JP2009178043A - Combine harvester - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a combine harvester in whose travel driving route a brake is disposed, and in which the driving force of an engine is not transmitted to a travel device on an operation for switching in a reaping and raking operation tool used on a manual-feed threshing work, and an overload is not added to a power transmission mechanism or a brake, whereby durability is enhanced. <P>SOLUTION: Provided is the combine harvester characterized by disposing a hydrostatic continuously variable transmission (18) for changing the driving force of an engine to transmit the changed force to a reaping device (9) and a travel device (3), a main speed change lever (23) for changing the output rotational speed of the hydrostatic continuously variable transmission (18), the reaping and raking operation tool (5) for operating the brake (68) of the travel device (3), and a holding mechanism (97) for holding operations for applying and releasing the brake (68) with the reaping and raking operation tool (5) only at the neutral position of the main speed change lever (23). <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a combine.

  The combine is a hydraulic continuously variable transmission (hereinafter referred to as “HST”) incorporated in a travel drive path from the engine to the travel device so that the travel speed can be smoothly changed from a low speed to a high speed.

The so-called pillow handling operation, which cuts off the cocoon at the time of dredging, is performed with the reaping device and the threshing device in the drive state by stopping the traveling of the machine body. In order to perform this pillow handling operation, the cutting and scraping operation tool is set to “ON” so that the left and right side clutches are disconnected to cut off the power transmission to the traveling device, and the cutting device is brought into a driving state. And when the combine is traveling on the road, if this cutting and scraping operation tool is accidentally turned on, the left and right side clutch will be disconnected, the traveling device will be in a free state and the aircraft will runaway if it is traveling on a slope. It is dangerous. In order to prevent this, Japanese Patent Laid-Open No. 2001-54314 has a configuration in which a check mechanism is provided to prevent the cutting and scraping operation tool from entering and operating unless the cutting clutch that drives the cutting device is in the engaged state, that is, during the harvesting operation. Are listed.
JP 2001-54314 A

  In addition to the structure in which a restraint mechanism is provided to prevent the aircraft from running away due to an erroneous operation of the cutting and scraping operation tool, the cutting and scraping operation tool is turned on, the left and right side clutches are turned off, and the traveling device is operated from the left and right side clutches. A structure is known in which the brake provided on the side is applied to brake the traveling device to stop traveling reliably, but the driving force is acting with inertia even if the left and right side clutches are completely disengaged When the brake is applied, an excessive force is applied to the power transmission mechanism and the brake itself, and the power transmission mechanism and the brake are heavily worn.

  Therefore, in the present invention, with a configuration in which a brake is provided in the traveling drive path of the combine, the driving force of the engine is not transmitted to the traveling device when the cutting and scraping operation tool used at the time of the pillow handling operation is entered, the power transmission mechanism or It is an object to prevent an overload accompanying braking from being applied to the brake.

The present invention takes the following technical means in order to solve the above-described problems.
That is, according to the first aspect of the present invention, the hydrostatic continuously variable transmission (18) that shifts the driving force of the engine and transmits it to the reaping device (9) and the traveling device (3), and the hydrostatic continuously variable transmission A main transmission lever (23) for shifting the output rotation speed of the transmission (18), a cutting and picking operation tool (5) for operating the brake (68) of the traveling device (3), and the cutting and picking operation A combination mechanism characterized in that a check mechanism (97) is provided for checking that the main shift lever (23) can be operated only at the neutral position of the shift operation by the tool (5). .

  According to a second aspect of the present invention, there is provided a combine according to the first aspect, characterized in that the buzzer sounds in a state where the brake is applied and operated by the cutting and scraping operation tool (5).

  According to the first aspect of the present invention, even if the cutting and scraping operation tool 5 is mistakenly operated during traveling, the brake 68 can be operated by the check mechanism 97 if the main transmission lever 23 is other than neutral. Only when the main transmission lever 23 is in the neutral position and the driving force is not transmitted to the traveling device 3, the cutting and scraping operation tool 5 is operated to operate the brake 68, so that the power transmission mechanism and the brake 68 are operated. As a result, the durability can be improved.

  According to the invention described in claim 2, in addition to the effect of the invention described in claim 1, the operator can easily understand that the traveling is stopped for the pillow handling, and the operability is improved. .

