As described above, the traveling rollers 3, 3 '
In contrast, the right output gear 43 'is at a constant speed, while the left output gear 43 is subjected to reduction transmission, so that the combine starts gently turning left. And traveling crawler 3,
3 ′, as described above, the rotation speed of the turning power (the rotation speed of the ring gear 53) is changed to the rotation speed of the traveling power (the side gear 9 ′).
When the rotation speed reaches one-half point, the left output gear 43
Becomes 0.

Accordingly, the traveling crawlers 3, 3 'stop while the right output gear 43' continues to rotate at a constant speed and the left output gear 43 becomes zero. Turn left with brake lock (brake
Swivel).

When the operation of the steering lever 10 is further continued, the left output gear 43 enters the reverse rotation area, and the left traveling crawler 3 transmits the turning power in the same direction (reverse rotation). Accordingly, the combine makes a sharp turn because the right traveling crawler 3 'continues to rotate forward at a constant speed, while the left crawler 3 reverses rotation. And the steering lever-10
When the player is tilted to the highest operating position, the combine makes a super-revolution turn.

As described above, the turning HST 5 is provided with the steering lever.
The turning speed (brake turning, sharp turning) suitable for the field can be selected by increasing the speed while corresponding to the ten operation angles.

In the traveling transmission device 14 having the above-described structure, the HST 5 for turning shown in FIG.
If the hydraulic circuit 5e is closed, there is a problem that the vehicle cannot turn at the time of traveling at a very low speed. The reason is that a neutral zone is provided in the turning HST 5.

Therefore, in the present embodiment, the steering lever 1
When 0 is at the neutral position, the solenoid valve 84 for turning HST is operated (moves in the direction of arrow A in FIG. 14),
If the circuit 5e in the turning HST 5 shown in FIG. 14 is kept open and the hydraulic circuit 5e from the hydraulic pump 5a to the hydraulic motor 5b is kept open, the stopped state of the hydraulic motor 5b is maintained, and Go straight. When the steering lever 10 is tilted to return the solenoid valve 84 to the state shown in FIG. 14, the circuit 5e is closed and the hydraulic motor 5
b is immediately driven and the aircraft turns. That is, the neutral zone of the turning HST5 is abolished so that it can move immediately.

As a result, the vehicle can turn reliably even at low speeds. Note that it is desirable that the width of the dead zone region of the steering lever 10 be almost non-existent.

FIG. 15 shows a specific configuration for this purpose. The steering lever potentiometer 22 for detecting the tilt operation angle of the steering lever 10 connected to the input side of the controller 12 and the traveling speed of the combine body are detected. Based on the input values of the vehicle speed sensor 70 and the spin turn on / off switch 71 provided on the main speed change lever 18, the controller 12 controls the left and right side clutch on / off solenoid valves 45 and the turning H
Electric motor 23 for changing swash plate angle and HST for turning in ST5
The solenoid valve 84, which is an electromagnetic valve that opens and closes the circuit 5e in the circuit 5, outputs an output that allows the vehicle to turn reliably even during the low-speed running.

That is, when the steering lever potentiometer 22 detects that the steering lever 10 has been tilted from the neutral position on the program of the controller 12, an output is made to the turning HST solenoid valve 84. Thereby, the circuit 5 in the turning HST 5
e is switched to the closed state, and the body can be turned by driving the HST 5 for turning. The dead zone width of the steering lever 10 in the neutral state is substantially zero, and the swash plate (not shown, fixed to the trunnion shaft 5c) of the hydraulic pump 5a of the turning HST 5 in the neutral state. The tilt angle of the steering lever 10 is set so as to maintain a predetermined tilt angle, and oil can be supplied immediately after the steering lever 10 starts to tilt, so that the steering lever 10 can tilt the tilt. HST motor for turning 5b
Is quickly driven and the aircraft starts turning.

A potentiometer 7 for detecting the rotation angle of the electric motor 23 is provided on the input side of the controller 12.
2 is also connected and feedback control is performed to ensure control accuracy.

The following method may be employed so that the vehicle can start turning reliably at low speed.

That is, when the hydraulic circuit 5e in the turning HST 5 is closed in connection with the tilting of the steering lever 10, immediately or almost at the same time, the side clutch 7 on the turning inside is turned on.
Or, the configuration is such that a program is incorporated in the controller 12 so that 7 'operates "OFF".

