JP2009113684A - Running vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve operability for straight-running and turning in a running vehicle comprising: a straight-running gear shift device for transmitting power to a right and a left running units supporting a running machine body; and a turning gear shift device for transmitting power reversely. <P>SOLUTION: In a steering box 20 with a built-in turning input shaft 72 to be turned by a turning operation tool, a gear shift controller 81 to be turned by the turning input shaft 72 is enabled to turn freely on a gear shift axis X perpendicular to the turning input shaft, and a turning controller 82 to be turned by the turning input shaft 72 is enabled to turn freely on a turning axis Y perpendicular to both the axis of the turning input haft and the gear shift axis X. Both they are associated with the turning operation tool as turn with inclination on the individual axes through a main gear shift lever input shaft 85 associated with the gear shift operation tool, and the speed of the straight-running gear shift device is changed by the inclined turn of the gear shift controller through a gear shift output shaft 86, and the speed of the turning gear shift device is changed by the turn of the turning controller by the turning input shaft through a turning output shaft 104. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a traveling vehicle such as a farm work machine such as a combine machine or a special work machine such as a crane truck.

  2. Description of the Related Art Conventionally, in a combine as a traveling vehicle, a straight traveling that continuously transmits a power of an engine mounted on a traveling body supported by a traveling unit such as a left and right crawler to the left and right traveling units. And a turning traveling transmission that transmits the engine power to the left and right traveling units by rotating the both traveling units in reverse and continuously changing the transmission.

  An example of a combine having such a configuration is disclosed in Patent Documents 1 and 2. In the combine of Patent Documents 1 and 2, the drive output amount of the straight traveling transmission, that is, the straight traveling speed of the traveling machine body is adjusted according to the operation amount of the speed change operating tool such as the main transmission lever. If the main gearshift lever is in the neutral position, the traveling aircraft will not go straight.

  Further, the drive output amount of the turning travel transmission, that is, the turning direction and turning speed of the traveling vehicle body, is determined by the turning direction and the turning speed of the turning operation tool such as a steering handle disposed in front of the driver seat in the control unit. It is adjusted according to the amount of dynamic operation.

In this case, the main gearshift lever (shifting operation tool) and the steering handle (turning operation tool) are both used for straight traveling through a mechanical interlocking mechanism that uses many rods, arms, pivot pins, etc. By adopting a structure in which both the transmission and the turning travel transmission are interlocked and connected, the operation of this mechanical interlocking mechanism is always used to change the speed by the main transmission lever (transmission operating tool). A predetermined straight traveling speed is maintained by the straight traveling speed change device, but when the steering handle (turning operation tool) is operated, the turning travel speed change device is interposed between the left and right traveling portions. The difference in speed is applied to turn the steering handle (turning operation tool) and the speed difference caused by the turning travel transmission is determined by the steering handle (turning operation). Proportional to the amount of operation Increased Te turning radius is in configured for operation to become smaller.
JP 2000-177619 A JP 2001-26282 A

  However, in Patent Documents 1 and 2, the mechanical interlocking mechanism that performs the above-described operation is a turning that is rotated by the steering handle (the turning operation tool), as described in the respective publications. A universal joint is flexibly connected to the tip of the input shaft, and a first arm and a second arm extending in a direction perpendicular to the axis of the swivel input shaft are connected to the universal joint. One of the first arms is provided with one end of a speed change rod body with the other end connected to the linear travel transmission, and the other second second arm is provided so as to be perpendicular to each other when viewed from the axial direction of the turning input shaft. The arm is connected to one end of a turning rod body, the other end of which is connected to the turning travel transmission, such that both rod bodies extend in the axial direction of the turning input shaft, and the universal joint is The axis of rotation input shaft The main speed change lever (speed change operation tool) that is linked via a speed change input shaft extending in the direction of the second arm rotates the longitudinal direction of the second arm of the two arms around the axis, and the main speed change lever By operating the (shifting operation tool) and the steering handle (turning operation tool), the rod bodies are reciprocated in the longitudinal direction while rotating one end around the axis of the turning input shaft around the other end. By moving, both the straight traveling transmission and the turning traveling transmission are operated.

  This conventional mechanical interlocking mechanism uses a lot of rods, arms, pivot pins, etc., and has a rather complicated structure, in addition to both the straight traveling transmission and the turning traveling transmission. One end of the rod body rotates around the axis of the swivel input shaft, and the other end of the rod body rotates so as to move substantially linearly along the axis of the swivel input shaft. The both rod bodies must be made considerably longer in the axial direction of the swivel input shaft, in other words, both rod bodies must be configured to be long, and the axial direction of the swivel input shaft The length of is greatly increased.

  Therefore, when the mechanical interlocking mechanism configured as described above is built in a sealed box, the height dimension in the axial direction of the swivel input shaft in this box becomes very high, which greatly increases the size. When mounted on a traveling vehicle such as a combine, it not only requires a large occupied space, but also greatly increases the weight of the traveling aircraft, and increases the cost of parts required for the mechanical interlocking mechanism. There was a problem that assembly man-hours in the line increased.

  In addition, the interlocking mechanism between the mechanical interlocking mechanism and the main transmission lever (transmission operating tool), the straight traveling transmission, and the turning traveling transmission is lengthened and complicated. However, there is also a problem that the sensitivity of remote operation through each of the interlocking means is lowered.

  An object of the present invention is to provide a traveling vehicle that solves these problems.

