JP2007195490A - Combine harvester - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a technique for enabling the operating condition of each part of the combine harvester to be recognized by an operator while improving the bad condition of carrying out a reaping operation by a traveling mode. <P>SOLUTION: The combine harvester 200 has a sub-speed-changing device 180 for switching the power from an engine between a high-speed (traveling) mode and a low-speed (operation) mode, a position sensor 64 for detecting a speed-changing position of the sub-speed-changing device 180, an alarm buzzer 58 and a controller 70 for controlling these input-output instruments. The controller 70 controls a reaping part 3 so as not to operate when the position sensor 64 detects the speed-changing position of the high-speed (traveling) mode. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a technique for controlling a traveling speed change and work switching of a combine.

In a recent combine, a display device such as a liquid crystal display and a display instrument is provided in the vicinity of the operation unit of the driver's seat, and by displaying status information of each part of the combine on these display devices, an operation state (for example, The operator can visually recognize the engine speed, load, vehicle speed, grain amount in the Glen tank, etc.).
In the conventional combine, it is possible to operate the cutting part even if the sub-shift is in the high-speed (traveling) mode. If the cutting operation is performed in this high-speed mode, the work load is too large and an engine stall occurs. Cereals, the amount of cereals to be taken in increases, the cereals are clogged at the transport section, the threshing process cannot be sufficiently performed, left behind, and the grains cannot be sorted properly. .
In order to remedy this problem, when the sub-shift is in the low speed (work) mode and the cutting speed is set to a high speed, or during the cutting operation, the sub-shift is changed from the low speed (work) mode to the high speed (travel) mode. In the case of a change, a technique for displaying on the display device and issuing an alarm to alert an operator's attention is disclosed and publicly known by the same applicant as the present invention (Patent Document 1). reference).
Also, when the combine shifts to the cutting operation state and travels at a low speed, the engine speed is kept substantially constant by controlling the variable hydraulic motor of the HST (hydraulic continuously variable transmission) according to the load condition of the traveling system. At the same time, if the shift position of the sub-shift is high speed (running), a warning sound or a warning lamp is used to notify, and the shift position of the sub-shift is automatically changed to low speed (work). (See Patent Document 2).
JP 2005-80549 A Japanese Patent No. 3601035

In the recent combine, the conventional technology is further improved, and if the shift position of the sub-shift is in the high speed (traveling) mode, the cutting switch on the electric circuit is set to “OFF” so that the cutting unit is not operated. Yes. As a result, it is possible to prevent the cereals from being jammed in the transport unit or falling into a situation where problems such as inability to properly select the grains occur.
However, in such a case, it is difficult for the operator to determine why the reaping part does not operate, causing false recognition of a failure or abnormality, and increasing unnecessary inspections, resulting in reduced work efficiency. It was a cause.
In view of this situation, the present invention proposes a technique that allows the operator to reliably recognize the operating status of each part of the combine while preventing the trouble of performing the cutting operation in the high-speed (running) mode.

  The problem to be solved by the present invention is as described above. Next, means for solving the problem will be described.

  That is, in claim 1, a sub-transmission device that switches the power from the engine to a high-speed (running) mode or a low-speed (working) mode, a detection unit that detects a shift position of the sub-transmission unit, an alarm unit, And a control unit for controlling these input / output devices, the control unit does not operate the cutting unit when the detection unit detects the shift position in the high-speed (running) mode. It is characterized by controlling to.

  According to a second aspect of the present invention, when the detecting means detects the shift position in the high-speed (traveling) mode and controls so as not to operate the cutting unit, the control means controls to stop the running or the engine. It is characterized by this.

  According to a third aspect of the present invention, display means provided in an operation unit is connected to the control means, and when the detection means detects a shift position in the high speed (traveling) mode, the display means is connected to the sub-transmission device. Is controlled to display information indicating that it is in the high-speed (running) mode.

  According to a fourth aspect of the present invention, when alarm means is connected to the control means, and the control means displays information indicating that the auxiliary transmission is in the high speed (traveling) mode on the display means, the alarm means It is characterized by controlling to issue an alarm.

  As effects of the present invention, the following effects can be obtained.

  In claim 1, the cutting operation cannot be performed in the traveling speed change state, the clogging does not occur in the transport unit, the threshing unit, the sorting unit, and the like, and the discharge of unprocessed material (grain) to the field can be eliminated. it can. Moreover, it does not work with a high load and does not damage the aircraft.

  In claim 2, when trying to rotate the cutting part during the high-speed (running) mode, the cutting part does not rotate unexpectedly, but it does not run, so that it is possible to prevent the rice from being stepped over.

  In claim 3, when the cutting clutch is operated to the “on” side in the traveling mode, the cutting unit does not operate. At this time, whether the failure or abnormality is indicated by the display means, the operator can easily recognize. can do.

  In claim 4, since an alarm is issued when the cutting clutch is operated to the “on” side in the traveling mode, the operator is informed that the operation is wrong, and that the reason why the cutting part does not rotate is urged. it can.

Next, embodiments of the invention will be described with reference to two examples.
Below, the whole structure of the combine 200 which concerns on this invention is demonstrated using FIG. 1 thru | or FIG. The overall configuration of the combine 200 is common to the first and second embodiments.
As shown in FIG. 1 or FIG. 3, the combine 200 is configured such that the body frame 2 is placed on the crawler type traveling device 1, and the cutting unit 3 can be moved up and down on the cutting frame 12 disposed at the front end of the body frame 2. It is arranged. The cutting part 3 projects the cedar by projecting the weed plate 4 at the front end, raises the case 5 at the rear part, and raises the case 5 to cause the cereal by rotating the tine 6 protruding from the case 5. The stock is cut with a cutting blade 7 disposed at the rear of the weed plate 4.

  The harvested cereals are transported to the rear by the upper transport device, the lower transport device, and the vertical transport device 8, and the stocker side is inherited by the feed chain 9 from the upper end of the vertical transport device 8, and the threshing unit 20 and the sorting unit The cereals are transported into the threshing device 21. A waste transporting chain 10 is disposed at the rear end of the feed chain 9, and a waste processing unit 11 including a waste cutter device and a diffusion conveyor is formed below the rear of the waste transporting chain 10. After the straw is cut into pieces, it is released uniformly into the field while being diffused or released without being cut.

