JP2010075059A - Reaping harvester - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a reaping harvester which a transmission for a reaping portion is suitably linked to a transmission for travelling, when the transmission for travelling is freely operated at a high speed position for moving travel, a middle speed position for reaping works, and a low speed position for works for reaping severely lodged crops. <P>SOLUTION: There is provided the reaping harvester, wherein a moving travel state wherein the transmission 7M for travelling is operated at a high speed position, a standard reaping state wherein the transmission 7M for travelling is operated at a middle speed position and the transmission 18 for the reaping portion is operated at the slow speed position, and a slow speed reaping state wherein the transmission 7M for travelling is operated at a low speed position and the transmission 18 for the reaping portion is operated at the high speed position are set; and the moving travel state, the standard reaping state, and the slow speed reaping state can be set by manual operation devices 87, 88. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a harvesting and harvesting machine such as a combine.

In a combine which is an example of a harvesting and harvesting machine, as disclosed in Patent Document 1, it is provided with a hydrostatic continuously variable transmission (10 in FIGS. 2 and 4 of Patent Document 1) for traveling, The hydraulic pump (13 in FIG. 2 and FIG. 4 of Patent Document 1) of the type continuously variable transmission is configured to be variable steplessly forward and backward.
In Patent Document 1, a hydraulic motor of a hydrostatic continuously variable transmission (14 in FIGS. 2 and 4 of Patent Document 1) (corresponding to a transmission for traveling) is operated to a high speed position, a medium speed position, and a low speed position. In addition to the hydraulic pump of the hydrostatic continuously variable transmission, the hydraulic motor of the hydrostatic continuously variable transmission can be operated (FIGS. 3 and 4 of Patent Document 1). 33, 34, 35).

In this case, in the hydraulic motor of the hydrostatic continuously variable transmission, the high-speed position is used for traveling on the road or on the eaves, and the medium-speed position is used for cutting operations on the field. In the cutting operation, when the crop reaches a portion where the lodging is intense, the hydraulic motor of the hydrostatic continuously variable transmission is operated to a low speed position.
In this way, when cutting crops that are severely overgrown, by setting the traveling speed of the aircraft to a low speed, the traveling speed of the aircraft is too fast for the operating speed of the cutting section, so that the cutting by the cutting section is not in time The state can be prevented, and the fallen crop can be cut without delaying the cutting part.

Japanese Patent Laying-Open No. 2005-265052 (FIGS. 2, 3, and 4) Japanese Patent Laid-Open No. 11-32557 (FIGS. 2 and 22)

As disclosed in Japanese Patent Application Laid-Open No. 2004-228561, there are models of a harvesting harvester that include a transmission for a harvesting unit. Thus, it has been considered to combine a transmission for a harvesting unit with a harvesting harvester that can set the traveling speed of the airframe to a low speed when harvesting crops that are heavily laid down.
According to the present invention, in the harvesting and harvesting machine, the traveling transmission is configured to be freely operated to a high speed position for moving traveling, a medium speed position for harvesting work, and a low speed position for fall harvesting work for harvesting crops that are severely fallen. In this case, the object is to appropriately link the transmission for the cutting part.

[I]
(Constitution)
The first feature of the present invention resides in the following configuration in a harvesting harvester.
A transmission for traveling, a transmission for a cutting part, and a human operation tool that is artificially operated are provided. The traveling transmission is configured to be freely operated at a high speed position for moving traveling, a medium speed position for harvesting work, and a low speed position for fall harvesting work for harvesting crops that are severely fallen.
A traveling state in which the traveling transmission is operated to the high speed position, a standard cutting state in which the traveling transmission is operated to the medium speed position, and the transmission for the cutting unit is operated to the low speed position; The low-speed cutting state is set in which the first transmission is operated to the low-speed position and the transmission for the cutting unit is operated to the high-speed position.
The artificial operating tool, the traveling transmission and the transmission for the cutting unit are linked so that the moving traveling state, the standard cutting state, and the low-speed cutting state can be set by the human operating tool.

(Function)
According to the first feature of the present invention, when the standard cutting state is set by the manual operation tool in the cutting operation in the field, the traveling transmission is operated to the medium speed position, and the transmission for the cutting unit is moved to the low speed position. The operating speed of the cutting unit is set to an appropriate value with respect to the traveling speed of the aircraft (the traveling speed of the aircraft is set to an appropriate value with respect to the operating speed of the cutting unit).
In this case, by setting the standard cutting state with the human operating tool, the transmission for traveling is operated to the medium speed position, and the transmission for the cutting unit is operated to the low speed position. There is no need to separately perform an artificial operation to the medium speed position and an artificial operation to the low speed position of the transmission for the cutting unit.

According to the first feature of the present invention, when the crop has reached a portion where the fall of the crop is severe in the cutting operation in the field, if the low-speed cutting state is set by the human operating tool, the traveling transmission is operated to the low-speed position, The transmission for the cutting part is operated to the high speed position.
In this case, when the traveling transmission is operated to the low speed position, the state in which the traveling speed of the airframe increases with respect to the operating speed of the cutting unit is suppressed, and the transmission for the cutting unit is operated to the high speed position. This suppresses a state in which the operating speed of the cutting unit becomes slower than the traveling speed of the aircraft, and the operating speed of the cutting unit is set to an appropriate value with respect to the traveling speed of the aircraft (the cutting unit Aircraft travel speed is set to an appropriate value for the operating speed).
By setting the low-speed cutting state with the artificial operating tool, the traveling transmission is operated to the low-speed position, and the transmission for the cutting unit is operated to the high-speed position, so that the traveling transmission is moved to the low-speed position. There is no need to perform the manual operation and the manual operation to the high speed position of the transmission for the cutting unit separately.

  According to the first feature of the present invention, in the traveling traveling on the road or on the road, if the traveling state is set by the human operation tool, the traveling transmission is operated to the high speed position, so that the traveling gear is on the road or on the road. High-speed traveling can be performed.

(The invention's effect)
According to the first feature of the present invention, when the harvesting and harvesting machine includes the transmission for the traveling and the transmission for the harvesting unit, the traveling transmission and the transmission for the harvesting unit are appropriately linked with each other, By configuring the mobile running state, the standard cutting state, and the low-speed cutting state with a human operation tool, it is possible to appropriately cope with the traveling cutting, cutting operation, and lodging harvesting operation that harvests crops that are severely overlaid. As a result, it was possible to improve the workability of the harvesting and harvesting machine.

  According to the first aspect of the present invention, when the standard cutting state is set by the human operating tool, the manual operation to the middle speed position of the traveling transmission and the human operation to the low speed position of the transmission for the cutting unit are performed. There is no need to perform separate operations separately, and when the low speed cutting state is set by the human operating tool, the artificial operation to the low speed position of the traveling transmission and the transmission for the cutting unit The operability of the harvesting and harvesting machine can be improved because it is not necessary to perform the manual operation to the high speed position separately.

