JP2005052147A - Operating device of combine harvester - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve operability and operation efficiency in travelling speed change and turning operation. <P>SOLUTION: An operating device of a combine harvester is designed so that a travelling speed is changed and a machine body is turned by operating a hydraulic speed change mechanism with a change lever and operating a hydraulic steering mechanism with a steering handle, wherein the device has an interlocking means for integrally interlocking and connecting a speed change operation member which is operated by the change lever with a steering operation member which is operated by the steering handle, and further has a body speed reduction means which reduces the travelling speed of the machine body according to a steering amount given by the steering handle. Therefore, the operability and the operation efficiency are improved in the travelling speed change and the turning operation, for example, by accurately outputting operating forces required for the speed change and the turning operation from each of the operational members integrally mounted in one position near a driving operation area. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to an operating device including a main transmission lever that changes a traveling speed in a combine.

Conventionally, as a form of work vehicle, the hydraulic travel mechanism can be operated with a shift lever, and the hydraulic steering mechanism can be operated separately with a steering handle so that the traveling of the aircraft can be shifted and the aircraft can be turned. (For example, refer to Patent Document 1).
Japanese Patent Laid-Open No. 7-329819

  However, in the case of such a conventional work vehicle, it is not only troublesome to always require two operations, but also it is extremely difficult to ensure the accuracy required for each adjustment work. In addition, it is troublesome to decelerate the traveling speed to a safe speed during turning work.

  Therefore, according to the present invention, in a combined operating device in which a hydraulic speed change mechanism is operated with a speed change lever and a hydraulic power steering mechanism is operated with a steering handle to change the travel speed and turn the body, the speed change lever Thus, there is provided interlocking means for integrally interlocking and connecting the speed change operation member operated by the steering handle and the steering operation member operated by the steering handle, and the traveling speed is reduced according to the steering amount of the steering handle. It is an object of the present invention to provide a combine operating device characterized in that a vehicle speed reduction means is provided.

  According to the present invention, in a combine operating device in which a hydraulic transmission mechanism is operated with a transmission lever and a hydraulic steering mechanism is operated with a steering handle so as to perform a shift of traveling and a turning of a vehicle body, Vehicle speed reduction for reducing the travel speed according to the steering amount of the steering handle, as well as providing interlocking means for integrally interlocking the shift operating member to be operated and the steering operation member operated by the steering handle. Therefore, for example, it is possible to accurately output the required shifting and turning operation force from each operation member provided integrally at one position in the vicinity of the driving operation unit, so that the operability in traveling shift and turning work can be improved. The work efficiency can be improved.

  Further, during the turning work, it is possible to automatically decelerate to a safe turning speed corresponding to the steering amount, and a good work can be performed.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  FIG. 1 is an explanatory view of a traveling speed change and steering operation unit, FIG. 2 is an overall side view of the combine, FIG. 3 is a plan view thereof, and (1) is a track frame for mounting a traveling crawler (2), (3) is a machine base installed on the track frame (1), (4) is a threshing machine with a feed chain (5) stretched to the left and a handling cylinder (6) and a processing cylinder (7) built in. A threshing unit, (8) a cutting unit including a cutting blade (9) and a culm transport mechanism (10), and (11) a hydraulic cylinder that moves the cutting unit (8) up and down via a cutting frame (12), (13) is a waste processing section that faces the end of the waste chain (14), (15) is a grain tank that carries the grain from the threshing section (4) through the milled cylinder (16), (17) Is a discharge auger for unloading the grain of the tank (15), (18) is a round steering handle (19) and Driver's seat (20) operating cabin comprising etc., are configured to threshing harvests (21) the driver cabin (18) an engine provided below, continuously culms.

  As shown in FIG. 4, the transmission case (22) for driving the travel crawler (2) is a main transmission mechanism comprising a pair of first hydraulic pump (23) and first hydraulic motor (24). A hydraulic continuously variable transmission mechanism (25) and a turning hydraulic continuously variable transmission mechanism (28) which is a steering mechanism including a pair of second hydraulic pump (26) and a second hydraulic motor (27). An input shaft (23a) of the first hydraulic pump (23) is linked to the output shaft (21a) of the engine (21) via a transmission belt (29), and the input shaft of the second hydraulic pump (26) (26a) is linked to the input shaft (23a) of the first hydraulic pump (23) via a transmission belt (30).