In this case, when the steering lever 10 is in the neutral position, the circuit 5e in the turning HST 5 is open and the stopped state of the hydraulic motor 5b is maintained.
The left and right side clutches 7, 7 'are in the "on" state, and the aircraft goes straight. Here, when the steering lever 10 is tilted, the circuit 5e in the turning HST 5 is closed and H
The ST motor 5b is driven. At this time, the left and right side clutches 7 and 7 ′ remain in the “on” state, but immediately after the hydraulic motor 5 b is driven (after about 0.1 second), the side clutch 7 or 7 ′ inside the turning is “off”. Activate to rotate the aircraft to this side. This makes it possible to reliably turn even during low-speed running.

The start of driving of the HST motor 5b and the "on" state of the left and right side clutches 7, 7 'instantaneously occur at the same time, and there is a shock. At that time, it is possible to reliably start turning.

The above-mentioned program indicates that the steering lever 10 has been tilted from the neutral position by the steering lever potentiometer 2.
2, the solenoid valve 45 for turning on / off the side clutch 7 or 7 'inside the turning and the turning HST5
Is output to the hydraulic circuit solenoid valve 84.

Also in this case, by setting the inclination angle of the swash plate of the turning HST 5 in the neutral state of the steering lever 10 so as to maintain a predetermined inclination angle, the turning HST motor 5b can be operated. The aircraft is quickly driven and starts turning.

Further, at the time of returning straight ahead at the end of turning of the combine body, there is a problem that the side clutch 7 or 7 ', which has been in the "disengaged" state, is connected to the engine drive straight ahead gear system and a shock occurs. There is a possibility that. This inconvenience is caused by the timing between the speed recovery of the axle of the disengagement side clutch 7 and the connection of the side clutch, and has been solved as follows.

That is, when the circuit 5e in the turning HST 5 is opened in connection with the return of the steering lever 10 to the neutral position, the side clutch 7 or 7 'inside the turning is turned on immediately or almost simultaneously. Configuration.

When the steering lever 10 is tilted, the turning H
The circuit 5e in ST5 is closed and the motor 5b is driven, and at the same time, the side clutch 7 or 7 'inside the turn.
And the aircraft turns to this side.

When the steering lever 10 returns to the neutral position, the circuit 5e in the turning HST 5 is opened, and the motor 5b is stopped. Immediately thereafter or almost simultaneously, the left and right side clutches 7, 7 'are turned on. The aircraft goes straight. Thus,
Since the side clutch 7 or 7 'is connected after the turning HST 5 is stopped and the axle inside the turning is accelerated and returned to the straight running side, the shock at the time of returning to straight running can be reduced.

That is, when the steering lever potentiometer 22 detects that the steering lever 10 has returned to the neutral position, the solenoid valve 45 for turning on / off the side clutch 7 or 7 'inside the turning and the solenoid for the turning HST circuit are provided. A program for re-outputting to the valve 84 is incorporated in the controller 12. Thereby, the turning H
The circuit 5e in the ST switches to the open state, and the turning H
The output rotation in ST5 is stopped, and the disengaged side clutch 7 or 7 'is connected to the engine output straight-moving gear side, and the aircraft advances straight.

Further, as described above, there is a problem that turning cannot be performed quickly at a low speed,
Is dependent on the control of the trunnion shaft 5c of the hydraulic pump 5a, and if this control malfunctions, inadvertent turning may occur.

As a countermeasure against these, in the present embodiment,
The tilting of the main shift lever 18 and the opening / closing switching operation of the circuit 5e of the turning HST 5 are linked, and when the main shifting lever 18 is in the neutral position, the circuit 5e of the turning HST 5 opens, and the main shift lever 18 moves forward or backward. HS when turning
The circuit 5e of T5 can be configured to be closed.

As shown in FIG. 16, when the main shift lever 18 is at the neutral position (stopped state), the solenoid valve 84 for the hydraulic circuit 5e of the turning HST 5 is moved in the direction of the arrow A to turn on the circuit 5e of the turning HST 5. If you leave it open,
The stopped state of the turning HST motor 5b is maintained, and even if the steering lever 10 is operated, no unintentional turning of the aircraft occurs.
Safety is improved. When the main shift lever 18 is in the forward or reverse position (running state), the circuit 5e of the turning HST 5 is closed when the solenoid valve 84 is returned to the illustrated state, and the hydraulic motor 5b can be driven immediately. State.

