JP2009149169A - Traveling vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To enhance the operability of linear advancement and turning traveling in a traveling vehicle provided with a shift operation unit of a linear advancement traveling shift device for transmitting motive power to right and left traveling parts for supporting a traveling machine body and a turning operation unit of a turning traveling shift device for transmitting motive power to the right and left traveling parts in reverse rotation. <P>SOLUTION: A control body 81 provided with a circular cam 84 with a turning input shaft as a center on the turning input shaft 72 rotated by the turning operation unit 10 is provided so that it is freely inclination-rotated around an axis of the turning input shaft and a perpendicular axis S extending at a right angle, and the control body is inclination-rotated around the perpendicular axis S while being interlocked with the shift operation unit 13. The linear advancement traveling shift device 25 is shift-operated by a shift slide element member 97 slidably engaged with a portion on a linear line W extending perpendicular to the perpendicular axis S of the circular cum, whereby, the turning traveling shift device is shift-operated by a turning slide element member 106 slidably engaged on a portion on the perpendicular axis S of the circular cam. <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 traveling transmission are interlocked and connected, the mechanical interlocking mechanism causes the speed change operation to be always performed by the main transmission lever (transmission operating tool). A predetermined straight traveling speed is maintained by the straight traveling transmission, but when the steering handle (turning operation tool) is operated, the turning traveling transmission between the left and right traveling portions is The vehicle is turned in the direction in which the steering handle (turning operation tool) is operated with a speed difference applied, and the speed difference caused by the turning travel transmission during the turning is determined by the steering handle (turning operation tool). ) Proportional to the operation amount It is configured to perform operation that increased turning radius becomes 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 transmission lever (transmission operation tool) that is linked via a transmission input shaft extending in the direction of the axis rotates around the longitudinal axis of the second arm of the two arms, and the main transmission lever (transmission The rods are reciprocated in the longitudinal direction by rotating one end around the line of the swivel input shaft around the other end by operating the operation tool) and the steering handle (turning operation tool). Thus, both the straight traveling transmission device and the turning traveling transmission device 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, and therefore the length of the swivel input shaft in the axial direction is greatly increased. When this is mounted on a traveling vehicle such as a combine, it not only requires a large space, but also significantly increases the weight of the traveling aircraft, and the component coupling required for the mechanical interlocking mechanism. On the bets is increase, there is a problem that becomes more steps of assembling in a manufacturing line.

  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 ,
A control body comprising a circular cam extending in a circumferential direction around the turning input shaft when viewed from the axial direction of the turning input shaft, on the turning input shaft rotated by the turning operation tool; The control body is provided so as to freely tilt and rotate around an orthogonal axis extending perpendicularly to the axis of the swing input shaft through the center of the swing input shaft, and the control body is interlocked with the shift operation tool. Further, the speed-changing slip is configured so as to be inclined and rotated about an axis, and further slidably engages with a linear portion extending perpendicularly to the orthogonal axis through the center of the swivel input shaft of the circular cam. The straight member is configured to shift the straight traveling speed change device, and the swivel slide member that slidably engages with the portion of the circular cam on the orthogonal axis. Configure the speed change mechanism for the traveling gearbox. It was. "
It is characterized by that.

Claim 2 of the present invention includes:
“In the first aspect of the present invention, the circular cam in the control body has a configuration in which a cam groove is provided to extend in the circumferential direction, and the shifting slider member and the turning slider member are in the circular shape. It is the structure which fits in the cam groove in a cam. "
It is characterized by that.

Claim 3 of the present invention provides:
“In the second aspect of the present invention, the shifting slider member and the turning slider member are configured to rotatably support a sphere slidably fitted in the cam groove.”
It is characterized by that.

Claim 4 of the present invention provides:
“In the description of claim 2, the shift slider member and the turning slider member are configured so that a ring body fitted in the grooved cam is rotatably supported on an axis of the support shaft. It is a configuration that is fitted so that it can be freely tilted in any direction. "
It is characterized by that.

  In claim 1, first, when the shifting operation tool (main shift lever) is operated while the steering handle (turning operation tool) is maintained at the straight traveling position, the turning input is linked with this operation. The control body provided on the shaft tilts and rotates around the orthogonal axis.

