JP2009208626A - Traveling vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a traveling vehicle having an output control mechanism that joints an operation device for turning to a turning traveling device of simple structure and small size, reduced in parts cost, and man-hours for assembly and adjustment. <P>SOLUTION: In the traveling vehicle including a traveling machine body supported at right and left traveling parts, the turning traveling device that transmits power of an engine mounted on the traveling machine body to the right and left traveling parts, and the operation device for turning that controls turning output of the turning traveling device to the right and left traveling parts, a turning input shaft 122 rotated by the operation device for turning, and a cam body 134 extended in the circumference direction around the turning input shaft 122 are provided. A cam groove 134a extended in the circumference direction is formed in the cam body 134, the cam groove 134a is opened outwardly in the radial direction around the turning input shaft 122. The turning traveling device 54 is operated and controlled by a slider member 166 slidably fitted in the cam groove 134a, and the outer circumference side width of the cam groove 134a is formed larger than the inner circumference side width of the cam groove 134a. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a traveling vehicle such as a combine that harvests cereal grains planted in a field and collects grains, or an agricultural tractor that cultivates the field, and more specifically, left and right traveling units (right and left traveling crawlers or left and right traveling crawlers). , Etc.) for a traveling vehicle that forcibly makes a differential movement of the wheel and the like.

Conventionally, in a combine as a traveling vehicle, an engine is mounted on a traveling machine body supported by a traveling unit such as a left and right crawler, and a straight traveling device that transmits the power of the engine to the left and right traveling units to move straight forward; A turning traveling device is provided that transmits the power of the engine to the left and right traveling units to turn. An example of a combine having such a configuration is disclosed in Patent Document 1 or 2.
JP 2000-177619 A JP 2001-26282 A

  In Patent Document 1 or 2, a turning operation tool that controls turning output of the turning traveling device with respect to the left and right traveling units is provided, and the output control unit of the turning traveling device is mechanically connected to the turning operation tool via an output control mechanism. It is connected. The output control mechanism for controlling the operation of the turning traveling device (or the straight traveling device) uses a rod, an arm, a pivot pin, and the like, and thus has a complicated structure. In addition, since the rod body connected to the turning traveling device (or the straight traveling device) moves around the axis of the turning input shaft, the rod body is elongated in the axial direction of the turning input shaft. Need to form. Therefore, when it is mounted on a traveling vehicle such as a combine, not only a large occupied space is required, but also the parts cost required for the output control mechanism increases, and the assembly man-hours and adjustment man-hours in the production line are also large. There are problems such as.

  An object of the present invention is to make it possible to easily and compactly configure an output control mechanism for connecting a turning operation tool to the turning traveling device, but to reduce the component cost of the output control mechanism and its assembly in the production line. It is an object of the present invention to provide a traveling vehicle that can reduce man-hours or adjustment man-hours.

  In order to achieve the object, a traveling vehicle according to a first aspect of the present invention includes a traveling machine body supported by left and right traveling units, and a turn that transmits power of an engine mounted on the traveling machine body to the left and right traveling units. In a traveling vehicle comprising a traveling device and a turning operation tool that controls a turning output of the turning traveling device with respect to the left and right traveling units, a turning input shaft that is rotated by the turning operation tool, and the turning input shaft A cam body extending in the circumferential direction around the center, forming a cam groove extending in the circumferential direction in the cam body, opening the cam groove outward in a radial direction centered on the turning input shaft, The turning travel device is configured to be controlled by a sliding member that is slidably fitted in the cam groove, and the outer peripheral side width of the cam groove is larger than the inner peripheral side width of the cam groove. Is.

  According to a second aspect of the present invention, in the traveling vehicle according to the first aspect of the present invention, a rolling element that is slidably fitted in the cam groove is rotatably supported on the outer peripheral side of the spherical portion of the slider member. It is comprised so that it may do.

  According to a third aspect of the present invention, in the traveling vehicle according to the first aspect, a rolling element is rotatably fitted on the spherical portion of the sliding member, and the sliding element is inserted into the cam groove via the rolling element. The spherical portion of the member is configured to be pressed.

  According to a fourth aspect of the present invention, in the traveling vehicle according to the first aspect, the vehicle includes a straight traveling device that transmits engine power to the left and right traveling units, and a speed change operation tool for the straight traveling device. Then, the cam body is configured to rotate about a speed change axis perpendicular to the axis of the turning input shaft by operating the speed change operating tool.

  According to the first aspect of the present invention, a traveling machine body supported by the left and right traveling units, a turning traveling device that transmits power of an engine mounted on the traveling machine body to the left and right traveling units, and the left and right traveling units. A turning input shaft that is rotated by the turning operation tool, and that extends in a circumferential direction about the turning input shaft. The cam body is provided with a cam groove extending in the circumferential direction, the cam groove is opened outward in the radial direction around the turning input shaft, and the cam groove is slidable in the cam groove. The turning travel device is configured to be controlled by a sliding member fitted to the cam groove, while the outer peripheral side width of the cam groove is formed larger than the inner peripheral side width of the cam groove. Rotating operation tool on the device Layout dimensions of the output control mechanism such as a cam body and a slot nut member for forming the (layout dimensions in the axial direction of the pivot input shaft) than the conventional can significantly reduce, can constitute the output control mechanism simple and compact. The parts cost of the output control mechanism, the assembly man-hour or the adjustment man-hour in the production line can be reduced. Further, since the outer peripheral side width is formed larger than the inner peripheral side width of the cam groove, for example, like a V pulley groove around which the V belt is wound, the inner peripheral side width and the outer peripheral side width are substantially the same dimension. Compared with the square-groove cam groove structure, the cam body can be easily machined to greatly reduce the backlash between the inner surface of the cam groove and the slider member, and improve the output control performance of the turning device. It can be done.

  According to the second aspect of the present invention, the rolling element that is slidably fitted in the cam groove is rotatably supported on the outer peripheral side of the spherical portion of the slider member. The sliding resistance of the slider member brought into contact with the inner surface side of the cam groove can be reduced by the rotation of the rolling element. For example, even if the reaction force of the output control of the turning traveling device is large, the cam body and the slider member can be operated smoothly, and the operability of the cam body can be improved.

  According to a third aspect of the present invention, a rolling element is rotatably fitted to the spherical portion of the slider member, and the spherical portion of the slider member is pressed against the cam groove via the rolling element. Since it is configured, it is possible to reduce the sliding resistance of the slider member brought into contact with the inner surface side of the cam groove, while greatly reducing the play between the inner surface of the cam groove and the slider member. It can be done.

  According to a fourth aspect of the present invention, there is provided a structure including a straight traveling device that transmits engine power to the left and right traveling units, and a shifting operation tool for the straight traveling device, The cam body is configured to rotate three-dimensionally around the swing input axis and the speed change axis because the cam body is rotated around the speed change axis perpendicular to the axis of the swing input axis by an operation. Thus, the slider member can be operated. The output of the turning traveling device based on the operation amount of the turning operation tool can be controlled by the operation amount of the shifting operation tool, and the output control performance of the turning traveling device can be improved. For example, by operating the shift operation tool to a forward or reverse position other than the neutral position and rotating the cam body around the shift axis, the cam around the turning input axis is operated by the operation of the turning operation tool. By rotating the body, the output of the turning traveling device can be controlled. Even when the turning operation tool is operated when the speed change operation tool is in the neutral position, the output of the turning traveling device can be maintained at zero.

  Hereinafter, an embodiment embodying the present invention will be described based on the drawings (FIGS. 1 to 21) when applied to a combine as a traveling vehicle.

1 to 20 show a first embodiment of the present invention. 1 is a side view of a combine, FIG. 2 is a plan view of the combine, FIG. 3 is a skeleton diagram of a power transmission system, FIG. 4 is a skeleton diagram inside a transmission case, and FIG. 5 is a front explanatory view showing an arrangement mode of a steering box, 6 is an enlarged front view of the main part of FIG. 5, FIG. 7 is an explanatory plan view showing the arrangement of the steering box, FIG. 8 is an enlarged plan view of the main part of FIG. 7, and FIG. 9 schematically shows the mechanical interlocking mechanism. FIG. 10 is a plan view of the steering box, FIG. 11 is a side view taken along line XI-XI in FIG. 10, FIG. 12 is a side sectional view taken along line XII-XII in FIG. 14 is a sectional view taken along the line XIV-XIV of FIGS. 11 and 12, FIG. 15 is a sectional view taken along the line XV-XV of FIGS. 11 and 12, and FIG. 16 is a sectional view taken along the line XVI of FIGS. -XVI side view sectional view, 17 is a side sectional view taken along the line XVII-XVII in FIGS. 10 and 13, FIG. 18 is an enlarged view of main portions of the straight link and the slider member in FIG. 16, and FIG. 19 is an enlarged main portion of the swing link and the slider member in FIG. FIG. 20 and FIG. 20 are enlarged views of essential parts of a circular cam showing a cam groove into which a slider member is fitted.
(1). First, the schematic structure of the combine will be described with reference to FIGS. 1 and 2.