  The drive wheel (34) of the traveling crawler (2) is interlockedly connected to the output shaft (31) of the first hydraulic motor (24) via the subtransmission mechanism (32) and the differential mechanism (33). The differential mechanism (33) has a pair of symmetrical planetary gear mechanisms (35) and (35), each planetary gear mechanism (35) includes one sun gear (36) and the sun gear (36). It is formed by three planetary gears (37) meshing with the outer periphery and a ring gear (38) meshing with these planetary gears (37).

  The planetary gear (37) is rotatably supported by the carrier (41) of the carrier shaft (40) coaxial with the sun gear shaft (39), and the left and right sun gears (36) (36) are sandwiched between the right and left The ring gear (38) has internal teeth that mesh with the planetary gears (37) and is arranged on the same axis as the sun gear shaft (39). It is pivotally supported.

  The traveling hydraulic continuously variable transmission mechanism (25) performs forward / reverse rotation and rotation speed control of the first hydraulic motor (24) by adjusting and changing the angle of the rotary swash plate of the first hydraulic pump (23). Thus, the rotational output of the first hydraulic motor (24) is transmitted from the transmission gear (42) of the output shaft (31) through the gears (43) (44) (45) and the auxiliary transmission mechanism (32) to the sun gear shaft ( The sun gear (36) is rotated by being transmitted to the center gear (46) fixed to 39).

  The auxiliary transmission mechanism (32) includes an auxiliary transmission shaft (47) having the gear (45) and a vehicle speed sensor shaft (49) having a gear (48) meshing with the center gear (46). A pair of low speed gears (50) (48), medium speed gears (51) (52), and high speed gears (53) (54) are provided between the shaft (47) and the sensor shaft (49). Switching between the low speed, the medium speed, and the high speed is made possible by the sliding operation of the gear (51) at the center position.

  The sensor shaft (49) is provided with a vehicle speed detection gear (55) and a vehicle speed sensor (56) for detecting the vehicle speed from the rotational speed of the gear (55). Note that the output shaft (31) is interlocked and connected to a PTO input gear (58) of a PTO shaft (57) that transmits rotational force to a work machine or the like via a PTO transmission gear mechanism (59).

  The driving force from the first hydraulic motor (24) transmitted to the sun gear shaft (39) via the center gear (46) is transmitted to the carrier shaft (40) via the left and right planetary gear mechanisms (35). The rotation transmitted to the carrier shaft (40) is transmitted to the left and right wheel shafts (34a) of the left and right drive wheels (34) via a pair of left and right reduction gears (60) and (61), respectively.

  Further, the turning hydraulic continuously variable transmission mechanism (28) performs forward / reverse rotation and rotation speed control of the second hydraulic motor (27) by adjusting the angle change of the rotary swash plate of the second hydraulic pump (26). The rotational output is transmitted from the output gear of the output shaft (62) of the second hydraulic motor (27) to the input gears (65a) and (65b) of the swing input shaft (64) through the gear transmission mechanism (63). It is transmitted directly to the external teeth of the left ring gear (38) and to the external teeth of the right ring gear (38) via the reverse gear (67) of the reverse rotation shaft (66). At the time of forward rotation of the hydraulic motor (27), the left and right ring gears (38) are configured to rotate the left gear (38) in the reverse direction and the right gear (38) in the normal direction at the same left and right rotational speed.

  Thus, when the driving of the first hydraulic pump (23) for driving is performed in a state where the driving of the second hydraulic pump (26) for turning is stopped and the left and right ring gears (38) are stationary and fixed, The rotational output from the hydraulic motor (24) is transmitted from the center gear (46) to the left and right sun gears (36) at the same rotational speed, and the planetary gear (37), carrier (41) and reduction gear ( 60) (61) is transmitted to the left and right wheel shafts (34a) at the same rotational speed in the same direction of left and right, so that the aircraft travels straight forward and backward.

  On the other hand, when the second hydraulic pump (26) for turning is driven to rotate in the forward and reverse directions with the driving of the first hydraulic pump (23) for traveling stopped and the left and right sun gears (36) stationary and fixed, The planetary gear mechanism (35) is reverse or forward rotation, and the right planetary gear mechanism (35) is forward or reverse rotation, so that the driving direction of the left and right traveling crawler (2) is reversed in the front-rear direction. Spin-turn on the spot.

  In addition, when the first hydraulic pump (23) for driving is driven and the second hydraulic pump (26) for turning is driven to turn the body left and right, turning with a large turning radius can be enabled. Thus, the turning radius is determined according to the speed of the left and right traveling crawler (2).