  Then, a shifting slider member that engages with a linear portion of the circular cam in the control body that passes through the center of the swivel input shaft and extends perpendicularly to the orthogonal axis is provided around the orthogonal axis in the control body. By moving in the axial direction of the turning input shaft based on the tilt rotation, the straight traveling transmission device performs a speed change operation.

  On the other hand, even if the control body is tilted and rotated about its orthogonal axis, the swinging slider member that engages with the part of the circular cam in the control body on the orthogonal axis is the steering handle (for turning). As long as the operating tool is not operated, there is no movement in the axial direction of the turning input shaft. As a result, there is no shifting operation of the turning travel transmission by the turning slider member, Since the same rotation is transmitted at the same time, the traveling aircraft travels straight forward or backward.

  The vehicle speed during straight travel is determined by the shift operation amount in the straight travel transmission, and this shift operation amount is the amount of movement of the swing input shaft in the axial direction of the shift slider member, and hence the control speed. The angle at which the body tilts and rotates around its orthogonal axis, and further the amount of operation of the speed change operation tool (main speed change lever), can be increased or decreased. The predetermined value can be set based on the operation of the 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 control body remains in a state where the turning body remains inclined and rotated around the orthogonal axis. By rotating together with the input shaft, the swinging slider member engaged with the part on the orthogonal axis of the circular cam in this control body moves in the axial direction of the swing input shaft. The swinging transmission is shifted by the movement of the sliding member, and a speed difference is given between the left and right traveling parts by reverse rotation transmission by the turning traveling transmission. Turn in the direction to operate the turning operation tool (steering handle).

  The shift operation amount in the turning travel transmission is determined by the movement of the turning input shaft of the turning slider member engaged with the circular cam of the control body in the axial direction, and the control body is rotated about its orthogonal axis. The amount of movement of the turning input shaft in the axial direction of the turning slider member, and further the amount of operation of the turning operation tool is determined based on the fact that the turning input shaft rotates in the state of being inclined and rotated. Therefore, the speed difference between the two traveling parts by the turning travel transmission during the turning increases in proportion to the operation amount 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 given between the two by the turning travel transmission, and the turning operation is performed in the direction in which the turning operation tool is operated. The turning radius increases and the turning radius decreases in proportion to the amount of operation of the operating tool. "
As described above, the above-mentioned operation is performed by tilt rotation about an orthogonal axis perpendicular to the axis of the swivel input shaft in the one control body. The dimensions can be greatly reduced as compared with the conventional case where both long rod bodies are used, and the number of parts can be greatly reduced.

  In addition, according to the construction described in claim 1, in the state of straight running by operating the speed change operation tool (main speed change lever), the turn operation tool (steering handle) is operated to turn. The safety at the time can be improved and the turning radius can be further reduced.

  That is, when the turning operation tool (steering handle) is rotated from the straight traveling position, the control body is rotated by the turning input shaft so that the shifting slider member that engages with the circular cam in the control body. As the control body rotates by the turning input shaft, the circular cam approaches a portion on the orthogonal axis from a straight portion extending perpendicularly to the orthogonal axis through the center of the turning input shaft. , The shifting distance of the shifting slider member by the circular cam is such that the shifting slider member is the straight traveling position of the turning operation tool (steering handle). This is smaller than when it is located on a straight line extending through the center of the turning input shaft at right angles to the orthogonal axis, and consequently, the shift operation amount of the linear travel transmission is reduced. The rotational speed transmitted to both the left and right traveling parts is automatically controlled to decelerate, and the traveling speed when turning the traveling aircraft slows down. Therefore, the turning radius of the traveling aircraft can be made smaller, and the turning aircraft Centrifugal force acting in the outward direction of turning can be reduced.

  Therefore, according to the present invention, the structure can be remarkably simplified and reduced in size as compared with Patent Documents 1 and 2, and when mounted on a traveling vehicle such as a combine, the occupied space is reduced. In addition, it is possible to reduce the size and weight of the traveling machine body. In addition, it is possible to reduce the parts cost and the number of assembly steps in the production line. In addition, the traveling machine body can be safely turned with a small radius.

  Next, according to the second aspect of the present invention, the rigidity of the slider member for shifting and the slider member for turning is changed to a circular cam in which these slider members are groove-shaped and have a rod-like cross section. On the other hand, since it can be improved as compared with the case of being slidably fitted in the circumferential direction, there is an advantage that the durability can be ensured.

