JP2011069416A - Travelling transmission of harvester - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To obtain a travelling transmission of a harvester with further excellent work efficiency by avoiding enlargement of a gear pair for miniaturizing a mission case and by allowing shift transmission during travel of a machine body. <P>SOLUTION: The travelling transmission serially includes a first transmission A for travelling which can freely shift to a plurality of stages and a second transmission B for travelling which can freely shift to a plurality of stages. The first transmission A comprises a gear transmission mechanism shifting by selectively switching an engagement state of a transmission gear by operating a manual operation tool. The second transmission B comprises a transmission including a speed difference mitigating means C for transmitting power by automatically and gradually decreasing speed difference occurring between a transmission upper side and a transmission lower side along with shifting operation, to obtain moving speed, reaping work speed, and low-speed reaping work speed. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a traveling transmission device of a harvesting harvester such as a combine that branches and transmits engine power to a transmission system to a cutting unit and a transmission system to a traveling device.

  This type of harvesting and harvesting machine is for traveling branched from the transmission system to the harvesting section so that an appropriate traveling speed can be obtained as the traveling speed of the aircraft from the harvesting work of the fallen crop to the traveling traveling on the roadway etc. The transmission is configured to be capable of shifting in a plurality of stages at a low speed position, a medium speed position, and a high speed position. When the medium speed position is used to obtain a cutting speed suitable for use in a normal cutting work state, the high speed position is used in a non-working state such as traveling on a coastal road. The moving speed can be obtained. The low-speed position is lower than the cutting work speed, and can obtain a low-speed cutting work speed at which the cutting work can be performed when the crop is lying down more than a normal cutting work state. .

The normal harvesting speed of the combine is relatively low enough for a person to walk quickly, and the low speed harvesting speed is even lower than that, so the aircraft almost stops when the clutch is disengaged. It becomes close speed. The moving speed in the high-speed position is higher than these, but not so high, so the gearbox does not have a special structure for avoiding gearshift shocks, and the structure is simple and power transmission. A transmission structure using an efficient gear pair is adopted.
Thus, in order to provide the transmission system of the harvesting and harvesting machine with the gear positions of the low speed position, the medium speed position, and the high speed position, a structure having the structure described in [1] below is conventionally known. ing.
[1] comprising three sets of constant mesh type gear pairs and a plurality of shift sleeves for selecting and selecting a gear position based on the gear pairs, which are arranged in parallel in the transmission of the traveling system, A configuration in which three speeds of high speed, medium speed, and low speed can be obtained by alternative selection by operating a shift sleeve (see Patent Document 1).

JP 2001-193835 (paragraphs [0020], [0028], FIG. 2, FIG. 3, FIG. 6)

As described above, in the structure in which the three gear pairs and the plurality of shift sleeves are arranged in parallel in the traveling transmission, the above-described three high-speed, medium-speed, and low-speed gears are relatively This is useful in that it can be obtained with a simple structure. However, with this structure, the transmission speed at each shift position is determined by the transmission ratio of the selected gear pair, so if the transmission ratio at the high speed stage or the low speed stage is to be increased sufficiently, the gear ratio A gear having a large diameter is used as the transmission gear used as a pair, and the distance between the transmission shafts in the transmission increases, which may make it difficult to reduce the size of the transmission case.
Further, in this structure, the gear position is switched by selecting the gear pair by operating the shift sleeve, and the gear shifting operation is performed with the airframe stopped. For this reason, there is no particular problem when performing gear shifting operations during normal mowing work.For example, if you want to move from the field to the ridge while moving the aircraft and move at high speed, or partially fall down during the mowing work. If there is a large number of scattered points, perform low-speed mowing temporarily for a very short time and immediately return to the original mowing speed. The operation must be performed, and there is an annoyance of repeating this operation many times.

  The object of the present invention is to avoid the enlargement of the gear pair used as a traveling transmission device, to reduce the size of the transmission case, and to allow not only when the aircraft is stopped, but also the gear shifting while the aircraft is running, so that more work can be performed. An object of the present invention is to provide a traveling transmission for a harvesting and harvesting machine that is excellent in performance.

The technical means of the present invention taken in order to achieve the above object has the following structural features and operational effects.
[Solution 1]
The traveling transmission of the harvesting and harvesting machine according to the present invention branches the engine power into two systems, a transmission system to the harvesting part and a transmission system to the traveling apparatus, and the transmission system to the traveling apparatus can be shifted in multiple stages. A first transmission for smooth travel and a second transmission for travel that can be shifted in multiple stages,
The first transmission device is constituted by a gear transmission mechanism that can change gears by selectively switching the engagement state of the transmission gears by operating a human operation tool, and the second transmission device is connected to the upper transmission side in accordance with the transmission operation. And a transmission including a speed difference mitigating means for automatically reducing the speed difference generated between the transmission and the lower transmission side and performing power transmission,
When the first transmission is operated to the low speed position and the second transmission is operated to the high speed position, a cutting work speed is obtained, the first transmission is operated to the low speed position, and the second transmission is low speed. When operated to the position, configured to obtain a low-speed cutting work speed that is slower than the cutting work speed,
When the first transmission is operated to the high speed position and the second transmission is operated to the high speed position, a moving speed higher than the cutting work speed is obtained, and the first transmission is operated to the high speed position. Further, when the second transmission is operated to the low speed position, a cutting work speed lower than the moving speed is obtained.

[Operation and effect of invention according to Solution 1]
According to the configuration shown in the above solution 1, the first transmission device for traveling that can be shifted to a plurality of stages and the second transmission device for traveling that can be shifted to a plurality of stages are provided in series. Since the transmission ratio of the shift stage to be output is determined by the product of the transmission ratio of the shift stage in the first transmission and the transmission ratio of the transmission stage in the second transmission, the transmission ratio of the first transmission or the second transmission is determined. The transmission ratio set by each transmission can be relatively small compared to the one configured to obtain the required transmission ratio by only one of them. The entire case can also be reduced in size.

