JP2011072209A - Farm implement - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a farm implement having a mechanism by which crop-harvesting operation can be carried out at the levee side or the like by operating a reaping device or the like in a traveling-stopped state by a comparatively simple structure and operation. <P>SOLUTION: The farm implement is equipped with a traveling transmission device having the following first spring 4, second spring 5, crutch arm 38 and raking pedal 91. The first spring 4 installed on an output shaft 17 constantly urges a first output gear 11 in the direction in which the power transmission by a clutch body is turned on through the clutch body for turning the power transmission on/off, installed between the first output gear 11 freely fitted on the output shaft 17 and the second output gear 12 integrally driven with the output shaft 17. The second spring 5 constantly urges the first output gear 11 through the clutch body in the direction engaging with the second output gear 12 and is installed in the outside part of the traveling transmission device 14. The clutch arm 38 turns on or off the power transmission between the first output gear 11 and the second output gear 12. The raking pedal 91 turns off the power transmission between the first output gear 11 and the second output gear 12 by operating the clutch body. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to an agricultural machine such as a combine harvester that harvests planted cereals, and more particularly to a configuration of a transmission mechanism thereof.

While the combine is traveling, it is basically the work of harvesting with the harvesting device and threshing with the threshing device, but at the shore, etc., the harvesting work at the shore is done by operating the reaping device and the threshing device while the traveling is stopped May be performed.
In the following Patent Document 1, in order to stop the driving of both the left and right crawlers at the same time with the reaping device and the threshing device activated, both the crawlers are driven simultaneously by cutting off the power transmission to both side clutches. A configuration is described in which the cereal harvesting operation at the shore is performed after stopping.

JP 2003-164215 A

The invention described in Patent Document 1 includes a dedicated side clutch operating lever for cutting power to the left and right side clutches separately from the steering lever for turning the side clutch on and off when turning left and right.
Therefore, there is an advantage that the power transmission to both side clutches can be surely cut off and the traveling stop state can be reliably maintained, but the transmission becomes relatively complicated.

  Accordingly, an object of the present invention is to provide an agricultural machine having a speed change mechanism capable of operating a harvesting device or the like with a relatively simple configuration and operation in a running stop state to perform crop harvesting work at the shoreline or the like. is there.

The problems of the present invention are solved by the following means.
According to the first aspect of the present invention, there is provided an output shaft (17) for outputting power transmitted from the drive source (111), a driving body for traveling (3) and a work driving body by the power from the output shaft (17). In the agricultural machine having a traveling mission device (14) having a gear mechanism for transmitting power to (15), a first output gear (11) loosely fitted on the output shaft (17), and an output shaft (17) Between the first output gear (12), the first output gear (11), and the second output gear (12), or between the first output gear (11) and the input shaft (17). When the first output gear (11) is driven and the clutch body for turning on / off the power transmission between them, the power from the first output gear (11) is transmitted to the lower transmission side to drive the drive body for traveling (3). And the second output gear (1) when the second transmission gear (12) is driven. ) To transmit the power to the work drive body (15) by transmitting the power from the power transmission lower side, and the power transmission by the clutch body via the clutch body through the first output gear (11). The elastic body (4) provided on the output shaft (17) that constantly urges in the direction to enter the first output gear (11) is engaged with the second output gear (12) via the clutch body. Between the first output gear (11) and the second output gear (12) by operating the elastic body (5) provided outside the traveling mission device (14) that always urges in the direction to be The clutch body operating arm (38) for turning power transmission on and off, and the clutch body operating arm (38) are operated to operate the clutch body between the first output gear (11) and the second output gear (12). And operating means (91) for cutting the power transmission of That is agricultural machine provided with a traveling transmission apparatus (14).

  According to the first aspect of the present invention, even when either the first spring 4 or the second spring 5 is damaged, the clutch mechanism is operated by the action of either the first spring 4 or the second spring 5 that is not damaged. Is maintained, it becomes a double safety device. In particular, even when the first spring 4 inside the traveling mission device 14 is damaged, the second spring 5 on the operating side of the clutch body operating arm 38 outside the traveling mission device 14 does not impede traveling.

