JP2011094703A - Traveling transmission of reaping harvester - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a travelling transmission of a reaping harvester, which allows deceleration while suppressing the impact on an operator, when executing shifting operation to a low speed side by an auxiliary transmission. <P>SOLUTION: A transmission system for transmitting power of an engine to a traveling device is equipped in series with the continuously variable main transmission and an auxiliary transmission shifting in a plurality of stages so as to situate the main transmission on the upstream side and the auxiliary transmission on the downstream side and a control device for executing transmission (#14) to the low speed side of the auxiliary transmission after operating the main transmission to the low speed side (#12) on the basis of an operation command to a low speed side of the auxiliary transmission (#10). <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention provides a transmission system for transmitting engine power to a traveling device, a non-shifting-type main transmission and a sub-transmission capable of shifting to a plurality of stages, wherein the main transmission is on the upper side and the auxiliary transmission The present invention relates to a traveling transmission of a harvesting and harvesting machine provided in series so that is on the lower side.

  Patent Literature 1 includes a main transmission and a sub-transmission, and a shift-permitted state that detects whether the travel state is a stopped state or a low-speed travel state that is lower than a set speed (this state is referred to as a shift-permitted state). A traveling transmission device provided with detection means is described. The traveling transmission device is configured to check the shift operation of the sub-transmission device when it is determined that the shift-permitted state is not set based on the detection information from the shift-permitted state detection means. With such a configuration, it is possible to suppress an impact on the operator due to a shift operation by the auxiliary transmission, and to prevent the operator from feeling uneasy or uncomfortable.

JP 2000-104826 A

  However, if it is determined that the travel transmission is not in a shift-permitted state, the shift operation of the sub-transmission is restrained regardless of the operator's intention, so that the operator feels uncomfortable or obtains the speed as the operator intended. Failure to do so may reduce work efficiency. Therefore, it is preferable that the gear shift intended by the operator is performed while suppressing the impact on the operator due to the gear shift operation by the auxiliary transmission.

  In addition, the operator's body is supported by the seat back when accelerating by the speed change operation of the sub-transmission device, but there is nothing to support the operator's body when decelerating. On the other hand, it is necessary to be prepared, and ride comfort is reduced. Therefore, it is important to actively reduce the impact particularly during deceleration.

  The present invention has been made in view of the above problems, and an object thereof is a harvesting and harvesting machine capable of decelerating while suppressing an impact on an operator when a shift operation is performed on a low speed side by a sub-transmission device. An object of the present invention is to provide a travel transmission device.

  A first characteristic configuration of a traveling transmission for a harvesting and harvesting machine according to the present invention includes a transmission system that transmits engine power to the traveling apparatus, a non-shifting-type main transmission, and a sub-transmission capable of shifting to a plurality of stages. In series so that the main transmission is on the upper side and the sub-transmission is on the lower side, and the main transmission is operated on the low speed side based on an operation command to the low speed side of the sub transmission Later, there is a control device for performing a shift to the low speed side of the auxiliary transmission.

  According to the first characteristic configuration, when an operation command to the low speed side of the sub-transmission device is issued, the sub-transmission device is first decelerated by the non-shifting-type main transmission on the upper side and then on the lower side. Shift to the low speed side. As a result, the shift to the low speed side of the sub-transmission device is performed with the vehicle speed slightly reduced, so that the acceleration in the traveling direction acting on the operator accompanying the shift of the sub-transmission device to the low speed side is suppressed, and the impact is reduced. Is alleviated and ride quality is improved. For example, when the low-speed side of the auxiliary transmission is a dog clutch type, the clutch of the lower-side auxiliary transmission is easily engaged by being decelerated by the upper-side main transmission, which reduces the impact during shifting. , Ride comfort is improved. Further, since the operation to the low speed side of the auxiliary transmission performed by the operator is always executed, unlike the case where the speed change operation is restrained as in Patent Document 1, the speed intended by the operator can be obtained reliably, and there is a sense of incongruity. You won't be reminded of your work efficiency.

  The second characteristic configuration includes a vehicle speed sensor for detecting a vehicle speed, and if the vehicle speed is equal to or higher than a predetermined speed when an operation command to the low speed side of the auxiliary transmission is issued, the main transmission changes the vehicle speed to the predetermined speed. The control device is configured to execute a shift to the low speed side of the auxiliary transmission device after decelerating to less than a minimum.

  According to the second feature configuration, only when the vehicle speed is equal to or higher than the predetermined speed, when the operation command to the low speed side of the auxiliary transmission is issued, the main transmission is operated to the low speed side, and then the low speed side of the auxiliary transmission is set. Control is performed to execute a shift. Accordingly, when the vehicle speed is less than the predetermined speed, the main transmission does not decelerate, so that it is possible to avoid the vehicle speed becoming unnecessarily slow, causing the operator to feel uncomfortable or reducing work efficiency. In addition, when the vehicle speed is equal to or higher than the predetermined speed, the main transmission decelerates until the vehicle speed becomes less than the predetermined speed. Therefore, it is possible to more reliably achieve impact mitigation when shifting to the low speed side by the sub transmission.

