JP2010098960A - Combine harvester - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a combine harvester preventing its traveling comfort from being made poor when constructed in such a way that, its engine's mechanical power is branched in parallel to a traveling transmission system and a reaping transmission system, and the power of the traveling transmission system is transmitted to the traveling gear, while the power of the reaping transmission system to the reaping section so as to allow the power of the traveling transmission system to be shutdown. <P>SOLUTION: The combine harvester includes a machine body-halting means operable to the mode of transmitting the power of the traveling transmission system to the traveling gear or to the mode of transmitting the power of the traveling transmission system to be shutdown, a manually operating tool 94 operable to the mode of the machine body-halting means to be put to transmission or shutdown, a means 105 of detecting the speed of the machine body, and a means of hampering the operation of the machine body-halting means to its shutdown mode when the machine body's traveling speed is higher than a preset speed. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention is configured to branch the engine power into a traveling transmission system and a cutting transmission system in parallel, to transmit the power of the traveling transmission system to the traveling device, and to transmit the power of the cutting transmission system to the cutting unit. Related to the combine.

  In the field, the combine operates the cutting unit while running the airframe, and performs cutting by the cutting unit. For example, when the aircraft reaches the edge of the field from the center side of the field, the aircraft is stopped. It must be sent to the device, and if the harvesting part is stopped in the middle of harvesting, the harvested crop may fall from the harvesting part).

In Patent Document 1, the power of the engine is branched in parallel to the traveling transmission system and the cutting transmission system, the power of the traveling transmission system is transmitted to the traveling device, and the power of the cutting transmission system is transmitted to the cutting unit. When configured, the right and left side clutches (FCs in FIGS. 1 and 2 of Patent Document 1) provided in the traveling transmission system are both configured to be simultaneously operated in a disconnected state.
As a result, both the right and left side clutches are simultaneously operated in the disconnected state in a state where the power of the engine (E in FIG. 1 of Patent Document 1) is transmitted to the cutting part (43 in FIG. 1 of Patent Document 1). Thus, the right and left traveling devices are stopped, and the airframe can be stopped in a state where the cutting unit is operated.

JP 2001-54314 A

  If the crawler type traveling device equipped with many of the combiners has a large driving resistance, and the farm field on which the combine is traveling has a large traveling resistance, the power of the traveling transmission system is cut off (in Patent Document 1) Both the right and left side clutches are operated at the same time in a disengaged state), and the aircraft often stops immediately.

As a result, if the driver accidentally performs an operation to cut off the power of the traveling transmission system in the high-speed traveling state of the aircraft, the aircraft will suddenly stop, which may make the ride uncomfortable. Conceivable.
The present invention is configured to branch the engine power into a traveling transmission system and a cutting transmission system in parallel, to transmit the power of the traveling transmission system to the traveling device, and to transmit the power of the cutting transmission system to the cutting unit. And when it is comprised so that the motive power of a driving | running | working transmission system can be interrupted | blocked, it aims at preventing the deterioration of riding comfort.

[I]
(Constitution)
The first feature of the present invention is that the combine is configured as follows.
The power of the engine is branched in parallel to the traveling transmission system and the cutting transmission system, the power of the traveling transmission system is transmitted to the traveling device, and the power of the cutting transmission system is transmitted to the cutting unit. Airframe stopping means that can be operated in a transmission state in which power of the traveling transmission system is transmitted to the traveling device and an interruption state in which the power of the traveling transmission system is interrupted, and an artificial operating tool that can be operated in the transmission and interruption states of the body stopping means. Prepare. A speed detecting means for detecting the traveling speed of the airframe is provided. When the traveling speed of the airframe is higher than a preset speed set in advance, the airframe is provided with checking means for blocking the operation of the airframe stopping means to the shut-off state.

(Function)
According to the first feature of the present invention, when the driver operates the airframe stop means in the shut-off state with an artificial operating tool in a state where the airframe travel speed is lower than the set speed (the airframe low speed travel state), In a state where the power is transmitted to the cutting transmission system and the cutting unit, the power of the traveling transmission system is interrupted and the traveling device is stopped, and the airframe can be stopped while the cutting unit is operated.

  According to the first feature of the present invention, in the state in which the aircraft traveling speed is higher than the set speed (the aircraft is traveling at a high speed), the driver erroneously attempts to operate the aircraft stopping means with the human operating tool in the shut-off state. However, the airframe stopping means is not operated in the shut-off state, the airframe stopping means is maintained in the transmission state, and the state in which power is transmitted to the traveling transmission system and the traveling device is maintained (the high-speed traveling state of the aircraft is maintained). ) Thereby, the state where the aircraft suddenly stops is avoided.

