JP2002362176A - Running device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To easily remove only a transmission case from a machine body without removing an HST for running and an HST for turning. SOLUTION: In this running device for continuously variable transmission in the normal and reverse direction for an axle 18 on the inner turning side through driving of a differential transmission mechanism by an HST for turning 6, an HST for running 5 and the HST for turning 6 are integrally connected by gear cases 70L and 70R interlocking between driving input axes 11 and 19 of both the HSTs 5 and 6 and supported on the side of the machine body, and transmission cases 32L and 32R of the running device in the state where the gear cases 70L and 70R of both the HTSs 5 and 6 remain on the side of the machine body are constituted so that they can be removed from the machine body.

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 combine or a tractor.

[0002]

2. Description of the Related Art Conventionally, in a vehicle having a pair of left and right crawler traveling devices in a combine or the like, a hydraulic continuously variable transmission mechanism (hereinafter referred to as "HST") for traveling and turning, a left and right side clutch mechanism, a differential 2. Description of the Related Art There is known a traveling device that includes a transmission mechanism, a reverse rotation gear, and the like, and that continuously changes the axle inside a turn in a forward or reverse direction by a turning HST.

[0003]

However, in the conventional traveling apparatus, the traveling HST and the turning HST are fixed to the upper part of the transmission case. Therefore, when the transmission case is removed from the body side, both the HSTs are integrated. Will be removed,
There has been a problem that the hydraulic pipes and the like connected to both HSTs must be disconnected, and the removal operation becomes very complicated.
Further, when an interlocking mechanism that interlocks the drive input shafts of the two HSTs is fixedly installed with respect to the two HSTs, there is a problem that the interlocking mechanism and the transmission case cannot be easily maintained. When the interlocking mechanism that interlocks the drive input shafts of both HSTs is a gear type,
Since the rotation speed of the drive input shaft of T is high, the rotation speed of the gear that links both shafts also increases. For this reason, the lubricating oil jumps up due to the rotation of the gear, and if the lubrication port is provided at a lower position, there is a problem that the lubricating oil splashes on a breather provided at the plug of the lubrication port. The present invention has been made to solve the above-described conventional problems,
The purpose is to allow only the transmission case to be easily removed from the fuselage without removing both HSTs. Another object of the present invention is to make an interlocking mechanism for interlocking each drive input shaft of both HSTs detachable from both HSTs so that the interlocking mechanism can be easily removed. Moreover,
An object of the present invention is to make it difficult for lubricating oil due to rotation of a gear to splash on a breather of a lubrication port provided in a gear case that covers a gear-type interlocking mechanism that interlocks each drive input shaft of both HSTs.

[0004]

In order to achieve the above object, a first aspect of the present invention is to provide a side clutch for connecting and disconnecting power to and from a traveling device, and a side clutch provided on left and right side clutch shafts. A traveling device in which a differential transmission mechanism is provided between gears, and the differential transmission mechanism is driven by the turning continuously variable transmission mechanism to continuously and continuously shift the axle inside the turning in the forward and reverse directions. The turning continuously variable transmission mechanism and the drive input shafts of the both continuously variable transmission mechanisms are integrally connected to each other by a case that is interlocked and supported on the fuselage side, and the both continuously variable transmission mechanisms and the case are left on the fuselage side. In this state, the transmission case of the traveling device is configured to be removable from the fuselage side. The invention according to claim 2 is provided with a side clutch for intermittently connecting and disconnecting the power to the traveling device,
A differential transmission mechanism is provided between the side clutch gears provided on the left and right side clutch shafts, and the driving is performed by the differential transmission mechanism by a continuously variable transmission mechanism for turning to continuously and reversely change the axle inside the turning in the forward and reverse directions. In the apparatus, a gear-type interlocking mechanism for interlocking the drive input shafts of the traveling continuously variable transmission mechanism and the turning continuously variable transmission mechanism is detachably attached to the two continuously variable transmission mechanisms. In the invention according to claim 3, the gear-type interlocking mechanism is constituted by three gears. According to a fourth aspect of the present invention, the gear-type interlocking mechanism is covered by a gear case, and a lubrication port is provided on an upper surface of a central portion in the front-rear direction of the gear case so as to extend upward.