In this case, the steering lever potentiometer 22 for detecting the tilt operation angle of the steering lever 10 on the input side of the controller 12 and the vehicle speed sensor 70 for detecting the running speed of the body are used. Side clutch on / off solenoid valve 45 and electric motor 23 for changing the swash plate angle of turning HST 5 and circuit 5 for turning HST
The solenoid valve 84 for opening / closing the valve e is used. In this case, control accuracy is ensured by feedback control by a potentiometer 72 which detects the rotation angle of the electric motor 23 connected to the input side of the controller 12. As a result, the vehicle can reliably turn even in a low-speed running state. Further, the neutral position control of the trunnion shaft 5c of the turning HST 5 can be simplified.

Further, as shown in FIG.
A common neutral valve 86 for opening and closing both the circuit 5e of the traveling HST 4 and the circuit 4e of the traveling HST 4;
Tilt of main transmission lever 18 and HST4 for traveling and H for turning
The two circuits 4e and 5e in ST5 are linked with the open / close switching operation to open both the circuits 4e and 5e when the main shift lever 18 is in the neutral position, and to open both the circuits when the main shift lever 18 is in the forward or reverse position. May be configured to close the circuits 4e and 5e.

When the main shift lever 18 is in the neutral position (stopped state), the circuits 4e and 5e of the HSTs 4 and 5 are both opened and the hydraulic pump 5a is switched to the hydraulic motor 5b.
It becomes impossible to refuel. On the other hand, the main shift lever 18
Is in the forward or reverse position (forward or backward), both HST
When the circuits 4e and 5e of the pumps 4 and 5 are closed, the hydraulic pump 4
e, 5a to the hydraulic motors 4e, 5b.

In this way, it is possible to reliably turn even during low-speed running. The reason why the traveling HST 4 is synchronized with the turning HST 5 is that there is no need to drive the turning HST 5 when the combine is not traveling.

As shown in FIG. 15, the turning H is controlled by the potentiometer 22 of the steering lever 10 and the vehicle speed sensor 70.
The speed change control in ST5 is performed, but the main speed change lever 18 and the traveling HST 4 are mechanically connected. Therefore, if the main shift lever 18 is decelerated during turning, the traveling HST 4 is immediately decelerated, whereas the deceleration of the turning HST 5 is delayed, and an unexpected sudden turn may occur.

This is because, as can be seen from FIG. 13, the vehicle is turning slowly during high-speed running (rotation speed: 0 <gear 53 <(gear 9 ′ /
When the speed is reduced in 2)), the rotation speed of the gear 9 'decreases, and accordingly, the rotation speed of the gear 53 also decreases. When the rotation of the gear 9 becomes zero, the gear 53 = (gear 9' / 2) The rotation speed is reached, and the brake is turned in this state. If the vehicle speed further decreases during the turning of the brake, the number of rotations of the gear 53 with respect to the gear 9 'increases, and the gear 53>
This is because there is a possibility that the relationship of the number of rotations of the (gear 9 ′ / 2) may occur and start a sharp turn.

Therefore, a potentiometer 83 (FIG. 15) for detecting the shift operation position of the main shift lever 18 is provided so as to automatically decelerate the turning HST 5 when the main shift lever 18 is decelerated during turning. This is H for turning
This is linked with the speed change control of ST5. FIG. 1 shows a control block diagram at this time.

That is, the potentiometer 22 for detecting the tilt operation angle of the steering lever 10, the vehicle speed sensor 70 for detecting the traveling speed of the body, and the trunnion shaft 5 of the HST 5 for turning.
c, according to the tilt operation angle of the steering lever 10 and the vehicle speed, based on the detection values of the potentiometer 72 for detecting the rotation angle and the potentiometer 83 for detecting the tilt angle of the main shift lever 18 for shifting the running HST 4. A program that allows the control motor 23 to control the determined turning angle of the trunnion shaft 5c is incorporated in the controller 12.