  The third characteristic configuration is that the control device is configured to maintain the shift position of the main transmission at this time when the vehicle speed is reduced below the predetermined speed by the main transmission. .

  According to the third characteristic configuration, the shift position of the main transmission is maintained in a state during deceleration. The situation in which the harvesting machine is decelerated is mainly when the speed is reduced from the moving speed that is traveling at a relatively high speed to the harvesting speed when the harvesting operation is performed, and the crops fall down from this cutting speed. It can be considered that the speed is reduced to a low speed cutting work speed at which the cutting work is possible. In the former case, it is necessary to align the weeding tool with the strip of the crop to be cut in order to start the cutting operation, so there is no particular inconvenience even if the shift position of the main transmission is maintained in the state of deceleration. Even in the latter case, since the crops in the lying state can be cut more reliably, there is no particular inconvenience even if the shift position of the main transmission is maintained in the state of deceleration. When it is desired to return the shift position of the main transmission to the original position, the operator can return to the original shift position by operating the main transmission.

It is a side view which shows the whole combine. It is a diagram which shows a transmission system. It is a vertical front view of a traveling transmission device. It is a vertical side view of a traveling transmission device. It is a longitudinal front view which shows the upper part of a driving | running | working transmission apparatus. It is a longitudinal front view which shows the lower part of a driving | running | working transmission apparatus. It is a vertical front view which shows the action | operation form of a 2nd transmission. It is a vertical front view of a steering mechanism. It is a circuit diagram which shows a hydraulic operation system. It is a block diagram which shows a control apparatus and an input / output device. It is a figure which shows the relationship between the speed change position of a driving sub-transmission part, and speed. It is a flowchart which shows speed control at the time of deceleration. It is a flowchart which shows speed control at the time of work start.

Hereinafter, an embodiment in which the present invention is applied to a combine will be described with reference to the drawings.
[Overall structure of the combine]
FIG. 1 is an overall side view of the combine. This combine is for harvesting rice, wheat, etc., and is connected to a pair of left and right crawler type traveling devices 1, a traveling body having a driver's seat 2, and a front part of the body frame 3 of the traveling body. The cutting pre-processing unit 10 is provided. On the rear side of the machine body frame 3, a threshing device 4 and a grain tank 5 are provided side by side in the lateral direction of the traveling machine body.

  The traveling aircraft includes an engine 6 (see FIG. 2) provided below the driver seat 2 and a traveling transmission device 20 provided at the front end of the aircraft frame 3, and the driving force output from the engine 6 is used as the traveling transmission device. The speed is changed by 20 and transmitted to the traveling device 1. The driving force transmitted to the traveling device 1 drives the pair of left and right traveling devices 1 to cause the combine to travel.

  As shown in FIG. 1, the pre-cutting processing unit 10 includes a pre-processing unit frame 11 that is swung up and down with respect to the body frame 3 by a hydraulic cylinder 12. By this swinging operation of the pre-processing unit frame 11, the pre-cutting processing unit 10 causes the weeding tool 13 located at the front end to descend near the ground and the ascending work state where the weeding tool 13 rises high from the ground. It can be moved up and down in a non-working state.

  When the pre-cutting processing unit 10 is in the descending work state and the traveling machine body is traveled, the pre-cutting processing unit 10 raises the planted culm with the weeding tool 13 and introduces it into the device 14, and the raising device 14 sets up the planting cereal Cause and process cereals. The planted cereal that has been lifted is cut by the clipper-shaped cutting device 15 and transferred to the rear side of the machine body by the transfer device 16.

  When the reaped cereal reaches the starting end of the threshing feed chain 4a of the threshing device 4, the threshing feed chain 4a sandwiches the stock side of the threshing cereal and conveys it to the rear of the traveling machine, and handles the tip side of the threshing cereal. It is supplied to the room and processed for threshing. The grain tank 5 collects and stores threshed 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 traveling device 1 and the pre-cutting processing unit 10. 3 is a longitudinal front view of the traveling transmission device 20, FIG. 4 is a longitudinal side view of the traveling transmission device 20, FIG. 5 is a longitudinal front view showing the upper portion of the traveling transmission device 20, and FIG. 6 shows the lower portion of the traveling transmission device 20. It is a vertical front view.

  As shown in these drawings, the traveling transmission device 20 includes a transmission case 22 and a hydrostatic continuously variable transmission 23 (hereinafter referred to as HST 23) as a traveling main transmission housed in the upper end portion of the transmission case 22. ) And a traveling mission unit 30 housed in the mission case 22 so as to be located on the lower side of the traveling vehicle body than the HST 23. The transmission case 22 is rotatably provided with a pump shaft 21 as an input shaft at an upper end portion thereof, and is rotatably provided with a pair of left and right traveling drive shafts 1a at a lower end portion thereof.

  The HST 23 includes an axial plunger type and variable displacement type hydraulic pump 24, and an axial plunger type hydraulic motor 25 driven by the pressure oil from the hydraulic pump 24. The hydraulic pump 24 is driven when the pump shaft 21 is rotated by power from the engine 6. As shown in FIG. 10, a swash plate 24 a provided in the hydraulic pump 24 is operated by a hydraulic cylinder 29 to perform a shift. The hydraulic cylinder 29 is hydraulically controlled by a control valve 28 that operates according to a command from the control device 100. The traveling mission unit 30 includes a traveling sub-transmission unit 32 including an input gear 31 and an output gear 33, and a steering mechanism 51 provided across the center gear 50 and the traveling drive shaft 1a. The center gear 50 is engaged with the output gear 33.