  A grain tank 13 for storing the selected grain is disposed on the side of the threshing section 20, and a driver's cab 14 that covers the control section 30 is disposed at the front of the grain tank 13. In other words, the cab 14 is disposed on the right front of the aircraft in the traveling direction. On the other hand, a vertical auger 15a of a discharge auger 15 is erected at the rear part of the Glen tank 13, and the discharge auger 15 and the Glen tank 13 can be turned sideways around the vertical auger 15a. Rotating to facilitates maintenance of the drive system and hydraulic system arranged on the inside of the machine.

  A discharge conveyor 16 is disposed in the front-rear direction at the bottom of the Glen tank 13, and the rear portion of the discharge conveyor 16 communicates with the lower portion of the vertical auger 15a and from the rear portion of the discharge conveyor 16 to the discharge auger 15. Power is transmitted so that the grains in the grain tank 13 can be discharged from the tip of the discharge auger 15 to a truck or the like. Further, a sorting unit 21 is disposed below the threshing unit 20, and the grain is sorted from the grains and sawdust flowing down from the threshing unit 20, and the refined grains are transported to the Glen tank 13 or sawdust. Etc. are discharged out of the machine or transported to the Glen tank 13.

  Further, as shown in FIG. 2 or FIG. 3, an engine 80 serving as a power source for driving the combine 200 and driving each part is horizontally provided in the lower part of the cab 14 in front of the Glen tank 13. A counter case 88 is provided laterally on the side of the engine 80 so that power is transmitted to the respective working elements such as the mowing unit 3 and the threshing unit 20 through the counter case 88 and the like.

Next, the control unit 30 of the combine 200 will be described with reference to FIGS. 4 to 6. The configuration of the control unit 30 is common to the first and second embodiments.
As shown in FIG. 4, a handle column 39 is erected in front of a driver's seat 37 on which an operator sits, and a handle shaft (not shown) projects upward from the center of the upper surface of the handle column 39, and is formed at the upper end of the handle shaft. A steering handle 35 which is a steering operation means is attached. Further, a leg portion 31a for supporting the display device body 31 protrudes upward from the front end portion of the upper surface of the handle column 39, and the display device body 31 extends rearward (from the driver seat 37 side) from the upper end of the leg portion 31a. The upper surface of the display device main body 31 is arranged in a state inclined slightly downward and rearward from the horizontal state. A display panel 36 is attached to the upper surface of the display device body 31 and is arranged at an angle that is easy for an operator sitting on the driver's seat 37 to see. However, the mounting position of the display panel 36 is not limited as long as it is easy to see and may be on the handle column.

  As shown in FIG. 5, the display panel 36 that is a display means is composed of, for example, a large-screen liquid crystal panel that occupies most of the upper surface of the display device body 31, and the display device body 31 including the display panel 36 is In the plan view, the steering handle 35 is disposed so as to be located at the center in the loop-shaped handle portion 35a. The display device main body 31 is fixed only to the handle column 39 via the leg portion 31a and is not connected to the steering handle 35. Therefore, even if the steering handle 35 is rotated, the display device main body 31 is displayed. The apparatus main body 31 does not move.

  On the upper surface of the display device main body 31, a work lamp 51 that is turned on when a power switch for turning on / off the power supply of the entire combiner is turned on is disposed in front of the display panel 36. Are provided with two switches 54, 55, 56 and 57 as input means for switching the screen display. Each of these switches 54, 55, 56, and 57 is a so-called push switch that generates one ON pulse signal when the switch is pressed once, and is a non-lock type switch, each of which has a plurality of roles. It has become.

  Left and right inner bulges 35b and 35c bulging inward are formed at left and right symmetrical positions of the handle portion 35a of the steering handle 35. The left and right inner bulges 35b and 35c Four-way operation switches 52 and 53 are provided for control and for cutting and lifting / handling control. The left and right four-way operation switches 52 and 53 are configured to be operated with a thumb or the like in both the straight movement and turning operations while the operator holds the handle 35a of the steering handle 35, and the operability is improved. Is planned.

  As shown in FIG. 4, a side column 38 is disposed on one side of the driver seat 37 (in the present embodiment, leftward in the traveling direction) with the longitudinal direction directed in the front-rear direction. Includes a main transmission lever 32 for steplessly changing the vehicle speed and a sub-transmission lever 33 for changing the vehicle speed stepwise, and an operation (threshing / reaping) clutch for turning on / off the work power at the rear of the side column 38. A lever 34 is arranged, and the levers 32, 33, 34 are configured to be pivotable back and forth.

In the front part of the side column 38, as shown in FIG. 6, the main transmission lever 32 and the auxiliary transmission lever 33 are juxtaposed side by side, and the main transmission lever 32 as the main transmission means is the auxiliary transmission lever as the auxiliary transmission means. It is arrange | positioned inside 33 (driver's seat 37 side).
The work clutch lever 34 is erected on the rear part of the main transmission lever 32 and the auxiliary transmission lever 33, and is configured to be movable along a guide groove having an “L” shape in plan view. When the work clutch lever 34 is located at the outer position, the reaping switch and the threshing switch are turned off to enter the state of the reaping clutch 22 “cut” and the threshing clutch 23 “off”, and only the threshing switch is turned on at the rear end inner position. Then, the cutting clutch 22 is turned off and the threshing clutch 23 is turned on, and the cutting switch is turned on together with the threshing switch at the front end position of the guide groove, and the cutting clutch 22 is turned on and the threshing clutch 23 is turned on. It is comprised so that. The threshing clutch 23 and the reaping clutch 22 are configured so that the tension pulley is rotated by an actuator such as a motor or a cylinder, and can be turned “ON” or “OFF” by turning the switch ON / OFF. Further, the lever guide of the work clutch lever 34 is not limited to the L-type, and any lever can be used as long as it can be operated in three stages.

Next, the main transmission lever 32 will be described with reference to FIGS. 4, 6, and 7. The configuration of the main transmission lever 32 is different between the first embodiment and the second embodiment, and will be described for each embodiment.
Example 1

  As shown in FIGS. 4 and 6, the main speed change lever 32 is composed of a multi-function almighty shift lever capable of operating a plurality of functions together with the main speed change. A grip part 40 for an operator to hold and operate with one hand (left hand in the present embodiment) is attached to the part. The upper half part of the grip part 40 serving as the operation part is formed so as to be inclined forward and upward, and is disposed at an angle that is easy for the operator sitting on the driver seat 37 to view. 40a includes a machine tilt switch 41 constituted by a four-way operation switch, a cutting speed shift switch 42, a handle depth switch 43, a cutting part lift switch 44, a cutting part auto lift switch 45, a cutting part auto set switch 46, an auxiliary switch. A shift switch 47 is arranged.