[II]
(Constitution)
The second feature of the present invention resides in the following configuration in the harvesting and harvesting machine of the first feature of the present invention.
A reaping clutch capable of transmitting and interrupting power to the reaping section is provided. When the traveling state is set, an operating means for operating the mowing clutch to the disengaged state is provided.

(Function)
According to the second feature of the present invention, the “action” described in the preceding item [I] is provided in the same manner as the first feature of the present invention, and in addition to this, the following “action” is provided.
In general, a harvesting and harvesting machine often travels on the road or in a fence with the harvesting part stopped.
According to the second feature of the present invention, if the moving traveling state is set by the human operation tool, the cutting clutch is operated to the disengaged state and the mowing portion is stopped accordingly. There is no need to perform a separate operation.

(The invention's effect)
According to the second feature of the present invention, the “effect of the invention” described in the preceding item [I] is provided in the same manner as the first feature of the present invention. In addition, the following “effect of the invention” is provided. ing.
According to the second feature of the present invention, when the moving travel state is set by the human operation tool, it is not necessary to separately perform the manual operation to the cutting clutch disengagement state, thereby improving the operability of the harvesting machine. I was able to.

[III]
(Constitution)
The third feature of the present invention resides in the following configuration in the harvesting and harvesting machine of the first or second feature of the present invention.
Checking means for preventing a state in which a low-speed cutting state is set without going through a standard cutting state from a traveling state and preventing a state in which a moving state is set without going through a standard cutting state from a low-speed cutting state. Prepare.

(Function)
According to the third feature of the present invention, the “action” described in the preceding item [I] [II] is provided in the same manner as the first or second feature of the present invention. In addition, the following “action” is provided. It has.
In the preceding item [I], the traveling transmission is operated to the high speed position in the moving traveling state, and the traveling transmission is operated to the low speed position in the low speed cutting state. There is a big difference in the running speed.

  According to the third aspect of the present invention, when the traveling state is set from the low-speed cutting state by the human operating tool, the traveling state cannot be set from the low-speed cutting state without passing through the standard cutting state. The standard cutting state must be set from the state, and then the moving traveling state must be set from the standard cutting state. Similarly, when the low speed cutting state is set from the moving traveling state by the human operation tool, the low speed cutting state cannot be set from the traveling state without going through the standard cutting state, and the standard cutting state is changed from the moving traveling state. After that, the low-speed cutting state must be set from the standard cutting state.

  As described above, when the traveling state is set from the low speed cutting state by the human operating tool, when the low speed cutting state is set from the moving traveling state by the human operating tool, the traveling speed of the intermediate body between the moving traveling state and the low speed cutting state is set. When the traveling state is set from the low-speed cutting state by the human operating tool (when the low-speed cutting state is set from the moving traveling state by the human operating tool) A sudden change in the traveling speed of the aircraft can be suppressed.

(The invention's effect)
According to the third feature of the present invention, the “effect of the invention” described in the preceding paragraphs [I] and [II] is provided in the same manner as the first or second feature of the present invention. The effect of the invention is provided.
According to the third feature of the present invention, when the traveling state is set from the low-speed cutting state by the human operating tool (when the low-speed cutting state is set from the moving traveling state by the human operating tool), the traveling speed of the aircraft is rapidly increased. It became possible to suppress the change, and it was possible to prevent the ride comfort from being deteriorated due to a sudden change in the traveling speed of the aircraft.
According to the third aspect of the present invention, since the operation of the traveling transmission device that causes a sudden change in the traveling speed of the airframe is prevented, it is advantageous also in terms of improving the durability of the traveling transmission device. became.

[1]
As shown in FIG. 1, a cutting unit 2 is supported by a front part of a machine body supported by right and left crawler type traveling devices 1, and a driving unit 3 is provided on the right side of the front part of the machine body. The threshing device 4 is provided on the left side of the rear part of the machine body, and the Glen tank 5 is provided on the right side of the rear part of the machine body to constitute a self-removing combine that is an example of a harvesting and harvesting machine.

  As shown in FIG. 2, an engine 6 is provided on the lower side of the driving unit 3, a mission case 8 is provided in the vicinity of the center of the left and right of the front part of the airframe, and the hydrostatic continuously variable transmission 7 is connected to the mission case 8. It is connected to the upper part of the right side. A tension-type main clutch 9 composed of a transmission belt and a tension pulley is provided across the input shaft 7 a of the hydrostatic continuously variable transmission 7 and the output shaft 6 a of the engine 6.

  As shown in FIG. 2, the output shaft 7b of the hydrostatic continuously variable transmission 7 is inserted into the transmission case 8 and connected to the low-speed gear 10 (transmission shaft 12) by a spline structure. 11 is fixed. A low-speed gear 14 and a high-speed gear 15 are fitted on the output shaft 13 so as to be relatively rotatable, and the low-speed gears 10 and 14 and the high-speed gears 11 and 15 are engaged. The shift member 16 slides on the output shaft 13 by a spline structure. And it is externally fitted so that it can rotate integrally. A tension type cutting clutch 17 composed of a transmission belt and a tension pulley is provided across the output shaft 13 and the input shaft 2a of the cutting unit 2.

  As shown in FIGS. 2 and 7, when the shift member 16 is engaged with the engagement portion 14 a on the side surface of the low speed gear 14 (low speed position), the power of the output shaft 7 b of the hydrostatic continuously variable transmission 7 is reduced to the low speed gear 10. , 14 and the shift member 16 are transmitted to the cutting unit 2 at a low speed. When the shift member 16 is engaged with the occlusal portion 15 a on the side surface of the high speed gear 15 (high speed position), the power of the output shaft 7 b of the hydrostatic continuously variable transmission 7 is increased through the high speed gears 11 and 15 and the shift member 16. It is transmitted to the cutting unit 2 in a state. As described above, the low-speed gears 10 and 14, the high-speed gears 11 and 15, the shift member 16 and the like constitute the cutting transmission 18 that is variable in two levels (equivalent to the transmission for the cutting unit). The cutting transmission 18 is disposed on the lower transmission side of the hydrostatic continuously variable transmission 7.

[2]
Next, the operation structure of the cutting transmission 18 will be described.
As shown in FIGS. 7 and 8, the operation shaft 80 is rotatably supported around the longitudinal axis P <b> 1 by the mission case 8, and the operation arm 80 a fixed to the operation shaft 80 inside the mission case 8 includes the shift member 16. Is engaged. Outside the mission case 8, an operation plate 80b is fixed to the operation shaft 80, and two pins 80c and 80d are fixed to the operation plate 80b.