(The invention's effect)
According to the first feature of the present invention, when the combiner is equipped with the fuselage stop means capable of cutting off the power of the traveling transmission system, the driver erroneously shuts off the fuselage stop means by the human operation tool in the high speed running state of the fuselage. Even if it is going to be operated, it is possible to avoid a state where the aircraft suddenly stops by preventing the deterioration of the riding comfort by configuring so that the power is transmitted to the traveling transmission system and the traveling device. did it.

[II]
(Constitution)
The second feature of the present invention resides in the following configuration in the combine of the first feature of the present invention.
Determining means for determining whether the airframe is in a straight traveling state or a turning state. When the airframe is in a turning state, the restraining means is configured so as to prevent the operation of the airframe stopping means from being turned off.

(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 the turning state of the airframe, centrifugal force is generated outward from the turning. Therefore, if the driver accidentally operates the aircraft stop means with the human operator to shut off the aircraft while the aircraft is turning, the centrifugal force to the outside of the vehicle will suddenly disappear. It can be a bad ride.

  According to the second feature of the present invention, when the driver operates the airframe stopping means in the cut-off state with the manipulator in the straight traveling state of the airframe, the driving power is transmitted in a state where the engine power is transmitted to the mowing transmission system and the mowing portion. Since the power of the system is cut off and the traveling device stops, the airframe can be stopped in a state where the cutting unit is operated.

  According to the second feature of the present invention, even if the driver mistakenly tries to operate the airframe stopping means to the shut-off state by the artificial operating tool in the turning state of the airframe, the airframe stopping means is not operated to the shut-off state, and the airframe stopping means. Is maintained in the transmission state, and the state in which power is transmitted to the traveling transmission system and the traveling device is maintained (the turning state of the aircraft is maintained). Thereby, the state where the centrifugal force to the outside of the turning disappears suddenly is avoided.

(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, even if the driver accidentally operates the airframe stopping means with the artificial operating tool in the cut-off state in the turning state of the airframe, the state where the power is transmitted to the travel transmission system and the travel device is maintained. By being configured as described above, it was possible to avoid a state in which the centrifugal force to the outside of the turn suddenly disappeared and to prevent deterioration in riding comfort.

[III]
(Constitution)
The third feature of the present invention resides in the following configuration in the combine of the second feature of the present invention.
In the state where the operation of the airframe stopping means is blocked by the restraining means, even if the traveling speed of the airframe is lower than the set speed and the airframe goes straight, the airframe stopping means of the human operating tool is in the interrupted state When the operation is performed, the state in which the operation of the airframe stopping unit to the shut-off state is prevented by the check unit is maintained.
In a state where the operation of the airframe stopping means is blocked by the check means, the traveling speed of the airframe is lower than the set speed and the airframe is in a straight traveling state, so that the airframe stopping means of the artificial operating tool is transferred to the transmission state. When the above operation is performed, the operation of the restraining means is released.

(Function)
According to the third feature of the present invention, as in the second feature of the present invention, the “action” described in the preceding paragraphs [I] and [II] is provided. In addition, the following “action” is provided. Yes.
In a state where the aircraft's traveling speed is higher than the set speed (aircraft's high-speed traveling state) or the aircraft's turning state, the driver mistakenly attempts to operate the aircraft stopping means with the artificial operating tool to shut off the aircraft stopping means. Assume that the operation to the shut-off state is blocked.
In this case, if the driver does not recognize that he or she is erroneously trying to operate the airframe stopping means with the human operating tool, the driver continues to operate the human operating tool with the airframe stopping means shut off. Conceivable. If the driver mistakenly recognizes that the human body operating means is attempting to operate the airframe stopping means in the shut-off state, it is considered that the driver operates the artificial operating equipment to the transmission state of the airframe stopping means.

  According to the third feature of the present invention, when the aircraft traveling speed is higher than the set speed (the aircraft is traveling at high speed) or the aircraft is turning, the driver accidentally shuts off the aircraft stopping means by means of an artificial operation tool. Even if the aircraft's travel speed is lower than the set speed and the aircraft is running straight in the state where the operation to the shut-off state of the airframe stopping means is blocked when trying to operate to the state, If the driver continues to operate the human operation tool to the shut-off state of the airframe stopping means, the airframe stopping means is accidentally shut off by the human operating tool. It is determined that the driver has not yet recognized that he / she is going to operate the vehicle, and the state where the operation of the airframe stopping means to the cutoff state is prevented is maintained.