Further, the second transmission device is provided with speed difference mitigation means for automatically reducing the speed difference generated between the transmission upper side and the transmission lower side in accordance with the speed change operation and performing power transmission. Therefore, in this second transmission, it is possible to change gears smoothly by performing a shift operation even while the vehicle is traveling.
For this reason, when it is desired to move at high speed as soon as it leaves the paddy field, it is possible to perform a shifting operation smoothly without stopping the machine body. In addition, a series of speed change operations such as temporarily harvesting cereal grains that are partially present during the cutting operation at a low cutting speed, and immediately return to the original cutting speed, This can be performed while the aircraft is running. In particular, it is easy to perform a smooth operation with little risk of time loss, such as stopping the aircraft completely each time in a field where there are a large number of places where the degree of lodging is partially large.

  Further, the first transmission device is configured by a gear transmission mechanism that can change gears by selecting and changing the engagement state of the transmission gear by operation of the manual operation tool, and the second transmission device is transmitted to the upper transmission side in accordance with the transmission operation. When the first transmission is in the low speed position, the transmission is provided with a speed difference mitigation means for automatically reducing the speed difference generated between the lower side and the power transmission. The second transmission is configured to be switchable between a low speed position and a high speed position in each case of the position. Therefore, depending on the status of the work to be performed, the gear shift position of the first transmission device is selected while the airframe is stopped, and thereafter, the high speed or the low speed on the second transmission device side is selected while the airframe is running. Therefore, it is possible to simplify the speed change operation during work travel, and to obtain a travel speed change device with excellent operability in actual use.

[Solution 2]
The other technical means of the present invention taken in order to solve the above-described problem is that, as described in claim 2, the first transmission is operated to the low speed position and the second transmission is operated to the high speed position. And the transmission ratio when the first transmission is operated to the high speed position and the second transmission is operated to the low speed position are set to the same transmission ratio.

[Operation and effect of invention according to Solution 2]
According to the configuration shown in the above solution 2, the transmission ratio when the first transmission is at the low speed position and the second transmission is at the high speed position, and the first transmission is at the high speed position and the second transmission is at the low speed. When the gear ratio is the same as the transmission ratio in the position, the shift operation from the low-speed low-speed cutting operation speed to the cutting operation speed is performed, or the shift operation from the high-speed movement speed to the cutting operation speed is performed. However, the selected cutting speed is the same.
Therefore, when there is a high possibility that a low-speed operation speed is required according to the main work mode, the cutting work speed is set at the high-speed position of the second transmission with the first transmission set at the low-speed position. On the other hand, when there is a high possibility that the work speed on the high speed side is desired, if the cutting speed is set at the low speed position of the second transmission with the first transmission set at the high speed position, If necessary, switch the second transmission to arbitrarily switch and select the required high speed or low speed speed and the cutting speed of the same transmission ratio set as the appropriate cutting speed, Good cutting operation can be performed.

[Solution 3]
Another technical means of the present invention taken to solve the above-described problem is that, as described in claim 3, the first transmission is operated to the low speed position and the second transmission is operated to the high speed position. The first transmission device and the first transmission device so that the cutting operation speed when the first transmission device is operated at the high speed position and the second transmission device is operated at the low speed position is higher than the cutting operation speed at The transmission ratio of the second transmission is set.

[Operation and effect of invention according to Solution 3]
According to the configuration shown in the above solution 3, the first transmission is in the second position at the high speed position than the cutting speed when the first transmission is in the low speed position and the second transmission is operated in the high speed position. The transmission ratios of the first transmission and the second transmission are set so that the cutting work speed is high when the transmission is operated to the low speed position.
For this reason, for example, when cutting conditions, that is, under good conditions where there is almost no lodging of the culm to be cut, efficient cutting is performed at the cutting speed on the high speed side, and the conditions are somewhat poorer than that It can be used properly, such as cutting at low speed.
Therefore, when there is a high possibility that a work speed on the low speed side is required as the main work form, a good work is performed as a shift state specialized for work on the low speed side, and conversely, work on the high speed side is performed. When there is a high possibility that speed is required, there is an advantage that good work can be easily performed as a shift state specialized for work on a higher speed side.

[Solution 4]
Another technical means of the present invention taken to solve the above-mentioned problems is that, as described in claim 4, as a speed difference mitigating means, a hydraulically operated friction clutch having a plurality of friction plates, and its friction An operation valve for controlling the operation of the clutch is provided, and an operation signal for turning on and off the friction clutch is output to the operation valve based on an operation of a speed change operation tool for speed changing the second transmission. It is that.

[Operations and effects of invention according to Solution 4]
According to the configuration shown in the solution means 4 described above, the speed difference mitigation means is provided with a hydraulically operated friction clutch and an operation valve for controlling the operation of the friction clutch, and shifts the second transmission. Since the friction clutch is turned on and off by an operation signal output based on the operation of the speed change operation tool, the speed change operation while the vehicle is traveling is operated by the operation signal output by the operation of the speed change operation tool. , The friction clutch is turned on and off, and the speed change operation can be performed accurately and smoothly.