  A combine which is an example of a traveling vehicle includes a traveling machine body 1 supported by a pair of left and right traveling crawlers 2 and 2 as a traveling unit. At the front part of the traveling machine body 1, a reaping device 3 that takes in a planted cereal culm (uncut cereal culm) in the field is harvested by a single-acting hydraulic cylinder 4 so as to be adjustable up and down.

  The traveling machine body 1 is equipped with a threshing device 5 with a feed chain 6 and a grain tank 7 for storing grains after threshing in a side-by-side manner. In this case, the threshing device 5 is disposed on the left side in the traveling direction of the traveling machine body 1, and the Glen tank 7 is disposed on the right side in the traveling direction of the traveling machine body 1. A discharge auger 8 is provided at the rear of the traveling machine body 1 so as to be able to turn. The grain in the Glen tank 7 is carried out from the tip culling port of the discharge auger 8 to, for example, a truck bed or a container.

  In a control unit 9 provided between the reaping device 3 and the Glen tank 7, a steering handle 10 as a turning operation tool for changing a turning direction and a turning speed of the traveling machine body 1 and a control seated by an operator. A seat 11 and the like are arranged. A side column 12 disposed on one side of the control seat 11 has predetermined outputs of the main transmission lever 13 as a linear operation tool for performing a speed change operation of the traveling machine body 1 and the output and rotation speed of a hydraulic continuously variable transmission 50 described later. The auxiliary transmission lever 14 that is set and held in the range, the cutting clutch lever 15 for power cutting operation to the cutting device 3, and the threshing clutch lever 16 for power cutting operation to the threshing device 5 are provided so as to be able to tilt forward and backward. ing.

  The main speed change lever 13 is used to move the traveling machine body 1 forward, stop, reverse, and change its vehicle speed steplessly. The sub-shift lever 14 changes the sub-transmission mechanism 51 in the mission case 18 to be described later according to the working state, and the output and the rotational speed of the straight-travel HST mechanism 53 to be described later are set to a low speed and a high speed 2 across the neutral. This is for setting and maintaining the gear positions. The mowing clutch lever 15 is for power transmission operation to the mowing device 3, and the threshing clutch lever 16 is for power transmission operation to the threshing device 5.

  An engine 17 as a power source is disposed below the control unit 9. A transmission case 18 is disposed in front of the engine 17 for appropriately shifting the power from the engine 17 and transmitting it to the left and right traveling crawlers 2. A diesel engine is employed as the engine 17 of the first embodiment.

  The reaping device 3 includes a clipper-type cutting blade device 19, a culm pulling device 20 for four strips, a culm conveying device 21, and a weeding body 22. The cutting blade device 19 is disposed below the cutting frame 41 (see FIG. 1) that constitutes the framework of the cutting device 3. The grain raising apparatus 20 is disposed above the cutting frame 41. The corn straw transporting device 21 is disposed between the corn straw pulling device 20 and the feed start end of the feed chain 6. The weed body 22 is provided in front of the lower part of the grain raising device 20. The traveling machine body 1 continuously cuts uncut cereal grains in the field by driving the reaping device 3 while driving the left and right traveling crawlers 2 by the engine 17 and moving in the field.

  The threshing device 5 includes a handling cylinder 23 for threshing the harvested cereal, a swing sorting mechanism 24 and a wind sorting mechanism 25 disposed below the handling cylinder 23, and a threshing taken out from the rear part of the handling cylinder 23. A dust-feeding port processing cylinder 26 for reprocessing an object is provided. The handling cylinder 23 is arranged in the handling chamber of the threshing device 5. The swing sorting mechanism 24 is for swinging and sorting the cereals threshed by the handling cylinder 23, and the wind sorting mechanism 25 is for wind sorting the threshing.

  The stock source side of the harvested cereal meal sent from the harvesting device 3 is inherited by the feed chain 6. Then, the tip side of the harvested cereal meal is carried into the threshing device 5 and threshed by the handling cylinder 23. In addition, the rotating shaft 95 (refer FIG. 3) of the handling cylinder 23 is extended along the feed direction (the advancing direction of the traveling body 1) of the harvested cereal meal by the feed chain 6.

  In the lower part of the threshing device 5, there are a first receiving bowl 27 where most of the grains selected from the two sorting mechanisms 24, 25 are collected, a grain with a branch stem, a grain of ears, etc. There is provided a second receiving bowl 28 where second things gather. The two receiving rods 27 and 28 of the first embodiment are horizontally provided above the rear portion of the traveling crawler 2 in a side view in order of the first receiving rod 27 and the second receiving rod 28 from the front side in the traveling direction of the traveling machine body 1. Yes.

  The first thing such as the fine grains collected in the first receiving bowl 27 through the sorting by both sorting mechanisms 24 and 25 is the first conveyor 29 in the first receiving bowl 27 and the cereal in the milling cylinder 31. It is sent to the Glen tank 7 via the conveyor 32 (see FIG. 3).

  Second items such as grain with branch stems are collected in the second receiving rod 28 behind the first receiving rod 27, and from here, the second conveyor 30 in the second receiving rod 28 and the reduction in the reducing cylinder 33 are collected. It is sent to the second processing cylinder 35 via the conveyor 34 (see FIG. 3). And after the second thing is rethreshed in the second treatment cylinder 35, it is returned to the threshing apparatus 5 and reselected. The sawdust is sucked into the dust exhaust fan 36 and discharged out of the machine from a discharge port (not shown) provided in the rear part of the threshing device 5.

A waste chain 37 is disposed on the rear side (feed end side) of the feed chain 6. The waste (granulated soot) inherited from the rear end of the feed chain 6 to the waste chain 37 is discharged to the rear of the traveling machine body 1 in a long state, or the waste cutter located behind the threshing device 5. After being cut to a suitable length at 38, it is discharged to the rear of the traveling machine body 1.
(2). Next, the power transmission system of the combine will be described with reference to FIGS. 3 and 4.

  One of the power from the engine 17 is branched and transmitted in the two directions of the traveling crawler 2 (reaping device 3) and the threshing device 5. Other power from the engine 17 is transmitted to the discharge auger 8. The branching power from the engine 17 toward the traveling crawler 2 is once transmitted to the hydraulic continuously variable transmission 50 of the transmission case 18 via the pulley / belt transmission system and the traveling clutch 89. In this case, the branch power from the engine 17 is appropriately shifted by the hydraulic continuously variable transmission 50 or the like of the mission case 18 and the left and right drive wheels 90 via the drive output shaft 77 projecting left and right outward from the mission case 18. It is configured to output to.

  The transmission case 18 includes the hydraulic continuously variable transmission 50 described above, a sub-transmission mechanism 51 having a plurality of shift stages, and a differential mechanism 52 having a pair of left and right planetary gear mechanisms 68 (see FIG. 4). ). The hydraulic continuously variable transmission 50 includes a rectilinear HST mechanism 53 (straight transmission) composed of a first hydraulic pump 55 and a first hydraulic motor 56, and a turning HST composed of a second hydraulic pump 57 and a second hydraulic motor 58. It is comprised by the mechanism 54 (transmission for rotation).

  The power directed from the output shaft 49 of the engine 17 to the hydraulic continuously variable transmission 50 via the travel clutch 89 is transmitted to the common pump shaft 59 that passes through the first hydraulic pump 55 and the second hydraulic pump 57. In the straight traveling HST mechanism 53, hydraulic oil is appropriately fed from the first hydraulic pump 55 toward the first hydraulic motor 56 with the power transmitted to the common pump shaft 59. Similarly, in the turning HST mechanism 54, hydraulic oil is appropriately sent from the second hydraulic pump 57 toward the second hydraulic motor 58 with the power transmitted to the common pump shaft 59.

  Although not shown in detail, a charge pump for supplying hydraulic oil to the hydraulic pumps 55 and 57 and the hydraulic motors 56 and 58 is attached to the common pump shaft 59. The charge pump can be interlocked with the common pump shaft 59 and is driven by the power of the engine 17.

  The straight-travel HST mechanism 53 changes and adjusts the inclination angle of the rotary swash plate in the first hydraulic pump 55 in accordance with the operation amount of the main transmission lever 13 and the steering handle 10 disposed in the control unit 9. By changing the discharge direction and discharge amount of the hydraulic oil to the hydraulic motor 56, the rotation direction and the rotation speed of the linear motor shaft 60 protruding from the first hydraulic motor 56 are arbitrarily adjusted.

  The rotational power of the linear motor shaft 60 is transmitted from the linear transmission gear mechanism 62 to the sub-transmission mechanism 51, which is a conventionally known gear mechanism, while the transmission case is transmitted via the linear transmission gear mechanism 62 and the one-way clutch 63 described above. It is also transmitted to the cutting PTO shaft 64 projecting from 18. The motive power transmitted to the reaping PTO shaft 64 is applied via a reaping input shaft 43 in a horizontally long reaping input pipe 42 (see FIG. 1) constituting the framework of the reaping device 3 by an operation of engaging a reaping clutch (not shown). It is transmitted to each device 19-21 of the reaping device 3. For this reason, each of the devices 19 to 21 of the reaping device 3 is driven at the vehicle speed synchronization speed.