According to the third feature of the present invention, when the aircraft traveling speed is higher than the set speed (the aircraft is traveling at high speed) or the aircraft is turning, the driver accidentally shuts off the aircraft stopping means by means of an artificial operation tool. If the aircraft's travel speed is lower than the set speed and the aircraft goes straight in the state where the operation to the shut-off state of the airframe stopping means is blocked while trying to operate to the state (to the shut-off state of the airframe stopping means) If the driver operates the artificial operating tool to the transmission state of the airframe stopping means, the driver tries to accidentally operate the airframe stopping means with the artificial operating tool. It is determined that the driver has recognized that the airframe is stopped, and the operation of the airframe stopping means to the shut-off state becomes possible (the operation of the restraining means is released).
As described above, after the driver consciously operates the artificial operating tool to the transmission state of the airframe stopping means, if the conscious operating the artificial operating tool to the cut-off state of the airframe stopping means, the airframe stopping means enters the cut-off state. When the power of the engine is operated and the power of the engine is transmitted to the mowing transmission system and the mowing unit, the power of the driving transmission system is cut off and the traveling device stops, and the aircraft is stopped with the mowing unit activated. Can do.

(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 second feature of the present invention. In addition, the following “effect of the invention” is provided. Is provided.
According to the third feature of the present invention, in the state where the operation of the airframe stopping means to the shut-off state is blocked, even if the operation of the airframe stopping means to the shut-off state is allowed and there is no inconvenience, By configuring so that the operation of the airframe stopping means to the shut-off state is not possible unless it is judged that the driver has recognized that the airframe stopping means is being operated to be in the shut-off state by the human operating tool. It was possible to call attention and reduce misoperations based on driver misunderstandings.

[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. A threshing device 4 is provided on the left side of the rear part of the machine body, and a Glen tank 5 is provided on the right side of the rear part of the machine body, thereby constituting a self-detaching combine.

  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. A belt transmission mechanism 9 having a tension clutch function is connected across the input shaft 7a of the hydrostatic continuously variable transmission 7 and the output shaft 6a of the engine 6 connected to the upper portion of the right side.

  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 clutch type cutting clutch 17 is provided by a transmission belt across the output shaft 13 and the input shaft 2a of the cutting unit 2. The power of the output shaft 6a of the engine 6 is configured to be transmitted to the threshing device 4 via a tension clutch type threshing clutch 54 (see FIG. 4).

  As shown in FIG. 2, when the shift member 16 is engaged with the low speed gear 14 (low speed position), the power of the output shaft 7 b of the hydrostatic continuously variable transmission 7 is transmitted via the low speed gears 10, 14 and the shift member 16. When the shift member 16 is engaged with the high-speed gear 15 (high-speed position) when transmitted to the cutting unit 2 in a low-speed state, the power of the output shaft 7b of the hydrostatic continuously variable transmission 7 is transmitted to the high-speed gears 11 and 15 and the shift member 16. Is transmitted to the cutting unit 2 in a high speed 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 can be shifted in two steps.

[2]
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. 8, right and left axles 29 are internally mounted on an axle case 65 connected to the mission case 8, and right and left traveling are sprinkled on spline portions 29 a at the ends of the right and left axles 29. The sprocket 1a of the apparatus 1 is externally fitted and connected. Inside the right and left axles 29, bearings 55 and collars 88 are attached between the right and left axles 29 and the axle case 65, and the inner surfaces of the sprockets 1a of the right and left traveling devices 1 and the axles. A seal member 89 and a washer 108 are attached between the case 65 and the collar 88, and an O-ring 90 is attached between the right and left axles 29 and the collar 88.

As shown in FIG. 8, a seal member 91 is attached to the outer surface of the sprocket 1 a of the right and left traveling devices 1, and a collar 92 having a ring-shaped convex portion 92 a is attached to the outside of the seal member 91, Two nuts 93 are attached to the outer threaded portions 29 b of the right and left axles 29.
The O-ring 90 and the seal member 91 prevent mud and water from entering the spline portions 29a of the right and left axles 29. By providing the collar 92 with the convex portion 92a and forming the cross section of the collar 92 in a stepped shape, the nut 93 is prevented from being overtightened, and the seal member 91 is damaged due to overtightening of the nut 93. Is prevented.

  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 (corresponding to the airframe stopping means) is configured between the right output gear 27 and the right occlusion portion 28, and the left output gear 27 and the left occlusion An occlusal left side clutch 33 (corresponding to airframe stopping means) is formed between the unit 28 and the unit 28. When the right (left) occlusal portion 28 meshes 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 becomes right (left). By separating from the output gear 27, the right (left) side clutch 33 is disconnected.

  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.

[3]
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.

