JP2003235330A - Travel device of working machine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a travel device of a working machine capable of carrying out reaping and threshing operations at ridges or the like even in a state of stopping without carrying out complicated operations. <P>SOLUTION: The travel device of the working machine is equipped with a branching unit for branching a transmission system to a travel transmission mechanism (the side of a gear 102 and gears 28-30) and a reaping and threshing transmission mechanism (the side of gears 101 and 107 and a pulley 31) both installed to an engine input shaft 17, a clutch member 105 capable of regularly transmitting power to the reaping and threshing transmission mechanism installed to the branching unit and putting on and off the power to the travelling transmission mechanism and a single operation means (a foot operated ridge- parking pedal 108) capable of shutting the power transmission to the travelling transmission mechanism and changing the speed of the reaping and threshing mechanism to a speed increase position after bringing a manual HST lever 23 to a neutral position without transmitting the power of the engine to the input shaft 17. <P>COPYRIGHT: (C)2003,JPO

Description

Detailed Description of the Invention

[0001]

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

[0002]

2. Description of the Related Art As a traveling device for 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 landing area of the infinite tracks that make up the crawler wide, and enables free running even in weak fields such as paddy fields for agricultural work such as mowing work.

The combine has an engine as a power source and uses the power generated by the engine for traveling, harvesting, threshing, etc. of the combine. The crawler drives the power of the engine by shifting the power of the engine by a traveling transmission. The traveling transmission is composed of a hydrostatic continuously variable transmission (hereinafter, the continuously variable transmission is referred to as HST), a gear train mechanical transmission means, a clutch means, a braking means, and the like.

When the combine is driven straight ahead, a 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 speed difference, and the high-speed crawler is moved outward. The crawler on the low speed side, the stop side or the retreat side can be turned inside.

Further, a traveling transmission differential transmission system (auxiliary transmission system) provided with a differential gear unit is added to a conventional traveling transmission system having a basic transmission system to ensure reliable turning at a slight forward speed. Combines with improved performance have been proposed.

[0006]

In a combine equipped with a traveling system including the differential gear device, when it is desired to continue mowing and threshing work at a ridge, etc., the traveling is stopped at this time. When the traveling system of the traveling transmission is in a stopped state, the harvesting device and the threshing device also stop, and there are some combine harvesters where the harvesting and threshing work cannot be performed due to a ridge or the like.

In order to eliminate this problem and to perform harvesting and threshing work while stopping the traveling of the combine at the ridge,
Although there is a combine with a parking brake and a ridge cutting pedal, in such a configuration, it is necessary to simultaneously perform two operations of depressing the parking brake to stop traveling and simultaneously depressing the ridge cutting pedal, which is complicated. It was an operation and was the cause of a wrong operation.

[0008] An object of the present invention is to provide a traveling device for a working machine which can carry out mowing and threshing work on a ridge or the like even when traveling is stopped without performing a complicated operation.

[0009]

The above object of the present invention is solved by the following constitution. According to a first aspect of the present invention, an input shaft 17 portion for inputting a driving force from an engine, a manual transmission means 23 for controlling a shift of the engine driving force to the input shaft 17 portion to a speed increasing position or a neutral position, and The transmission gear mechanism including the left and right side clutches 44L and 44R capable of intermittently transmitting the driving force after sub-shifting the driving force from the input shaft 17 to a plurality of stages to the pair of left and right axles 11L and 11R is provided. A traveling transmission mechanism, a mowing / threshing transmission mechanism for driving the mowing device 9 and / or the threshing device 10 provided on the input shaft 17, and a transmission system branching to the traveling transmission mechanism and the mowing / threshing transmission mechanism. A clutch member 10 for constantly transmitting a driving force to a branch portion and the cutting and threshing transmission mechanism provided in the branch portion, and for turning the transmission of the driving force on and off to the traveling transmission mechanism.
5, the power transmission to the traveling transmission mechanism is cut off, and the manual transmission means 23 is set to the neutral position where the engine driving force to the input shaft 17 is not transmitted, and then the reaping and threshing transmission mechanism is set to the speed increasing position. It is a traveling device for a working machine, comprising a single operating means capable of shifting gears.

According to the second aspect of the present invention, the single operating means is a foot-operated pedal 108.

According to the first and second aspects of the present invention, when the single operation means (the edge (parking) pedal 108) is depressed, the transmission means (main transmission HST lever) 23 is forcibly returned to the neutral position. At that time, for example, as shown in FIG.
1 long hole 121a and L-shaped hole 117a of the fixing member 117
So that the pin 120 protruding from the pedal 108 rotatably inserted into the lower ends of the rods 123 and 124 can move in the L-shaped hole 117a and the long hole 121a together. Then, the main shift H forcibly returned to the neutral position.
The ST lever 23 can be moved forward.

For example, in the example shown in FIG. 6, a "mowing / thrushing transmission mechanism for driving the" mowing device 9 and / or the threshing device 10 "of the present invention, a traveling transmission mechanism provided on the input shaft 17 and a cutting / thrushing device. The "branch portion that branches the transmission system to the transmission mechanism" will be described. When the single operation means (the ridge (parking) pedal 108) is depressed in the direction of the arrow, the ridge pedal 1
The cable 112 (outer wire 112a and inner wire 112b) having one end fixed to the end of the rocking plate 110 is actuated by rocking in the direction of the arrow around the rocking center shaft 108a of the tip of the rocking rod 08. The moving plate 113 operates in the arrow direction, and the shifter 114 having the same rotation center as that of the swing plate 113 and fixed to the swing plate 113 swings in the arrow direction and abuts on the shifter 114. By the sliding of the shift member 103, the claw clutch 1
05 leaves.

Wide transmission gear 26 which is the mission input shaft
, The harvesting output gear 101 is fixed so as not to rotate relative to the traveling output gear 102, and the traveling output gear 102 is loosely fitted to the shift member 1 so that
03 is spline-fitted so as to be slidable in the axial direction, and a claw clutch 105 is formed between opposed end surfaces of the traveling output gear 102 and the shift member 103. Therefore, the shift member 10
The claw clutch 105 is disengaged by sliding 3 in the axial direction.

Since the shift member 103 is constantly biased toward the clutch 105 side, when the pawl clutch 105 is engaged, the traveling output gear 102 rotates integrally with the transmission gear 26,
When the claw clutch 105 is disengaged, a wide transmission is transmitted to the traveling output gear 102 by driving a traveling transmission system lower than the traveling output gear 102 through large, medium and small gears 28 to 30 which are auxiliary transmission gears that are constantly meshed with the traveling output gear 102. Although the power transmission from the gear 26 is lost, the traveling output gear 102 rotates freely, but the cutting output gear 101 that rotates integrally with the wide transmission gear 26 is fixed to the first auxiliary transmission shaft 27 (b-axis). 1
The driving force of the wide transmission gear 26 is transmitted to 07, the cutting transmission pulley 31 fixed to the first auxiliary transmission shaft 27 (b-axis) rotates, and the cutting device 9 maintains the driving state.