It is a right view of the combine of one Example of this invention. It is a left view of the combine of FIG. It is a front view of the combine of FIG. It is a block diagram of the power transmission part of the combine driving | running | working mission apparatus of FIG. It is a figure which shows the relationship of the rotation speed of the gear of the differential gear apparatus of the combine of FIG. FIG. 5 is an enlarged view of a clutch shaft portion of the traveling mission device of FIG. 4. It is a fragmentary sectional view of the traveling mission apparatus of FIG. FIG. 5 is an operation mechanism diagram of a traveling clutch arm of the traveling mission device of FIG. 4. FIG. 2 is a plan view of the vicinity of the cockpit of the combine of FIG. 1. It is a side view of the partial structure of the vehicle body horizontal mechanism of the combine of FIG. It is a top view of the partial structure of the vehicle body horizontal mechanism of the combine of FIG. It is a principal part side view of the crawler part of the combine of FIG.

1 is a right side view of a combine according to an embodiment of the present invention, FIG. 2 is a left side view of the combine of FIG. 1, and FIG. 3 is a front view of the combine. In the present specification, the left side and the right side refer to directions when the combine is directed in the forward direction.
As shown in FIG. 1 to FIG. 3, a pair of left and right traveling devices (hereinafter referred to as traveling crawlers) 3 that travel on the soil surface are disposed on the lower side of the body frame 2 of the combine. Engine power is transmitted through the drive wheels 16. On the front end side of the vehicle body frame 2, a cutting device 9 having a weed ridge 8 is provided. Since the reaping device 9 is supported by the reaping device support frame 7 that moves up and down around the upper fulcrum of the body frame 2, an operator who has boarded the combine moves the power steering lever (steering lever) 21 in the cockpit 20. By tilting back and forth, it is configured to move up and down together with the reaper support frame 7.

  Above the vehicle body frame 2, a threshing device 10 that transports the cereals conveyed from the reaping device 9 to thresh and sort and a grain tank 13 that temporarily stores the grains threshed and sorted by the threshing device 10 are mounted. The auger 49 is connected to the rear part of the grain tank 13, and the grain in the grain tank 13 is conveyed by a spiral (not shown) at the lower part of the grain tank, and the combine is discharged from the grain outlet 49 c of the auger 49. It is configured to discharge to the outside.

  That is, the operator operates the HST main transmission lever 22 and the auxiliary transmission lever 23 in the cockpit 20 to change the power of the engine 111 (FIG. 1) via the main transmission in the traveling mission device 14 (FIG. 4). Then, the vehicle travels at an arbitrary speed by being transmitted to the left and right traveling crawlers 3 and 3.

  Further, the right side surface of the cockpit 20 is provided with a space for getting on and off the operator. Further, a power steering lever (steering lever) 21 is provided in front of the right side of the cockpit 20, and the power steering lever 21 turns the combine left and right and tilts back and forth when one lever is tilted left and right. If so, the cutting device 9 can be lowered and raised. The combiner can make various turns by the operator tilting the power steering lever 21 left and right in the cockpit 20. In other words, when the power steering lever 21 is tilted in a direction in which the combine is to be turned, a speed difference is given to the left and right traveling crawlers 3 and 3 to change the traveling direction.

  On the left side of the cockpit 20, an HST lever (main transmission lever) 22 that can control the traveling crawler 3 forward, stop, and reverse steplessly, and the traveling crawler 3 at a low speed (working speed) and a medium speed (working speed). A sub-transmission lever 23 that switches between three stages of travel speed) and high speed (travel speed), a mowing lever for operating the mowing device 9 and the threshing device 10 and a threshing lever (all not shown) are provided.

  The traveling mission device 14 is developed as a power transmission mechanism that transmits the driving force obtained from the combine engine 111 of the present embodiment to the reaping device 9 via the output shaft 17 of the continuously variable transmission (HST) 18. A cross-sectional view shown in FIG. FIG. 5 shows a relationship diagram of the number of rotations of the gear of the differential gear device. FIG. 6 shows an enlarged view of the clutch shaft 70 portion.