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the present specification, the left and right direction (width direction) in the forward direction of the combine is the left and right, respectively, the forward direction is forward, and the reverse direction is rear.

FIG. 1 is a left side view of the combine of the present invention.
As shown in FIG. 1, a traveling device body 4 having a pair of left and right traveling devices (hereinafter referred to as “traveling crawlers”) 3 traveling on the soil surface is disposed on the lower side of the body frame 2 of the combine 1. On the front end side of the frame 2, a cutting device 9 having a weed pod 8 is provided. The reaping device 9 is supported by the reaping device support frame 7 that moves up and down around the upper fulcrum of the vehicle body frame 2, so that the operator boarding the combine 1 tilts the steering lever 21 of the cockpit 20 back and forth. It is the structure which moves up and down with the reaping device support frame 7 by operating.

  Above the body frame 2, a threshing device 10 that takes over and transports cereals that are conveyed from the reaping device 9, and a grain tank 13 that temporarily stores grains threshed and selected by the threshing device 10. The auger 15 is connected to the rear part of the grain tank 13 and the grains in the grain tank 13 are discharged to the outside of the combine 1.

  That is, in the combine 1, the operator operates the main speed change lever 23 and the sub speed change lever 22 in the cockpit 20, and the power of the engine (not shown) is hydrostatically operated for the main transmission in the traveling transmission case 12 shown in FIG. 2. The speed is changed via the gear transmission means of the continuously variable transmission (HST) 18 and the auxiliary transmission 24 and is transmitted to the left and right traveling crawlers 3 and 3 to travel at an arbitrary speed.

  Further, the combine 1 can travel in various turns by the operator tilting the steering lever 21 left and right in the cockpit 20. That is, when the steering lever 21 is tilted in a direction to turn the combine 1, the side clutch 44 and the turning clutch 82 in the traveling mission case 12 shown in FIG. 2 are operated, and the left and right crawler drive sprockets 16L are operated. , 16R is selectively transmitted to the left and right traveling crawlers 3 and 3 so that the traveling direction is changed by giving a speed difference.

  FIG. 2 shows a cross-sectional view of the traveling mission device 14 of the combine 1 according to the present embodiment. FIG. 3 shows a relationship diagram of the rotation speed of the gear of the differential gear device. FIG. 4 shows an enlarged view of the clutch shaft 70 portion.

  The traveling mission device 14 includes a traveling transmission basic transmission system including the output shaft 17 of the HST 18, the mission output shaft 27, the mission counter shaft 33, the side clutch shaft 41, the traveling shafts 11 </ b> L and 11 </ b> R shown in FIG. A traveling transmission differential transmission system (auxiliary transmission system) including a dynamic gear mechanism support shaft 50 is provided.

First, the traveling transmission basic transmission system of the traveling mission apparatus 14 will be described mainly with reference to FIG.
A rotational driving force from an engine (not shown) is transmitted to the HST 18 so that forward / reverse switching and variable speed rotational power are output from the output shaft 17. The main transmission lever 23 is configured to be able to switch between increasing / decreasing shifting of the HST 18 and forward / reverse (switching between forward and reverse).

Then, the steering lever 21 is operated to shift the “on / off” of the side clutch 44 (to be described later) and the differential gear device 6 to make a turning travel.
In the traveling mission case 12, an auxiliary transmission device 24, a side clutch device 25, and a differential gear device 6 are provided, and left and right traveling shafts 11L, 11R on the lower transmission side of these devices are connected via drive sprockets 16L, 16R. Thus, the left and right traveling crawlers 3 and 3 are driven.

  The power from the wide transmission gear 26 of the output shaft 17 of the HST 18 is transmitted to the counter gear 61 of the HST counter shaft 60, and the power is transmitted from the counter gear 61 to the transmission gear 62 on the transmission output shaft 27 of the auxiliary transmission 24. The

  The auxiliary transmission 24 includes a large gear 28, a middle gear 29, a small gear 30, and a large transmission gear 34, a middle gear 35, and a small transmission gear provided on the transmission output shaft 27 and the gear counter shaft 33, respectively. It comprises a gear 36 and a transmission gear 37. Gears 28 to 30 provided integrally on the mission output shaft 27 are slidably mounted in the axial direction of the mission output shaft 27 by the operation of the auxiliary transmission lever 22 so as to be able to change gears. The output shaft 65, which is spline-engaged with the end of the mission output shaft 27, extends outward from the traveling mission case 12 and pivotally attaches a cutting transmission pulley (not shown) to synchronize with the vehicle speed. It is set as the structure which can input into each rotation parts, such as the reaping apparatus 9. FIG.