  As shown in FIGS. 7 and 8, a bracket 81 formed by bending a plate is fixed to the transmission case 8, and the bracket 81 is provided with two receiving portions 81a and 81b, and the bracket 81 has a notch 81c. And the pin 80c of the operation shaft 80 enters the notch 81c. The outer part 82b of the wire 82 is fixed to the receiving part 81a of the bracket 81, the inner part 82a of the wire 82 is connected to the pin 80c of the operating shaft 80, and the inner part 82a of the wire 82 is connected to the operating motor 83 (see FIG. 4). Has been.

  As shown in FIGS. 7 and 8, the operating rod 84 is slidably inserted into the receiving portion 81 b of the bracket 81, and the operating rod 84 is connected to the pin 80 d of the operating shaft 80. A receiving portion 84a is fixed to the end portion of the operating rod 84, and a spring 85 is provided between the receiving portion 81b of the bracket 81 and the receiving portion 84a of the operating rod 84, and the operating rod 84 is shown in FIG. It is urged to the left in FIG. The operation shaft 80 is urged in the clockwise direction in FIG. 8 by the spring 85 and the operation rod 84, and the shift member 16 is urged toward the occlusion side (low speed position) with the occlusion portion 14 a of the low speed gear 14.

  The state shown in FIGS. 7 and 8 is a state in which the inner 82a of the wire 82 is returned by the operation motor 83, and the shift member 16 is engaged with the low speed gear 14 by the spring 85 and the operation rod 84 (low speed). Position). In this state, the pin 80c of the operation shaft 80 is in contact with one end surface of the notch 81c of the bracket 81, and the operation shaft 80 is stopped at the low speed position.

As shown in FIG. 7, one of the occlusal portions 14 a of the low speed gear 14 is configured as an upright surface, and the other is configured as an inclined surface. Thus, in a state where the shift member 16 is engaged with the engagement portion 14a of the low-speed gear 14 (low-speed position), as will be described later, the output side from the output shaft 7b of the hydrostatic continuously variable transmission 7 (hydraulic pump 7P) When the power of F is transmitted, the upright surface of the occlusal portion 14 a of the low speed gear 14 contacts the shift member 16, and the power on the forward side F is transmitted to the cutting unit 2.
As will be described later, when power on the reverse side R is transmitted from the output shaft 7b of the hydrostatic continuously variable transmission 7 (hydraulic pump 7P), the inclined surface of the engagement portion 14a of the low-speed gear 14 contacts the shift member 16. Then, the shift member 16 is separated from the occlusal portion 14 a of the low-speed gear 14 against the spring 85, and the power on the reverse side R is not transmitted to the cutting portion 2. In this manner, a one-way clutch is configured between the shift member 16 and the occlusal portion 14a of the low-speed gear 14 to transmit the power on the forward side F and not the power on the reverse side R.

  As shown in FIGS. 7 and 8, when the inner motor 82 is pulled by the operating motor 83, the operating shaft 80 is operated counterclockwise in FIG. 16 meshes with the occlusal portion 15a of the high speed gear 15 (high speed position). In this state, the pin 80c of the operation shaft 80 contacts the other end surface of the notch 81c of the bracket 81, and the operation shaft 80 stops at the high speed position.

[3]
Next, the structure of the transmission system (transverse system) of the mission case 8 will be described.
As shown in FIG. 2, a transmission gear 19 is externally fitted to the transmission shaft 20 so as to be relatively rotatable, the transmission gear 19 is engaged with the low-speed gear 10, and a shift member 21 is slid onto the transmission shaft 20 by a spline structure. It is externally fitted so that it can rotate integrally. Transmission gears 22 and 23 are fixed to the transmission shaft 20, and a multi-plate friction parking brake 24 is provided at the end of the transmission shaft 20.

  As shown in FIG. 2, the shift member 21 is normally engaged with the transmission gear 19, and the power of the output shaft 7 b of the hydrostatic continuously variable transmission 7 is transmitted through the low-speed gear 10 and the transmission gear 19. 20. At the time of towing the aircraft due to a failure or the like, the right and left traveling devices 1 and the hydrostatic continuously variable transmission 7 can be shut off at the position of the shift member 21 by separating the shift member 21 from the transmission gear 19. Therefore, the airframe can be pulled without receiving the resistance of the hydrostatic continuously variable transmission 7.

  As shown in FIG. 2, the transmission gear 25 is fixed to the transmission shaft 26, and the transmission gears 22 and 25 are engaged. The right and left output gears 27 are fitted on the transmission shaft 26 so as to be relatively rotatable. The right and left output gears 27 are slid onto the transmission shaft 26 by a spline structure. It is externally fitted so that it can rotate integrally. Right and left axles 29 are provided, right and left transmission gears 30 fixed to the right and left axles 29 mesh with the right and left output gears 27, and the ends of the right and left axles 29 The sprocket 1a (refer FIG. 1) of the right and left traveling apparatuses 1 is connected to the part.

  As shown in FIG. 2, a spring 32 is provided between the receiving member 31 fixed to the transmission shaft 26 and the right occlusion portion 28, and a spring 32 is provided between the transmission gear 25 and the left occlusion portion 28. Thus, the right and left occlusion portions 28 are biased by the springs 32 to the occlusion side of the right and left output gears 27. A right oil chamber is formed between the right output gear 27 and the right occlusion portion 28, and a left oil chamber is formed between the left output gear 27 and the left occlusion portion 28. By supplying hydraulic oil to the left oil chamber, the right and left occlusion portions 28 can be separated from the right and left output gears 27 against the spring 32.

  As shown in FIG. 2, an occlusion-type right side clutch 33 is configured between the right output gear 27 and the right occlusion portion 28, and the occlusion is established between the left output gear 27 and the left occlusion portion 28. A left side clutch 33 of the equation is configured. When the right (left) occlusal portion 28 is engaged with the right (left) output gear 27, the right (left) side clutch 33 is in a transmission state, and the right (left) occlusal portion 28 is moved to the right (left). By separating from the output gear 27, the right (left) side clutch 33 is in a disconnected state.

  2, the power of the output shaft 7b of the hydrostatic continuously variable transmission 7 is such that the low speed gear 10, the transmission gear 19, the transmission shaft 20, the transmission gears 22, 25, the transmission shaft 26, The aircraft is transmitted straight to the right and left traveling devices 1 via the left occlusal portion 28, right and left output gears 27, right and left transmission gears 30, and right and left axles 29.

[4]
Next, the structure of the transmission system (turning system) of the mission case 8 will be described.
As shown in FIG. 2, a transmission gear 35 externally fitted to the transmission shaft 34 is engaged with a gear portion on the outer peripheral portion of the right occlusion portion 28, and the transmission shaft 34 and the transmission gear 35 are connected to each other. A slow swing clutch 36 is provided therebetween. The slow swing clutch 36 is configured as a frictional multi-plate type and is energized in a shut-off state, and is operated in a transmission state when hydraulic oil is supplied, and is operated in a shut-off state when the hydraulic oil is discharged.