  A first output gear 11 and a second output gear 12 are mounted on an output shaft 17 of a hydrostatic continuously variable transmission (HST) 18, and the first output gear 11 is loosely fitted to the output shaft 17 and The output shaft 17 is configured to slide in the axial direction, and a spline portion provided in a part of the axial direction on the output shaft 17 and a spline portion formed on the inner peripheral portion of the first output gear 11 are provided. When engaged, the first output gear 11 is configured to rotate integrally with the output shaft 17, and the second output gear 12 is fixed to the output shaft 17. The first output gear 11 is urged by the compression spring 4 toward the second output gear 12 (the direction in which the inner peripheral spline portion of the first output gear 11 is engaged with the spline portion on the output shaft 17). Yes. When the first output gear 11 is biased toward the second output gear 12, the first output gear 11 and the second output gear 12 are engaged by a claw clutch (not shown). Since the second output gear 12 is always engaged with the second input gear 26 fixed to the input shaft 27 arranged in parallel with the output shaft 17, the first output gear 11 and the second output gear 12 are engaged. Thus, the driving force from the HST 18 is transmitted to the gear inside the traveling mission device 14 via the input shaft 27. Since the cutting pulley 15 that transmits power to the cutting device 9 is fixed to the input shaft 27, the cutting device 9 can be driven when power is transmitted to the input shaft 27.

  A groove 11a is formed on the outer periphery of the first output gear 11, and a shifter piece 31 is mounted in the groove 11a. The shifter piece 31 is a tip of a shifter shaft 39 that is operated by a clutch arm 38 outside the traveling mission device 14 as shown in a partial sectional view of the traveling mission device 14 in FIG. The knob 39a is rotatably connected. Therefore, the travel mission device 14 is operated by operating the shifter piece 31 and sliding the first output gear 11 on the shaft of the output shaft 17 in the direction in which the engagement between the first output gear 11 and the second output gear 12 is released. It is possible to cut off the power transmission from the gear transmission mechanism in the traveling system to the traveling crawler 3.

FIG. 8 shows an operation mechanism diagram of the traveling clutch arm 38.
A stay 43 is fixed to the traveling clutch arm 38 that rotates the shifter shaft 39, and a second spring that is a tension spring is provided between the end of the stay 43 opposite to the traveling clutch arm connecting portion and the airframe. 5 is locked. The stay 43 is urged in the direction of arrow F2. Further, a safety stopper 85 for limiting the operating range of the traveling clutch arm 38 is provided on the airframe.

  FIG. 9 shows a plan view of the vicinity of the cockpit 20, and a parking brake pedal 90 and a take-in pedal 91 are arranged on the front floor surface of the cockpit 20. The auxiliary transmission lever 23 is arranged in parallel. The second spring 5 can actuate the travel clutch arm 38 by depressing the brake pedal 91 by a connection mechanism (not shown) to cut off power transmission to the travel system gear mechanism in the travel mission device 14.

As described above, the first spring 4 (FIG. 4), which is a compression spring, is provided in the clutch mechanism for engaging / disengaging the power transmission between the traveling system and the working system such as mowing, and the arm 38 for operating the traveling clutch is provided. Since the second spring 5 (FIG. 8) is provided, even if one of the first spring 4 or the second spring 5 is damaged, the clutch mechanism is maintained by the action of the other spring, so that the double spring is used. It becomes a safety device.
Further, even when the first spring 4 inside the traveling mission device 14 is damaged, the second spring 5 that operates the clutch outside the traveling mission device 14 does not make it impossible to travel.

  Further, the traveling clutch mechanism of the traveling transmission system that is lower than the output shaft 17 is provided on the output shaft 17 from the HST 18. In the configuration in which the first spring 4 is provided in the clutch mechanism and the second spring 5 is also provided in the traveling clutch arm 38 that performs the clutch operation, the set load of the second spring 5 outside the traveling mission device 14 is easy. Therefore, it is easy to adjust the operation of the clutch mechanism.

The adjustment of the set load of the second spring 5 can be easily performed by changing the tension position of the second spring 5, and the first spring 4 in the traveling mission device 14 is left as it is. Thus, since the second spring 5 outside the traveling mission device 14 is in a wide space, an inexpensive spring can be used, and a relatively large adjustment allowance can be taken, so that the assembly is easy. is there. The force that the first spring 4 biases the first output gear 11 toward the second output gear 12 is F1, and the second spring 5 is the force that biases the first output gear 11 toward the second output gear 12. Is F2,
Pressing force F1 of the first spring 4> Pressing force F2 of the second spring 5
Thus, the total pressing force F1 + F2 of the pressing force F2 of the second spring 5 and the pressing force F1 of the first spring 4 can be applied to apply the urging force in the clutch engagement direction, and the pressing force F2 can be made relatively small. The pressing force F2 provides the surface pressure of the contact surface between the shifter piece 31 and the groove 11a of the first output gear 11. By making the pressing force F2 relatively weak in the above configuration, wear of the shifter piece 31 can be reduced.