Conventionally, the parking brake pedal and the ridge cutting pedal are provided independently, but in the present invention, the vehicle is stopped by operating a single operation means (the ridge (parking) pedal 108). It is possible to mow the edge after the stop.

[0016]

According to the first and second aspects of the present invention, when the single operation means (the edge (parking) pedal 108) is depressed, the speed change means (main speed change HST lever) 23 is forced. After the neutral return to the neutral position, it becomes possible to operate the transmission means (main shift HST lever) 23, which has been forcibly returned to the neutral position by the mechanical link mechanism, to move forward.・ Threshing work is possible.

[0017]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be specifically described below with reference to the drawings. FIG. 1 is a left side view of the combine of the present invention, and FIG. 2 is a right side view of the combine of the present invention.

As shown in FIGS. 1 and 2, a traveling device main body 4 having a pair of left and right traveling crawlers 3 traveling on the soil surface is arranged on the lower side of the vehicle body frame 2 of the combine 1.
Mowing device 9 provided with a weeding rod 8 on the front end side of the body frame 2.
Is provided. The mowing device 9 is a mowing device supporting frame 7 that moves up and down around a fulcrum above the body frame 2.
Since the operator who is on the combine 1 tilts the steering lever 21 of the cockpit 20 back and forth, the operator is lifted up and down together with the harvesting device support frame 7.

Above the vehicle body frame 2, the grain culm conveyed from the reaping device 9 is continuously conveyed and threshed, and a threshing device 10 for threshing and sorting and a grain which has been threshed and sorted by the threshing device 10 are temporarily stored. The grain tank 13 is placed, and the auger 15 is connected to the rear portion of the grain tank 13 to discharge the grains in the grain tank 13 to the outside of the combine 1.

That is, in the combine 1, the operator operates the main gear shift HST lever 23 and the sub gear shift lever 22 in the cockpit 20, and the power of the engine (not shown) is stored in the traveling transmission case 12 shown in FIGS. 3 and 4. The speed is changed via the traveling HST 18 of the main transmission and the gear transmission of the auxiliary transmission 24, and the gears are transmitted to the left and right crawlers 3 to travel at an arbitrary speed.

Further, the combine 1 can be turned in various ways by the operator tilting the steering lever 21 left and right in the cockpit 20. That is, when the steering lever 21 is tilted in the direction in which the combine 1 is turned, the clutches 44 and 82 in the traveling mission case 12 shown in FIGS. 3 and 4 are actuated, and the left and right crawler drive sprockets ( Since it is selectively transmitted to a crawler (not shown), a speed difference is given to the left and right crawlers 3, 3 to change the traveling direction.

FIG. 3 and FIG. 4 are sectional views showing the traveling mission device 14 of the combine 1 of the present embodiment in a developed state, and FIG. 5 is a relational diagram of the number of rotations of the gears of the differential gear device.

The traveling mission device 14 is a shown in FIG.
To a basic transmission system of a traveling transmission including an e-axis, a counter shaft 60 (A-axis), a clutch shaft 70 (B) shown in FIG.
Shaft) and a support shaft 50 (C-axis), and is equipped with a travel mission differential transmission system (auxiliary transmission system).

First, the a-axis to e of the traveling mission device 14
The traveling transmission basic transmission system including the shaft will be mainly described with reference to FIG. Rotational driving force from an engine (not shown) is transmitted to the traveling HST 18, switching between forward / reverse rotation and variable speed rotational power are output from the output shaft 17 (a-axis). Then, the main speed change lever 23 is used to drive the HST for traveling.
It is configured to be able to switch between 18 acceleration / deceleration shifts and forward / backward movements (forward / reverse switching).

Then, by operating the steering lever 21, the differential gear device 6 is driven by "on" and "off" of the side clutches 44L and 44R, which will be described later, and a speed change operation of acceleration and deceleration so that the vehicle can turn. I am trying.

A sub transmission 24, a side clutch device, a differential gear device 6 and a gear transmission 19 are provided in the traveling mission case 12, and the left and right wheel shafts 11L and 11R on the transmission lower side of these devices are provided. The left and right traveling crawlers 3 and 3 are driven via a drive sprocket (not shown).

The sub-transmission device 24 is a large gear 2 integrally provided on the first sub-transmission shaft 27 (b-axis) to which the power from the wide transmission gear 26 of the output shaft 17 of the traveling HST 18 is transmitted.
8, the middle gear 29, the small gear 30, the second auxiliary transmission shaft 33 (c
A large gear 34, a medium gear 35, and a small gear 36 provided on the shaft. The gears 28 to 30 that are integrally provided on the first auxiliary transmission shaft 27 are
The shaft is mounted so as to be slidable in the axial direction of and is capable of shifting. Then, the first auxiliary transmission shaft 27 has its end portion extended outward from the traveling mission case 12 to extend the cutting transmission pulley 3.
1 (cutting PTO pulley) is attached to the shaft so that the rotational power synchronized with the vehicle speed can be input to each rotary unit such as the cutting device 9.

The second sub-transmission shaft 33 is mounted on the transmission lower side of the first sub-transmission shaft 27, and has a large transmission gear 34, a middle gear 35, a small transmission gear 36, and a transmission gear 37, respectively. I'm wearing it. Large shift gear 34 of the second auxiliary shift shaft 33
Meshes with the small gear 30 of the first auxiliary transmission shaft 27, the changing gear 35 meshes with the middle gear 29 of the first auxiliary transmission shaft 27, and the small transmission gear 36 has the large gear 28 of the first auxiliary transmission shaft 27. And the transmission gear 37 is connected to a side clutch shaft 41, which will be described later.
Center gear 40 that transmits power to L and 41R (d axis)
Always meshes with. Further, the transmission gear 37 is the counter shaft 6
The output gear 61 of 0 is always meshed.

The side clutch device is provided with side clutch shafts 41L and 41R on the left and right sides of the center gear 40 as a center on the transmission lower side of the second auxiliary transmission shaft 33. Clutch gears 43L and 43R are spline-engaged on the side clutch shafts 41L and 41R, respectively.
The center gear 40 includes clutch gears 43L and 43R.
Is equipped with an inner peripheral gear that can be engaged and released. The clutch gears 43L and 43R are splined on the sleeves 42L and 42R, and the sleeves 42L and 42R are loosely fitted on the left and right side clutch shafts 41L and 41R, respectively.

Clutch gear 43 meshed with a gear dock
The structures composed of L and 43R and the inner peripheral gear of the center gear 40 will be referred to as side clutches 44L and 44R, respectively.