In order to solve this technical problem, claim 1 of the present invention provides:
“A linear travel transmission that continuously transmits the power of the engine mounted on the traveling body supported by the left and right traveling units to the left and right traveling units, and transmits the engine power to the left and right traveling units. In a traveling vehicle comprising a turning travel transmission for continuously variable transmission to a traveling unit, a shifting operation tool for the straight traveling transmission, and a turning operation tool for the turning travel transmission ,
In a steering box that incorporates a turning input shaft that is rotated by the turning operation tool, a shift control body and a turning control body that rotate around the axis of the turning input shaft are provided. And the turning control body is provided so as to freely rotate about the turning input shaft and the turning axis orthogonal to the speed changing axis, and further the steering box. The shift control body and the turning control body are provided with a main transmission lever input shaft that is rotated by the shift operation tool around an axis line thereof, and an input portion at one end thereof on one side surface of the steering box. And a shift output shaft that shifts the linear travel transmission device by tilt rotation about the shift axis in the shift control body, A swivel output shaft of the speed change operation of the serial turning travel gear device by rotation by the pivot input shaft of the turning control member, provided to project the output portion at one end of both axes to one aspect of the steering box. "
It is characterized by that.

Further, claim 2 of the present invention is
“In the description of claim 1, one side surface of the steering box is one side surface of a pair of left and right side surfaces extending in the traveling direction of the traveling machine body.”
It is characterized by that.

Furthermore, claim 3 of the present invention provides
“In the first or second aspect of the invention, one side surface of the steering box is a side surface on a traveling mission case side that is located between the left and right traveling portions among a pair of left and right side surfaces extending in a traveling direction of the traveling machine body. is there."
It is characterized by that.

  In the first aspect of the present invention, first, when the shift operation tool (main shift lever) is operated while the steering handle (turning operation tool) is maintained in the straight traveling position, the shift control body is interlocked therewith. Is rotated around the shift axis, and the turning control body is rotated about the turning axis.

  Then, while the straight traveling gearbox is shifted by tilt rotation around the shift axis of the shift control body, the steering handle (turning operation tool) is operated even when the swing control body is tilted and rotated. As long as there is no operation of the turning control body, there is no speed change operation of the turning traveling transmission, and the same rotation is transmitted to both the left and right traveling portions, so the traveling body travels straight forward or backward.

  The vehicle speed during the straight travel is determined by the shift operation amount in the straight travel transmission, and this shift operation amount is the angle at which the shift control body is tilted and rotated. Therefore, the vehicle speed during straight traveling on the traveling machine body can be set to a predetermined value based on the operation of the shifting operation tool.

  Next, when the turning input shaft is rotated by operating the turning operation tool (steering handle) in the straight traveling state described above, the turning control body remains in a state where the turning control body is inclined and rotated around the turning axis. By rotating together with the turning input shaft, the turning travel transmission is shifted, and a speed difference is given between the left and right traveling parts by reverse rotation transmission by the turning travel transmission. The traveling machine body turns in a direction to operate the turning operation tool (steering handle).

  Then, the amount of shift operation in the turning travel transmission is determined based on the fact that the turning control body rotates on the turning input shaft while being tilted and rotated around the turning axis. The speed difference due to the turning travel transmission during the turning increases in proportion to the amount of operation of the turning operation tool, and the turning radius in the traveling machine body decreases.

That is, according to the present invention,
“Although the predetermined straight traveling speed is always maintained in the straight traveling speed change device operated by the shifting operation tool, if the turning operation tool is operated, the left and right traveling parts are A speed difference is imparted between them by the turning travel transmission so that the turning operation tool is operated, and the speed difference by the turning travel transmission during the turning is determined by the turning travel The turning radius increases and the turning radius decreases in proportion to the amount of operation of the operating tool. "
As described above, as described above, the shift control body is tilted and rotated around the shift axis perpendicular to the axis of the swing input shaft, and the swing control body is moved to the axis of the swing input shaft and the shift axis. By carrying out both the tilt rotation around the orthogonal swivel axis, the dimension along the axis of the swivel input shaft is much larger than when using both long rod bodies as in the prior art. Can be shortened.

  Therefore, by incorporating these into the steering box, the height dimension of the turning input shaft in the steering box in the axial direction can be reduced and can be made thin, so that it can be occupied when mounted on a traveling vehicle such as a combine. The space is reduced, and as a result, the traveling body can be made smaller and lighter, the assembly process to the traveling vehicle can be reduced, and the durability can be improved by incorporating it in the steering box.

  In addition, on one side of the steering box, there are an input unit from the transmission operating tool to the main transmission lever input shaft, and an output unit from the transmission output shaft linked to the transmission control body to the linear travel transmission. And an output portion from the turning output shaft linked to the turning control body to the turning travel transmission, the steering box, the shifting operation tool, the straight traveling transmission, and the turning traveling shift. Since the connection with the apparatus can be concentrated on one side of the steering box, the connection structure is simple and short, so that the assembling work is facilitated and the remote operation sensitivity can be improved.

  In particular, according to the configuration of the second aspect, the above-described effect can be promoted because the connection configuration can be brought close to a straight line.

  Furthermore, according to the structure of Claim 3, since the said connection structure can be made shorter and more linear, the above-mentioned effect can be further promoted.

  Hereinafter, an embodiment embodying the present invention will be described with reference to the drawings (FIGS. 1 to 10) when applied to a multi-row harvesting combiner as a traveling vehicle.

(1). Schematic structure of combine First, the schematic structure of the multi-row harvesting combine will be described with reference to FIG. 1, FIG. 2 and FIG.

  The multiple-stripe combine in the embodiment includes a traveling machine body 1 supported by a pair of left and right traveling crawlers 2 as left and right traveling units. At the front part of the traveling machine body 1, a cutting unit 3 that takes in a planted cereal culm (uncut cereal culm) in the field is mounted so as to be adjustable up and down by a hydraulic cylinder (not shown).

