JP2006121939A - Combine harvester - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To enable to switch from a transmission state for stop working to a transmission state for traveling for working with hardly getting its starting shock in a combine harvester equipped with a transmission switching means 76 capable of freely switching the traveling for working state 76a showing a transmission state of transmitting power to a traveling device and a reaping pre-treating device, and a work-stopped state 76b showing the transmission state without transmitting the power to the traveling device but transmitting it to the reaping pre-treating device. <P>SOLUTION: This combine harvester is provided by switch-operating the transmission-switching means 76 with a regulating means 92 based on a traveling working command and a stop-working command by a commanding means 100. The regulating means 92 operates the transmission-switching means 76 to the work-stopped state 76b preferentially from the traveling working command based on the detected information by a transmission sensor 93 even if the command from the commanding means 100 is changed from the stop-working command to the traveling working command, in the case that the traveling transmission device is at a neutral state or a set slow speed transmission state. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention includes a traveling work state in which an engine driving force is transmitted to the traveling device and the pre-cutting processing device, and a transmission state in which the engine driving force is transmitted to the pre-cutting processing device without being transmitted to the traveling device. It is related with the combine provided with the transmission switching means which can be switched to the stop work state which appears.

  Conventionally, as the above combine, for example, as disclosed in Patent Document 1, an open / close valve 36 (corresponding to transmission switching means) provided in an oil discharge passage 35 of the swing control valve 31 is provided, and the open / close valve 36 is in an open state ( When the operation is switched to the traveling work state), the pressure oil supplied from the pump 30 to the turning control valve 31 is discharged from the oil discharge passage 35 and the side clutch FC is operated to be engaged. The engine driving force output from the output shaft 1 is transmitted to the cutting portion 43 (corresponding to the pre-cutting processing device) via the cutting transmission mechanism A, and the engine driving force output from the output shaft 1 of the main transmission M together with this. Is transmitted to the traveling device 4 via the transmission 44, the first output gear 7, and the side clutch FC. When the on-off valve 36 is switched to the closed state (corresponding to the stop operation state), the pressure oil supplied from the pump 30 to the swing control valve 31 is supplied to the hydraulic cylinder 29, and the side clutch FC is operated to the disengaged state. The engine driving force output from the output shaft 1 of the main transmission M is transmitted to the cutting unit 43 (corresponding to a pre-cutting processing device) via the cutting transmission mechanism A, but from the output shaft 1 of the main transmission M. In some cases, a transmission state in which the output engine driving force is not transmitted to the traveling device 4 appears.

  This type of combiner can drive the pre-cutting processing device while stopping the traveling device so that the harvesting operation can be carried out while cutting the cereal while stopping traveling at the shore and carrying the chopped cereal. It is like that.

JP 2001-54314 A (paragraphs [0021], [0022], FIGS. 1 and 2)

  In this type of combine, when the mowing operation at the stop of the traveling is finished, the transmission switching means is stopped so that the transmission state in which the power is transmitted to the traveling device appears and can travel. Is switched to the running work state. At this time, if power is immediately transmitted to the traveling device as the transmission switching means switches to the traveling work state, depending on the speed of the transmitted power, the culm will shift or drop off in the pre-cutting processing device due to a starting shock. It becomes easy to occur.

  An object of the present invention is to provide a combine that can easily avoid the occurrence of the above trouble when the mowing operation is stopped when the vehicle is stopped and can be obtained with a simple structure.

In the first aspect of the present invention, a traveling work state in which a transmission state in which the engine driving force is transmitted to the traveling device and the pre-cutting processing device appears, and a pre-cutting processing device in which the engine driving force is not transmitted to the traveling device. In a combine equipped with a transmission switching means that can be switched between a transmission state to be transmitted and a stop operation state that reveals the transmission state,
An electric actuator for switching the transmission switching means;
A stop work command for switching the transmission switching means to a stop work state, and a command means for outputting a travel work command for switching the transmission switching means to a travel work state,
Control means for operating the electric actuator based on a command from the command means so that the transmission switching means is switched to an operation state corresponding to the command from the command means;
A shift sensor that detects that the travel transmission that drives the travel device in a neutral state is in a neutral state, or in a neutral state and a set low-speed transmission state;
If the travel transmission is in a neutral state, or in a neutral state and a set low-speed transmission state, when the command by the command means changes from the stop work command to the travel work command, the transmission switching means is moved from the stop work state. If the control means operates the electric actuator based on the travel work command by the command means and the detection information by the shift sensor so that the operation is switched to the travel work state, and the travel transmission is in the transmission state, Even if the command by the command means changes the travel work command from the stop work command, the control means has priority over the travel work command by the command means so as to keep the transmission switching means in the stop work state. The electric actuator is configured to be operated based on information detected by the shift sensor.

  That is, when the command means is operated to output a stop work command, the control means switches the transmission switching means to the stop work state based on the stop work command. As a result, a transmission state in which the engine driving force is not transmitted to the traveling device but transmitted to the pre-cutting processing device appears, and the cutting pre-processing device can be driven while the traveling device is stopped to perform the cutting work. Become. In order to travel after finishing the mowing work, the command means is operated to output a travel work command instead of the stop work command. At this time, when the traveling transmission is in a transmission state and the transmission switching means is switched to the traveling work state, the traveling device is driven with high-speed power and is in a state where a starting shock is likely to occur in the airframe. The control means operates the electric actuator to operate the transmission switching means in the stopped work state in preference to the traveling work command by the command means, and the transmission switching means is held in the stopped work state without being switched to the traveling work state. However, when the travel transmission is operated to the neutral state or the set low-speed transmission state, even if the transmission switching means is switched to the traveling work state, power is not transmitted to the traveling device and the vehicle does not start or power is transmitted. However, since the traveling device is driven only at low speed and the start shock does not appear to the airframe, the control means sets the transmission switching means based on the traveling work command by the commanding means and the detection information by the shift sensor. The electric actuator is operated so as to switch to the transmission operation, and the transmission switching means is switched to the traveling work state.

  Therefore, according to the first aspect of the present invention, unless the travel transmission is operated in the neutral state or the set low speed state, the transmission switching means travels even when the command means is operated and the travel work command is output instead of the stop work command. When the vehicle is traveling after the cutting operation while stopping traveling, the transmission switching means switches to the traveling working state, and then the traveling transmission is shifted from the neutral state or the set low speed state. Thus, the vehicle starts while making it difficult to give a start shock, and travels while avoiding cereal movement and dropout.

  According to the second aspect of the present invention, in the configuration of the first aspect of the invention, when the command means outputs the traveling work command, a shift operation for shifting the traveling transmission device to a neutral state, or to a neutral state and a set low speed state. The elapsed time from the output of the command is measured, and the control means measures the elapsed time so that the transmission switching means is switched to the traveling work state after the measured elapsed time reaches the set elapsed time. The electric actuator is operated based on the result.