  The driving force of the output shaft 6a of the engine 6 is transmitted to the belt pulley 76 by the belt transmission mechanism 7, and the pump shaft 21 rotates. The driving force of the engine 6 input to the mission case 22 via the pump shaft 21 is input to the HST 23, converted into a forward driving force or a backward driving force by the HST 23, and steplessly on both the forward side and the reverse side. It is configured to be able to shift.

  The output from the motor shaft 26 of the HST 23 is transmitted from the motor shaft gear 27 provided to the motor shaft 26 so as to be integrally rotatable to the input gear 31 of the traveling mission unit 30. The driving force of the input gear 31 is shifted by the traveling sub-transmission unit 32 and transmitted from the output gear 33 to the center gear 50, and the driving force of the center gear 50 is transmitted to the traveling drive shaft 1a by the steering mechanism 51. Is driven.

  The traveling transmission device 20 can switch the transmission of the pair of left and right traveling devices 1 between the straight traveling state and the turning state by cutting or shifting the transmission to the left and right traveling driving shafts 1 a separately by the steering mechanism 51. It is configured. The traveling transmission device 20 includes an input shaft 34 having an input gear 31 that can be integrally rotated, and an output pulley 70 that is integrally rotatable at the end of the input shaft 34 that protrudes laterally outward from the transmission case 22. 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 that can shift to multiple stages and a second transmission B that serves as an auxiliary transmission that can shift to multiple stages in series. It is prepared for.

  The first transmission device A is configured to be capable of shifting by operating the auxiliary transmission lever 81 shown in FIG. 10 while the traveling machine body is stopped. The sub-transmission lever 81 is provided in the boarding operation section having the driver's seat 2, and when the operator swings the sub-transmission lever 81, the meshing state of the transmission gear of the first transmission A is switched to change the speed. It is configured to be able to. That is, a shift gear 35 provided on an input shaft 34 having an input gear 31 so as to be integrally rotatable is capable of being integrally rotated and shifted. The gear 37 is configured by a gear transmission mechanism that is configured to change the meshing object alternatively to the gear 37.

  Hereinafter, in the first transmission A, the sub transmission lever 81 is operated to the high speed side, the state where the shift gear 35 is engaged with the high speed gear 36 is “high speed position”, the sub transmission lever 81 is operated to the low speed side, and the shift gear 35 is operated. Is in mesh with the low speed gear 37 is referred to as "low speed position". When the first transmission A is in the high speed position, power is transmitted to the intermediate transmission shaft 38 via the intermediate shaft second gear 43 that meshes with the high speed gear 36. On the other hand, when the first transmission A is in the low speed position, power is transmitted to the intermediate transmission shaft 38 via the intermediate shaft first gear 40 that meshes with the low speed gear 37.

  The second transmission device B includes a speed difference mitigating means C 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. It is constituted by. 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 high-speed gear 41 that is supported at one end of the intermediate transmission shaft 38 so as to be relatively rotatable. .

  Hereinafter, in the second transmission B, a state in which the high speed gear 41 is transmitting power is referred to as “high speed position”, and a state in which the clutch gear 39 is transmitting power is referred to as “low speed position”. When the second transmission B is in the high speed position, power is transmitted to the output shaft 45 via the output shaft second gear 46 that meshes with the high speed gear 41. On the other hand, when the second transmission device B is in the low speed position, power is transmitted to the output shaft 45 via the output shaft first gear 44 that meshes with the clutch gear 39.

  The speed difference mitigating means C is provided at an intermediate position between the clutch gear 39 and the high speed gear 41 on the intermediate transmission shaft 38. This speed difference mitigating means C is a hydraulic system having a large number of friction plates for automatically transmitting power by gradually reducing the speed difference generated between the transmission upper side and the transmission lower side in accordance with the shifting operation. An operation type friction clutch 42 is provided.

  As shown in FIG. 10, in the traveling shift HST 23, when the operator swings the shift lever 80 for shifting operation in the boarding operation section, the position of the shift lever 80 is detected by the potentiometer 80c, and the potentiometer 80c The detected value is input to the control device 100, the control valve 100 is operated by the control device 100, and the hydraulic cylinder 29 is operated to the forward high speed side and the reverse high speed side. The shift lever 80 is also configured to be swingable by an assist motor 82 driven by a command from the control device 100. This assist motor 82 reduces the force required to operate the speed change lever 80, and controls the speed of the HST 23 by operating the speed change lever 80 so that the speed of the engine 6 is maintained at the set speed. Also used for.

  The second transmission device B is configured to be alternately switched to either the high speed position or the low speed position by a push-on / push-off operation of a push button type operation button 80b provided in the grip 80a of the transmission lever 80. It is. That is, the operation state of the clutch gear 39 and the friction clutch 42 is switched by operating a sub-transmission solenoid valve V1, which will be described later, in accordance with the push-on / push-off operation of the operation button 80b. .