[0005]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is an overall view showing an example of a combine according to the present invention. The illustrated combine includes a crawler a, a crawler drive shaft (a so-called axle, hereinafter referred to as a “wheel shaft”) 18, and a reaper b.
A feed chain c that feeds the harvested grain culm to the threshing machine d while transporting it, a threshing machine d, a grain tank e for storing threshed grain, and an auger f for discharging the stored grain to the outside of the machine. Have.

FIG. 2 is a layout view of switches on the driver's seat of the combine. The HST lever 1 tilts back and forth to increase or decrease the vehicle speed. When the lever is tilted forward from a neutral position in the figure, the speed increases in the forward direction, and when the lever is tilted backward, the speed increases in the reverse direction. When the vehicle is returned from the forward or reverse position to the neutral position, the speed is reduced, and the aircraft stops at the neutral position. The accelerator lever 2 tilts back and forth to open and close the throttle to raise and lower the engine speed. Tilt it back to open the throttle and raise the engine speed, and tilt it forward to close the throttle and increase the engine speed. Lower.
The power steering lever 3 is tilted back and forth and left and right to operate the raising and lowering of the reaping unit and the turning of the machine body. When the aircraft is tilted to the left, the aircraft turns left, and when tilted to the right, it turns right. Reference numeral 8 denotes an auxiliary speed change lever.

Next, the structure of the transmission will be described.
FIG. 3 is a view showing the arrangement of each transmission shaft in the transmission when viewed from the right side when the transmission case is divided into two parts.
FIG. 4 is a sectional view taken along AA and S1-S1 in FIG. 6 is a perspective view of the transmission, FIG. 7 is an overall hydraulic layout diagram including the transmission, and FIG. 8 is a partially enlarged view of FIG.

Left and right side clutches 24L. 24R, and the side clutch 2
A differential gear mechanism for transmitting power to the traveling device in relation to the "disengagement" of the 4L and 24R is provided between the left and right side clutch gears. The differential gear mechanism includes a differential case 25, a differential differential shaft 22, and differential input / output gears P, Q, R, and the like. Then, a traveling hydraulic continuously variable transmission mechanism (hereinafter referred to as “traveling H
ST) 5 and a hydraulic stepless speed change mechanism for turning (hereinafter referred to as “HST for turning”) 6 are disposed in front and rear of a transmission case that is divided into right and left but integrated with each other. In the case, when viewed from the side, “HST input shaft 11 for traveling → output shaft 12 → sub-transmission shaft 13 →
Transmission path of traveling system deceleration shaft 15 → side clutch shaft 16 and “turning HST input shaft 19 → same output shaft 20 → differential system deceleration shaft 21 → differential differential shaft 22 → side clutch shaft 16”
The upper and lower transmission paths are connected at the lower part and arranged in a substantially U-shape having a space in the middle.
The differential input / output gears P, Q, and R are connected to a traveling HST.
With reference to 5, Q becomes the input gear and the turning HST6
Is used as a reference, P and R are input gears, but hereinafter, P and R will be described as output gears, and Q will be described as an input gear. The auxiliary transmission shaft 1 in the transmission path
The reverse rotation gear 23 is provided at the end (the right end in FIG. 4) of the reduction shaft 15 located on the lower side of the side 3 and on the upper side of the side clutch shaft 16 so as to freely rotate. The reverse gear 23 includes a side clutch gear 37 a provided on the side clutch shaft 16 and a differential output gear R provided on the differential shaft 22.
(A thick line arrow in FIG. 3 and a thick line in FIG. 4 indicate a meshing relationship).