  For example, the speed change device is configured to include a speed change sensor that detects the operation position of the speed change lever, and a control means that operates the actuator based on information detected by the speed change sensor. When the shift lever is operated, a shift command for shifting the traveling transmission device to a neutral state or a set low speed state is output, and the traveling transmission device is switched to a neutral state or a low speed state corresponding to the shift command. In this case, the traveling transmission device may switch to a shift state corresponding to the shift command after a shift required time has elapsed since the shift command was output. In this case, when the shift operation means is operated to output a shift command for switching the traveling transmission device to the neutral state or the set low speed state, and the command means is operated to output the travel work command, the transmission switching means is When the traveling work state is switched, the traveling transmission device is not yet switched to the neutral state or the set low speed state, and a high-speed driving force is transmitted to the traveling device and a start shock may occur.

  On the other hand, in the second invention, if the set elapsed time is appropriately set, a shift command for switching the traveling transmission device to the neutral state or the set low speed state is output, and the command means is operated. When the traveling work command is output and the transmission switching means is switched to the traveling working state, the traveling transmission is already switched to the neutral state or the set low speed state, and the transmission switching means is switched to the traveling working state. The transmission switching means and the travel transmission can be switched at a timing that does not cause a situation where a high-speed driving force is transmitted to the travel device.

  Therefore, according to the second aspect of the invention, even when it takes time from when the shift command is output until the travel transmission device switches to the shift state corresponding to the shift command, the cutting operation while stopping the travel is completed. After that, it is difficult for the start shock due to the shift required time to occur, and it is possible to start traveling while avoiding the shift movement or dropout of the cereal from this surface.

  According to the third aspect of the invention, in the configuration of the first or second aspect of the invention, the parking brake sensor for detecting the applied state of the parking brake is provided, and when the parking brake is switched to the applied state, the stop operation by the command means is performed. The control means is configured to operate the electric actuator based on information detected by the parking brake sensor so that the transmission switching means is switched to the traveling work state in preference to the command.

  That is, when the parking brake is switched to the on state, the control means sets the transmission switching means to the traveling work state by operating the electric actuator in preference to the stop work command by the command means based on the information detected by the parking brake sensor. Since the switching operation is performed, even if the transmission switching means is in the stop working state, when the parking brake is operated, the transmission switching means is forcibly switched to the traveling working state.

  Therefore, according to the third aspect of the present invention, depending on the arrangement of the parking brake, such as the parking brake acting on the transmission system for the traveling device, when the transmission switching means is switched to the stop working state, the parking brake is installed in the traveling device. Even in this case, the parking brake can be applied by using the parking brake in preference to the transmission switching means.

  According to the fourth aspect of the invention, in the configuration of the third aspect of the invention, when the parking brake is in the on state, the transmission switching means is switched to the traveling work state in preference to the stop work instruction by the command means. As described above, the control means is configured to operate the electric actuator based on information detected by the parking brake sensor.

  In other words, when the parking brake is in the on state, the control means sets the transmission switching means to the running work state by operating the electric actuator in preference to the stop work command by the command means based on the detection information from the parking brake sensor. If the transmission parking brake is in the engaged state, even if the command means is operated and the stop work command is output, the transmission switching means is not switched to the stop work state. Kept in working state.

  Therefore, according to the fourth aspect of the present invention, depending on the arrangement configuration of the parking brake, such as the parking brake acting on the transmission system for the traveling device, when the transmission switching means is switched to the stop working state, the parking brake is installed in the traveling device. Even in this case, the parking brake can be applied by using the parking brake in preference to the transmission switching means.

Embodiments of the present invention will be described below with reference to the drawings.
As shown in FIG. 1, a pair of left and right crawler type traveling devices 1L and 1R, a driving unit 2 equipped with a driving seat 2a, and an engine 3 (see FIG. 2) arranged below the driving seat 2a were equipped. A base portion of the pretreatment frame 5a of the pre-cutting processing device 5 is pivotally connected to the front portion of the body frame 4 of the self-propelled machine body including the prime mover, and the lift cylinder 6 is interlocked with the pretreatment frame 5a. A threshing device 7 is provided on the rear side of the machine body frame 4 and a combine is configured to harvest rice, wheat and the like.

  That is, when the lift cylinder 6 is expanded and contracted, the lift cylinder 6 swings the pretreatment frame 5a up and down with respect to the body frame 4, so that the cutting device 5b and the like are close to the ground. Is moved up and down, and is moved up and down to the non-working state in which the weeding tool 5b and the like are raised from the ground. When the pre-cutting processing device 5 is in the descending working state and the self-propelled machine is traveling, the pre-cutting processing device 5 uses the weeding tool 5b to split the planted cereals into a cutting target and a non-cutting target, The planted culm to be cut from the tool 5b is caused and processed by the device 5c, and is also cut by the clipper-shaped chopping device 5d, and the clipped cereal is acted on the head side and the nipping and conveying device acting on the stock side. It is conveyed toward the rear of the machine body by a conveying device 5e composed of a locking conveying device and is supplied to the starting end of the threshing feed chain 7a of the threshing device 7. The threshing device 7 clamps and conveys the stock side of the harvested cereal rice cake in the rearward direction by the threshing feed chain 7a, thereby supplying the tip side of the harvested cereal rice cake to a handling room (not shown) and threshing it.

  A transmission structure in which the driving force of the engine 3 is transmitted to the traveling devices 1L and 1R, the pre-cutting processing device 5 and the threshing device 7 is configured as shown in FIG.

  That is, the driving force of the output shaft 3a of the engine 3 is transmitted to the threshing drive shaft 11 through the transmission mechanism 10 using the transmission belt, and the threshing feed chain 7a of the threshing device 7 and the handling cylinder (see FIG. (Not shown) and a sorting device (not shown).

  The driving force of the output shaft 3 a of the engine 3 is transmitted to the input shaft 13 a of the traveling main transmission 13 through the transmission mechanism 12 using the transmission belt, and the output shaft 13 b of the traveling main transmission 13 is set inside the transmission case 14. It is transmitted from the output gear 13 c to the input gear 15 a of the cutting output shaft 15, and transmitted from the end portion of the cutting output shaft 15 located outside the transmission case 14 to the preprocessing drive shaft 18 through the transmission mechanism 17 using a transmission belt. Then, it is transmitted from the pretreatment drive shaft 18 to the pulling device 5c, the mowing device 5d, the conveying device 5e, etc. of the mowing pretreatment device 5. The traveling main transmission 13 includes a variable displacement axial plunger type hydraulic pump P driven by the input shaft 13a, and an axial plunger type driven by pressure oil from the hydraulic pump P and output from the output shaft 13b. And a hydrostatic continuously variable transmission comprising the hydraulic motor M. A one-way clutch 16 is provided between the cutting output shaft 15 and its input gear 15a. The one-way clutch 16 prevents the driving force from being transmitted to the pre-cutting processing device 4 when the traveling main transmission 13 outputs a reverse driving force.