Sleeves 42L and 42R are loosely fitted on the side clutch shafts 41L and 41R, respectively.
Clutch gear 43L via sleeves 42L, 42R,
43R is always engaged with the wheel shaft gears 48L and 48R, the wheel shafts 11L and 11R (e-axis) are fixed to the gears 48L and 48R, and drive sprockets (not shown) are fixed to both ends of the wheel shafts 11L and 11R. The left and right traveling crawlers 3, 3 fixed to the drive sprockets can be driven.

Further, springs 49L, 42L are provided between the sleeves 42L, 42R and the traveling mission case 12, respectively.
49R is provided, and the sleeves 42L and 42R are constantly urged toward the center gear 40 by the springs 49L and 49R, but the shifters 47L and 47R can move in a direction to overcome the urging forces of the springs 49L and 49R. It has become.

Since the shifters 47L and 47R do not operate during straight running and the side clutches 44L and 44R are both engaged, the left and right crawlers 3 and 3 rotate at a constant speed. In addition, by operating the steering lever 21 in a desired turning direction, the shifter 47L or 47R is actuated, and engagement or disengagement of the side clutch 44L or 44R is selected, and engine power is applied to the left or right crawler 3, 3. It is transmitted and rotates in the desired direction. Also, the wheel shaft gears 48L, 4
8R is a side gear 55L, 5L of the differential gear device 6 described later.
Always meshes with 5R.

Also, the A-axis to C of the traveling mission device 14
A traveling transmission differential (auxiliary) transmission system including shafts will be mainly described with reference to FIG. The traveling transmission differential (auxiliary) transmission system is provided on a clutch shaft 70 (B shaft) provided on the rear side of the auxiliary transmission 24, a straight traveling clutch 81, a turning clutch 82, and a counter shaft 60 (A).
A gear transmission 19 having a shaft) and a differential gear device 6 having a support shaft 50 (C axis) are provided.

An output gear 61 for transmitting power to a straight-moving clutch 81 is fixedly attached to a counter shaft 60 of the gear transmission 19, and an output gear 62 is provided in a position parallel to the output gear 61. It is configured to be able to turn by spin turns or brake turns. The driving force is transmitted to the output gear 61 from the transmission gear 37 of the second auxiliary transmission shaft 33.

When the driving force from the gear transmission 19 is transmitted to the straight traveling clutch 81, the driving force is transmitted to the differential gear device 6.
The side gears 51L and 51R are simultaneously rotated at a constant speed via the ring gear 53 and the intermediate bevel gear 52 of the same to rotate the support shaft 50 (C axis) and the side gears 55L and 55R, and further the wheel shaft gears 48L and 48R and the wheel. The traveling crawlers 3 and 3 are rotated at a constant speed via the shafts 11L and 11R (e-axis).

When the rotational power transmitted from the sub transmission 24 and the gear transmission 19 passes through the turning clutch 82, the side gears 51L and 51R of the differential gear device 6 are also included.
Are rotated at predetermined different rotational speeds, and the combine is turned in a desired turning mode in a desired direction via the left and right crawlers 3 and 3. The details will be described later.

When the auxiliary transmission lever 22 is operated, three types of transmission gears 28, 29, 30 of the first transmission shaft 27 of the auxiliary transmission 24 and a second auxiliary transmission shaft 33 are operated through an auxiliary transmission shifter stay (not shown). The output gear 61 fixed to the counter shaft 60 (A axis) that is constantly engaged with the transmission gear 37 of the second auxiliary transmission shaft 33 is rotated by meshing any one of the corresponding gears 36, 35, 34. . Output gear 6 of the counter shaft 60
Reference numeral 1 always meshes with a gear 72a provided on the cylindrical rotating body 72. The cylindrical rotating body 72 is loosely fitted to the clutch shaft 70, and a straight-moving clutch 81 composed of a multi-plate friction plate is configured between the cylindrical rotating body 72 and the cylindrical rotating body 71 spline-fitted. is doing. The cylindrical rotating body 7
Reference numeral 1 is spline-fitted to the clutch shaft 70. Also,
A cylindrical rotating body 74 is loosely fitted around the outer periphery of the cylindrical rotating body 72, and an output gear fixed to a counter shaft 60 (A axis) that is constantly engaged with the transmission gear 37 is attached to the cylindrical rotating body 74. 6
2 is always engaged. Further, between the cylindrical rotating body 74 and the cylindrical rotating body 71, a turning clutch 82 composed of a multi-plate friction plate is formed. A compression spring 75 is arranged between the straight-travel clutch 81 and the turning clutch 82, and the urging force of the compression spring 75 is set stronger than the hydraulic pressure at which the straight-travel clutch 81 is “on”.

Further, on the outer periphery of the cylindrical rotating body 71, a cylindrical body 76 having disk-shaped plates 76a, 76b for partitioning the straight-moving clutch 81, the compression spring 75, and the turning clutch 82, respectively, is integrally provided. ing.

When the pressure oil is not introduced from the oil port 77, the cylindrical rotary member 71 and the cylindrical rotary member 7 are compressed by the compression spring 75.
It is always urged in the "on" direction in which the straight-moving clutch 81 is engaged between the two. The straight clutch 81 is always on
The turning clutch 82 is always kept in the “off” state.

When pressure oil is introduced from the oil port 77, the piston 73 and the cylindrical body 76 overcome the urging force of the spring 75 and shift to the left side (direction of arrow A) in FIG.
1 is released (“OFF” state), and the turning clutch 82 is engaged (“ON” state).

When the straight traveling clutch 81 is "on", the driving force from the output gear 61 of the counter shaft 60 rotates the cylindrical rotating body 72, the cylindrical rotating body 71 and the clutch shaft 70, and the clutch shaft 70 is rotated. The transmission gear 78 that is spline-fitted and the ring gear 53 of the differential gear device 6 that is constantly engaged with the transmission gear 78 are rotated. At this time, since the turning clutch 82 is “off”, the driving force from the output gear 62 of the counter shaft 60 causes the cylindrical rotating body 74 to idle.

When the turning clutch 82 is "on", the linear clutch 81 is "off", and the driving force from the output gear 61 of the counter shaft 60 causes the cylindrical rotating body 72 to idle. At this time, the driving force of the output gear 62 of the counter shaft 60 rotates the cylindrical rotating body 71 via the gear 74a of the cylindrical rotating body 74, and the rotation of the rotating body 71 drives the clutch shaft 70. As a result, the transmission gear 78 fixed to the clutch shaft 70 rotates to rotate the ring gear 53 of the differential gear device 6.