  Further, after cutting to the heel, decelerating the main transmission lever 22 to the stop position, returning the trunnion shaft (not shown) of the HST 18 to the neutral position and stopping, the pedal 91 (FIG. 9) is depressed. The first gear output 11 is slid in a direction in which the engagement between the spline portion on the inner periphery of the first output gear 11 and the spline portion on the output shaft 17 is released. In this state, when the main transmission lever 22 is operated to increase the speed to the forward side, the power is transmitted to the second input gear 26 via the output shaft 17 and the second output gear 12 by the output from the HST 18, and the cutting pulley 15 is driven. The cutting device 9 is activated. At this time, since the power is not transmitted from the output shaft 17 to the first output gear 11, the stopped state is maintained. As a result, the reaping device 9 operates while the vehicle is stopped, and the culm at the end can be harvested.

  The traveling mission device 14 includes an output shaft 17, a mission input shaft 27, a mission counter shaft 33, a side clutch shaft 41, and traveling shafts 83L and 83R of the hydraulic continuously variable transmission (traveling HST) 18 shown in FIG. A traveling transmission basic transmission system, and a traveling transmission differential transmission system (auxiliary transmission system) including a clutch shaft 70 and a differential gear mechanism support shaft 50.

First, the traveling transmission basic transmission system of the traveling mission apparatus 14 will be mainly described with reference to FIG.
The rotational driving force from the engine 111 is transmitted to the traveling HST 18 so that forward / reverse switching and variable speed rotational power are output from the output shaft 17. The main transmission lever 22 is configured to be able to switch between increasing / decreasing speed and forward / backward (forward / reverse switching) of the traveling HST 18.
Then, the steering lever 21 is operated to shift the “on” / “off” of the side clutch 44 described later and the differential gear device 6 to perform a turning operation.

  In the traveling mission case 84, the auxiliary transmission 24, the side clutch device 25, and the differential gear device 6 are provided. The left and right traveling shafts 83L and 83R on the lower transmission side of these devices are connected via the drive sprockets 16L and 16R. Thus, the left and right traveling crawlers 3 and 3 are driven.

  The auxiliary transmission 24 includes a large gear 28, an intermediate gear 29, a small gear 30 and a large transmission gear 34, a variable gear 35 and a small transmission gear provided on the transmission input shaft 27 and the transmission counter shaft 33, respectively. 36. Gears 28 to 30 that are integrally provided on the mission input shaft 27 are configured to be slidable in the axial direction of the mission input shaft 27 by operation of the auxiliary transmission lever 23 so as to be capable of shifting. The transmission input shaft 27 is configured such that its end is extended outward from the traveling mission case 84 and the cutting power transmission pulley 15 is pivotally mounted so that rotational power synchronized with the vehicle speed can be input to each rotating portion such as the cutting device 9. Yes.

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

  The side clutch device 25 is integrally provided with a side clutch shaft 41 that extends to the left and right with the center gear 40 as a substantial center. Clutch gears 42L1, 42L2; 42R1, 42R2 are loosely fitted on the side clutch shaft 41, and the center gear 40 is provided with an inner peripheral gear 40b that can be engaged and released by the clutch gears 42L2, 42R2. Yes.

Since the clutch gears 42L1 and 42R1 are always meshed with the wheel shaft gears 48L and 48R that are loosely fitted to the traveling shafts 83L and 83R, the power from the clutch gears 42L1 and 42R1 is transmitted from the wheel shaft gears 48L and 48R to the traveling shaft. The signals are transmitted from the drive sprockets 16L and 16R to the left and right traveling crawlers 3 and 3 via 83L and 83R.
The configuration including the clutch gears 42L2 and 42R2 and the inner peripheral gear 40b of the center gear 40 will be referred to as side clutches 44L and 44R, respectively.

  Also, springs 46L and 46R are provided between the clutch gears 42L1 and 42L2; 42R1 and 42R and the traveling mission case 84 via bearing spacers 45L and 45R, respectively, and the clutch gears 42L1 and 42L2; 42R1 are provided by the springs 46L and 46R. , 42R2 are always urged toward the center gear 40 side. And, when turning, it is configured to be movable in a direction to overcome any urging force of the corresponding springs 46L, 46R by operating either a left or right shifter (not shown) with hydraulic pressure. Thereby, the side clutch 44L or 44R inside the turning is disengaged.

