JP2008061618A - Working vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To solve the problem that the travelling machine body makes a spin-turn when a steering wheel is turned excessively even if the spin-turn is not needed, causing damage to the paddy field, in the working vehicle constructed so that the drive power of the engine loaded on the travelling machine body is transmitted through a hydraulic driver to the left and right crawling rollers and is equipped with a steering wheel for changing the travelling direction. <P>SOLUTION: When the steering handle is rotated into the left or right spin-turning area, the operation feeling of the steering handle becomes heavy with the action of a detent mechanism 370 that can give the resistance to the rotation operation of the steering handle. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a work vehicle such as a farm work machine such as a combine machine or a special work machine such as a crane truck, and more particularly to a configuration for steering a traveling machine body in the work vehicle.

  Conventionally, a combine as a work vehicle is configured to transmit the power of an engine mounted on a traveling machine body to left and right traveling crawlers via a traveling hydraulic drive device and a turning hydraulic drive device. .

  An example of a combine having such a configuration is disclosed in Patent Document 1. In the combine of Patent Document 1, the drive output amount of the traveling hydraulic drive device, that is, the straight traveling speed of the traveling machine body is adjusted according to the operation amount of the main transmission lever provided in the control unit of the traveling machine body. If the main shift lever is in the neutral position, the traveling aircraft does not go straight.

  On the other hand, the amount of drive output of the turning hydraulic drive unit, that is, the traveling (turning) direction and turning speed of the traveling vehicle body is determined by the turning direction of the round steering handle erected in front of the control seat in the control unit and It is adjusted according to the amount of rotation operation.

When the steering handle is rotated from the neutral position to the left and right by a predetermined rotation angle or more, the traveling machine body performs a spin turn operation (interlining turning operation) that drives the left and right traveling crawlers in opposite directions. When the steering handle is turned smaller than the predetermined turning angle, the driving speed of the left and right traveling crawlers is made different, and the traveling body performs a normal turning operation with a turning radius larger than the spin turn turning radius. is there.
JP 2000-175546 A

  By the way, when the farm field is mud or soft soil, the left and right traveling crawlers are likely to sink, and the spin turn operation in the farm field may disturb the soil and roughen the farm field. For this reason, the spin turn operation should be avoided as much as possible in fields of mud and soft soil.

  However, in the conventional configuration, it is difficult to know how much the steering handle is rotated to start the spin-turn operation (whether the driving directions of the left and right traveling crawlers are switched in opposite directions). The fact is that we have to rely solely on the experience and intuition of the operator. For this reason, although it is unnecessary, there has been a problem that the traveling machine body is spin-turned by turning the steering handle too much, and the field is roughened.

  Therefore, the present invention has a technical problem to provide a work vehicle that solves the above-described problems.

  In order to solve this technical problem, the invention of claim 1 is configured to transmit power from an engine mounted on a traveling machine body to a working unit and a traveling unit, while the traveling direction of the traveling machine body An operation state notification for notifying an operator when the rotational operation position is within a predetermined rotational angle range. It has a means.

  According to a second aspect of the present invention, in the work vehicle according to the first aspect, the traveling unit is a pair of left and right traveling crawlers that support the traveling machine body, and on the other hand, the power from the engine is appropriately changed and the left and right traveling are performed. A hydraulic drive device for transmitting to the crawler, and an output from the hydraulic drive device is configured to be adjusted according to a rotational operation amount of the steering handle; The predetermined rotation angle range is a left and right spin turn region that appropriately ranges from the left and right maximum rotation operation positions to the neutral position direction, and the rotation operation position of the steering handle is the left and right spin turn region. When in the region, the left and right traveling crawlers are configured to execute a left and right spin turn operation that drives the left and right traveling crawlers in opposite directions.

  According to a third aspect of the present invention, in the work vehicle according to the second aspect, the predetermined rotation angle range of the steering handle includes a neutral region extending from the neutral position to the right and left as appropriate. A left and right normal turning region located between the neutral region and the left and right spin turn region, and when the turning operation position of the steering handle is in each region, The operation state notifying means is configured to notify with a corresponding notification pattern.

  According to a fourth aspect of the present invention, in the work vehicle according to the third aspect, the operation state notifying unit rotates the steering handle when the rotation operation position of the steering handle is in the respective areas. This is a detent mechanism that provides resistance corresponding to each of the above areas for operation.

  According to the first aspect of the present invention, the steering handle for changing the traveling direction of the traveling machine body is provided with the operation state notifying means for notifying the operator when the rotation operation position is within a predetermined rotation angle range. Therefore, the operator can easily recognize that the steering handle is within the predetermined rotation angle range by notifying the operation state notifying means. For this reason, for example, the steering handle can be prevented from being overcut and the like, and a comfortable (smooth) steering operation can be performed.

  According to a second aspect of the present invention, the traveling unit is a pair of left and right traveling crawlers that support the traveling machine body, and includes a hydraulic drive device for appropriately shifting the power from the engine and transmitting it to the left and right traveling crawlers. The output from the hydraulic drive device is adjusted according to the amount of rotation of the steering handle. The predetermined rotation angle range of the steering handle is a left and right spin turn region that appropriately ranges from the left and right maximum rotation operation positions to the neutral position direction, and the steering handle is rotated. When the operation position is in the left and right spin turn region, a left and right spin turn operation is performed to drive the left and right traveling crawlers in opposite directions.

  When such a configuration is adopted, the operator can recognize whether or not the traveling machine body is spinning by the presence / absence of the notification of the operation state notification means when the steering handle is turned. For this reason, it is possible to remarkably reduce the possibility of causing the traveling machine body to spin-turn more than necessary due to excessive turning of the steering handle, and to prevent the field from being rough due to the spin-turn.

  According to a third aspect of the present invention, the predetermined rotation angle range of the steering handle includes a neutral region extending from the neutral position to the right and left as appropriate and a range of the rotation angle, and the neutral region and the left and right spin turn regions. Left and right normal turning areas are included, and when the turning operation position of the steering handle is in each area, the operation state is notified by a notification pattern corresponding to each area. The means is configured to notify.

  When such a configuration is adopted, the operator can recognize whether the traveling machine body is moving straight, normally turning, or spin-turning according to the notification pattern corresponding to each area of the steering handle, Since it is not necessary to rely on the operator's own intuition or experience when grasping the situation, the steering operability of the steering handle is improved.

  According to a fourth aspect of the present invention, the operation state notifying means corresponds to each region with respect to the rotation operation of the steering handle when the rotation operation position of the steering handle is in the each region. Since the detent mechanism provides the resistance, the operator can intuitively determine whether the traveling body is moving straight, normally turning, or spin-turning due to the difference in response from the steering handle. I can grasp. For this reason, a special effect is exhibited in improving the steering operability of the steering handle.

  Hereinafter, an embodiment embodying the present invention will be described based on the drawings (FIGS. 1 to 18) when applied to a combine as a work vehicle. FIG. 1 is a side view of a combine according to the first embodiment, FIG. 2 is a plan view of the combine, FIG. 3 is a schematic front view showing an arrangement relationship of each device in the cutting part, and FIG. 4 is a schematic plan view of a front part in the cutting part. 5 is a front explanatory view of the front part of the traveling machine body, FIG. 6 is a skeleton diagram of the power transmission system in the combine, FIG. 7 is a skeleton diagram showing the power transmission system in the transmission case, and FIG. 8 is a hydraulic circuit diagram of the combine. 9 is an explanatory view schematically showing the connection relationship between the main shift lever and steering handle and the hydraulic drive means, FIG. 10 is a plan view of the steering section, FIG. 11 is an enlarged plan view of the steering handle, and FIG. 12 is a controller. FIG. 13 is an enlarged side sectional view of the upper part of the steering column, FIG. 14 is a sectional view taken along the line XIV-XIV in FIG. 13, and FIG. 15 is an operating state of the detent mechanism when the steering handle is turned to the left. 16 is a functional block diagram of the controller in the second embodiment, FIG. 17 is a functional block diagram of the controller in the third embodiment, and FIG. 18 is an enlarged plan view showing another example of the steering handle. is there.

(1). Schematic Structure of Combine First, the schematic structure of the combine will be described with reference to FIGS. 1 and 2.

  The self-propelled self-removing combine for six-row cutting in the first embodiment includes a traveling machine body 1 supported by a pair of left and right traveling crawlers 2 as traveling portions. At the front part of the traveling machine body 1, a harvesting part 3 that is taken in while harvesting a planted grain culm C (uncut grain culm, see FIG. 4) in the field is mounted by a single-acting hydraulic cylinder 4 so as to be adjustable up and down. Yes.

  A threshing unit 6 with a feed chain 7 and a grain tank 8 for storing grain after threshing are mounted on the traveling machine body 1 side by side. In the first embodiment, the threshing unit 6 is disposed on the left side in the traveling direction of the traveling machine body 1, and the grain tank 8 is disposed on the right side in the traveling direction of the traveling machine body 1. The mowing unit 3 and the threshing unit 6 correspond to the working units described in the claims.

  A control unit 9 is provided between the harvesting unit 3 and the grain tank 8. A round steering handle 10 for changing the traveling (turning) direction and turning speed of the traveling machine body 1, a control seat 11 on which an operator is seated, and the like are disposed in the control unit 9. An engine 12 as a power source is disposed below the control unit 9. A mission case 13 is disposed in front of the engine 12 for appropriately shifting the power from the engine 12 and transmitting it to the left and right traveling crawlers 2.

  The mowing unit 3 includes a clipper-type cutting blade device 14, a culm pulling device 15 for six strips, a culm transporting device 16, and a weed body 17 (seven in the first embodiment). The cutting blade device 14 is disposed below the cutting frame 5 constituting the framework of the cutting unit 3. The grain raising device 15 is disposed above the cutting frame 5. The corn straw transporting device 16 is disposed between the corn straw pulling device 15 and the front end of the feed chain 7. The weeding body 17 protrudes in front of the lower part of the grain raising device 15. The harvested cereal grains harvested by the harvesting unit 3 are transferred to the feed chain 7 and threshed by the threshing unit 6.