  As shown in FIG. 2, a swing clutch case 37 is fitted on the transmission shaft 26 so as to be relatively rotatable, and a transmission gear 38 fixed to the transmission shaft 34 and a gear portion on the outer periphery of the swing clutch case 37 are engaged with each other. is doing. The swing clutch case 37 is configured symmetrically, and a right swing clutch 39 is provided between the swing clutch case 37 and the right output gear 27, and between the swing clutch case 37 and the left output gear 27. A left turning clutch 39 is provided. The right and left turning clutches 39 are configured as a friction multi-plate type, and are operated in a transmission state by supplying hydraulic oil. In this case, in the right and left turning clutch 39, the friction plates are arranged so as to be close to each other, and the right and left turning clutch 39 are in a semi-transmission state even when the hydraulic oil is discharged. ing.

  As a result, as shown in FIG. 2, when the slow swing clutch 36 is operated in the transmission state, the power of the transmission shaft 26 causes the right occlusal portion 28, the transmission gear 35, the slow swing clutch 36, the transmission shaft 34, and the transmission gear. The power is transmitted to the turning clutch case 37 as power that is lower in speed than the transmission shaft 26 in the same direction as the transmission shaft 26. When the right or left side clutch 33 is operated in the disconnected state and the right or left side clutch 39 is operated in the transmission state in the transmission state of the slow rotation clutch 36, the transmission shaft 26 is moved in the same direction as the transmission shaft 26. Also, low speed power is transmitted to the right or left output gear 27.

As shown in FIG. 2, a brake 40 is provided on the left side of the transmission shaft 34. The brake 40 is configured as a friction multi-plate type, and is operated in a braking state by supplying hydraulic oil, and is operated in a released state by discharging the hydraulic oil.
As a result, as shown in FIG. 2, when the brake 40 is operated in the braking state, the turning clutch case 37 is in the braking state via the transmission shaft 34 and the transmission gear 38. In the braking state of the brake 40, when the right or left side clutch 33 is operated in the disconnected state and the right or left turning clutch 39 is operated in the transmission state, the right or left output gear 27 is in the braking state.

  As shown in FIG. 2, a transmission gear 41 is externally fitted to the transmission shaft 34 so as to be relatively rotatable, and the transmission gears 23 and 41 are engaged with each other, and the reverse clutch 42 is interposed between the transmission shaft 34 and the transmission gear 41. Is provided. The reverse clutch 42 is configured as a frictional multi-plate type and is energized in a shut-off state, and is operated in a transmission state when hydraulic oil is supplied, and is operated in a shut-off state when the hydraulic oil is discharged.

  As a result, as shown in FIG. 2, when the reverse clutch 42 is operated in the transmission state, the power of the transmission shaft 20 is transmitted via the transmission gears 23 and 41, the reverse clutch 42, the transmission shaft 34 and the transmission gear 38. It is transmitted to the turning clutch case 37 as power in the direction opposite to that of the shaft 26. In the transmission state of the reverse clutch 42, when the right or left side clutch 33 is operated in the disconnected state and the right or left turning clutch 39 is operated in the transmission state, the power in the direction opposite to that of the transmission shaft 26 is right or left. To the output gear 27.

[5]
Next, the hydraulic circuit structure of the hydrostatic continuously variable transmission 7 will be described.
As shown in FIG. 5, the hydrostatic continuously variable transmission 7 includes a hydraulic pump 7P and a hydraulic motor 7M (corresponding to a transmission for traveling), and the hydraulic pump 7P and the hydraulic motor 7M are connected by a pair of oil passages 7c. Configured. The hydraulic pump 7P of the hydrostatic continuously variable transmission 7 is configured to be continuously variable to the neutral position N, the forward side F, and the reverse side R, and a speed change lever 43 provided in the operating unit 3 (see FIG. 4). And the swash plate of the hydraulic pump 7P of the hydrostatic continuously variable transmission 7 are mechanically linked via a linkage link 86, and the shift lever 43 causes the hydraulic pump 7P of the hydrostatic continuously variable transmission 7 to By operating the swash plate, the hydraulic pump 7P of the hydrostatic continuously variable transmission 7 is operated to the neutral position N, the forward side F, and the reverse side R.

  As shown in FIG. 5, a charge pump 44 is connected to the input shaft 7a of the hydrostatic continuously variable transmission 7, and the charge pump 44 is driven by the input shaft 7a of the hydrostatic continuously variable transmission 7. The charge oil path 45 extending from the charge pump 44 is connected to the oil path 7 c of the hydrostatic continuously variable transmission 7, and the charge oil path 45 is provided with a filter 49. A supply oil passage 47 is connected across an oil tank 46 and a charge pump 44 provided separately from the mission case 8, and a filter 48 is provided in the supply oil passage 47.

  As shown in FIG. 5, the hydraulic motor 7M of the hydrostatic continuously variable transmission 7 includes a high speed position for moving traveling, a medium speed position for cutting work, and a low speed position for falling harvesting work that harvests crops that are severely fallen. It is configured to be freely variable. An operation cylinder 56 for operating the swash plate of the hydraulic motor 7M of the hydrostatic continuously variable transmission 7 is provided. An oil passage 57 is branched from the charge oil passage 45, and the hydraulic oil in the oil passage 57 is supplied and discharged. A control valve 58 for operating the operation cylinder 56 is provided.

  As shown in FIG. 5, a relief valve 50 is connected to the charge oil passage 45, and the relief valve 50 is connected to a case 51 that houses the hydrostatic continuously variable transmission 7. An oil passage 52 is connected across the case 51 and the oil tank 46, and an oil cooler 53 is provided in the oil passage 52. An oil passage 54 is connected across a portion between the charge pump 44 and the filter 48 in the supply oil passage 47 and a portion between the case 51 and the oil cooler 53 in the oil passage 52, and opens and closes to the oil passage 54. A valve 55 is provided. The on-off valve 55 is biased to the closed position, and is configured as a pilot type that opens when the pressure in the oil passage 52 reaches a predetermined low pressure.

  With the above structure, the hydraulic oil in the oil tank 46 is supplied to the oil passage 7c of the hydrostatic continuously variable transmission 7 through the filter 48, the supply oil passage 47, the charge pump 44, and the charge oil passage 45, and charged. The hydraulic oil in the oil passage 45 is supplied to and discharged from the operation cylinder 56 via the oil passage 57 and the control valve 58, and excess hydraulic oil is discharged to the case 51 via the relief valve 50. The hydraulic oil from each part of the hydrostatic continuously variable transmission 7 and the hydraulic oil of the control valve 58 are discharged to the case 51, and the hydraulic oil in the case 51 passes through the oil passage 52 and the oil cooler 53 to be an oil tank. Return to 46.