Combine side view Diagram showing the transmission system Longitudinal front view of traveling gearbox Longitudinal side view of traveling transmission Longitudinal front view showing the upper part of the drive transmission Longitudinal front view showing the lower part of the drive transmission Longitudinal front view showing the operation mode in the traveling auxiliary transmission unit Longitudinal front view showing the steering mechanism Circuit diagram showing hydraulic operating system Block diagram showing control device and input / output device

Hereinafter, an example of an embodiment of the present invention will be described based on the drawings.
[Overall structure of the combine]
FIG. 1 is an overall side view of a combine equipped with a traveling transmission device 20 according to the present invention. As shown in this figure, this combine is made up of a traveling machine body having a pair of left and right crawler-type traveling devices 1 and 1 and a driver's seat 2, and before cutting which is connected to the front part of the machine body frame 3 of this traveling machine body. A processing unit 10 is provided, and a threshing device 4 and a grain tank 5 are provided on the rear side of the body frame 3 and arranged in the lateral direction of the traveling body.

This combine harvests rice and wheat.
That is, the traveling aircraft includes an engine 6 (see FIG. 2) provided below the driver seat 2 and the traveling transmission device 20 provided at the front end of the aircraft frame 3, and is output from the engine 6. The driving force is shifted by the traveling transmission device 20 and transmitted to the pair of left and right traveling devices 1, 1, thereby driving the pair of left and right traveling devices 1, 1 to travel.

  The pre-cutting processing unit 10 is configured so that the pre-processing unit frame 11 (see FIG. 1) is swung up and down with respect to the body frame 3 by a hydraulic cylinder 12 (see FIG. 1). The weeding tool 13 located at the front end moves up and down into a descending working state in which the weeding tool 13 is lowered near the ground, and an ascending non-working state in which the weeding tool 13 is elevated from the ground.

  When the pre-cutting processing unit 10 is in the descending work state and the traveling machine is traveling, the cutting unit pre-processing unit 10 raises the planted culm by the weeding tool 13 and introduces it into the device 14. The planted culm to be lifted and processed is cut by the clipper-shaped reaping device 15, and the chopped cereal is conveyed to the rear side of the machine body by the supply device 16 and supplied to the start end of the threshing feed chain 4 a of the threshing device 4. . The threshing device 4 sandwiches the stock side of the harvested cereal meal by the threshing feed chain 4a and conveys it toward the rear of the self-propelled machine body, thereby supplying the tip side of the harvested grain meal to the handling room for threshing treatment. The grain tank 5 collects and stores the threshing grains from the threshing device 4.

[Configuration of transmission system]
FIG. 2 is a diagram showing a transmission system that guides the power output from the engine 6 to the travel devices 1, 1 and the pre-cutting processing unit 10. FIG. 3 is a longitudinal front view of the travel transmission device 20, and FIG. 4 is a longitudinal side view of the travel transmission device 20.
As shown in these drawings, the traveling transmission device 20 includes a pump shaft 21 described later as an input shaft and is rotatably provided at an upper end portion, and the pair of left and right traveling drive shafts 1a and 1a are rotatably provided at a lower end portion. The transmission case, a hydrostatic continuously variable transmission 23 (hereinafter referred to as HST23) serving as a traveling main transmission housed at the upper end of the transmission case 22, and a lower side of the traveling vehicle than the HST23. And a traveling mission unit 30 housed in the mission case 22.

  FIG. 5 is a longitudinal front view of the upper end side of the traveling transmission device 20. As shown in FIG. 5 and FIGS. 2, 3, and 4, the HST 23 is an axial plunger type, variable displacement type hydraulic pump 24, and an axial plunger type driven by pressure oil from the hydraulic pump 24. The hydraulic motor 25 is provided. The hydraulic pump 24 includes the pump shaft 21.

  FIG. 6 is a longitudinal front view of the lower end side of the traveling transmission device 20. As shown in FIG. 6 and FIGS. 2, 3, 4, and 5, in the traveling mission unit 30, an input gear 31 is meshed with a motor shaft gear 27 that is rotatably provided integrally with the motor shaft 26 of the HST 23. A traveling sub-transmission unit 32 and a center gear 50 meshed with the output gear 33 of the traveling sub-transmission unit 32 are provided, and a steering mechanism 51 provided across the center gear 50 and the pair of left and right traveling drive shafts 1a and 1a. I have.

That is, in the traveling transmission device 20, the driving force of the output shaft 6 a of the engine 6 is transmitted to the pump shaft 21 by the belt pulley 76 provided so as to rotate integrally with the pump shaft 21 so as to constitute the belt transmission mechanism 7. Yes.
Then, the driving force of the engine 6 input to the transmission case 22 via the pump shaft 21 is input to the hydrostatic continuously variable transmission 23, and the forward driving force and the reverse drive are driven by the hydrostatic continuously variable transmission 23. It is converted into force, and is configured to be able to shift continuously on both the forward side and the reverse side.
The output from the motor shaft 26 of the hydrostatic continuously variable transmission 23 is input to the input gear 31 of the traveling mission unit 30, and the driving force of the input gear 31 is shifted by the traveling subtransmission unit 32 and transmitted to the center gear 50. The driving force of the center gear 50 is transmitted to the pair of left and right traveling drive shafts 1a and 1a by the steering mechanism 51, thereby driving the pair of left and right traveling devices 1 and 1.

  The traveling transmission device 20 is configured to turn the pair of left and right traveling devices 1, 1 into a straight traveling state and a turning state by cutting or shifting the transmission to the pair of left and right traveling drive shafts 1 a, 1 a by the steering mechanism 51. It is configured to be switched.

  As shown in FIGS. 2, 3, and 4, the traveling transmission device 20 includes an input shaft 34 having the input gear 31 so as to be integrally rotatable, and an end projecting laterally outward from the transmission case 22 of the input shaft 34. An output pulley 70 provided integrally with the unit is provided, and the driving force of the input shaft 34 is transmitted from the output pulley 70 to the pre-cutting processing unit 10.