  Further, in the case of the configuration described in claim 2, the configuration described in claim 3 or claim 4 allows the cam groove and the sphere or ring body to be fitted inside the cam groove. Since the sliding frictional resistance can be greatly reduced, there is an advantage that the sensitivity of the above-described control and the durability thereof can be surely improved.

  Hereinafter, an embodiment embodying the present invention will be described with reference to the drawings (FIGS. 1 to 14) in the case of applying to a multi-row cutting combine 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 7, and in front of the engine 8 and between the left and right traveling crawlers 2, the power from the engine 8 is appropriately shifted to change the left and right. A traveling mission case 16 for transmitting to both traveling crawlers 2 is arranged.

  The steering handle 10 is pivotally supported on the upper end of a steering pipe 18 erected by a bracket 17 on the upper surface of the step floor member 9, and the steering handle 10 is mounted on the upper end of the steering pipe 18. A fixed handle shaft 19 is provided, and the lower end of the handle shaft 19 is connected to the first turning input shaft 21 to the steering box 20 disposed on the lower surface side of the step floor member 9, as will be described in detail below. It 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 traveling drive system of the combine 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.

  Of the HST continuously variable transmission mechanisms 25 and 28, the former HST continuously variable transmission mechanism 25 for straight traveling is shifted 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 the rotation of a turning speed change 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. 4 to 14, the steering box 20 includes an HST continuously variable transmission mechanism 25 for straight traveling according to the main speed change lever 13 and the steering handle 10. A mechanical interlocking mechanism 71 for operating both the HST continuously variable transmission mechanism 28 for turning traveling as described above is incorporated.

  The mechanical interlocking mechanism 71 includes a vertical second turning input shaft 72 provided with both ends pivotally supported in the steering box 20, and the upper end of the second turning input shaft 72 is located in the steering box 20. The first turning input shaft 21 is interlocked with each other 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 a ball-type key 77 or the like.

  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.

  That is, the rotation operation in the left-right direction of the steering handle 10 is performed against the elasticity of the winding spring 78, and the elastic force of the winding spring 78 is applied to the rotation operation to the original straight traveling position. It is configured so that

  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 value in both the left and right directions as shown in FIGS. It is configured to regulate within a range of maximum cutting angles θ1, θ2 (for example, θ1 = 67.5 degrees, θ2 = 67.5 degrees).

  In the lower part in the steering box 20, the holder member 76 has a portion thereof as shown in FIGS. 8, 9, and 10 in a plan view as viewed from the axial direction of the second turning input shaft 72. A control body 81 configured as a ring body is disposed so as to surround the periphery of the two swivel input shaft 72, and the inner surface of the control body 81 is seen from the direction of the axis 72 a of the second swivel input shaft 72. A pair of left and right inward boss portions 82 are provided on a portion on the orthogonal axis S extending perpendicularly to the axis 72a of the second turning input shaft 72 through the rotation center of the second turning input shaft 72. The control body 81 is configured to freely rotate around the orthogonal axis S by pivotally attaching the portion 82 to the holder member 76 by a screw shaft 83.

  A circular cam 84 configured to extend in the circumferential direction around the rotation center of the second turning input shaft 72 is provided on the outer peripheral portion of the control body 81. A cam groove 84a extending over the circumference is provided.

  In the upper part of the steering box 20, the second turning input shaft 72 is sandwiched with the second turning input shaft 72 at one of the left and right sides when viewed from the direction of the axis 72a of the second turning input shaft 72. A main transmission lever input shaft 85 extending orthogonally to the input shaft 72 is provided on the other side of the second turning input shaft 72 when viewed from the direction of the axis 72a of the second turning input shaft 72. A shift output shaft 86 extending so as to be orthogonal to each other is pivotally supported so that one end of each of the shift output shafts 86 protrudes out of the traveling mission case 16 among the side surfaces of the steering box 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 by the rotation operation of the main transmission lever 13. The shift lever input shaft 85 is connected by interlocking connecting means 88 such as a rod so as to rotate.