The body tilt switch 41 can be moved up and down by changing the height of the combine body relative to the crawler type traveling devices 1 and 1 by operating up and down, and by operating in the left and right directions, This is a four-way operation switch that allows the aircraft to be tilted to the left or right by raising or lowering the position.
The cutting speed shift switch 42 is a push button switch for switching the rotational speed of the cutting section provided at the front end of the combine body.
The handling depth switch 43 is a switch that detects the position of the tip of the harvested culm and rotates a vertical transport device for transporting the culm to an appropriate position in the handling cylinder.
The mowing unit lifting switch 44 is configured to move the mowing unit up and down by pressing the upper and lower buttons. When the upper and lower buttons are lightly pressed, the mowing unit moves up and down slowly, and when the upper and lower buttons are pressed deeply, the mowing unit is moved up and down. It consists of a two-stage switch that moves up and down quickly.
The mowing unit autolift switch 45 raises the mowing unit to a set height only by pressing at the end of mowing.
The mowing unit auto-set switch 46 is configured so that the mowing unit is automatically controlled by simply pressing it at the beginning of mowing, and the operation for starting mowing can be easily performed with one touch.
Each time the sub-shift switch 47 is pressed, it outputs an operation signal indicating that the operation has been performed to the controller 70, and an operation signal is output from the controller 70 to a travel actuator 71 described later. Each time it is received, the operating position of the travel actuator 71 is switched in order between the “high speed” position and the “low speed” position. Then, the angle of the movable swash plate 92b of the first traveling hydraulic motor 92 is changed so that the speed can be changed between a low working speed and a high traveling speed. However, the auxiliary transmission switch 47 can be a toggle switch or a seesaw switch, and is not limited.
(Example 2)

  As shown in FIG. 7, in the second embodiment, the auxiliary transmission switch 47 is not provided on the main transmission lever 32, and the auxiliary transmission state is switched by operating the auxiliary transmission lever 33.

With the configuration as described above, the operator can operate by gripping the steering handle 35 with the right hand and can perform the main shift by gripping the grip portion 40 of the main transmission lever 32 with the left hand. With the thumb of the left hand, these switches 41 to 47 (switches 41 to 46 in the second embodiment) can be operated to improve operability.
The above is the description of the main transmission lever 32.

Next, the output transmission system of the engine 80 will be described with reference to FIG. The output transmission system of the engine 80 is common in the first and second embodiments.
As shown in FIG. 8, the engine 80 has two systems of output shafts 80a and 80b on the front side and the rear side. The front output shaft 80 a is connected to the mission case 100. The transmission case 100 includes a pair of hydraulic traveling pumps 91 for driving the crawler traveling device 1 and a traveling HST 59 for traveling main transmission having a hydraulic traveling motor 92, and a pair of hydraulic swing pumps 95 and hydraulic pressures. A turning motor 96 is provided, and a turning HST 99 for turning is provided.
In other words, the pumps 91 and 95 are driven by being connected to the output shaft 80a of the engine 80 via the input shaft 101 of the mission case 100.

Further, as shown in FIG. 8, the rear output shaft 80 b is connected to a counter case 88 by a V-belt 104 via a work output pulley 102 and a tension clutch 136.
The counter case 88 includes a handling cylinder input shaft 144 that drives the threshing unit 20, a feed chain output shaft 117 that drives the feed chain 9, a constant speed shaft 149 that drives an oscillation sorting mechanism, and the mowing. Each of the cutting transmission shafts 160 that drive the unit 3 is provided.
In other words, the respective parts are driven by the output shaft 80 b of the engine 80 via the handling cylinder input shaft 144 of the counter case 88.
A discharge conveyor 16 is connected to the rear output shaft 80b via a work output pulley 102 and a V-belt 121 so that the grains in the grain tank 13 can be discharged.
The above is the description of the output transmission system of the engine 80.

Next, the structure of the mission case 100 will be described in detail with reference to FIG. The structure of the mission case 100 is different between the first embodiment and the second embodiment, and will be described for each embodiment.
Example 1

  As shown in FIG. 9, a fan shaft 122 is connected to the input shaft 101, and a radiator cooling fan 122 a of the engine 80 is driven by the fan shaft 122, and each pump input of the hydraulic running and hydraulic swing pumps 91 and 95 is driven. The fan shaft 122 is connected to the shafts 91a and 95a, the input shaft 101 is connected to the pumps 91 and 95, and the pump input shaft 91a of the hydraulic traveling pump 91 and the motor output shaft 93a of the hydraulic traveling motors 92 and 93 are connected. The constant speed shaft 124 to be coupled via the constant speed clutch 123 is provided, and when the constant speed clutch 123 is set to “ON”, the pump input shaft 91a and the motor output shaft 93a are gear coupled via the constant speed shaft 124, Without passing through the traveling HST 59, the rotation of the pump input shaft 91a is transmitted to the auxiliary transmission mechanism 85, and the engine 80 is rotated at a constant speed. It drives the crawler type traveling device 1, 1 of the left and right I, to perform such harvesting traveling at a substantially constant speed. A charge pump 74 is provided on the pump input shaft 95a for driving.

  The drive wheels 81 and 81 of the left and right crawler type traveling devices 1 and 1 are interlockedly connected to the motor output shaft 93a of the hydraulic traveling motors 92 and 93 via a subtransmission mechanism 85 and a differential mechanism 86. The differential mechanism 86 includes a pair of left and right symmetrical planetary gear mechanisms 87 and 87. Each planetary gear mechanism 87 has one sun gear 87a, three planetary gears 87b meshed on the outer periphery of the sun gear 87a, and these planetary gears 87b. It is formed by a ring gear 87c or the like that meshes with.

  The planetary gear 87b is rotatably supported by a free rotating shaft 87d of the sun gear 87a and a carrier 87e of an axle 82 on the same axis, and the left and right sun gears 87a and 87a are sandwiched between the left and right carriers 87e and 87e. The ring gear 87c has internal teeth meshing with the planetary gears 87b, and is rotatably supported on the axle 82. The axle 82 is extended to support the drive wheels 81.