  The driving force output from the output shaft 13b of the traveling main transmission 13 is transmitted from the output gear 13c of the output shaft 13b to the input gear 21 of the traveling mission SM, and the lower portion of the mission case 14 of the traveling mission SM. Of the pair of left and right output shafts 25L, 25R, the left output shaft 25L is transmitted to the crawler driving wheel body 1a of the left traveling device 1L, and the right output shaft 25R is transmitted to the crawler driving wheel body 1a of the right traveling device 1R. The

  As shown in FIG. 2, the traveling mission SM includes a sub-transmission device 20 having the input gear 21, a center gear 26 meshed with the output gear 22 of the sub-transmission device 20, and both sides of the center portion of the center gear 26. Steering gears 30L, 30R provided on the left side, left travel transmission gear 29L for transmitting the output of the left steering clutch 30L of the pair of steering clutches 30L, 30R to the drive gear 27L of the left output shaft 25L, Of the pair of steering clutches 30L, 30R, a right traveling transmission gear 29R that transmits the output of the right steering clutch 30R to the drive gear 27R of the right output shaft 25R, and a support shaft 28 that supports the center gear 26 at the center. The left turn auxiliary clutch 40L provided on one end side, the right turn auxiliary clutch 40R provided on the other end side of the support shaft 28, and the output gear 22 of the auxiliary transmission 20 are connected. Swirl transmission mission 50 having an input shaft 51, are constructed provided with such pivoting brake 60 provided at each end a pair of left and right output shafts 52 of the pivoting transmission mission 50.

  The sub-transmission device 20 shifts the engine driving force introduced into the input gear 21 in three stages of high, medium, and low by shifting one shift gear body 23, and from the output gear 22 This is transmitted to the center gear 26.

  As shown in FIGS. 2, 3, and 4, the left steering clutch 30 </ b> L is supported by the output gear 31 provided at the center of the center gear 26 and the support shaft 28 so as to be relatively rotatable and slidable. A clutch gear 32 meshed with the left traveling transmission gear 29L is also provided.

  The front end portion of the shift arm 33 is engaged with the clutch gear 32 so as to be relatively rotatable, and the biasing spring 34 is applied to the end portion of the clutch gear 32 so that the rotation support shaft 35 of the shift arm 33 is operated. The operation arm 36 connected to the end portion located outside the transmission case 14 so as to be integrally rotatable is operated to swing around the axis of the rotation support shaft 35, whereby the shift arm 33 is rotated to the axis of the rotation support shaft 35. The clutch gear 32 is swung around the center gear 26 and is slid toward the center gear 26 by the operating force of the biasing spring 34 so that the end of the clutch gear 32 is engaged with the output gear 31 of the center gear 26. The left steering clutch 30L transmits the driving force of the center gear 26 to the left traveling transmission gear 29L via the clutch gear 32 by operating the left traveling device 1. A state enters to transmit to the crawler drive wheel body 1a. The shift arm 33 is swing-operated around the axis of the rotation support shaft 35 toward the left-turn assist clutch 40L to enter the clutch gear 32 and slide it away from the center gear 26 against the biasing spring 34. When the end of the clutch gear 32 is disengaged from the output gear 31 of the center gear 26, the left steering clutch 30L releases the transmission from the center gear 26 to the left traveling transmission gear 29L, thereby crawler driving wheel 1a of the left traveling apparatus 1L. It will be cut off so that the transmission to is cut off.

  As shown in FIGS. 2, 3, and 4, the right steering clutch 30 </ b> R is configured in the same manner as the left steering clutch 30 </ b> L, and includes an output gear 31 provided at the center of the center gear 26 and the support shaft. 28, a clutch gear 32 that is supported in a relatively rotatable and slidable manner and is engaged with the right traveling transmission gear 29R.

  The operation arm 36 located outside the transmission case 14 is swung around the axis of the rotation support shaft 35, and the shift arm 33 is swung toward the center gear 26 around the axis of the rotation support shaft 35. When the clutch gear 32 is slid into the center gear 26 by the operating force of the biasing spring 34 and the end of the clutch gear 32 is engaged with the output gear 31 of the center gear 26, the right steering clutch 30R is By transmitting the driving force of the center gear 26 to the right traveling transmission gear 29R via the clutch gear 32, the center gear 26 enters the crawler driving wheel body 1a of the right traveling apparatus 1R. The shift arm 33 is swung around the axis of the rotation support shaft 35 toward the right turn auxiliary clutch 40R to enter the clutch gear 32 and slide it away from the center gear 26 against the biasing spring 34. When the end of the clutch gear 32 is disengaged from the output gear 31 of the center gear 26, the right steering clutch 30R releases the transmission from the center gear 26 to the right traveling transmission gear 29R, thereby crawler driving wheel of the right traveling apparatus 1R. It will be cut off so that transmission to 1a may be cut off.

  As shown in FIGS. 2 and 3, the turning transmission mission 50 is integrally rotated with the input shaft 51 to which the output gear 22 of the auxiliary transmission 20 is connected so as to be integrally rotatable, and the left end portion of the input shaft 51. A left reverse transmission gear pair 54a, 54b provided between a freely provided left output gear 53 and the input gear 41 of the left turn auxiliary clutch 40L, and a right end portion of the input shaft 51 are provided so as to be integrally rotatable. And a right reverse transmission gear pair 56a, 56b provided between the right output gear 55 and the input gear 41 of the right turn auxiliary clutch 40R.

  The input shaft 51 is engaged with the output gear 22 and the transmission gear 24 of the auxiliary transmission 20 so as to be integrally rotated and slidable by spline engagement, and is connected to the right output gear 55 of the input shaft 51. The input shaft 51 is slid to the right side of the mission case 14 by the operating member 57 engaged, and the right output gear 55 is engaged with the right reverse transmission gear 56a and the left output gear 53 is engaged with the left reverse transmission gear 54a. Then, the turning transmission mission 50 receives the driving force introduced from the output gear 22 and the transmission gear 24 of the auxiliary transmission 20 to the input shaft 51 via the left reverse transmission gear pair 54a, 54b and the input gear 41 of the left turning auxiliary clutch 40L. Are transmitted to the input gear 41 of the right turn auxiliary clutch 40R via the right reverse rotation transmission gear pair 56a, 56b, and the left turn auxiliary clutch 40L. The input gear 41 of the fine turning right auxiliary clutch 40R becomes reverse transmission state to drive in the opposite rotational direction to the rotational direction of the center gear 26.

  The input shaft 51 is shifted to the left side of the mission case 14, and the right output gear 55 is engaged with the input gear 41 of the right turn assist clutch 40R, and the left output gear 53 is engaged with the input gear 41 of the left turn assist clutch 40L. Then, the turning transmission mission 50 causes the driving force introduced from the output gear 22 and the transmission gear 24 of the auxiliary transmission 20 to the input shaft 51 to the left turning auxiliary clutch 40L via the left output gear 53 and the right output gear 55. Are transmitted to the right turn auxiliary clutch 40R, and the input gear 41 of the left turn auxiliary clutch 40L and the right turn auxiliary clutch 40R is rotated in the same rotation direction as the rotation direction of the center gear 26 at a lower speed than the center gear 26. It will be in a decelerated transmission state to drive.