  On the other hand, the shift output arm 89 fixed to the protruding end of the shift output shaft 86 has a straight shift operation lever 25a in the straight traveling HST continuously variable transmission mechanism 25 of the traveling mission case 16, as shown in FIG. However, they are connected by interlocking connecting means 90 such as a rod so that the speed change operation is performed by the rotation of the speed change 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. 7 when the main speed change lever 13 is in the neutral position, but by rotating the main speed change lever 13 back and forth from the neutral position. It is configured to move up and down.

  The slider 75 and the control body 81 are connected by links 93 having pins 94 at both ends, and the slider 75 moves up and down when the main transmission lever 13 is in the neutral position. Accordingly, the control body 81 remains in the horizontal position at the neutral position and does not tilt and rotate. However, when the main transmission lever 13 is rotated back and forth from the neutral position, the slider 75 moves up and down. Thus, as shown in FIG. 11, the control body 81 rotates around the orthogonal axis S around the screw shaft 83 as appropriate in the range of angles α1 and α2 in the vertical direction with the horizontal posture interposed therebetween. It has a configuration.

  An intermediate shaft 95 configured in parallel with the speed change output shaft 86 is pivotally supported on the steering box 20 so as to project into the steering box 20 at a position substantially directly below the speed change output shaft 86. A main transmission link 96 is provided at the inner end of 95 so as to freely rotate in the vertical direction, and the first transmission link 96 of the second turning input shaft 72 is seen from the direction of the axis 72a. 2 A portion on the axis W extending perpendicularly to the orthogonal axis S through the center of the swivel input shaft 72 engages with the circular cam 84 of the control body 81 at the portion so as to be slidable in the circumferential direction. A shift slider member 97 is provided so as to freely rotate about the axis W.

  As shown in FIG. 13, the speed change slider member 97 is provided integrally with a shaft portion 97a rotatably supported by a ball bearing 97b with respect to the main speed change link 96, and at the tip of the shaft portion 97a. The spherical body 97c is inserted into the cam groove 84a of the circular cam 84 of the control body 81 so as to be slidable and rotatable.

  The main transmission link 96 has a transmission output link 98 with a base end rotatably fitted to the transmission output shaft 86 connected to the main transmission link 96 via a link 99. The shift output link 98 is configured to rotate in conjunction with the tilt rotation about the orthogonal axis S.

  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 at a portion between the speed change output link 98 and the non-decelerating arm 100 by spline engagement or a slip key to the speed change output shaft 86. The switching member 102 is slidable in the axial direction, and the switching member 102 is slid along the speed change output shaft 86 by the switching operation mechanism 109, as shown in FIG. A deceleration state in which the shift output shaft 86 and the shift output link 98 are coupled by engagement of the pin 103 provided on the switching member 102 with the shift output link 98, and the non-deceleration arm 100 of the pin 103. Thus, the shift output shaft 86 and the non-decelerating arm 100 can be selectively switched to the non-decelerating state.

  The switching operation mechanism 109 has a configuration described below.

  That is, the switching box 111 fixed to the switching operation shaft 110 is slidably and rotatably supported on the steering box 20 in parallel with the speed change output shaft 86, and the switching plate 111 is fixed to the switching box 110. One end of the switching operation shaft 110 protrudes out of the steering box 20 and a handle 113 is provided at the protruding end, and the handle 113 is held by the grip 113 while being engaged with an annular groove 112 provided in the member 102. The switching operation shaft 110 is slid in the axial direction thereof so that the switching is performed from the outside of the steering box 20. The switching output shaft 86 and the shift output shaft 86 are connected to the switching operation shaft 110. A deceleration state in which the shift output link 98 is coupled, and the shift output shaft 86 and the non-deceleration arm 100 are coupled. Ball clutch 114 for holding the non-reduction state is provided.

  Further, on the side surface of the steering box 20, a turning output shaft 104 configured at a right angle to the speed change output shaft 86 is provided at a position substantially directly below the speed change output shaft 86 so as to protrude into and out of the steering box 20. Has been.

  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, a swinging slider member 106 is provided at a portion on the orthogonal axis S so as to be slidably engaged with the circular cam 84 of the control body 81 in the circumferential direction.

  As shown in FIG. 14, the turning slider member 106 includes a shaft part 106a attached to the turning link 105, a sphere 106b integrally provided at the tip of the shaft part 106a, and a rotatable member about the sphere 106b. The ring body 106c is fitted so as to be freely tiltable in an arbitrary direction with respect to the axis of the support shaft, and the ring body 106c is formed as a cam groove 84a in the circular cam 84 of the control body 81. It is configured to be slidable and rotatable.