  The sub-transmission mechanism 51 is a two-stage shift in which the adjustment range of the rotational power (rotation direction and number of rotations) from the linear motor shaft 60 is low or high by the operation of the sub transmission lever 14 disposed in the control unit 9. It is for switching to a stage. Note that a neutral position (a position where the output of the sub-shift is 0 (zero)) exists between the low speed and the high speed of the sub-shift. A parking brake shaft 65 that is a component of the auxiliary transmission mechanism 51 is provided with a parking brake 66 such as a wet multi-disc.

  The rotational power from the auxiliary transmission mechanism 51 is transmitted to the differential mechanism 52 from an auxiliary transmission output gear 67 fixed to the parking brake shaft 65. The differential mechanism 52 includes a pair of planetary gear mechanisms 68 arranged in a symmetrical manner and a relay shaft 69 located between the planetary gear mechanism 68 and the parking brake shaft 65. The auxiliary transmission output gear 67 of the parking brake shaft 65 is engaged with an intermediate gear 70 attached to the relay shaft 69, and the intermediate gear 70 is engaged with a center gear 76 (details will be described later) fixed to the sun gear shaft 75. Yes.

  Each of the left and right planetary gear mechanisms 68 includes one sun gear 71, a plurality of planetary gears 72 that mesh with the outer periphery of the sun gear 71, a ring gear 73 that meshes with the outer periphery of these planetary gears 72, and a plurality of planetary gears 72 on the same radius. And a carrier 74 that is rotatably supported by the shaft. The carriers 74 of the left and right planetary gear mechanisms 68 are arranged so as to oppose each other at an appropriate interval on the same axis. A center gear 76 that meshes with the intermediate gear 70 is fixed to the central portion of the sun gear shaft 75 located between the left and right planetary gear mechanisms 68. Sun gears 71 are fixed to both sides of the sun gear shaft 75 with the center gear 76 interposed therebetween.

  The left and right ring gears 73 having inner teeth on the inner peripheral surface and outer teeth on the outer peripheral surface are arranged concentrically on the sun gear shaft 75 with the inner teeth meshing with the plurality of planetary gears 72. . Each ring gear 73 is rotatably supported by a drive output shaft 77 that protrudes left and right outward from the outer surface of the carrier 74. A drive wheel 90 is attached to the tip of the drive output shaft 77. Accordingly, the rotational power transmitted from the subtransmission mechanism 51 to the left and right planetary gear mechanisms 68 is transmitted from the drive output shaft 77 of each carrier 74 to the left and right drive wheels 90 at the same rotational speed in the same direction, so The crawler 2 is driven.

  In the turning HST mechanism 54, the inclination angle of the rotary swash plate in the second hydraulic pump 57 is changed and adjusted according to the turning operation amount of the steering handle 10, and the hydraulic oil is discharged to the second hydraulic motor 58. By changing the direction and the discharge amount, the rotational direction and the rotational speed of the turning motor shaft 61 protruding from the second hydraulic motor 58 are arbitrarily adjusted.

  In the first embodiment, a steering brake shaft 78 having a steering brake 79, a steering clutch shaft 80 having a steering clutch 81, and a reverse gear 84 are connected to the left ring gear 73 in the transmission case 18. A left input gear mechanism 82 and a right input gear mechanism 83 that always meshes with the external teeth of the right ring gear 73 are provided. The rotational power of the turning motor shaft 68 is transmitted from the turning transmission gear mechanism 85 to the steering clutch shaft 80 via the steering brake shaft 78 and the steering clutch 81. A pair of left and right transmission gears 86 and 87 are fixed to the steering clutch shaft 80, and the rotational power transmitted to the steering clutch shaft 80 is input from the left and right transmission gears 86 and 87 to the corresponding left and right input. It is transmitted to the gear mechanisms 82 and 83.

  When the subtransmission mechanism 51 is neutral, the steering brake 79 is engaged, and the steering clutch 64 is disengaged, power transmission from the second hydraulic motor 58 to the left and right planetary gear mechanisms 68 is blocked. . When the steering brake 79 is turned off and the steering clutch 64 is engaged at the time of sub-shift output other than neutral, the rotational power of the second hydraulic motor 58 is transmitted via the left input gear mechanism 82 and the reverse gear 84. Is transmitted to the left ring gear 73, and is transmitted to the right ring gear 73 via the right input gear mechanism 83. As a result, when the second hydraulic motor 58 is forwardly rotated (reversely rotated), the left ring gear 73 is reversely rotated (forward) and the right ring gear 73 is normally rotated (reversely rotated) at the same number of rotations in the opposite directions. Become.

  As can be seen from the above configuration, the shift output from each of the motor shafts 60 and 61 is transmitted to the drive wheels 90 of the left and right traveling crawlers 2 via the auxiliary transmission mechanism 51 and the differential mechanism 52, respectively. As a result, the vehicle speed (traveling speed) and traveling direction of the traveling machine body 1 are determined.

  That is, when the first hydraulic motor 56 is driven in a state where the second hydraulic motor 58 is stopped and the left and right ring gears 73 are stationary, the rotation output from the linear motor shaft 60 is the same from the center gear 76 to the left and right sun gears 71. The left and right traveling crawlers 2 are driven at the same rotational speed in the same direction via the planetary gears 72 and the carriers 74 of both planetary gear mechanisms 68, and the traveling machine body 1 travels straight.

  Conversely, when the second hydraulic motor 58 is driven while the first hydraulic motor 56 is stopped and the left and right sun gears 71 are stationary, the left planetary gear mechanism 68 is driven by the rotational power from the turning motor shaft 61. The right planetary gear mechanism 68 rotates in the reverse or forward direction. Then, one of the drive wheels 90 of the left and right traveling crawlers 2 rotates forward and the other rotates backward, so that the traveling machine body 1 spin-turns on the spot.

  Further, when the second hydraulic motor 58 is driven while the first hydraulic motor 56 is driven, a difference occurs between the speeds of the left and right traveling crawlers 2, and the traveling machine body 1 moves forward or backward while turning larger than the spin turn turning radius. Will turn left or right. The turning radius at this time is determined according to the speed difference between the left and right traveling crawlers 2.

  Now, as shown in FIG. 3, the branching power toward the threshing device 5 among the power from the engine 17 is transmitted to the threshing input shaft 92 via the threshing clutch 91. A part of the power transmitted to the threshing input shaft 92 is transmitted to the rotating shaft 94 of the dust feeding port processing cylinder 26, the rotating shaft 95 of the handling cylinder 23, and the waste chain 37 via the threshing drive mechanism 93. The

  In addition, from the threshing input shaft 92, through the pulley and the belt transmission system, the Kara fan shaft 96 of the wind sorting mechanism 25, the first conveyor 29 and the cereal conveyor 32, the second conveyor 30 and the reduction conveyor 34, and the second processing. Power is also transmitted to the barrel 35, the swing shaft 97 of the swing selection mechanism 24, the dust discharge shaft 98 of the dust exhaust fan 36, and the waste cutter 38. The branching power via the dust removal shaft 98 is transmitted to the feed chain 6 via the feed chain clutch 99 and the feed chain shaft 100.

  The power from the threshing input shaft 92 can also be transmitted to the reaping input shaft 43 via the pouring clutch 101 that transmits a constant rotational force to the reaping device 3. That is, by directly transmitting the power from the engine 17 to the reaping device 3 without passing through the mission case 18, the reaping device 3 can be forcibly driven at a constant high speed regardless of whether the vehicle speed is fast or slow. It is configured.

The power directed from the engine 17 to the discharge auger 8 is transmitted to the bottom conveyor 104 in the Glen tank 7 and the vertical conveyor 105 in the vertical auger cylinder in the discharge auger 8 through the Glen input gear mechanism 102 and the auger clutch 103 for power transmission. Then, the power is transmitted to the discharge conveyor 107 in the horizontal auger cylinder of the discharge auger 8 through the transfer screw 106.
(3). Structure for Shift Steering Control Next, a structure for shift steering control for adjusting the vehicle speed and traveling direction of the traveling machine body 1 will be described with reference to FIGS. 1, 2, and 5 to 17.

  A vertically long box-like steering column 112 is erected in front of the control seat 11 on the step floor member 111 constituting the bottom surface of the control unit 9. From the upper surface of the steering column 112, a handle shaft 113 that extends in the vertical direction and is rotatably supported at the approximate center inside the steering column 112 protrudes upward. A round steering handle 10 as a turning operation tool is attached to the upper end of the handle shaft 113. The lower end of the handle shaft 113 is connected to an input relay shaft 115 protruding upward from the steering box 120 on the lower surface side of the step floor member 111 via a universal joint 114 (see FIG. 9). By changing the mounting position of the steering handle 10 in the front-rear direction by the bending operation of the universal joint 114, the mounting position of the steering handle 10 is adapted to the physique of the operator.