  In the handling room of the threshing unit 6, a handling cylinder 18 for threshing the harvested cereal meal is built. Below the handling cylinder 18, a sorting device 20 is arranged for performing rocking sorting using a handling net, chaff sheave, or the like and wind sorting using the wind of a Kara fan. After the sorting by the sorting device 20, the first thing such as fine grains collected in the first receiving bowl (not shown) at the bottom of the traveling machine body 1 is the first conveyor and the cereal conveyor (both not shown). ) To the grain tank 8.

  The second item such as the grain with branch stems is sent to the processing drum 19 through the second receiving rod and the reduction conveyor (both not shown) behind the first receiving rod, and is again recycled by the processing drum 19. Threshed. The second item after the threshing is returned to the sorting device 20 and re-sorted.

  The sawdust is sucked into a suction fan (not shown) disposed at the rear part of the threshing unit 6 and then discharged to the outside of the traveling machine body 1 through a discharge port formed at the rear part of the traveling machine body 1. The grain in the grain tank 8 is carried out of the traveling machine body 1 through the discharge auger 21.

  The waste handed over from the rear end of the feed chain 7 to the waste chain 22 (see FIG. 2) is discharged to the rear of the traveling machine body 1 in a long state or is sent to a waste cutter (not shown). After being cut to a short length as appropriate, it is discharged to the rear of the traveling machine body 1.

(2). Next, the structure of the cutting unit will be described with reference mainly to FIGS. 3 and 4.

  As described above, the cutting unit 3 includes the hair clipper-type cutting blade device 14, the culm pulling device 15 for six strips, the culm conveying device 16, and the weed body 17.

  The grain raising device 15 includes a raising case 30 for six strips having a raising tine 31 for raising a planted grain cake C (uncut grain rice cake) taken through the weed body 17 and the rear of each of the raising cases 30. It is constituted by a star wheel 32 and a scraping belt 33 arranged in the lower part. The star wheel 32 and the scraping belt 33 are used to scrape the root part of the uncut grain caused by the pulling tine 31 corresponding to these sets backward. The root portion of the planted cereal cake C that has been scraped by the star wheel 32 and the scraping belt 33 is cut by the clipper type cutting blade device 14.

  The grain transporter 16 includes a lower right transport chain 34 and an upper right transport tine 35, a central lower transport chain 36 and a central upper transport tine 37, a lower left transport chain 38 and a left upper transport tine 39, and a vertical transport chain 40. And a vertical conveying tine 41, a first auxiliary conveying chain 42 and a second auxiliary conveying chain 43.

  The lower right transport chain 34 and the upper right transport tine 35 are for transporting the right two chopped grains into the left diagonally rearward direction. The center lower transport chain 36 and the center upper transport tine 37 are for transporting the middle two reaped cereal grains in the rear to join the vicinity of the feeding intermediate portion of the lower right transport chain 34 and the upper right transport tine 35. is there. The lower left transport chain 38 and the upper left transport tine 39 are used to transport the left two chopped grains into the right diagonally rearward direction and join the vicinity of the feed end portions of the lower right transport chain 34 and the upper right transport tine 35. Is.

  The vertical conveying chain 40 is used for inheriting and conveying to the feed chain 7 the root portions of the six reaped cereal mashes (hereinafter referred to as the merging cereal cocoons) joined at the feed end portion of the lower right conveying chain 34. . The vertical transport tine 41 is for transporting the head portion of the combined cereal mash that has joined at the feed end portion of the upper right transport tine 35 to the threshing unit 6. The 1st auxiliary conveyance chain 42 and the 2nd auxiliary conveyance chain 43 are for relaying conveyance of the middle part near the root of the merging cereal between the vertical conveyance chain 40 and the feed chain 7.

  The root portion of the combined cereal mash that has been sent in a lying position by the vertical conveying chain 40 is inherited by the starting end of the feed chain 7 via the first and second auxiliary conveying chains 42 and 43. Then, the tip portion of the combined cereal mash is threshed by the handling cylinder 18 in the handling chamber of the threshing unit 6.

  As shown in FIG. 4, the bottom surface of the second weed body 17 of the seven weed bodies 17 counting from the right end protrudes leftward and can be rotated counterclockwise in a plan view of FIG. A left steering sensor 50 with an antenna lever 52 and a right steering sensor 51 with an antenna lever 53 that protrudes to the right and can be rotated clockwise in a plan view of FIG. 4 are arranged.

  The left and right steering sensors 50 and 51 detect whether or not the antennal levers 52 and 53 are in contact with the planted grain culm C (uncut grain culm) in the field, whereby the traveling machine body 1 is in a predetermined direction. It is of a contact type (limit switch type) that detects whether or not the vehicle is traveling along (for example, a strip direction described later).

  The distance between the tips of both antennal levers 52 and 53 is set to be shorter than the stock interval L in the row direction in the field (planting direction at the time of rice planting, see X direction in FIG. 4). For this reason, the left and right steering sensors 50 and 51 do not sense the planted culm C at the same time when the traveling machine body 1 is cut in the row direction (X direction in FIG. 4). In general, the stock interval L in the strip direction is about 30 cm. The left and right steering sensors 50 and 51 correspond to the traveling direction detection means described in the claims.

  As shown in FIG. 4, on the lower front end side of the culm pulling device 15, the culm passing sensor 54 for detecting whether or not the chopped culm taken into the reaping part 3 has passed (first embodiment). In the form, three) are arranged for each cereal passage passage for two strips. The grain pass sensor 54 is also of a contact type (limit switch type) similar to the left and right steering sensors 50 and 51 described above. That is, by detecting whether or not the sensing body 55 protruding from each culm passage sensor 54 toward the culm passage location is in contact with the chopped culm, the harvested culm in the middle of the chopping unit 3 is conveyed. It is to detect whether or not there is.

  As shown in FIGS. 2 and 4, the height of the cutting unit 3 to the ground (relative to the field scene) An ultrasonic sensor 56 for detecting the height of the cutting unit 3 is attached with the transmitter (horn unit) of the transmitter and the receiver of the receiver facing the farm scene. The ground height of the cutting unit 3 is obtained from the detection value of the ultrasonic sensor 56. When the installation height of the ultrasonic sensor 56 and the installation height of the cutting blade device 14 are different, the ground height of the cutting unit 3 is obtained by a predetermined conversion based on the detection value of the ultrasonic sensor 56.

  Although not shown in detail, the height of the cutting unit 3 relative to the machine body (relative height of the cutting unit 3 with respect to the traveling machine body 1) is detected at the proximal end portion of the cutting frame 5 near the rotation center. A lift position sensor 57 (see FIG. 12) is attached. The height of the cutting unit 3 with respect to the machine body is obtained from the up and down rotation angle of the cutting frame 5 detected by the up / down position sensor 57.

(3). Next, the power transmission system of the combine will be described with reference to FIGS.

  In the self-propelled self-removing combine according to the embodiment, the power from the engine 12 is appropriately changed by the hydraulic drive device 62 or the like in the mission case 13, and the drive output shaft 24 protrudes outward from the mission case 13 left and right. And output to the left and right drive wheels 25.

  The engine 12 includes an output shaft 60 that protrudes forward and backward. One of the power from the engine 12 is transmitted from the front end of the output shaft 60 to the hydraulic drive device 62 in the mission case 13 through the universal joint shaft 61 and the input shaft 59 of the mission case 13.

  In the transmission case 13, a differential gear mechanism having a hydraulic drive device 62 for shifting the power from the engine 12, a sub-transmission mechanism 85 having a plurality of shift stages, a pair of left and right planetary gear mechanisms 157, and the like. 86 is installed (see FIG. 7).

  The hydraulic drive device 62 includes a straight traveling HST transmission mechanism 63 including a first hydraulic pump 150 and a first hydraulic motor 151, and a turning HST transmission mechanism 64 including a second hydraulic pump 152 and a second hydraulic motor 153. It has.

  The power from the output shaft 60 toward the hydraulic drive device 62 is transmitted to the linear pump shaft 65 of the first hydraulic pump 150 and the turning pump shaft 66 of the second hydraulic pump 152, respectively. In the straight traveling HST transmission mechanism 63, hydraulic oil is appropriately fed from the first hydraulic pump 150 toward the first hydraulic motor 151 by the power transmitted to the straight traveling pump shaft 65. Similarly, in the turning HST transmission mechanism 64, hydraulic oil is appropriately sent from the second hydraulic pump 152 toward the second hydraulic motor 153 with the power transmitted to the turning pump shaft 66.

  A charge pump 179 for supplying hydraulic oil to the hydraulic pumps 65 and 66 and the hydraulic motors 67 and 68 is mounted on the turning pump shaft 66. The charge pump 179 can be interlocked with the turning pump shaft 66 and is driven by the rotational power of the engine 12.

  In the straight traveling HST transmission mechanism 63, the first hydraulic pump 150 has a function corresponding to the shift position of a main transmission lever 131 (details will be described later) arranged in the control unit 9 and the amount of rotation of the steering handle 10. By changing and adjusting the inclination angle of the rotary swash plate 180 (see FIG. 8) and changing the discharge direction and discharge amount of the hydraulic oil to the first hydraulic motor 151, the straight travel protruding left and right from the first hydraulic motor 151 It is comprised so that the rotation direction and rotation speed of the motor shaft 67 may be adjusted arbitrarily.

  The rotational power of the linear motor shaft 67 in the first hydraulic motor 151 is transmitted to a sub-transmission mechanism 85, which is a conventionally known gear mechanism, and a counter, which will be described later, via a pulley / belt transmission system and a cutting clutch 82. The signal is also branched and transmitted from the case 72 to the tuning input shaft 75 (see FIG. 6) that protrudes toward the center of the traveling machine body 1.

  The sub-transmission mechanism 85 operates the sub-transmission lever 132 (details will be described later) disposed in the control unit 9 to reduce the adjustment range of the rotational power (rotation direction and number of rotations) from the linear motor shaft 67 at a low speed. It is configured to be switchable to three speed stages, high speed and neutral. The brake shaft 154, which is a component of the auxiliary transmission mechanism 85, is provided with a parking brake means 155 such as a wet multi-plate disk.