  Further, the gears 34 to 37 of the mission counter shaft 33 do not move, and the large gear 28, the middle gear 29, and the small gear 30 that are integrally provided on the mission output shaft 27 slide with a shifter (not shown). The large transmission gear 34 of the shaft 33 meshes with the small gear 30 of the mission output shaft 27, the shifting gear 35 meshes with the middle gear 29 of the mission output shaft 27, and the small transmission gear 36 is the large gear of the mission output shaft 27. 28 meshes with each other. Further, the transmission gear 37 is always meshed with the center gear 40 of the side clutch device 25.

  The side clutch device 25 is integrally provided with a side clutch shaft 41 that extends to the left and right with the center gear 40 as a substantial center. Sleeves 42L and 42R are loosely fitted on the side clutch shaft 41, and the center gear 40 is provided with claws 40bL and 40bR to which the clutch gears 43L and 43R can be engaged and released. The clutch gears 43L and 43R are integrally provided with the sleeves 42L and 42R.

  Since the clutch gears 43L and 43R are always meshed with the reduction gears 64L and 64R loosely fitted to the left and right reduction shafts 63L and 63R, the power from the clutch gears 43L and 43R is transmitted from the reduction gears 64L and 64R to the gear 63aL. , 63aR to the wheel shaft gears 48L, 48R, and from the wheel shaft gears 48L, 48R to the traveling shafts 11L, 11R to the left and right traveling crawlers 3, 3 from the drive sprockets 16L, 16R.

The configurations composed of the clutch gears 43L and 43R meshed in the claw clutch type and the claw portions 40bL and 40bR of the center gear 40 will be referred to as side clutches 44L and 44R, respectively.
Further, springs 46L, 46R are provided between the sleeves 42L, 42R and the traveling mission case 12 via bearing spacers (not shown), respectively, and the sleeves 42L, 42R and the clutch gears 43L, 43R are provided by the springs 46L, 46R. Is always biased toward the center gear 40 side. And, when turning, the shifter 47L, 47R is operated by the hydraulic pressure, and it can move in the direction to overcome the urging force of the corresponding spring 46L, 46R. Thereby, the side clutch 44L or 44R inside the turning is disengaged.

  Since the shifters 47L and 47R do not operate during straight traveling and the side clutches 44L and 44R are both engaged, the left and right traveling crawlers 3 and 3 rotate at a constant speed through a transmission path described later.

Further, by operating the steering lever 21 in a desired turning direction, the shifter 47L or 47R is operated, and the engagement and release of the side clutch 44L or 44R inside the turning are selected.
The outer peripheral gear 40 a of the center gear 40 is always meshed with a gear 72 a of a cylindrical rotating body 72 that is loosely fitted on the clutch shaft 70. A rectilinear clutch 81 comprising a multi-plate friction plate is configured between the cylindrical body 72b engaged with the cylindrical rotor 72 and a cylindrical rotor 71 splined to the clutch shaft 70. Yes.

  A cylindrical rotating body 74 is loosely fitted on the outer periphery of the cylindrical rotating body 72, and the cylindrical rotating body 74 includes a gear 74a that is always engaged with the third gear 40c of the center gear 40. ing. Further, a turning clutch 82 composed of a multi-plate friction plate is formed between the cylindrical rotating body 74 and the cylindrical rotating body 71.

A compression spring 75 is disposed between the rectilinear clutch 81 and the turning clutch 82, and the urging force of the compression spring 75 is set so that the rectilinear clutch 81 is “on”.
A cylindrical body 76 having disk-like plates 76a and 76b for partitioning the linearly moving clutch 81, the compression spring 75, and the turning clutch 82, respectively, is integrally provided on the outer periphery of the cylindrical rotating body 71.

When no pressure oil is introduced from the oil port 77, the compression spring 75 urges the cylinder rotating body 71 and the cylindrical rotating body 72 in the “in” direction where the clutch 81 is always engaged. Yes.
The rectilinear clutch 81 is always kept in the “on” state, and the turning clutch 82 is always kept in the “off” state.