  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. The hydraulic piston 39b is pressed and urged by a pressing spring 39c toward the lateral side of the intermediate shaft first gear 40. Further, the clutch gear 39 is set to 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 position or the low speed position. Has been.

  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 gear portion on the outer peripheral side of the cylinder portion 39a is connected to the intermediate shaft first gear. It meshes with an internal gear portion 40 a formed on the lateral side portion of one gear 40. At this time, the friction clutch 42 is in a clutch disengaged state, and the rotation of the intermediate transmission shaft 38 is configured not to be transmitted to the high speed gear 41.

  When pressure oil is supplied to the cylinder portion 39a in the state of FIG. 7A, the cylinder portion 39a is opposed to the urging force of the pressing spring 39c as shown in FIG. It moves to the side away from the side part of 40, and mesh | engagement with the internal gear-like gear part 40a of the intermediate shaft 1st gear 40 is cancelled | released. At the same time, the friction clutch 42 is switched from the cut-off state to the on-state by the hydraulic piston 42 b so that the rotation of the intermediate transmission shaft 38 can be transmitted to the high-speed gear 41.

  Depending on whether the first transmission device A is at a high speed position or a low speed position and the second transmission device B is at a high speed position or a low speed position, the shifting positions of the traveling sub-transmission unit 32 are four patterns shown in FIG. In the present embodiment, the transmission ratio when the first transmission device A is at the low speed position and the second transmission device B is at the high speed position, and the first transmission device A is at the high speed position and the second transmission device B is at the low speed position. The transmission ratio is set to be the same. Accordingly, the speed obtained by the traveling sub-transmission unit 32 has three stages: a moving speed (high speed), a cutting work speed (medium speed), and a low speed cutting work speed (low speed).

  With the above configuration, the shift gear 35 is engaged with the high speed gear 36 (the first transmission A is in the high speed position), the clutch gear 39 is engaged with the lateral side portion of the intermediate shaft first gear 40, and the friction clutch 42 is disengaged. When switched to the state (the second transmission device B is at the low speed position), the traveling sub-transmission unit 32 obtains a cutting work speed suitable for normal cutting work. At this time, as is apparent from FIG. 2, the driving force of the input gear 31 includes 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. This is transmitted to the output gear 33 via the gear 39, the output shaft first gear 44, and the output shaft 45.

  When the shift gear 35 is engaged with the high speed gear 36 (the first transmission A is at the high speed position), 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 second transmission device B is at a high speed position), and the traveling sub-transmission unit 32 can obtain a moving speed suitable for the movement of eaves and the like. At this time, the driving force of the input gear 31 is as follows: input shaft 34, shift gear 35, high speed gear 36, intermediate shaft second gear 43, intermediate transmission shaft 38, friction clutch 42, high speed gear 41, output shaft second gear 46, output It is transmitted to the output gear 33 via the shaft 45.

  When the shift gear 35 is engaged with the low speed gear 37 (the first transmission A is at the low speed position), 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. (The second transmission device B is at the low speed position), and the traveling sub-transmission unit 32 can obtain a low-speed cutting work speed suitable for cutting the fallen stem pod. At this time, the driving force of the input gear 31 is applied to the output gear 33 via the input shaft 34, the shift gear 35, the low speed gear 37, the intermediate shaft first gear 40, the clutch gear 39, the output shaft first gear 44, and the output shaft 45. Communicated.

  When the shift gear 35 is engaged with the low speed gear 37 (the first transmission A is at the low speed position), the clutch gear 39 is operated to be disengaged from the lateral side of the intermediate shaft first gear 40, and the friction clutch 42 is switched to the engaged state. (The second transmission device B is at a high speed position), and the traveling sub-transmission unit 32 can obtain a cutting work speed suitable for normal cutting work. At this time, the driving force of the input gear 31 includes the input shaft 34, the shift gear 35, the low speed gear 37, the intermediate shaft first gear 40, the intermediate transmission shaft 38, the friction clutch 42, the high speed gear 41, the output shaft second gear 46, and the output. It is transmitted to the output gear 33 via the shaft 45.

[Speed difference mitigation means]
In the second transmission device B, a speed difference mitigating means C is provided in order to automatically reduce the speed difference generated between the transmission upper side and the transmission lower side in accordance with the speed change operation and to transmit power. . As shown in FIG. 7, the speed difference mitigating means C is configured by a hydraulically operated friction clutch 42 disposed at an intermediate position between the clutch gear 39 and the high speed gear 41 on the intermediate transmission shaft 38.

  The friction clutch 42 includes a case portion 42a that is externally fitted and fixed to the intermediate transmission shaft 38, a high-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 axial movement is prevented, A large number of friction plates supported between the case portion 42a and the high speed gear 41, and a hydraulic piston 42b that can be pressed against the high speed gear 41 so as to sandwich the friction plate between the high speed gear 41 and the friction plate. ing.

  When the speed change operation to the high speed position is performed in the second transmission B, the clutch gear 39 is disengaged from the lateral side portion of the intermediate shaft first gear 40, and the hydraulic piston 42b is supplied to the high speed gear 41 by the supplied pressure oil. The friction plate supported between the two is pressed into a clutch engaged state. At this time, the slip of the friction plates can automatically reduce the speed difference generated between the upper transmission side and the lower transmission side automatically to transmit power.