  The traveling machine body 1 is equipped with a threshing portion 4 with a feed chain 5 on the left side in the forward direction and a grain tank 6 for storing the threshed grain on the right side. Further, on the right side of the traveling machine body 1, a driving control unit 7 and an engine 8 are arranged in the front-rear direction between the cutting unit 3 and the grain tank 6.

  On the upper surface of the step floor member 9 in the control section 7, there are a steering handle 10 as a turning operation tool for changing the traveling (turning) direction and turning speed of the traveling machine 1, a control seat 11 on which an operator is seated, and the like. In addition to this, a side column 12 is provided on the left side of the upper surface of the step floor member 9, and a main transmission lever 13 as a speed change operation tool is provided on the side column 12. In addition, various clutch levers 14 and 15 for intermittent operation of the reaping part 3 and the threshing part 4 are provided.

  The main speed change lever 13 is configured to be operated in a forward traveling forward and a backward traveling backward with respect to a neutral position where travel is stopped.

  The engine 8 is disposed below the control unit 9, and in front of the engine 8 and between the left and right traveling crawlers 2, the power from the engine 8 is appropriately changed to change the left and right. A traveling mission case 16 for transmitting to both traveling crawlers 2 is arranged.

  As shown in FIG. 3, the steering handle 10 is pivotally supported on the upper end of a steering pipe 18 pivotally attached to the upper surface of the step floor member 9 so as to be freely tilted and rotated by a steering bracket 17. Thus, it is a tilt type structure that can be moved in the front-rear direction and the left-right direction (in the case of moving in the left-right direction, the steering bracket 17 is rotated 90 degrees around the axis from the state shown by the solid line in FIG. In the steering pipe 18, a handle shaft 19 having the steering handle 10 fixed to the upper end is provided, and the lower end of the handle shaft 19 is connected to the step floor member 9 as will be described in detail below. A first pivot input shaft 21 to the steering box 20 disposed on the lower surface side is connected via a universal shaft joint 22.

  The steering box 20 has a completely sealed structure and incorporates a mechanical interlocking mechanism for the main transmission lever 13 and the steering handle 10 as will be described in detail later.

(2). Next, the combine driving drive system will be described with reference to FIG.

  The traveling mission case 16 located in front of the engine 8 incorporates a straight traveling HST continuously variable transmission mechanism 25 including a first hydraulic pump 23 and a first hydraulic motor 24, in addition to a second hydraulic pressure. An HST continuously variable transmission mechanism 28 for turning traveling comprising a pump 26 and a second hydraulic motor 27 is also incorporated.

  Among these HST continuously variable transmission mechanisms 25 and 28, the former HST continuously variable transmission mechanism 25 for straight traveling is changed by rotation of a straight transmission operating lever 25a provided on the upper surface of the traveling mission case 16 or the like. The latter HST continuously variable transmission mechanism 28 for turning travel is operated by turning of a turning speed change operating lever 28a provided on the upper surface of the traveling mission case 16 or the like.

  In the HST continuously variable transmission mechanisms 25 and 28, the input shafts 29a and 29b of the first and second hydraulic pumps 23 and 26 are linked to the output shaft 8a of the engine 8 by transmission belts 30a and 30b. The hydraulic pumps 23 and 26 are connected to each other and driven.

  The drive wheels 34 in the left and right traveling crawlers 2 are linked and connected to the output shaft 31 of the first hydraulic motor 24 via the auxiliary transmission mechanism 32 and the differential mechanism 33.

  The differential mechanism 33 has a pair of planetary gear mechanisms 35 and 35 arranged symmetrically. Each planetary gear mechanism 35 is formed by one sun gear 36, three planetary gears 37 that mesh with the outer periphery of the sun gear 36, and a ring gear 38 that meshes with these planetary gears 37.

  The planetary gear 37 is rotatably supported by a carrier 41 of a carrier shaft 40 positioned coaxially with the sun gear shaft 39, and the left and right carriers 41 are disposed opposite to each other with the left and right sun gears 36, 36 therebetween. The ring gear 38 has internal teeth 38 a that mesh with the planetary gears 37, and is rotatably supported by the carrier shaft 40. The carrier shaft 40 extends outward in the left-right direction to constitute an axle, and the driving wheel 34 (see FIGS. 1 and 3) is attached to the tip portion thereof.

  The straight traveling HST type continuously variable transmission mechanism 25 performs forward / reverse rotation of the first hydraulic motor 24 by adjusting the angle of the rotary swash plate of the first hydraulic pump 23 by rotating the straight shift operating lever 25a. And the number of revolutions is controlled. In this case, the rotational output of the first hydraulic motor 24 is transmitted from the transmission gear 42 of the output shaft 31 to the center gear 46 fixed to the sun gear shaft 39 via the gears 43, 44, 45 and the auxiliary transmission mechanism 32. As a result, the sun gear 36 is configured to rotate.

  The sub-transmission mechanism 32 includes a sub-transmission shaft 47 having a gear 44 and a parking brake shaft 49 having a gear 48 (for high speed) that meshes with the center gear 46 via the gear 45. Between the auxiliary transmission shaft 47 and the brake shaft 49, a pair of low speed gears 50 and 51, medium speed gears 52 and 53, and high speed gears 54 and 48 are provided. The sub-shift is configured to be switched between low speed, medium speed, and high speed by a slide operation of the slider 56.