  In this case, as shown in FIG. 5, when the pressure (back pressure) of the oil passage 52 increases due to the flow resistance of the oil cooler 53 and exceeds a predetermined low pressure, the on-off valve 55 is operated to the open position, and the oil passage The hydraulic oil 52 is supplied to the supply oil passage 47, and an increase in pressure in the oil passage 52 and the oil cooler 53 is suppressed.

[6]
Next, operations of the hydraulic motor 7M, the cutting clutch 17 and the cutting transmission 18 of the hydrostatic continuously variable transmission 7 will be described.
As shown in FIG. 4, the grip 43 a at the top of the shift lever 43 is provided with a travel shift switch 87 (corresponding to a human operation tool) below the lateral surface of the grip 43 a of the shift lever 43. A cutting shift switch 88 (corresponding to an artificial operation tool) is provided on the upper portion of the rear surface portion of the grip portion 43 a of the lever 43. The travel shift switch 87 and the cutting shift switch 88 are configured as a push button type and are urged toward the return side (projecting side), and operation signals of the travel shift switch 87 and the cutting shift switch 88 are input to the control device 79. .

  As shown in FIG. 4, the operating motor 83 and the cutting clutch 17 are mechanically linked, and the cutting clutch 17 and the cutting transmission 18 are operated by one operating motor 83. Thus, the operating motor 83 operates the cutting clutch 17 in the disconnected state and the cutting transmission 18 is operated to the low speed position, and the cutting clutch 17 is operated to the transmission state and the cutting transmission 18 is operated to the low speed position. In this state, three states appear, in which the cutting clutch 17 is operated to the transmission state and the cutting transmission 18 is operated to the high speed position.

As shown in FIG. 6, a moving travel state, a standard cutting state, and a low speed cutting state are set. In the traveling state, the standard cutting state, and the low speed cutting state, the control device 58 operates the control valve 58 (operation cylinder 56). The motor 83 is operated as follows.
In the traveling state, the hydraulic motor 7M of the hydrostatic continuously variable transmission 7 is operated to the high speed position for traveling, the cutting clutch 17 is operated to the disengaged state, and the cutting transmission 18 is operated to the low speed position. (When the traveling state is set, it corresponds to an operating means for operating the mowing clutch to the disengaged state).
In the standard cutting state, the hydraulic motor 7M of the hydrostatic continuously variable transmission 7 is operated to the middle speed position for the cutting operation, the cutting clutch 17 is operated to the transmission state, and the cutting transmission 18 is operated to the low speed position. State.
In the low-speed cutting state, the hydraulic motor 7M of the hydrostatic continuously variable transmission 7 is operated to the low-speed position for the harvesting cutting operation that cuts the crops that are severely falling, the cutting clutch 17 is operated to the transmission state, and the cutting transmission 18 is operated. It is in a state of being operated at a high speed position.

Based on the pressing operation of the travel shift switch 87 and the cutting shift switch 88, the control device 58 operates the control valve 58 (operation cylinder 56) and the operation motor 83 as follows.
As shown in FIG. 6, when the travel shift switch 87 is pressed in the state where the travel state is set, the standard cut state is set. In the state where the standard cut state is set, the travel shift switch 87 is When pushed, the traveling state is set. Thus, every time the travel shift switch 87 is pushed, the traveling state and the standard cutting state are alternately set.

  In this case, as shown in FIG. 6, even when the cutting shift switch 88 is pushed in a state where the traveling state is set, the pushing operation is ignored and the traveling state is maintained. When the cutting gear shift switch 88 is pushed in the state where the standard cutting state is set by pressing the traveling shift switch 87, the low speed cutting state is set (from the traveling state to the standard cutting state). Equivalent to checking means to prevent the state of setting the low-speed cutting state without).

  As shown in FIG. 6, when the cutting shift switch 88 is pushed in the state where the standard cutting state is set, the low-speed cutting state is set. When the cutting shift switch 88 is pushed in the state where the low-speed cutting state is set, the standard cutting state is set. Thus, every time the cutting shift switch 88 is pushed, the standard cutting state and the low-speed cutting state are alternately set.

  In this case, as shown in FIG. 6, even when the travel shift switch 87 is pushed in the state where the low-speed cutting state is set, this pushing operation is ignored and the low-speed cutting state is maintained. When the travel shift switch 87 is pushed in a state where the standard cut state is set by pressing the cut shift switch 88, the moving travel state is set (from the low speed cut state to the standard cut state). This corresponds to a restraining means that prevents the state of setting the traveling state without moving).

[7]
Next, a hydraulic unit 59 that supplies and discharges hydraulic oil to and from the right and left side clutches 33 (the right and left occlusal portions 28), the right and left turning clutch 39, the slow turning clutch 36, the brake 40, and the reverse rotation clutch 42. Will be described.
As shown in FIGS. 2 and 3, the hydraulic unit 59 is connected to the lower part of the left side portion of the mission case 8. The hydraulic pump 60 is connected to the input shaft 7 a of the hydrostatic continuously variable transmission 7, and the hydraulic pump 60 is driven by the input shaft 7 a of the hydrostatic continuously variable transmission 7. An oil passage 61 extending from the oil pressure unit 59 is connected to the hydraulic unit 59.

  As shown in FIG. 3, a supply oil passage 62 is connected across the transmission case 8 and the hydraulic pump 60, and an oil cooler 63 is provided in the supply oil passage 62. A filter 64 is provided in a portion between the oil cooler 63. A bypass oil passage 65 is connected across a portion of the supply oil passage 62 on the mission case 8 side and a portion of the supply oil passage 62 between the oil cooler 63 and the filter 64. The resistance is smaller than the flow path resistance of the oil cooler 63.

  As a result, as shown in FIG. 3, the lubricating oil stored in the transmission case 8 is divided into the oil cooler 63 and the bypass oil passage 65 as hydraulic oil, and merges and passes through the filter 64 to pass through the hydraulic pump 60. To be supplied. The hydraulic oil of the hydraulic pump 60 is supplied to the hydraulic unit 59 via the oil passage 61, and the hydraulic oil discharged from each part of the hydraulic unit 59 is returned to the transmission case 8 as will be described later.

  As shown in FIG. 3, inside the hydraulic unit 59, there are a right turn control valve 67, a left turn control valve 68, a first relief valve 69, an unload valve 70, a second relief valve 76, a proportional control valve 71, and a turn switching. A control valve 72 and pilot operation valves 73 and 74 are provided. An oil passage 61 of the hydraulic pump 60 is connected to the hydraulic unit 59, and right and left turning control valves 67 and 68, a first relief valve 69, and an unload valve 70 are connected in parallel to the oil passage 66 connected to the oil passage 61. It is connected.