When the potentiometer 83 detects that the main shift lever 18 has been decelerated during turning, the controller 12 outputs a deceleration output to the turning power control motor 23 ahead of the detection of deceleration by the vehicle speed sensor 70. , The turning HST 5 is quickly decelerated. In addition,
The final shift control of the turning HST 5 is performed based on the detection result of the vehicle speed sensor 72.

In this way, the main transmission lever 18 during turning operation
When the vehicle is decelerated, the turning HST 5 is automatically decelerated, so that the deceleration of the turning HST 5 is less delayed with respect to the reduction of the vehicle speed, so that careless sudden turning can be prevented. Further, even in a gentle turning, it is possible to prevent a sharp turning from a gentle turning. That is, it is possible to prevent the turning radius from being reduced.

If the trunnion shaft 5c of the turning HST 5 is turned by the turning power control motor 23 via the gear mechanism 5d, turning at one side to the right and left and then turning to the other side at the time of low-speed traveling will result in: Due to the backlash of the gear mechanism 5d, the trunnion shaft 5c of the turning HST 5 may not be fully rotated in the reverse direction, and may not be able to turn to the other side.

Therefore, FIG. 1A is a side view of the vicinity of the turning HST 5 in FIG. 18A, and FIG.
As shown in FIG. 8B, the turning operation is performed via a turnbuckle 90 that connects the trunnion shaft 5c of the turning HST 5 and the motor 23 that turns the trunnion shaft 5c.

The linking mechanism includes a bifurcated arm 91, a pin 92 sandwiched between the arms 91, a turnbuckle 90 having the pin 92 fixed to the tip, and a deceleration provided rotatably at the other end of the turnbuckle 90. The gear 94 includes a gear 96 that meshes with the reduction gear 94 and is fixed to a trunnion shaft 5c provided at an extended portion of the rotation shaft of the motor 23.

Turnbuckle 9 with little backlash
Since the trunnion shaft 5c is rotated via the zero, the trunnion shaft 5c can smoothly turn left and right even at the time of low-speed running with a small amount of rotation operation of the trunnion shaft 5c.

With this configuration, when the vehicle is turned to the left and right sides after turning to the left and right sides at a low speed, the motor 23 drives the trunnion shaft 5c of the turning HST 5 sufficiently in the reverse direction via the turnbuckle 90. Is operated to rotate,
Turning to this side is performed favorably.

Note that any mechanism other than the turnbuckle 90 may be used as long as the mechanism does not easily cause backlash.

As shown in FIGS. 18 (a) and 18 (b), the trunnion shaft 5c of the turning HST 5 is
A potentiometer 72 for detecting the rotation angle of the c is provided, and the potentiometer 72 is provided so as to be adjustable in position on an arc centered on the trunnion shaft 5c. A potentiometer 72 for detecting the shaft rotation angle may be attached to the trunnion shaft 5c itself.

This is because the trunnion shaft 5 of the turning HST 5
When a potentiometer 72 is provided on the side of the electric motor 23 or the gear mechanism 5d (see FIG. 6) for rotating the c.
Due to the backlash or the like of the gear mechanism 5d, the rotation operation angle of the trunnion shaft 5c cannot be accurately detected, and it becomes difficult to position a neutral (turning HST stopped state, that is, a straight traveling state). Decrease.

However, with the configuration shown in FIG. 18, the turning angle of the trunnion shaft 5c of the turning HST 5 can be accurately detected by the potentiometer 72, and the stop state of the turning HST 5 can be easily detected. improves. In addition, since the position of the potentiometer 72 can be adjusted while keeping the amount of change of the potentiometer 72 per unit rotation angle of the trunnion shaft 5c constant, the turning control can be simplified (the control line can be a linear curve). ).

Also, the potentiometer 72 is fixed to a bracket 98 having a round hole, and the bracket 98 is fastened and fixed to the main body of the turning HST 5 with the trunnion shaft 5c of the turning HST 5 inserted through the round hole of the bracket 98. I do. The fastening is performed through a slot (not shown) in the main body, and the bracket 98 is connected to the trunnion shaft 5.
The rotation can be adjusted around the center c.