That is, the traveling HST 5 and the turning HST
6 are disposed in front and rear, and the power from the traveling HST 5 and the power from the turning HST 6 are supplied to the side clutch 24.
They join at the side clutch shaft 16 having L and 24R. Left and right integrated transmission case (main case) 32
The upper portions of the L and 32R are separated from each other, and the input shafts of the power system of the traveling HST 5 and the power system of the turning HST 6 are respectively input. The overall shape of the transmission cases 32L and 32R corresponds to such a transmission path. It is formed in a substantially U shape. In this way, the transmission path for traveling and the transmission path for turning stand up in a substantially U-shape before and after the side clutch shaft 16 as a starting point, so that the minimum ground clearance of the mission case can be secured high, and the wetland traveling performance is enhanced. And the transmission case itself can be made compact.

In such a configuration, for example, as shown in FIG. 6, the input shaft 11 of the traveling HST 5 and the turning HST
The power of the engine is transmitted to the input shaft 19 via an engine pulley. Then, the left and right side clutches 24
Through a differential gear mechanism provided between L and 24R and a reversing gear 23 provided on the reduction shaft 15, the HST 6 for turning drives the differential case 25 to rotate the differential case 25 during the turning so that the axle inside the turning can be steplessly shifted forward and backward. Make up.

Referring to FIG. 4, the power from the engine is transmitted to the input shaft 11 of the traveling HST 5 via the input pulley 33 as described above. 5 in the figure
Reference numeral 3 denotes a trunnion shaft of the traveling HST. Power is transmitted from the output shaft 12 to the auxiliary transmission shaft 13. A cutting output pulley 34 is attached to one end of the auxiliary transmission shaft 13, and the cutting output pulley 34 is wound around a cutting input pulley that drives a cutting unit with a belt. A one-way clutch is interposed between the auxiliary transmission shaft 13 and the cutting output pulley 34. Further, the gears 13a, 13b, 1
Gears 15a, 15 of the traveling system reduction shaft 15 meshing with the gear 3c.
The deceleration shaft 15 is driven via b and 15c. The gears 13a, 13 of the auxiliary transmission shaft 13 are switched by switching the shifter.
b, 13c and gears 15a, 15b of the traveling system reduction shaft 15,
15c are meshed with each other, and are switched to three stages of high speed, middle speed and low speed.

Further, by driving the reduction shaft 15, the side clutch shaft 16 is driven via a gear 16a at the center of the side clutch shaft 16 which meshes with a gear 15b provided on the same reduction shaft 15. Side clutch 24L, 24R
Is connected when the disc plate 36 is pressed inward by hydraulic pressure, and the power is supplied from the side clutch shaft 16 to the rotating body 35.
Is transmitted to the casing 37 via the disk plate 36 in a connected state. The inner diameter of the casing 37 is spline-fitted to the rotating body 101, so that the rotating body 101 rotates and is further integrally formed with the rotating body 101. Gear 37a and gear 16b rotate. In this embodiment, when the engine is started, the disk 3 is always driven by the hydraulic pressure.
6 is pressed and connected. Then, the reduction gear shaft 17 is driven by spline fitting via the gear 17a meshing with the gear 16b. Further, the reduction gear shaft 1
7 is spline-fitted via a gear 18a meshing with a gear 17b of the same gear shaft 17 to drive the wheel shaft 18
Drives. Incidentally, reference numeral 38 in the figure denotes a sprocket mounted on the wheel shaft 18.