  As shown in FIG. 3, the right turn control valve 67 is connected to the right side clutch 33 (right occlusion portion 28) and the right turn clutch 39, and the left turn control valve 68 is connected to the left side clutch 33 ( It is connected to the left occlusal portion 28) and the left turning clutch 39. The right and left turning control valves 67 and 68 are configured to be electromagnetically operated to supply positions 67a and 68a and discharge positions 67b and 68b, and are biased to the discharge positions 67b and 68b. The unload valve 70 is configured to be electromagnetically operated so as to be freely operated at the shut-off position 70a and the discharge position 70b, and is biased to the shut-off position 70a.

  As shown in FIG. 3, the second relief valve 76 is connected to the oil passage 75 branched from the right and left side clutches 33 (the right and left occlusal portions 28), and the proportional control valve 71 and the swing are connected to the oil passage 75. The switching control valve 72 is connected in series, and the turning switching control valve 72 is connected to the slow turning clutch 36, the brake 40 and the reverse rotation clutch 42. The proportional control valve 71 is configured as an electromagnetic operation type, and can control the pressure of hydraulic oil. The turning switching control valve 72 is configured in a pilot-operated manner that can be operated to a slow turning position 72a, a trust turning position 72b, and a super turning position 72c, and is biased to the slow turning position 72a. In this case, the relief pressure of the first relief valve 69 is set to a relatively high value, and the relief pressure of the second relief valve 76 is set to a relatively low value.

As shown in FIG. 3, the pilot operation valve 73 is configured so that the pilot hydraulic oil branched from the oil passage 75 is supplied to the turning switching control valve 72 and operated to the pivot turning position 72 b. The pilot operation valve 74 is configured to supply the pilot hydraulic oil thus supplied to the turning switching control valve 72 and to operate it to the super turning position 72c. A drain oil passage (not shown) is formed on the connection surface (mating surface) between the hydraulic unit 59 and the transmission case 8, and includes a right turn control valve 67, a left turn control valve 68, a first relief valve 69, The hydraulic oil of the unload valve 70, the second relief valve 76, the proportional control valve 71, the turning switching control valve 72, and the pilot operation valves 73 and 74 is returned to the mission case 8 through the drain oil passage.
The right and left turn control valves 67 and 68, the unload valve 70, the proportional control valve 71, and the pilot operation valves 73 and 74 are controlled by a control device as described in [8] [9] [10] [11] described later. 79 is operated.

[8]
Next, a straight traveling state by the steering lever 77 will be described.
As shown in FIGS. 1 and 4, a steering lever 77 that can be operated to the right and left is provided in the operating unit 3, and the operation position of the steering lever 77 is input to the control device 79. Is configured to be freely operated at a straight traveling position N, right and left first turning positions R1, L1, and right and left second turning positions R2, L2. A turning mode switch 78 is provided in the operation unit 3, and an operation position of the turning mode switch 78 is input to the control device 79, and the turning mode switch 78 sets a slow turning position, a trust turning position, and a super trust turning position. I have.

  As shown in FIGS. 2, 3, and 4, regardless of the operation position of the turning mode switch 78, when the steering lever 77 is operated to the straight traveling position N, the right and left turning control valves 67, 68 are moved to the discharge positions 67b, The unload valve 70 is operated to the discharge position 70b. As a result, the hydraulic oil is discharged from the right and left side clutch 33 (right and left occlusion portion 28) and the right and left turning clutch 39, and the right and left side clutch 33 (right and left occlusion portion 28). Is operated in the transmission state, and the right and left turning clutch 39 are operated in the half transmission state. The proportional control valve 71 operates the slow turn and reverse clutches 36 and 42 to the disconnected state, and the brake 40 to the released state.

  As shown in FIG. 2 and the previous item [3], the power of the output shaft 7b of the hydrostatic continuously variable transmission 7 is such that the low speed gear 10, the transmission gear 19, the transmission shaft 20, the transmission gears 22 and 25, and the transmission shaft 26. The right and left occlusal portions 28, the right and left output gears 27, the right and left transmission gears 30, and the right and left axles 29 are transmitted to the right and left traveling devices 1 so that the aircraft moves straight. To do.

[9]
Next, the slow turning state by the steering lever 77 will be described.
As shown in FIGS. 2, 3, and 4, when the turning mode switch 78 is operated to the slow turning position, the turning switching control valve 72 is operated to the slow turning position 72 a by the pilot operation valves 73 and 74. Accordingly, when the steering lever 77 is operated to the right first turning position R1, the right turning control valve 67 is operated to the supply position 67a, the unload valve 70 is operated to the cutoff position 70a, and the right side The hydraulic oil is supplied to the clutch 33 (right occlusion portion 28) and the right turning clutch 39, the right side clutch 33 (right occlusion portion 28) is operated to be disconnected, and the right turning clutch 39 is in a transmission state. To be operated.

  As shown in FIG. 2, since the left swing clutch 39 is in a semi-transmission state, the power of the left side clutch 33 (the left occlusion portion 28) is transferred from the left output gear 27 and the left swing clutch 39 to the right. Is transmitted to the right output gear 27 through the turning clutch 39, and the power slightly lower than the transmission shaft 26 in the same direction as the transmission shaft 26 is transmitted to the right output gear 27. As a result, the aircraft gently turns to the right.

  As shown in FIGS. 2, 3, and 4, when the steering lever 77 is operated to the first right turning position R1, the right turning control valve 67 is operated to the supply position 67a as described above, and the unload valve 70 is moved. Simultaneously with the operation to the shut-off position 70a, hydraulic oil begins to be supplied to the slow swing clutch 36 via the proportional control valve 71 and the swing switching control valve 72 (slow swing position 72a), and the steering lever 77 is The proportional control valve 71 increases the operating pressure of the slow turning clutch 36 as the right first turning position R1 is operated to the right second turning position R2.

  As shown in FIGS. 2, 3, and 4, as the operating pressure of the slow swing clutch 36 is increased by the proportional control valve 71 based on the operation position of the steering lever 77, the power of the transmission shaft 26 is changed to the right. And the transmission shaft 26 in the same direction as the transmission shaft 26 via the occlusal portion 28, the transmission gear 35, the slow turning clutch 36, the transmission shaft 34, the transmission gear 38, the turning clutch case 37 and the right turning clutch 39. It is transmitted to the right output gear 27 as power.

  In this case, as shown in FIG. 2, the power from the left side clutch 33 (the left occlusal portion 28) and the power from the slow turning clutch 36 are simultaneously transmitted to the right output gear 27. In the range where the operating pressure of the slow swing clutch 36 is low, the power from the left side clutch 33 (left occlusion portion 28) overcomes the power from the slow swing clutch 36, and the left side clutch 33 (left occlusion) The right output gear 27 is driven by the power from the section 28). As a result, the airframe gradually turns to the right when the operating pressure of the slow swing clutch 36 is low.