  As shown in FIGS. 1 and 5 to 12, the main transmission lever (68) connected to the traveling hydraulic continuously variable transmission mechanism (25) and the turning hydraulic continuously variable transmission mechanism (28) are connected. The steering handle (19) to be linked is linked to the shift and turn interlocking mechanism (69) which is the interlocking means, and the interlocking mechanism (69) is traveled via the travel shift and steering link mechanisms (70) (71). In addition, the steering continuously variable transmission mechanisms (25) and (28) are linked to control levers (72) and (73).

  The interlocking mechanism (69) includes a rotating plate (75) for supporting the base end bent portion (68a) of the main transmission lever (68) on the cylindrical shaft (74) so as to be swingable in the left-right direction, and the main body side machine. A fixed mounting plate (78) fixed to a frame (76) and supporting the rotating plate (75) through a first pivot (77) in the left-right direction so as to be capable of pivoting back and forth, and the pivot (77). A speed change operation member (80) that is connected to a rotating plate (75) through a second pivot (79) in the front-rear direction orthogonal to the shaft (79) and is rotatable about the shaft (79), and the second pivot (79) ) And a steering operation member (81) that is pivotally connected around the axis of the gear, and the second pivot (79) of the speed change and steering operation members (80) and (81) is each operation output portion at an eccentric position. (80a) (81a) are interlockingly connected to the speed change and steering link mechanisms (70) (71).

  The shift and steering link mechanisms (70) (71) are supported on the frame (76) side of the machine mechanism (69) via the swinging cylinder shaft (83) outside the swinging shaft (82) at the rear position of the interlocking mechanism (69). A transmission arm (84), a steering arm (85) having a base end fixed to the swing shaft (82), and each operation output shaft (86) (87) of the output sections (80a) (81a) Universal joint shafts (88) and (89) for connecting the arms (84) and (85), and a shift and steering output arm (90) fixed to the right ends of the cylindrical shaft (83) and the swing shaft (82). ) (91) and a first swing arm (95) for shifting and steering provided rotatably on an intermediate shaft (94) attached to a fulcrum bearing (93) of the pivot fulcrum shaft (92) of the operating cabin (18). ) (96), and tips of the output arms (90) (91) and the first swing arms (95) (96) And a universal joint-type first rod (97) (98) for shifting and steering, and a shift and steering gear connected to the first swing arm (95) (96) provided on the intermediate shaft (94). Shifting and steering cylinder shaft (100) that is rotatably supported by a second pivot arm (99) (100) for direction and a support shaft (102) attached to the bearing plate (101) above the transmission case (22). 103) (104), and the distal ends of the first swing arm (105) (106) and the second swing arm (99) (100), the base end of which is fixed to the cylindrical shaft (103) (104). Universal joint-type second rods (107) (108) for shifting and steering, and second swing arms (109) (110) having base ends fixed to the cylindrical shafts (103) (104) And control levers (72) and (73) are connected to each tip. And a steering universal joint type third rod (111) (112), and a travel control member (80) is rotated by a travel operation member (80) about the first pivot (77). Further, the steering control member (81) is operated by the rotation of the steering operation member (81) around the second pivot (79) during traveling to perform the shift and steering control. ing.

  On the other hand, a gear (114) is provided on the handle operating shaft (113) at the lower end of the steering handle (19), and the gear (114) is engaged with a sector gear (116) attached to the rear rotating shaft (115). A first swing arm (118) of a steering shaft (117) disposed below the position of the main transmission lever (68), and an output arm (119) having a base end fixed to the rotating shaft (115). Are connected to each other via a universal joint type steering first rod (120) which is a steering link mechanism, and a second swinging integral with the first swinging arm (118) of the steering shaft (117). An arm (121) is connected to the front end of the universal joint shaft (89) via a universal joint-type steering second rod (122), and the second pivot (79) is operated by rotating the handle (19). Rotate the steering operation member (81) around It is configured to so that.

  Further, a neutral positioning plate (123) is provided below the gear (114) of the handle operating shaft (113), and one end of the steering detection link (125) is attached to the protruding shaft (124) on the lower surface of the positioning plate (123). And the first swing arm (127) of the reduction arm shaft (126) disposed on the right side of the rotation shaft (115) and the other end long hole (125a) of the detection link (125) are connected to the shaft ( 128), and a universal joint which is a speed reduction link mechanism between the tips of the speed reduction arm (129) of the steering shaft (117) and the second swing arm (130) of the speed reduction arm axis (126). The first speed reduction rod (131) is connected, and the rightmost speed reduction transmission shaft (132) of the speed change operation member (80) and the other end of the second swing arm (130) are connected with a universal joint type second speed reduction rod. Connect at (133) and run State is configured so as to decelerate the steering amount to pull the second reduction rod enough to a large (133) below the running speed of the handle (19).