  Further, in the second transmission device B, when the speed change operation is performed to the low speed position, a gradual decrease in the speed difference due to the slip of the friction plate cannot be expected. However, since the clutch gear 39 is always configured to maintain the meshed state with the output shaft first gear 44, the clutch gear 39 and the intermediate shaft first gear 40 rotate in the same direction. For this reason, the relative speed difference between the clutch gear 39 and the intermediate shaft first gear 40 is small, and a shift operation with relatively little shift shock is easily performed.

[Steering mechanism]
As shown in FIGS. 2, 3, 6 and 8, the steering mechanism 51 is for switching the pair of left and right traveling devices 1 between a straight traveling state, a large radius turning state, and a small radius turning state. is there. The steering mechanism 51 is engaged with a pair of left and right steering clutch gears 52, a hydraulic piston 52 a formed integrally with the steering clutch gear 52, a center gear 50 having an inner tooth portion that meshes with the steering clutch gear 52, and a small-diameter gear portion of the center gear 50. A reduction transmission clutch 59 provided between the reduction gear 57 and the intermediate transmission shaft 58, and left and right transmission clutches 54 and 56 for intermittently operating the power from the intermediate transmission shaft 58 with respect to the left and right steering clutch gears 52 are provided. Has been.

  In the steering mechanism 51, as shown in FIGS. 6 and 8, the pair of left and right steering clutch gears 52 are slid by a hydraulic piston 52a formed integrally therewith to engage with the inner teeth of the center gear 50. Is done. 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 disconnected state by a hydraulic piston 54a. Similarly, the right transmission clutch 56 provided between the right steering clutch gear 52 and the right transmission gear 55 is switched between the on state and the off state by the hydraulic piston 56a. Further, 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. With the above configuration, the pair of left and right traveling devices 1 can be switched between a straight traveling state, a large radius turning state, and a small radius turning state.

  In order to obtain a straight traveling state, the left and right transmission clutches 54 and the right transmission clutch 56 are switched to a disengaged state by switching both left and right steering clutch gears 52 to mesh with the inner teeth of the center gear 50. Manipulate. Then, 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 to the right steering clutch gear 52. This is transmitted to the right travel drive shaft 1a via the right travel drive gear 61. As a result, the steering mechanism 51 drives the left and right traveling devices 1 in the same driving direction at the same driving speed to cause the traveling machine body to travel straight ahead.

  In order to obtain a large-radius turning state, one of the pair of left and right steering clutch gears 52 is switched to a state where the steering gear gear 52 is engaged with the internal gear portion of the center gear 50, and the other steering clutch gear 52 is switched to the internal gear portion of the center gear 50. Switch to the state of leaving. Then, the driving force of the center gear 50 is transmitted to the travel drive shaft 1a corresponding to the steering clutch gear 52 via the steering clutch gear 52 meshed with the inner tooth portion of the center gear 50 and detached from the inner tooth portion of the center gear 50. The travel drive shaft 1a corresponding to the steering clutch gear 52 is set in the idle state. As a result, the steering mechanism 51 drives one of the pair of left and right travel drive shafts 1a, puts the other travel drive shaft 1a in an idle state, and drives only one travel device 1 to make the travel aircraft body have a large turning radius. Make a turn at.

  In order to obtain a small-radius turning state, one of the pair of left and right steering clutch gears 52 is switched to a state in which the steering gear gear 52 is engaged with the internal gear portion of the center gear 50, and the other steering clutch gear 52 is switched to the internal gear portion of the center gear 50. The operation is switched to the state where it is released from the state, and the deceleration transmission clutch 59 is switched to the engaged state.

  Then, the driving force of the center gear 50 is transmitted to the travel drive shaft 1a corresponding to the steering clutch gear 52 via the steering clutch gear 52 meshed with the internal gear portion. Further, the driving force of the center gear 50 is applied to the reduction gear 57, the reduction transmission clutch 59, the intermediate transmission shaft 58, the left intermediate shaft gear 62, or the traveling drive shaft 1a corresponding to the clutch gear 52 detached from the inner gear portion of the center gear 50. It is transmitted via the right intermediate shaft gear 63, the left transmission gear 53 or the right transmission gear 55, the left transmission clutch 54 or the right transmission clutch 56, the left traveling drive gear 60 or the right traveling drive gear 61. As a result, the steering mechanism 51 drives one of the pair of left and right traveling drive shafts 1a at the same driving speed as that during straight traveling, and drives the other traveling drive shaft 1a at a lower speed than during straight traveling, thereby causing left and right traveling. The apparatus 1 is 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 by the steering brake 64, the traveling device 1 (the traveling device on the inside of the turn) corresponding to the steering clutch gear 52 that is disengaged from the center gear 50 is braked. The turning radius is made smaller than the turning radius when the traveling device 1 inside the turning is driven to decelerate.