  When pressure oil is introduced from the oil port 77, the piston 73 and the disk-like plates 76a and 76b of the cylindrical body 76 overcome the urging force of the spring 75 and shift to the left side in FIG. “OFF” state) and the turning clutch 82 is engaged (“ON” state).

  When the straight-travel clutch 81 is “ON”, the driving force from the auxiliary transmission 24 passes through the outer peripheral gear 40a of the center gear 40 of the side clutch shaft 41 and the gear 72a of the cylindrical rotor 72, The cylindrical body 72 b, the cylindrical body 76, the cylindrical rotating body 71, the linear clutch 81 and the clutch shaft 70 are rotated, and the clutch output gear 78 integral with the clutch shaft 70 and the clutch output gear 78 are always engaged. The differential case gear 53 of the differential gear mechanism 6 is rotated. At this time, since the turning clutch 82 is “disengaged”, the rotational power of the gear 74a of the cylindrical rotating body 74 that is always meshed with the third gear 40c of the center gear 40 is not transmitted to the clutch shaft 70, but the cylindrical rotating body. 74 is idle.

  Further, when the turning clutch 82 is “ON”, the straight-traveling clutch 81 is “OFF”, and the cylindrical rotating body 72 loosely fitted to the clutch shaft 70 is idled. The driving force from the gear 40 c rotates the cylindrical rotating body 71 from the cylindrical rotating body 74 via the turning clutch 82 and the cylindrical body 76 via the gear 74 a of the cylindrical rotating body 74. The clutch shaft 70 is driven by this rotation. As a result, the clutch output gear 78 fixed to the clutch shaft 70 rotates, and the differential case gear 53 of the differential gear device 6 that is always engaged with the clutch output gear 78 is rotated.

An inner expansion brake 68 is attached to the shaft end of the clutch shaft 70 opposite to the cylindrical rotating body 72, and is operated when the traveling crawler 3 is stopped to stop the rotation of the shaft.
The differential gear device 6 is provided with a differential case gear 53 integrated with a differential case 54 provided on the outer periphery of the intermediate bevel gears 52, 52, and the side bevel gears 51L, 51R are rotatably supported on the support shaft 50. The left and right side gears 55L and 55R are fixed to the outside of the side bevel gears 51L and 51R, respectively.

  The side gear 55L is always engaged with the reduction gear 64L, the side gear 55R is always engaged with the reduction gear 64R, the reduction gear 64L and the gear 63aL are integrated, and the reduction gear 64R and the gear 63aR are integrated.

  As can be seen from FIG. 2, since the straight clutch 81 and the turning clutch 82 are provided on the clutch shaft 70 which is the same shaft, both the clutches 81 and 82 can be operated alternatively. become. Further, since the switching timing of both clutches 81 and 82 can be mechanically adjusted, complicated control is not required.

  In the gear mechanism of the traveling mission device 14 configured as described above, when the combine 1 travels straight, both the left and right side clutches 44L and 44R of the side clutch device 25 remain engaged, and the engine power is transmitted to the mission counter of the auxiliary transmission 24. It is transmitted to the shaft 33 and transmitted to the center gear 40 via the output gear 38 of the mission counter shaft 33. Since the side clutch shaft 41 is engaged with the center gear 40, the rotational force of the center gear 40 is transmitted to the clutch gears 43L and 43R via the clutches 44L and 44R, and is always engaged with the clutch gears 43L and 43R. The left and right traveling crawlers 3 rotate together through the gears 63aL and 63aR of the reduction shafts 63L and 63R and the wheel gears 48L and 48R, respectively, from the reduction gears 64L and 64R.