Referring to FIGS. 4 and 8, power from the engine is transmitted to the input shaft 19 of the turning HST 6 by a gear-type interlocking mechanism. Numeral 54 in the figure is a trunnion shaft for turning HST. A gear 20a and a gear 21 meshing therewith are output from the output shaft 20.
Power is transmitted to the reduction shaft 21 via a. Further, the power is transmitted to the differential input gear Q meshing with the gear 21b of the reduction shaft 21 via the gear 21b. The differential input gear Q is fixed to the differential case 25 with bolts. In the figure, reference numeral 41 denotes a pin fixed to the differential case 25, and reference numerals 42, 42a and 43 denote bevel gears, respectively. Further, the differential output gear P provided on the differential shaft 22 is a gear 3 of the side clutch 24R.
7a. Further, the differential output gear R provided on the side opposite to the differential output gear P of the differential differential shaft 22 meshes with the reverse gear 23 mounted on the traveling system reduction shaft 15 as described above,
Further, the reverse gear 23 is a gear 3 of the side clutch 24L.
7a.

Referring also to FIGS. 4 and 8, during traveling, the power of the traveling HST 5 is transmitted to the side clutch shaft 16 via the aforementioned transmission path. During traveling (during engine rotation), the left and right side clutches 24L,
Since 24R is in the connected state, the power is transmitted to the wheel gear via the reduction gear shaft 17, and the wheel shaft (axle)
18 is driven. As described above, for example, when the engine is started, the piston 44 is pushed inward by the hydraulic pressure flowing through the hydraulic piping connected to the solenoid valve, and the disk plates 36 of the left and right side clutches are connected. The power can be transmitted, and the power is transmitted by the forward / backward operation of the traveling HST 5. When the traveling HST 5 is set to neutral, power transmission is not performed. When the engine is stopped, the piston 44 returns to its original position by a compression spring (not shown) disposed inside the piston 44, and the transmission of power is cut off.

At the time of turning, the connection state of the side clutch on the inside of the turn is disconnected and turned off, and the power of the traveling HST 5 is not transmitted to the wheel shaft 18. For example, considering the case where the left side clutch 24L is off and the right side clutch 24R is on, the traveling H
The power of ST5 is transmitted from the side clutch shaft 16 to the right (outer turning) wheel shaft 18, but to the left (inward turning).
Is not transmitted to the wheel shaft 18. And HS for turning
The power of T6 is input to the differential gear mechanism, and the differential input gear Q and the rotational drive of the differential case 25 cause the differential differential shaft 2 to rotate.
2, the rotating body 101 of the side clutch 24L and the gear 16b rotate via the differential output gear R and the reverse rotation gear 23, and are transmitted to the wheel shaft 18 on the left (inward turning).
The speed of the wheel shaft 18 is continuously changed to the forward rotation side or the reverse rotation side.
In addition, since the reverse gear 23 is rotatably mounted on the reduction shaft 15 after the sub-speed change, there is no need to separately provide a shaft for supporting the reverse gear 23. And weight can be reduced. Furthermore, it is possible to achieve a compact transmission. As will be described in detail later, the brake 27 provided on the differential shaft 22 will be briefly described here. When the left and right brake plates 46L and 46R are rotated, the piston 47 is pushed inward and the multi-plate type When the disc plate 45 is connected, the parking brake is applied.

FIG. 5 is a diagram showing the relationship between the rotational speeds of the differential input / output gears P, Q, and R. During traveling (straight running), the left and right bevel gears 43, 43 rotate in opposite directions, and the bevel gears 42 and 42a rotate without rotating around the shaft 22.
During turning, power is transmitted from the turning HST 6, the differential input gear Q rises from zero rotation according to the tilt angle of the power steering lever 3, and the differential output gear P or R on the outside of turning turns. The differential input gear Q accelerates.
While one of the gears R or P is rotating in the reverse direction with respect to the other (the outer side and the inner side are rotating in the same direction and the inner side is lower than the outer side), turning at a gentle turning angle (here, “mild” Turn), stop (gear Q is gear P
Or, when the rotation inside the turning is stopped in the state of 1/2 rotation of R), it is a brake turn. The reason why the wheel shaft 18 rotates in the same direction even though the differential output gears P and R rotate in the opposite direction is through the reverse rotation gear 23. Then, the differential case 25 rotates integrally with the gear Q, and the gear P
When one of the gear R and the gear P is rotating forward with respect to the other (rotation outside and inside rotate in different directions), a spin turn is performed. Of course, the inside of the turn and the outside of the turn are reversed between the left turn and the right turn. By the way, when the ratio of the axle rotation speed on the inside of the turn to the axle rotation speed on the outside of the turn in the spin turn state is set to 1: 3 by controlling the drive rotation speed of the HST 6 for turning,
As compared to the first spin turn, the horsepower loss during turning is reduced, and the center of turning of the aircraft moves while performing the spin turn, so that the alignment is facilitated after turning on a headland or the like.