  Note that there is a neutral position (a position where the output of the sub-shift is 0 (zero)) between the low speed and the medium speed and between the medium speed and the high speed. A parking brake 57 is provided on the parking brake shaft 49. Further, a sub-transmission shaft 47 is connected to the cutting PTO shaft 58 that transmits the rotational force to the cutting unit 3 via gears 59, 60 and a one-way clutch 61, so that the cutting unit 3 is driven at a vehicle speed synchronization speed. Configured to get.

  As can be seen from the above configuration, the combine according to the embodiment transmits the driving force of the first hydraulic motor 24 transmitted from the center gear 46 to the sun gear shaft 39 to the left and right carrier shafts 40 via the left and right planetary gear mechanisms 35. The rotational power transmitted to the left and right carrier shafts 40 is transmitted to the left and right drive wheels 34 to drive the left and right traveling crawlers 2.

  In other words, these constitute the “straight-traveling transmission that continuously transmits the power of the engine to the left and right traveling portions” in the present invention.

  On the other hand, the HST continuously variable transmission mechanism for turning travel 28 adjusts the angle of the rotary swash plate of the second hydraulic pump 26 by adjusting the angle of the second hydraulic pump 26 by turning the turning shift operating lever 28a. The reverse rotation and the number of rotations are controlled. In this case, in the transmission case 13, the brake shaft 63 having the steering output brake 62, the clutch shaft 65 having the steering output clutch 64, and the left and right input gears that are always meshed with the outer teeth 38b of the left and right ring gears 38 described above. 66, 67.

  A clutch shaft 65 is connected to the output shaft 68 of the second hydraulic motor 27 via the brake shaft 63 and the steering output clutch 64, and a right input gear 67 is connected to the clutch shaft 65 via a normal rotation gear 69. It is connected. A left input gear 66 is connected to the clutch shaft 65 via a forward rotation gear 69 and a reverse rotation gear 70.

  By turning the low and medium speed and high speed sliders 55 and 56 to neutral and turning on the steering output brake 62 and turning off the steering output clutch 64, transmission of rotational power from the second hydraulic motor 27 is blocked.

  Further, when the steering output brake 62 is turned off and the steering output clutch 64 is turned on at the time of sub-shift output other than the neutral, the rotational power of the second hydraulic motor 27 is transmitted to the right side via the forward rotation gear 69. It is transmitted to the external teeth 38 b of the ring gear 38 and also transmitted to the external teeth 38 b of the left ring gear 38 via the forward rotation gear 69 and the reverse rotation gear 70. As a result, at the time of forward rotation (reverse rotation) of the second hydraulic motor 27, the left ring gear 38 rotates reversely (forward rotation) and the right ring gear 38 rotates forward (reverse rotation) at the same rotation speed in the opposite directions.

  In other words, these constitute the “transmission device for turning travel that transmits the engine power to the left and right travel portions by reversing the travel portions and continuously transmitting the power to the left and right travel portions”.

  Thus, when the first hydraulic motor 24 for straight running is driven while the second hydraulic motor 27 for turning is stopped and the left and right ring gears 38 are fixed stationary, the rotational output from the first hydraulic motor 24 is the center gear. 46 is transmitted to the left and right sun gears 36 at the same rotational speed, and the left and right traveling crawlers 2 are driven at the same rotational speed in the same direction in the left and right directions via the planetary gear 37 and the carrier 41 of the left and right planetary gear mechanism 35. 1 forward / rearward straight traveling is performed.

  On the other hand, when the second hydraulic motor 27 for turning is driven while driving the first hydraulic motor 24 for rectilinear movement, the left and right traveling crawlers 2 are reversely rotated by the turning traveling transmission device. Since the speed difference is given, the traveling machine body 1 turns left and right and the course is corrected. The turning radius of the traveling machine body 1 is determined by the output rotational speed of the second hydraulic motor 27.

(3). Steering box and mechanical interlocking mechanism As shown in FIGS. 5 to 9, the steering box 20 includes the HST continuously variable transmission mechanism 25 for straight traveling according to the main transmission lever 13 and the steering handle 10. A mechanical interlocking mechanism 71 for operating both the HST type continuously variable transmission mechanism 28 for turning traveling as described above is incorporated.

  The mechanical interlocking mechanism 71 includes a second turning input shaft 72 that is pivotally supported at both ends in the steering box 20, and the upper end of the second turning input shaft 72 is the first turning input shaft 72 in the steering box 20. The revolving input shaft 21 is interlocked via gears 73 and 74 meshing with each other and is rotated by the steering handle 10.

  A slider 75 is slidably fitted to the upper part of the second turning input shaft 72, and a holder member 76 is fitted to the lower part so as not to be rotatable and non-slidable. The input shaft 72 is configured to rotate together with the second swivel input shaft 72 in a state in which the input shaft 72 can freely slide with the ball-type key 77.

  Furthermore, a winding spring 78 is fitted on a portion of the second turning input shaft 72 below the holder member 76, and both the start end 78a and the end end 78b of the winding spring 78 are provided on the steering wheel 78. By engaging both the pin 79 fixed to the box 20 and the pin 80 fixed to the holder member 76, the steering handle 10 is moved left and right by the winding spring 78. It is configured to urge back from the rotated position to the position of straight running at all times.

  In other words, the rotation operation in the left-right direction of the steering handle 10 is performed against the elasticity of the winding spring 78, and is returned to the original straight traveling position by the elastic force of the winding spring 78. ing.

  Although the steering handle 10 is not shown in the drawing, the rotation operation angle of the steering handle 10 from the straight traveling position in the right direction and the left direction is set to a predetermined maximum turning angle in both the left and right directions as shown in FIG. It is configured to regulate within the range of θ1, θ2 (for example, θ1 = 67.5 degrees, θ2 = 67.5 degrees).