[4]
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 an axial plunger type hydraulic pump 7P and a hydraulic motor 7M, and is configured by connecting the hydraulic pump 7P and the hydraulic motor 7M through a pair of oil passages 7c. Yes. A charge pump 44 is connected to the input shaft 7 a of the hydrostatic continuously variable transmission 7, and the charge pump 44 is driven by the input shaft 7 a of the hydrostatic continuously variable transmission 7.

  As shown in FIG. 5, a bypass oil passage 83 is connected across the oil passage 7 c of the hydrostatic continuously variable transmission 7, and a charge oil passage 45 extending from the charge pump 44 is connected to the bypass oil passage 83. The charge oil passage 45 is provided with a filter 49. A check valve 84, a throttle portion 85, and a relief valve 86 are provided between a portion of the bypass oil passage 83 to which the charge oil passage 45 is connected and the oil passage 7c of the hydrostatic continuously variable transmission 7. The relief pressure of the relief valve 86 is set to the highest pressure allowed as a whole of the hydrostatic continuously variable transmission 7. A supply oil passage 47 is connected across an oil tank 46 provided separately from the mission case 8 and the charge pump 44, and a filter 48 is provided in the supply oil passage 47.

  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. 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 surplus. The hydraulic oil is discharged to the case 51 through the relief valve 50. The hydraulic oil from each part of the hydrostatic continuously variable transmission 7 is discharged to the case 51, and the hydraulic oil in the case 51 passes through the oil passage 52 and the oil cooler 53 and is returned to the oil tank 46.

[5]
Next, the operation structure of the hydrostatic continuously variable transmission 7 will be described.
As shown in FIGS. 4 and 5, the hydraulic pump 7 </ b> P 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. The speed change lever 43 provided in the operation unit 3 and the swash plate of the hydraulic pump 7P of the hydrostatic continuously variable transmission 7 are mechanically linked via a linkage link 80. The swash plate of the hydraulic pump 7P of the continuously variable transmission 7 is operated to operate the hydraulic pump 7P of the hydrostatic continuously variable transmission 7 to the neutral position N, the forward side F, and the reverse side R.

  As shown in FIGS. 4 and 5, the hydraulic motor 7M of the hydrostatic continuously variable transmission 7 is configured to be steplessly variable within the range of the lowest speed position L and the highest speed position H. An operation cylinder 56 for operating the swash plate of the hydraulic motor 7M of the step transmission 7 is provided. The oil passage 57 branches from the charge oil passage 45, and the oil passage 57 is connected to an oil chamber 56a that operates the operation cylinder 56 to the high speed side, and a spring 56b that urges the operation cylinder 56 to the low speed side is provided. ing. An electromagnetic operation type pressure control valve 58 is provided in the oil passage 57, and when the pressure in the oil chamber 56a of the operation cylinder 56 rises, the operation cylinder 56 operates on the high speed side against the spring 56b of the operation cylinder 56. When the pressure in the oil chamber 56a of the operation cylinder 56 decreases, the operation cylinder 56 is actuated to the low speed side by the spring 56b of the operation cylinder 56.

As shown in FIG. 4, a travel shift switch 81 is provided in the lower grip portion 43 a of the shift lever 43 at the lower grip portion 43 a of the shift lever 43. The travel shift switch 81 is configured as a lever switch type or a seesaw switch type that can be operated to a neutral position, an upper high speed position, and a lower low speed position, and is biased to the neutral position. The operation signal is input to the control device 79. A potentiometer 82 for detecting the position of the swash plate of the hydraulic motor 7M of the hydrostatic continuously variable transmission 7 is provided, and the detected value of the potentiometer 82 is input to the control device 79. The hydrostatic continuously variable transmission 7 The operation unit 3 is provided with a display unit 87 for displaying the position of the swash plate of the hydraulic motor 7M.
Thus, based on the operation of the travel shift switch 81, the control device 79 operates the pressure control valve 58, and the operation cylinder 56 operates.

  As shown in FIG. 4, when the travel shift switch 81 is operated to the high speed position, the operating oil is supplied to the oil chamber 56a by the pressure control valve 58 to the operation cylinder 56, and the operation cylinder 56 operates to the high speed side. The hydraulic motor 7M of the hydrostatic continuously variable transmission 7 is operated to the high speed side. When the travel shift switch 81 is operated to the neutral position, the operation cylinder 56 is stopped by the pressure control valve 58 at that time, the operation of the hydraulic motor 7M of the hydrostatic continuously variable transmission 7 is stopped, and the hydrostatic type The position of the swash plate of the hydraulic motor 7M of the continuously variable transmission 7 is displayed on the display unit 87.