  The steering box 120 of the first embodiment is detachably attached to a support frame 118 that supports the step floor member 111 of the control unit 9. The steering box 120 disposed on the lower surface side of the step floor member 111 has a sealed structure in which hydraulic oil is enclosed. The steering box 120 incorporates a mechanical interlocking mechanism 121 as an output control mechanism for the main transmission lever 13 and the steering handle 10. An output control unit of the straight traveling HST mechanism 53 or an output control unit of the turning HST mechanism 54 is connected to the main transmission lever 13 or the steering handle 10 via a mechanical interlocking mechanism 121.

The mechanical interlocking mechanism 121 is
1. When the steering handle 10 is rotated to a position other than neutral (turning output from the turning HST mechanism 54) in a state where the main transmission lever 13 is tilted to a position other than neutral (straight-running output from the straight HST mechanism 53). As the turning operation amount of the steering handle 10 increases, the traveling vehicle body 1 turns left or right with a small turning radius, and the vehicle speed of the traveling vehicle body 1 (turning speed when moving forward or backward) decreases as the turning radius decreases. Slow down,
2. Even when the main transmission lever 13 is tilted in either the forward or backward direction, the turning operation direction of the steering handle 10 matches the turning direction of the traveling machine body 1 (the steering handle 10 is turned to the left). If it is turned, the traveling machine body 1 turns to the left, and if the steering handle 10 is turned to the right, the traveling machine body 1 turns to the right)
3. When the main transmission lever 13 is in the neutral position (the straight output from the straight HST mechanism 53 is zero), the steering handle 10 does not function (the turning output of the turning HST mechanism 54 is maintained at zero). ,
In order to execute various operations, the operation force from the main transmission lever 13 and the steering handle 10 is appropriately converted, and the transmission output shaft 136 and the turning output shaft 164 projecting outward from the side surface of the steering box 120 (details) Is configured to be transmitted to a later described).

  As shown in FIGS. 9 to 17, the mechanical interlocking mechanism 121 includes a vertical turning input shaft 122 that is pivotally supported at both ends in a steering box 120. The gear 123 fixed to the upper end of the turning input shaft 122 meshes with the gear 116 fixed to the lower end of the input relay shaft 115 protruding into the steering box 120. The input relay shaft 115 and the turning input shaft 122 are connected to each other through the gears 123 and 116 so that power can be transmitted. Accordingly, the turning operation force of the steering handle 10 is transmitted to the turning input shaft 122 via the input relay shaft 115.

  A slider 125 is slidably fitted on the turning input shaft 122 via a ball-type key 127 or the like. A holder member 126 is fitted to the lower portion of the turning input shaft 122 so as not to rotate and slide. The slider 125 is configured to slide freely along the vertical axis P direction of the turning input shaft 122. The slider 125 is configured to rotate about the vertical axis P together with the turning input shaft 122.

  A winding spring 128 is fitted on a portion of the turning input shaft 122 below the holder member 126. The start end 128 a and the end end 128 b of the winding spring 128 sandwich both the upward convex pin 129 fixed to the steering box 120 and the downward convex pin 130 fixed to the holder member 126. The coil spring 128 is urged by the holder member 126 (steering handle 10) so as to always return from the position rotated left and right to the neutral position (straight traveling position). That is, the turning operation of the steering handle 10 in the left-right direction is performed against the elasticity of the winding spring 128. Then, the turning operation to the original neutral position (straight running position) uses the elastic restoring force of the winding spring 128.

  The rotatable range of the holder member 126 is regulated within the range of the maximum cutting angles θ1 and θ2 from the neutral position to the left and right (for example, θ1 = 67.5 °, θ2 = 67.5 °, FIG. 13 and FIG. 15). From the relationship of the gear ratio of each of the turning gears 116 and 123, the rotatable range of the steering handle 10 is an angle range of about 135 ° to the left and right with the neutral position in between.

  A ring-shaped control body 131 that surrounds the periphery of the turning input shaft 122 in a plan view when viewed from the direction of the longitudinal axis P of the turning input shaft 122 is disposed in the lower portion of the steering box 120. A pair of left and right inward boss portions 132 are provided on a portion of the inner surface of the control body 131 on the horizontal axis S that passes through the rotation center of the turning input shaft 122 in a plan view and is orthogonal to the longitudinal axis P of the turning input shaft 122. Is formed. The left and right inward boss portions 132 are pivotally attached to the holder member 126 by a screw shaft 133. The control body 131 is supported via the holder member 126 so as to be rotatable around the horizontal axis S (screw shaft 133).

  Therefore, the control body 131 is attached via the holder member 126 so as to be rotatable around two axes P and S orthogonal to each other. A circular cam 134 that extends in the circumferential direction around the axis of the turning input shaft 122 is formed on the outer periphery of the control body 131. The circular cam 134 is formed with a cam groove 134a (details will be described later) extending over the entire circumference.

  At the upper part in the steering box 120, a horizontal main transmission lever input shaft 135 is arranged on one of the left and right sides with the turning input shaft 122 in between. On the other side of the steering box 120, a laterally-changing transmission input shaft 136 is disposed. The main transmission lever input shaft 135 and the transmission input shaft 136 extend in parallel with each other in plan view. The main transmission lever input shaft 135 and the transmission input shaft 136 are pivotally supported on the steering box. One end portions of the main transmission lever input shaft 135 and the transmission input shaft 136 protrude outward from the respective side surfaces of the steering box 20.

  As shown in FIGS. 5 to 8, in the first embodiment, the main transmission lever input shaft 135 protrudes from the steering box 120 toward the left and right center side of the traveling machine body 1. A main transmission arm 137 is fixed to the protruding end of the main transmission lever input shaft 135. The main transmission lever 13 on the side column 12 is connected to the main transmission arm 137 via interlocking connection means 138 such as a rod. The main transmission lever input shaft 135 is configured to rotate by tilting the main transmission lever 13 back and forth.

  Further, the transmission output shaft 136 protrudes from the steering box 120 toward the rear side of the traveling machine body 1. The shift output arm 139 is fixed to the protruding end of the shift output shaft 136. The linear movement control shaft 149 is interlocked and connected to the speed change output arm 139 via the linear movement link mechanism 140. The linear link mechanism 140 is configured to perform a speed change operation by the rotation of the speed change output shaft 136. A rectilinear control shaft 149 protrudes from the rectilinear HST mechanism 53 of the mission case 18.

  The rectilinear control shaft 149 is for adjusting the inclination angle (swash plate angle) of the rotary swash plate of the first hydraulic pump 55 in the rectilinear HST mechanism 53. The rectilinear control shaft 149 functions as an adjusting unit that adjusts the shift output of the rectilinear HST mechanism 53. In other words, by adjusting the swash plate angle of the first hydraulic pump 55 by forward / reverse rotation of the linear advance control shaft 149, the rotational speed control or forward / reverse switching of the first hydraulic motor 56 is executed, and the traveling speed (vehicle speed) is increased. Stepless change and forward / reverse switching are performed.

  The straight link mechanism 140 includes a bracket 143 fixed to the upper surface of the transmission case 18, a lateral support shaft 144 pivotally supported by the bracket 143, and a first swing fixed to one end of the lateral support shaft 144. Moving arm 145, relay rod 142 with turnbuckle 141 connecting shift output arm 139 and first swinging arm 145, second swinging arm 146 secured to the other end of lateral support shaft 144, and linear control shaft 149 is provided with a linear operation arm 148 fixed to 149, and a speed change rod 147 that connects the linear operation arm 148 to the second swing arm 146.

  One end of the relay rod 142 is connected to the speed change output arm 139 via a ball joint. The other end of the relay rod 142 is connected to the first swing arm 145 via a ball joint. One end of the transmission rod 147 is connected to the second swing arm 146 via a ball joint. The other end of the transmission rod 147 is pivotally attached to a rectilinear operation arm 148 on the rectilinear control shaft 149 side via a laterally pivoting pin.

  A pair of main transmission fork arms 151 is fixed to a portion of the main transmission lever input shaft 135 in the steering box 120. A ball bearing 152 is provided at the tip of the main transmission fork arm 151. An annular groove 125 a is formed on the outer periphery of the slider 125. The ball bearing 152 is fitted and engaged with the annular groove 125a. Therefore, the slider 125 is configured to slide up and down along the turning input shaft 122 by the rotation of the main shifting lever input shaft 135 (the turning operation of the main shifting lever 13). That is, when the main transmission lever 13 is in the neutral position, the slider 125 is located at a position indicated by a solid line in FIG. 12 (substantially middle point of the vertically slidable range). By rotating the main speed change lever 13 from the neutral position in the front-rear direction, the slider 125 moves up and down.

  Further, the slider 125 and the control body 131 are connected by a swing link 153 having pins 154 at both ends. When the main transmission lever 13 is in the neutral position, the slider 125 does not move up and down. The control body 131 remains in the neutral position in the horizontal position and does not tilt and rotate. When the main transmission lever 13 is rotated forward or backward from the neutral position, the slider 125 moves up and down. As the slider 125 moves up and down, the control body 131 tilts and rotates around the horizontal axis S around the screw shaft 133. The control body 131 tilts and rotates within the range of angles α1 and α2 as appropriate in the vertical direction across the horizontal posture (see FIG. 16).