[Control form]
As shown in FIG. 5, the traveling transmission device 20 includes a hydraulic pump 71 assembled to the upper end portion of the mission case 22. 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 an oil circuit inside the mission case 22 by a hydraulic circuit having a suction filter 73 (see FIG. 4) provided at the upper end of the mission case 22 and a suction oil passage formed in the mission case 22. It is connected to the operation valve of each hydraulic piston 39b, 42b, 52a, 54a, 56a, 59a provided in the storage unit and 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 pressurized oil to the hydraulic pistons 39b, 42b, 52a, 54a, 56a and 59a are supplied to cause the traveling mission unit 30 to be switched.

  As shown in FIG. 9, the discharge oil passage L from the hydraulic pump 71 branches into a first oil passage L1 and a second oil passage L2 on the way. The first oil passage L1 includes a 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, and a pair of left and right steering clutches. Steering solenoid valves V3 and V4 for operating the gear 52 and the left and right transmission clutches 54 and 56 are provided. As shown in FIG. 10, the sub-shifting solenoid valve V1, the braking control solenoid valve V2, the steering solenoid valves V3 and V4, and the pressure regulating proportional solenoid control valve V9 described later are respectively supplied from the control device 100. It is configured to be controlled in response to a control signal.

  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 respectively connected to the subsequent seventh oil path. L7 is configured to be supplied to the eighth oil passage L8. The pilot operation valve V7 is configured to operate with the pilot pressure supplied from the steering electromagnetic valve V4 that operates the left transmission clutch 54. Similarly, the pilot operation valve V8 is configured to operate with the pilot pressure supplied from the steering electromagnetic valve V3 that operates the right transmission clutch 56.

  The seventh oil passage L7 connected to the 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, the transmission clutch 54 is configured to operate more slowly than the steering clutch gear 52 via the throttle S2. Similarly, the eighth oil passage L8 connected to the pilot operation valve V8 is connected to supply pressure oil to both the right steering clutch gear 52 and the right transmission clutch 56, and The transmission clutch 56 is configured to operate more slowly 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 is supplied to the subsequent ninth oil passage L9, and further supplied to the tenth oil passage L10 via the proportional electromagnetic control valve V9 for pressure adjustment. The The pressure oil supplied to the tenth oil passage L10 is supplied to the deceleration transmission clutch 59 or the steering brake 64 by the brake switching valve V10 controlled by the pilot pressure of the brake control electromagnetic valve V2 for controlling the turning braking state. Is selectively supplied to any one of the above. 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 receives pressure oil supplied from the first oil passage L1 by the operation of the operation button 80b provided in the grip portion 80a of the transmission lever 80 shown in FIG. The state of supplying to the subsequent third oil passage L3 and the state of returning to the mission case 22 can be alternately switched.

  An open / close valve V5 is connected to the third oil passage L3. This on-off valve V5 switches to a state in which pressure oil is supplied to the cylinder portion 39a of the clutch gear 39 when the primary side pressure rises to a predetermined value or more, and when the primary side pressure falls below the predetermined value, the return portion springs the cylinder portion 39a and the friction clutch. The pressure oil is switched from 42 to a state in which the pressure oil is released to the drain side.

  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. Since the pressure oil is supplied through the accumulator 77, the friction plate of the friction clutch 42 can be obtained by the buffering effect of the accumulator 77 even when the pressure oil is rapidly supplied in accordance with the switching operation of the auxiliary transmission solenoid valve V1. Can be prevented from being suddenly pressed.

  A sixth oil passage L6 capable of unloading the pressure of the fourth oil passage L4 is connected to a portion between the place where the accumulator 77 of the fourth oil passage L4 is provided and the friction clutch 42. As shown in FIG. 7, the sixth oil passage L6 includes a throttle S1 and a valve mechanism V6 that can close the sixth oil passage L6. In the 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 L6 is opened. The state is switched to the blocked state, and the friction clutch 42 is 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. That is, 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 solenoid valve V2 by the brake changeover valve V10. And the speed reduction transmission clutch 59 is activated. When the turning mode changeover switch 84 is operated to the “reliable” position, the brake control solenoid valve V2 is changed from the state shown in FIG. 9, and the pilot pressure from the first oil passage L1 is changed over to the brake changeover. The valve V10 side is activated, and the brake switching valve V10 is switched to the side for operating the steering brake 64.

  The proportional electromagnetic control valve V9 for pressure adjustment provided in the ninth oil passage L9 detects the operation amount to the left or right of the steering lever 83 shown in FIG. 10 with the potentiometer 83a, and operates 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 direction brake 64 or the deceleration transmission clutch 59.

  As shown in FIG. 10, the steering solenoid valves V3, 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 steering solenoid valve V3 is operated to the entrance side, and both the right steering clutch gear 52 and the right transmission clutch 56 are operated. Pressure oil is supplied to the right pilot valve V8 to be operated. At this time, the proportional electromagnetic control valve V9 is in the closed state, and no pressure oil is supplied to the tenth oil passage L10, so that the right traveling device 1 is in the idle state regardless of the position of the turning mode changeover switch 84. Become.