  The rotational power from the auxiliary transmission mechanism 85 is transmitted to the differential gear mechanism 86 from the auxiliary transmission output gear 156 fixed to the brake shaft 154. The differential gear mechanism 86 includes a pair of left and right planetary gear mechanisms 157 and a relay shaft 158 positioned between the planetary gear mechanism 157 and the brake shaft 154. A center gear 159 fixed to the center portion of the relay shaft 158 meshes with the auxiliary transmission output gear 156 of the brake shaft 154. The side gears 160 fixed to the left and right sides of the relay shaft 158 with the center gear 159 interposed therebetween mesh with the outer peripheral surfaces of the corresponding ring gears 165 (details will be described later).

  The pair of left and right planetary gear mechanisms 157 are formed symmetrically and includes a pair of left and right carriers 161 that rotatably support a plurality of planetary gears 162 on the same radius. These two carriers 161 are arranged so as to oppose each other at an appropriate interval on the same axis.

  Sun gear members 164 are pivotally supported on the left and right sides of the sun shaft 163 located between the left and right carriers 161. Each sun gear member 164 meshes with each planetary gear 162 of the carrier 161 corresponding thereto. The left and right ends of the sun shaft 163 are rotatably supported by bearings positioned at the rotation center of each carrier 161.

  A pair of left and right ring gears 165 having inner teeth on the inner peripheral surface and outer teeth on the outer peripheral surface are arranged concentrically with the sun shaft 163 so that the inner teeth mesh with the plurality of planetary gears 162. . Each ring gear 165 is rotatably supported via a bearing on a drive output shaft 24 that protrudes left and right outward from the outer surface of the carrier 161.

  The rotational power from the subtransmission mechanism 85 is transmitted to the left and right planetary gear mechanisms 157 via the left and right side gears 160 in the relay shaft 158. The rotational power transmitted to the left and right planetary gear mechanisms 157 is transmitted to the drive output shaft 24 of each carrier 161 at the same rotational speed in the same direction.

  On the other hand, in the turning HST type transmission mechanism 64, the inclination angle of the rotary swash plate 182 (see FIG. 8) in the second hydraulic pump 152 in accordance with the amount of turning operation of the steering handle 10 disposed in the control unit 9. And adjusting the rotation direction and the number of rotations of the turning motor shaft 68 protruding from the second hydraulic motor 153 by changing the discharge direction and discharge amount of the hydraulic oil to the second hydraulic motor 153. Is configured to do.

  A turning output gear 166 is rotatably supported on the turning motor shaft 68. Further, a steering brake means 167 for braking this and the turning output gear 166 is provided at the tip of the turning motor shaft 68.

  The rotational power of the turning motor shaft 68 in the second hydraulic motor 153 is transferred from the turning output gear 166 of the turning motor shaft 68 through the transmission gear 170 of the clutch shaft 168 having the steering clutch means 169. 171 and the reverse gear 172. The forward rotation gear 171 meshes with one (right in the embodiment) of a pair of left and right input gears 173 that are rotatably supported around the sun shaft 163. The reverse gear 172 meshes with the other input gear 173 (left in the embodiment). The left and right input gears 173 are configured to rotate integrally with the corresponding sun gear members 164.

  When the right sun gear member 164 is normally rotated (reversely rotated) at a predetermined rotational speed via the normal rotation gear 171 and the right input gear 173 by the normal rotation (reverse rotation) of the second hydraulic motor 153, the left sun gear The member 164 reversely rotates (forward rotation) at the same rotational speed as the right sun gear member through the reverse rotation gear and the left input gear. The rotational power transmitted to the left and right planetary gear mechanisms 157 via the left and right sun gear members 164 is transmitted to the drive output shafts 24 of the left and right carriers 161 at the same rotational speeds in opposite directions.

  As can be seen from the above, the shift output from the straight motor shaft 67 and the turning motor shaft 68 is transmitted to the drive wheels 25 of the left and right traveling crawlers 2 via the auxiliary transmission mechanism 85 and the differential gear mechanism 86. As a result, the vehicle speed (traveling speed) and the traveling direction of the left and right traveling crawlers 2 and thus the traveling machine body 1 are determined.

  That is, when the straight motor shaft 67 is driven in the forward or reverse rotation direction with the drive of the turning motor shaft 68 stopped, the rotational power from the straight motor shaft 67 is transmitted to the sub-transmission mechanism 85 and the differential gear. Via the mechanism 86, it is transmitted to the drive wheels 25 of the left and right traveling crawlers 2 at the same rotational speed in the same direction, and the traveling machine body 1 travels straight. In this case, the traveling machine body 1 moves forward when the straight-travel motor shaft 67 (straight-travel HST transmission mechanism 63) is driven in the forward rotation direction, and the traveling machine body 1 moves backward when driven in the reverse rotation direction.

  On the other hand, when the turning motor shaft 68 is driven in the normal or reverse rotation direction with the driving of the linear motor shaft 67 stopped, the turning power from the turning motor shaft 68 via the differential gear mechanism 86 is used. One of the drive wheels 25 of the left and right traveling crawlers 2 rotates forward and the other rotates backward, and the traveling machine body 1 spin-turns on the spot.

  Further, when the turning motor shaft 68 is driven while the linear motor shaft 67 is driven, a difference occurs in the driving speed of the left and right traveling crawlers 2, and the traveling machine body 1 turns larger than the spin turn turning radius while moving forward or backward. Turn left or right at the radius. The turning radius at this time is determined according to the difference in driving speed between the left and right traveling crawlers 2.

  A cooling fan 175 for a radiator is attached to the fan shaft 174 that relays power between the linear pump shaft 65 and the turning pump shaft 66 and the input shaft 59 of the transmission case 13. In the embodiment, the power is transmitted from the fan shaft 174 to both the straight traveling pump shaft 65 and the turning pump shaft 66 via the transmission gear mechanism 176.

  In the embodiment, the power transmitted from the fan shaft 174 to the linear pump shaft 65 via the transmission gear mechanism 176 is transmitted to the vehicle speed constant speed clutch 177, the vehicle speed constant speed mechanism, and the like. It is configured to be able to directly transmit to the subtransmission mechanism 85 via 178 and the linear motor shaft 67. For this reason, when the vehicle speed constant speed clutch 177 is in the engaged state, the power from the engine 12 is directly transmitted to the subtransmission mechanism 85 without passing through the HST transmission mechanism 63 for straight travel. The traveling machine body 1 travels at a constant vehicle speed by rotational driving.

  On the other hand, other power from the engine 12 is branched and transmitted from the rear end of the output shaft 60 in two directions: the discharge auger 21 and the counter case 72 disposed on one side of the engine 12.

  The branching power from the output shaft 60 toward the discharge auger 21 is transmitted to the bottom conveyor 70 and the vertical conveyor (not shown) in the grain tank 8 via the discharge clutch 69, and then the discharge conveyor ( (Not shown).

  The branching power from the output shaft 60 toward the counter case 72 is transmitted to the threshing input shaft 73 of the counter case 72 via the threshing clutch 71, and further branched and transmitted from the threshing input shaft 73 in two directions.

  A part of the power transmitted to the threshing input shaft 73 is transmitted to the rotating shaft of the handling cylinder 6 and the processing cylinder 19 (not shown in FIG. 6) via the pulley / belt transmission system, and the handling cylinder 6 and the processing. The body 19 is driven to rotate. Other power from the threshing input shaft 73 is transmitted to the constant speed rotating shaft 74 of the counter case 72 via a bevel gear mechanism provided in the middle thereof.

  Here, the counter case 72 includes the threshing input shaft 73 and the constant speed rotation shaft 74 described above, the tuning input shaft 75, the vehicle speed tuning shaft 76, the cutting transmission shaft 77, and the FC input extending in parallel with the constant speed rotation shaft 74. A cutting speed change mechanism 79 associated with the shaft 78, the tuning input shaft 75 and the vehicle speed tuning shaft 76, a cutting constant speed mechanism 80 associated with the constant speed rotating shaft 74 and the vehicle speed tuning shaft 76, and the vehicle speed tuning shaft 76. And an FC transmission mechanism 81 associated with the FC input shaft 78.

  Part of the power transmitted to the constant speed rotating shaft 74 is transmitted to a sorting device (not shown), the waste chain 22 (not shown in FIG. 6), etc. via a pulley / belt transmission system. The other power from the constant speed rotating shaft 74 is transmitted to the vehicle speed tuning shaft 76 via the cutting constant speed mechanism 80 when the cutting unit 3 is not driven in synchronization with the vehicle speed (traveling speed). Power is transmitted from 76 to the devices 14 to 16 of the cutting unit 3 through the cutting transmission shaft 77.

  On the other hand, a part of the rotational power of the linear motor shaft 67 is transmitted to the tuning input shaft 75 via a reaping clutch 82 as a working clutch. The rotational power transmitted to the tuning input shaft 75 is transmitted to the vehicle speed tuning shaft 76 via the one-way clutch 83 and the cutting speed change mechanism 79 when the cutting unit 3 is driven in synchronization with the vehicle speed. Power is transmitted to the devices 14 to 16 of the cutting unit 3 through the transmission shaft 77. The one-way clutch 83 is configured to transmit power only when the linear motor shaft 67 rotates forward.

  The power transmitted to the vehicle speed tuning shaft 76 is transmitted to the FC input shaft 78 via the FC transmission mechanism 81 and the FC clutch 84, and the feed chain 7 is driven to rotate by the power transmission from the FC input shaft 78. It is configured.

(4). Combined Hydraulic Circuit Structure Next, the combined hydraulic circuit structure will be described with reference to FIG.

  The combine hydraulic circuit 190 shown in FIG. 8 includes the above-described charge pump 179, a main transmission cylinder 191 for changing and adjusting the inclination angle of the rotary swash plate 180 in the first hydraulic pump 150, and an operation to the main transmission cylinder 191. A manual transmission valve 192 for adjusting the supply of oil and an electromagnetic neutral valve 193 for reducing the output of the first hydraulic pump 150 by a predetermined amount are provided.

  The main transmission cylinder 191 is connected to the charge pump 179 via a manual transmission valve 192 and an electromagnetic neutral valve 193. The manual transmission valve 192 is mainly configured to be switched by the main transmission lever 131. The electromagnetic neutral valve 193 is configured to automatically perform switching operation by driving an electromagnetic solenoid 194 corresponding to the neutral operation of the main transmission lever 131.