[Travel auxiliary transmission section]
As shown in FIGS. 2 to 5, the traveling sub-transmission unit 32 includes a first transmission A for traveling that can be shifted in a plurality of stages, and a second transmission B for traveling that can be shifted in a plurality of stages. It is configured in series.
In the first transmission A, the shift gear is operated by swinging an auxiliary transmission lever 81 (see FIG. 10) as an artificial operation tool that can be manually operated by a driver in the boarding driving section having the driver seat 2. The second transmission device B is configured to automatically change the speed difference generated between the transmission upper side and the transmission lower side in accordance with the shift operation. The transmission is provided with a speed difference mitigating means C for gradually reducing the power and transmitting power.

  That is, in the first transmission A, the shift gear 35 provided so as to be integrally rotatable and shiftable on the input shaft 34 having the input gear 31 so as to be integrally rotatable is operated in accordance with the swing operation of the auxiliary transmission lever 81. Thus, the gear transmission mechanism is configured to selectively change the meshing object between the high-speed gear 36 and the medium-speed gear 37.

  The second transmission B includes a clutch gear 39 that is supported by the intermediate transmission shaft 38 so as to be relatively rotatable and slidable, and a low-speed gear 41 that is supported at one end portion of the intermediate transmission shaft 38 so as to be relatively rotatable. I have. Further, on the intermediate transmission shaft 38 at the intermediate position between the clutch gear 39 and the low speed gear 41, the speed difference generated between the transmission upper side and the transmission lower side with the speed change operation is automatically gradually reduced. As the speed difference mitigating means C for performing power transmission, a hydraulically operated friction clutch 42 having a large number of friction plates is provided.

  As shown in FIG. 10, this second transmission B is a push button type operation button provided on the grip 80a of the shift lever 80 for the driver to shift the travel shift HST 23 in the boarding operation section. 82 is configured to be switched alternately to either the high speed side or the low speed side by the push-on / push-off operation 82. In other words, the push button type operation button 82 is configured to be switched between on and off each time it is pressed. Therefore, the on / off operation of the operation button 82 causes the auxiliary circuit in the hydraulic circuit in FIG. 9 to be described later. The shift control valve V1 for shifting operation is operated to switch the operation state of the clutch gear 39 and the friction clutch 42.

As shown in FIGS. 5 and 7, the clutch gear 39 includes a cylinder portion 39a having a gear portion integrally formed on the outer peripheral side, and a hydraulic piston 39b is built in the cylinder portion 39a. 39b is pressed and urged by a pressing spring 39c toward the lateral side of the intermediate shaft first gear 40.
As shown in FIG. 7A, in a state where the cylinder portion 39a and the hydraulic piston 39b are pressed against the lateral side portion of the intermediate shaft first gear 40, the outer peripheral gear portion of the cylinder portion 39a It engages with an internal gear portion 40 a formed on the lateral side portion of the shaft first gear 40 and meshes with the output shaft first gear 44 of the output shaft 45.
At this time, the low-speed gear 41 supported relative to one end of the intermediate transmission shaft 38 and the friction clutch 42 provided between the intermediate transmission shaft 38 are in a clutch disengaged state, and the rotation of the intermediate transmission shaft 38 is performed at a low speed. The gear 41 is configured not to be transmitted.

When pressure oil is supplied to the cylinder portion 39a in this state, as shown in FIG. 7B, the cylinder portion 39a resists the urging force of the pressing spring 39c and the intermediate shaft first gear 40 It moves to the side away from the side portion, and the engagement with the internal gear portion 40a of the intermediate shaft first gear 40 is released.
At the same time, a friction clutch 42 provided between the low-speed gear 41 supported on one end of the intermediate transmission shaft 38 so as to be relatively rotatable and the intermediate transmission shaft 38 is switched from a cut state to an on state by a hydraulic piston 42b. It is configured to be.
That is, the case portion 42a of the friction clutch 42 is fixed to the intermediate transmission shaft 38, and as shown in FIG. 7B, the hydraulic piston 42b is moved away from the case portion 42a by the supplied pressure oil, The friction plate supported between the low-speed gear 41 and the low-speed gear 41 is pressed into a clutch-engaged state so that the rotation of the intermediate transmission shaft 38 can be transmitted to the low-speed gear 41.

  That is, in the traveling sub-transmission unit 32, a shift gear 35 provided so as to be integrally rotatable and shiftable on an input shaft 34 having the input gear 31 so as to be integrally rotatable is shifted to operate a high speed gear 36 and a medium speed gear 37. The clutch gear 39 which is meshed with the intermediate transmission shaft 38 and supported by the intermediate transmission shaft 38 so as to be rotatable and slidable relative to the intermediate transmission shaft 38 is slidably operated by a cylinder portion 39a formed integrally therewith. The friction clutch 42 provided between the low-speed gear 41 and the intermediate transmission shaft 38, which is engaged with and disengaged from each other and supported by one end portion of the intermediate transmission shaft 38, and the intermediate transmission shaft 38, is engaged and disconnected by the hydraulic piston 42b. By switching the operation, the driving force of the input gear 31 is shifted in three stages of high, medium and low speed and transmitted from the output gear 33 to the center gear 50. .

  In the traveling sub-transmission unit 32, the shift gear 35 is engaged with the high-speed gear 36, the clutch gear 39 is engaged with the lateral side portion of the intermediate shaft first gear 40, and the friction clutch 42 is switched to the disengaged state. Then, the state becomes a medium speed state as a cutting operation speed suitable for a normal cutting operation, and the driving force of the input gear 31 is changed to the input shaft 34, the shift gear 35, the high speed gear 36, the intermediate shaft second gear 43, the intermediate transmission shaft. 38, the intermediate shaft first gear 40, the clutch gear 39, the output shaft first gear 44, and the output shaft 45 are transmitted to the output gear 33.