  An intermediate shaft 155 serving as a rectilinear shaft is extended in parallel with the transmission output shaft 136. Both end sides of the intermediate shaft 155 protrude from the inside and outside of the steering box 120. An intermediate shaft 155 is pivotally supported at a portion of the steering box 120 that is substantially directly below the speed change output shaft 136. As will be described in detail later, the rotation amount of the control body 131 around the horizontal axis S is converted into the control amount of the straight traveling HST mechanism 53 by the intermediate shaft 155.

  A straight link 156 is provided at the inner end of the intermediate shaft 155 so as to freely rotate in the vertical direction. A shift slider member 157 is provided in a portion of the straight link 156 on the orthogonal axis W that passes through the rotation center of the turning input shaft 122 and extends at a right angle to the horizontal axis S in plan view. The shifting slider member 157 is supported by the rectilinear link 156 so as to be rotatable about the orthogonal axis W. The speed change slider member 157 is engaged with the circular cam 134 through a cam groove 134a so as to be slidable in the circumferential direction.

  As shown in FIG. 18, the speed change slider member 157 includes a shaft portion 157 a that is rotatably supported by a straight link 156 by a ball bearing 157 b, and a sphere 157 c that is integrally provided at the tip of the shaft portion 157 a. It is comprised by. The sphere 157c of the speed change slider member 157 is slidably and rotatably inserted into the cam groove 134a of the circular cam 134.

  The straight link 156 is connected to the distal end side of a speed change output link 158 rotatably connected to the speed change output shaft 136 via a connection link 159. When the circular cam 134 is tilted and rotated around the horizontal axis S, the linear link 156 is configured to rotate around the axis of the intermediate shaft 155 via the shifting slider member 157. For this reason, the rectilinear link 156 and the speed change output link 158 rotate up and down in conjunction with the tilt rotation of the control body 131 around the horizontal axis S.

  A base end of the non-decelerating arm 160 is rotatably fitted to the speed change output shaft 136. A long hole 160 a is formed at the tip of the non-decelerating arm 160. A pin 161 is provided at the tip of the main transmission fork arm 151. The pin 161 of the main transmission fork arm 151 is fitted into and engaged with the elongated hole 160a of the non-deceleration arm 160. The non-decelerating arm 160 is configured to rotate in conjunction with the vertical movement of the main transmission fork arm 151 (see FIG. 17).

  Further, a switching member 162 is provided at a portion of the transmission output shaft 136 between the transmission output link 158 and the non-deceleration arm 160. The switching member 162 is supported on the transmission output shaft 136 so as to be slidable in the axial direction thereof. The switching member 162 is manually operated to selectively select either the shift output link 158 or the non-decelerating arm 160. Either the speed change output link 158 or the non-deceleration arm 160 is connected to the speed change output shaft 136 via the switching member 162 so as to integrally rotate.

  As shown in FIG. 14, a pin 163 is provided on the switching member 162. The switching member 162 is slid along the transmission output shaft 136 by the switching operation mechanism 169, whereby the pin 163 of the switching member 162 is engaged with the transmission output link 158 or the non-deceleration arm 160. Select either the turning deceleration state in which the speed change output link 158 is connected to the speed change output shaft 136 via the pin 163 or the turning non-deceleration state in which the non-deceleration arm 160 is connected to the speed change output shaft 136 via the pin 163. It can be switched automatically.

As a result, the center of the traveling machine body 1 (the center between the left and right traveling crawlers 2) is proportional to the turning radius in a harvesting operation where the amount of settlement of the traveling crawler 2 is small on the road or in a dry field, etc. The movement speed of can be reduced. For example, the moving speed of the traveling machine body 1 is automatically reduced in proportion to the turning radius of the traveling machine body 1 becoming smaller. That is, when the vehicle is switched to the turning deceleration state, the moving speed of the traveling crawler 2 inside the turning is reduced in proportion to the turning radius while the moving speed of the traveling crawler 2 outside the turning is maintained at a substantially straight traveling speed. Turns and its course is changed. In this case, the moving speed of the center of the traveling machine body 1 (the center between the left and right traveling crawlers 2) is reduced in proportion to the turning radius. The side slip of the traveling crawler 2 on the headland in the field can be reduced.
On the other hand, in a harvesting operation where the traveling crawler 2 has a large sinking amount in a wet field or the like, the center of the traveling machine body 1 (the center between the left and right traveling crawlers) regardless of the turning radius of the traveling machine body 1 when switching to the turning non-deceleration state. The moving speed is maintained at a substantially straight running speed. For example, as the turning radius of the traveling machine body 1 decreases, the moving speed of the traveling crawler outside the turning is increased in proportion to the turning radius with reference to the straight traveling speed. That is, when switching to the turning non-decelerating state, the traveling speed of the traveling crawler 2 inside the turning is reduced, the propulsive force of the traveling machine body 1 can be secured, and the turning performance in a wet paddy field that easily slips can be improved. When the traveling crawler 2 sinks a large amount, the traveling speed of the traveling machine body 1 is slowed down. Therefore, even if the traveling speed of the traveling crawler outside the turn is significantly increased as compared to when traveling straight, the traveling outside the turn is performed. The crawler's moving speed does not become too fast.

  The switching operation mechanism 159 is configured as described below. That is, as shown in FIGS. 14 and 16, a switching operation shaft 170 extending parallel to the speed change output shaft 136 is supported on the steering box 120 so as to be slidable and rotatable. A switching plate 171 is fixed to the switching operation shaft 170. An annular groove 172 is formed in the switching member 162. A switching plate 171 is fitted in and engaged with the annular groove 172. One end of the switching operation shaft 170 protrudes outside the steering box 120. A handle 173 is provided at the protruding end of the switching operation shaft 170.

  The operator holds the handle 173 and slides the switching operation shaft 170 in the axial direction. From the outside of the steering box 120, the switching operation between the turning deceleration state and the turning non-deceleration state described above can be performed. A ball clutch 174 is provided on the switching operation shaft 170. The switching operation shaft 170 is held by the ball clutch 174 in a turning deceleration state in which the transmission output shaft 136 and the transmission output link 158 are coupled, or in a turning non-deceleration state in which the transmission output shaft 136 and the non-deceleration arm 160 are coupled.

  A turning output shaft 164 as a turning shaft extending in a direction orthogonal to the transmission output shaft 136 is pivotally supported by the steering box 120. A turning output shaft 164 is disposed on a portion of the side surface of the steering box 120 substantially below the speed change output shaft 136. Both end sides of the turning output shaft 164 protrude inside and outside the steering box 120. As will be described in detail later, the turning output shaft 164 is for converting the turning amount of the control body 131 around the vertical axis P into the control amount of the turning HST mechanism 54. The base end of the turning link 165 is fixed to the end of the turning output shaft 164 in the steering box 120. A swinging slider member 166 that engages with the circular cam 134 so as to be slidable in the circumferential direction is provided on a part of the swinging link 165 on the horizontal axis S in plan view.

  As shown in FIG. 19, the turning slider member 166 includes a shaft portion 166 a attached to the turning link 165, a sphere 166 b integrally provided at the tip of the shaft portion 166 a, and a shaft 166 b that is rotatable about the sphere 166 b. It is comprised by the ring body 166c fitted so that it could incline in arbitrary directions with respect to the axis line of the part 166a. The ring body 166c is inserted into the cam groove 134a of the circular cam 134 so as to be slidable and rotatable.

  As shown in FIG. 11, the axis AX1 of the intermediate shaft 155 and the axis AX2 of the turning output shaft 164 are located on substantially the same plane. Further, as shown in FIG. 15, the turning radius r1 of the straight link 156 (the length from the intermediate shaft 155 to the shifting slider member 157) and the turning radius r2 of the turning link 165 (turning from the turning output shaft 164). The length to the slider member 166 for use) is set to substantially the same length (r1≈r2).

  On the other hand, the turning output arm 167 fixed to the outer end of the turning output shaft 164 is linked to the turning control shaft 189. A turning control shaft 189 protrudes from the turning HST mechanism 54 of the mission case 18. The turning control shaft 189 is configured to perform a speed change operation by the rotation of the turning output shaft 164 via the turning link mechanism 180.

  The turning control shaft 189 is for adjusting the inclination angle (swash plate angle) of the rotary swash plate of the second hydraulic pump 57 in the turning HST mechanism 54, and is an adjustment for adjusting the shift output of the turning HST mechanism 54. It functions as a part. That is, by adjusting the swash plate angle of the second hydraulic pump 57 by forward / reverse rotation of the turning control shaft 189, the rotational speed control and forward / reverse switching of the second hydraulic motor 58 are executed, and the traveling machine body 1 is steered. Stepless change of the angle (turning radius) and switching of the left and right turning directions are performed.