In the combine equipped with the transmission shown in FIGS. 2 and 3 of the present invention, when the turning HST 5 is configured to perform the speed change control according to the inclination angle of the steering lever 10 as described above, the steering lever is used. When a neutral lock device including a cam mechanism capable of locking the steering lever 10 at a neutral position is provided at the base of the steering lever 10, the operation feeling of the steering lever 10 is enhanced.

As shown in FIG. 19, a spring pole supporting member 101 is provided at the base of the steering lever 10 so as to be rotatable left and right and back and forth. The supporting member 101 is a rotating shaft 106 of a member 105 having an inverted U-shaped arc groove fixed to the body.
Is rotatably supported. A pole 109 is provided above the spring pole 103 of the spring pole support member 101 in parallel with the spring pole 103. The pawl 109 is a rotatable cam body 107 having a U-shaped arc groove provided on the potentiometer 22.
The rotation of the steering lever 10 is transmitted to the cam body 107 via the pawl 109, and the potentiometer 22 detects the rotation angle of the steering lever 10. be able to.

Also, bent members 105a, 1b are provided on both sides of the lower end of a member 105 having an inverted U-shaped arc groove fixed to the body.
05a, and a spring pole 1 is provided by a spring 102 at a position where the bent pieces 105a and 105a face each other.
A spring pole contact member 112 urged toward the 03 side is disposed. The spring 102 and the spring pole contact member 112 are provided symmetrically, as shown in FIG. When the steering lever 10 is rotated from the neutral position, one of the spring pole contact members 1
12, the spring pole 103 is pressed strongly.
When the steering lever 10 is at the neutral position, the spring pawls 103 are evenly pushed by the left and right spring pawl abutting members 112, and the spring pawls 103 are stably held at the neutral position.

Further, when a neutral lock device having a structure in which a ball biased by a spring shown in FIG. 20 is inserted into and removed from the hole is provided, the operation feeling of the steering lever 10 becomes higher than that of the device shown in FIG.

In FIG. 20, a ball pressing member 116 is provided at the base of the steering lever 10 so as to be rotatable left and right and back and forth. The support member 116 is rotatably supported by a rotation shaft 106 of a member 105 having an inverted U-shaped arc groove fixed to the body. The ball pressing member 116 has a spring 11
A cylindrical portion 114 containing a ball 120 urged in 9 is provided. A pole 1 is located below the cylindrical portion 114.
21 is provided in parallel with the cylindrical portion 114. The pawl 121 is engaged with the U-shaped arc groove of the rotatable cam body 107 having a U-shaped arc groove provided on the potentiometer 22. The rotation is transmitted to the cam body 107 via the 121, and the potentiometer 22 can detect the rotation angle of the steering lever 10.

The member 105 having an inverted U-shaped arc-shaped groove fixed to the body is provided with a hole 105b having a diameter slightly smaller than the diameter of the ball 120. When the steering lever 10 is in the neutral position, the ball 120 urged by the spring 119 in the cylindrical portion 114 of the ball pressing member 116 is pressed into the hole 105b, and the steering lever 10
Is out of the neutral position, the ball 1 moves in the direction of arrow a or b.
20 is pushed out and moved against the pressing force of the spring 119. The pressing force of the ball 120 against the hole 105b (the sense of lock stability at the neutral position) can be performed by adjusting the pressing force of the spring 119 with the screw 117.

The steering lever 1 having the configuration shown in FIG.
0 is in the neutral position, the ball 120
By being pushed inside, the steering lever 10 having a better operation feeling than the configuration shown in FIG. 19 can be obtained.

[0102]

As described above, the combine according to the embodiment of the present invention performs gentle turning, brake turning, and sharp turning by the steering operation of the steering lever 10 according to the working conditions and the surrounding conditions of the field. Even though the vehicle can be selectively turned, even when the moving operation is performed while the moving vehicle is running at a low speed, the output rotation speed of the turning hydraulic pressure HST5 increases to a required rotation value. There is a feature that it can be output and turn accurately.

[Brief description of the drawings]

FIG. 1 is a block diagram of a control mechanism of a combine according to an embodiment of the present invention.

FIG. 2 is an expanded sectional view showing a traveling transmission mechanism of the combine shown in FIG. 1;

FIG. 3 is a cross-sectional view showing a developed traveling transmission mechanism of the combine shown in FIG.