  When the shift gear 35 is engaged with the high speed gear 36, the clutch gear 39 is disengaged from the lateral side portion of the intermediate shaft first gear 40, and the friction clutch 42 is switched to the engaged state. The driving speed of the input gear 31 is changed to the input shaft 34, the shift gear 35, the high speed gear 36, the intermediate shaft first gear 40, the intermediate transmission shaft 38, the friction clutch 42, and the low speed gear 41. The output shaft 33 is transmitted to the output gear 33 via the output shaft second gear 46 and the output shaft 45.

  Further, when the shift gear 35 is engaged with the medium speed gear 37, the clutch gear 39 is engaged with the lateral side portion of the intermediate shaft first gear 40, and the friction clutch 42 is switched to the disengaged state, Low speed as a low-speed cutting work speed suitable for cutting, etc., and the driving force of the input gear 31 is changed to input shaft 34, shift gear 35, medium speed gear 37, intermediate shaft first gear 40, clutch gear 39, output shaft. This is transmitted to the output gear 33 via the first gear 44 and the output shaft 45.

When the shift gear 35 is engaged with the medium speed gear 37, the clutch gear 39 is disengaged from the lateral side of the intermediate shaft first gear 40, and the friction clutch 42 is switched to the engaged state, The intermediate gear speed is achieved as the cutting work speed suitable for the work, and the driving force of the input gear 31 is changed to the input shaft 34, the shift gear 35, the medium speed gear 37, the first intermediate gear 40, the intermediate transmission shaft 38, and the friction clutch 42. Then, it is transmitted to the output gear 33 via the low speed gear 41, the output shaft second gear 46, and the output shaft 45.
This medium speed state is the same as the medium speed state when the shift gear 35 is engaged with the high speed gear 36 and the clutch gear 39 is engaged with the lateral side portion of the intermediate shaft first gear 40. In addition, a transmission ratio in the traveling auxiliary transmission unit 32 is set.

[Speed difference mitigation means]
In the second transmission device B, the speed difference mitigating means C provided for automatically reducing the speed difference generated between the upper transmission side and the lower transmission side in accordance with the speed change operation to perform power transmission, It is constituted by a hydraulically operated friction clutch 42 disposed on an intermediate transmission shaft 38 at an intermediate position between the clutch gear 39 and the low speed gear 41.
The friction clutch 42 includes a case portion 42a that is externally fitted and fixed to the intermediate transmission shaft 38, and a low-speed gear 41 that is supported in a state in which only relative rotation with respect to the intermediate transmission shaft 38 is possible and movement in the axial direction is prevented. And a large number of friction plates supported between the case portion 42a and the low speed gear 41, and the friction plates can be pressed and biased toward the low speed gear 41 so as to be sandwiched between the low speed gears 41. And a hydraulic piston 42b.
The clutch gear 39 has a tooth width that can maintain the meshing state with the output shaft first gear 44 on the output shaft 45 side, regardless of whether the gear portion is shifted to either the high speed side or the low speed side. Is set to

  That is, in the second transmission device B, when performing a shifting operation to the high speed side, the clutch gear 39 is disengaged from the lateral side portion of the intermediate shaft first gear 40, and the friction clutch 42 is switched to the engaged state. However, when the hydraulic piston 42b moves away from the case portion 42a by the supplied pressure oil and presses the friction plate supported between the low-speed gear 41 and the clutch is engaged, the friction plates The speed difference mitigating means C for automatically transmitting the power difference by gradually reducing the speed difference generated between the transmission upper side and the transmission lower side due to the slippage.

  In addition, in the second transmission device B, when a speed change operation is performed on the low speed side, a gradual decrease in the speed difference due to the slip of the friction plate cannot be expected, but the state where the aircraft is moving at a relatively high speed is changed to a low speed. Even if a shifting operation is performed during the movement of the airframe, the clutch gear 39 interlocked with the traveling devices 1 and 1 continues to rotate in the same direction as the intermediate shaft first gear 40, and the relative speed difference is Since the number is reduced, a shift operation with a relatively small shift shock is easily performed.

[Steering mechanism]
As shown in FIGS. 2, 3, 6, and 8, the steering mechanism 51 is used to switch the pair of left and right traveling devices 1, 1 between a straight traveling state, a large radius turning state, and a small radius turning state. Is. The steering mechanism 51 includes a pair of left and right steering clutch gears 52 and 52, hydraulic pistons 52 a and 52 a formed integrally with the steering clutch gears 52 and 52, and a center gear 50 having an internal tooth portion with which the steering clutch gears 52 and 52 are engaged. A reduction transmission clutch 59 provided between the reduction gear 57 and the intermediate transmission shaft 58 meshed with the small-diameter gear portion of the center gear 50, and the power from the intermediate transmission shaft 58 is intermittently cut off with respect to the steering clutch gears 52, 52. Left and right transmission clutches 54 and 56 to be operated are provided.

  In the steering mechanism 51, as shown in FIGS. 6 and 8, a pair of left and right steering clutch gears 52, 52 are slid by a hydraulic piston 52 a formed integrally with the steering clutch gears 52, 52. The part is engaged and disengaged. A left transmission clutch 54 provided between the left steering clutch gear 52 and the left transmission gear 53 is switched between an on state and a disengaged state by a hydraulic piston 54a. The right transmission clutch 56 provided across the transmission gear 55 is switched between the on state and the off state by the hydraulic piston 56a. A reduction transmission clutch 59 provided across the reduction gear 57 and the intermediate transmission shaft 58 meshed with the small-diameter gear portion of the center gear 50 is switched between the on state and the off state by the hydraulic piston 59a. As a result, the pair of left and right traveling devices 1, 1 are configured to switch to the above-described straight traveling state, large radius turning state, and small radius turning state.