  As shown in FIG. 4, when the travel shift switch 81 is operated to the low speed position, the hydraulic oil in the oil chamber 56a is discharged to the operation cylinder 56 by the pressure control valve 58, and the operation cylinder 56 operates to the low speed side. The hydraulic motor 7M of the hydrostatic continuously variable transmission 7 is operated to the low speed side. When the travel shift switch 81 is operated to the neutral position, the operation cylinder 56 is stopped by the pressure control valve 58 at that time, the operation of the hydraulic motor 7M of the hydrostatic continuously variable transmission 7 is stopped, and the hydrostatic type The position of the swash plate of the hydraulic motor 7M of the continuously variable transmission 7 is displayed on the display unit 87.

As a result, as shown by a solid line A1 in FIG. 7, when the shift lever 43 is operated from the neutral position N to the forward side F (reverse side R) (the swash plate of the hydraulic pump 7P of the hydrostatic continuously variable transmission 7 is moved). By operating the vehicle, it is possible to operate the aircraft from the stopped state to the maximum speed MAX.
In this case, the travel shift switch 81 is operated according to the state of the field (ground), the type of crop on the field, and the growth state, and the hydraulic motor 7M of the hydrostatic continuously variable transmission 7 is operated to the high speed side and the low speed side. Thus, when the shift lever 43 is operated to the forward side F (reverse side R), the traveling speed of the machine body, or when the shift lever 43 is operated to the highest speed position of the forward side F (reverse side R). The maximum speed MAX can be changed between high and low (see the dashed lines A2 and A3 in FIG. 7).

[6]
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. Lubricating oil stored in the transmission case 8 passes through the oil cooler 63 and the filter 64 as hydraulic oil and is supplied to the hydraulic pump 60. 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 in an electromagnetic operation type that can be operated to supply positions 67a and 68a and discharge positions 67b and 68b, and are urged to the discharge positions 67b and 68b. The unload valve 70 is configured as an electromagnetic operation type that can be freely operated at the shut-off position 70a and the discharge position 70b, and is urged 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 operation type 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 turning 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 [7] [8] [9] [10] described later. 79 is operated.

[7]
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 dial operation type 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 is set to a slow turning position, a trust turning position, and a super trust. It has a swivel position.

  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 preceding item [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 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.

[8]
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.

[9]
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 gradually turns to the right as described in [8] 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.

[10]
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 gradually turns to the right as described in [8] 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.

[11]
Next, the vicinity of the driving unit 3 will be described.
As shown in FIGS. 1 and 6, a hood 95 that covers the engine 6, a driver seat 96 supported on the top of the hood 95, a front panel 97 and a side panel 98 that are positioned at substantially the same height as the hood 95, the front panel 97 And the driving | operation part 3 is comprised including the floor 99 etc. of a position lower than the side panel 98. FIG.

  As shown in FIG. 6, a steering lever 77, a turning mode switch 78, a display panel 100 for performing various displays are provided on the front panel 97, and a display unit 87 (see FIG. 4) is provided on the display panel 100. Yes. The shift lever 43 and the clutch lever 101 are provided on the side panel 98, and the operation position of the clutch lever 101 is input to the control device 79. As shown in FIG. 4, an operation motor 102 for operating the reaping clutch 17 and the threshing clutch 54 is provided, and the operation motor 102 is operated by the control device 79.

  As shown in FIGS. 4 and 6, the clutch lever 101 is configured to be freely operated in the disengagement position and the first and second transmission positions. When the clutch lever 101 is operated to the cutoff position, the cutting and threshing clutches 17 and 54 are operated to the cutoff state by the operation motor 102. When the clutch lever 101 is operated to the first transmission position, the chopping clutch 17 is operated to the disconnected state by the operation motor 102, and the threshing clutch 54 is operated to the transmission state. When the clutch lever 101 is operated to the second transmission position, the cutting and threshing clutches 17 and 54 are operated to the transmission state by the operation motor 102.

  As shown in FIG. 6, a fixed footrest 103 is provided at the center of the front portion of the floor 99, and a scraping pedal 94 (corresponding to a human operation tool) is provided on the right side of the footrest 103. It has been. A parking brake pedal 104 is provided on the left side of the footrest 103, and the parking brake pedal 104 and the parking brake 24 (see FIG. 2) are mechanically linked via a linkage mechanism (not shown). Yes.

  As shown in the preceding item [7] and FIG. 2, in the state where the steering lever 77 is operated to the straight traveling position N (the transmission state of the right and left side clutch 33 (right and left occlusal portion 28)), the parking brake When the pedal 104 is depressed and the parking brake 24 is operated in the braking state, the braking force of the parking brake 24 is changed to the transmission shaft 20, the transmission gears 22 and 25, the transmission shaft 26, the right and left occlusion portions 28, It is transmitted to the right and left traveling apparatuses 1 via the right and left output gears 27, the right and left transmission gears 30, and the right and left axles 29.