  The traveling HST 59 controls the forward / reverse rotation and the rotational speed of the hydraulic traveling motors 92 and 93 by changing the angle of a movable swash plate 91b described later of the hydraulic traveling pump 91. The rotation of 93 is transmitted to the left and right ring gears 87c and 87c through the low and high speed gears 85a and 85b, the brake shaft 127 and the branch shaft 128 of the motor output shaft 93a and the auxiliary transmission mechanism 85, and the left and right carriers 87e 87e is configured to rotate. The sub-transmission mechanism 85 enables a high-low gear shift by rotating the sub-transmission lever 33 and sliding the slider to mesh with the low speed gear 85a or the high speed gear 85b. Further, a parking brake 127a is provided on the brake shaft 127, and a cutting drive pulley 129 for transmitting a rotational force to the cutting unit 3 is provided on the motor output shaft 93a so that the cutting unit 3 is driven at a vehicle speed synchronization speed. ing.

  That is, the driving force of the hydraulic traveling motors 92 and 93 transmitted to the ring gear 87c via the branch shaft 128 is transmitted to the left and right carriers 87e and 87e via the left and right planetary gear mechanisms 87 and 87, and The rotation transmitted to the carriers 87e and 87e is transmitted to the left and right drive wheels 81 and 81, respectively, so that the left and right crawler type traveling devices 1 and 1 are driven at the same speed in the same direction.

  Further, the turning HST 99 performs forward / reverse rotation and rotation speed control of the hydraulic turning motor 96 by changing an angle of a movable swash plate 95b (described later) of the hydraulic turning pump 95, and is provided with a steering output brake 130. The motor output shaft 96c, the clutch shaft 118 provided with the steering output clutch 116, and the left and right input gears 133a and 133b that are always meshed with the left and right sun gears 87a and 87a are provided. The clutch shaft 118 is connected via the steering output clutch 116, and the left and right input gears 133 a and 133 b are connected to the clutch shaft 118 via the forward rotation gear 174 and the reverse rotation gear 175. Then, the rotation of the hydraulic swing motor 96 is transmitted to the right sun gear 87a (in FIG. 9) via the forward rotation gear 174, and the rotation of the hydraulic swing motor 96 is transmitted to the left sun gear 87a (in FIG. 9) via the reverse rotation gear 175. When rotation is transmitted and the hydraulic swing motor 96 is rotated forward (reverse), the left sun gear 87a is rotated backward (forward) and the right sun gear 87a is rotated forward (reverse) at the same left and right rotational speeds. The type traveling devices 1 and 1 are configured to be driven in the opposite directions at the same speed.

In this manner, when the hydraulic traveling motors 92 and 93 are driven in a state where the hydraulic turning motor 96 is stopped and the left and right sun gears 87a and 87a are stationary, the hydraulic traveling motors 92 and 93 rotate to the left and right ring gears. 87c and 87c are transmitted at the same rotational speed, and the left and right crawler type traveling devices 1 and 1 are driven at the same rotational direction and the same rotational speed through the carriers 87e and 87e of the left and right planetary gear mechanisms 87 and 87, respectively. The vehicle travels straight forward and backward. On the other hand, when the hydraulic swivel motor 96 is driven to rotate forward and backward with the hydraulic traveling motors 92 and 93 stopped and the left and right ring gears 87c and 87c stationary, the left planetary gear mechanism 87 (in FIG. 9) Forward or reverse rotation, and the right planetary gear mechanism 87 (in FIG. 9) reverses or forward rotation, drives the left and right crawler type traveling devices 1 and 1 in opposite directions, and turns the aircraft to the left or right Let Further, by driving the hydraulic turning motor 96 while driving the hydraulic travel motors 92 and 93, the aircraft is turned left and right to correct the course. The turning radius of the airframe is determined by the output rotation speed of the hydraulic turning motor 96.
(Example 2)

As shown in FIG. 10, in the second embodiment, since the auxiliary transmission switch 47 is not provided as described above, the slider of the auxiliary transmission mechanism 85 is slid by rotating the auxiliary transmission lever 33 so as to reduce the speed. By engaging with the gear 85a, the medium speed gear 85b, and the high speed gear 85c, a three-stage speed change is possible. Traveling gear shifting can be done by gear meshing type or hydraulic clutch type without using HST, and turning control can be done by connecting / disconnecting side clutch and brake operation without using HST. is not.
The above is the description of the structure of the mission case 100.

  Next, the structure of the counter case 88 will be described in detail with reference to FIG. The structure of the counter case 88 is common to the first and second embodiments.

As shown in FIG. 11, a work output pulley 102 is provided on the output shaft 80b on the rear side of the engine 80, and a counter case 88 is provided on the upper surface of the machine frame 2 on the front side of the threshing unit 20 on the left side of the engine 80. A vehicle speed tuning pulley 90, a threshing pulley 133, a cutting pulley 134, and a selection pulley 135 are pivotally supported on a counter case 88, and the input pulley 131 on the rear side of the counter case 88 is connected to a work output pulley 102 via a tension clutch 136. The driving force of the engine 80 is transmitted to the counter case 88.
Further, the vehicle speed tuning pulley 132 of the counter case 88 is connected to the cutting drive pulley 129 of the transmission case 100 via the idle pulley 105 by the V-belt 137, and the cutting input case 138 is rotatable on the front upper surface of the body frame 2. The cutting frame 12 is connected to the cutting input case 138, and the cutting unit 3 is rotated up and down around the cutting input case 138. The cutting input shaft 139 is cut to the left side of the cutting input case 138 via the cutting input shaft 139. The input pulley 140 is pivotally supported, and the cutting pulley 134 on the left side of the counter case 88 is connected to the cutting input pulley 140 by a V-belt 145 so that a driving force is transmitted to each part of the cutting unit 3.