The auxiliary transmission shifter 22 is operated so that the auxiliary transmission shifter stay 32 corresponds to the gears 28, 29, 30 of the transmission output shaft 27 of the auxiliary transmission 24 and the gears 36, 35, 34 of the mission counter shaft 33 respectively. By engaging each other, it is possible to travel straight at an appropriate speed stage. At this time, the rectilinear clutch 81 is “on” and the turning clutch 82 is “disengaged”, and the state of the differential gear device 6 during rectilinear advance is as follows.
(A) The driving force of the mission counter shaft 33 is decelerated through the side clutches 44L and 44R of the side clutch device 25 and the clutch gears 43L and 43R of the side clutch shaft 41 via the pawl gears 40bL and 40bR of the center gear 40. Since both the gears 64L and 64R are rotating, the side gears 55L and 55R of the differential gear jump 6 with which the reduction gears 64L and 64R are engaged respectively rotate at the same speed in the turning direction. Therefore, the differential case 54 and the differential case gear 53 integral with the differential case 54 also rotate in the turning direction via the side bevel gears 51L and 51R that rotate integrally with the side gears 55L and 55R, respectively, and mesh with the side bevel gears 51L and 51R. The intermediate bevel gears 52, 52 rotate around the support shaft 50.
(B) A cylinder 72b in which the driving force of the mission counter shaft 33 is transmitted from the outer peripheral gear 40a of the center gear 40 to the rotating cylinder 72 and engages with the rotating cylinder 72, a linear clutch 81, a plate 76a of the cylinder 76, Power is sequentially transmitted to the cylindrical rotating body 71, the clutch shaft 70, the clutch output gear 78, and the differential case gear 53, and the bevel gear 52 also rotates in the same rotational direction as the differential case gear 53.

  In this way, the differential case gear 53 is rotated from the two systems (A) and (Mouth), so the gear ratio from the two systems (A) and (B) to the differential case gear 53 is set to be a round. . Therefore, when the side clutch 44L or 44R is turned off, the power from the transmission system (b) is transmitted from the differential case gear 53 to the side gears 55L and 55R, the reduction gears 64L and 64R, the counter gears 63aL and 63aR, and the wheel shaft gear 48L. , 48R, the shock is prevented. The turning power transmitted from the third gear 40 c integrated with the center gear 40 to the gear 74 a and the cylindrical rotating body 74 is rotated by the turning clutch 82.

Next, the operation of the gear mechanism when turning left will be described.
By tilting the steering lever 21 to the left, the shifter 47L is operated and the side clutch 44L is turned off, pressure oil is introduced from the oil port 77 by a mechanism (not shown), and the piston 73 and the cylindrical body 76 are shown in FIG. Move to the left of 2. By this movement, the straight traveling clutch 81 is set to “disengaged” and the turning clutch 82 is set to “on”. The rotational force of the center gear 40 and the third gear 40c integrally formed by welding is the corresponding gear 74a provided on the outer periphery of the cylindrical rotating body 74 of the turning clutch 82, the turning clutch 82, the cylindrical body 76, and the cylindrical shape. Via the rotating body 71, the clutch shaft 70, the clutch output gear 78, the differential case gear 53, the side bevel gear 51L, the side gear 55L, the reduction gear 64L of the reduction shaft 63L, the gear 63aL, the wheel shaft gear 48L, and the crawler drive sprocket 16L. The left traveling crawler 3 is driven.

  At this time, the power of the center gear 40 drives the right traveling crawler 3 on the outer side of the turn from the clutch gear 43R through the reduction gear 64R of the reduction shaft 63R, the gear 63aR, the wheel gear 48R, and the crawler drive sprocket 16R.

  The turning clutch 82 can control the multi-plate friction plate to a turning mode in which the oil pressure is set steplessly (continuously). The hydraulic pressure of the friction plate of the turning clutch 82 can be controlled by controlling the tilt angle detected by a potentiometer (not shown) attached to the steering lever 21 provided in the cockpit 20.

  Due to the relationship between the gear ratio of the third gear 40c of the center gear 40 and the gear 74a of the cylindrical rotating body 74, for example, when the turning clutch 82 is completely connected, the rotational speed of the side gear 55L is the side gear 55R on the side clutch 44R side. Is set to be in a rapid turn (spin turn) state, so that it is possible to shift from a gentle turn to a brake turn and a sudden turn.

  That is, when turning left, the side clutch 44R outside the turn is in the “on” state, so that the rotation of the wheel shaft gear 48R is transmitted from the clutch gear 43R at a constant rotation, and the rotation of the clutch gear 43R keeps the side gear 55R constant. It is transmitted by rotation. On the other hand, when the rotational speed of the differential case gear 53 is decelerated as the frictional force of the turning clutch 82 increases, the rotational speed of the side gear 55L decreases in proportion thereto. When the rotation speed of the differential case gear 53 is ½ of the side gear 55R, the side gear 55L becomes zero rotation, the rotation speed from the side gear 55L via the wheel shaft gear 48L becomes zero, and the left traveling crawler 3 is braked. Although it is not, the so-called brake turning, in which the left traveling crawler 3 does not rotate, is performed.