  Since the shifter does not operate during straight traveling and the side clutches 44L and 44R are both engaged, the left and right traveling crawlers 3 and 3 rotate at a constant speed in a transmission path described later. Further, by operating the steering lever 21 in a desired turning direction, either the left or right shifter is operated, and the engagement or release of the side clutch 44L or 44R inside the turning is selected.

  The outer peripheral gear 40 a of the center gear 40 is always meshed with a gear 72 a of a cylindrical rotating body 72 that is loosely fitted on the clutch shaft 70. A rectilinear clutch 81 comprising a multi-plate friction plate is configured between the cylindrical body 72b engaged with the cylindrical rotor 72 and a cylindrical rotor 71 splined to the clutch shaft 70. Yes.

  A cylindrical rotating body 74 is loosely fitted on the outer periphery of the cylindrical rotating body 72, and a gear 74a that is always engaged with the third gear 40c of the center gear 40 is attached to the cylindrical rotating body 74. I have. Further, a turning clutch 82 composed of a multi-plate friction plate is formed between the cylindrical rotating body 74 and the cylindrical rotating body 71. A compression spring 75 is disposed between the rectilinear clutch 81 and the turning clutch 82, and the urging force of the compression spring 75 is set so that the rectilinear clutch 81 is “on”.

  A cylindrical body 76 having disk-like plates 76a and 76b for partitioning the linearly moving clutch 81, the compression spring 75, and the turning clutch 82, respectively, is integrally provided on the outer periphery of the cylindrical rotating body 71.

  When no pressure oil is introduced from the oil port 77 (see FIG. 6), the compression spring 75 always engages the linearly moving clutch 81 between the cylindrical rotating body 71 and the cylindrical rotating body 72. Is being energized. The rectilinear clutch 81 is always kept in the “on” state, and the turning clutch 82 is always kept in the “off” state.

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

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

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

  The differential gear device 6 is provided with a ring gear 53 integrated with a differential case 54 provided on the outer periphery of the intermediate bevel gear 52, and left and right side gears 55 </ b> L and 55 </ b> R are fixed to the support shaft 50, respectively.

  The side gear 55L is normally engaged with the wheel shaft gear 48L, the side gear 55R is normally engaged with the wheel shaft gear 48R, and the wheel shaft gear 48L and the wheel shaft gear 48R are spline-engaged with the left and right traveling shafts 83L and 83R. Yes.

  As can be seen from FIG. 4, since the straight clutch 81 and the turning clutch 82 are provided on the same clutch shaft 70, both clutches 81 and 82 can be operated alternatively, so that the configuration can be simplified and inexpensive. become. Further, since the switching timing of both clutches 81 and 82 can be mechanically adjusted, complicated control is not required.

  In the gear mechanism of the traveling mission device 14 having the above-described configuration, the left and right side clutches 44L and 44R of the side clutch device 25 remain engaged when the combine is traveling straight, and the power of the engine 111 is used for the transmission of the auxiliary transmission device 24. It is transmitted to the counter shaft 33 and transmitted to the center gear 40 via the output gear 37 of the mission counter shaft 33. Since the side clutch shaft 41 is engaged with the center gear 40, the rotational force of the center gear 40 is transmitted to the clutch gears 42L and 42R via the clutches 44L and 44R, and the gears of the clutch gears 42L and 42R are transmitted. The left and right traveling crawlers 3 rotate together through wheel gears 48L and 48R that are always engaged with 42L1 and 42R1, respectively.

  One of the gears 34, 35, and 36 of the mission counter shaft 33 corresponding to the gears 28, 29, and 30 of the mission input shaft 27 of the sub-transmission device 24 is moved by the operation of the sub-shift lever 23, respectively. This set of gears can be engaged with each other so that the vehicle can travel straight at an appropriate speed stage.

At this time, the rectilinear clutch 81 is “on” and the turning clutch 82 is “disengaged”, and the state of the differential gear device 6 during rectilinear advance is as follows.
(A) The driving force of the mission counter shaft 33 passes through the inner peripheral gear 40b of the center gear 40 and the side clutches 44L and 44R of the side clutch device 25 and the clutch gears 42L1 and 42R1 of the side clutch shaft 41 and the wheel shaft gear. Since both 48L and 48R are rotating, the side gears 55L and 55R of the differential gear device 6 with which the wheel shaft gears 48L and 48R are engaged respectively rotate in the same direction at the same speed. Therefore, the intermediate bevel gear 52 meshed with the side gears 55L and 55R rotates in the same direction around the support shaft 50 together with the differential case 54 integral with the intermediate bevel gear 52 and the ring gear 53 integral with the differential case 54.