  Further, a threshing pulley 133 on the front side of the counter case 88 is connected to the driving input pulley 147 of the handling cylinder 19 by a V-belt 172, and a driving force is applied from the sorting pulley 135 to a sorting trap and a swinging sorting mechanism (not shown) below the handling cylinder 19. The threshing unit 20 is driven, a feed chain output shaft 117 is provided on the left side surface of the counter case 88, and power is transmitted from the feed chain output shaft 117 to the drive sprocket 9a of the feed chain 9. Further, a discharge drive pulley 141 is provided on the front side of the Glen tank 13, the discharge drive pulley 141 is connected to the work output pulley 102 via a discharge tension clutch 142 by a V belt 143, and the output of the engine 80 is output to the discharge conveyor 16. The grain stored in the glen tank 13 is discharged by the discharge auger 15.

  Further, the counter case 88 is supported by a handle cylinder input shaft 144, the handle cylinder input shaft 144 is extended in the front-rear direction, and a threshing pulley 133 is provided on the front side of the counter case 88 on the front side of the handle cylinder input shaft 144. An input pulley 131 is provided on the rear side of the counter case 88 on the rear side of the handling cylinder input shaft 144, and a constant rotational power of the engine 80 is input to the handling cylinder input shaft 144 to rotate at a constant speed. Further, a tuning input shaft 146 is pivotally supported on the right side of the counter case 88, a vehicle speed tuning pulley 132 is provided on the right side of the tuning input shaft 146 on the right outer side of the counter case 88, and a cutting drive pulley 129 is provided via an idle pulley 105. The V-belt 137 is tensioned between the vehicle speed synchronization pulleys 132 so that vehicle speed synchronization power is input from the mission case 100 to the counter case 88.

Further, a counter speed shaft 149 that is a counter shaft or a selection input shaft whose right side is connected to the handling cylinder input shaft 144 by a bevel gear 148, and a vehicle speed tuning shaft 155 that is provided substantially parallel to the front side of the constant speed shaft 149 are provided as a counter. A low-speed gear 151 and a high-speed gear 152 that are pivotally supported by the case 88 and that form the cutting transmission mechanism 150 are provided between the shafts 146 and 149, and a cutting shift slider 153 that performs low-speed, neutral, and high-speed cutting shifts. The gears 151 and 152 are selectively engaged with the vehicle speed tuning shaft 155 to perform a cutting shift.
Further, a one-way clutch 154 for transmitting the vehicle speed tuning rotational force of the tuning input shaft 146 to the gears 151 and 152 is provided on the tuning input shaft 146, and the power from the vehicle speed tuning pulley 132 is transmitted by the one-way clutch 154. The vehicle speed tuning shaft 155 is configured to rotate via 152.

Further, a pouring gear 157 and a high-speed cut gear 158 forming the mowing constant speed mechanism 156 are provided between the shafts 149 and 155, and the shafts 149 and 155 are driven by a switching slider 159 for pouring the mowing unit 3 into driving or high-speed cutting. The gears 157 and 158 are selectively engaged with each other, and the reaping portion 3 is driven and driven to convey the culm of the reaping portion 3 to the feed chain 9 regardless of the traveling state, while the reaping portion 3 is operated at a high speed. It is configured to drive the cutting unit 3 at a constant rotational speed that is faster than the maximum speed synchronized with the vehicle speed and cut the fallen cereal.
The hydraulic cutting gear shift cylinder 173 that operates the cutting gear shift slider 153 and the hydraulic cutting constant speed cylinder 173 that operates the switching slider 159 are hydraulically connected to the charge pump 74 in parallel.

  Further, the left end of the constant speed shaft 149 protrudes to the lower rear side on the left side of the counter case 88, and the sorting pulley 135 is pivotally supported on the left end of the constant speed shaft 149. Further, the mowing transmission shaft 160 is pivotally supported on the lower front side on the left side of the counter case 88, the right side of the mowing transmission shaft 160 is connected to the vehicle speed tuning shaft 155 via the torque limiter 161, and the mowing is protruded to the left side of the counter case 88. A cutting pulley 134 is pivotally supported at the left end portion of the transmission shaft 160, and a cutting drive shaft 171 is connected to the cutting input shaft 139 by a gear 162, and the cutting input pulley 140 is pivotally supported by the cutting drive shaft 171. It is composed.

Further, the feed chain output shaft 117 is pivotally supported on the upper left side of the counter case 88, the feed chain output shaft 117 is connected to a feed chain drive shaft 164 provided with a feed chain clutch 163 by a chain 165, and a constant speed shaft. A feed chain speed change mechanism 168 is provided that transmits the rotation of the motor 149 in accordance with a change in the number of rotations of the vehicle speed tuning shaft 155. The ring gear 166c is connected to the vehicle speed tuning shaft 155 by the gear 167, and the planetary gear 166b is supported to idle. Make A support body 169 is supported on the constant speed shaft 149 to be idled, and a bearing body 169 is connected to the feed chain drive shaft 164 via the feed chain clutch 163 by a gear 170 to ensure the minimum rotation necessary for conveying the cereal. However, the rotational speed of the feed chain 9 can be changed from the constant low rotation to the high rotation in synchronization with the vehicle speed.
The above is the description of the structure of the counter case 88.

Next, the traveling HST 59 will be described with reference to FIGS. The configuration of the traveling HST 59 is different between the first embodiment and the second embodiment, and will be described for each embodiment.
Example 1

  As shown in FIG. 12A, the traveling HST 59 in the first embodiment is driven by a variable displacement hydraulic traveling pump 91 driven by the power from the engine 80 and hydraulic oil supplied from the hydraulic traveling pump 91. The variable displacement type first hydraulic travel motor 92 and the fixed displacement type second hydraulic travel motor 93 are provided. An output shaft 80a from the engine 80 is connected to the hydraulic travel pump 91 via a counter case 88 and a power transmission mechanism 89. The power is transmitted to the pump input shaft 91a. A movable swash plate 91b of the hydraulic travel pump 91 is connected to the main transmission lever 32 through a link mechanism. In addition, the movable swash plate 92b of the first hydraulic travel motor 92 is connected to the travel actuator 71 via a link mechanism to constitute the auxiliary transmission 180.