  In the lower part of the steering box 20, a shift control body 81 is disposed on one side of the left and right sides of the holder member 76, and a turning control body 82 is disposed on the other side.

  On the outer periphery of the speed change control body 81, as shown in FIG. 8, in the plan view seen from the direction of the axis 72 a of the second turning input shaft 72, a round bar-like body is the rotation center of the second turning input shaft 72. A semi-circular cam 81 a configured by bending into a semi-circular shape having a radius R centering on the center of the second rotation input shaft 72 is provided at both ends of the transmission control body 81. A pin shaft 83 is pivotally attached so as to freely rotate around a transmission axis X extending through the second turning input shaft 72 so as to be orthogonal to the axis 72a.

  On the other hand, on the outer periphery of the turning control body 82, similarly, as shown in FIG. 8 in a plan view seen from the direction of the axis 72a of the second turning input shaft 72, a rod-like body is placed on the second turning input shaft. A semicircular cam 82a configured by bending into a semicircular shape having a radius R centering on the rotation center of 72 is provided, and the central portion of the turning control body 82 is provided with respect to the holder member 76 in the second turning input. As seen from the direction of the axis 72a of the shaft 72 (FIG. 7), the turning control body 82 passes through the center of rotation of the second turning input shaft 72, and the axis 72a of the second turning input shaft 72 and the speed change axis X Centering on a pivot axis Y extending perpendicular to both of the two, both ends of the pivot axis Y are pivotally mounted so as to move up and down around the pivot axis Y.

  In the upper part in the steering box 20, on one side of the left and right sides across the second turning input shaft 72, as viewed from the direction of the axis 72a of the second turning input shaft 72 (FIG. 7), The main transmission lever input shaft 85 extending perpendicularly to the second turning input shaft 72 has a portion on the other side as seen from the direction of the axis 72a of the second turning input shaft 72 (FIG. 7). , The speed change output shaft 86 extending orthogonally to the second turning input shaft 72 has one end portion at each of the side surfaces of the steering box 20 on one side of the traveling mission case 16 (traveling vehicle body). 1 is supported so as to protrude to the left side surface 20 '.

  Of these two shafts, the main transmission arm 87 fixed to the protruding end of the main transmission lever input shaft 85 is connected to the main transmission operation lever 13 in the driving control section 7 as shown in FIGS. The main transmission lever input shaft 85 is connected by interlocking connection means 88 such as a rod so that the lever 13 is rotated by rotating the lever 13.

  On the other hand, the speed change output arm 89 fixed to the projecting end of the speed change output shaft 86 is used for straight travel in the HST continuously variable transmission mechanism 25 for straight travel of the travel mission case 16 as shown in FIGS. The shift operating lever 25a is connected by interlocking connecting means 90 such as a rod so as to be shifted by the rotation of the shift output shaft 86.

  A main transmission fork arm 91 is fixed to a portion of the main transmission lever input shaft 85 in the steering box 20, and a ball bearing 92 provided at the tip of the main transmission fork arm 91 is arranged on the outer periphery of the slider 75. The slider 75 is fitted into and engaged with an annular groove 75a provided, whereby the slider 75 is rotated by the main speed change lever input shaft 85, and further by the turning operation of the main speed change lever 13, the second turning input shaft. It is configured to slide up and down along 72.

  That is, the slider 75 is located at a position indicated by a solid line in FIG. 6 when the main speed change lever 13 is in the neutral position. It is configured to move up and down.

  Further, both the slider 75 and the speed change control body 81 and the slider 75 and the turning control body 82 are connected by links 93 and 94, respectively. When in the neutral position, the slider 75 does not move up and down. Therefore, both the shift control body 81 and the turning control body 82 remain in the horizontal position of the neutral position and do not tilt and rotate. When the speed change lever 13 is rotated back and forth from the neutral position, the slider 75 moves up and down, so that the speed change control body 81 has a speed change axis X about the pin shaft 83 as shown in FIG. As shown in FIG. 6, the turning control body 82 rotates its pin shaft 84 in the middle, as shown in FIG. As a center, both ends of the swivel axis Y are tilted and rotated so as to move up and down like a scale in opposite directions within a range of angles β1 and β2 in the vertical direction with the horizontal posture in between. Yes.

  The other side surface 20 ″ on the side opposite to the one side surface 20 ′ of the side surface of the steering box 20 is an intermediate portion configured in parallel with the speed change output shaft 86 in a portion substantially directly below the speed change output shaft 86. A shaft 95 is supported so as to protrude into the steering box 20, and a main transmission link 96 is provided at the inner end of the intermediate shaft 95 so as to freely rotate in the vertical direction. Of these, when viewed from the direction of the axis 72a of the second swivel input shaft 72 (FIG. 8), the portion on the extension line of the swivel axis Y fits into the semicircular cam 81a of the speed change control body 81 at that portion. A slider member 97 configured to be fitted is provided so as to freely rotate around the turning axis Y.

  The main speed change link 96 is connected to the front end of a speed change output link 98 having a base end rotatably fitted to the speed change output shaft 86 via a link 99. The shift output link 98 is configured to rotate in conjunction with the tilt rotation around the transmission axis X.

  Further, a base end of the non-decelerating arm 100 is rotatably fitted on the speed change output shaft 86, and the non-decelerating arm 100 is inserted into a long hole 100a drilled at the tip of the non-decelerating arm 100. When the pin 101 is fitted and engaged, the main transmission fork arm 91 is configured to rotate in conjunction with the vertical movement.