(B) The driving force of the mission counter shaft 33 is transmitted from the outer peripheral gear 40a of the center gear 40 to the rotating cylindrical body 72 through the gear 72a, and the cylindrical body 72b engaging with the rotating cylindrical body 72, the linear clutch 81, Power is sequentially transmitted to the plate 76 a of the cylindrical body 76, the cylindrical rotating body 71, the clutch shaft 70, the transmission gear 78, and the ring gear 53, and the bevel gear 52 rotates in the same rotational direction as the ring gear 53.

  Since the ring gear 53 is thus rotated from the two systems (A) and (B), the gear ratios from the two systems (A) and (B) to the ring gear 53 are set to be the same. Therefore, when the side clutch 44L or 44R is turned off, the power from the transmission system (b) is transmitted from the ring gear 53 to the side gears 55L and 55R and the wheel shaft gears 48L and 48R, so that a shock is prevented. . Further, the turning clutch 82 is rotated by the power transmitted from the third gear 40 c integrated with the center gear 40 to the gear 74 a and the cylindrical rotating body 74.

Next, the operation of the gear mechanism when turning left will be described.
By tilting the steering lever 21 to the left side, a shifter (not shown) is operated and the side clutch 44L is turned off, and pressure oil is introduced from the oil port 77 by a mechanism (not shown), and the piston 73 and the cylindrical body 76 are moved. Move to the left in FIG. By this movement, the straight traveling clutch 81 is set to “disengaged” and the turning clutch 82 is set to “on”. The rotational force of the center gear 40 and the third gear 40c integrally formed by welding corresponds to the corresponding gear 74a provided on the outer periphery of the cylindrical rotating body 74 of the turning clutch 82, the turning clutch 82, the cylindrical body 76, and the cylinder. The left traveling crawler 3 is driven through the cylindrical rotating body 71, the clutch shaft 70, the transmission gear 78, the ring gear 53, the side gear 55L, the wheel shaft gear 48L, and the crawler driving sprocket 16L. At this time, the power of the center gear 40 drives the right traveling crawler 3 on the outer side of the turn from the clutch gear 42R1 through the wheel shaft gear 48R and the crawler driving sprocket 16R.

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

  Due to the relationship between the gear ratio of the third gear 40c of the center gear 40 and the gear 74a of the cylindrical rotating body 74, for example, when the turning clutch 82 is completely connected, the rotational speed of the side gear 55L is the side gear on the side clutch 44R side. Since it is set to be -1/3 of the rotational speed of 55R and a sudden turn (spin turn) state is established, it is possible to shift from a gentle turn to a brake turn and a sudden turn.

  That is, as shown in FIG. 4, when turning left, the side clutch 44R that is outside the turning is in the “ON” state, so that the rotation of the wheel shaft gear 48R is transmitted from the clutch gear 42R1 at a constant rotation, and the clutch gear 42R1 The rotation transmits the side gear 55R at a constant rotation. On the other hand, when the rotational speed of the ring gear 53 is decelerated as the frictional force of the turning clutch 82 increases, the rotational speed of the side gear 55L decreases in proportion thereto. When the rotation speed of the ring gear 53 becomes 1/2 of the side gear 55R, the side gear 55L becomes zero rotation, the rotation speed from the side gear 55L via the wheel shaft gear 48L becomes zero, and the left traveling crawler 3 is braked. Although it is not, the so-called brake turning, in which the left traveling crawler 3 does not rotate, is performed.

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

The reverse rotation speed of the side gear 55L with respect to the rotation speed of the side gear 55R is such that when the gear ratio of the gear 40c and the gear 74a is set to the point X in FIG. 5, the side gear 55L is -1/3 spin relative to the side gear 55R. It is possible to set up to the reverse rotation speed that can be executed until the turn.
Further, when the right turn is selected, the side transmission 44R is set to “OFF”, so that the traveling mission device 14 performs an operation completely opposite to the left turn.

  A gear transmission 19 having a relatively simple configuration is interposed between the auxiliary transmission 24 and the turning clutch 82 as described above, and the engagement pressure of the friction plate of the turning clutch 82 is adjusted, thereby reducing the speed. It is possible to switch to a state in which execution is possible from turning to braking turning and -1/3 sudden turning.