Further, as described above, the outer shape of the transmission case is formed in a substantially U-shape, and a sub-gear switching means as shown in FIG. Provided. Reference numeral 8 denotes a subtransmission lever, which is connected to a pin 40 in a recess of the transmission case via a link mechanism 48. The pin 40 is fixed to a U-shaped plate 40a, and the U-shaped plate 40a is connected to a shifter for shifting the sub-speed. The main transmission lever 7 is connected to a pin 53a of the traveling HST 5 via a link mechanism 49. This pin 53a is a U-shaped plate 53b
It is fixed to. Reference numeral 55 denotes a fixed-quantity motor. A motor 57 is attached to the trunnion shaft 54 of the turning HST 6 via a pinion 56a and a gear 56. As described above, the auxiliary speed change operation means can be disposed by effectively utilizing the space in the front-rear space between the traveling HST 5 and the turning HST 6, so that the overall configuration can be made compact.

As described above, power from the engine is transmitted to the input shaft 11 of the traveling HST 5 via the input pulley 33, and this power is transmitted from the engine pulley 58 (FIG. 7) via the belt 50. And transmitted to the input pulley 33. The power transmitted to the input pulley is transmitted to the input shaft 11 of the traveling HST 5 and the input shaft 19 of the turning HST 6 by a gear-type interlocking mechanism.

Here, the gear type interlocking mechanism will be described. The output of the engine is input to the drive input shaft 11 of the traveling HST 5 by belt transmission.
And the drive input shaft 19 of the turning HST 6 have a gear transmission configuration, and power is input to the turning HST 6 by gear transmission.

Referring to FIG. 6, the traveling HST will be described.
The gear 73a is attached to the input shaft 11 of No. 5, and the above-mentioned input pulley 33 is further attached to the gear 73a, and is fixed with a bolt, a washer 71 or the like. Also, the input shaft 1 of the turning HST 6
9 is provided with a gear 73c.
The gear 73b is interposed between the gear 3c and the gear 3c to form a triple gear configuration. The three gears 73a, 73b and 73
The gear transmission mechanism consisting of the gear case 70L and the gear case 70L, 70R, which can be divided into two parts, is provided in the left and right gear cases 70L and 70R.
1. Bearings 75, 75 which rotatably support the input shaft 19 of the turning HST 6 and the shaft on which the gear 73b is mounted.
Is provided. The left and right gear cases 70L and 70R are combined, and the gear case is bolted and fixed to respective side surfaces of the traveling HST 5 and the turning HST 6 via bolt holes 74, 74... Provided in the gear case. In this way, the traveling HST 5 and the turning HST 6 are connected to both HSTs.
The input shafts are integrally connected by interlocking gear cases 70L and 70R, and are suspended and supported from the operation frame side via stays.

With the above configuration, if the connection between the traveling HST 5 and the turning HST 6 and the transmission case 32L, 32R is released, both the HST 5, 6 and the gear case 7 are released.
The transmission cases 32L and 32R can be removed from the fuselage side while leaving the transmission cases 0L and 70R on the fuselage side, so that there is no need to remove the hydraulic pipes and the like connected to the two HSTs, and the transmission cases 32L and 32R can be removed. Can be easily removed from the fuselage side. Further, the input shaft 11 of the traveling HST 5 and the input shaft 1 of the turning HST 6 described above.
9 and the gear 73a and the gear 73c are connected by, for example, spline fitting.
0L and 70R can be detachably attached to both HSTs 5 and 6, and maintenance of the gear interlocking mechanism in the gear case can be easily performed.