  As the differential case gear 53 further decelerates, the side gear 55L rotates in the reverse direction with respect to the rotation direction of the side gear 55R, and the left traveling crawler 3 rotates in the reverse direction, so-called a sharp turn is performed.

  The reverse rotation speed of the side gear 55L with respect to the rotation speed of the side gear 55R is such that when the gear ratio of the gear 40c and the gear 74a is set to the point X in FIG. It is possible to set up to the reverse rotation speed that can be executed.

  A spin operation tool such as a pedal or a lever is provided to neutralize the straight-traveling clutch 81 and the turning clutch 82 and operate the brake 68. The spin operation tool 21 is turned on to turn the steering lever 21 left and right. If you tilt it, you can make a 1: 1 spin turn.

Further, when the right turn is selected, the side transmission 44R is set to “OFF”, so that the traveling mission device 14 performs an operation completely opposite to the left turn.
The gear transmission 19 having a relatively simple configuration is interposed between the auxiliary transmission 24 and the turning clutch 82 as described above, and the engagement pressure of the friction plate of the turning clutch 82 is adjusted, so that the It is possible to switch to a state in which execution is possible from turning to braking turning and 1/3 or 1: 1 sudden turning.

  In the above transmission, the speed reduction shafts 63L and 63R are provided between the differential gear mechanism support shaft (dep shaft) 50 of the differential gear mechanism 6 and the travel shafts 11L and 11R, respectively. Reduction gears 64L and 64R are provided at the outer positions. In the present embodiment, as shown in FIG. 5, on the center side of the transmission case 12 of the reduction shafts 63 </ b> L and 63 </ b> R, on the inner side of the reduction gears 64 </ b> L and 64 </ b> R. Colors 67L and 67R are provided, respectively.

  Regarding the inner diameter portions of the collars 67L and 67R, assuming that the diameter (A) on the reduction gears 64L and 64R side of the inner diameter portions of the collars 67L and 67R is R1, and the central diameter (B) is R2, R1 <R2. To do. Further, regarding the outer diameter portions of the collars 67L and 67R, assuming that the diameter (C) on the reduction gears 64L and 64R side is R3 and the center side diameter (D) is R4, R3> R4. The end portions of the large diameter portion (C) of the outer diameter portions of the collar outer diameter portions 67L and 67R are accommodated within the axial width of the base portions of the reduction gears 64L and 64R.

  By using the collars 67L and 67R to fix the reduction gears 64L and 64R in the thrust direction, the diameters of the reduction shafts 63L and 63R can be gradually changed, and the stress concentration in the small diameter portions of the reduction shafts 63L and 63R is reduced. The reduction shafts 63L and 63R and the reduction gears 64L and 64R can be reduced in size. As a result, the traveling mission case 12 can also be reduced in size in the up / down and front / rear directions when assembled to the combine 1. Further, by accommodating the large diameter portion (C) of the outer diameter portions of the collars 67L, 67R in the reduction gears 64L, 64R, the gap in the width direction between the differential case gear 53 and the reduction gears 64L, 64R can be configured narrowly, and the transmission case 12 It is also possible to reduce the size in the width direction.

  FIG. 7 shows the vicinity of the cockpit 20 of the combine, the steering lever 21 is erected on the front cab 69, the main transmission lever 23 and the threshing lever 31 are erected on the left side panel 49, and the floor of the foot The plate 66 is provided with a pedal as the cutting and scraping operation tool 5.

  The main transmission lever 23 pivotally supports the mounting bracket 100 by a pivot shaft 87 and is connected to the mounting bracket 100 and the HST 18 by a rod 86 so that the main transmission lever 23 shifts forward and backward when rotated forward and backward. Further, the mounting bracket 100 is connected to a shift restriction plate 92 pivotally supported by a rear shaft 101 constituting the check mechanism 97 by a link 94.

  When the threshing lever 31 is pivotally supported by the pivot shaft 89 and pivots back and forth, the threshing device 10 is intermittently driven, and the threshing restriction plate 103 pivotally supported by the mounting bracket 102 of the threshing lever 31 and the shaft 101 is provided. The links 93 and 95 are connected.