  As shown in FIGS. 2 and 3, each of the turning brakes 60 is a movable brake provided integrally with the rotation support shafts 54c and 56c of the left reverse transmission gear pair 54a and 54b and the right reverse transmission gear pair 56a and 56b. A body 61 and a fixed brake body 62 fixed to the transmission case 14 are provided.

  The movable brake body 61 is slidably supported on the rotation support shafts 54 c and 56 c, and the movable brake body 61 is shifted toward the fixed brake body 62 and positioned on the outer peripheral portion of the movable brake body 61. The rotating brake 60 fixes the movable brake body 61 in a non-rotatable manner by the fixed brake body 62 by the tooth portion entering the tooth portion provided inside the solid brake body 62 being engaged therewith. The turning auxiliary clutches 40L and 40R are put into a state of applying braking force via the rotation support shafts 54c and 56c. When the movable brake body 61 is shifted in a direction away from the fixed brake body 62 and the tooth portion of the movable brake body 61 is disengaged from the tooth portion of the fixed brake body 62, the turning brake 60 is operated by the turning auxiliary clutch. The cutting state is set so as to cancel the application of the braking force to 40L and 40R.

  As shown in FIGS. 2 and 3, the left turn assist clutch 40L and the right turn assist clutch 40R include an input side rotating body 42 provided with the input gear 41, the clutch gear 32 of the steering clutches 30L and 30R, and the clutch. A plurality of friction plates 43 provided between the gear 32 and the input side rotating body 42 are provided.

That is, after the clutch gear 32 is slid in the direction away from the center gear 26 and the left steering clutch 30L and the right steering clutch 30R are switched to the disengaged state, the clutch gear 32 is further slid in the direction away from the center gear 26. When the operation portion 32a of the clutch gear 32 presses the friction plate 43 against the support portion 42a of the input side rotator 42, the left turn auxiliary clutch 40L and the right turn auxiliary clutch 40R are driven by the driving force of the turn transmission mission 50 and the turn. The braking force of the brake 60 is transmitted to and applied to the left traveling transmission gear 29L and the right traveling transmission gear 29R via the input-side rotator 42, the friction plate 43, and the clutch gear 32, thereby being applied to the left traveling apparatus 1L and the right traveling apparatus 1R. It enters the state to transmit and grant.
When the clutch gear 32 is slid toward the center gear 26 to release the pressure contact of the friction plate 43 against the support portion 42a, the left turn auxiliary clutch 40L and the right turn auxiliary clutch 40R are connected to the input side rotating body 42 and the clutch gear. The braking of the left traveling device 1L and the right traveling device 1R by the turning brake 60 is released so as to cut off the transmission from the turning transmission mission 50 to the left traveling device 1L and the right traveling device 1R by allowing the relative rotation of 32. It will be cut off.

  4, the operation arm 36 of the left steering clutch 30L is operated by one left hydraulic piston 71L of a pair of hydraulic pistons 71L, 71R of a cylinder block 70 provided on the outer surface side of the transmission case 14. The other right hydraulic piston 71R is configured to operate the operation arm 36 of the right steering clutch 30R, and the oil chamber for operating the left hydraulic piston 71L and the oil for operating the right hydraulic piston 71R. An oil supply passage 75 having a hydraulic pump 74 and an oil discharge passage 77 having a clutch valve 76 are connected to one steering valve 73 connected to the chamber via an operation oil passage 72, and a left hydraulic piston 71L. A drain oil passage 79 having a variable relief valve 78 is connected to the oil chamber of the right hydraulic piston 71R.

The drain oil passage 79 is configured and connected as follows to both the oil chamber of the left hydraulic piston 71L and the oil chamber of the right hydraulic piston 71R.
That is, when the left hydraulic piston 71L is operated by the pressure oil from the steering valve 73 to reach the operating position in which the left steering clutch 30L and the left turning auxiliary clutch 40L are operated in the disconnected state, the left hydraulic piston 71L opens to the oil chamber of the left hydraulic piston 71L. Even when the left hydraulic piston 71L is further operated to reach the operating position in which the left turning assist clutch 40L is in the engaged state, the hydraulic fluid is communicated with the operating oil passage 72 of the left hydraulic piston 71L through the oil chamber. The oil pressure chamber 71 is configured to communicate with the operation oil passage 72 of the left hydraulic piston 71L through the oil chamber, and is connected to the oil chamber of the left hydraulic piston 71L. Further, when the right hydraulic piston 71R is operated by the pressure oil from the steering valve 73 to reach the operation position in which the right steering clutch 30R and the right turn auxiliary clutch 40R are operated in the disengaged state, the right hydraulic piston 71R enters the oil chamber of the right hydraulic piston 71R. It opens and communicates with the operation oil passage 72 of the right hydraulic piston 71R through this oil chamber, and then the right hydraulic piston 71R is further operated to become the operation position in which the right turn assist clutch 40R is brought into the engaged state. Also, it is configured to communicate with the operation oil passage 72 of the right hydraulic piston 71R through the oil chamber and is connected to the oil chamber of the right hydraulic piston 71R.

  When the variable relief valve 78 is operated to a low relief pressure state, the left hydraulic piston 71L and the right hydraulic piston 71R are turned to the left steering clutch 30L and the left turning auxiliary clutch 40L, and the right steering clutch 30R and the right turning auxiliary clutch. When the operating position for operating the switch 40R in the off state is reached, thereafter, the pressure oil supplied from the steering valve 73 is supplied to the drain oil passage 79 so as to hold the left hydraulic piston 71L and the right hydraulic piston 71R at the operating positions. It comes to discharge. The variable relief valve 78 operated to the high relief pressure is the pressure from the steering valve 73 after the left hydraulic piston 71L and the right hydraulic piston 71R operate the left steering clutch 30L and the right steering clutch 30R to be disconnected. The oil further acts on the left hydraulic piston 71L and the right hydraulic piston 71R, and the left hydraulic piston 71L and the right hydraulic piston 71R are further operated to operate the left turning auxiliary clutch 40L and the right turning auxiliary clutch 40R to the engaged state. It is supposed to be possible.

  The steering valve 73 and the variable relief valve 78 are interlocked to one steering lever 81 by an interlocking mechanism 80, and the steering lever 81 is swung in the lateral direction of the fuselage, so that the neutral position N and the first left turn position When the steering valve 73 and the variable relief valve 78 are operated to the L1, the second left turning position L2, the first right turning position R1, and the second right turning position R2, the operating state of the steering valve 73 and the variable relief valve 78 is as follows. Thus, the left hydraulic piston 71L operates the left steering clutch 30L and the left turning auxiliary clutch 40L, and the right hydraulic piston 71R operates the right steering clutch 30R and the right turning auxiliary clutch 40R as follows. Yes.

  That is, when the steering lever 81 is operated to the neutral position N, the steering valve 73 is in a neutral state so that the pressure oil from the hydraulic pump 74 is discharged to the oil discharge passage 77, and the left hydraulic piston 71L is moved to the left. The steering clutch 30L and the left turn auxiliary clutch 40L are operated to be disconnected, and the right hydraulic piston 71R is operated to disconnect the right steering clutch 30R and the right turn auxiliary clutch 40R.