The track roller that supports the crawler 3 is provided with a vehicle body horizontal mechanism.
A side view of FIG. 10 and a plan view of FIG. 11 show a partial configuration of a track roller having a vehicle body horizontal mechanism.
A boss portion 98 is provided on the front upper portion of the track roller frame 88 formed by welding the square tubes 88a and 88b in two upper and lower stages, and the boss portion 98 and the vehicle body frame 2 side are connected to each other by a front rolling arm 94. To do. A boss portion 99 is provided at the upper rear side of the track roller frame 88, and the boss portion 99 and the vehicle body frame 2 side are pivotally connected by a rear rolling arm 96. An upper end portion of an arm 93 that rotates integrally with the front rolling arm 94 and an upper end portion of an arm 95 that rotates together with the rear rolling arm 96 are pivotally connected by a rod 103. The arm 96 is pivotally attached to the piston tip of the hydraulic cylinder 102 for horizontal control of the vehicle body, and the cylinder rear end of the hydraulic cylinder 102 is pivotally attached to the vehicle body frame 2 side. The above configuration is applied to the left and right traveling apparatuses.

  Since the pair of left and right connecting members consisting of the rolling arms 93, 94; 95, 96 and the like having the above-described configuration are connected between the crawler 3 and the vehicle body frame 2, when the vehicle body frame 2 is tilted in the left-right direction, the connecting members are horizontally arranged. Both the pair of left and right hydraulic cylinders 102 are retracted and retracted so that the vehicle body is horizontal.

  The rear plate 101 that supports the boss 99 of the rolling arm 96 in the above configuration is configured to extend to the vicinity of the rear end portion of the track roller frame 88 composed of the two-stage square tubes 88a and 88b. The rigidity of 101 can be improved.

In addition, since the rear end of the rear plate 101 extends to the position of the attachment portion of the roller wheel 106, weight reduction can be achieved while increasing the support strength of the roller wheel 106.
As shown in the side view of the main part of the crawler portion in FIG. 12, the rear end of the lower-stage square tube 88b in the two-stage square tubes 88a, 88b of the track roller frame 88 extends to the position of the mounting portion of the roller wheel 106. Therefore, when the crawler 3 is pushed up to the vicinity of the track roller frame 88, the rubber crawler 3 can be prevented from being damaged by the square tube 88b, and the track roller frame 88 can be reduced in weight by a short portion of the lower square tube 88b.
A driven wheel 109 of the crawler 3 is supported at the rear end of the square tube 88a.

  Further, as shown in FIG. 12, the attachment portion 107 of the roller wheel 106 of the track roller frame 88 is made of a casting, and the shape of the casting is formed along the square tubes 88 a and 88 b of the frame 88. Rigidity is higher than before, no reinforcing plate is required, and a simple configuration can be achieved.

  As shown in FIG. 2, the fuel tank 110 is configured to be capable of rotating 90 degrees with the lower part of the right side surface as a fulcrum. In this way, the fuel tank 110 can project outward from the right side of the fuselage, facilitating refueling, and improving the maintainability of the rear portion of the engine 111.

  In the combine for three-row cutting, a weight is mounted on the rear side of the cutter setting unit for scouring and cutting after threshing due to the front-rear balance, but the threshing device 10 and the auger 49 are about 200 mm rearward than the conventional machine. The fuel tank 110 is provided in the middle of the right side of the combine (about 200 mm of space between the engine 111 and the Glen tank 13).

  Since the conventional combine fuel tank 110 is provided with the fuel tank 110 in front of or behind the fuselage, the front-rear balance greatly changes from the fuel full state and is unstable. However, as shown in FIG. 1, by arranging the fuel tank 110 almost in the middle of the combine, the front-rear balance of the airframe is stabilized regardless of the state of the fuel, and the wetland performance is improved as compared with the conventional one.

  By disposing the fuel hose of the fuel tank 110 around the rotation fulcrum, the fuel tank 110 can be smoothly rotated without the hose being bent even when the fuel tank 110 is rotated. Further, since the direction of the fuel filler 110 of the fuel tank 110 faces upward when the fuel tank 110 is extended, when the fuel tank 110 is stored, the fuel filler 110a faces sideways and fuel spills. However, when the fuel tank 110 is extended, the fuel filler port 110a faces upward, so that it is easy to refuel.