  On the other hand, the turning output arm 107 fixed to the outer end of the turning output shaft 104 is subjected to a turning shift operation in the turning travel HST continuously variable transmission mechanism 28 of the traveling mission case 16 by the rotation of the turning output shaft 104. The lever 28a is connected by interlocking connecting means 108 such as a rod so as to perform a speed change operation.

  The steering box 20 has a plane A perpendicular to the axis 72a of the second swivel input shaft 72, and is formed of a die-cast or cast upper box body 20a and a die-cast or cast lower box body 20a. Divided into two parts, both of them are detachably coupled with a plurality of bolts (not shown) arranged around them with a sealing gasket (not shown) sandwiched between them, Hydraulic oil used in various hydraulic devices in the combine (for example, a hydraulic cylinder that moves up and down the mowing unit 3), or the HST continuously variable transmission mechanism 25 for straight travel and / or the HST continuously variable for swivel travel The hydraulic fluid used for the 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. The steering box 20, although not shown, the inlet and outlet for the hydraulic fluid to enter and exit is provided.

(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. The control body 81 remains in the horizontal position at the neutral position and does not tilt and rotate around the orthogonal axis S. In this state, the steering handle 10 can be rotated in either the left or right direction. Both of the shifting slider member 97 and the turning slider member 106 engaged with the circular cam 84 of the control body 81 do not move in the vertical direction, and as a result, the shifting output shaft 86 and the turning output. Since neither of the shafts 104 rotates, both of the HST continuously variable transmission mechanisms 25 and 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, when performing 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 operator's intention, 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 control body 81 tilts and rotates so as to move up and down around the orthogonal axis S as shown by a two-dot chain line in FIG. The speed change slider member 97 that engages with a portion on the straight line W extending perpendicularly to the orthogonal axis S through the center of the second turning input shaft 72 is neutral along the axis 72 a of the second turning input shaft 72. Move up and down from the position by distances L1 and L2. However, the turning slider 106 that engages with the portion on the orthogonal axis S of the circular cam 84 in the control body 81 does not move up and down.

  At this time, the shift output link 98 and the shift output shaft 86 are integrated by engaging the pin 103 of the switch member 102 of the shift output shaft 86 with the shift output link 98 by the operation of the switching operation mechanism 109. It connects so that it may rotate.

  Then, the shifting slider member 97 moves up and down via the main transmission link 96, the link 99, the transmission output link 98, the switching member 102, the transmission main force shaft 86, the transmission output arm 89, and the interlocking connection means 90. , The straight traveling HST continuously variable transmission mechanism 25 in the straight traveling HST continuously variable transmission mechanism 25 is transmitted to the straight traveling speed change lever 25a, so that the straight traveling HST continuously variable transmission mechanism 25 is tilted about the orthogonal axis S in the control body 81. Shifting from the neutral position by rotation.

  On the other hand, even if the control body 81 is tilted and rotated about the orthogonal axis S, the sliding slider member 106 that engages with the portion on the orthogonal axis S of the circular cam 84 in the control body 81 As long as the steering handle 10 is not operated, the steering wheel 10 does not move up and down. As a result, there is no shifting operation from the neutral position in the HST continuously variable transmission mechanism 28 for turning traveling, Since the same rotational speed is transmitted simultaneously by the straight traveling HST continuously variable transmission mechanism 25, the traveling machine body 1 travels straight in the forward or backward 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 vertical movement distances L1, L2 of the shifting slider member 97 engaged with the circular cam 84 of the control body 81, and thus the angles α1, α2 when the control body 81 rotates at an inclination from the neutral position of the horizontal posture. Furthermore, since the amount of operation of the main transmission lever 13 can be increased or decreased, the vehicle speed when the traveling machine body 1 travels straight can be set to a predetermined value based on the operation from the neutral position of the main transmission lever 13. it can.

  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 traveling state described above, the control body 81 is moved as described above. A swinging slider member that engages with a portion of the circular cam 84 on the orthogonal axis S by rotating together with the second rotation input shaft 72 while being inclined and rotated around the orthogonal axis S. 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, turning output shaft 104, turning output arm 107 and 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.