  When the steering lever 81 is operated to the first left turning position L1, the steering valve 73 supplies pressure oil from the hydraulic pump 74 to the left hydraulic piston 71L, and oil is discharged from the right hydraulic piston 71R to the oil discharge passage 77. The variable relief valve 78 enters a low relief pressure state, the left hydraulic piston 71L operates to turn off the left steering clutch 30L and the left turning auxiliary clutch 40L, and the right hydraulic piston 71R moves to the right. With the steering clutch 30R engaged, the right turn auxiliary clutch 40R is operated to disengage.

  When the steering lever 81 is operated to the left second turning position L2, the steering valve 73 supplies the pressure oil from the hydraulic pump 74 to the left hydraulic piston 71L, and the oil is discharged from the right hydraulic piston 71R to the oil discharge passage 77. To the left, the variable relief valve 78 is in a high relief pressure state, the left hydraulic piston 71L is disengaged from the left steering clutch 30L, and the left turning auxiliary clutch 40L is engaged to enter the right hydraulic piston. 71R operates the right turning auxiliary clutch 40R to the disengaged state with the right steering clutch 30R engaged.

  When the steering lever 81 is operated to the right first turning position R1, the steering valve 73 supplies the pressure oil from the hydraulic pump 74 to the right hydraulic piston 71R, and the oil is discharged from the left hydraulic piston 71L to the oil discharge passage 77. The variable relief valve 78 is in a low relief pressure state, the left hydraulic piston 71L is engaged with the left steering clutch 30L and the left turning auxiliary clutch 40l is disengaged, and the right hydraulic pressure is established. The piston 71R operates the right steering clutch 30R and the right turning auxiliary clutch 40R to the disengaged state.

  When the steering lever 81 is operated to the right second turning position R2, the steering valve 73 supplies the pressure oil from the hydraulic pump 74 to the right hydraulic piston 71R, and the oil is discharged from the left hydraulic piston 71L to the oil discharge passage 77. The variable relief valve 78 is in a high relief pressure state, the left hydraulic piston 71L is engaged with the left steering clutch 30L and the left turning auxiliary clutch 40L is disengaged, and the right hydraulic pressure is established. The piston 71R operates the right turning auxiliary clutch 40R to the engaged state with the right steering clutch 30R disengaged.

  The operating member 57 for shifting the input shaft 51 of the turning transmission mission 50 and the operating member (not shown) for shifting the movable brake body 61 of the pair of turning brakes 60 are connected by the interlock mechanism 82. When the turn selection lever 82 is swung and operated to the slow turn position K, the brake turn position B, and the pivot turn position S, the interlock mechanism 82 is operated. The turning transmission mission 50 and each turning brake 60 are operated as follows.

That is, when the turning selection lever 83 is operated to the slow turning position K, the turning transmission mission 50 is operated to the deceleration transmission state, and each turning brake 60 is operated to the off state.
When the turning selection lever 83 is operated to the brake turning position B, the input shaft 51 of the turning transmission 50 disengages the left output gear 53 from any one of the left reverse transmission gear pair 54a, 54b, and the right output gear 55 is turned off. It is operated so as to be disengaged from any of the right reverse transmission gear pair 56a, 56b, and the turning transmission mission 50 is operated in a neutral state so as to cut off the transmission to the left turning auxiliary clutch 40L and the right turning auxiliary clutch 40R, Each turning brake 60 is operated to the on state.
When the turning selection lever 83 is operated to the belief turning position S, the turning transmission mission 50 is operated to the reverse transmission state, and each turning brake 60 is operated to the off state.

  As shown in FIG. 4, the clutch valve 76 is a valve that can be switched between an open state and a closed state. When the clutch valve 76 is switched to the open state, the oil discharge port of the steering valve 73 communicates with the tank T. The opening of the oil drainage passage 77 is performed so that the left steering clutch 30L and the right steering clutch 30R can be engaged with the steering valve 73 operated in the neutral state, and the operation is switched to the closed state. Then, even if the drainage passage 77 is closed so as to cut off the communication of the drainage port of the steering valve 73 to the tank T, the pressure oil from the hydraulic pump 74 is maintained even if the steering valve 73 is in a neutral state. Is supplied to the left hydraulic piston 71L and the right hydraulic piston 71R, so that the left steering clutch 30L and the right steering clutch 30R are both operated to be disconnected.

  As a result, when the clutch valve 76 is operated to be switched to the open state, the steering valve 73 in the neutral state can be operated to enter the engaged state of the left steering clutch 30L and the right steering clutch 30R. The driving work state 76a appears so that a transmission state in which the engine driving force transmitted to the transmission case 14 by the output shaft 13b of the traveling main transmission 13 is transmitted to the cutting pretreatment device 5 and the left and right traveling devices 1L and 1R appears. Become. The clutch valve 76 that has been switched to the closed state enables the left steering clutch 30L and the right steering clutch 30R to be turned off by the steering valve 73 that is in the neutral state. The engine driving force transmitted to the transmission case 14 by the output shaft 13b is not transmitted to the left and right traveling devices 1L and 1R, but enters a stop working state 76b so as to reveal a transmission state transmitted to the pre-cutting processing device 5.

  As shown in FIG. 2, a parking brake 85 is provided on the lateral side of the mission case 14. The parking brake 85 brakes the input shaft 51 of the turning transmission mission 50. The input shaft 51, the output gear 22 of the auxiliary transmission 20, the center gear 26, and the left steering clutch. The left traveling device 1L is braked through 30L, and the right traveling device 1R is braked through the input shaft 51, the output gear 22, the center gear 26, and the right steering clutch 30R.

  As shown in FIG. 5, the speed change motor 91, which is an electric motor in which an output gear 91a is meshed and interlocked with a fan-shaped gear 90 that is connected to a speed change operation shaft 13d of the travel main transmission 13 so as to be integrally rotatable, The main transmission 13 is mounted outside the device 13 and the speed change motor 91 is operated to change the speed. As shown in FIG. 6, the transmission motor 91 is linked to the control means 92, and the control means 92 is linked to the transmission sensor 93 and the transmission sensor 94.

  The shift sensor 93 is composed of a potentiometer having a rotation operation unit linked to the shift lever 95. When the shift lever 95 is operated, the shift sensor 95 outputs a shift command to the control means 92 and detects the operation position of the shift lever 95. The detection result is converted into an electric signal and output to the control means 92. The transmission sensor 94 is composed of a potentiometer whose rotational operation unit is linked to the transmission operation shaft 13d of the traveling main transmission 13, and detects the shift state of the traveling main transmission 13 based on the operation position of the transmission operation shaft 13d. The detection result is converted into an electrical signal and output to the control means 92.