[12]
Next, the scraping pedal 94 will be described.
As shown in FIG. 4, the scraping pedal 94 is configured to be stepped freely at the stepping position and the return position, and is biased to the return position, and the operation position of the scraping pedal 94 is input to the control device 79. Yes. For example, the aircraft is stopped when the aircraft reaches the edge of the field from the center side of the field, but the mowing by the mowing unit 2 needs to be continued. Manipulate.

  As shown in FIG. 9, when the scraping pedal 94 is depressed to the stepped position (steps S1 and S2), as shown in FIGS. 2 and 3, the controller 79 turns the right and left turn control valves 67 and 68, respectively. Are operated to the supply positions 67a and 68a, the unload valve 70 is operated to the cutoff position 70a, and the right and left side clutches 33 (the right and left occlusal portions 28) are operated to the cutoff state (step S8). . As a result, the right and left traveling devices 1 can be stopped while the power of the engine 6 is transmitted to the cutting unit 2, and the aircraft can be stopped while the cutting unit 2 is activated.

  As shown in FIGS. 2 and 3, when the right and left turning control valves 67 and 68 are operated to the supply positions 67a and 68a, the right and left turning clutch 39 are operated to the transmission state. However, if the slow swing clutch 36, the brake 40, and the reverse clutch 42 are operated in the disconnected state, the power from the slow swing clutch 36, the braking force of the brake 40, and the power from the reverse clutch 42 are turned right and left. It is not transmitted to the right and left traveling apparatuses 1 via the clutch 39, and the aircraft is stopped.

[13]
Next, control for limiting the operation of the scraping pedal 94 will be described with reference to FIG.
As shown in FIG. 4, a speed sensor 105 (corresponding to a speed detection means) that detects the traveling speed of the airframe from the rotational speed of the transmission shaft 26 (see FIG. 2), and inclination angles of the airframe in the front-rear direction and the left-right direction with respect to the horizontal plane Is provided, and the detection values of the speed sensor 105 and the tilt sensor 106 are input to the control device 79.

When the scraping pedal 94 is depressed to the stepped position (steps S1 and S2), if the traveling speed of the aircraft is higher than a preset speed (step S3), the right and left side clutches 33 are used. The (right and left occlusal portions 28) are not operated in the blocked state, and the current state is maintained (corresponding to the restraining means).
When the scraping pedal 94 is depressed to the depressed position (steps S1 and S2), the steering lever 77 is operated to the right and left first turning positions R1 and L1, and the right and left second turning positions R2 and L2. If present (step S4) (corresponding to the discriminating means), the right and left side clutches 33 (right and left occlusal portions 28) are not operated in the disconnected state, and the current state is maintained (corresponding to the restraining means).

When the scraping pedal 94 is depressed to the depressed position (steps S1 and S2), when the clutch lever 101 is operated to the cutoff position or the first transmission position (step S5), the right and left side clutches 33 ( The right and left occlusal portions 28) are not operated in the blocked state and the current state is maintained.
When the scraping pedal 94 is depressed to the stepped position (steps S1 and S2), if the inclination angle in the front-rear direction of the aircraft exceeds a preset angle (the aircraft is inclined in the front-rear direction) (Step S6), or when the tilt angle in the left-right direction of the aircraft exceeds a preset angle (when the aircraft is tilted in the left-right direction) (Step S6), the right and left sides The clutch 33 (the right and left occlusion portions 28) is not operated in the disconnected state, and the current state is maintained.

  Thereby, when the scraping pedal 94 is depressed to the stepped position (steps S1 and S2), the traveling speed of the aircraft is lower than the preset speed (step S3), and the steering lever 77 is operated to the straight running position N (step S4), the clutch lever 101 is operated to the second transmission position (step S5), and the tilt angle in the front-rear direction of the aircraft exceeds the preset set angle. (The aircraft is not tilted in the front-rear direction) (step S6), and the tilt angle in the left-right direction of the aircraft does not exceed a preset set angle (the aircraft is not tilted in the left-right direction) (Step S6) In the state (Step S6), the right and left side clutches 33 (the right and left occlusal portions 28) are operated in the disconnected state (Step S8).