  As shown in FIGS. 5 to 8, the turning link mechanism 180 includes a bracket 183 fixed to the upper surface of the transmission case 18, a relay support shaft 184 pivotally supported by the bracket 183, and a relay support shaft. A first arm 185 fixed to one end of 184, a relay rod 182 with a turnbuckle 181 connecting the first arm 185 to the turning output arm 167, a second arm 186 fixed to the other end of the relay support shaft 184, A turning operation arm 188 fixed to the turning control shaft 189 and a turning rod 187 connecting the turning operation arm 188 to the second arm 186 are provided.

  One end of the relay rod 182 is connected to the turning output arm 167 via a ball joint. The other end of the relay rod 182 is connected to the first arm 185 via a ball joint. One end of the swivel rod 187 is connected to the second arm 186 via a ball joint. The other end of the swiveling rod 187 is pivotally attached to a turning operation arm 188 on the turning control shaft 189 side via a laterally attaching pin.

The steering box 120 includes a die cast or cast upper box body 120a and a die cast or cast lower box body on a plane A (see FIG. 11) perpendicular to the longitudinal axis P of the turning input shaft 122. It has a two-part structure with 120a. Both box bodies 120a and 120b are detachably coupled with a plurality of bolts (not shown) with a sealing gasket (not shown) sandwiched therebetween. Inside the steering box 120, hydraulic oil used for various hydraulic devices in the combine (for example, a hydraulic cylinder 4 that moves the reaping device 3 up and down) is stored. The mechanical interlocking mechanism 121 is lubricated with hydraulic oil in the steering box 120. The steering box 120 is provided with an inlet and an outlet (not shown) through which hydraulic oil enters and exits.
(4). Next, the operation of the mechanical interlocking mechanism 121 when the main transmission lever 13 and the steering handle 10 are operated will be described with reference to FIGS.

  When the main transmission lever 13 is in the neutral position, the slider 125 on the turning input shaft 122 does not move up and down, so that the control body 131 is held in the horizontal position at the neutral position and does not tilt and rotate around the horizontal axis S. . In this state, even if the steering handle 10 is turned in either the left or right direction, both the shifting slider member 157 and the turning slider member 166 engaged with the circular cam 134 of the control body 131 are moved up and down. Does not move in the direction. The relay shaft 155 (transmission output shaft 136) and the turning output shaft 164 are maintained in a stopped state. Therefore, both HST mechanisms 53 and 54 (first hydraulic motor 56 and second hydraulic motor 58) do not operate.

  That is, in a state where the main transmission lever 13 is set to the neutral position and the traveling machine body 1 is stopped, even if the steering handle 10 is rotated by an operator's careless contact or the like, both the HST mechanisms 53, 54 does not drive and the traveling body 1 can be reliably maintained in a stop state. Therefore, for example, when performing maintenance work, it is possible to reliably avoid the possibility that the traveling machine body 1 behaves unexpectedly against the operator's intention by simply setting the main transmission lever 13 to the neutral position. Can be secured sufficiently.

  Next, when the main transmission lever 13 is tilted from the neutral position while the steering handle 10 is maintained at the neutral position (straight running position), the slider 125 moves up and down in conjunction with this, The control body 131 rotates forward and backward so as to move up and down around the horizontal axis S (see the two-dot chain line state in FIG. 16). That is, the shifting slider member 157 engaged with the portion on the orthogonal axis W of the circular cam 134 moves up and down from the neutral position by the distance L1 or L2 along the longitudinal axis P of the turning input shaft 122.

  Note that the swinging slider member 166 engaged with the portion on the horizontal axis S of the circular cam 134 does not move up and down by the vertical movement of the slider 125. Further, before the main transmission lever 13 is tilted from the neutral position, the switching operation mechanism 169 is operated to engage the pin 163 of the switching member 162 with the transmission output link 158 so that the transmission output link 158 and the transmission output shaft 136 are engaged. The transmission output link 158 and the transmission output shaft 136 are coupled such that the transmission output link 136 and the transmission output link 136 rotate together.

  As described above, when the shifting slider member 157 is moved by the vertical movement of the slider 125, the vertical movement of the shifting slider member 157 includes the straight link 156, the connecting link 159, the shift output link 158, The signal is transmitted to the straight-ahead control shaft 149 (straight-ahead HST mechanism 53) via the switching member 162, the transmission output shaft 136, the transmission output arm 139, and the straight-ahead link mechanism 140. That is, when the shifting slider member 157 is moved up and down, the swash plate of the first hydraulic pump 55 (the straight traveling HST mechanism 53) is moved from the neutral position by the tilt rotation around the horizontal axis S of the circular cam 134. Shift operation is performed.

  On the other hand, since the turning slider member 166 is engaged with a portion of the control body 131 on the horizontal axis S of the circular cam 134, the circular cam 134 (control body 131) rotates forward and backward around the horizontal axis S. However, unless the steering handle 10 is operated, the turning slider member 166 does not move in the vertical direction. The swash plate (the turning HST mechanism 54) of the second hydraulic pump 57 does not shift from the neutral position. Accordingly, the same rotational speed (same rotational direction) is simultaneously transmitted from the straight traveling HST mechanism 53 to both the left and right traveling crawlers 2, and the traveling machine body 1 travels straight forward or backward.

  The travel speed (vehicle speed) during straight travel is determined by the amount of rotation of the straight travel control shaft 149 in the straight travel HST mechanism 53. The amount of rotation is determined by vertical movement distances L1 and L2 of the shifting slider member 157 (inclination rotation angles α1 and α2 of the circular cam 134 from the neutral position). The tilt rotation angles α1 and α2 of the circular cam 134 are increased or decreased by the tilting operation amount of the main transmission lever 13, so that the traveling machine body 1 is traveling straight ahead in proportion to the operation amount from the neutral position of the main transmission lever 13. The traveling speed of the vehicle can be adjusted.

  Next, when the steering handle 10 is rotated left or right from the neutral position while the main speed change lever 13 is operated to a position other than the neutral position, and the turning input shaft 122 is rotated, the circular cam 134 is rotated. The (control body 131) rotates together with the turning input shaft 122 while being tilted and rotated about the horizontal axis S. Then, the turning slider member 166 engaged with the portion of the circular cam 134 on the horizontal axis S moves up and down by the rotation of the turning input shaft 122. The turning slider member 166 moves up and down through the turning link 165, the turning output shaft 164, the turning output arm 167, and the turning link mechanism 180 to turn the second hydraulic pump 57 (the turning HST mechanism 54). It is transmitted to the control shaft 189. As a result, the swash plate angle of the second hydraulic pump 57 is changed to a position other than the neutral position, and the second hydraulic pump 57 (the turning HST mechanism 54) is shifted.

For this reason, rotations in the opposite directions (the same number of rotations) are simultaneously transmitted from the second hydraulic motor 58 to the left and right traveling crawlers 2 by the shift operation from the neutral position of the second hydraulic motor 58 (the turning HST mechanism 54). Is done. That is, since a speed difference is given between the left and right traveling crawlers 2, the traveling machine body 1 turns in the direction in which the steering handle 10 is operated. The course of the traveling machine body 1 is changed by the operation of the steering handle 10. The shift operation amount from the neutral position of the second hydraulic pump 57 (the turning HST mechanism 54), that is, the turning amount of the turning control shaft 149 is controlled. This is proportional to the rotation operation angle (rotation operation amount) from the neutral position of the direction handle 10. That is, the turning HST mechanism 54 depends on the amount of movement of the turning slider member 166 in the vertical direction as the control body 131 rotates on the turning input shaft 122 in a state where the control body 131 is rotated forward and backward around the horizontal axis S. The shift operation amount is proportional. Therefore, the speed difference between the left and right traveling crawlers 2 due to the shifting operation of the turning HST mechanism 54 increases in proportion to the rotation operation angle (rotation operation amount) from the neutral position of the steering handle 10, and the traveling machine body 1. The turning radius becomes smaller.

  In particular, in the first embodiment, the shift slider member 157 engaged with the circular cam 134 is moved up and down by the tilt rotation around the horizontal axis S of the circular cam 134, which is proportional to the rotation operation amount of the steering handle 10. Then, the rectilinear control shaft 149 is rotated in the opposite direction, and the rectilinear speed (the turning speed of the traveling machine body 1) of the left and right traveling crawlers 2 can be reduced corresponding to the turning radius at that time.

  That is, when the steering handle 10 is turned from the neutral position, the circular cam 134 (the control body 131) is turned by the turning input shaft 122 in a state of being rotated around the horizontal axis S. Then, as the circular cam 134 rotates, the shift slider member 157 that engages with the circular cam 134 moves so as to approach the portion on the horizontal axis S from the portion on the orthogonal axis W of the circular cam 134. . For this reason, the vertical movement distances L1 and L2 of the shifting slider member 157 are smaller than those in the case where the shifting cam member 157 is positioned on the orthogonal axis W of the circular cam 134. That is, the rotation amount of the rectilinear control shaft 149 (the shift operation amount of the rectilinear HST mechanism 53) is reduced. As a result, the straight rotation speed transmitted from the first hydraulic motor 56 to the left and right traveling crawlers 2 is controlled in the deceleration direction, and the traveling speed when the traveling machine body 1 turns is slowed. In this case, the speed at the center between the left and right traveling crawlers 2 becomes slow, and the moving speed of the traveling crawler 2 outside the turn is maintained at a speed approximating the straight traveling speed before deceleration.