The differential gear unit 6 includes an intermediate bevel gear 52.
Ring gear 53 integrated with a differential case 54 provided on the outer periphery of the
And side bevel gears 51L and 51R are rotatably supported on the support shaft 50.
The left and right side gears 55L are attached to the side gears 51L and 51R,
55R is fixed respectively. These side gears 55
L and 55R are wheel shaft gears 48L and 4 respectively.
8R is always engaged. The ring gear 53 is always engaged with the transmission gear 78 of the clutch shaft 70.

As is clear from FIG. 4, the straight-travel clutch 8
1 and the clutch 82 for turning are the same clutch shaft 70
Since both clutches 81 and 82 can be operated selectively by disposing them on the above, the configuration can be simplified and the cost can be reduced. Further, since the switching timing of both clutches 81, 82 can be mechanically adjusted, complicated control is not required.

The traveling mission device 14 having the above structure
In the gear mechanism of No. 2, when the combine goes straight, the left and right side clutches 44L and 44R of the side clutch device remain engaged, and the engine power is the side of the second auxiliary transmission shaft 33 of the auxiliary transmission device 24 on the lower transmission side. Clutch shaft 41
Power is transmitted from the center gear 40 engaged with L and 41R to the left and right traveling systems, respectively. In the traveling system on the left side, the power transmitted from the center gear 40 is the clutch gear 4
The wheel shaft gear 48L, the wheel shaft 11L, and a drive sprocket (not shown) are sequentially rotated from 3L to drive the left crawler 3. Similarly, in the right traveling system, the power of the center gear 40 drives the right crawler 3 by sequentially rotating the clutch shaft 43R, the wheel shaft gear 48R, the wheel shaft 11R and a drive sprocket (not shown).

The operation of the sub-shift lever 22 causes the sub-shift shifter stay (not shown) to move the first sub-shift shaft 27 of the sub-transmission device 24.
The gears 28, 29, 30 of the second sub-transmission shaft 33 and the corresponding gears of any one of the gears 36, 35, 34 of the second sub-transmission shaft 33 are meshed with each other to allow straight traveling at an appropriate speed stage.

At this time, the straight traveling clutch 81 is "ON",
The turning clutch 82 is "disengaged", and the state of the differential gear device 6 when traveling straight is as follows. Since the wheel shaft gears 48L and 48R are both rotating, the side gears 55L and 55R meshed with the wheel shaft gears 48L and 48R rotate in the same direction at the same speed. Therefore, the side gears 55L, 55
The differential case 54 and the ring gear 53 integrated with the differential case 54 also rotate in the same direction via the side gears 51L and 51R that rotate integrally with R, respectively.

Further, the driving force of the second auxiliary transmission shaft 33 is such that the output gear 61 of the counter shaft 60, the gear 72a of the cylindrical rotating body 72 of the straight traveling clutch 81, the straight traveling clutch 81, the cylindrical rotating body 71, the clutch shaft. 70, the transmission gear 78 and the ring gear 53 are sequentially transmitted with power.

As described above, since the ring gear 53 is rotated from the above two systems, the gear ratio from the above two systems to the ring gear 53 is set to be the same. Therefore, when the side clutch 44L or 44R is disengaged, the power from the above-mentioned transmission system is transmitted from the ring gear 53 to the side gears 55L and 55R and the wheel shaft gears 48L and 48L.
Since it is transmitted to each R, shock is prevented.

Next, the operation of the gear mechanism when turning to the left will be described. By tilting the steering lever 21 to the left to operate the shifter 47L and turn the side clutch 44L to "OFF" as shown in FIG. 3, pressure oil is introduced from the oil port 77 by a mechanism (not shown), and the piston 73 And the cylindrical body 76 moves in the direction of arrow A in FIG. By this movement in the direction of arrow A, the straight-travel clutch 81 is turned "off" and the turning clutch 82 is turned "on". The ring gear 53 is driven via the output gear 62 of the counter shaft 60 via the corresponding gear 74a provided on the outer periphery of the cylindrical rotating body 74 of the turning clutch 82.

The turning clutch 82 can control the multi-plate friction plate to a turning mode in which the hydraulic pressure is set steplessly (continuously) by the hydraulic control means of the turning clutch 82 (not shown). The hydraulic pressure of the friction plate of the turning clutch 82 can be controlled by controlling the tilt angle detected and output by a potentiometer (not shown) attached to the steering lever 21 provided in the cockpit 20. .

Due to the relationship between the output gear 62 of the counter shaft 60 and the gear ratio of the gear 74a of the cylindrical rotary member 74, for example, when the turning clutch 82 is completely engaged, the side gear 55L rotates on the side gear 44R side. 5
Since the rotation speed is set to -1/4 of the rotation speed of 5R and a rapid turn (spin turn) state is set, it is possible to perform a slow turn to a brake turn and a sharp turn.

That is, as shown in FIG. 5, since the side clutch 44R is in the "on" state when turning left, the rotation of the wheel shaft gear 48R is transmitted to the side gear 55R, and the rotation speed of the side gear 55R becomes constant. As the rotation speed of the ring gear 53 decreases as the frictional force of the turning clutch 82 increases, the rotation speed of the side gear 55L decreases in proportion thereto. When the rotation speed of the ring gear 53 becomes 1/2 of that of the side gear 55R, the side gear 55L becomes zero rotation, and the rotation speed from the side gear 55L via the wheel shaft gear 48L becomes zero.
The brake is not applied to the left crawler 3, but the left crawler 3 does not rotate, so-called brake turning is performed.

When the ring gear 53 further decelerates,
Side gear 55L with respect to the rotation direction of side gear 55R
Rotates in the reverse direction, the left crawler 3 rotates in the reverse direction, and a so-called sudden turn is performed.

With respect to the reverse rotation speed of the side gear 55L with respect to the rotation speed of the side gear 55R, if the speed change ratio of the gear 62 and the gear 72a is set to point X in FIG.
Can be set to the reverse rotation speed that can be executed up to -1/4 spin turn for the side gear 55R.

When the right turn is selected, the side clutch 44
By setting R to "off", the operation opposite to the left turn is performed by the traveling mission device 14.

The gear transmission 1 having a relatively simple structure between the auxiliary transmission 24 and the turning clutch 82 as described above.
By adjusting the engagement pressure of the friction plate of the turning clutch 82 via the No. 9, it is possible to switch from a gentle turning to a brake turning and a sharp turning of -1/4 to a feasible state. The installation of the target control line for increasing or decreasing the oil feed pressure to the turning clutch 82 will be described below.

In the traveling apparatus having the above structure, the turning clutch 82 is responsive to the operation angle of the steering lever 21.
A target control line will be installed to increase or decrease the oil pressure to the. Therefore, the clutch pressure of the turning clutch 82 changes along the target control line according to the operation angle of the steering lever 21 at this time, and the slow turning, brake turning, and sharp turning modes are set.