  The control means 92 is configured using a microcomputer, and when the shift lever 95 is operated to the neutral position ST, the forward range F or the reverse range R, the shift is performed based on the shift command and detection information from the shift sensor 93. When the motor 91 is driven to determine whether or not the main driving transmission 13 is in the control target shift state based on the detection information from the transmission sensor 94, the main driving transmission 13 is in the control target shift state. By stopping the transmission motor 91, the traveling main transmission 13 is shifted to a neutral state corresponding to the operation position of the transmission lever 95, and to a forward or reverse transmission state.

  As shown in FIG. 4, the clutch valve 76 is configured as an electromagnetic valve so as to be switched by a valve solenoid 97 composed of an electromagnetic solenoid mounted on the clutch valve 76. As shown in FIG. 6, the valve solenoid 97 is linked to the control means 92, and the control means 92 is linked to the command switch 101 of the command means 100 and the parking brake sensor 105.

  As shown in FIG. 6, the command means 100 includes a transmission switching pedal 102 provided in the operation unit 2 and the command switch 101 including a detection switch, and the transmission switching pedal 102 is in a non-operating state. The command switch 101 is turned off when the pressing operation by the transmission switching pedal 102 is released, and a traveling operation command for switching the clutch valve 76 to the traveling operation state 76a is output to the control means 92, and the transmission switching is performed. When the pedal 102 is depressed, the command switch 101 is pressed by the transmission switching pedal 102 to turn on, and a stop operation command for switching the clutch valve 76 to the stop operation state 76b is output to the control means 92. .

  The parking brake sensor 105 is a detection switch that is turned on and off by a parking brake pedal 106 provided in the driving unit 2, and detects whether the parking brake pedal 106 is in an operating state or a non-operating state. The result is converted into an electrical signal and output to the control means 92. The parking brake pedal 106 is connected to the operating arm 86 (see FIG. 3) of the parking brake 85 by an interlocking mechanism (not shown) such as an interlocking rod, and switches the parking brake 85. Knowing the information detected by the parking brake sensor 105, it is possible to determine whether the parking brake 106 is in the on state or the off state.

As shown in FIGS. 7 and 11, the control unit 92 executes transmission control for switching the clutch valve 76 based on the command from the command unit 100 and the detection information from the parking brake sensor 105 and the shift sensor 93.
That is, it is determined whether the command input from the command switch 101 of the command means 100 is a travel work command or a stop work command. If it is determined that the command is a travel work command, the clutch valve 76 is set to the valve solenoid 97 in the travel work state. A signal for operating 76a is output to switch the clutch valve 76 to the traveling work state 76a (steps 1 and 2). When it is determined that the command from the command switch 101 of the command means 100 is a stop work command, it is determined whether or not the parking brake 85 is in an on state based on information detected by the parking brake sensor 105, and the parking brake 85 is turned on. If it is determined that the vehicle is in the state, the signal for operating the clutch valve 76 to the traveling work state 76a is output to the valve solenoid 97 until the parking brake 85 is turned off to hold the clutch valve 76 in the traveling work state 76a ( Step 3, 2). When it is determined that the parking brake 85 is not in the on state (when the parking brake 85 is in the off state), a signal for operating the clutch valve 76 to the stop operation state 76b is output to the valve solenoid 97 to stop the clutch valve 76. Switching to state 76b is performed (steps 3 and 4).

The control means 92 executes valve switching restriction control for restricting the switching of the clutch valve 76 based on the command from the command switch 101 of the command means 100 and the detection information from the shift sensor 93 as shown in FIGS.
That is, when the operation of depressing the transmission switching pedal 102 is released, the command by the command unit 100 changes, so that the command by the command unit 100 changes from the stop work command to the travel work command based on the information from the command unit 100. If it is determined that the traveling main transmission 13 is in a neutral state or a set low speed state, it is determined based on information detected by the shift sensor 93 (steps 11 and 12). . When it is determined that the traveling main transmission 13 is not in the neutral state or the set low speed state, a signal for operating the clutch valve 76 to the stop working state 76b is output to the valve solenoid 97 in preference to the traveling work command by the command means 100. Thus, the clutch valve 76 is held in the stop operation state 76b (steps 12 and 13). When it is determined that the traveling main transmission 13 is in the neutral state or the set low speed state, an elapsed time t from when the shift sensor 93 outputs a shift command for shifting the traveling main transmission 13 to the neutral state or the set low speed state is calculated. Until the measured elapsed time t reaches a preset elapsed time t0, a signal for operating the clutch valve 76 to the stop work state 76b is output to the valve solenoid 97 to stop the clutch valve 76 in the stop work state. When the measured elapsed time t reaches the set elapsed time t0, a signal for operating the clutch valve 76 to the traveling work state 76a is output to the valve solenoid 97 to switch the clutch valve 76 to the traveling work state 76a. (Steps 14, 15, 16)
As the set low-speed state, even when the driving devices 1L and 1R are started to drive, the low-speed transmission in which the airframe starts in a state in which it is difficult for the starting shock that would cause the pre-cutting device 5 to move and drop off the cereal. The state has been set.
As the set elapsed time t0, the speed change lever 95 is operated to the neutral position ST or a low speed position in the vicinity thereof, and the speed change sensor 93 outputs a speed change command. When the operation is switched to the state or the low speed state, the time required for the traveling transmission device 13 to actually switch to the neutral state or the low speed state after the shift command is output is set.

Moreover, the control means 92 performs the brake priority control which gives priority to the operation of applying the parking brake 85 based on the detection information by the parking brake sensor 105 and the information by the command means 100 as shown in FIGS.
That is, it is determined whether or not the parking brake 85 has been turned on based on information detected by the parking brake sensor 105. When it is determined that the turning operation has been performed, the clutch valve 76 is stopped based on a command from the command means 100. When it is determined whether or not the working state 76b is present, and it is determined that the clutch valve 76 is in the stopped working state 76b, the clutch solenoid 76 is placed on the valve solenoid 97 in the traveling working state in preference to the stopping working command by the command means 100. A signal for operating 76a is output to operate the clutch valve 76 to the traveling work state 76a.

  In other words, when performing the cutting operation while the aircraft is traveling, the clutch valve 76 is set to the traveling operation state 76a without operating the transmission switching pedal 102, and the engine driving force is applied to the cutting pre-processing device 5 and the traveling devices 1L and 1R. Further, the transmission lever 95 is operated to the forward travel region F with the transmission state to be transmitted also being made to appear. Then, the traveling main transmission 13 enters a forward transmission state, and is transmitted from the engine 3 to the traveling main transmission 13, and the traveling main transmission 13 generates a forward driving force at a speed corresponding to the operation position of the transmission lever 95. The driving force shifted and output from the output shaft 13b is transmitted to the pretreatment drive shaft 18 via the cutting output shaft 15 and the transmission mechanism 17, and the pulling device 5c, the cutting device 5d of the cutting pretreatment device 5, and the conveyance The device 5e can be driven. At the same time, the forward driving force output from the output shaft 13b of the traveling main transmission 13 is transmitted to the crawler drive wheels 1a of the left traveling device 1L and the right traveling device 1R via the traveling mission SM, and the left and right traveling devices 1L. , 1R can be driven forward to drive the aircraft forward.