  Accordingly, as the amount of rotation of the steering handle 10 increases, the speed difference between the left and right traveling crawlers 2 increases, the turning radius decreases, and the moving speed in the straight traveling direction decreases. Since the traveling speed (vehicle speed) becomes slow, it is possible to reduce the centrifugal force acting on the traveling machine body 1 (operator) outwardly during turning. The side slip of the left and right traveling crawlers 2 can be reduced. In addition, during forward and backward travel, the tilt rotation direction around the horizontal axis S of the control body 131 (circular cam 134) is reversed with respect to the rotational operation of the steering handle 10. In any case, the turning operation direction of the steering handle 10 and the turning direction of the traveling machine body 1 coincide.

  By the way, automatically decelerating the moving speed of the traveling machine body 1 in proportion to the rotation operation angle (rotation operation amount) of the steering handle 10 is a two-travel crawler when the ground is soft like a wet field. There is a risk of increasing the amount of sinking (sinking amount) into the ground. That is, by reducing the turning radius of the traveling machine body 1, the rotational speed of the traveling crawler 2 inside the turning is significantly reduced as compared with the rotational speed of the traveling crawler 2 outside the turning. As such, when the rotational speed of the traveling crawler 2 is significantly reduced, the traveling crawler 2 may sink significantly in a wet field where the ground is soft.

  In such a case, the operation of the switching member 162 by the switching operation mechanism 169 switches the state in which the speed change output link 98 is coupled to the speed change output shaft 136 to the state in which the non-deceleration arm 160 is coupled to the speed change output shaft 136. . When the non-deceleration arm 160 is coupled to the speed change output shaft 136, the moving speed (straight forward moving speed) of the traveling machine body 1 is equal to the set speed of the main speed change lever 13 regardless of the turning angle (steering angle) of the steering handle 10. Maintained. As described above, the traveling speed of the traveling machine body 1 is reduced in proportion to the turning angle (steering angle) of the steering handle 10 as compared with the direction in which the turning radius of the traveling machine body 1 is reduced as compared with the deceleration speed. Even if the steering handle 10 is operated, the amount of deceleration of the traveling crawler 2 inside the turn is small.

  When the non-decelerating arm 160 is coupled to the speed change output shaft 136, the operation of the main speed change lever 13 is performed as it is regardless of the turning operation of the steering handle 10, and the interlocking connecting means 138, the main speed change arm 137, the main speed change lever input shaft. 135, the main transmission fork arm 151, the non-deceleration arm 160, the transmission output shaft 136, the transmission output arm 139, and the linear movement link mechanism 140, and is transmitted to the linear movement control shaft 149 of the linear movement HST mechanism 53. For this reason, the turning operation of the steering handle 10 and the tilting operation of the main transmission lever 13 are not directly related. The traveling speed of the traveling machine body 1 is released from the state where the traveling speed of the traveling machine body 1 is decelerated through the circular cam 134 in conjunction with the steering of the steering handle 10. A traveling speed (vehicle speed) proportional to the tilting operation amount of the main transmission lever 13 is maintained. Therefore, even if the course of the traveling machine body 1 is changed, the amount of deceleration of the traveling crawler 2 inside the turn becomes small, and the rotational speed of the traveling crawler 2 inside the turning can be maintained at a predetermined value or more. As a result, it is possible to make the combine into a wetland specification so as to suppress sinking into the soft ground (sinking of the traveling crawler 2).

  According to the above configuration, the control body 131 (circular cam 134) that can rotate around two axes P and S orthogonal to each other is provided. The control body 131 operates the turning HST mechanism 54 by forward / reverse rotation about the vertical axis P associated with the operation of the steering handle 10, and forward / reverse rotation about the horizontal axis S associated with the operation of the main transmission lever 13. The HST mechanism 53 for straight traveling is operated at. Therefore, “when the steering handle 10 is rotated to a position other than neutral in a state where the main transmission lever 13 is tilted to a position other than neutral, the traveling vehicle body 1 is rotated with a smaller turning radius as the amount of rotation operation increases. The operation of “turn left or right” can be executed by both the forward / reverse rotation around the vertical axis P and the forward / reverse rotation around the horizontal axis S in the control body 131. That is, the control body 131 operates the turning steering function for operating the turning HST mechanism 54 in conjunction with the turning operation of the steering handle 10 and the straight-traveling HST mechanism 53 in conjunction with the tilting operation of the main transmission lever 13. It has both functions of running gear shifting function.

  Therefore, the number of components of the mechanical interlocking mechanism 121 can be reduced as compared with the structure of the operation system using many long rods, arms, pivot pins and the like as in Patent Document 1. It is possible to avoid variations in the operation of the mechanical interlocking mechanism 121 due to precise processing accuracy and assembly accuracy. Adjustment work and the like when assembling the mechanical interlocking mechanism 121 can be simplified as compared with the conventional art. That is, workability such as assembly or maintenance of the mechanical interlocking mechanism 121 can be improved while the mechanical interlocking mechanism 121 can be configured at low cost.

  In the first embodiment, the axis AX2 of the turning output shaft 164 that rotates in conjunction with the turning operation of the steering handle 10 and the intermediate shaft 155 that rotates in conjunction with the tilting operation of the main speed change lever 13 are provided. Since the axis line AX1 is substantially on the same plane, the operation range of the control body 131 (particularly the vertical tilt rotation range around the horizontal axis line S) is limited. Compared to the structure of an operation system that uses many long rods, arms, pivot pins, and the like as in Patent Document 1, the size along the vertical axis P can be significantly shortened in the mechanical interlocking mechanism 121.

  Therefore, the structure of the mechanical interlocking mechanism 121 can be remarkably simplified and reduced in size compared with the case of Patent Document 1, and the entire operation system can be made compact. As a result, it is possible to contribute to space saving around the control unit 9 of the traveling machine body 1.

  Particularly in the first embodiment, the turning radius r1 of the rectilinear link 156 and the turning radius r2 of the turning link 165 are set to substantially the same length (r1≈r2). Can be made even more compact.

  In addition, in the first embodiment, the compact steering box 120 with the built-in mechanical interlocking mechanism 121 is disposed in an excess space below the step floor member 111 that constitutes the bottom surface of the control unit 9. By effectively utilizing the surplus space, the steering column 112 can be reduced in size or eliminated, and a high effect can be achieved for space saving around the control unit 9 of the traveling machine body 1.

  As shown in FIG. 18, a configuration of a shifting slider member 157 in which a sphere 157 c slidably fitted in a cam groove 134 a of a circular cam 134 is rotatably supported by a shaft 157 a on a straight link 156. Can greatly reduce the sliding frictional resistance between the circular cam 134 and the sphere 157c.

  Further, as shown in FIG. 19, a ring body 166c that is slidably fitted in a cam groove 134a of a circular cam 134 is rotatable to a spherical body 166b that is integral with a shaft portion 166a attached to a turning link 165, and the shaft The configuration of the turning slider member 166 that is fitted so as to be freely tiltable in an arbitrary direction with respect to the axis of the portion 166a is the same as described above, and the sliding friction resistance between the circular cam 134 and the sphere 166b. Can be greatly reduced. The sphere 166b is a perfect sphere.

  A first embodiment of the present invention will be described with reference to FIGS. 9, 12, 16, and 18 to 20. FIG. A traveling machine body 1 supported by a traveling crawler 2 as a left and right traveling unit, a turning HST mechanism 54 as a turning traveling apparatus that transmits the power of an engine 17 mounted on the traveling machine body 1 to the left and right traveling crawlers 2, A steering handle 10 is provided as a turning operation tool for controlling the turning output of the turning HST mechanism 54 for the left and right traveling crawlers 2. Further, a turning input shaft 122 rotated by the steering handle 10 and a circular cam 134 as a cam body extending in the circumferential direction around the turning input shaft 122 are provided. A mechanical interlocking mechanism 121 as an output control mechanism is configured by the circular cam 134 and the like. The circular cam 134 is formed with a cam groove 134a extending in the circumferential direction. The cam groove 134a is opened outward in the radiation direction around the turning input shaft 122. The turning HST mechanism 54 is controlled by a turning slider member 166 that is slidably fitted in the cam groove 134a.

  With the above configuration, the arrangement dimension of the mechanical interlocking mechanism 121 as the output control mechanism such as the circular cam 134 and the slider member 166 that connects the steering handle 10 to the turning HST mechanism 54 (in the axial direction of the turning input shaft 122). The arrangement dimension) can be greatly shortened compared to the conventional case, and the mechanical interlocking mechanism 121 can be configured simply and compactly. The parts cost of the mechanical interlocking mechanism 121, the assembly man-hours or adjustment man-hours in the production line can be reduced.