  Next, when the operating position of the steering lever 77 approaches the right second turning position R2 and the operating pressure of the slow turning clutch 36 becomes high, the power from the slow turning clutch 36 is changed to the left side as shown in FIG. Overcoming the power from the clutch 33 (the left occlusal portion 28), the right output gear 27 is driven by the power from the slow turning clutch 36. In this state, the right output gear 27 is driven by the power from the slow turning clutch 36, rather than the right output gear 27 being driven by the power from the left side clutch 33 (the left occlusal portion 28). However, the right output gear 27 is driven at a low speed, and the aircraft turns slowly to the right.

  As shown in FIGS. 2, 3, and 4, when the steering lever 77 is operated to the first left turning position L1, the left turning control valve 68 is operated to the supply position 68a, and the unload valve 70 is turned to the shut-off position 70a. And hydraulic oil is supplied to the left side clutch 33 (left occlusal portion 28) and the left turning clutch 39, and the left side clutch 33 (left occlusion portion 28) is operated to be disconnected, and left Is turned to the transmission state. At the same time, the same operation as described above is performed, and the aircraft gradually turns to the left. When the steering lever 77 is operated from the left first turning position L1 to the left second turning position L2, the same operation as described above is performed, and the aircraft turns slowly to the left.

[10]
Next, the belief turning state by the steering lever 77 will be described.
As shown in FIGS. 2, 3, and 4, when the turning mode switch 78 is operated to the belief turning position, the turning switch control valve 72 is operated to the belief turning position 72 b by the pilot operation valves 73 and 74.
Accordingly, when the steering lever 77 is operated to the right first turning position R1, the right turning control valve 67 is operated to the supply position 67a, the unload valve 70 is operated to the cutoff position 70a, and the right side The hydraulic oil is supplied to the clutch 33 (right occlusion portion 28) and the right turning clutch 39, the right side clutch 33 (right occlusion portion 28) is operated to be disconnected, and the right turning clutch 39 is in a transmission state. To be operated. In this case, since the left turning clutch 39 is in a semi-transmission state, the aircraft gently turns to the right as described in [9] above.

  As shown in FIGS. 2, 3, and 4, when the steering lever 77 is operated to the first right turning position R1, the right turning control valve 67 is operated to the supply position 67a as described above, and the unload valve 70 is moved. Simultaneously with the operation to the shut-off position 70a, hydraulic oil begins to be supplied to the brake 40 via the proportional control valve 71 and the turn switching control valve 72 (the pivot turn position 72b), and the steering lever 77 is moved to the right. The proportional control valve 71 increases the operating pressure of the brake 40 as the first turning position R1 is operated to the right second turning position R2.

  As shown in FIGS. 2, 3, and 4, as the operating pressure of the brake 40 is increased by the proportional control valve 71 based on the operation position of the steering lever 77, the transmission shaft 34, the transmission gear 38, the turning A braking force is applied to the right output gear 27 via the clutch case 37 and the right turning clutch 39.

  In this case, as shown in FIG. 2, the power from the left side clutch 33 (the left occlusal portion 28) and the braking force of the brake 40 are simultaneously transmitted to the right output gear 27. In a range where the operating pressure of the brake 40 is low, the power from the left side clutch 33 (the left occlusion portion 28) overcomes the braking force of the brake 40 and the force from the left side clutch 33 (the left occlusion portion 28) The right output gear 27 is driven by the power. As a result, when the operating pressure of the brake 40 is in a low pressure range, the aircraft gradually turns to the right.

  Next, when the operating position of the steering lever 77 approaches the right second turning position R2 and the operating pressure of the brake 40 becomes high, the braking force of the brake 40 is applied to the left side clutch 33 (left The power output from the occlusal portion 28) is overcome, the braking force of the brake 40 causes the right output gear 27 to enter the braking state, and the aircraft turns right.

  As shown in FIGS. 2, 3, and 4, when the steering lever 77 is operated to the first left turning position L1, the left turning control valve 68 is operated to the supply position 68a, and the unload valve 70 is turned to the shut-off position 70a. And hydraulic oil is supplied to the left side clutch 33 (left occlusal portion 28) and the left turning clutch 39, and the left side clutch 33 (left occlusion portion 28) is operated to be disconnected, and left Is turned to the transmission state. At the same time, the same operation as described above is performed, and the aircraft gradually turns to the left. When the steering lever 77 is operated from the left first turning position L1 to the left second turning position L2, the same operation as described above is performed, and the aircraft turns to the left.

[11]
Next, the super turning state by the steering lever 77 will be described.
As shown in FIGS. 2, 3, and 4, when the turning mode switch 78 is operated to the super turning position, the turning control valve 72 is operated to the super turning position 72c by the pilot operation valves 73 and 74.
Accordingly, when the steering lever 77 is operated to the right first turning position R1, the right turning control valve 67 is operated to the supply position 67a, the unload valve 70 is operated to the cutoff position 70a, and the right side The hydraulic oil is supplied to the clutch 33 (right occlusion portion 28) and the right turning clutch 39, the right side clutch 33 (right occlusion portion 28) is operated to be disconnected, and the right turning clutch 39 is in a transmission state. To be operated. In this case, since the left turning clutch 39 is in a semi-transmission state, the aircraft gently turns to the right as described in [9] above.

  As shown in FIGS. 2, 3, and 4, when the steering lever 77 is operated to the first right turning position R1, the right turning control valve 67 is operated to the supply position 67a as described above, and the unload valve 70 is moved. Simultaneously with the operation to the shut-off position 70a, the hydraulic oil begins to be supplied to the reverse rotation clutch 42 via the proportional control valve 71 and the turning switching control valve 72 (super-reliable turning position 72c). Is operated from the right first turning position R1 to the right second turning position R2, the operating pressure of the reverse clutch 42 is increased by the proportional control valve 71.

  As shown in FIGS. 2, 3, and 4, as the operating pressure of the reverse clutch 42 is increased by the proportional control valve 71 based on the operation position of the steering lever 77, the power of the transmission shaft 20 is transmitted to the transmission gear. 23, 41, reverse clutch 42, transmission shaft 34, transmission gear 38, turning clutch case 37, and right turning clutch 39 are transmitted to the right output gear 27 as power in the direction opposite to that of the transmission shaft 26.

  In this case, as shown in FIG. 2, the power from the left side clutch 33 (the left occlusal portion 28) and the power from the reverse clutch 42 are transmitted to the right output gear 27 at the same time. In the range where the operating pressure of the reverse clutch 42 is low, the power from the left side clutch 33 (the left occlusion portion 28) overcomes the power from the reverse clutch 42 and the left side clutch 33 (the left occlusion portion 28). ) Drives the right output gear 27. As a result, when the operating pressure of the reverse clutch 42 is in a low pressure range, the aircraft gradually turns to the right.