In other words, the steering mechanism 51 is operated to switch the pair of left and right steering clutch gears 52, 52 so that one end of the steering clutch gears 52 and 52 are engaged with the inner gear of the center gear 50, and the left transmission clutch 54 and the right transmission clutch. When 56 is switched to the cut-off state, the driving force of the center gear 50 is transmitted to the left traveling drive shaft 1a via the left steering clutch gear 52 and the left traveling drive gear 60, and the driving force of the center gear 50 is transmitted. This is transmitted to the right travel drive shaft 1 a via the right steering clutch gear 52 and the right travel drive gear 61.
As a result, the steering mechanism 51 drives the pair of left and right traveling drive shafts 1a, 1a at the same driving speed, and drives the pair of left and right traveling apparatuses 1, 1 at the same driving speed in the same driving direction. Drive straight ahead.

The steering mechanism 51 is switched to a state in which one of the pair of left and right steering clutch gears 52, 52 is engaged with the internal gear portion of the center gear 50, and the other steering clutch gear 52 is disengaged from the internal gear portion of the center gear 50. When the left transmission clutch 54 and the right transmission clutch 56 are switched to the disengaged state, the driving force of the center gear 50 is engaged via the steering clutch gear 52 meshed with the inner teeth of the center gear 50. The traveling drive shaft 1a corresponding to the steering clutch gear 52 that has been transmitted to the traveling drive shaft 1a corresponding to the steering clutch gear 52 and detached from the inner tooth portion of the center gear 50 is put into the idle state.
Thus, the steering mechanism 51 drives one of the pair of left and right traveling drive shafts 1a, 1a, puts the other traveling drive shaft 1a into the idle state, and drives only one of the pair of left and right traveling devices 1, 1. The traveling body is turned with a large turning radius.

The steering mechanism 51 is switched to a state in which one of the pair of left and right steering clutch gears 52, 52 is engaged with the internal gear portion of the center gear 50, and the other steering clutch gear 52 is disengaged from the internal gear portion of the center gear 50. The left transmission clutch 54 or the right transmission clutch 56 corresponding to the steering clutch gear 52 meshed with the inner teeth of the center gear 50 is disengaged. When the left transmission clutch 54 or the right transmission clutch 56 corresponding to the steering clutch gear 52 detached from the inner tooth portion of the center gear 50 is switched to the engaged state, the driving force of the center gear 50 is increased. The travel drive shaft corresponding to the steering clutch gear 52 via the steering clutch gear 52 meshed with the inner tooth portion of the a, the driving force of the center gear 50 is transmitted to the intermediate transmission shaft 58 via the reduction gear 57 and the reduction transmission clutch 59, and the driving force of the intermediate transmission shaft 58 is disengaged from the inner teeth of the center gear 50. The steering clutch disengaged from the internal gear of the center gear 50 via the left intermediate shaft gear 62 or right intermediate shaft gear 63 corresponding to the gear 52, the reduction gear 53 or 55, the left transmission clutch 54 or the right transmission clutch 56. The steering clutch gear 52 is transmitted at a lower speed than the steering clutch gear 52 meshing with the inner teeth of the center gear 50, and the driving force of the steering clutch gear 52 is correspondingly driven. To communicate.
As a result, the steering mechanism 51 drives one of the pair of left and right traveling drive shafts 1a and 1a at the same drive speed as when traveling straight, and drives the other traveling drive shaft 1a at a lower speed than when traveling straight. The pair of traveling devices 1 and 1 are driven at different driving speeds in the same driving direction to cause the traveling machine body to turn with a small turning radius.

  As shown in FIGS. 2, 3, 5, and 6, the steering mechanism 51 includes a hydraulically operated steering brake 64 provided at one end of the intermediate transmission shaft 58. By applying a friction brake to the intermediate transmission shaft 58, the traveling device 1 (the traveling device on the inside of the turn) corresponding to the steering clutch gear 52, which is disengaged from the center gear 50, is braked, and the turning radius of the traveling machine body is turned. It is made smaller than the turning radius when the inner traveling device 1 is driven to decelerate.

[Control form]
The control mode of the transmission system will be described.

  As shown in FIG. 5, the traveling transmission device 20 is disposed on the left side of the traveling machine body with respect to the main body 23 a having the hydraulic pump 24 and the hydraulic motor 25 of the HST 23 and is assembled to the transmission case 22. A pump 71 is provided.

The hydraulic pump 71 is constituted by a trochoid pump provided with a pump gear attached to the pump shaft 21. The hydraulic pump 71 includes a suction filter 73 (see FIG. 4) provided at an upper end portion of the mission case 22 and a hydraulic circuit having a suction oil passage formed in the mission case 22. It is connected to the internal oil reservoir and the operation valves of the hydraulic pistons 39b, 42b, 52a, 54a, 56a, 59a provided in the traveling mission unit 30.
That is, the hydraulic pump 71 is driven by the pump shaft 21, sucks the lubricating oil stored in the transmission case 22, discharges the pressure oil, and discharges the discharged pressure oil to the hydraulic pistons 39b, 42b, 52a, 54a, 56a and 59a are supplied to cause the traveling mission unit 30 to be switched.

  That is, as shown in FIG. 9, the discharge oil path L from the hydraulic pump 71 is branched into the first oil path L1 and the second oil path L2 in the middle, and the first oil path L1 passes through the pressure reducing valve V11. , A sub-transmission solenoid valve V1 for operating the traveling sub-transmission unit 32, a braking control solenoid valve V2 for controlling the turning braking state, a pair of left and right steering clutch gears 52, 52, and a left and right transmission clutch Steering solenoid valves V3 and V4 for operating 54 and 56 are provided. As shown in FIG. 10, each of the sub-transmission solenoid valve V1, the braking control solenoid valve V2, the steering solenoid valves V3 and V4, and a pressure regulating proportional solenoid control valve V9, which will be described later, includes a control device 100. It is configured to be controlled in response to a control signal from.