  The hydraulic travel pump 91 is connected to the first hydraulic travel motor 92 and the second hydraulic travel motor 93 by a hydraulic closed circuit 94, and the first hydraulic travel motor 92 and the second hydraulic pressure are discharged by the hydraulic oil discharged from the hydraulic travel pump 91. The traveling motor 93 is configured to be driven. The first hydraulic travel motor 92 and the second hydraulic travel motor 93 are connected by a power transmission mechanism 83, and the second hydraulic travel motor 93 rotates at a constant ratio with respect to the rotation of the first hydraulic travel motor 92. It has become. The power transmission mechanism 83 can be constituted by a gear or the like, but the output shafts of the first hydraulic traveling motor 92 and the second hydraulic traveling motor 93 can also be directly connected. A motor output shaft 93a is connected to the second hydraulic travel motor 93, and the driving force generated by the first hydraulic travel motor 92 and the second hydraulic travel motor 93 is transmitted to the motor output shaft 93a. Yes.

  In the above configuration, when the power transmission mechanism 83 connects the first hydraulic travel motor 92 and the second hydraulic travel motor 93 so as to rotate at a ratio of 1: 1, the hydraulic fluid of the hydraulic travel pump 91 is reduced. The rotational output of the motor output shaft 93a is determined by the discharge amount and the ratio of the hydraulic oil suction amount of the first hydraulic traveling motor 92 and the second hydraulic traveling motor 93.

  That is, when the sum of the suction amounts of the first hydraulic travel motor 92 and the second hydraulic travel motor 93 is smaller than the hydraulic oil discharge amount of the hydraulic travel pump 91, the rotational speed of the motor output shaft 93a increases, and the first When the sum of the suction amounts of the hydraulic traveling motor 92 and the second hydraulic traveling motor 93 is larger than the discharge amount of the hydraulic oil from the hydraulic traveling pump 91, the rotational speed of the motor output shaft 93a becomes small.

The motor output shaft 93a from the second hydraulic travel motor 93 of the travel HST 59 drives the axles 82 and 82 of the drive wheels 81 and 81 via the power transmission mechanism 84 and the differential mechanism 86, and the differential mechanism 86 The power is transmitted from the turning HST 99 via the power transmission mechanism 97. The turning HST 99 includes a variable displacement hydraulic turning pump 95 driven by power from the engine 80, and a variable displacement hydraulic turning motor 96 driven by hydraulic fluid supplied from the hydraulic turning pump. An output shaft 80 a from the engine 80 is configured to transmit power to the pump input shaft 99 a of the hydraulic rotary pump 95 via a power transmission mechanism 98.
(Example 2)

As shown in FIG. 12B, in the second embodiment, the variable displacement type first hydraulic travel motor 92 is not provided, and the variable displacement type hydraulic travel pump 91 and the fixed displacement type second hydraulic travel motor 93 are not provided. The second embodiment is different from the first embodiment in that the configuration is a combination.
The above is the description of the traveling HST 59.

Next, shift operations relating to the main shift and the sub-shift will be described with reference to FIGS. 7 and 11 to 13. Note that the speed change operations related to the main speed change and the sub speed change are different in the first embodiment and the second embodiment, and will be described for each embodiment.
Example 1

  As shown in FIG. 12A, the operation lever for changing the angle of the movable swash plate 91b of the hydraulic traveling pump 91 and the main transmission lever 32 are connected via a link mechanism, and the hydraulic traveling pump 91 is movable. The angle of the swash plate 91b can be changed by operating the main transmission lever 32, and the discharge amount of hydraulic oil from the hydraulic traveling pump 91 can be adjusted. The movable swash plate 91b of the hydraulic traveling pump 91 rotates in accordance with the operation amount of the main transmission lever 32, and the discharge amount of hydraulic oil from the hydraulic traveling pump 91 can be changed steplessly and the discharge direction can also be changed. It is configured to be able to perform forward / reverse and main shift at the same time.

  Further, the movable swash plate 92b of the first hydraulic travel motor 92 is connected to the travel actuator 71 via a link mechanism to constitute an auxiliary transmission 180, and the travel actuator 71 is connected via the controller 70 serving as control means. The auxiliary transmission switch 47 is connected. The angle of the movable swash plate 92b of the first hydraulic travel motor 92 can be changed in two steps, high and low, by operating the sub-shift switch 47 provided on the main transmission lever 32, and the operation to the first hydraulic travel motor 92 is performed. It is configured so that the amount of oil suction can be adjusted. However, the sub-transmission device 180 is not limited to a configuration in which the transmission is shifted by a hydraulic motor, and the sub-transmission mechanism 85 may be shifted by increasing the number of selected gears of the sub-transmission mechanism 85, or may be shifted by connecting / disconnecting a clutch. However, the configuration is not limited. In this case, the shift position of the sub-transmission lever 33 is detected by a sensor or the like, and the sub-transmission lever 33 is configured to be able to shift by rotating by an actuator.

  With such a configuration, the displacement of the hydraulic traveling pump 91 is controlled by operating the main transmission lever 32, and the displacement of the first hydraulic traveling motor 92 is changed by operating the auxiliary transmission switch 47 so that the auxiliary transmission 180 is operated. It is possible to control and perform a shifting operation. Thus, it is possible to configure the traveling HST 59 that can cope with high rotation and has a wide range of gear ratios.

As shown in FIG. 13, the travel actuator 71 includes a swash plate operating piston 72 and an oil path switching electromagnetic valve 73, and hydraulic oil is supplied to the oil path switching electromagnetic valve 73 from a charge pump 74. The swash plate operating piston 72 is operated by sliding the oil passage switching electromagnetic valve 73. The swash plate operating piston 72 is connected to a second operating shaft that changes the angle of the movable swash plate 92b of the first hydraulic travel motor 92 via a link mechanism. The angle of the movable swash plate 92b of the first hydraulic travel motor 92 is controlled. The oil path switching electromagnetic valve 73 is provided with two types of oil paths, and is configured to control the inclination angle of the movable swash plate 92b of the first hydraulic travel motor 92 in two stages. The rotational position of the movable swash plate 92b, that is, the height of the sub-shift is detected by a position sensor 64 such as a potentiometer serving as a detecting means, and connected to the controller 70 to transmit the detection signal.
(Example 2)

  As shown in FIG. 12B, as described above, the variable displacement type first hydraulic travel motor 92 is not provided in the second embodiment, but the variable displacement type hydraulic travel pump 91 and the fixed displacement type second hydraulic travel. The motor 93 is combined.

  With such a configuration, the displacement of the hydraulic traveling pump 91 is controlled by operating the main transmission lever 32 so that the main transmission operation can be performed.