  Next, when the operating position of the steering lever 77 approaches the right second turning position R2 and the operating pressure of the reverse clutch 42 becomes high, the power from the reverse clutch 42 is changed to the left side clutch 33 as shown in FIG. The right output gear 27 is driven by the power from the reverse clutch 42 by overcoming the power from the (left occlusal portion 28). In this state, the right output gear 27 is driven in the opposite direction with respect to the left output gear 27, and the aircraft turns to the right.

  As shown in FIGS. 2, 3, and 4, when the steering lever 77 is operated to the first left turning position L1, the left turning control valve 68 is operated to the supply position 68a, and the unload valve 70 is turned to the shut-off position 70a. And hydraulic oil is supplied to the left side clutch 33 (left occlusal portion 28) and the left turning clutch 39, and the left side clutch 33 (left occlusion portion 28) is operated to be disconnected, and left Is turned to the transmission state. At the same time, the same operation as described above is performed, and the aircraft gradually turns to the left. When the steering lever 77 is operated from the left first turning position L1 to the left second turning position L2, the same operation as described above is performed, and the aircraft turns to the left.

[First Alternative Embodiment of the Invention]
In the above-mentioned [Best Mode for Carrying Out the Invention] in FIG. 2, in addition to the hydrostatic continuously variable transmission 7, an auxiliary transmission (not shown) (not shown) is provided on the lower transmission side of the transmission shaft 12. The sub-transmission device may be configured to be freely operated at a high speed position for moving traveling, a medium speed position for cutting work, and a low speed position for fall harvesting work for harvesting crops that are severely fallen.
In this configuration, the auxiliary transmission is operated to the high speed position in the traveling state, the auxiliary transmission is operated to the medium speed position in the standard cutting state, and the auxiliary transmission is operated to the low speed position in the low speed cutting state. Configure as follows.

[Second Embodiment of the Invention]
Instead of the above-mentioned [Best Mode for Carrying Out the Invention] [First Alternative Embodiment of the Invention], the hydraulic pump 7P of the hydrostatic continuously variable transmission 7 is operated to a high speed position in the traveling state, The hydraulic pump 7P of the hydrostatic continuously variable transmission 7 is operated to the medium speed position in the standard cutting state, and the hydraulic pump 7P of the hydrostatic continuously variable transmission 7 is operated to the low speed position in the low speed cutting state. May be.

[Third Another Embodiment of the Invention]
In the above-mentioned [Best Mode for Carrying Out the Invention] [First Alternative Embodiment of the Invention] [Second Alternative Embodiment of the Invention], when the travel shift switch 87 is pushed, In the state in which the cutting clutch 17 is not automatically operated in the transmission state, the traveling shift switch 87 and the cutting shift switch are set in the state in which the standard cutting state and the low-speed cutting state are set. The cutting clutch 17 may be configured to be able to be operated in a transmission state and a shut-off state by an artificial operating tool (for example, a cutting clutch lever) different from the 88. In this case, when the traveling shift state is set by pushing the travel shift switch 87 in a state in which the harvesting clutch 17 is operated in the transmission state by another human operation tool in the standard harvesting state, the cutting clutch 17 is set. Is operated to shut off.

[Fourth Embodiment of the Invention]
In the above-mentioned [Best Mode for Carrying Out the Invention] [First Alternative Embodiment of the Invention] to [Third Alternative Embodiment of the Invention], the traveling shift switch 87 and the cutting shift switch 88 are abolished. You may comprise so that a movement running state, a standard cutting state, and a low-speed cutting state may be set with two speed change switches (equivalent to a human operation tool) (not shown).
In this case, when the traveling state is set from the low-speed cutting state by the speed change switch, the standard cutting state must be set from the low-speed cutting state, and then the moving traveling state must be set from the standard cutting state. When the low speed cutting state is set from the traveling state by the shift switch, the standard cutting state must be set from the traveling state, and then the low speed cutting state must be set from the standard cutting state.
The travel shift switch 87, the cutting shift switch 88, and the shift switch may be provided not on the grip portion 43 a of the shift lever 43 but on the front control panel or the side panel on the side portion of the driving unit 3.

[Fifth Embodiment of the Invention]
In the above-mentioned [Best Mode for Carrying Out the Invention] [First Alternative Embodiment of the Invention] to [Fourth Alternative Embodiment of the Invention], the mowing transmission 18 may be configured to be continuously variable. Good (for example, a hydrostatic continuously variable transmission or a belt continuously variable transmission).
When comprised in this way, in the state in which the cutting transmission 18 was operated to the low speed position in the standard cutting state, the cutting transmission 18 was configured to be continuously variable to an appropriate shifting position near the low speed position. In the state where the cutting transmission 18 is operated to the high speed position in the low speed cutting state, the cutting transmission 18 is configured to be continuously variable to an appropriate shifting position in the vicinity of the high speed position.

Combine side view Longitudinal front view of the mission case Diagram showing the hydraulic circuit structure of the hydraulic unit The figure which shows the relationship between a shift lever, a travel shift switch, a cutting shift switch, a steering lever, a turning mode switch, a hydrostatic continuously variable transmission, an operation motor, and a hydraulic unit The figure which shows the hydraulic circuit structure of the hydrostatic continuously variable transmission The figure which shows a traveling state, a standard cutting state, and a low-speed cutting state Longitudinal side view showing the operating structure of the mowing transmission and the mowing transmission Plan view showing the operating structure of the mowing transmission

Explanation of symbols

2 Mowing part 7M Traveling transmission 17 Mowing clutch 18 Mowing part transmission 87,88 Human operation tool

Claims (3)

A transmission for traveling, a transmission for a cutting part, and a human operation tool that is artificially operated,
The traveling gearbox is configured to be freely operable at a high speed position for moving traveling, a medium speed position for harvesting work, and a low speed position for harvesting harvesting work that harvests crops that are severely fallen,
A traveling state in which the traveling transmission is operated to a high speed position; a standard cutting state in which the traveling transmission is operated to a medium speed position and a transmission for a cutting unit is operated to a low speed position; A low speed cutting state in which the traveling transmission is operated to a low speed position and the transmission for a cutting unit is operated to a high speed position; and
A harvesting and harvesting machine in which the artificial operating tool, the transmission for traveling, and the transmission for the cutting unit are linked so that the moving traveling state, the standard cutting state, and the low-speed cutting state can be set by the artificial operating tool. A cutting clutch capable of transmitting and interrupting power to the cutting unit;
The harvesting and harvesting machine according to claim 1, further comprising operation means for operating the harvesting clutch to a disengaged state when the traveling state is set.   Check that prevents a state in which a low speed cutting state is set from the moving traveling state without passing through the standard cutting state, and prevents a state in which the moving traveling state is set from the low speed cutting state without passing through the standard cutting state. The harvesting and harvesting machine according to claim 1 or 2, further comprising means.

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