  When the manual transmission valve 192 is switched by operating the main transmission lever 131, the main transmission cylinder 191 expands and contracts, the inclination angle of the rotary swash plate 180 in the first hydraulic pump 150 is changed, and the first hydraulic motor 151 is operated. The direction and amount of hydraulic oil discharged to the tank changes. As a result, a linear shift operation is performed in which the rotation direction and the rotation speed of the linear motor shaft 67 in the first hydraulic motor 151 are steplessly changed or reversed.

  Further, a feedback operation in which the manual transmission valve 192 returns to neutral by the angle adjustment operation of the rotary swash plate 180 can be executed. That is, when the main transmission lever 131 is neutrally operated, the rotary swash plate 180 is returned to the neutral state in accordance with this operation, and the electromagnetic neutral valve 193 is automatically switched by the excitation of the electromagnetic solenoid 194. The output of the first hydraulic pump 150 is made substantially zero. As a result, the rotational drive of the linear motor shaft 67 in the first hydraulic motor 151 stops.

  An auxiliary transmission cylinder 196 for changing and adjusting the inclination angle of the rotary swash plate 181 in the first hydraulic motor 151 is connected to the charge pump 179 via an electromagnetic auxiliary transmission valve 195.

  In this case, the auxiliary transmission cylinder 196 expands and contracts by the automatic switching operation of the electromagnetic auxiliary transmission valve 195 in response to the operation of the auxiliary transmission switch (not shown), and the inclination angle of the rotary swash plate 181 in the first hydraulic motor 151 is increased. Is forcibly changed, and the output of the first hydraulic motor 151 is selectively switched between high speed and low speed.

  When the electromagnetic subtransmission valve 195 is in a neutral state, the subtransmission cylinder 196 communicates with the transmission case 13 which is also an oil tank, and the inclination angle of the rotary swash plate 181 in the first hydraulic motor 151 is set to the first hydraulic pump 150 and the first hydraulic pump 150. 1 is configured to be adjusted only with hydraulic oil in a closed circuit 197 connecting the hydraulic motor 151.

  In addition to the above-described configuration, the combine hydraulic circuit 190 adjusts the turning cylinder 201 for changing and adjusting the inclination angle of the rotary swash plate 182 in the second hydraulic pump 152, and the supply of hydraulic oil to the turning cylinder 201. A manual revolving valve 202 and an electromagnetic automatic steering valve 203 are provided.

  The swing cylinder 201 is connected to the charge pump 179 via a manual swing valve 202 and an electromagnetic automatic steering valve 203. The manual swing valve 202 is configured to be switchable mainly by the steering handle 10. The electromagnetic automatic steering valve 203 is configured to automatically perform switching operation by driving left and right steering solenoids 204 and 205.

  When the manual swing valve 202 is switched by rotating the steering handle 10, the swing cylinder 201 is expanded and contracted to change the tilt angle of the rotary swash plate 182 in the second hydraulic pump 152, and the second hydraulic motor. The discharge direction and discharge amount of hydraulic oil to 153 change. As a result, a left / right turning operation is performed in which the rotation direction and the number of rotations of the turning motor shaft 68 in the second hydraulic motor 153 are steplessly changed or reversed.

  Also in this case, it is possible to execute a feedback operation in which the manual swing valve 202 is neutrally returned by the angle adjustment operation of the rotary swash plate 182. That is, when the turning operation position of the steering handle 10 is in a neutral position N (see FIG. 11) described later, the rotary swash plate 182 is returned to the neutral state and the output of the second hydraulic pump 152 is made substantially zero. Thus, the rotational drive of the second hydraulic motor 153 due to the turning operation of the steering handle 10 is stopped.

  When the turning operation position of the steering handle 10 is in a neutral region NE (see FIG. 11), which will be described later, the manual turning valve 202 is almost functional due to the responsiveness to the turning operation of the steering handle 10 (for example). The traveling machine body 1 does not execute a turning operation in proportion to the amount of turning operation of the steering handle 10.

  In such a case, when the electromagnetic automatic steering valve 203 is automatically switched by the excitation of the left and right steering solenoids 204 and 205, the swing cylinder 201 expands and contracts, and the rotary swash plate 182 in the second hydraulic pump 152. Is changed, and the discharge direction and discharge amount of the hydraulic oil to the second hydraulic motor 153 are changed. As a result, a traveling direction correcting operation for changing the rotational direction and the rotational speed of the turning motor shaft 68 in the second hydraulic motor 153 is executed.

  On the other hand, in the embodiment, when the steering handle 10 is rotated to a position other than the neutral position N while the main transmission lever 131 is tilted to a position other than the neutral position, the operation direction and operation amount of the main transmission lever 131 are operated. The output of the first hydraulic pump 150 and thus the output of the first hydraulic motor 151 is increased or decreased in the forward and reverse directions, and the output of the second hydraulic pump 152 and thus the second hydraulic motor 153 is proportional to the amount of operation of the main transmission lever 131. It is also configured to change. In this case, the turning radius of the traveling machine body 1 becomes smaller as the main transmission lever 131 is operated to the higher speed side, and the traveling machine body 1 always has a size corresponding to the turning operation amount of the steering handle 10 regardless of the vehicle speed. It is set to turn left or right with a turning radius of.

  Conversely, the outputs of the hydraulic pumps 150 and 151 and the hydraulic motors 152 and 153 are changed in proportion to the amount of rotation of the steering handle 10. In this case, the traveling vehicle body 1 turns to the left or right with a small turning radius as the turning operation amount of the steering handle 10 increases, and the vehicle speed of the traveling vehicle body 1 decreases as the turning radius decreases. .

  When the main transmission lever 131 is in the neutral position, even if the steering handle 10 is rotated, the manual swing valve 202 is maintained in the neutral state and the output of the second hydraulic pump 152 is made substantially zero. Thus, the second hydraulic motor 153 is configured to be prevented from rotating.

  By the way, in addition to the above-described configuration, the combined hydraulic circuit 190 includes a cutting speed change cylinder 206 for operating a cutting speed change slider (not shown) that is a component of the cutting speed change mechanism 79, and a configuration of a constant cutting speed mechanism. A fixed cutting speed cylinder 207 for operating a switching slider (not shown) as an element, a threshing cylinder 208 for operating the threshing clutch 71, and a vehicle speed constant speed for operating the constant speed clutch 177. And a cylinder 209.

  The charge pump 179 is connected in parallel with a cutting speed change cylinder 206, a cutting constant speed cylinder 207, a threshing cylinder 208, and a vehicle speed constant speed cylinder 209 via valves 210 to 213, respectively. A cutting shift valve 210 is disposed between the charge pump 179 and the cutting shift cylinder 206, and a cutting constant speed valve 211 is disposed between the charge pump 179 and the cutting constant speed cylinder 207. A threshing valve 212 is disposed between the charge pump 179 and the threshing cylinder 208, and a vehicle speed constant speed valve 213 is disposed between the charge pump 179 and the vehicle speed constant speed cylinder 209.

(5). Next, a connection structure between the main transmission lever and the steering handle and the hydraulic drive unit will be described with reference to FIG.

  The main transmission lever 131 disposed in the control unit 9 is interlocked and connected to a mechanical switching unit 220 disposed in a steering column 90 (see FIG. 10) described later via a relay link mechanism 219. A handle shaft 92 that supports the steering handle 10 from below is also linked to the mechanical switching means 220.

The mechanical switching means 220 of the embodiment includes:
1. When the steering handle 10 is rotated to a position other than the neutral position N while the main speed change lever 131 is tilted to a position other than the neutral position, the traveling machine body 1 has a smaller turning radius as the amount of rotation operation increases. Turning left or right and the turning radius is smaller, the vehicle speed of the traveling machine body 1 (turning speed when moving forward and backward) decreases.
2. Even when the main transmission lever 131 is tilted in either the forward or backward direction, the turning operation direction of the steering handle 10 and the turning direction of the traveling machine body 1 coincide (when the steering handle 10 is turned to the right, the vehicle travels. Aircraft 1 turns right, and if steering handle 10 is turned to the left, traveling machine 1 turns left)
3. When the main shift lever 131 is in the neutral position, it does not function even if the steering handle 10 is operated.
In order to execute various operations, the operating force from the main transmission lever 131 and the steering handle 10 is appropriately converted and transmitted to the vertically long double shaft 221 that is rotatably disposed at the lower end of the steering column 90. Is configured to do.

  The mechanical switching means 220 itself is not directly related to the present invention and will not be described in detail. However, if necessary, refer to Japanese Patent Application Laid-Open No. 2002-274421.

  The double shaft 221 associated with the mechanical switching means 220 is formed in a vertically long concentric shape by a rectilinear outer cylindrical shaft 222 and a turning inner shaft 223 that can be rotated independently of each other. The rectilinear outer cylinder shaft 222 is linked to a rectilinear rotation shaft 225 protruding outward from one side surface of the mission case 13 via a rectilinear link mechanism 224. On the other hand, the turning inner shaft 223 is linked to a turning rotation shaft 227 protruding outward from the other side surface of the transmission case 13 via a turning link mechanism 226.

  Here, the rectilinear rotation shaft 225 is for adjusting the inclination angle of the rotary swash plate 180 of the first hydraulic pump 150 in the rectilinear HST transmission mechanism 63. Functions as an adjustment unit that adjusts the output. The turning shaft 227 is for adjusting the inclination angle of the rotary swash plate 182 of the second hydraulic pump 152 in the turning HST transmission mechanism 64, and adjusts the shift output of the turning HST transmission mechanism 64. Functions as an adjustment unit.

  The linear link mechanism 224 includes a lateral support shaft 230 that is rotatably inserted into a support cylinder 229 fixed to the upper surface of the transmission case 13 via a bracket 228, and a linear advance that projects from the linear cylinder outer shaft 222. The straight relay rod 233 that connects the rotary arm 231 and the first straight swing arm 232 fixed to one end (right end in the embodiment) of the horizontal support shaft 230, and the other end of the horizontal support shaft 230 (the embodiment). In this case, a linear movement interlocking rod 236 that connects a linear movement second swing arm 234 fixed to the left end) and a linear operation arm 235 attached to the linear rotation shaft 225 is provided.