A pair of pilot operation valves V7 and V8 are connected in parallel to the second oil path L2 via a sequence valve V12, and the pressure oil that has passed through the pilot operation valves V7 and V8 is supplied to the subsequent seventh oil path. It is configured to be supplied to L7 and the eighth oil passage L8.
Of the pilot operation valves V7 and V8, one pilot operation valve V7 is supplied from the steering solenoid valve V4 that operates the left transmission clutch 54 of the steering solenoid valves V3 and V4. The other pilot operating valve V8 is supplied from a steering solenoid valve V3 that operates the right transmission clutch 56 of the steering solenoid valves V3, V4. It is configured to operate with pilot pressure.

The seventh oil passage L7 connected to the one pilot operation valve V7 is connected to supply pressure oil to both the left steering clutch gear 52 and the left transmission clutch 54, and The transmission clutch 54 is configured to operate more slowly than the steering clutch gear 52 via the throttle S2.
Similarly, an eighth oil passage L8 connected to the other pilot operation valve V8 is connected to supply pressure oil to both the right steering clutch gear 52 and the right transmission clutch 56. In addition, the transmission clutch 56 is configured to operate more gently than the steering clutch gear 52 via the throttle S3.

  The pressure oil that has passed through one of the pair of left and right steering clutch gears 52, 52 is supplied to the succeeding ninth oil passage L9, and further, through the proportional electromagnetic control valve V9 for pressure adjustment, the tenth oil passage L10. Supplied to. The pressure oil supplied to the tenth oil passage L10 is supplied to the deceleration transmission clutch 59 or the steering brake by the brake switching valve V10 controlled by the pilot pressure of the brake control electromagnetic valve V2 for controlling the turning braking state. 64 is selectively supplied. A relief valve V13 is connected in the middle of the ninth oil passage L9.

  The sub-transmission solenoid valve V1 provided in the first oil passage L1 is pressure oil supplied from the first oil passage L1 by the operation of the operation button 82 provided in the grip 80a of the transmission lever 80 shown in FIG. Can be alternately switched between a state where the oil is supplied to the subsequent third oil passage and a state where the oil is returned to the mission case 22.

  When pressure oil is supplied to the third oil passage L3, the third oil passage L3 is switched to a state in which pressure oil is supplied to the cylinder portion 39a of the clutch gear 39 with the primary side pressure, and the primary side pressure is reduced to a predetermined value or less. An open / close valve V5 configured to switch to a state in which the cylinder portion 39a and the case portion 42a of the friction clutch 42 are opened to the drain side via the fifth oil passage L5 is connected by the return spring when lowered.

From the middle of the third oil passage L3, a fourth oil passage L4 for supplying pressure oil to the oil chamber between the case portion 42a of the friction clutch 42 and the hydraulic piston 42b is branched. The fourth oil passage L4 is provided with an accumulator 77 in the middle of the oil passage, and the pressure oil set by the accumulator 77 is supplied to the hydraulic piston 42b in the friction clutch 42.
Further, since the pressure oil is supplied through the accumulator 77, even when the pressure oil is rapidly supplied in accordance with the switching operation of the auxiliary transmission solenoid valve V1, the buffering effect of the accumulator 77 causes the friction clutch 42 to It can be avoided that the friction plate is abruptly pressed.

Furthermore, the 6th oil path L6 which can unload the pressure of the 4th oil path L4 is connected to the location between the location which provided the accumulator 77 of the 4th oil path L4, and the friction clutch 42. FIG. As shown in FIG. 5, the sixth oil passage L6 includes a throttle S1 provided at a location where an oil passage formed inside the intermediate transmission shaft 38 is opened inside the transmission case 22, and A valve mechanism V6 that can release the open state and close the sixth oil passage L6 is provided.
In this valve mechanism V6, when pressure oil is supplied to the clutch gear 39 and the cylinder portion 39a moves to the side away from the intermediate first gear 40, the throttle S1 is closed by the cylinder portion 39b and the sixth oil passage is closed. It switches to the state which blocked | released the open state of L6, and it is comprised so that the friction clutch 42 may be operated to the clutch engagement side with the pressure supplied from the accumulator 77 side. At this time, the fifth oil passage L5 is also closed by the on-off valve V5.

As shown in FIG. 10, the braking control solenoid valve V2 provided in the first oil passage L1 is configured to be switched by a turning mode changeover switch 84 provided in the boarding operation section. In other words, when the turning mode changeover switch 84 is operated to the “relaxed” position, as shown in FIG. 9, the pilot pressure from the first oil passage L1 is applied to the brake control electromagnetic valve V2 by the brake changeover valve V10. And the speed reduction transmission clutch 59 is activated.
In FIG. 10, when the turning mode changeover switch 84 is operated to the “reliable” position, the braking control electromagnetic valve V2 is switched from the state shown in FIG. 9, and the pilot pressure from the first oil passage L1 is changed. Acts on the brake switching valve V10 side, and the brake switching valve V10 is switched to the side for operating the steering brake 6.