When the scraping pedal 94 is depressed to the depressed position (steps S1 and S2), the right and left side clutches 33 (the right and left occlusal portions 28) are not operated in the disconnected state by steps S3 to S6. Assume that the current state is maintained (step S9).
In this state, even if all of steps S3 to S6 are cleared and the right and left side clutch 33 (right and left occlusal portion 28) can be operated in the disconnected state, the pushing pedal 94 is depressed. If the stepping operation continues to the position, the right and left side clutches 33 (the right and left occlusion portions 28) are not operated in the disconnected state, and the current state is maintained (steps S2 to S7 (N = 2)). .
(In the state where the operation to the shut-off state of the airframe stopping means is blocked by the check means, even if the traveling speed of the airframe is lower than the set speed and the airframe goes straight, the airframe stopping means of the human operating tool is shut off. When the operation to the state is performed, this corresponds to a state in which the state in which the operation of the airframe stopping means to the shut-off state is prevented by the check means is maintained).

When all of the above-described steps S3 to S6 are cleared and the scraping pedal 94 is operated to the return position (from step S2 to step S1 (N = 1)), the right and left side clutches 33 (right And if the left occlusal portion 28) is not operated in the cut-off state (the current state is still maintained), and the scraping pedal 94 is subsequently operated to the stepped position (step S2), the process proceeds to step S8. Thus, the right and left side clutches 33 (the right and left occlusal portions 28) are operated in a disconnected state.
(In the state where the operation of the airframe stopping means is blocked by the restraining means, the traveling speed of the airframe becomes lower than the set speed and the airframe goes straight, and the state of transmission of the airframe stopping means of the human operating tool This corresponds to a state in which the operation of the check means is released when the operation is performed).

[First Alternative Embodiment of the Invention]
In the above-mentioned [Best Mode for Carrying Out the Invention], when the scraping pedal 94 is depressed to the depressed position, the right and left side clutches 33 (the right and left occlusal portions 28) are operated in the disconnected state. Instead, the shift member 21 (corresponding to the airframe stopping means) shown in FIG. 2 may be configured to be separated from the transmission gear 19.

[Second Embodiment of the Invention]
In step S4 of FIG. 9 of [Best Mode for Carrying Out the Invention] [First Alternative Embodiment], the steering lever 77 is operated to the second right and left turning positions R2 and L2. If the steering lever 77 is operated to the straight drive position N or the right and left first turning positions R1 and L1, the process may proceed to step S5 (steering). Even if the lever 77 is operated to the right and left first turning positions R1, L1, it is determined that the aircraft is not in a turning state (it is determined that the aircraft is in a straight traveling state).

[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], an operation lever (not shown) is used instead of the scraping pedal 94. May be used. In this case, the restraining means may be configured so that the scraping pedal 94 itself cannot be operated to the depressed position, or the aforementioned operation lever itself cannot be operated.

[Fourth Embodiment of the Invention]
In the above-mentioned [Best Mode for Carrying Out the Invention] to [Third Another Mode for Carrying Out the Invention], the travel shift switch 81 is not configured in a lever switch type or a seesaw switch type, but in the travel shift switch 81. May be configured to be provided on the front panel 97 and the side panel 98 shown in FIG. Thereby, based on the operating position of the travel shift switch 81, the pressure control valve 58 is operated by the control device 79, the operation cylinder 56 is operated, and the hydraulic motor 7M of the hydrostatic continuously variable transmission 7 is moved to the high speed side. It is operated to the low speed side (see the solid line A1 and the alternate long and short dash lines A2 and A3 in FIG. 7).

[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 following configuration may be adopted.
When a start operation of the engine 6 is performed by a key switch (not shown), such as at the start of a day's cutting operation, the hydraulic motor 7M of the hydrostatic continuously variable transmission 7 is shown by a solid line A1 (FIG. 7). (Refer to FIG. 7) and the vehicle is driven from the state indicated by the solid line A1 (see FIG. 7). The shift switch 81 operates the hydraulic motor 7M of the hydrostatic continuously variable transmission 7 to the high speed side and the low speed side.

  Next, when the engine 6 is stopped by the key switch or the shift lever 43 is moved to the neutral position N, the hydraulic motor 7M of the hydrostatic continuously variable transmission 7 is shown by a solid line A1 (see FIG. 7). Automatically operated to the state shown. Thereafter, the hydraulic motor 7M of the hydrostatic continuously variable transmission 7 is operated again to the high speed side and the low speed side by the travel shift switch 81 again.

[Sixth Embodiment of the Invention]
In the above-mentioned [Best Mode for Carrying Out the Invention] [First Alternative Embodiment] to [Fifth Alternative Embodiment], the following configuration may be adopted.
The turning mode switch 78 (see FIG. 4) is not configured as a dial operation type, but as shown in FIG. 10A, the turning mode switch 78 is configured as a push button type and provided in the steering lever 77. For the steering lever 77, the neutral position N, the right and left first turning positions R1, L1 are set, and the right and left second turning positions R2, L2 (see FIG. 4) are abolished.