  Furthermore, the speed change output shaft 86 is configured to be non-rotatable by a spline engagement or a slip key on the speed change output shaft 86 at a position between the speed change output link 98 and the non-deceleration arm 100. A switching member 102 is slidably provided in the axial direction. By operating the switching member 102 to slide from the outside of the steering box 20, as shown in FIG. The speed change output shaft 86 and the speed change output link 98 are engaged with each other, and the speed change output shaft 86 and the non speed reduction arm are engaged with the pin 103 with the non speed reduction arm 100. 100 can be selectively switched to a non-decelerated state in which 100 is coupled.

  On one side surface 20 ′ of the side surfaces of the steering box 20, a turning output shaft 104 configured in parallel with the speed change output shaft 86 is provided on the inside and outside of the steering box 20 at a portion almost directly below the speed change output shaft 86. It is pivotally supported so as to protrude.

  The base end of the turning link 105 is fixed to the inner end of the turning output shaft 104 into the steering box 20 so as not to rotate, and the turning link 105 is connected to the second turning input shaft 72 from the direction of the axis 72a. As seen (FIG. 8), a slider member 106 configured to fit into and engage with a semicircular cam 82a of the turning control body 82 at the portion on the extension line of the turning axis Y is the turning member. The swivel output shaft 104 is provided so as to freely rotate around the axis Y, whereby the swivel output shaft 104 is rotated in a scale-like manner around the swivel axis Y. While the rotation output shaft 107 is configured to rotate in conjunction with the rotation of the two rotation input shaft 72, the rotation output arm 107 fixed to the outer end of the rotation output shaft 104 is shown in FIGS. As described above, the rotation of the turning output shaft 104 is connected by the interlocking connecting means 108 such as a rod so that the turning shift operation lever 28a in the turning HST continuously variable transmission mechanism 28 for turning traveling of the traveling mission case 16 is shifted. Has been.

  A rod for connecting the main transmission arm 87, the transmission output arm 89, and the turning output arm 107 in the steering box 20, and the main transmission lever 13, the straight transmission operating lever 25a, and the turning transmission operating lever 28a in each of them. Needless to say, the interlocking connecting means 88, 90, 108, etc. are provided with a length adjusting mechanism such as a turnbuckle in order to cope with dimensional errors between them.

  The steering box 20 incorporating the mechanical interlocking mechanism 71 has a plane A perpendicular to the axis 72a of the second turning input shaft 72 and a die-cast upper box body 20a and a die-cast lower box body 20a. And detachably couple them with a plurality of bolts (not shown) arranged around them with a sealing gasket (not shown) sandwiched between them. Is a hydraulic oil used in various hydraulic devices in a combine (for example, a hydraulic cylinder that moves the mowing unit 3 up and down), or the straight running HST continuously variable transmission mechanism 25 and / or a turning running HST type. The hydraulic fluid used for the continuously variable transmission mechanism 28 is configured to enter and exit, and the mechanical interlocking mechanism 71 is lubricated by the hydraulic fluid that enters and exits. Cage, this steering box 20, although not shown, the inlet and outlet for the hydraulic fluid to enter and exit is provided.

  Moreover, both the box bodies 20a and 20b are cast in the same shape with the same casting mold, or are die-cast with the same shape and the same shape.

  That is, the upper books body 20 a includes a boss portion 109 that supports the first turning input shaft 21, a boss portion 110 that supports the upper end of the second turning input shaft 72, and the main transmission lever input shaft 85. Boss portions 111 and 112 that pivotally support both ends and boss portions 113 and 114 that pivotally support both ends of the speed change output shaft 86 are provided.

  On the other hand, the lower box 20b is placed at each boss portion 109, 110, 111, 112, 113, 114 in the upper book body 20a in the same manner as the boss portions 109 ', 110', 111 ', 112'. 113 'and 114' are die-cast, and the lower end of the second turning input shaft 72 is formed by the boss portion 111 'among the boss portions, the intermediate shaft is formed by the boss portion 113', and the boss portion 114 ' The swivel output shaft 104 is pivotally supported and the other bosses 109 ', 111', 112 'are closed and die-cast, or machined in the same manner as the upper box 20A, and then the bearing holes are formed. With the construction of closing, both the box bodies 20a and 20b can be cast with the same casting mold or die-cast with the same mold. Et al, it is possible to significantly reduce the manufacturing cost.

  In addition, the portion of the steering box 20 through which the first turning input shaft 21, the main transmission lever input shaft 85, the transmission output shaft 86 and the turning output shaft 104 penetrate and protrudes leaks internal hydraulic oil. Needless to say, an oil seal is provided to prevent this.

(4). Operation of Mechanical Interlocking Mechanism Next, the operation of the mechanical interlocking mechanism 71 when the main transmission lever 73 and the steering handle 10 are operated will be described with reference to FIGS.

  When the main transmission lever 73 is in the neutral position, the interlocking connecting means 88, the main transmission arm 87, the main transmission lever input shaft 85, and the slider 75 interlocked via the main transmission fork arm 91 do not move up and down. Since both the shift control body 81 and the turning control body 82 remain in the horizontal position in the neutral position and do not tilt and rotate, in this state, the steering handle 10 is operated to rotate in either the left or right direction. Even so, neither the transmission output shaft 86 nor the turning output shaft 104 rotates, so that both HST type continuously variable transmission mechanisms 25, 28 are not driven.

  That is, in the state where the main speed change lever 13 is set to the neutral position and the straight traveling of the traveling machine body 1 is stopped, even if the steering handle 10 is rotated due to careless contact by the operator, both HST types The continuously variable transmission mechanisms 25 and 28 are not driven, and the traveling machine body 1 can be reliably maintained in a stopped state.