As shown in FIG. 10, the steering solenoid valves V3 and V4 provided in the first oil passage L1 are configured to be switched by a steering lever 83 provided in the boarding operation section.
That is, in the state where the steering lever 83 is located at the neutral position N, it is in a straight-ahead state where none of the steering solenoid valves V3, V4 act.
When the steering lever 83 is operated to the right turning position R1, the right pilot that operates both the right steering clutch gear 52 and the right transmission clutch 56 of the steering solenoid valves V3, V4. The right steering solenoid valve V3 for supplying pressure oil to the valve V8 is operated to the ingress side, the right traveling device 1 is in the idle state, and the steering lever 83 is operated to the right turning position R2. The right steering device 1 is driven at a lower speed (or brakes are applied) than when traveling straight ahead.
When the steering lever 83 is operated to the left turning position L1, the left pilot valve that operates both the left steering clutch gear 52 and the left transmission clutch 54 of the steering solenoid valves V3, V4. The right steering solenoid valve V4 for supplying pressure oil to V7 is operated to the inward side, the left traveling device 1 enters the idle state, and the steering lever 83 is operated to the left turning position L2. Then, the left traveling device 1 is driven at a lower speed (or brakes are applied) than when traveling straight ahead.

  The proportional electromagnetic control valve V9 for pressure adjustment provided in the ninth oil passage L9 detects an operation amount to the left or right of the steering lever 83 with a potentiometer 83a, and the steering based on the operation amount. Control is performed based on a control signal from the control device 100 so as to change the supply pressure from the tenth oil passage L10 to the brake 64 or the deceleration transmission clutch 59.

  A supply oil passage LL from a charge pump 72 provided separately from the hydraulic pump 71 is connected to a charge oil supply circuit of the HST 23. A relief valve V14 is provided in the supply oil passage LL.

[Other Embodiment 1]
In the above embodiment, the transmission ratio when the first transmission A is operated to the low speed position and the second transmission B is operated to the high speed position, and the first transmission A is operated to the high speed position, and The transmission ratio in the state where the second transmission B is operated to the low speed position is set to the same transmission ratio. Different values may be set.
In this case, the first transmission device A is operated to the high speed position and the first transmission device A is operated to the high speed position, and the first transmission device A is operated to the high speed position and the second transmission device B is operated to the high speed position. When the transmission ratio of the first transmission device A and the second transmission device B is set so that the cutting operation speed when the two-transmission device B is operated to the low speed position is high, It is easy to select a usage form according to each of the case where the possibility of moving is high, the case where the cutting operation is performed on the low speed side, and the case where the possibility of performing the low speed cutting operation in a lying state is high.

[Second embodiment]
As shown in the above embodiment, the speed difference mitigating means C is not limited to the one using the hydraulically operated friction clutch 42, and for example, a synchromesh mechanical gear transmission device or this gear transmission device may be used. An appropriate structure such as an actuator such as a hydraulic cylinder to be operated or a mechanism that transmits power through a fluid can be employed. In short, it is sufficient that the speed change operation while the vehicle is traveling can be performed in a state in which the degree of transmission efficiency is greatly reduced and the degree of speed change shock is reduced.

  The present invention can be applied to ordinary combine in addition to the self-removing combine shown in the embodiment, and other crops such as onions and carrots can be harvested, The present invention can also be applied to various work vehicles such as a transport vehicle, a tractor, and an earthwork work vehicle that use a crawler traveling device.

DESCRIPTION OF SYMBOLS 23 Hydraulic continuously variable transmission 32 Traveling subtransmission part 38 Intermediate transmission shaft 39 Clutch gear 42 Friction clutch 80 Transmission lever 81 Subtransmission lever 82 Transmission operation tool (operation button)
83 Steering lever A 1st transmission B 2nd transmission C Speed difference relaxation means V1 Operation valve

Claims (4)

The power of the engine is branched into two systems, a transmission system to the cutting part and a transmission system to the traveling device, and the transmission system to the traveling device has a first transmission for traveling that can be shifted in multiple stages, and a plurality of stages. And a second transmission for traveling that can be freely shifted in series,
The first transmission device is constituted by a gear transmission mechanism that can change gears by selectively switching the engagement state of the transmission gears by operating a human operation tool, and the second transmission device is connected to the upper transmission side in accordance with the transmission operation. And a transmission equipped with a speed difference mitigating means for automatically reducing the speed difference generated between the transmission and the lower transmission side and performing power transmission,
When the first transmission is operated to the low speed position and the second transmission is operated to the high speed position, a cutting work speed is obtained, the first transmission is operated to the low speed position, and the second transmission is low speed. When operated to the position, configured to obtain a low-speed cutting work speed that is slower than the cutting work speed,
When the first transmission is operated to the high speed position and the second transmission is operated to the high speed position, a moving speed higher than the cutting work speed is obtained, and the first transmission is operated to the high speed position. A travel transmission for a harvesting and harvesting machine configured to obtain a cutting operation speed lower than the moving speed when the second transmission is operated to a low speed position.   The transmission ratio when the first transmission is operated to the low speed position and the second transmission is operated to the high speed position, and the first transmission is operated to the high speed position and the second transmission is operated to the low speed position. The transmission gearbox of a harvesting and harvesting machine according to claim 1, wherein the transmission ratio in the state of being set is set to the same transmission ratio.   The first transmission is operated at the high speed position and the second transmission is at the low speed position, compared to the cutting speed when the first transmission is operated at the low speed position and the second transmission apparatus is operated at the high speed position. The traveling transmission of the harvesting and harvesting machine according to claim 1, wherein a transmission ratio of the first transmission and the second transmission is set so that the harvesting operation speed in a state where the harvesting is operated is high.   Based on the operation of a speed change operation tool that is provided with a hydraulically operated friction clutch having a large number of friction plates and an operation valve for controlling the operation of the friction clutch as a speed difference mitigation means and performs a speed change operation of the second transmission. The travel transmission for a harvesting harvester according to any one of claims 1 to 3, wherein an operation signal for turning on and off the friction clutch is output to the operation valve.

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