  By the way, a universal joint portion (a second pivot (79) that allows the shift and steering operation members (80) and (81) to rotate about an axis, and a steering arm (85) and a joint shaft (89) ( 89a) is positioned on the horizontal line (L1) in the front-rear direction, and the universal joint portion (88b) (89b) between the operation output shaft (86) (87) and the universal joint shaft (88) (89). And the first pivot (77) on a horizontal horizontal line (L2) orthogonal to the line (L1), and a universal joint portion (88a) between the transmission arm (84) and the joint shaft (88). ) And the joint portion (89a) are positioned on the horizontal horizontal line (L3) parallel to the line (L2), and when either of these is held neutral, the main transmission lever (68) and the steering handle (19) Even if one of them is operated, each operation member (80) (81) By only rotate around the axis of the first and second pivot (77) (79), the joint axis (88) (89) are those which do not act an operating force.

As shown in FIG. 8, when the main transmission lever (68) is moved forward and backward, the joint shaft is tilted when the operation member (80) is tilted back and forth by an angle (α1) (α2) about the first pivot (77). Pull or push (88) to operate the speed change arm (84) to switch the travel speed forward and backward, and during this state (when the main speed change lever (68) is other than neutral) as shown in FIG. When the operating member (81) is tilted up and down by an angle (β1) (β2) about the second pivot (79) by rotating the steering handle (19), the steering shaft (89) is pulled or pushed to operate the steering arm (85) is operated to turn the aircraft left and right. (Even when the turning operation is performed at the neutral position of the main speed, the joint shaft (89) also moves on the conical surface centered on the line (L1), and the distance between the joint portions (89a) and (89b) changes. do not do.)
Further, as shown in FIG. 11, the detection link (125) provided on the steering handle (19) is configured so that the first swing arm (127) is angled in the same direction in either the right or left turn operation from the neutral position. When the operating member (80) during forward operation is inclined to the angle (α1) side by rotating in the range of (θ) to always pull the second deceleration rod (133), the joint (88a) When the operating member (80) during backward operation is inclined toward the angle (α2) side, the distance between the joint portions (88a) (88b) is increased to reduce the distance between (88b) and the speed change arm ( 84) are respectively displaced toward the low speed side in the neutral direction, and the speed is reduced in accordance with the turning amount.

  Further, the center of the universal joints (97a) and (98a) of the first rods (97) and (98) and the swing arms (95) and (96) for transmitting the operating force for shifting and steering are arranged in the driving cabin (18 ) To coincide with the position of the pivot fulcrum shaft (92) so that the driving cabin (18) can be rotated in the forward direction without removing these operating systems in the neutral holding of shifting and steering. It is composed.

It is explanatory drawing of a driving | running | working transmission and a steering operation part. It is a whole side view of a combine. It is a whole top view of a combine. It is explanatory drawing of a mission drive system. It is front explanatory drawing of an operation part. It is plane explanatory drawing of an operation part. It is side surface explanatory drawing of an operation part. It is side surface explanatory drawing of an operation member. It is front explanatory drawing of an operation member. It is a plane explanatory view of an operation member. It is a plane explanatory view of a steering handle part. It is plane explanatory drawing of a link mechanism part.

Explanation of symbols

(19) Steering handle (25) Hydraulic transmission mechanism (28) Hydraulic steering mechanism (68) Shift lever (69) Interlocking mechanism (interlocking means)
(80) (81) Operation member (125) Detection link (131) Deceleration rod (deceleration link mechanism)

Claims (1)

The combine shifter (68) is operated by the hydraulic transmission mechanism (25), and the steering handle (19) is operated by the hydraulic steering mechanism (28) to change the travel speed and turn the body. In the operating device,
Interlocking means (69) for integrally interlocking and connecting the shift operation member (80) operated by the shift lever (28) and the steering operation member (81) operated by the steering handle (19). A combine operating device characterized in that it is provided with vehicle speed reduction means for reducing the traveling speed in accordance with the steering amount of the steering handle (19).

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