  The shift operation amount from the neutral position in the turning travel HST continuously variable transmission mechanism 28 is the axis of the second turning input shaft 72 in the turning slider member 106 engaged with the circular cam 84 in the control body 81. In the vertical direction of the swinging slider member 106, the control body 81 is rotated by the second swing input shaft 72 while being tilted and rotated around the orthogonal axis S. And the rotational operation angle from the straight traveling position of the steering handle 10, that is, the operation amount, is proportional to the speed difference by the turning travel HST type continuously variable transmission mechanism 28 during the turning. Is increased in proportion to the rotational operation angle of the steering handle 10 from the straight traveling position, that is, the operation amount, and the turning radius of the traveling machine body 1 is decreased.

  By the way, in the above-described embodiment, the shifting slider member 97 that engages with the circular cam 84 in the control body 81 is moved up and down by tilt rotation around the orthogonal axis S in the control body 81, thereby When the HST type continuously variable transmission mechanism 25 for straight traveling is configured to perform a speed change operation, the turning radius when the traveling machine body 1 is turned by rotating the steering handle 10 is further smaller than the above case. can do.

  That is, when the steering handle 10 is rotated from the straight traveling position, the control body 81 is rotated by the second turning input shaft 72 in a state where the control body 81 is inclined and rotated about the orthogonal axis S. The speed change slider member 97 engaged with the circular cam 84 passes through the center of the second turning input shaft 72 of the circular cam 84 as the control body 81 rotates by the second turning input shaft 72. By shifting from a portion on the straight line W extending perpendicular to the orthogonal axis S so as to approach a portion on the orthogonal axis S, distances L1 and L2 of the vertical movement by the circular cam 84 in the shifting slider member 97 are obtained. However, the shifting slider member 97 is a straight line extending perpendicularly to the orthogonal axis S through the center of the second turning input shaft 72 of the circular cam 84 at the straight traveling position of the steering handle 10. It becomes smaller than the case where it is located on the portion on W, and consequently the shift operation amount of the HST continuously variable transmission mechanism 25 for straight traveling is reduced, and the transmission rotational speed to the left and right traveling crawlers 2 is reduced. Since the traveling speed of the traveling machine body 1 is controlled and the traveling speed is reduced, the turning radius of the traveling machine body 1 can be reduced, and the centrifugal force acting on the traveling machine body 1 in the outward direction of the turning can be reduced. .

  However, automatically reducing the turning radius of the traveling machine body 1 in proportion to the rotation operation angle of the steering handle 10, that is, the operation amount, is that the ground surface is soft like a wet field. In some cases, there may be an increase in the penetration of both traveling crawlers 2 into the ground.

  In this case, the switching member 102 on the shift output shaft 86 of the mechanical interlocking mechanism 71 is operated by the switching operation mechanism 109 so that the shift output link linked to the shifting slider member 97 by the switching member 102. The switching operation is performed by switching the non-deceleration arm 100 linked to the main transmission fork arm 91 from the state in which 98 is coupled to the transmission output shaft 85 to the state in which the non-deceleration arm 100 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.

  As shown in FIG. 13, the speed change slider member 97 has a spherical body 97c that is slidably fitted in a cam groove 84a of the circular cam 84, and a main speed change link 96 that is rotatable at a shaft portion 97a. Therefore, the sliding frictional resistance between them can be greatly reduced.

  Further, as shown in FIG. 14, the turning slider member 106 has a shaft portion 106 a in which a ring body 106 c slidably fitted in a cam groove 84 a in the circular cam 84 is attached to the turning link 105. In the same manner as described above, the sphere 106b is integrally fitted with the sphere 106b so as to be freely rotatable and tiltable in any direction with respect to the axis of the support shaft. The sliding frictional resistance can be greatly reduced.

(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 farming machines such as rice transplanters or tractors, and other traveling vehicles such as various construction machines or various crane vehicles.

  Further, the shifting slider member 97 can be configured as shown in FIG. 14 in place of the configuration shown in FIG. 13, and the turning slider member 106 is configured as shown in FIG. Instead of, the configuration shown in FIG. 13 can be adopted.