  One end portion (front end portion in the embodiment) of the rectilinear relay rod 233 is pivotally attached to a rectilinear pivot arm 231 on the rectilinear outer cylinder shaft 222 side by a longitudinal pivot pin 237. Yes. The other end portion (rear end portion in the embodiment) of the rectilinear relay rod 233 is pivoted to the first rectilinear swing arm 232 on the side support shaft 230 side via a pivot pin 238 that is laterally laterally oriented. It is worn.

  One end portion (upper end portion in the embodiment) of the linear advancement interlocking rod 236 is pivotally attached to the second advancement swing arm 234 on the side of the lateral support shaft 230 so as to be rotatable by a left and right laterally attached pivot pin 239. Yes. The other end portion (the lower end portion in the embodiment) of the rectilinear interlocking rod 236 is pivotally attached to a rectilinear operation arm 235 on the rectilinear pivot shaft 225 side via a pivot pin 240 which is front-rear and sideways. ing.

  When the main transmission lever 131 is tilted forward from the neutral position, the mechanical switching means 220 moves the outer straight shaft 222 and the straight turn arm 231 around the turn inner shaft 223 via the relay link mechanism 219. By rotating integrally in the direction of the arrow SA, the straight relay rod 233 is pulled forward (moved), the first straight swing arm 232, the lateral support shaft 230, and the second straight swing. The arm 234 rotates integrally in the direction of the arrow SB around the lateral support shaft 220.

  Then, the rectilinear second swing arm 234 pulls up the rectilinear interlocking rod 236 by the rotational movement in the direction of arrow SB, so that the rectilinear operation arm 235 and hence the rectilinear rotation shaft 225 are moved in the direction of the arrow SC (forward increase). It rotates in the speed direction (or reverse deceleration direction). As a result, the traveling machine body 1 performs the forward movement in proportion to the forward tilting operation amount of the main transmission lever 131.

  On the other hand, when the main transmission lever 131 is tilted backward from the neutral position, the mechanical switching means 220 moves the rectilinear outer cylindrical shaft 222 and the rectilinear rotation arm 231 in the direction of the arrow SD via the relay link mechanism 219. By rotating integrally, the rectilinear relay rod 233 moves backward, and the first rectilinear swing arm 232, the lateral support shaft 230, and the second rectilinear swing arm 234 are arrows opposite to the previous arrows. Rotates integrally in the SE direction.

  Then, the rectilinear second swing arm 234 pushes down the rectilinear interlocking rod 236 by pivoting movement in the arrow SE direction, so that the rectilinear operation arm 235 and hence the rectilinear pivot shaft 225 are moved in the arrow SF direction (reverse increase). It rotates in the speed direction (or forward deceleration direction). As a result, the traveling machine body 1 performs the reverse operation in proportion to the backward tilting operation amount of the main transmission lever 131.

  On the other hand, the turning link mechanism 226 includes a turning cylinder 241 that is rotatably fitted to a projecting portion of the lateral support shaft 230 from the support cylinder 229 and a turning turning arm that protrudes from the turning inner shaft 223. 242 and a pivoting relay rod 244 connecting the substantially rod-shaped first swinging arm 243 projecting from the rotating cylinder 241 and a second swinging arm 245 for pivoting projecting from the rotating cylinder 241. And a turning interlocking rod 247 that connects the turning operation arm 246 attached to the turning shaft 227 for turning.

  One end portion (the front end portion in the embodiment) of the turning relay rod 244 is pivotally attached to the turning arm 242 on the turning inner shaft 223 side so as to be turnable by a longitudinally attached pivot pin 248. . The other end portion (rear end portion in the embodiment) of the turning relay rod 244 pivots to the turning first swing arm 243 on the turning cylinder 241 side via a left and right laterally attached pivot pin 249. It is worn.

  One end portion (upper end portion in the embodiment) of the turning interlocking rod 247 is pivotally attached to the second swinging arm 245 for turning on the side of the turning cylinder 241 so as to be turnable by a pivoting pin 250 facing left and right laterally. Yes. The other end portion (the lower end portion in the embodiment) of the turning interlocking rod 247 is pivotally attached to the turning operation arm 246 on the turning turning shaft 227 side via a pivoting pin 251 that is oriented in the front-rear and lateral directions. ing.

  For example, when the steering handle 10 is rotated to the left with the main transmission lever 131 tilted forward, the mechanical switching means 220 is connected to the turning inner shaft 223 and the turning turning arm via the handle shaft 92. By rotating 242 integrally in the direction of the arrow TA, the turning relay rod 244 is pulled forward, and the turning first swing arm 243, the turning cylinder 241 and the turning second swing arm 245 are moved. It rotates integrally in the direction of arrow TB around the lateral support shaft 230.

  Then, when the second swing arm 245 for turning pulls up the turning interlocking rod 247 by turning movement in the direction of arrow TB, the turning operation arm 246 and consequently the turning shaft 227 for turning turns in the direction of arrow TC (forward left turn). Rotate in the rotation direction). As a result, the traveling machine body 1 performs a left turn operation in proportion to the amount of leftward turning operation of the steering handle 10.

  In this case, the straight link mechanism 224 causes the straight rotation shaft 225 to move in the direction of the arrow SF (forward deceleration direction) in proportion to the amount of leftward rotation of the steering handle 10 by the action of the mechanical switching means 220. ), And the forward turning speed of the traveling machine body 1 is decelerated corresponding to the turning radius at that time.

  On the other hand, when the steering handle 10 is rotated to the right while the main transmission lever 131 is tilted forward, the mechanical switching means 220 is connected to the turning inner shaft 223 and the turning rotation via the handle shaft 92. By rotating the moving arm 242 integrally in the direction of the arrow TD, the turning relay rod 244 moves rearward, and the first turning arm 243 for turning, the turning cylinder 241 and the second turning arm for turning. 245 rotates integrally in the direction of arrow TE opposite to the previous direction.

  Then, the second swing arm 245 for turning depresses the turning interlocking rod 247 by the turning movement in the direction of the arrow TE, so that the turning operation arm 246 and hence the turning shaft 227 for turning turn in the direction of the arrow TF (forward right) It turns in the turning direction. As a result, the traveling machine body 1 performs a right turn operation in proportion to the amount of rightward turning operation of the steering handle 10.

  Also in this case, the straight link mechanism 224 causes the straight rotation shaft 225 to move in the direction of arrow SF (forward deceleration) in proportion to the amount of rotation of the steering handle 10 in the right direction by the action of the mechanical switching means 220. The forward turning speed of the traveling machine body 1 is decelerated corresponding to the turning radius at that time.

  When the steering handle 10 is turned left and right with the main transmission lever 131 tilted rearward, the operations of the turning link mechanism 226 and the rectilinear link mechanism 224 are opposite to those described above. In other words, the operations of both link mechanisms 226 and 224 at the time of forward left turn are the same as those at the time of reverse right turn, while the operations of both link mechanisms 226 and 224 at the time of forward right turn are the same as those at the time of reverse left turn. Is set to

(6). Next, the various operation means arranged in the control unit 9 will be described mainly with reference to FIGS. 10 and 11.

  A vertically long steering column 90 and a front panel body 91 extending horizontally from the steering column 90 are disposed in front of the control seat 11 in the control unit 9. A round steering handle 10 for changing the traveling (turning) direction and turning speed of the traveling machine body 1 is attached to a handle shaft 92 (see FIGS. 9 and 11) protruding upward from the steering column 90. ing.

  When the turning operation position of the steering handle 10 is within the first minute turning angle range from the neutral position N (also referred to as the straight running position) to the left and right, that is, in the neutral region NE shown in FIG. The swing valve 202 has almost no function (switching operation), and the traveling machine body 1 is configured not to perform a swing operation in proportion to the amount of rotation of the steering handle 10 (maintain a so-called play state). Yes. In the first embodiment, the neutral region NE is set to an angle range of about 15 ° to the left and right (a total of 30 °) across the neutral position N. The pivotable range of the steering handle 10 is set to a size of about 135 ° to the left and right across the neutral position N (see FIG. 11).

  When the turning operation position of the steering handle 10 is in the normal turning areas LT, RT (see FIG. 11) outside the neutral area N, the manual turning valve 202 is switched and the traveling machine body 1 is moved to the steering handle 10. Is configured to perform a turning motion in proportion to the amount of the turning operation.

  When the turning operation position of the steering handle 10 is in the left spin turn region LS or the right spin turn region RS (see FIG. 11) further outside the left and right normal turning regions LT and RT, the left and right traveling crawlers 2 are moved. It is comprised so that the left-right spin turn operation (interlining turning operation | movement) driven in a mutually reverse direction may be performed.

  As shown in FIG. 11, the left and right spin turn regions LS and RS extend from the left and right maximum rotation operation positions Lmax and Rmax to a range of rotation angles as appropriate in the neutral position N direction. The left and right spin turn regions LS, RS of the first embodiment are angle ranges from the phase position approximately 100 ° left and right across the neutral position N to the left and right maximum rotation operation positions Lmax, Rmax further approximately 135 ° apart. (See FIG. 11).

  Needless to say, the steering handle 10 is automatically returned to the neutral position N when the hand is released from the steering handle 10.

  In the steering column 90, the rotation position sensor 93 as a rotation detection means for detecting the rotation operation position (or the rotation operation amount) of the steering handle 10 and the steering handle 10 are in the neutral position N. Is provided in association with the handle shaft 92 (see FIG. 12). The rotation position sensor 93 of the embodiment is of a rotary encoder type or a rotary potentiometer type.

  A center panel body 95 having a liquid crystal display device 96 and the like is disposed inside a substantially annular handle wheel portion 94 in the steering handle 10. Since the center panel body 95 is fixed only to the steering column 90 and is not connected to the steering handle 10, even if the steering handle 10 is rotated, the center panel body 95 and thus the liquid crystal display device 96 are also operated. Does not move, and the screen is always easy to see from the operator.

  A steering switch 100 as a manual input means is provided on the upper surface of the grip portion on one of the left and right sides (right side in the embodiment) of the handle wheel portion 94. The steering switch 100 is a so-called cross-direction switch configured to be operable in the front-rear and left-right directions (cross direction).