In this embodiment, the drive input shafts of the two HSTs 5 and 6 are interlocked by three gears. However, if the two gears are interlocked by two gears, the gear diameter becomes too large. Mission case 3
Problems such as interference with the 2L and 32R and enlargement of the gear cases 70L and 70R occur. On the other hand, in the case of a configuration in which four or more gears are interlocked, there is a disadvantage that the cost increases. By interlocking the drive input shafts of the two HSTs 5 and 6 with three gears, the gear diameter can be suppressed from increasing, interference with the transmission case can be eliminated, and the gear case can be rationally configured as a compact one. , And can be realized at relatively low cost.

Of the three gears interlocking between the drive input shafts of the two HSTs 5 and 6, the central gear 73b has a large diameter so that the other two gears 73a and 73c have a small diameter. Therefore, the mounting portions of the gear cases 70L, 70R for the respective HSTs 5, 6 can be made compact. Further, in the present embodiment, a lubrication port 76 is provided on the upper surface of the central part in the front-rear direction of the gear cases 70L, 70R so as to extend upward (see FIG. 6). Thus, by providing the lubrication port 76 at a relatively high position,
Lubricating oil can be less likely to be applied to the breather provided in the plug of the oil inlet 76. Further, as described above, both H
In the case of the configuration in which the input shafts of ST5 and ST6 are interlocked by three gears, the lubricating oil jumps up on the ascending rotation side of the two gears meshing with each other. By doing so, the gear can be disposed at a position avoiding the ascending rotation side, that is, at a position above the central gear 73b, so that lubricating oil can be less likely to be applied to the breather provided at the stopper of the oil inlet 76. Further, this position is also a position avoiding the input pulley 33.

The two split cases of the same shape, each having a hole formed on one of the upper and lower sides, are joined in reverse to each other to form the gear cases 70L and 70R. Is used as the lubrication port 76, and the downward hole is used as the drain port, so that the two reversing cases constituting the gear case can be used as common parts, and the manufacturing cost can be reduced.

Incidentally, the HST in the present embodiment is
Will be described. Of the two HSTs, a shoeless type low-pressure HST is provided for the traveling HST 5 which is constantly driven.
And a shoe-type high-pressure HST is used as the turning HST 6. Here, the shoe type refers to a configuration in which a shoe is attached to the tip of each plunger piston and the shoe slides on a swash plate, and the shoeless type refers to a configuration in which the tip of each plunger piston is inclined with a hemispherical surface. It refers to a structure that directly contacts the needle bearing on the panel.
By using the shoeless type low-pressure HST for the constantly driven HST 5 for traveling, the power loss of the engine can be reduced and the working capacity can be increased. Further, the shoeless type low pressure HST can be realized at a lower cost than the shoe type high pressure HST. On the other hand, when a low pressure HST of a shoeless type is used as the HST 6 for turning, a high output is required at the time of turning, so that the capacity of the HST increases and becomes large, but a high pressure HST of a shoe type is used. This makes it possible to make the turning HST 6 compact.

Here, the hydraulic arrangement diagram of FIG. 7 will be described. When the engine is started, the oil in the oil tank 62 is sucked in through the gear pump 60 and sent to the solenoid valve 66 through the reduce valve 61, where the oil is split into left and right side clutches 24 and 24, respectively.
L, 24R. The left and right side clutches 24L, 24R are brought into a connected state (engaged state) by the hydraulic pressure. Further, the traveling HST 5 and the turning H
Sent to ST6. HST5 for traveling or HST6 for turning
When not used, a part is returned to the oil tank 62 via the manifold 65. Further, the oil is sent from the oil tank 62 to the reamer vertical cylinder 67 and the auger vertical cylinder 68 via the control valve 63.