  If the fuel tank 110 is extended so that it can be rotated downward relative to the airframe, the fuel filler port 110a also lowers at the same time, making it easier to refuel. When it is stored, it is placed on the right side away from the center of the machine body, so the oil filler port 110a is located away from the rotational transmission part of the threshing device 10, and thus it is safe. Further, if the fuel filler port 110a can be rotated 180 degrees around the lower right side of the fuel tank 110 as a rotation center, when the fuel tank 110 is extended, the fuel filler port 110a faces upward, making it easier to refuel. Even when the fuel runs out near the shore or near the concrete ridge and the combine does not move, the fuel filler 110a can be rotated 180 degrees and directed to the right outer side to supply fuel.

  In addition, since there is a space of about 200 mm in the front part of the threshing device 10 on the left side of the machine body, an electric fan is arranged in the space, and the waste generated during the work in the reaping device is discharged to the left side outside the machine. It is desirable to do.

  The present invention is highly applicable as a combine structure.

DESCRIPTION OF SYMBOLS 2 Body frame 3 Traveling crawler 4 1st spring 5 2nd spring 6 Differential gear apparatus 7 Mowing apparatus support frame 8 Weeding shear 9 Mowing apparatus 10 Threshing apparatus 11 1st output gear 12 2nd output gear 13 Glen tank 14 Traveling mission Device 15 Mowing pulley 16 Drive wheel 17 Output shaft 18 Continuously variable transmission (HST)
DESCRIPTION OF SYMBOLS 19 Gear transmission 20 Steering seat 21 Steering lever 22 Main transmission lever 23 Sub transmission lever 24 Sub transmission 25 Side clutch device 26 2nd input gear 27 Mission input shaft 28 Large gear 29 Medium gear 30 Small gear 31 Shifter piece 33 Mission Counter shaft 34 Large gear 35 Shifting gear 36 Small gear 37 Transmission gear 38 Traveling clutch arm 39 Shifter shaft 39a Knob 40 Center gear 40a Outer gear 40b Inner gear 40c Third gear 41 Side clutch shaft 42L, 42R Clutch gear 43 stay 44L, 44R side clutch 45L, 45R bearing spacer 46L, 46R spring 48L, 48R wheel shaft gear 49 auger 50 differential gear mechanism support shaft 52 intermediate bevel gear 53 ring gear 54 differential case 55L, 55 Side gear 70 Clutch shafts 71, 72, 74 Cylindrical rotating body 72a Cylindrical rotating body gear 72b Cylindrical body 73 Piston 74a Gear 75 Compression spring 76 Cylindrical body 76a, 76b Plate 77 Oil port 78 Transmission gear 81 Straight forward clutch 82 Rotating clutch 83L, 83R Traveling shaft 84 Traveling mission case 85 Stopper 88 Track roller frame 88a, 88b Square tube 90 Parking brake pedal 91 Scratching pedal 93, 95 Arm 94 Front rolling arm 96 Rear rolling arm 98, 99 Boss part 101 Plate 102 Hydraulic cylinder 103 Rod 106 Roller wheel 107 Roller wheel mounting portion 109 Driven wheel 110 Fuel tank 111 Engine

Claims (1)

An output shaft (17) for outputting power transmitted from the drive source (111), and power is transmitted to the travel drive body (3) and the work drive body (15) by the power from the output shaft (17). In an agricultural machine equipped with a traveling mission device (14) having a gear mechanism,
A first output gear (11) loosely fitted on the output shaft (17);
A second output gear (12) driven integrally with the output shaft (17);
A clutch body that turns on / off power transmission between the first output gear (11) and the second output gear (12) or between the first output gear (11) and the input shaft (17);
A travel transmission mechanism that transmits the power from the first output gear (11) to the lower transmission side when the first output gear (11) is driven, and transmits the power to the travel drive body (3);
A work transmission mechanism that transmits the power from the second output gear (12) to the lower transmission side when the second output gear (12) is driven, and transmits the power to the work drive body (15);
An elastic body (4) provided on an output shaft (17) that constantly urges the first output gear (11) through the clutch body in a direction in which power transmission by the clutch body is entered;
An elastic body (5) provided outside the traveling mission device (14) that constantly urges the first output gear (11) in a direction to engage the second output gear (12) via the clutch body;
A clutch body operating arm (38) for operating the clutch body to turn on / off power transmission between the first output gear (11) and the second output gear (12);
An actuating means (91) for actuating the clutch body actuating arm (38) to actuate the clutch body to cut power transmission between the first output gear (11) and the second output gear (12);
A farm work machine provided with a traveling mission device (14) characterized by comprising:

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