  The steering switch 100 according to the embodiment forcibly lifts the cutting unit 3 to a height position necessary for changing the direction of the traveling machine body 1 at the headland (binge) while pushing the steering switch 100 forward. And a forcible setting operation for forcibly lowering the cutting unit 3 to a predetermined cutting height position is performed while pushing backward.

  While the steering switch 100 is being pushed left or right, the electromagnetic automatic steering valve 203 (see FIGS. 8 and 12) in the hydraulic circuit 190 is activated by the excitation of the left or right steering solenoids 204 and 205. And it is comprised so that the traveling body 1 may carry out the fine turning (fine correction) to the left or the right.

  The steering switch 100 and the steering handle 10 are configured to be operated independently of each other (can be operated separately). In addition, the turning operation amount of the traveling machine body 1 with respect to the unit operation amount of the steering handle 10 is set to be significantly larger than the turning operation amount of the traveling machine body 1 with respect to the unit operation amount of the steering switch 100.

  Therefore, if both the steering handle 10 and the steering switch 100 are operated, both the manual swing valve 202 and the electromagnetic automatic steering valve 203 in the hydraulic circuit 190 are switched to rotate the steering handle 10. The turning operation of the traveling machine body 1 in the left-right direction is executed by the sum of the turning operation amount corresponding to the operation amount and the minute turning operation amount corresponding to the pressing operation amount of the steering switch 100. In other words, the traveling machine body 1 turns larger or smaller than the turning operation amount corresponding to the turning operation amount of the steering handle 10 by the minute turning operation amount corresponding to the pressing operation amount of the steering switch 100. is there.

  With this configuration, when the steering switch 100 is pushed left or right when the steering operation position of the steering handle 10 is in the neutral region NE, the traveling machine body 1 is turned left or right accordingly. Since the micro-turning (fine correction) is performed, the adjusting operation for causing the weeding body 17 of the cutting unit 3 to follow the planted culm C row in the field can be executed by the pushing operation to the left and right.

  Further, if the steering switch 100 is operated to the left or right when the turning operation position of the steering handle 10 is in the normal turning areas LT and RT (when it is out of the neutral area NE), the steering handle 10 The turning operation amount in the left-right direction of the traveling machine body 1 can be executed by supplementing the turning operation amount in accordance with the turning operation amount with the minute turning operation amount in accordance with the pressing operation amount of the steering switch 100. That is, the adjustment / correction of the turning motion amount of the traveling machine body 1 can be performed reliably and easily without finely adding or turning back the steering handle 10 during the turning operation. Therefore, it is very easy for the operator to adjust the traveling direction of the traveling machine body 1 and the operability is good.

  On the other hand, the operation of the steering switch 100 in the front-rear direction is also permitted only when the turning operation position of the steering handle 10 is in the neutral region NE. That is, only when the steering operation position of the steering handle 10 is in the neutral region NE, the forcible lift operation or the forcible set operation is executed by the operation of the steering switch 100 in the front-rear direction. Needless to say, when the finger is released from the steering switch 100, the steering switch 100 automatically returns to its neutral position.

  Note that a horn switch 103 for performing an operation of sounding the horn 102 (horn, see FIG. 12) is provided on the upper surface of the grip portion on the other side (left side in the embodiment) of the handle wheel portion 94.

  On the left and right front panel bodies 91, a plurality of various operation switches and setting dials are arranged. For example, an automatic cutting height switch 104, a cutting height setting dial 105, a sorting adjustment dial 106, an automatic steering switch 107, and the like are disposed on the left front panel body 91. The automatic cutting height switch 104 is for operating on / off of automatic cutting height control for maintaining the cutting unit 3 at a predetermined cutting height position. The cutting height setting dial 105 is used to set and operate the cutting height position during automatic cutting height control. The sorting adjustment dial 106 is for adjusting the sorting state of the grains in the sorting device 20. The automatic steering switch 107 is for operating on / off of the automatic steering control that causes the traveling machine body 1 to travel along the row of planted culms C in the field.

  On the right front panel body 91, an automobile speed switch 108, an automatic horizontal switch 109, an inclination setting dial 110, an automatic handling depth switch 111, and the like are arranged. The vehicle speed switch 108 is for operating on / off of vehicle speed control for decelerating the vehicle speed when the engine 12 is overloaded and maintaining the rotational drive of the mowing unit 3 and the threshing unit 6 constant. The automatic horizontal switch 109 is for operating on / off of automatic horizontal control for maintaining the traveling machine body 1 in a horizontal horizontal posture. The tilt setting dial 110 is for setting and operating the left and right tilt angle of the traveling machine body 1. The automatic handling depth switch 111 is for operating on / off of the automatic handling depth control for maintaining the handling depth position of the harvested cereal mash relative to the threshing unit 6 at a predetermined position.

  Each of the switches 104, 107, 108, 109, and 111 is a push switch (momentary switch) that generates one ON pulse signal when pressed once, and is of a non-locking type. When the switch 104, 107, 108, 109, 111 is pressed once to enter the switch, the switch lamps 114, 117, 118, 119, 121 above it are lit, and the switch is pressed again to turn off the switch. In this case, the switch lamps 114, 117, 118, 119, 121 are configured to be turned off.

  On one side of the control seat 11 (left side in the embodiment), a side panel body 130 that is long in the front-rear direction is disposed. On the side panel body 130, a main transmission lever 131, an auxiliary transmission lever 132, and a clutch lever 133 are arranged in this order from the front.

  The main speed change lever 131 is used for steplessly changing the forward, stop, reverse, and vehicle speed of the traveling machine body 1 and can be tilted forward and backward along a crank-shaped guide groove 134 in the side panel body 130. It is configured.

  When the main transmission lever 131 is tilted forward from a neutral position (stop position) in a substantially vertical posture, the traveling machine body 1 moves forward. The forward speed of the traveling machine body 1 increases as the tilt angle of the main transmission lever 131 forward increases. Conversely, when the main transmission lever 131 is tilted backward from the neutral position, the traveling machine body 1 moves backward. The reverse speed of the traveling machine body 1 increases as the tilt angle of the main transmission lever 131 to the rear increases.

  On the upper surface of the grip portion of the main transmission lever 131, a cutting lift switch 141 for manually moving the cutting portion 3 up and down is disposed. The mowing lift switch 141 is a rocker (seesaw) switch that can be rotated around a support shaft (not shown) located in the middle of the longitudinal (front-rear) direction. The cutting lift switch 141 is configured such that when the rear end portion is pushed, the hydraulic cylinder 4 extends to raise the cutting portion 3, and when the front end portion is pushed, the hydraulic cylinder 4 is shortened to lower the cutting portion 3. ing. In the cutting lift switch 141, the amount of expansion / contraction of the hydraulic cylinder 4 (the amount of lifting of the cutting part 3) increases proportionally when the pushing operation time of the front and rear ends is long, and is neutral when the fingers are released from the front and rear ends. It is configured to return to the position.

  The sub-transmission lever 132 is used to change and operate the sub-transmission mechanism 85 of the hydraulic drive device 62 according to the working state, and to set and hold the output and the rotational speed of the hydraulic drive device 62 within a predetermined range. The auxiliary transmission lever 132 is configured to be tiltable back and forth.

  The clutch lever 133 is a combination of a lever for power cutting operation of the reaping portion 3 and a lever for power cutting operation of the threshing portion 6, and is substantially L-shaped in plan view in the side panel 130. It is configured to be tiltable in the left and right and front and rear directions along the guide groove 135.

  When the clutch lever 133 of the embodiment is tilted to the left end position of the left and right groove portions 135a in the guide groove 135, both the cutting clutch 82 and the threshing clutch 71 (see FIG. 6) are in a disconnected state, and the right end position (front and rear groove portions 135b) of the left and right groove portions 135a. The threshing clutch 71 alone is engaged when tilted to the rear end position), and the clutches 82 and 71 are both engaged when tilted to the front end position of the front and rear groove 135b.

(7). Configuration of Control Unit Next, a configuration for executing the alignment operation and the like of the traveling machine body 1 will be described with reference to FIG.

  Although not shown in detail, a controller 140 such as a microcomputer as a control means includes a central processing unit (CPU) for executing various arithmetic processes and controls, and a read-only memory (for storing control programs and data). ROM), read / write memory (RAM) as needed to temporarily store control programs and data, clocks as timer functions, and input / output interfaces for exchanging data with input / output devices (sensors, actuators, etc.) (Not shown).

  The input interface of the controller 140 includes a rotation position sensor 93 as a rotation detection means for the steering handle 10, a straight advance sensor 99, a steering switch 100 as a manual input means, a horn switch 103, a main transmission lever 131, and a cutting lift switch. 141, auxiliary transmission lever 132, clutch lever 133, automatic cutting height switch 104, cutting height setting dial 105, sorting adjustment dial 106, automatic steering switch 107, automobile speed switch 108, automatic horizontal switch 109, inclination setting dial 110 , Automatic handling depth switch 111, switch lamps 114, 117, 118, 119, 121 corresponding to these switches 104, 107, 108, 109, 111, a power switch 136 for turning on and off the entire combine power, Left and right operation Sensor 50,51,3 one culms passage sensor 54, the left and right ultrasonic sensor 56, and, like the lifting position sensor 57 are connected.

  On the other hand, on the output interface of the controller 140, left and right steering solenoids 204 and 205 for switching the electromagnetic automatic steering valve 203, a cutting drive circuit 137 for driving the cutting clutch actuator, and a threshing cylinder 208 are driven. A threshing drive circuit 138 for driving, a lift drive circuit 139 for driving the hydraulic cylinder 4, a liquid crystal display device 96, a horn 102 (horn), and the like are connected to each other.

(8). Configuration of Operation State Notification Unit Next, the configuration of the operation state notification unit according to the present invention will be described with reference to FIGS.

  As shown in FIG. 13, the handle shaft 92 having the steering handle 10 is connected to the handle upper shaft 341 protruding upward from the upper surface of the steering column 90 and the lower end portion of the handle upper shaft 341 via a universal shaft joint 343. And a handle lower shaft 344 connected to a lower end portion of the handle intermediate shaft 342 via a gear mechanism 345. The lower end portion of the handle lower shaft 344 is associated with the double shaft 221 disposed at the lower end portion of the steering column 90 via the mechanical switching means 220 described above.