The feature of this embodiment is that, as shown in FIGS. 3 and 6, in the input shaft (HST output shaft 17) of the differential transmission transmission system, a power transmission path is provided between the traveling transmission system and the cutting transmission system. The input shaft portion (HST output shaft 17) is provided with a clutch (clutch clutch 105) that allows the driving force to be constantly transmitted to the reaping transmission system and that turns the transmission of the driving force to the traveling transmission system on and off. ), So that power transmission to the traveling transmission system can be cut off.

In order to achieve the above-mentioned structure, the claw clutch 105 is disengaged and the HST output rotation is made acceleratingly rotatable based on the depressing operation of the pedal 108 provided in the cockpit 20 to operate the cutting transmission system. After that, the HST output rotation is returned to the original rotation, and the HST lever 23 is connected so as to return to the neutral position.

The above structure will be described in detail below. The reaper output gear 101 is fixed to the wide transmission gear 26, which is the mission input shaft, so that it cannot rotate relative to the transmission output gear 102. The member 103 is provided by spline fitting so as to be slidable in the axial direction. Travel output gear 102
The claw clutch 105 is provided between the opposing end surfaces of the shift member 103 and the shift member 103.
And the claw clutch 105 is disengaged by sliding the shift member 103 in the axial direction. A spring 106 is provided between the shift member 103 and the wall surface of the traveling transmission case 12, and the shift member 103 is constantly biased toward the clutch 105 side.

When the pawl clutch 105 is engaged, the traveling output gear 102 is the wide transmission gear 26 which is the mission input shaft.
And a large, medium, and small gears 28 to 30, which are auxiliary transmission gears that are constantly meshed with the traveling output gear 102, drive a traveling transmission system below the traveling transmission system.

When the claw clutch 105 is disengaged, power is not transmitted from the wide transmission gear 26 to the traveling output gear 102, and the traveling output gear 102 rotates freely, but the cutting output gear 101 rotates integrally with the wide transmission gear 26. Drive force of the wide transmission gear 26 is transmitted to the cutting transmission gear 107 fixed to the first auxiliary transmission shaft 27 (b-axis), and the cutting transmission pulley 31 fixed to the first auxiliary transmission shaft 27 (b-axis) rotates. Then, the reaper 9 maintains the driving state.

Although not shown, the threshing device 10 can be driven from a drive system different from the drive system to which the drive force of the cutting transmission pulley 31 is transmitted.

The disengagement of the pawl clutch 105 is performed as follows. That is, as shown in FIG. 6, when the ridge cutting pedal (sometimes referred to as a ridge pedal) 108 is depressed in the direction of the arrow, the swing plate provided on the swing center shaft 108a at the tip of the ridge pedal 108. 110 swings in the direction of the arrow around the swing center shaft 108a. A cable 112 whose one end is fixed to the end of the swing plate 110.
Inner wire 112b in outer wire 112a of
Is activated, the swing plate 113 fixed to the other end of the inner wire 112b is actuated in the arrow direction, and the shifter 114 fixed to the swing plate 113 has the same rotation center as the rotation center of the swing plate 113. Is oscillated in the direction of the arrow, and the claw clutch 105 is disengaged by the sliding of the shift member 103 that is in contact with the shifter 114.

The ridge pedal 108 that disengages the pawl clutch 105 by sliding the shift member 103 also serves as a parking pedal, and the HST lever 23 is forcibly returned to the neutral position by depressing the pedal 108 to stop the traveling of the combine. 7 to 9 show a structure in which the claw clutch 105 is disengaged by sliding the shift member 103 at that time, and then the HST lever 23 can be operated to the forward side.

In the embodiment shown in FIG. 7 to FIG. 9, the main shift HST lever 23 is operated by connecting to the ridge pedal 108 (also used as a parking pedal) provided in the cockpit 20 and depressing the ridge pedal 108. When the combine returns to the neutral state and the combine stops traveling, the combination with the ridge pedal 108 is shown in FIG.
By the swing arm 110 and the inner race 112b shown in FIG. 6, the shift member 103 shown in FIG. 6 is slid to disengage the pawl clutch 105, and the power transmission from the wide transmission gear 26 to the traveling output gear 102 is cut off. When the claw clutch 105 is disengaged by the sliding of the shift member 103 and the HST input shaft 17 is rotated again in the forward mode by allowing the main shift HST lever 23 to be manually operated, the reaping transmission system receives power. The harvesting device 9 is transmitted to operate the harvesting device 9.

Details of the above configuration will be described below. A fixing plate 117 having an L-shaped hole 117a fixed to the floor structure 116 of the cockpit 20 is provided at the tip of the ridge pedal 108 biased upward as shown in FIG. The pin 120 is slidable in the L-shaped hole 117a of the fixed plate 117. Adjacent to the fixed plate 117, a swing arm 121 having the same swing center as the swing center shaft 108a of the pedal 108 and biased upward is provided. The arm 121 is provided with a long hole 121a. , The pin 12 protruding from the pedal 108 in the long hole 121a.
0 penetrates slidably. Also, the pin 120 has an H
The lower ends of a pair of rods 123 and 124 rotatably connected to the base of the ST lever 23 are rotatably connected to each other. The long holes 1 are provided above the rods 123 and 124, respectively.
Since the pins 23a and 23b provided at both lower end portions of the HST lever 23 move in the insides 23a and 124a, the rods 123 and 124 are rotatably connected to the HST lever 23, respectively.

Therefore, when the pedal 108 is depressed, the pin 120 descends to the bent portion of the L-shaped hole 117a of the fixed plate 117, and the main shift HST lever 23 is forcibly returned to the neutral position at this point. At that time, the long hole 121 of the swing arm 121
a is aligned with the L-shaped hole 117a of the fixing member 117 in a side view (FIG. 8), and the pin 120 engaged with the lower ends of the rods 123 and 124 is disposed in both the L-shaped hole 117a and the long hole 121a. When it becomes possible to move, the main shift HST lever 23 that has been forcibly returned to the neutral position can be moved forward. In the main shift HST lever 23, the pins 23a and 23b fixed to the HST lever base portion slide in the long holes 123a and 124a provided in the connection portions of the two rods 123 and 124 on the HST lever base portion side.
The lever 23 can be operated not only in the forward direction but also in the backward direction (FIG. 9).

Conventionally, the pedal for the parking brake and the ridge cutting pedal are provided independently, but in the present embodiment, the operation of the single pedal 108 is performed to stop the ridge and cut the ridge after the vehicle is stopped. It can be performed.

Further, as shown in FIG. 10, the ridge pedal 10
8 and the HST lever 23 may be connected to each other.