  Further, as shown in FIG. 8, a high speed restricting plate 99 connected to the auxiliary transmission lever 22 by a link 98 is connected to the shaft 101, and the high speed restricting plate 99 will be described later when the auxiliary transmission lever 22 is shifted at high speed. It is made to contact | abut to the pin 105 of the depression control board 91. FIG.

  The cutting and scraping operation tool 5 is used at the time of the pillow trimming operation, and the wire 85 is connected to the brake 68 of the traveling mission device 14, and when it is stepped on, the brake 68 is applied to stop the rotation of the clutch shaft 70. Further, another wire 84 to be connected to the cutting and scraping operation tool 5 is connected to a stepping restriction plate 91 pivotally supported on a shaft 104 provided below the shaft 101. The step-in restricting plate 91 is pulled in a direction opposite to the wire 84 by a spring 99. Further, a pick-up sensor 83 for detecting the stepping of the cutting and picking operation tool 5 is provided, and a buzzer is sounded when the stepping is detected.

  The stepping restriction plate 91 is provided with a pin 105, and the pin 105 can enter the restriction groove 106 of the transmission restriction plate 92 in a state where the main speed change lever 23 is in the neutral position. The main transmission lever 23 has a groove shape that can be rotated back and forth.

Further, the threshing restriction plate 103 is configured to restrict the rotation of the stepping restriction plate 91 by hitting the pin 105 when the threshing lever 31 is in the cut position.
The pin 105, the shift restriction plate 92, the threshing restriction plate 103, and the high speed restriction plate 99 can be stepped on by the cutting and scraping operation tool 5 when the main transmission lever 23 is neutral and the threshing lever 31 is threshing into the auxiliary transmission lever 22. Is in cases other than high speed.

  FIG. 9 shows the configuration of the parking pedal 112 that uses the brake 68 as a parking brake. Next to the parking pedal 112, an unlocking pedal 111 is provided. When the parking pedal 112 is depressed alone, the unlocking pedal 111 holds the depressed position, and when the unlocking pedal 111 is depressed alone, the parking pedal 112 is depressed. Release the state. Since the parking pedal 112 and the unlocking pedal 111 are assembled to the pedal frame 107 integrally formed with the pivot shaft 108 and the brackets 109 and 110 and attached to the lower surface of the floor plate 66, the pedal frame 107 is used for maintenance. Can be removed as a single unit. A parking sensor 113 that detects the depression of the parking pedal 112 is provided. When the parking sensor 113 detects that the vehicle is parked, the left and right side clutches are controlled so as not to be disengaged even when the “cut” operation of the cutting and scraping operation tool 5 is performed, thereby preventing slippage on the slope. . Further, even when the steering lever 21 is tilted left and right during parking, the output to the turning clutch 82 is not performed.

  In the present embodiment, the inner expansion brake 68 is provided on the clutch shaft 70. However, an electromagnetic brake for stopping the rotation of the clutch gears 43L and 43R of the side clutch device 25 is provided so that the cutting and scraping operation tool 5 The same effect as that of the present invention can be expected even in a configuration in which this electromagnetic brake is operated during the “ON” operation.

Combine side view Cross section of commission case Gear speed relationship diagram of differential gear unit Partial enlarged view of clutch shaft Partial enlarged sectional view of the commission case Side view of commission case Expanded side view of cockpit Expanded side view of cockpit Expanded side view of another part of cockpit

Explanation of symbols

3 Traveling device (traveling crawler)
5 Cutting and scraping operation tool 9 Cutting device 18 Hydrostatic continuously variable transmission (HST)
23 Main transmission lever 68 Brake 97 Check mechanism

Claims (2)

The hydrostatic continuously variable transmission (18) that shifts the driving force of the engine and transmits it to the cutting device (9) and the traveling device (3), and the output rotational speed of the hydrostatic continuously variable transmission (18). A main transmission lever (23) for shifting operation, a cutting and scraping operation tool (5) for operating the brake (68) of the traveling device (3), and a brake (68) by the cutting and scraping operation tool (5) A combine comprising a restraining mechanism (97) that restrains the main shifting lever (23) to be operated only at the neutral position of shifting, when entering and turning off. The combine according to claim 1, wherein the combiner is configured to sound a buzzer in a state in which a brake is applied and operated by the cutting and scraping operation tool (5).

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