  At this time, when the steering lever 81 is set to the neutral position N, the steering valve 73 is in a neutral state, and the left steering clutch 30L and the right steering clutch 30R are operated to engage the left and right traveling devices 1L, 1R. It can be driven at the same driving speed by the driving force transmitted from the traveling main transmission 13 through the center gear 26 and the steering clutches 30L, 30R, and the airframe travels straight.

  When the steering lever 81 is swung from the neutral position N to the left side of the machine body to the first left turning position L1, the steering valve 73 is turned left, the left steering clutch 30L is disengaged, and the right steering is performed. The clutch 30R is engaged and the right turn assist clutch 40R is operated to be disengaged, and at the same time, the relief valve 78 is set to a low relief pressure so that the left turn assist clutch 40L is maintained in the disengaged state. While stopping 1L, the right traveling device 1R can be driven by the driving force transmitted from the traveling main transmission 13 through the center gear 26 and the right steering clutch 30R, and the aircraft turns to the left.

  When the steering lever 81 is further swung to the left side of the body to the second left turning position L2, the steering valve 73 is in the left turning state, the left steering clutch 30L is disengaged, and the right steering clutch 30R is turned off. In the engaged state, the right turn auxiliary clutch 40R is operated in the disengaged state. At the same time, the relief valve 78 is set to a high relief pressure and the left turning auxiliary clutch 40L is turned on. Therefore, when the turning selection lever 83 is operated to the slow turning position K, the turning transmission mission 50 is Each turning brake 60 is turned off in the deceleration transmission state, and the right traveling device 1R is driven by the driving force transmitted from the traveling main transmission 13 through the turning transmission mission 50 and the left turning auxiliary clutch 40L. While driving at a lower speed, the right traveling device 1R can be driven at a higher speed than the left traveling device 1L by the driving force transmitted from the traveling main transmission 13 through the center gear 26 and the right steering clutch 30R. The aircraft makes a gentle turn to the left. Further, when the turning selection lever 83 is operated to the pivot turn position S, the turning transmission 50 is in the reverse transmission state, the turning brakes 60 are turned off, and the left traveling device 1L is moved to the traveling main transmission 13. The right traveling device 1R is moved from the traveling main transmission 13 to the center gear 26 and the right steering gear while being driven in the direction opposite to the right traveling device 1R by the driving force transmitted from the turning transmission mission 50 and the left turning auxiliary clutch 40L. The vehicle can be driven by the driving force transmitted through the direction clutch 30R, and the aircraft turns to the left. Further, when the turning selection lever 83 is operated to the brake turning position B, the turning transmission 50 is turned off and the turning brakes 60 are turned on, and the left traveling device 1L is connected via the left turning auxiliary clutch 40L. The right traveling device 1R can be driven by the driving force transmitted from the traveling main transmission 13 through the center gear 26 and the right steering clutch 30R while the brake is applied by the turning brake 60. To do.

  When the steering lever 81 is swung from the neutral position N to the right side of the body to the right first turning position R1, the steering valve 73 is turned to the right, the right steering clutch 30R is turned off, and the left steering is made. When the direction clutch 30L is engaged and the left turn assist clutch 40L is operated to be disengaged, the relief valve 78 is set to a low relief pressure, and the right turn assist clutch 40R is maintained in the disengaged state. While the device 1R is stopped, the left traveling device 1L can be driven by the driving force transmitted from the traveling main transmission 13 through the center gear 26 and the left steering clutch 30L, and the aircraft turns in the right direction.

  When the steering lever 81 is further swung to the right side of the body to the right second turning position R2, the steering valve 73 is in the right turning state, the right steering clutch 30R is in the disengaged state, and the left steering clutch 30L. Is turned on, and the right turn auxiliary clutch 40R is turned off. At the same time, the relief valve 78 is set to a high relief pressure and the left turning auxiliary clutch 40L is turned on. Therefore, when the turning selection lever 83 is operated to the slow turning position K, the turning transmission mission 50 is Each turning brake 60 is turned off in the deceleration transmission state, and the left traveling device 1R is driven by the driving force transmitted from the traveling main transmission 13 through the turning transmission mission 50 and the right turning auxiliary clutch 40R. While driving at a lower speed than 1L, the left traveling device 1L can be driven at a higher speed than the right traveling device 1R by the driving force transmitted from the traveling main transmission 13 through the center gear 26 and the left steering clutch 30L. The aircraft will turn slowly to the right. Further, when the turning selection lever 83 is operated to the pivot turn position S, the turning transmission 50 is in the reverse transmission state, the turning brakes 60 are turned off, and the right traveling device 1R is moved to the traveling main transmission 13. The left traveling device 1L is moved from the traveling main transmission 13 to the center gear 26 and the left while the left traveling device 1L is driven in the reverse rotation direction to the left traveling device 1L by the driving force transmitted through the turning transmission mission 50 and the right turning auxiliary clutch 40R. It can be driven by the driving force transmitted via the steering clutch 30L, and the aircraft turns rightward. Further, if the turning selection lever 83 is operated to the brake turning position B, the turning transmission mission 50 is turned off and the turning brakes 60 are turned on, and the right turning auxiliary clutch 40R is attached to the right traveling device 1R. The left traveling device 1L can be driven by the driving force transmitted from the traveling main transmission 13 through the center gear 26 and the left steering clutch 30L while the brake is applied by the turning brake 60, and the airframe is braked to the right. Turn.

  When performing the operation of cutting the machine while stopping the machine, such as cutting at the heel, the steering lever 81 is operated to the neutral position N, the steering valve 73 is in the neutral state, and the left hydraulic pressure of the left steering clutch 30L. A state in which pressure oil can be supplied to both the piston 71L and the right hydraulic piston 71R of the right steering clutch 30R appears, and the transmission switch pedal 102 is depressed to output a stop operation command from the command switch 101. . At this time, if the parking brake 85 is in the on state, the control unit 92 operates the clutch valve 76 to the traveling work state 76a in preference to the stop work command. Depress the transmission switching pedal 102 again. Then, the control means 92 operates the valve solenoid 97 based on the stop work command from the command means 100 to switch the clutch valve 76 to the stop work state 76b. Then, since the transmission state transmitted to the pre-cutting processing device 5 appears without the engine driving force being transmitted to the left and right traveling devices 1L, 1R, the speed change lever 95 is operated to the forward region F. Then, the control means 92 shifts the travel main transmission 13 to the forward transmission state of the speed state corresponding to the operation position of the shift lever 95 based on the shift command from the shift sensor 93, and The driving force transmitted to the transmission 13 and shifted to the forward driving force at a speed corresponding to the operation position of the transmission lever 95 by the traveling main transmission 13 and output from the output shaft 13 b is the cutting output shaft 15 and the transmission mechanism 17. The forward drive force output from the output shaft 13b of the traveling main transmission 13 is transmitted to the center gear 26 of the traveling mission SM, but the left and right steering clutch 30L. , 30R is not transmitted to the crawler drive wheels 1a of the left and right left traveling devices 1L, 1R, and the right and left traveling devices 1L, 1R are stopped while cutting. Ri Pick device 5c of the preprocessing device 5, cutting device 5d, cutting of planted culms by driving the conveying device 5e, and can perform transportation of cutting culms.