The traveling transmission device of this embodiment has the same construction as that shown in FIG. 6, and is moved in the arrow direction by stepping on the ridge pedal 108, and the swing plate 110 moves in the arrow direction through the inner race 112b. Since the oscillating plate 113 moves in the direction of the arrow, the shift member 103 is slid through the shifter 114 to disengage the pawl clutch 105 to cut off the power transmission to the traveling transmission system, and the HST output shaft 17 for the cutting transmission system. The power from can be transmitted. At this time, based on the depression operation of the pedal 108, the pawl clutch 105 is disengaged and the HST
The output rotation of 18 is automatically accelerated over a predetermined time, and after the lapse of the predetermined time, the output rotation of the HST 18 returns to the original rotation, and the HST lever 23 is connected so as to be forcibly returned to the neutral position.

That is, when the ridge pedal 108 is depressed, the swing arm 110 swings to activate the switch 126, and a signal from the switch 126 is input to the controller 127. At this time, when the HST lever 23 is operated to the speed increasing side, a detection signal from the potentiometer 129 is output to the controller 127. When a signal from the switch 126 and a signal from the potentiometer 129 enter the controller 127, the controller 127 automatically causes the actuator (electric motor) 130 to drive the HST for traveling.
The trunnion shaft 18 is rotated to the speed increasing side. The controller 127 controls the speed-up state to continue for a predetermined time (2 to 3 seconds), and after the predetermined time elapses, H
The trunnion shaft of ST18 returns to the original rotation angle, and the HST lever (main transmission lever) 23 is forcibly returned to the neutral position. The control flow in this case is shown in FIG.

Thus, by operating the pedal 108,
Since the mowing device 9 and / or the threshing device 10 can be automatically speed-up-driven to an appropriate rotation while the combine is stopped running, compared to the case where the mowing device 9 is driven at a low speed, the harvested grain culm intake / The handing property is improved, and the ridges can be cut smoothly.

Further, in the control mode of the controller 127 in the configuration shown in FIG. 10, the claw clutch 105 is disengaged by the depression operation of the pedal 108, and the output rotation of the HST 18 is automatically increased by a predetermined amount to rotate the pedal. When the stepping operation of 108 is released, the output rotation of the HST 18 may be returned to the original rotation, and the HST lever 23 may be forcibly returned to the neutral position. The control flow in this case is shown in FIG.

In this case, by operating the pedal 108, the harvesting device 9 can be automatically speed-up-driven to an appropriate rotation while the traveling of the combine is stopped. Therefore, as compared with the case where the harvesting device 9 is driven at a low speed. Incorporation of harvested culm
The handing property is improved, and the ridges can be cut smoothly.

In the configuration shown in FIG. 13, when the ridge pedal 108 is depressed in the same manner as shown in FIG. 10, the swing arm 110 provided on the pedal swing center shaft 108a at the tip of the ridge pedal 108 is The shift member 103 disengages the pawl clutch 105 by the operation of the inner wire 112b, the swing plate 113, and the shifter 114, and the drive of the combine traveling system is stopped.

At the same time, the switch 126 is operated, and the swash plate angle changing motor 130 is operated via the controller 127 so as to forcibly return the trunnion shaft of the HST 18 to the neutral position (neutral angle). A unidirectional clutch 132 is provided on the rotary shaft of the swash plate angle changing motor 130, and the unidirectional clutch 132 is interlocked with a rod 135 rotatably engaged with a base plate 133 of the HST lever 23. It is configured.

Therefore, when the trunnion shaft of the HST 18 is forcibly returned to the neutral position (neutral angle) in conjunction with the depression operation of the ridge pedal 108, the HST lever 23 via the one-way clutch 132, the rod 135 and the base plate 133. Forcibly return to neutral. Thus, HST1
The neutral state of 8 and the neutral state of the HST lever 23 are matched.

In this way, if the transmission state from the HST 18 to the mission traveling transmission system is cut off while the parking pedal 108 is stepped on, the reaping device 9 can be driven while stopped at the ridge, and separately. It is not necessary to provide operation means such as a ridge pedal.

Conventionally, when the parking pedal 108 is depressed, the main pedal lever 23 and the main pedal lever 2 are forcibly returned to the neutral position in conjunction with this.
Although it is known that 3 and 3 are connected by a rod, this structure cannot provide an inexpensive device, and the main shift HST lever 23 cannot be operated forward when the parking pedal 108 is stepped on. Could not be done.

However, in the structure shown in FIG. 13, the mechanical connecting mechanism provided between the parking pedal 108 and the main shift HST lever 23 can be eliminated and an inexpensive device can be provided. In addition, the main shift HST lever 23 that has returned to the neutral position can be operated to move forward again while stepping on the parking pedal 108, so that the harvesting device 9 can be stopped while being parked at the edge of the ridge.
And / or only the threshing device 10 can be driven, and it is not necessary to separately provide an operating means such as a ridge pedal. The control flow in this case is shown in FIG.

(0104587) In FIG. 15, a part of the operation mission transmission system shown in FIGS. 3 and 6 is changed so that the pedal 108 is operated during high speed running or when the auxiliary shift speed is high speed (road running). A configuration example in which the pawl clutch 105 is not disengaged even when the clutch clutch 105 is disengaged is shown.

In the operation transmission system shown in FIG. 15, members having the same functions as those shown in FIGS. 3 and 6 are designated by the same reference numerals, and their description will be omitted.

Wide transmission gear 26 which is the mission input shaft
In addition, the cutting output gear 101 'is fixed so as not to rotate relative to the traveling output gear 102', and the traveling output gear 102 'is loosely rotatably fitted thereto, and the claw clutch 105' is provided between the opposing end surfaces of the cutting output gear 101 'and the traveling output gear 102'. And the claw clutch 105 ′ is disengaged by sliding the traveling output gear 102 ′ in the axial direction. A spring 1 is provided between the traveling output gear 102 ′ and the wall surface of the traveling transmission case 12.
06 is provided, and the traveling output gear 102 'is constantly urged to the clutch 105' side.

When the pawl clutch 105 'is engaged, the traveling output gear 102' rotates integrally with the wide transmission gear 26, and a large gear 28 'and a middle gear 29 for auxiliary shifting, which are always meshed with the traveling output gear 102'. The lower transmission system is driven via the small gear 30.

When the pawl clutch 105 'is disengaged, power is not transmitted from the wide transmission gear 26 to the traveling output gear 102', and the traveling output gear 102 'rotates freely.
The driving force of the wide transmission gear 26 is transmitted from the mowing output gear 101 'to the mowing transmission gear 107', the mowing pulley 31 rotates, and the mowing device 9 maintains the driving state.