  Therefore, for example, in maintenance work, if the main speed change lever 13 is set to the neutral position, it is possible to reliably avoid the possibility that the traveling machine body 1 will behave unexpectedly against the intention of the operator, and to ensure sufficient safety. Can be secured.

  Next, when the main speed change lever 13 is rotated from the neutral position while the steering handle 10 is maintained at the straight traveling position, the slider 75 moves up and down in conjunction with this. As a result, the shift control body 81 is tilted and rotated so as to move up and down around the shift axis X as shown by a two-dot chain line in FIG. 9, and the semicircular cam 81a in the shift control body 81 moves up and down. On the other hand, as shown by a two-dot chain line in FIG. 6, the turning control body 82 tilts and rotates around the turning axis Y, and the semicircular cam 82a in the turning control body 82 tilts like a balance. .

  At this time, by engaging the pin 103 of the switching member 102 of the shift output shaft 86 with the shift output link 98, the shift output link 98 and the shift output shaft 86 are connected so as to rotate integrally. deep.

  Then, when the semicircular cam 81a is moved up and down by the tilt rotation in the speed change control body 81, the slider member 97 fitted and engaged with the semicircular cam 81a is moved up and down, and the slider member 97 is moved up and down. The movement in the HST continuously variable transmission mechanism 25 for linear travel is via the main transmission link 96, link 99, transmission output link 98, switching member 102, transmission main force shaft 86, transmission output arm 89, and interlocking connection means 90. By transmitting to the straight shift operation lever 25a, the straight travel HST continuously variable transmission mechanism 25 shifts from a neutral position by tilt rotation about the shift axis X in the shift control body 81, while Even if the turning control body 82 is tilted and rotated, as long as the steering handle 10 is not operated, the turning control body 82 performs the HST stepless change for turning. There is no speed change operation from the neutral position in the mechanism 28, and the same rotational speed is simultaneously transmitted to the left and right traveling crawlers 2 by the straight traveling HST continuously variable transmission mechanism 25. Or go straight ahead in the reverse direction.

  The vehicle speed during the straight travel is determined by the shift operation amount from the neutral position of the straight travel shift operating lever 25a in the HST continuously variable transmission mechanism 25 for straight travel, and the shift operation amount from the neutral position is The angle at which the speed change control body 81 is tilted and rotated from the neutral position of the horizontal posture, and consequently the amount of operation of the main speed change lever 13, can be increased or decreased. The predetermined value can be set based on the operation from the neutral position of the lever 13.

  Next, when the steering handle 10 is rotated to the right or left from the straight traveling position to rotate the second turning input shaft 72 in the straight running state described above, the shift control body 81 and the turning control body 82 are controlled. Both rotate together with the second swivel input shaft while being tilted and rotated as described above.

  In this case, the turning control body 82 is engaged with and engaged with the semicircular cam 82a by rotating on the second turning input shaft 72 while the semicircular cam 82a is tilted like a balance. The slider member 106 is moved up and down by the rotation of the second turning input shaft 72, and this up and down movement is made through the turning link 105, the turning output shaft 104, the turning output arm 107 and the interlocking connecting means 108. By transmitting to the turning shift operating lever 28a in the traveling HST continuously variable transmission mechanism 28, the turning traveling HST continuously variable transmission mechanism 28 shifts from the neutral position.

  As a result, the left and right traveling crawlers 2 are simultaneously transmitted with rotations in opposite directions by the shifting operation from the neutral position of the turning HST continuously variable transmission mechanism 28, and the left and right traveling crawlers 2 are mutually connected. In the meantime, since a speed difference is given, the traveling machine body 1 turns in the direction in which the steering handle 10 is operated.

  Then, the shift operation amount from the neutral position in the turning travel HST continuously variable transmission mechanism 28 is determined by the second turning input shaft 72 while the turning control body 82 is tilted and rotated about the turning axis Y. Since the rotation of the steering handle 10 is proportional to the rotational operation angle from the straight traveling position, that is, the operation amount based on the rotation, the speed difference by the turning travel HST continuously variable transmission mechanism 28 during the turning is as follows. , The rotational operation angle of the steering handle 10 from the straight traveling position, that is, increases in proportion to the operation amount, and the turning radius of the traveling machine body 1 decreases.

  By the way, in the above-described embodiment, the slider member 97 with which the semicircular cam 81a provided on the outer periphery of the speed change control body 81 is fitted and engaged is rotated by an inclination rotation around the speed change axis X in the speed change control body 81. When the straight running HST continuously variable transmission mechanism 25 is configured to shift by moving up and down, the turning radius when the traveling body 1 is turned by rotating the steering handle 10 is set as follows: It can be made even smaller than in the above case.

  That is, when the steering handle 10 is rotated from the straight traveling position, the shift control body 81 is rotated by the second turning input shaft 72 so that the semicircular cam 81a in the shift control body 81 is fitted and engaged. The sliding member 97 is moved to the end portion of the semicircular cam 81a as the shift control body 81 is rotated by the second turning input shaft 72. The distance of the vertical movement by the semicircular cam 81a is smaller than when the slider member 97 is located at the central portion of the semicircular cam 81a at the straight travel position of the steering handle 10, and as a result, the straight travel The transmission operation amount of the HST type continuously variable transmission mechanism 25 for use is reduced, the transmission rotational speed to the left and right traveling crawlers 2 is decelerated, and the Since degree difference increases, the turning radius of the traveling machine body 1 is reduced.

  However, making the turning radius of the traveling machine body 1 smaller in this way increases the penetration of both traveling crawlers 2 into the ground when the ground is a soft ground such as a wet field.