  As shown in FIG. 20, the outer peripheral side width CL2 of the cam groove 134a is formed larger than the inner peripheral side width CL1 of the cam groove 134a. A circular cam 134 is formed in a V pulley shape around which the V belt is wound, and a cam groove 134a is formed in a V pulley groove shape. Further, a spherical body 166b as a spherical portion of the slider member 166 and a ring body 166c as a rolling element that is slidably fitted in the cam groove 134a are provided. The ring body 166c is configured to be rotatably supported on the outer peripheral side of the spherical body 166b.

  That is, since the outer peripheral side width CL2 is formed larger than the inner peripheral side width CL1 of the cam groove 134a like a V pulley groove around which the V belt is wound, the inner peripheral side width and the outer peripheral side width are substantially the same. Compared to the structure of the square groove-shaped cam groove formed in the dimensions, the backlash between the inner surface of the cam groove 134a and the sphere 166b of the slider member 166 can be greatly reduced by the simple processing of the circular cam 134, and for turning The output control performance of the HST mechanism 54 can be improved. In particular, when the slider member 166 is supported at a neutral position that maintains the output of the turning HST mechanism 54 at zero, it is possible to eliminate almost any play between the inner surface of the cam groove 134a and the sphere 166b.

  Further, as described above, the cam groove 134a is opened outward in the radiation direction centering on the turning input shaft 122. A cam groove 134a is formed in a V pulley groove shape. The outer peripheral surface shape of the ring body 166c is formed in a truncated cone shape. That is, the ring body 166c having a frustoconical outer peripheral shape is fitted into the cam groove 134a having a V pulley groove shape from the outer side of the circular cam 134 toward the rotation center (the axis of the turning input shaft 122). . Therefore, when the circular cam 134 rotates around the turning input shaft 122, the radiation around the axis of the turning input shaft 122 and the axis of the ring body 166c are kept in alignment with each other around the sphere 166b. The ring body 166c rotates. In other words, when the circular cam 134 rotates around the turning input shaft 122 due to the fitting of the V-groove-shaped cam groove 134a and the truncated cone-shaped ring body 166c, non-uniform frictional resistance acts on the ring body 166c. However, it is possible to prevent the ring body 166c from rotating in the oblique direction with respect to the rotation direction of the circular cam 134. As a result, the rotation direction of the circular cam 134 and the rotation direction of the ring body 166c can always be matched. Compared with the structure in which the ring bodies 166c cross each other, the ring bodies 166c can always be rotated with a small resistance, and the rotational load of the circular cam 134 can be reduced. Further, compared to the structure in which the ring body 166c crosses obliquely, uneven wear of the ring body 166c can be prevented, and the occurrence of play can be suppressed.

  As shown in FIGS. 19 and 20, a cylindrical sphere support holder 168 is fixed to the swivel link 165 described above. The shaft portion 166a fixed to the sphere 166b is inserted into the holder 168 so as to be freely inserted and removed. A backlash absorbing spring 169 for projecting the shaft portion 166a from the holder 168 is provided. Further, the ring body 166c is rotatably fitted to the spherical body 166b. The outer peripheral surface shape of the ring body 166c is formed in a truncated cone shape. The inclination angle of the outer peripheral surface of the truncated cone-shaped ring body 166c is substantially equal to the inclination angle of the upper surface (lower surface) of the cam groove 134a. The upper surface and the lower surface of the outer periphery of the ring body 166c are brought into contact with the upper surface and the lower surface of the cam groove 134a by a backlash absorbing spring 169 so as to be able to contact and separate. The spherical body 166b is configured to be elastically pressed against the circular cam 134 by a backlash absorbing spring 169 via a ring body 166c.

  While the sliding resistance of the slider member 166 (ring body 166c) to be brought into contact with the cam groove 134a can be reduced by the above configuration, the cam groove 134a surface and the slider member 166 (ring body 166c) can be reduced. The backlash can be greatly reduced. As a result, even in a state in which the steering handle 10 is supported at the straight movement position, that is, in a state in which the slider member 166 is easily moved by mechanical vibration of the engine 17 or the like due to the backlash between the cam groove 134a surface and the ring body 166c, the engine The output of the turning HST mechanism 54 can be kept at zero with respect to 17 mechanical vibrations.

  Further, the structure includes a straight traveling HST mechanism 53 as a straight traveling device that transmits engine power to the left and right traveling units, and a main transmission lever 13 as a shifting operation tool for the straight traveling HST mechanism 53. By operating the main transmission lever 13, a circular cam 134 as a cam body is rotated around a horizontal axis (transmission axis) S orthogonal to the turning axis P of the turning input shaft 122. Therefore, the slider member 166 can be operated by the circular cam 134 that is displaced three-dimensionally around the turning axis P and the horizontal axis (transmission axis) S of the turning input shaft 122. The output of the turning HST mechanism 54 based on the operation amount of the steering handle 10 can be controlled by the operation amount of the main shift lever 13, and the output control performance of the turning HST mechanism 54 can be improved.

  For example, the main shift lever 13 is operated to a forward or reverse position other than the neutral position, and the circular cam 134 is rotated around the transmission axis, so that the operation of the steering handle 10 causes the rotation input shaft 122 to rotate around the rotation axis P. The circular cam 134 can be rotated to control the output of the turning HST mechanism 54. Even when the steering handle 10 is operated when the main transmission lever 13 is in the neutral position, the output of the turning HST mechanism 54 can be maintained at zero.

  A second embodiment of the present invention will be described with reference to FIG. Instead of the cam groove 134a having the upper and lower surfaces inclined to the V pulley groove shape shown in FIG. 21, only one of the upper surface and the lower surface of the cam groove 134a may be inclined as shown in FIG. In this case, since the ring body 166c does not rotate, the shaft portion 166a of the sphere 166b is supported by the swivel link 165 via the ball bearing so as to prevent uneven wear of the sphere 166b, as in the structure shown in FIG. desirable.

It is a side view of the combine in 1st Embodiment. It is a top view of a combine. It is a skeleton figure of a power transmission system. It is a skeleton figure inside a mission case. It is front explanatory drawing which shows the arrangement | positioning aspect of a steering box. It is a principal part enlarged front view of FIG. It is plane explanatory drawing which shows the arrangement | positioning aspect of a steering box. It is a principal part enlarged plan view of FIG. It is explanatory drawing which shows a mechanical interlocking mechanism typically. It is a top view of a steering box. It is a XI-XI view side view of FIG. It is XII-XII view side surface sectional drawing of FIG. FIG. 13 is a plan sectional view taken along line XIII-XIII in FIGS. 11 and 12. It is a XIV-XIV view plane sectional view of Drawing 11 and Drawing 12. FIG. 13 is a plan sectional view taken along line XV-XV in FIGS. 11 and 12. FIG. 13 is a side sectional view taken along line XVI-XVI in FIGS. 11 and 12. FIG. 14 is a side sectional view taken along line XVII-XVII in FIGS. 10 and 13. FIG. 17 is an enlarged view of a main part of the straight link and the slider member of FIG. 16. It is a principal part enlarged view of the turning link and slider member of FIG. It is principal part expansion explanatory drawing which shows the circular cam with which the slider member was fitted to the cam groove. It is principal part expansion explanatory drawing explanatory drawing of the circular cam which shows the cam groove of 2nd Embodiment.

Explanation of symbols

1 traveling machine body 2 traveling crawler (traveling section)
10 Steering handle (turning tool)
13 Main gear shift lever (shift gear)
17 Engine 53 HST mechanism for straight travel (straight travel device)
54 HST mechanism for turning (turning travel device)
121 Mechanical interlocking mechanism (output control mechanism)
122 Rotating input shaft 134 Circular cam (cam body)
134a Cam groove 166 Rotating slider member 166b Sphere 166c Ring body

Claims (4)

A traveling vehicle supported by the left and right traveling units, a turning traveling device that transmits the power of an engine mounted on the traveling vehicle body to the left and right traveling units, and a turning output of the turning traveling device to the left and right traveling units In a traveling vehicle comprising a turning operation tool to be controlled,
A turning input shaft that is rotated by the turning operation tool and a cam body that extends in a circumferential direction around the turning input shaft are provided, a cam groove that extends in the circumferential direction is formed in the cam body, and the turning input is performed. The cam groove is formed outwardly in the radial direction about the shaft, and the swing traveling device is configured to be controlled by a slider member slidably fitted in the cam groove. A traveling vehicle characterized in that an outer peripheral side width of the cam groove is formed larger than an inner peripheral side width of the cam groove.   The traveling vehicle according to claim 1, wherein a rolling element that is slidably fitted in the cam groove is rotatably supported on an outer peripheral side of the spherical portion of the slider member.   The rolling member is rotatably fitted on the spherical portion of the slider member, and the spherical portion of the slider member is pressed against the cam groove via the rolling member. The traveling vehicle described in 1. A straight traveling device that transmits engine power to the left and right traveling units, and a gear shifting operation tool for the straight traveling device, the operation of the gear shifting operation tool to the axis of the turning input shaft The traveling vehicle according to claim 1, wherein the cam body is configured to rotate around an orthogonal transmission axis.

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