  Accordingly, as shown in FIG. 10A, when the steering lever 77 is operated to the right and left first turning positions R1, L1, the same state as the previous items [7] to [10] (right (left)). The side clutch 33 (the right (left) occlusal portion 28) is operated in the disconnected state, and the right (left) turning clutch 39 is operated in the transmission state).

As shown in FIG. 10A, when the turning mode switch 78 is pushed in the state where the steering lever 77 is operated to the right and left first turning positions R1, L1, (when the pushing operation is continued), First, as described in [8], a state in which the turning mode switch 78 shown in FIG. 4 is operated to the slow turning position is obtained.
When the turning mode switch 78 continues to be pushed further, the turning mode switch 78 shown in FIG. 4 is changed from the state in which the turning mode switch 78 shown in FIG. 4 is operated to the gentle turning position, as described in [9] above. It is possible to obtain a state of being operated at the pivot position.
If the turning mode switch 78 continues to be pushed further, the turning mode switch 78 shown in FIG. 4 starts from the state where the turning mode switch 78 shown in FIG. Is operated to the super turning position.

  Accordingly, in the state where the steering lever 77 is operated to the first right and left first turning positions R1, L1, the turning mode switch 78 shown in FIG. 4 is obtained in turn, the state in which the turning mode switch 78 shown in FIG. 4 is operated in the pivot turn position, and the state in which the turn mode switch 78 shown in FIG. 4 is operated in the super turn position. The turning radius of the aircraft is getting smaller. When the hand is released from the turning mode switch 78 and is not pushed, the steering lever 77 returns to the initial state in which it is operated to the right and left first turning positions R1, L1.

The turn mode switch 78 shown in FIG. 10A is abolished, and as shown in FIG. 10B, the driver's operation when the steering lever 77 is operated to the right and left first turning positions R1, L1. A pressure-sensitive sensor 107 that detects force may be provided.
Accordingly, as the driver's operating force increases when the steering lever 77 is operated to the right and left first turning positions R1 and L1, the turning mode switch 78 shown in FIG. 4 is operated to the slow turning position. 4 is configured so that the turn mode switch 78 shown in FIG. 4 is operated to the pivot turn position, and the turn mode switch 78 shown in FIG. 4 is operated to the super turn position. When the operating force of the driver when the steering lever 77 is operated to the right and left first turning positions R1 and L1 is reduced (substantially disappears), the same state as the previous items [7] to [10] (right (left ) Side clutch 33 (right (left) occlusal portion 28) is operated in the disconnected state, and right (left) turning clutch 39 is operated in the transmission state).

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 steering lever, a turning mode switch, a hydraulic unit, an operation cylinder, and a pressure control valve The figure which shows the hydraulic circuit structure of the hydrostatic continuously variable transmission Plan view of the operation unit The figure which shows the relationship between the travel speed of the body and the operation position of the shift lever Longitudinal front view of the right and left traveling equipment near the sprocket Diagram showing the flow of control of the pedal The rear view of the vicinity of the steering lever in the sixth alternative embodiment of the invention

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Traveling device 2 Cutting part 6 Engine 21, 33 Airframe stop means 94 Artificial operation tool 105 Speed detection means

Claims (3)

The power of the engine is branched in parallel to the traveling transmission system and the cutting transmission system, the power of the traveling transmission system is transmitted to the traveling device, and the power of the cutting transmission system is transmitted to the cutting unit. ,
Airframe stopping means operable in a transmission state for transmitting the power of the traveling transmission system to a traveling device, and a shut-off state for interrupting the power of the traveling transmission system;
An artificial operation tool that is operable to transmit and shut off the airframe stopping means,
Provided with speed detecting means for detecting the traveling speed of the aircraft,
The combine provided with the check means which blocks | prevents the operation to the interruption | blocking state of the said body stop means when the traveling speed of a body is higher than the preset speed set beforehand. A determination means for determining whether the airframe is in a straight traveling state or a turning state;
The combine according to claim 1, wherein the restraining means is configured to prevent the operation of the airframe stopping means to the shut-off state when the airframe is in a turning state. In the state where the operation of the airframe stopping means is blocked by the restraining means, even if the traveling speed of the airframe is lower than the set speed and the airframe goes straight, the airframe stopping means of the human operating tool When the operation to the cut-off state is performed, the state where the operation to the cut-off state of the airframe stop means is blocked by the check means is maintained,
In a state where the operation of the airframe stopping means is blocked by the restraining means, the traveling speed of the airframe becomes lower than the set speed and the airframe goes straight, and the transmission of the airframe stopping means of the human operation tool is performed. The combine according to claim 2, wherein the combiner is configured such that the operation of the check means is released when an operation to the state is performed.

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