Further, as shown in FIG. 12B, in the second embodiment, the traveling HST 59 is configured not to have the auxiliary transmission function.
In this case, as shown in FIG. 7, the auxiliary transmission function rotates the auxiliary transmission lever 33 to change the lever positions set in three stages of “standard”, “high speed (running)”, and “low speed (work)”. By selecting, the slider connected by the link mechanism is slid, and the mode is switched by engaging the slider with the low speed gear 85a, the medium speed gear 85b or the high speed gear 85c as shown in FIG. It is configured to be capable of shifting in stages.
This completes the description of the shift operation related to the main shift and the sub-shift.

Next, the control configuration of the combine 200 will be described with reference to FIGS. 14 (a) and 14 (b) to FIG. In addition, since the control structure of the combine 200 differs in Example 1 and Example 2, it demonstrates for every Example.
Example 1

As shown in FIG. 14 (a), the controller 70, which is the control means of the combine 200, has the display panel 36 for displaying various information of the combine 200, the alarm buzzer 58, and the rotational position of the movable swash plate 92b. Alternatively, the position sensor 64 serving as a means for detecting the rotation angle, the clutch position sensor 179 serving as a means for detecting the operation position of the work clutch lever 34, the cutting actuator 177 for operating the cutting clutch 22, and the threshing clutch 23 are operated. The threshing actuator 178 to be moved is connected to the traveling actuator 71 for rotating the movable swash plate 92b. The position sensor 64 can be composed of a rotary encoder that detects an angle, a potentiometer, a switch, and the like, and the actuators 71, 177, and 178 can be composed of a motor, a cylinder, a solenoid, and the like.
Further, as described above, in the auxiliary transmission 180 that is shifted by the auxiliary transmission switch 47, the traveling actuator 71 sets the angle of the movable swash plate 92b of the first hydraulic traveling motor 92 through the link mechanism to the “work” position and the “traveling” position. The speed ratio is switched by switching between positions. However, in this embodiment, the speed is changed in two steps, but it is also possible to provide three or more steps.

  The shift state of the sub-transmission device 180 in the “high speed (running)” mode or the “low speed (work)” mode is detected by the position sensor 64 detecting the position (or sub-shift operation position) of the movable swash plate 92b. Detected and fed back to the controller 70. Then, on the display panel 36 disposed in the center of the steering handle 35, the shift state of the subtransmission device 180 is displayed largely over the entire screen so that the operator sitting on the driver's seat 37 can be seen at a glance. It is configured. In this configuration, the current shift state of the subtransmission device 180 can be reliably grasped, and no erroneous operation is performed against the current shift state of the subtransmission device 180, thereby improving safety.

  Further, as described above, the controller 70 guides the operation clutch lever 34 in the “L” shape in plan view in order to perform the cutting operation while the auxiliary transmission switch 47 is switched to the “high speed (running)” mode. When the cutting switch is switched to “ON” by operating to the front end position of the groove, the shift control program 77 prevents the switching.

As shown in FIG. 17, the shift control program 77 detects the angle of the movable swash plate 92 b of the traveling hydraulic motor 92 constituting the sub-transmission device 180 by the position sensor 64 and determines the shift state of the sub-transmission device 180. (S17-1). If the shift state of the auxiliary transmission 180 is switched to the “high speed (running)” mode, even if the work clutch lever 34 is turned to the “on” side (S17-2), the reaping clutch 22 is turned on. The reaping actuator 177 that activates the sway is not actuated (S17-4), and the reaping clutch 22 is not "on" (S17-5), so that the reaping part 3 is not driven. At the same time, the travel actuator 71 is released (S17-6), and the travel is stopped (S17-7). This prevents the mowing unit 3 from running unintentionally and turning over the rice. The alarm buzzer 58 sounds and issues a warning when a large warning is displayed on the display panel 36 over almost the entire screen (see FIG. 15) (S17-3). The display can be clearly seen by the operator sitting on the driver's seat 37, and the operator is informed through visual and auditory reasons why the cutting unit 3 does not rotate, so that the auxiliary transmission is not damaged and the work load is appropriately set. It is configured to be. This warning display is displayed on the display panel 36 for a short time, and then is switched to a screen (see FIG. 16) showing the current shift state of the auxiliary transmission 180.
In addition, when the auxiliary transmission 180 is in a traveling state, the work clutch lever 33 can be configured so as not to be rotated from the threshing “on” position to the cutting “on” side. In this case, a check mechanism is provided in the cutting operation portion of the work clutch lever 33. In the check mechanism, an actuator such as a cylinder or solenoid is arranged on the rotating portion of the lever guide or the work clutch lever, and when the sub-transmission solenoid is in a running state, the actuator is operated so that a rod or the like is placed on the lever's rotating locus side. The working clutch lever is prevented from rotating from the threshing position to the cutting position.
Further, at the same time when a warning is displayed on the display panel 36, a warning buzzer 58 is sounded as a warning device so that the warning is surely recognized by the operator. However, the alarm device is not limited to a buzzer and may be a lamp, a speaker, or the like.
That is, the program of the controller 70 is configured so that the traveling state is given priority and the switching to the cutting operation is not performed during traveling. The program is stored in a storage device such as a ROM of the controller 70.
(Example 2)

In the second embodiment, the auxiliary transmission switch 47 and the travel actuator 71 are not provided, and the auxiliary transmission lever 33 is connected to the gears 85a, 85b, and 85c of the auxiliary transmission mechanism 85 through a link mechanism. This is different from Example 1. Other configurations are the same as those in the first embodiment.
Further, as described above, the shift state of the subtransmission mechanism 85 is switched by switching the subtransmission lever 33 at the “low speed (work)”, “standard”, and “high speed (running)” positions. However, in this embodiment, the speed is changed in three steps, but it is possible to provide four or more steps.

  As shown in FIG. 14B, the position of the auxiliary transmission lever 33 is detected by a position sensor 64 in the shift state of the auxiliary transmission mechanism 85 in the “high speed (running)” mode or the “low speed (work)” mode. And is fed back to the controller 70. Then, on the display panel 36 disposed in the center of the steering handle 35, the shift state of the subtransmission mechanism 85 is displayed large over almost the entire screen so that the operator sitting on the driver's seat 37 can be seen at a glance. It is configured. In this configuration, the current shift state of the subtransmission mechanism 85 can be reliably grasped, and no erroneous operation is performed against the current shift state of the subtransmission mechanism 85, so that safety is improved.