  When the left steering clutch 30L and the right steering clutch 30R are in the disengaged state, even if the parking brake 85 is in the engaged state, the traveling devices 1L and 1R are not braked, but the parking brake 85 is in the engaged state. In the case where the clutch valve 76 is in the stop operation state 76b, the control means 92 operates the valve solenoid 97 in preference to the stop operation command from the command means 100 based on the detection information from the parking brake sensor 105. Then, the clutch valve 76 is switched to the traveling work state 76a. As a result, the left steering clutch 30L and the right steering clutch 30R are switched to the engaged state and the parking brakes are applied to the traveling devices 1L and 1R without the effort of switching the clutch valve 76 to the traveling work state 76a. Become.

  When traveling after finishing the machine mowing work after stopping the machine body, the operation of depressing the transmission switching pedal 102 is released and a traveling work command is output from the command switch 101. At this time, if the traveling main transmission 13 remains in the transmission state at a speed higher than the set low speed state, the control means 92 has priority over the traveling work instruction by the instruction means 100 based on the detection information by the transmission sensor 93. Then, the clutch valve 76 is held to the stop operation state 76b. Therefore, the gear change lever 95 is operated to a neutral state or a low speed position in the vicinity thereof, and a gear change command is output by the gear change sensor 93. Depress the operation. Then, the control means 92 operates the valve solenoid 97 based on the travel work command from the command means 100 to switch the clutch valve 76 to the travel work state 76a. At this time, when the clutch valve 76 is switched to the traveling work state 76a and the steering clutches 30L and 30R are switched to the engaged state, the control unit 92 switches the traveling main transmission 13 to the neutral state or the set low speed state. In order not to cause a situation in which high speed power is not transmitted to the traveling devices 1L and 1R without being changed, the clutch valve 76 is in a traveling working state after the set elapsed time t0 has elapsed since the transmission sensor 93 outputs a shift command. The clutch valve 76 is switched to the traveling work state 76a so as to switch to 76a. Thus, after the clutch valve 76 is switched to the traveling work state 76a, the shift lever 95 is operated from the neutral position ST or a low speed position in the vicinity thereof to the forward range F or the reverse range R to move the traveling main transmission 13 to the forward side or The speed change operation is performed in the reverse transmission state, and the traveling apparatuses 1L and 1R are driven so as to gradually increase from the stopped state or the low speed state, so that the airframe can be started gently so that the start shock is not easily generated.

[Another embodiment]
In the above embodiment, when the transmission 13 is in the neutral state and when the transmission 13 is in the set low speed state, the clutch valve 76 travels when the traveling work command is output instead of the stop work command. Although it is configured to be switched to the work state 76a, only when the transmission 13 is in a neutral state, when the travel work command is output instead of the stop work command, the clutch valve 76 enters the travel work state 76a. It may be configured to be switched. In this case also, the object of the present invention can be achieved.

In place of the clutch valve 76 of the above-described embodiment, a transmission switching clutch for turning on and off transmission from the output shaft 13b of the traveling transmission device 13 to the traveling devices 1L and 1R is provided separately from the steering clutch 30L and 30R, and switching of the transmission switching clutch is performed. Thus, the transmission state in which the engine driving force is transmitted to the traveling devices 1L, 1R and the pre-cutting processing device 5 and the transmission state in which the engine driving force is transmitted to the pre-cutting processing device 5 without being transmitted to the traveling devices 1L, 1R. The present invention can also be applied to a configuration implemented so as to be displayed in a switched manner.
Further, when the transmission switching clutch is employed, the object of the present invention can be achieved even if the switching operation is performed using an electric motor or the like.
Accordingly, the clutch valve 76, the transmission switching clutch, and the like are collectively referred to as transmission switching means 76, and the electromagnetic solenoid 97, the electric motor, and the like are collectively referred to as an electric actuator 97.

Side view of the entire combine Schematic diagram of transmission structure Cross section of steering clutch, turning assist clutch, turning brake, turning transmission mission Hydraulic circuit diagram Front view of the operating unit of the main transmission Block Diagram Transmission control flow chart Flow chart of valve switching restriction control Brake priority control flow chart Explanatory drawing of valve switching restriction control Explanation of brake priority control

Explanation of symbols

1L Left traveling device 1R Right traveling device 5 Cutting pretreatment device 13 Traveling transmission device 76 Transmission switching means 76a Transmission switching device traveling operation state 76b Transmission switching device stopping operation state 85 Parking brake 93 Transmission sensor 97 Electric actuator 100 Commanding unit 105 Parking brake sensor

Claims (4)

A traveling work state in which the engine driving force is transmitted to the traveling device and the pre-cutting processing device appears, and a transmission state in which the engine driving force is not transmitted to the traveling device and is transmitted to the pre-cutting processing device are displayed. A combine equipped with transmission switching means that can be switched to a stopped work state,
An electric actuator for switching the transmission switching means;
A stop work command for switching the transmission switching means to a stop work state, and a command means for outputting a travel work command for switching the transmission switching means to a travel work state,
Control means for operating the electric actuator based on a command from the command means so that the transmission switching means is switched to an operation state corresponding to the command from the command means;
A shift sensor that detects that the travel transmission that drives the travel device in a neutral state is in a neutral state, or in a neutral state and a set low-speed transmission state;
If the travel transmission is in a neutral state, or in a neutral state and a set low-speed transmission state, when the command by the command means changes from the stop work command to the travel work command, the transmission switching means is moved from the stop work state. If the control means operates the electric actuator based on the travel work command by the command means and the detection information by the shift sensor so that the operation is switched to the travel work state, and the travel transmission is in the transmission state, Even if the command by the command means changes from the stop work command to the travel work command, the control means has priority over the travel work command by the command means so as to keep the transmission switching means in the stop work state. A combine configured to operate the electric actuator based on information detected by a shift sensor.   When the command means outputs the travel work command, the elapsed time from when the shift command for shifting the travel transmission device to the neutral state, or the neutral state and the set low speed state is output is measured. The control means is configured to operate the electric actuator based on the measurement result of the elapsed time so that the transmission switching means is switched to the traveling work state after the set elapsed time has elapsed. Item 1. A combine according to item 1.   A parking brake sensor that detects the on state of the parking brake is provided, and when the parking brake is switched to the on state, the transmission switching unit is switched to the traveling work state in preference to the stop operation command by the command unit. The combine according to claim 1 or 2, wherein the control means is configured to operate the electric actuator based on information detected by the parking brake sensor.   When the parking brake is in the on state, the control means is based on the detection information from the parking brake sensor so that the transmission switching means is switched to the traveling work state in preference to the stop work command by the command means. The combine according to claim 3, wherein the combiner is configured to operate the electric actuator.

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