  When the steering lever 83 is operated to the right turning position R2, the proportional electromagnetic control valve V9 is in the on-side state, and pressure oil is supplied to the tenth oil passage L10. At this time, if the turning mode changeover switch 84 is operated to the “relaxed” position, the brake control solenoid valve V2 causes the pilot pressure from the first oil passage L1 to be applied to the brake changeover valve as shown in FIG. It will be in the state which does not act on the V10 side. Therefore, pressure oil is supplied to the deceleration transmission clutch 59, and the right traveling device 1 is driven at a lower speed than when traveling straight ahead. On the other hand, 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. It will be in the state which acts on the brake switching valve V10 side. Therefore, pressure oil is supplied to the steering brake 64 and the right traveling device 1 is braked.

  When the steering lever 83 is operated to the left turning position L1, the left steering electromagnetic valve V4 is operated to the entrance side, and both the left steering clutch gear 52 and the left transmission clutch 54 are operated. Pressure oil is supplied to the left pilot valve V7. At this time, the proportional electromagnetic control valve V9 is in the closed state, and no pressure oil is supplied to the tenth oil passage L10, so that the left traveling device 1 is in the idle state regardless of the position of the turning mode changeover switch 84. Become.

  When the steering lever 83 is operated to the left turning position L2, the proportional electromagnetic control valve V9 is in the on-side state, and pressure oil is supplied to the tenth oil passage L10. At this time, if the turning mode changeover switch 84 is operated to the “relaxed” position, the brake control solenoid valve V2 causes the pilot pressure from the first oil passage L1 to be applied to the brake changeover valve as shown in FIG. It will be in the state which does not act on the V10 side. Therefore, pressure oil is supplied to the deceleration transmission clutch 59, and the left traveling device 1 is driven at a lower speed than when traveling straight ahead. On the other hand, 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. It will be in the state which acts on the brake switching valve V10 side. Therefore, pressure oil is supplied to the steering brake 64 and the left travel device 1 is braked.

  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.

[Speed control during deceleration]
By operating the operation button 80b shown in FIG. 10, when an operation command is sent to the control device 100 to shift the second transmission device B to the low speed position, the speed control at the time of deceleration executed by the control device 100 is performed. Will be described based on the flowchart of FIG.

  When the control device 100 recognizes that there has been an operation command to shift the second transmission device B to the low speed position by operating the operation button 80b (# 10), the vehicle speed at that time is detected by the vehicle speed sensor SE2 (see FIG. 10). ) To determine whether the vehicle speed is equal to or higher than a predetermined speed set in advance (# 11).

  When the vehicle speed is less than the predetermined speed, the second transmission B is operated to the low speed position based on the operation command without operating the HST 23 that is the main transmission (# 14). That is, the control device 100 sets the clutch gear 39 in mesh with the lateral side portion of the intermediate shaft first gear 40 and the friction clutch 42 in the disconnected state by setting the sub-transmission solenoid valve V1 in the disconnected state. End deceleration speed control.

  If the vehicle speed is equal to or higher than the predetermined speed, the HST 23 is operated to the low speed side while the operation of the second transmission B is suspended (# 12). That is, the control device 100 drives the assist motor 82 to control the shift lever 80 to return to the neutral position. At this time, the position information of the shift lever 80 is detected by the potentiometer 80c, and feedback control is performed to move the shift lever 80 to a predetermined location in accordance with a command from the control device 100. In the present embodiment, the shift lever 80 is operated by the assist motor 82, but the shift lever 80 may be operated by an actuator provided separately from the assist motor 82.

  Thereafter, it is determined again whether the vehicle speed is equal to or higher than a predetermined speed (# 13). If the vehicle speed is still greater than or equal to the predetermined speed, the operation of the HST 23 toward the low speed side is repeated (# 12), and when the vehicle speed becomes less than the predetermined speed, the second transmission B is operated to the low speed position (# 14). In other words, after the HST 23 is operated to the low speed side until the vehicle speed becomes less than the predetermined speed, the control device 100 turns the sub-shift electromagnetic valve V1 to the disengaged state so that the clutch gear 39 is moved to the side of the intermediate shaft first gear 40. The speed control at the time of deceleration is terminated after the side portion is engaged and the friction clutch 42 is disengaged.

  When the speed control at the time of deceleration is executed, the operation button 80b is operated and an operation command is issued to shift the second transmission B to the low speed position. After the vehicle speed becomes less than the predetermined speed by the operation, the second transmission device B is operated to the low speed position. Therefore, when the second transmission device B is shifted to the low speed position, the impact received by the operator is alleviated and the riding comfort is improved.

  In the present embodiment, when the vehicle speed is less than the predetermined speed, the operation of the HST 23 toward the low speed side is terminated, and the shift position of the HST 23 (position of the swash plate 24a, FIG. 10) is maintained (held). Thus, even if the shift position of the HST 23 is maintained in a state where the vehicle speed is less than the predetermined speed, the speed is reduced to the cutting work speed when the cutting operation is performed from the moving speed that is traveling at a relatively high speed on the saddle road or the like. In this case, there is no inconvenience because the operation of matching the weeding tool 13 with the strip of the crop to be cut can be reliably performed in order to start the cutting operation. In addition, even when decelerating from the cutting work speed to a low-speed cutting work speed that enables the cutting work when the crop is lying down, there is no inconvenience because the cropping work of the fallen state crop can be performed reliably. In any case, if the operator operates the shift lever 80 from the above-described state, the HST 23 is operated to the shift position corresponding to the operation position of the shift lever 80.