  Further, as shown in FIG. 15, one or both of the shifting slider member 97 and the swinging slider member 106 are connected to the shift output arm 96 and / or the swing output arm 107, as shown in FIG. The self-aligning ball bearing 116 fitted on the support shaft 115 is slidably fitted into the cam groove 84a of the circular cam 84, so that the self-aligning ball bearing 116 is slidably fitted. The ring body 116a outside the center ball bearing 116 can be configured to be freely tiltable in any direction with respect to the axis of the support shaft.

  Also with this configuration, the sliding frictional resistance between them can be greatly reduced.

  Further, as shown in the figure, the circular cam 84 in the control body 81 has a round or square cross-sectional shape instead of being formed as a cam groove 84a, or a disk-shaped form. On the other hand, the shifting slider member and the turning slider member which are slidably engaged with each other in the circumferential direction may be configured as a groove type.

  However, when the cam groove 84a is formed as described above, the shifting slider member 97 and the turning slider member 106 are slidably inserted in the circumferential direction into the cam groove 84a. Is advantageous in that the rigidity of the slider member for shifting and the slider member for turning can be improved as compared with the case where these slider members are grooved.

It is a side view of a combine. It is a top view of a combine. It is a skeleton figure of a traveling drive system. It is a figure which shows typically the mechanical interlocking mechanism with respect to the main transmission lever and the steering handle. It is a front view of a steering box incorporating a mechanical interlocking mechanism. It is VI-VI side view of FIG. FIG. 7 is a sectional view taken along line VII-VII in FIG. 5. FIG. 8 is a sectional view taken along the line VIII-VIII in FIGS. 6 and 7. FIG. 9 is a cross-sectional view taken along the line IX-IX in FIGS. 6 and 7. FIG. 8 is a cross-sectional view taken along line XX in FIGS. 6 and 7. FIG. 8 is a cross-sectional view taken along the line XI-XI in FIGS. 6 and 7. It is XII-XII sectional view taken on the line of FIG.6 and FIG.8. It is a principal part enlarged view of FIG. It is a principal part enlarged view of FIG. It is a figure which shows another form of the slider member in the said mechanical interlocking mechanism.

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 Handle shaft 20 Steering 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 operation lever 71 Mechanical interlocking mechanism 72 Second turning input shaft 72a Axis line of second turning input shaft 75 Slider 76 Holder member 81 Control body 84 Circular cam of control body 84a Cam groove S Orthogonal axis W Axis perpendicular to orthogonal axis 83 Screw shaft 85 Main transmission lever input shaft 86 Shifting output shaft 87 Main transmission Arm 88, 90, 108 Connecting means 89 Speed change output arm 91 Main speed change fork arm 93, 94 Link 96 Main speed change link 97 Shifting slider member 97a Shaft portion 97c Spherical body 98 Speed change output link 100 Non-deceleration arm 102 Switching member 104 Turning output Shaft 105 swivel phosphorus 106 Slider member for turning 106a Shaft part 106b Sphere 106c Ring body 107 Turning output arm

Claims (4)

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;
A control body comprising a circular cam extending in a circumferential direction around the turning input shaft when viewed from the axial direction of the turning input shaft, on the turning input shaft rotated by the turning operation tool; The control body is provided so as to freely tilt and rotate around an orthogonal axis extending perpendicularly to the axis of the swing input shaft through the center of the swing input shaft, and the control body is interlocked with the shift operation tool. Further, the speed-changing slip is configured so as to be inclined and rotated about an axis, and further slidably engages with a linear portion extending perpendicularly to the orthogonal axis through the center of the swivel input shaft of the circular cam. The linear member is configured to shift the linear travel transmission device, and the swinging slider member that slidably engages the portion of the circular cam on the orthogonal axis line Configure the speed change mechanism for the traveling gearbox. Traveling vehicle, characterized in that it has.   2. The circular cam in the control body according to claim 1, wherein the circular cam is provided so that a cam groove extends in a circumferential direction, and the shifting slider member and the turning slider member are the circular cam. A traveling vehicle characterized by being configured to fit within a cam groove.   3. The structure according to claim 2, wherein the shifting slider member and the turning slider member are configured to rotatably support a sphere that is slidably fitted in the cam groove. Traveling vehicle.   3. The shift slider member and the turning slider member according to claim 2, wherein a ring body that fits in the grooved cam is rotatably supported on an axis of the support shaft. A traveling vehicle characterized in that the vehicle is fitted so as to be freely tiltable in any direction.

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