By the way, as shown in FIG.
Among the STs, for example, one driving HST 5 is provided with a charge pump 77 and the other turning HST 6 is not provided with a charge pump 77. The hydraulic oil is branched and supplied to both closed circuits of the HST 5 and the turning HST 6. Conventionally, both HSTs are provided with charge pumps 77, respectively. However, in addition to the charge pumps, the number of auxiliary devices such as filters and pipes also increases, resulting in a problem of high cost. As described above, only one of the HSTs is provided with a charge pump.
By adopting a configuration in which T is branched and replenished, the number of auxiliary equipment such as filters and pipes in addition to the charge pump is reduced, and the configuration can be made inexpensively.

As described above, the parking brake 27 is provided on the left and right differential differential shafts 22, 22 of the differential gear mechanism (differential device). The brake 27 is linked to the brake pedal 9 provided on the control unit (see FIG. 2).
The operation of the parking brake 27 will be described with reference to FIG. When the brake pedal 9 is depressed in the direction of arrow A when the vehicle is stopped, the support plate 69 rotates around the fulcrum 72 in the direction of arrow B. At this time, the tension pulley 52 is moved by pulling a wire (not shown), thereby moving the belt. Transmission is cut off when 51 is loosened. At the same time, the wire 10 in the tube 10a is pulled, and the end of the wire 10 is connected to the left and right brake plates 46L, 46R, so that the left and right brake plates 46L, 46R rotate in the direction of arrow C. (Falls). As a result, the brake 27 operates as described above, and the left and right side clutch gears and the wheel shafts linked to the differential gear mechanism are almost completely braked.

Thus, the left and right differential differential shafts 22, 2
By providing the brakes 27 and 27 on 2 and braking,
The parking brake can be applied reliably. For example, even if the vehicle stops at an angle on a slope, the vehicle can be stopped on the slope without turning and the safety is improved. Further, as an operation mode, after harvesting one side of the field, an operation of driving the mowing part and stopping the harvesting grain culm while stopping at the ridge may be performed, but the brake pedal 9 is depressed and the left and right side clutches 24L are depressed. , 24R, and the brake 27 is actuated, so that the driving H
Even if ST5 is driven, this operation can be performed while the aircraft is stopped.

FIG. 10 is a view of FIG. 9 as viewed from the front and rear directions, 28 is a cutting input pulley, 29 is a cutting upper and lower fulcrum pipe, 30 is a cutting frame, and 31 is a motor for operating the brake 27 at the time of engine stall. is there. When the engine stalls, the motor 31 is activated and the cable 100
Pull. Then, the aforementioned brake plate 46L,
46R rotates in the direction of arrow C. As a result, the brake 27 is similarly turned on.

[0031]

As described above in detail, according to the traveling apparatus of the present invention, the traveling apparatus in which the differential transmission mechanism is driven by the turning HST to continuously and continuously shift the axle inside the turning in the forward and reverse directions. HST and turning HST
Since the drive input shaft of the T is integrally connected by an interlocking case and supported on the fuselage side, the transmission case of the traveling device can be detached from the fuselage side while both the HST and the case are left on the fuselage side. In addition, the transmission case can be easily removed without requiring a disconnection operation of the hydraulic piping or the like connected to both HSTs.

Further, according to the traveling apparatus of the present invention, the gear-type interlocking mechanism for interlocking the drive input shafts of the traveling HST and the turning HST is detachably attached to both HSTs.
The gear-type interlocking mechanism can be easily maintained. Further, the present invention provides a gear-type interlocking mechanism composed of three gears, thereby suppressing an increase in gear diameter, eliminating interference with the transmission case, making the gear case compact, and at low cost. Can be configured. Further, the present invention provides a structure in which a lubrication port is provided so as to extend upward on the upper surface of a central portion in the front-rear direction of a gear case in which the gear-type interlocking mechanism is provided, so that a lubricating oil is provided to a breather provided in a plug of the lubrication port. It can be less likely to be applied.