  The handle upper shaft 341 is pivotally supported by a column cylinder 346 fitted on the outer periphery of the handle upper shaft 341 so that the handle upper shaft 341 can only rotate, and together with the column cylinder 346, the tilt shaft 347 in the horizontal direction of the universal shaft joint 343 is centered. Thus, it can be bent and rotated in the front-rear direction (tilt rotation). The outer periphery of the column cylinder 346 is covered with a bellows-like boot body 348 made of soft rubber having flexibility and stretchability.

  The handle intermediate shaft 342 and the handle lower shaft 344 are pivotally supported inside the steering column 90 so as to be rotatable only. A pinion gear 349 as a drive side gear constituting the gear mechanism 345 is fixed to the lower end portion of the handle intermediate shaft 342, while the driven side gear constituting the gear mechanism 345 is also attached to the upper end portion of the handle lower shaft 344. The sector gear 350 is fixed. By engaging these two gears 349 and 350, the rotational operation force transmitted to the handle intermediate shaft 342 is transmitted to the handle lower shaft 344.

  In the pinion gear 349 on the handle intermediate shaft 342 side, a plurality of teeth 349a are formed on the outer periphery of approximately 270 °, and the remaining outer periphery of approximately 90 ° is formed on the fan-shaped portion 349b. On the other hand, the sector gear 350 on the handle lower shaft 344 side has a plurality of teeth 350a meshing with the teeth 349a of the pinion gear 349 on the outer periphery of approximately 130 °, and the remaining outer periphery of approximately 230 ° is an arc-shaped cam. It is formed in the portion 350b (see FIGS. 14 and 15).

  When the pinion gear 349 (and thus the sector gear 350) is rotated in the maximum forward / reverse direction, that is, when the steering handle 10 is rotated to the left or right by about 135 °, the fan-shaped portion 349b of the pinion gear 349 moves to the left and right of the arc-shaped cam portion 350b. It is set so as to come into contact with either one end 350c (see FIG. 15). Thereby, the further turning operation of the steering handle 10 is controlled.

  In other words, the pivotable range of the steering handle 10 is about 135 to the left and right across the neutral position N by the contact between the fan-shaped portion 349b of the pinion gear 349 and one of the left and right ends 350c of the arc-shaped cam portion 350. It is restricted to about 270 ° in total. For this reason, the operator can easily rotate the steering handle 10 with one hand.

  A portion of the steering column 90 opposite to the pinion gear 349 across the sector gear 350 is rotated in a horizontal direction in which the detent arm 351 contacts and separates from the arc-shaped cam portion 350b of the sector gear 350 via a vertically long detent shaft 352. It is pivotally supported.

  A detent roller 353 that is in contact with the arcuate cam portion 350b of the sector gear 350 is pivotally supported at the lower end of the detent arm 351 so as to be horizontally rotatable. On the other hand, a coil-shaped pressing spring 354 that constantly urges the detent roller 353 in a direction to contact the arcuate cam portion 350b of the sector gear 350 is fitted on the detent shaft 351 so that it cannot be removed.

  The arc-shaped cam portion 350b of the sector gear 350 has a neutral engagement recess 350d formed in the center so as to be recessed radially inward, and bulges outward in the left and right sides across the neutral engagement recess 350d. The formed bulging part 350f, and the curved engagement part 350e located between the neutral engagement recess 350d and the left and right bulging parts 350f are provided.

  The neutral engagement recess 350d is for neutral (straight forward) positioning of the steering handle 10. When the detent roller 353 engages with the neutral engagement recess 350d, the steering handle 10 is easily positioned at the neutral position N (see FIG. 11).

  The left and right curved portions 350e are places where the detent roller 353 is pressed and abutted when the turning operation position of the steering handle 10 is in the left and right normal turning regions LT and RT (see FIG. 11). It is formed in a substantially circular arc shape in plan view with the handle lower shaft 344 as the center O.

  The left and right bulging portions 350f are provided at positions where the detent roller 353 abuts or rides on the arcuate cam portion 350b of the sector gear 350 (see FIGS. 14 and 15). Both the bulging portions 350f bulge radially outward from the curved portion 350e.

  Therefore, the radial distances rd, re, rf from the center O of the handle lower shaft 344, which is the rotation center of the sector gear 350, to the respective portions 350d to 350f of the arc-shaped cam portion 350b are the distances rd to the neutral engagement recess 350d, The distance re increases to the curved portion 350e and the distance rf to the bulging portion 350f (see FIG. 14).

  In FIG. 15, when the turning operation position of the steering handle 10 is in the neutral area NE, the contact area of the detent roller 353 is the neutral cam area ne, and the turning operation position of the steering handle 10 is the left and right normal turning area LT. , RT, the contact area of the detent roller 353 is the left and right normal turning cam areas lt, rt, and the rotation operation position of the steering handle 10 is in the left and right spin turn areas LS, RS. The regions are described as left and right spin turn cam regions ls and rs. These cam regions ne, lt, rt, ls, and rs correspond to the neutral engagement recess 350d, the left and right curved portions 350e, and the left and right bulged portions 350f, respectively.

  In the first embodiment, the arc cam portion 350b of the sector gear 350, the detent arm 351 with the detent roller 353, and the pressing spring 354 constitute a detent mechanism 370 as an operation state notifying unit.

  As shown in FIG. 14, a return arm 355 extending in a direction intersecting with the handle lower shaft 344 is fixed to a portion of the handle lower shaft 344 below the sector gear 350. A pair of left and right neutral springs 356 extending in the horizontal direction are arranged on both the left and right sides of the return arm 355.

  The left and right neutral springs 356 of the first embodiment are stretched in opposite directions by being mounted between the fixed bracket 357 in the steering column 90 and the tip of the return arm 355, respectively. Accordingly, when the hand is released from the steering handle 10, the return arm 355 and thus the steering handle 10 are automatically returned to the neutral position N by the elastic restoring force of the left and right neutral springs 356.

  On both the left and right sides of the return arm 355, damping absorbers 358 for slowing the return arm 355 and thus the return rotation speed of the steering handle 10 against the elastic restoring force of the left and right neutral springs 356 are also arranged. ing.

  In the above configuration, when the steering handle 10 is rotated left or right from the neutral position N and the rotational operation position shifts from the neutral area NE to the left or right normal turning areas LT and RT, the sector gear 350 is operated. Rotate about the handle lower shaft 344 in the opposite direction to the direction handle 10 (pinion gear 349), the detent roller 353 comes out of the neutral engagement recess 350d, and is on either one of the curved portions 350e (left or right normal turning cam) Move relative to regions lt and rt).

  Then, since the bending portion 350e presses the detent roller 353 radially outward to receive the pressing biasing force of the pressing spring 354, a slight resistance is applied to the rotation of the sector gear 350. For this reason, the resistance due to the pressing spring 354 is transmitted to the operator who grips the steering handle 10 via the pinion gear 349, the handle intermediate shaft 342, and the handle upper shaft 341, and the operator has a little “heavy” of the steering handle 10. Sense operation feeling. The operation feeling of the steering handle 10 that is slightly “heavy” corresponds to a notification pattern (feeling pattern) corresponding to the left or right normal turning areas LT, RT.

  When the turning operation of the steering handle 10 is continued and the turning operation position shifts to the left or right spin turn regions LS, RS, the swivel adjacent to the curved portion 350e is caused by further turning of the sector gear 350. The portion 350f hits the detent roller 353 (moves relatively to the left or right spin turn cam regions ls and rs), and presses the detent roller 353 further outward in the radius than when pressed by the curved portion 350e.

  Then, the bulging portion 350f receives a larger repulsive force than when the bending portion 350e is pressed by the pressing spring 354, and a larger resistance is applied to the rotation of the sector gear 350 (see FIG. 15). ).

  Such resistance is transmitted to the operator who has gripped the steering handle 10, so that the operator can further turn the steering handle 10 than when the steering operation position of the steering handle 10 is in the left or right normal turning region LT, RT. Sense that the operation feeling is “heavy”. The operation feeling of the steering handle 10 that is “heavy” than that in the left or right normal turning areas LT and RT corresponds to a notification pattern (feeling pattern) corresponding to the left or right spin turn areas LS and RS. is there.

  On the other hand, when the steering handle 10 is returned and the rotation operation position is out of the left or right spin turn areas LS, RS (when shifting to the left or right normal turning areas LT, RT), the sector gear 350 is moved to the steering handle. 10 (pinion gear 149) is rotated around the handle lower shaft 344 in the opposite direction, the bulging portion 350f is separated from the detent roller 353, and the detent roller 353 is bulged by the pressing biasing force of the pressing spring 354. And move relative to a curved portion 350e (left or right normal turning cam region lt, rt) adjacent to the curved portion 350e. In this case, the rotational resistance previously applied to the sector gear 350 is reduced, and the operational feel of the steering handle 10 is the same as before (the rotational operation position of the steering handle 10 is in the left or right spin turn regions LS, RS). It becomes "lighter" than when) and returns to a slightly "heavy" state.

  Further, when the steering handle 10 is returned and the rotational operation position deviates from the left or right normal turning regions LT and RT, the detent roller 353 is neutrally adjacent to the curved portion 350e by the pressing biasing force of the pressing spring 354. The steering handle 10 is easily positioned at the neutral position N (see FIG. 11) by moving downward relative to the engagement recess d (neutral cam region ne).

  In this case, the rotational resistance previously applied to the sector gear 350 is further reduced, and the operational feel of the steering handle 10 is the same as before (the rotational operation position of the steering handle 10 is in the left or right normal turning areas LT, RT). "Lighter" than when The operation feel of the steering handle 10 that is “lighter” than in the left or right normal turning areas LT and RT corresponds to a notification pattern (feel pattern) corresponding to the neutral area NE.

  As can be seen from the above-described aspect, according to the first embodiment, the operator can feel the three patterns of operation feel (response) corresponding to the regions NE, (LT, RT), (LS, RS) of the steering handle 10. In addition, since it is possible to intuitively grasp whether the traveling machine body 1 is moving straight, normally turning, or spin-turning, it is not necessary to rely on the operator's own intuition and experience when grasping the operation status, and it is comfortable (smooth ) Can be operated.