[Speed control at the start of work]
The control device 100 in this embodiment has an EEPROM that can hold data without supplying power to the inside thereof. The shift position of the second transmission B is stored in this EEPROM, and the value of the EEPROM before the engine 6 is shut down is set as the initial value at the time of restart, so that the shift position of the second transmission B is maintained before and after the shutdown. It is comprised so that. According to such a configuration, it is possible to prevent the operator from feeling uncomfortable due to the difference in vehicle speed before and after the shutdown.

  However, if you are traveling at a moving speed on the path before the shutdown, if you perform the mowing work immediately after restarting, the mowing work will start at a high moving speed, and the threshing feed chain 4a etc. It may occur. Therefore, the work start speed control executed to avoid such a problem will be described based on the flowchart of FIG.

  A stock sensor SE1 (see FIG. 10) that is turned on in contact with the stock of the harvested cereal rice bran is provided at the starting end of the supply device 16 (see FIG. 1). It is determined whether or not (# 20). As a result, when the stock sensor SE1 is in the off state, it is determined that the cutting operation has not been started, and the operation start speed control is terminated without operating the second transmission B. When stock sensor SE1 is on, position sensor 81a attached to auxiliary transmission lever 81 determines whether first transmission A is at a high speed position (# 21).

  When the first transmission device A is in the low speed position, the speed obtained by the traveling sub-transmission unit 32 is a speed other than the moving speed, that is, the cutting work speed or the low speed cutting work speed (see FIG. 11). This problem is unlikely to occur. Therefore, the speed control at the start of work is finished without operating the second transmission B. If the first transmission A is in the high speed position, it is next determined whether or not the second transmission B is in the high speed position (# 22).

  When the second transmission device B is at the low speed position, the speed obtained by the traveling sub-transmission unit 32 is the cutting work speed, and thus it is considered that the above-mentioned problem is not likely to occur. Therefore, the speed control at the start of work is finished without operating the second transmission B. When the second transmission device B is at the high speed position, the cutting operation has been started, and the speed obtained by the traveling subtransmission unit 32 is a high moving speed. In this case, since the above-described problem or the like may occur, the second transmission device B is operated to the low speed position (# 23). That is, the control device 100 sets the clutch gear 39 in mesh with the lateral side portion of the intermediate shaft first gear 40 and the friction clutch 42 in the disconnected state by setting the sub-transmission solenoid valve V1 in the disconnected state. End deceleration speed control.

  By the above control, in principle, the same speed can be obtained before and after the engine 6 is shut down, and when the cutting operation is started at the moving speed, the second transmission device B can be decelerated to the cutting operation speed at the low speed position. It becomes possible. In other words, avoiding the above-mentioned problems and the like because the speed is reduced to the cutting work speed when the cutting work is started at the moving speed while avoiding the operator feeling uncomfortable due to the difference in speed before and after the shutdown. Can do.

[Another 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 the above embodiment, the first transmission device A is configured to mechanically move the shift gear 35 by operating the auxiliary transmission lever 81. However, the shift gear 35 is operated by a hydraulic circuit including a hydraulic actuator and a control valve. It is good also as what to do. Further, the overall configuration of the first transmission A may be the same as that of the second transmission B. In these cases, the speed control during deceleration may be executed based on an operation command to the low speed position of the first transmission A.

  The present invention can be applied not only to the self-removing combine shown in the above embodiment but also to a normal combine. Moreover, it can apply also to what uses a crawler traveling apparatus with various working vehicles, such as a transport vehicle, a tractor, and an earthworking work vehicle, other than a combine, the thing which harvests various crops, such as an onion and a carrot.

1 traveling device 6 engine 20 traveling transmission device (transmission system)
23 HST (Main transmission)
32 Traveling subtransmission unit 80b Operation button 81 Subtransmission lever 100 Control device A First transmission device B Second transmission device (Subtransmission device)
C Speed difference mitigation means SE2 Vehicle speed sensor

Claims (3)

A transmission system for transmitting engine power to the traveling device includes a non-shifting-type main transmission and a sub-transmission capable of shifting to a plurality of stages, wherein the main transmission is on the upper side and the auxiliary transmission is on the lower side. Prepare in series so that
Based on an operation command to the low speed side of the sub-transmission device, after the main transmission device is operated to the low-speed side, a cutting harvester having a control device that performs a shift to the low-speed side of the sub-transmission device Transmission device.   A vehicle speed sensor for detecting the vehicle speed, and if the vehicle speed is equal to or higher than a predetermined speed when an operation command to the low speed side of the auxiliary transmission is issued, after the vehicle speed is reduced below the predetermined speed by the main transmission, The traveling transmission device for a harvesting and harvesting machine according to claim 1, wherein the control device is configured to execute a shift to the low speed side of the auxiliary transmission device.   3. The harvesting and harvesting machine according to claim 2, wherein when the vehicle speed is reduced below the predetermined speed by the main transmission, the control device is configured to maintain a shift position of the main transmission at this time. Traveling gearbox.

Images