[Brief description of the drawings]

FIG. 1 is an overall side view showing an example of a combine according to the present invention.

FIG. 2 is a switch layout diagram of a driver's seat of the combine.

FIG. 3 is a diagram showing the arrangement of each transmission shaft in the transmission as viewed from the right side.

FIG. 4 is a sectional view along AA and S1-S1 in FIG. 3;

FIG. 5 is a diagram showing a relationship between rotation speeds of differential gears P, Q, and R;

FIG. 6 is a perspective view of a transmission.

FIG. 7 is an overall hydraulic piping diagram including a transmission.

FIG. 8 is a partially enlarged view of FIG.

FIG. 9 is a side view of the vicinity of the transmission showing the brake means.

FIG. 10 is a view of FIG. 9 as seen from the front-back direction.

FIG. 11 is a hydraulic piping diagram when a single charge pump is provided.

[Explanation of symbols]

 a Crawler b Cutting unit c Feed chain d Threshing machine e Grain tank f Auger 1 HST lever 2 Accelerator lever 3 Power steering lever 4 Sub transmission lever 5 HST for traveling 6 HST for turning 7 Main transmission lever 8 Sub transmission lever 9 Brake pedal 10 Brake Wire 11 HST input shaft for traveling 12 Same output shaft 13 Sub transmission shaft 15 Traveling system reduction shaft 16 Side clutch shaft 17 Reduction gear shaft 18 Wheel shaft 19 HST input shaft for turning 20 Same output shaft 21 Differential system reduction shaft 22 Differential differential Active shaft 23 Reverse gear 24L, 24R Clutch 25 Differential case 27 Brake 32L, 32R Transmission case (main case) 70L, 70R Gear case 73a, 73b, 73c Gear 76 Lubrication port

 ──────────────────────────────────────────────────の Continuing on the front page (72) Inventor, Mikiji Hirota 1-Family, Yakikura, Tobe-cho, Iyo-gun, Ehime Prefecture Iseki Agricultural Machinery Co., Ltd. F-term (reference) 3D039 AA04 AA05 AB11 AB22 AC23 AC33 AC40 AC65 AC70 AC79 AD22 AD26 AD33 3D042 AA06 AA09 AB12 BA02 BA04 BB01 BB03 3D052 DD04 EE01 FF01 FF02 GG04 HH02 JJ10

Claims (4)

[Claims] 1. A side clutch for intermittently connecting and disconnecting power to a traveling device is provided on the left and right, and a differential transmission mechanism is provided between side clutch gears provided on left and right side clutch shafts. In a traveling apparatus for continuously and reversely shifting the axle on the inside of turning by driving the differential transmission mechanism, a continuously variable transmission mechanism for traveling and the continuously variable transmission mechanism for turning are connected to drive input shafts of both continuously variable transmission mechanisms. The transmission case of the traveling device can be detached from the fuselage side while the two continuously variable transmission mechanisms and the case are left on the fuselage side while the two continuously variable transmission mechanisms and the case are left on the fuselage side. Traveling equipment. 2. The vehicle according to claim 1, further comprising: a side clutch for intermittently connecting and disconnecting power to the traveling device, a differential transmission mechanism provided between side clutch gears provided on the left and right side clutch shafts, and a stepless speed change mechanism for turning. A gear type interlocking mechanism for interlocking each drive input shaft of a continuously variable transmission mechanism for traveling and the continuously variable transmission mechanism for turning in a traveling apparatus for continuously changing the axle inside the turning in the forward and reverse directions by driving the differential transmission mechanism. The traveling device is configured to be detachable from the two continuously variable transmission mechanisms. 3. The traveling apparatus according to claim 2, wherein said gear-type interlocking mechanism is constituted by three gears. 4. The gear-type interlocking mechanism is covered by a gear case, and an oil supply port is provided on an upper surface of a central portion in the front-rear direction of the gear case so as to extend upward.
Or the traveling device according to 3.