FIG. 4 is a left side view of the traveling mission case of the combine shown in FIG. 1;

FIG. 5 is a right side view of a traveling mission case of the combine shown in FIG. 1;

FIG. 6 is an exploded perspective view of a traveling transmission case and an operation lever of the combine shown in FIG. 1;

FIG. 7 is a front view of a traveling transmission case and a steering lever of the combine shown in FIG. 1;

8 is a sectional view of a differential gear device of the traveling transmission mechanism of the combine shown in FIG. 1;

9 is a front view of an operation mechanism of a brake petal of the combine shown in FIG. 1;

FIG. 10 is a right side view of FIG.

FIG. 11 is a left side view of FIG. 9;

FIG. 12 is a side view of the combine according to the embodiment of the present invention.

FIG. 13 is a graph showing the relationship between the rotational speed of the gear and the inclination angle of the steering lever of the combine differential gear device of FIG. 1;

FIG. 14 is a hydraulic circuit diagram of the HST for turning of the combine according to the embodiment of the present invention.

FIG. 15 is a schematic configuration diagram for turning control of a combine according to the embodiment of the present invention.

FIG. 16 is a hydraulic circuit diagram of the HST for turning the combine according to the embodiment of the present invention.

FIG. 17 is a hydraulic circuit diagram of the HST for turning the combine according to the embodiment of the present invention.

18 is a side view (FIG. 18 (a)) of the vicinity of the turning HST of the combine according to the embodiment of the present invention, and a view taken along line AA of FIG. 18 (a) (FIG. 18 (b)). .

19 is a perspective view (FIG. 19 (a)) and a partially enlarged view (FIG. 19 (b)) of a steering lever neutral lock device according to an embodiment of the present invention.

FIG. 20 is a perspective view of a steering lever neutral lock device according to the embodiment of the present invention.

[Explanation of symbols]

1, 1 'wheel shaft 1a, 1a' gear 2 transmission case 2a plate 2b recess 3, 3 'traveling crawler 4 traveling HST 4a traveling hydraulic pump 4b traveling hydraulic motor 4c trunnion shaft 4e, 5e hydraulic pressure Circuit 5 HST for turning 5a Turning hydraulic pump 5b Turning hydraulic motor
5c trunnion shaft 5d gear mechanism 6 differential gear device 7, 7 'side clutch 8, 8' driven gear 9, 9 'side gear 10 steering lever 11, 11' axle rotation sensor 12 controller 13 mobile vehicle 14 traveling mission device Reference Signs List 15 input belt 16 transmission shaft 17 output shaft 18 main transmission lever 19 pulley 20 belt 21 driving pulley 22 steering lever potentiometer 23 turning power control motor 24 auxiliary transmission device 24a auxiliary transmission lever 24b shift arm 25, 25 'drive sprocket 26 Wide transmission gear 27 Transmission shaft 28 Large gear 29 Medium gear 30 Small gear 31 Cutting power transmission gear
Re 32 Cutting pre-processing device 33 Sub transmission shaft 34 Large transmission gear 35 Medium transmission gear 36 Small transmission gear 37 Intermediate shaft 38 Intermediate gear 39 Transmission gear 40 Center gear 41 Clutch shaft 42, 42 'Drive side rotating body 43, 43' Output gears 44, 44 'Left and right driven rotating body 45 Side clutch on / off solenoid valve 46 Key switch 48, 48' Wheel gear 48a, 48a 'Gear 49, 49' Intermediate wheel shaft 50, 50 'Rotation support shaft 51 , 51 ′ Side gear 52 Intermediate gear 52a Support shaft 53 Ring gear 54 Revolving transmission shaft 55 Revolving small gear 56 Output shaft 57 Transmission gear 58 Revolving large gear 60 Reversing gear 61 Brake device 62 Brake petal 63 Operating plate 64 Operating wire − 65 Breaker
65 a Small arm 66 brake rod 66 a triangular arm 66 b brake wire 67 brake operation motor 68 operation wire 69 tension clutch 70 vehicle speed sensor 71 spin turn on / off switch 72 potentiometer 75 bush 76 trunnion axis sensor 77 vehicle body 78 threshing Device 79 Steering seat 80 Step device 80a Step surface 83 Potentiometer 84 HST solenoid valve for turning HST Solenoid valve for both HST for running and HST for turning (neutral valve) 90 Turnbuckle 91 Bifurcated arm 92 Pin 94 Reduction gear 96 Gear 98 Bracket 101 Spring pole support member 102 Spring 103 Spring pole 105a Bend piece 105b Hole 106 Rotating shaft 107 Cam body 109 Pole 11 Spring pole contact member 114 cylindrical part 116 the ball pressing member 121 pole