The disengagement of the pawl clutch 105 'is shown in FIG.
When the pedestal pedal (parking pedal) 108 is depressed in the same manner as the configuration shown in FIG. 2, the swing arm 110 provided on the pedal swing center shaft 108a at the tip of the ridge pedal 108 is provided.
Is the swinging central shaft 1 in the same direction as the arrow of the pedal 108.
It swings in the direction of the arrow around 08a. Swing arm 11
The inner wire 112b of the cable 112 whose one end is fixed to the end of 0 operates and the swing plate 113 fixed to the other end of the inner wire 112b operates in the direction of the arrow, and the center of rotation of the swing plate 113 The shifter 114, which has the same rotation center as that of the above and is fixed to the swing plate 113, swings in the direction of the arrow, whereby the traveling output gear 102 '
The claw clutch 105 'is disengaged by sliding.

However, in the structure shown in FIG. 15, the claw clutch 105 'is operated even when the pedal 108 is operated when the gear 28' is driven at a high speed or when the sub gear is at a high speed (road running). Be careful not to break the cutting gear 10
Claw clutch 115 is provided on the opposite side of 7'and large gear 28 '.
Is provided. That is, the large gear 28 ′ of the first auxiliary transmission shaft 27 (b-axis) of the auxiliary transmission device 24 becomes the second auxiliary transmission shaft 3
When meshing with the 3 (c-axis) variable speed small gear 36, the claw clutch 115 causes the large output gear 10 to move to the large gear 28 '.
Power is transmitted via 1'and the reaper transmission gear 107 '.

As described above, when the auxiliary transmission 24 is in "high speed (road) running", the mowing transmission gear 10
The claw clutch 115 of 7'and the claw clutch 105 'of the reaping output gear 101' are in a meshed state, and the ridge pedal 10
Even if you step on 8, the drive of the mission drive system will not be interrupted. Therefore, for example, even when the ridge pedal is stepped on while traveling on a slope, the mission traveling system is in a driving state, and the slope is not inadvertently lowered.

Further, the configuration of the embodiment shown in FIGS. 16 and 17 is the same as the differential transmission transmission system shown in FIG. 6 or FIG. 15 and the traveling transmission system at the input shaft (HST output shaft) portion thereof. And the power transmission path to the reaping transmission system,
While allowing the driving force to be constantly transmitted to the reaping transmission system,
In the configuration in which the input shaft 17 is provided with a pawl clutch 105 for turning on and off the transmission of the driving force to the traveling transmission system, and the transmission of power to the traveling transmission system can be interrupted,
No. 05 is connected to the ridge (parking) pedal 108 provided in the cockpit 20 so that it can be turned on and off, and when the reaping clutch (or threshing clutch) lever 136 is disconnected, the ridge (parking) pedal 108 is operated. Also, the claw clutch 105 is restrained so as not to be disengaged.

When the mowing clutch (or threshing clutch) lever 136 is in the illustrated "disengaged" state as shown in FIGS. 16 and 17, when the pedal 108 is depressed and rotated in the direction of the arrow, the base of the pedal 108 is moved. The fixed inverted T-shaped plate 140 pivots downward (in the direction of the arrow) together with the pedal 108 with a pedal shaft 141 protruding from the vehicle body frame 2 as an axis. The inverted T-shaped plate 140 is the pedal shaft 1
41 is abutted on the arm 142 loosely fitted to the arm 142.
Also rotates in the direction of the arrow around the pedal shaft 141. When the arm 142 rotates in the arrow direction, it acts on a pair of rods 123 and 124 (see also FIG. B) provided on the base of the HST lever 23, and the HST lever 23 returns to the neutral position. At this time, the arm 145, which is loosely fitted to the pedal shaft 141 for connecting the ridge clutch, does not move. Therefore, since the cable 112 does not move, the claw clutch 105 cannot be disengaged.

When the reaping clutch (or threshing clutch) lever 136 is in the "on" state shown by the dotted line, the cable 146 interlocked with the movement of the reaping clutch (or threshing clutch) lever 136 is pulled in the arrow direction, and The T-shaped plate 140 swings in the direction of the arrow against the biasing force of the spring and moves to the dotted line position. Pedal 10 in this state
When the user depresses 8, the inverted T-shaped plate 140 rotates and comes into contact with the arm 145, and the arm 145 rotates downward (arrow) with the pedal shaft 141 as an axis. The pin 145a provided on the side surface of the arm 145 pulls the cable 112, and the pawl clutch 105 is disengaged. At this time, the arm 14
No. 2 does not rotate because it is loosely fitted on the pedal shaft 108.

Thus, the power transmission to the traveling transmission system is cut off by operating the pedal 108, and in this state, the HST1
By driving 8, the harvesting device 9 in a stopped state
By driving (the threshing device 10), it is possible to perform ridge cutting. Moreover, when the vehicle is traveling on the road with the reaping clutch (or threshing clutch) lever 136 being disengaged, even if the pedal 108 is stepped on, the power transmission state to the traveling transmission system is not interrupted, and the machine body does not roll down on the inclined surface.

Further, as another embodiment of the present invention, a traveling transmission gear mechanism shown in FIG. 18 may be adopted. The side gear 5 fixed to the left and right differential shafts (support shafts) 50 of the differential gear mechanism (differential gear device) 6 across the left and right wheel shaft gears 48, 48 of the traveling transmission device shown in FIG.
5 is interlockingly connected, and the ring gear 53 of the differential case 54 of the differential gear mechanism 6 and the clutch shaft (transmission shaft) 70 after the sub gear shift are interlockingly connected via the straight traveling clutch 81 and the turning clutch 82. Configure a dynamic mission transmission system. Driving forces are transmitted to the straight-travel clutch 81 and the turning clutch 82 from output gears 62a and 62b of the counter shaft 60, respectively.

Straight clutch 81 and turning clutch 82
And are operated by respective hydraulic cylinders 81 ', 82'. Oil is supplied to the hydraulic cylinders 81 'and 82' via proportional pressure reducing valves 81 "and 82", respectively.

With such a structure, it is possible to control the connection pressure of the straight traveling clutch 81 and the turning clutch independently.

Further, FIG. 19 (a) shows each clutch 81, 8
2 shows the relationship between the differential hydraulic pressure and the tilt angle of the steering lever 21,
FIG. 19B shows the relationship of the rotation speed of the transmission gear 78. In the configuration shown in FIG. 18, the straight traveling clutch 81 is provided at the start of turning.
The connection pressure of the turning clutch 82 can be started to rise before the clutch is completely disengaged, so that the straight traveling clutch 81 is disengaged by the single cylinder, and the turning clutch 82 is subsequently provided. The unstable state (see FIG. 19C) in which the differential case 54 becomes free can be reduced, and the transition to the turning state can be smoothly performed. In addition, even in wetlands with heavy running loads,
It becomes easy to avoid a state in which the axle is easily locked and to exhibit a gentle turning state.

[Brief description of drawings]

FIG. 1 is a left side view of a combine according to an embodiment of the present invention.

2 is a right side view of the combine of FIG. 1. FIG.