  In addition, when the steering handle 10 is turned, the operator can distinguish and recognize whether the traveling machine body 1 is spinning or normally turning based on the difference in response from the steering handle 10. For this reason, the possibility that the traveling machine body 1 is spin-turned more than necessary due to excessive turning of the steering handle 10 can be remarkably reduced, and the effect of preventing the rough field due to the spin-turn is highly effective.

  Even if the arcuate cam portion 350b of the sector gear 350 is not provided with the neutral engagement recess 350d, two patterns of operation feel (the presence of the curved portion 350e and the left and right bulging portions 350f) ( Response). In this case, depending on the difference in response from the steering handle 10, it is possible to reliably distinguish and recognize whether the traveling machine body 1 is in a spin turn or other state (straight traveling state or normal turning state). Therefore, even when the arcuate cam portion 350b does not have the neutral engagement recess 350d, it is possible to maintain the effect of reducing the possibility of causing the traveling machine body 1 to spin-turn more than necessary due to excessive turning of the steering handle 10.

(9). Second and Third Embodiments Next, second and third embodiments of the present invention will be described with reference to FIGS. 16 and 17. Here, in the following embodiment, the same structure and operation as those of the first embodiment are denoted by the same reference numerals, and detailed description thereof is omitted.

  First, in the second embodiment shown in FIG. 16, in place of the detent mechanism 370 in the steering column 90, a notification buzzer 360 that is an auditory notification member that notifies the auditory sense is used as the operation state notification means. This is different from that of the first embodiment. The notification buzzer 360 is connected to the output interface of the controller 140 as a control means.

  In such a configuration, the controller 140 executes notification control as described below based on the detection information of the rotational position sensor 93. That is, for example, if the turning operation position of the steering handle 10 detected by the turning position sensor 93 is in the neutral region NE shown in FIG. 11, the notification buzzer 360 is not sounded. Further, if the turning operation position of the steering handle 10 is in the left or right normal turning areas LT and RT shown in FIG. 11, the notification buzzer 360 is intermittently sounded at appropriate intervals. Further, if the turning operation position of the steering handle 10 is in the left or right spin turn regions LS, RS shown in FIG. 11, the notification buzzer 360 is continuously sounded.

  Therefore, according to the configuration of the second embodiment, the operator makes the traveling machine body 1 go straight by the three ringing patterns corresponding to the regions NE, (LT, RT), (LS, RS) of the steering handle 10. It is possible to distinguish and recognize whether the vehicle is turning, normally turning, or spinning. For this reason, as in the case of the first embodiment, it is possible to remarkably reduce the risk of spin-turning the traveling machine body 1 more than necessary due to excessive turning of the steering handle 10, and exhibit a high effect in preventing the rough field due to the spin-turn. It is.

  Note that the ringing pattern of the notification buzzer 360 (auditory notification member) does not necessarily need to be three patterns corresponding to the regions NE, (LT, RT), (LS, RS) of the steering handle 10, and at least the notification buzzer. It is only necessary to distinguish and recognize whether or not the traveling machine body 1 is in a spin turn or other state (straight-running state or normal turning state) based on the presence or absence of ringing 360 (that is, two patterns).

  In 3rd Embodiment shown in FIG. 17, it replaces with the detent mechanism 370 in the steering column 90, or the alerting buzzer 360, and employ | adopts the alerting | reporting lamp 361 which is a visual alerting member which appeals visually and alert | reports as an operation state alerting | reporting means. This is different from the first and second embodiments. The notification lamp 361 is connected to the output interface of the controller 140 in the same manner as the notification buzzer 360 of the second embodiment. The notification lamp 361 is preferably arranged at a place where it is easy to enter the field of view of the operating operator, such as a place on the center panel body 95, for example.

  In such a configuration, the controller 140 executes notification control as described below based on the detection information of the rotational position sensor 93. That is, for example, if the rotation operation position of the steering handle 10 detected by the rotation position sensor 93 is in the neutral region NE shown in FIG. 11, the notification lamp 361 is turned off. In addition, if the turning operation position of the steering handle 10 is in the left or right normal turning areas LT and RT shown in FIG. 11, the notification lamp 361 blinks at appropriate intervals. Further, if the turning operation position of the steering handle 10 is in the left or right spin turn region LS, RS shown in FIG. 11, the notification lamp 361 is turned on.

  Therefore, even with the configuration of the third embodiment, the operator can make the traveling machine body 1 go straight by the three lighting patterns corresponding to the regions NE, (LT, RT), (LS, RS) of the steering handle 10. It is possible to distinguish and recognize whether the vehicle is turning, normally turning, or spin-turning, and the same effects as those of the first and second embodiments are exhibited.

  The lighting pattern of the notification lamp 361 (visual notification member) does not necessarily need to be three patterns corresponding to the regions NE, (LT, RT), (LS, RS) of the steering handle 10, and at least the notification lamp. It is only necessary to distinguish and recognize whether or not the traveling machine body 1 is spin-turning or other state (straight-running state or normal turning state) based on the presence or absence of lighting of 361 (that is, two patterns).

(10). Others The present invention is not limited to the above-described embodiment, and can be embodied in various forms. For example, the present invention is not limited to the above-described self-propelled self-removing combine, but can be widely applied to various work vehicles such as agricultural machines such as ordinary combines and tractors and special work vehicles such as crane trucks. .

  Further, the shape of the handle wheel portion in the steering handle is not limited to the round shape (annular shape) as described above, and a U-shape shape as shown in FIG.

  In the steering handle 10 'shown in FIG. 18, a steering switch 100' as a manual input means is provided on the upper surface of the grip portion on one of the left and right sides (right side in FIG. 18) of the U-shaped handle wheel portion 94 '. On the other hand (on the left side in FIG. 18), a horn switch 103 'is provided on the upper surface of the grip portion. The steering switch 100 'is a two-way switch configured to be operable in the left-right direction. In FIG. 18, the center panel body as in the above-described embodiments is not arranged inside the handle wheel portion 94 ′.

  The hearing notification member that is an example of the operation state notification unit is not limited to the notification buzzer 360, and may be a sound device that emits sound. Further, the visual notification member is not limited to the notification lamp 361 but may be a display means such as a CRT display or a liquid crystal panel that displays characters, symbols, and the like. Note that the ringing of the notification buzzer 360 and the blinking cycle of the notification lamp 361 can be arbitrarily set.

  In addition, the structure of each part is not limited to embodiment of illustration, A various change is possible in the range which does not deviate from the meaning of this invention.

It is a side view of the combine in 1st Embodiment. It is a top view of a combine. It is a schematic front view which shows the arrangement | positioning relationship of each apparatus in a cutting part. It is a schematic plan view of the front part in a cutting part. It is front explanatory drawing of a traveling machine body front part. It is a skeleton figure of the power transmission system in a combine. It is a skeleton figure which shows the power transmission system in a mission case. It is a hydraulic circuit diagram of a combine. It is explanatory drawing which shows typically the connection relation of a main speed-change lever, a steering handle, and a hydraulic drive means. It is a top view of a control part. It is an enlarged plan view of a steering handle. It is a functional block diagram of a controller. It is an expanded sectional side view of a steering column upper part. FIG. 14 is a cross sectional view taken along line XIV-XIV in FIG. 13. It is a schematic plan sectional view showing an operation mode of the detent mechanism when the steering handle is turned to the left. It is a functional block diagram of a controller in a 2nd embodiment. It is a functional block diagram of a controller in a 3rd embodiment. It is an enlarged plan view which shows another example of a steering handle.

Explanation of symbols

N neutral position NE neutral region LT, RT normal turning region LS, RS spin turn region ne neutral cam region lt, rt normal turning cam region ls, rs spin turn cam region 1 traveling machine body 2 traveling crawler 3 as working unit as working unit Cutting section 6 Threshing section 9 Working section Steering section 10 Steering handle 62 Hydraulic drive device 63 Driving HST transmission mechanism 64 Turning HST transmission mechanism 92 Handle shaft 93 Rotation position sensor as rotation detecting means 94 Handle wheel 340 Controller 341 as control means Handle upper shaft 342 Handle intermediate shaft 344 Handle lower shaft 349 Pinion gear 349a Tooth 349b Fan-shaped portion 350 Sector gear 350a Tooth 350b Arc-shaped cam portion 350c End portion 350d Neutral engagement recess 350e Curved portion 350f bulging part 351 detent door 353 Detent roller 354 Pressing spring 360 Notification buzzer 361 as an example of operation state notification means Notification lamp 370 as an example of operation state notification means Detent mechanism as an example of operation state notification means

Claims (4)

A work vehicle that is configured to transmit power from an engine mounted on a traveling machine body to a working unit and a traveling unit, and that includes a steering handle for changing a traveling direction of the traveling machine body. There,
A work vehicle characterized in that the steering handle is provided with operation state notifying means for notifying an operator when the rotation operation position is within a predetermined rotation angle range. While the traveling unit is a pair of left and right traveling crawlers that support the traveling machine body,
A hydraulic drive device is provided for appropriately shifting the power from the engine and transmitting it to the left and right traveling crawlers. Configured to adjust,
The predetermined rotation angle range in the steering handle is a left and right spin turn region that appropriately ranges from the left and right maximum rotation operation positions to the neutral position direction,
When the turning operation position of the steering handle is in the left and right spin turn region, a left and right spin turn operation for driving the left and right traveling crawlers in opposite directions to each other is executed. The work vehicle according to claim 1. The predetermined turning angle range of the steering handle includes a neutral region that extends from the neutral position to the right and left as appropriate and a left and right position that is located between the neutral region and the left and right spin turn regions. And a normal swivel area,
The operation state notifying unit is configured to notify a notification pattern corresponding to each region when a rotation operation position of the steering handle is in each region. 2. The work vehicle described in 2.   The operation state notifying means is a detent mechanism that provides a resistance corresponding to each region with respect to the rotation operation of the steering handle when the rotation operation position of the steering handle is in each region. The work vehicle according to claim 3, wherein the work vehicle is provided.

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