Continuation of the front page (72) Inventor, Mikiji Hirota 1 Yatsukura, Tobe-cho, Iyo-gun, Ehime Prefecture Iseki Agricultural Machinery Co., Ltd. F-term (reference) 2B043 AA04 AB19 BA02 BA05 BB14 DA05 DB04 DB17 DB18 DB19 DC01 2B076 AA03 DA02 DA15 DC01 EC17 ED27 3D052 AA03 DD03 DD04 EE01 FF02 GG04 HH03 JJ08 JJ11

Claims (3)

[Claims] 1. A side clutch for intermittently driving driving force to a pair of left and right axles, a differential gear device provided between gears provided on the side clutch, and a drive of the differential gear device. A traveling device comprising: a turning hydraulic continuously variable transmission means for continuously and reversely changing the axle inside the turning in the forward and reverse directions; and a steering operation tool for controlling the turning output of the hydraulic continuous variable transmission means. The hydraulic continuously variable transmission means includes a turning hydraulic pump and a turning hydraulic motor that transmits power to a differential gear device by oil supply from the turning hydraulic pump. A traveling apparatus comprising: a hydraulic circuit that is openable and closable therebetween; and a configuration that opens and closes the hydraulic circuit in association with operation of a steering operation tool. 2. A traveling hydraulic continuously variable transmission for transmitting traveling driving force to a pair of left and right axles, a main transmission lever for controlling the traveling output of the traveling hydraulic continuously variable transmission by tilting, a left and right pair of left and right axles. A side clutch for intermittently connecting the running power to the axle, a differential gear device provided between gears provided in the side clutch, and an axle on the inner side of turning by the driving of the differential gear device. On the other hand, in a traveling device having a turning hydraulic continuously variable transmission means for continuously changing the speed, the turning hydraulic continuously variable transmission means transmits the turning hydraulic pump and oil from the turning hydraulic pump to the differential gear device. A hydraulic circuit for transmitting power, comprising a hydraulic circuit that can be opened and closed between the hydraulic pump for rotation and the hydraulic motor for rotation. Circuit switching operation Interlocking is, if the main shift lever is in the forward or reverse position the travel apparatus characterized by having a structure that closes the hydraulic circuit. 3. A traveling hydraulic continuously variable transmission for transmitting traveling driving force to a pair of left and right axles, a main transmission lever for controlling the traveling output of the traveling hydraulic continuously variable transmission by tilting, and a pair of left and right left and right axles. A side clutch for intermittently connecting the running power to the axle, a differential gear device provided between gears provided in the side clutch, and an axle on the inner side of turning by the driving of the differential gear device. Conversely, in a traveling apparatus including a turning hydraulic continuously variable transmission means for continuously changing the speed, and a steering operation tool for controlling the turning output of the hydraulic continuous variable shifting means, the traveling hydraulic continuously variable transmission means And a traveling hydraulic motor that transmits power to gear transmission means by oil supply from the traveling hydraulic pump, and a hydraulic circuit that can be opened and closed between the traveling hydraulic pump and the traveling hydraulic motor. Equipped, hydraulic stepless for turning The speed means comprises a turning hydraulic pump and a turning hydraulic motor that transmits power to the differential gear device by oil supply from the turning hydraulic pump, and opens and closes between the turning hydraulic pump and the turning hydraulic motor. A free hydraulic circuit is provided, and the open / close switching operation of the two hydraulic circuits of the traveling hydraulic continuously variable transmission means and the turning hydraulic continuously variable transmission means is interlocked with the tilting of the main transmission lever, and the main transmission lever is in the neutral position. The traveling device according to claim 1, further comprising a configuration that opens both hydraulic circuits and closes both hydraulic circuits when the main shift lever is at a forward or reverse position.