FIG. 3 is a part of an exploded cross-sectional view of the combine traveling transmission device of FIG. 1.

FIG. 4 is a part of a developed cross-sectional view of the combine traveling transmission device of FIG. 1;

5 is a diagram showing a relationship diagram of the number of rotations of the gears of the combine differential gear device of FIG. 1;

6 is a configuration diagram of a power transmission branch path between a traveling transmission system and a cutting transmission system of the combine traveling mission device of FIG. 1. FIG.

FIG. 7 is an explanatory view of a link mechanism between the HST lever and the parking (edge) pedal of the combine of FIG. (When moving forward)

FIG. 8 is an explanatory diagram of a link mechanism between the HST lever and the parking (edge) pedal of the combine in FIG. 1. (When neutral)

9 is an explanatory view of a link mechanism between the HST lever and the parking (edge) pedal of the combine in FIG. 1. FIG. (When retreating)

FIG. 10 is a configuration diagram in which the ridge pedal and the HST lever of the combine of FIG. 1 are connected to each other.

FIG. 11 is an HST of a combine harvester according to an embodiment of the present invention.
It is an operation | movement flowchart of the link mechanism of a lever and a parking (edge) pedal.

FIG. 12 is an HST of a combine harvester according to an embodiment of the present invention.
It is an operation | movement flowchart of the link mechanism of a lever and a parking (edge) pedal.

FIG. 13 is a configuration diagram in which a hem pedal and a HST lever of a combine according to the embodiment of the present invention are connected to each other.

FIG. 14 is an HST of a combine harvester according to an embodiment of the present invention.
It is an operation | movement flowchart of the link mechanism of a lever and a parking (edge) pedal.

FIG. 15 is a configuration diagram of a power transmission branch path between the traveling transmission system and the cutting transmission system of the combine traveling mission device according to the embodiment of the present invention.

FIG. 16 is an explanatory diagram of a link mechanism of a harvest (threshing) lever, a parking (edge) pedal, and an HST lever of the combine according to the embodiment of the present invention.

FIG. 17 is a component configuration diagram of the combine (parking) pedal portion of the combine shown in FIG. 16 before assembly.

FIG. 18 is a configuration diagram of a traveling transmission system of the combine traveling mission device according to the embodiment of the present invention.

FIG. 19 is a diagram showing the relationship between the inclination angle of the steering lever and the hydraulic pressures of the straight-ahead clutch and the swing clutch of the traveling mission device of FIG.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 Combine 2 Body frame 3 Crawler 4 Traveling device main body 6 Differential gear device 7 Mowing device supporting frame 8 Weeding rod 9 Mowing device 10 Threshing device 11L, 11R Wheel shaft (e-axis) 12 Traveling transmission case (gear box) 13 Glen tank 14 Travel mission device 15 Auger 17 Output shaft (a-axis) 18 Traveling HST 19 Gear transmission 20 Pilot seat 21 Steering lever 22 Sub-transmission lever 23 Main transmission lever 23a, 23b pin 24 Sub-transmission device 26 Wide transmission gear 27 First sub-transmission shaft (b-axis) 28, 28 'Large gear 29 Medium gear 30 Small gear 31 Cutting transmission pulley 33 Second sub-transmission shaft (c-axis) 34 Large transmission gear 35 Medium transmission gear 36 Small transmission gear 37 transmission gear 40 center
Gears 41L, 41R Side clutch shaft (d shaft) 42L, 42R Sleeves 43L, 43R
Clutch gears 44L, 44R Side clutches 47L, 47R
Shifters 48L, 48R Wheel shaft gears 49L, 49R Springs 50 Support shafts (C axes) 51L, 51R Side bevel gears 52 Intermediate bevel gears 53 Ring gears 54 Differential cases 55L, 55R Side gears 56L, 56R Push cylinders 57 Mowing cylinders 60 Counter shafts ( A-axis) 61, 62 Output gear 70 Clutch shaft (B-axis) 71, 74 Cylindrical rotating body 72 Cylindrical rotating body 72a Cylindrical rotating body gear 73 Piston 75 Compression spring 76 Cylindrical body 78 Transmission gear 77 Oil port 81 Straight drive Clutch 82 Turning clutch 81 ', 82'
Hydraulic cylinders 81 ", 82" Proportional pressure reducing valves 101, 10
1 ′ Mowing output gear 102, 102 ′ Traveling output gear 103 Shift member 105, 105 ′ Claw clutch 106 Spring 107, 107 ′ Mowing transmission gear 108 Border (parking) pedal 108a Swing center shaft 110 Swing plate 112 Cable (wire) ) 112a Outer wire 112b Inner wire 113 Swing plate 114 Shifter 115 Claw clutch 116 Floor structure 117 Fixing member 117a L-shaped hole 120 Pin 121 Swing arm 121a Long hole 123, 124 Rod 123a, 12
4a Slot 126 Switch 127 Controller 129 Potentiometer 130 Actuator 132 Clutch 133 HST lever base plate 135 Rod 136 Mowing clutch (or threshing clutch) lever 140 T-shaped plate 141 Pedal shaft 142 Arm 146 Cable

   ─────────────────────────────────────────────────── ─── Continued front page    (72) Inventor Naofumi Akiyama             No. 1 Yakura, Tobe-cho, Iyo-gun, Ehime Prefecture             Technology Department Co., Ltd. (72) Inventor Miki Hirota             No. 1 Yakura, Tobe-cho, Iyo-gun, Ehime Prefecture             Technology Department Co., Ltd. F term (reference) 2B076 AA03 BA07 DA02 DA04 DB06                       DB08 DC02

Claims (2)

[Claims] 1. An input shaft 17 portion for inputting a driving force from an engine, and a manual transmission means 23 for controlling the shift of the engine driving force to the input shaft 17 portion to a speed increasing position or a neutral position.
A gear shift mechanism including left and right side clutches 44L, 44R capable of intermittently transmitting the driving force after the driving force from the input shaft 17 is sub-shifted to a plurality of stages to the pair of left and right axles 11L, 11R. A traveling transmission mechanism, a reaping / threshing transmission mechanism for driving the reaper 9 and / or the threshing device 10 provided on the input shaft 17, and a transmission system branched to the traveling transmission mechanism and the reaping / threshing transmission mechanism. To the traveling power transmission mechanism, and a clutch member 105 for constantly transmitting the driving force to the cutting and threshing transmission mechanism provided at the branching portion and for turning the transmission of the driving force to the traveling power transmission mechanism on and off. Of the cutting and threshing transmission mechanism after shifting to the neutral position where the engine drive force to the input shaft 17 is not transmitted and the manual shifting means 23 is shifted to the speed increasing position. operation A traveling device for a working machine, comprising: 2. The traveling device for a working machine according to claim 1, wherein the single operation means is a foot-operated pedal.