  In this case, the switching member 102 in the transmission output shaft 86 of the mechanical interlocking mechanism 71 is connected to the transmission output shaft 85 and the transmission output link 98 interlocking with the slider member 97 is connected to the transmission output shaft 85 by the switching member 102. Therefore, the non-decelerating arm 100 interlocked with the main transmission fork arm 91 is switched to a state where the switching member 102 is coupled to the transmission output shaft 86.

  Thus, the operation of the main speed change lever 13 is not changed regardless of the rotation operation of the steering handle 10, and the connecting means 88, main speed change arm 87, main speed change lever input shaft 85, main speed change fork arm 91, non-deceleration The steering handle is transmitted through the arm 100, the shift output shaft 86, the shift output arm 89, and the connecting means 88 to the straight shift operating lever 25a in the straight traveling HST continuously variable transmission mechanism 25. 10 is released from the decelerating state by the semicircular cam 81a of the speed change control body 81, and the turning radius of the traveling machine body 1 can be controlled to be smaller than a predetermined value, so that the sinking into the soft ground can be suppressed. In this way, the combine can be made into a wetland specification.

  In addition, the steering box 20 including the mechanical interlocking mechanism 71 is disposed on the lower surface side of the step floor member 9 in the driving operation unit 7, and the traveling located between the traveling crawlers 2 in the steering box 20. A main transmission arm 87 serving as an input portion from the main transmission lever 13 to the mechanical interlocking mechanism 71 is provided on one side surface (the left side surface with respect to the forward direction) 20 ′ on the mission case 16 side. In addition, a shift output arm 89 which is an output portion from the mechanical interlocking mechanism 71 to the HST continuously variable transmission mechanism 25 for straight traveling in the traveling mission case 16, and a traveling mission case from the mechanical interlocking mechanism 71. 16 is provided with a turning output arm 107 serving as an output portion to the HST continuously variable transmission mechanism 28 for turning traveling in FIG. With this configuration, the mechanical interlocking mechanism 71 and the connecting means 88, 90, 108 for the main transmission lever 13 and the traveling mission case 16 can be simplified in structure and shortened in length. As well as being able to improve the sensitivity of remote operation.

(5). Other Embodiments The above embodiment was applied to a combine. However, the present invention is not limited to this, and the traveling machine body is supported by a traveling unit such as a left and right traveling crawler. Needless to say, the present invention can be applied to various farm work such as rice transplanters or tractors, and other traveling vehicles such as various construction machines or various crane vehicles.

It is a side view of a combine. It is a top view of a combine. It is a perspective view which shows the drive operation part of a combine. It is a skeleton figure of a traveling drive system. It is a figure which shows typically the mechanical interlocking mechanism of a main transmission lever and a steering handle. It is a vertical front view of a steering box incorporating a mechanical interlocking mechanism. FIG. 7 is a sectional view taken along the line VII-VII in FIG. 6. FIG. 8 is a VIII-VIII plan sectional view of FIG. 6. It is IX-IX sectional view taken on the line of FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Traveling machine body 2 Traveling crawler 3 Harvesting part 4 Threshing part 7 Driving control part 8 Engine 9 Step floor member 10 Steering handle (operating tool for turning)
13 Main gear shift lever (shift gear)
16 Traveling mission case 19 Steering shaft 20 Steering box 20 'One side face of steering box 20a Upper box 20b Lower box 25 HST continuously variable transmission mechanism for straight traveling 25a Shifting operation lever 28 HST continuously variable transmission mechanism for turning traveling 28a Shifting Actuating lever 71 Mechanical interlocking mechanism 72 Second turning input shaft 72a Axis of second turning input shaft 75 Slider 76 Holder member 81 Shift control body 81a Semicircular cam of shift control body 82 Swing control body 82a Semicircular cam of swing control body X Transmission axis Y Turning axis 83, 84 Pin shaft 85 Main transmission lever input shaft 86 Transmission output shaft 87 Main transmission arm 88, 90, 108 Connecting means 89 Transmission output arm 91 Main transmission fork arm 93, 94 Link 96 Main transmission link 97 , 106 Slider member 98 Shifting output link 100 Non-deceleration arm 102 Switching member 104 Turning output shaft 105 Turning link 107 Turning output arm

Claims (3)

A linear travel transmission that continuously transmits the power of the engine mounted on the left and right traveling units to the left and right traveling units, and transmits the engine power to the left and right traveling units. A traveling vehicle having a continuously variable transmission for continuously transmitting to a section, a transmission operating tool for the straight traveling transmission, and a turning operating tool for the turning traveling transmission;
In a steering box that incorporates a turning input shaft that is rotated by the turning operation tool, a shift control body and a turning control body that rotate around the axis of the turning input shaft are provided. And the turning control body is provided so as to freely rotate about the turning input shaft and the turning axis orthogonal to the speed changing axis, and further the steering box. The shift control body and the turning control body are provided with a main transmission lever input shaft that is rotated by the shift operation tool around an axis line thereof, and an input portion at one end thereof on one side surface of the steering box. And a shift output shaft that shifts the linear travel transmission by tilting and rotating around the shift axis in the shift control body; A turning output shaft for shifting the turning traveling transmission by rotation of the turning control body by the turning input shaft, and an output portion at one end of both shafts protruding from one side surface of the steering box; A featured traveling vehicle.   The traveling vehicle according to claim 1, wherein one side surface of the steering box is one of a pair of left and right side surfaces extending in a traveling direction of the traveling machine body.   3. The traveling mission case side surface of the steering box according to claim 1, wherein one side surface of the steering box is located between the left and right traveling portions among a pair of left and right side surfaces extending in a traveling direction of the traveling machine body. A strike vehicle characterized by being.

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