  Further, as described above, the controller 70 has the operation clutch lever 34 in a plan view “L” in an attempt to perform the cutting operation while the auxiliary transmission lever 33 is switched to the “high speed (travel)” position (travel mode). A shift control means 77 is provided as a switching prevention means for preventing the switching when the cutting switch is switched to "ON" by operating to the front end position of the "-" shaped guide groove.

As shown in FIG. 18, as in the first embodiment, the shift control means 77 detects the position of the auxiliary transmission lever 33 by the position sensor 64 and determines the transmission state of the auxiliary transmission mechanism 85 (S18-1). When the shift state of the subtransmission mechanism 85 is switched to the “high speed” mode (that is, when the subtransmission lever 33 is in the “high speed (running)” position), the work clutch lever 34 is set to the “on” side. Even in the case of rotation (S18-2), the cutting actuator 177 that operates the cutting clutch 22 is not operated (S18-4), and the cutting clutch 22 is not "ON" (S18-5). The cutting unit 3 is not driven, and at the same time, the engine 80 is stopped (S18-6) to stop traveling (S18-7), and a large warning is displayed on the display panel 36 over almost the entire screen. The alarm buzzer 58 sounds and an alarm is generated (S18-3).
As shown in FIG. 19, when the cutting actuator 177 that operates the cutting clutch 22 is not operated (S19-4) and the cutting clutch 22 does not become "ON" (S19-5), the traveling is stopped (S18). -7) It can also be configured as follows.
The above is the description of the control configuration of the combine 200.

As described above, the auxiliary transmission 180 that switches the power from the engine 80 to the high speed (running) mode or the low speed (working) mode, the position sensor 64 that detects the shift position of the auxiliary transmission 180, and the alarm buzzer. 58 and a controller 70 for controlling these input / output devices, when the controller 70 detects the shift position in the high-speed (traveling) mode when the position sensor 64 detects the speed change position, It is set as the structure controlled so that the part 3 may not be operated.
As a result, the cutting operation cannot be performed in the traveling speed change state, clogging does not occur in the transport unit, the threshing unit, the sorting unit, and the like, and the discharge of unprocessed materials (grains) to the field can be eliminated. . Moreover, it does not work with a high load and does not damage the aircraft.

Further, when the controller 70 detects the shift position in the high-speed (traveling) mode and controls so as not to operate the cutting unit 3, the controller 70 controls to stop the traveling or the engine 80. Yes.
Accordingly, when the cutting unit is rotated during the high-speed (running) mode, the cutting unit does not rotate unexpectedly. However, since it does not run, it is possible to prevent the rice from being stepped over.

Further, the display panel 36 provided in the control unit 30 is connected to the controller 70, and when the position sensor 64 detects the shift position in the high speed (traveling) mode, the display panel 36 is connected to the auxiliary transmission device. 180 is configured to display information indicating that it is in the high speed (running) mode.
As a result, when the reaping clutch 22 is operated to the “on” side in the traveling mode, the reaping portion 3 does not operate. At this time, whether or not there is a failure or abnormality is displayed on the display panel 36, and the operator can easily recognize it. It can be done.

Further, when an alarm buzzer 58 is connected to the controller 70 and information indicating that the auxiliary transmission 180 is in the high speed (traveling) mode is displayed on the display panel 36, an alarm is issued by the alarm buzzer 58. It is configured to control.
Thus, since an alarm is issued when the cutting clutch 22 is operated to the “on” side in the traveling mode, it is possible to alert the operator that the operation is wrong and to understand the reason why the cutting unit 3 does not rotate. It is.

The right view which showed the whole structure of the combine which concerns on one Example of this invention. FIG. Similarly left side view. The perspective view which showed the structure around the driver's seat of a combine. The top view which showed the detail of the steering handle part of a combine. FIG. 3 is a perspective view illustrating details of a main transmission lever and a sub transmission lever according to the first embodiment. FIG. 6 is a perspective view showing details of a main transmission lever and a sub transmission lever according to a second embodiment. The skeleton figure which showed the engine output transmission path. FIG. 3 is a skeleton diagram illustrating details of a mission case unit according to the first embodiment. The skeleton figure which showed the detail of the mission case part which concerns on Example 2. FIG. The skeleton figure which showed the detail of the counter case part. The schematic diagram which showed the structure of HST for driving | running | working which concerns on each Example. (A) In the case of Example 1, (b) In the case of Example 2. The circuit diagram which showed the hydraulic circuit structure of HST for driving | running | working. The schematic diagram which showed the control apparatus structure of the combine which concerns on each Example. (A) In the case of Example 2, (b) In the case of Example 2. The figure which shows the warning display example of a display panel. The figure which shows the example of a normal display during warning alerting | reporting of a display panel. FIG. 3 is a control flow diagram of a shift control program in the first embodiment. FIG. 10 is a control flow diagram of a shift control program (1) in the second embodiment. FIG. 10 is a control flow diagram of a shift control program (2) in the second embodiment.

Explanation of symbols

3 Cutting part 30 Control part 36 Display panel 58 Alarm buzzer 64 Position sensor 70 Controller 80 Engine 180 Sub-transmission 200 Combine

Claims (4)

A sub-transmission that switches power from the engine to high speed (travel) mode or low speed (work) mode;
Detecting means for detecting a shift position of the auxiliary transmission;
Alarm means;
Control means for controlling these input / output devices;
In a combine comprising:
The control means is
When the detection means detects the shift position in the high-speed (traveling) mode, control is performed so as not to operate the cutting unit;
Combine that features. The control means is
When the detection means detects the shift position in the high-speed (traveling) mode and controls so as not to operate the cutting unit,
Running or controlling to stop the engine,
The combine according to claim 1 characterized by the above-mentioned. Display means provided in the operation unit is connected to the control means,
The control means is
When the detection means detects the shift position in the high speed (travel) mode,
Controlling the display means to display information indicating that the auxiliary transmission is in the high speed (traveling) mode;
The combine according to claim 1 or 2, characterized in that. Connecting an alarm means to the control means;
The control means is
When displaying information indicating that the auxiliary transmission is in the high speed (traveling) mode on the display means,
Controlling to issue an alarm by the alarm means;
The combine according to any one of claims 1 to 3, characterized in that: