JP2013184561A - Transmission for combine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a transmission for combine with a side clutch, which can be manufactured with less time and effort.SOLUTION: A transmission for a combine includes: a steering operation tool which can be manually operated; a transmission shaft 55 supported by a mission case 13; a drive gear 57 provided in the transmission shaft 55 and rotated by drive power of an engine; and a pair of right and left side clutches 60 provided in the transmission shaft 55, configured to individually connect the drive gear 57 to a pair of right and left moving devices, and to be selected between an engaged state that connects the drive gear 57 to the moving devices and a disengaged state that does not connect the drive gear 57 to the moving devices by the operation of the steering operation tool. The side clutch 60 includes a connection gear 62 that slides along a transmission shaft 55 and can be meshed with the drive gear 57 by the operation of the steering operation tool.

Description

  The present invention is a steering operation tool that can be manually operated, a transmission shaft supported by a transmission case, a drive gear that is provided on the transmission shaft and is rotated by a driving force of an engine, and is provided on the transmission shaft. The drive gear and the pair of left and right traveling devices can be linked separately, and a clutch-engaged state in which the driving gear and the traveling device are linked by operation of the steering operation tool, the drive gear, and the traveling device And a pair of left and right side clutches that are switched to a clutch disengaged state that is not linked to each other.

  Conventionally, in this type of combined transmission, as described in Patent Document 1, a side clutch (in the literature, a “side clutch”) is used as a so-called dog clutch (opposing claw and claw portions are in front. To bite).

JP 2009-000048 A (paragraph number [0027], FIG. 6)

  By the way, in the dog clutch, the claw portion is usually manufactured by forging which can obtain high strength. However, forging is time consuming and requires relatively high technology. Therefore, as described in Patent Document 1, the combine transmission using the dog clutch takes time and effort.

  In view of the above circumstances, an object of the present invention is to provide a combined transmission including a side clutch which is difficult to manufacture.

[First feature configuration]
The feature of the present invention is that
A steering operation tool that can be operated manually;
A transmission shaft supported by the mission case;
A drive gear provided on the transmission shaft and rotated by the driving force of the engine;
A clutch-engaged state in which the drive gear and the pair of left and right traveling devices can be linked to each other, and the driving gear and the traveling device are linked by operation of the steering operation tool. And a pair of left and right side clutches that are operated to switch to a clutch disengagement state that does not link the drive gear and the travel device,
The side clutch is provided with a linkage gear that can slide and move along the transmission shaft by the operation of the steering operation tool and can mesh with the drive gear.

  According to this characteristic configuration, the clutch-engaged state of the side clutch is realized by “gear engagement” between the drive gear and the linkage gear. In other words, since the linkage gear is a “gear”, it can be manufactured not by forging but by general cutting. Therefore, it is possible to provide a combine transmission including a side clutch that is difficult to manufacture.

[Second feature configuration]
Furthermore, the present invention provides
The gear teeth of the drive gear are formed in either one of the radially outward direction and the radially inward direction, and the gear teeth of the linkage gear are directed to the other one of the radially outward direction and the radially inward direction. It is preferable to be formed.

  According to this characteristic configuration, any one of the linkage gear and the drive gear is inserted into either one, and a combined transmission that is compact in the radial direction can be obtained.

[Third feature configuration]
Furthermore, the present invention provides
A pair of left and right transmission gears are provided on the transmission shaft in a state of being linked to the traveling device, and located on the lower transmission side of the side clutch,
The linkage gear is preferably provided on the transmission gear so as not to be slidable and relatively non-rotatable, and operates integrally with the transmission gear.

  With this feature configuration, the linkage gear is provided directly on the drive gear, so that a member for linking the linkage gear and the drive gear is unnecessary.

[Fourth feature configuration]
Furthermore, the present invention provides
The transmission gear is configured to be slidable along the transmission shaft by operation of the steering operation tool,
The transmission gear is provided with a friction plate type side brake,
The transmission gear is slid when the steering operation tool is further operated after the linkage gear is slid by the operation of the steering operation tool and the side clutch is switched from the engaged state to the disengaged state. It is preferable that the side brake is moved to a braking state and the driving of the traveling device is braked.

  With this feature configuration, the side clutch and the side brake can be operated in a series of flows by operating only one transmission gear, and the combined transmission has a simple structure.

[Fifth feature configuration]
Furthermore, the present invention provides
Preferably, the drive gear is provided on each of the left and right ends of the transmission shaft, and the left and right linkage gears are provided on the left and right ends of the transmission shaft.

  According to this characteristic configuration, the drive gear and the linkage gear are provided at the left and right ends of the transmission shaft, so that both gears are transmitted compared to the case where both gears are provided near the center of the transmission shaft. From the viewpoint that the distance when inserting the shaft into the shaft is short, the assembly work to the length transmission shaft is easy.

[Sixth feature configuration]
Furthermore, the present invention provides
A pair of left and right operating members that slide along the transmission shaft and slide the left and right linkage gears by operating the steering operation tool;
The operation member is preferably provided on both left and right ends of the transmission shaft.

  According to this characteristic configuration, the operation members are also provided on the left and right end portions of the transmission shaft, so that the work can be performed on the outer side of the transmission, rather than the complicated inner side, with relatively little interference with other members. The assembly work of the side clutch is further facilitated.

[Seventh feature configuration]
The present invention also provides:
A center gear provided at the center of the transmission shaft, to which the driving force of the engine is transmitted;
The drive gear is provided on each of the left and right ends of the transmission shaft,
The linkage gear and the transmission gear may be provided between the drive gear and the center gear in the axial direction of the transmission shaft.

  According to this characteristic configuration, the drive gear is provided on both left and right ends of the transmission shaft, and the linkage gear and the transmission gear are provided between the transmission drive gear and the center gear in the axial direction of the dynamic shaft. Therefore, the side clutch can be arranged in a compact manner using the length of the transmission shaft without waste.

[Eighth feature configuration]
The present invention also provides:
A center gear provided at the center of the transmission shaft, to which the driving force of the engine is transmitted;
The drive gear may be integrally provided on each of the left and right sides of the center gear.

  If the drive gear is provided integrally with the center gear as in this feature configuration, the left and right end portions of the transmission shaft can be effectively used for other purposes.

[Ninth feature configuration]
Furthermore, the present invention provides
An operation member that slides along the transmission shaft by hydraulic pressure based on an operation of the steering operation tool, and slides the linkage gear; a housing portion that is formed in the mission case and houses the operation member; A pressure oil supply path that is formed in a mission case and supplies pressure oil to a gap between the pressure receiving portion of the operation member and the accommodating portion;
A cut that promotes the inflow of the pressure oil into the gap in at least one of the pressure receiving portion facing the pressure oil supply path and the location facing the pressure oil supply path in the accommodating portion. It is preferable that the notch is formed.

  In this feature configuration, since the notch is formed, for example, the clearance between the operation member and the housing portion when the operation member is most retracted to the housing portion can be reduced, and the compact configuration can be achieved. Since the supply of the pressure oil to the gap is promoted by the notch, the reactivity of the operation member with respect to the steering operation tool does not decrease.

[10th feature configuration]
Furthermore, the present invention provides
Preferably, the pressure oil supply path supplies the pressure oil to the gap from a direction orthogonal to the transmission shaft.

  If it is this characteristic structure, it can be set as the transmission of a combined combine compact in the axial center direction of a transmission shaft compared with the case where a pressure oil supply path is provided along a transmission shaft.

[Eleventh feature configuration]
Furthermore, the present invention provides
In the transmission case, it is preferable that the shaft support portion that supports the end portion of the transmission shaft is configured in a cover shape that is attached from the outer side in the left-right direction of the body portion of the transmission case.

  The inside of the shaft support part tends to have a somewhat complicated shape to support the transmission shaft. However, in the case of this characteristic configuration, the shaft support part is a separate member from the main body part. Compared to an integrally configured transmission case, the internal processing of the shaft support is easier.

[Twelfth feature configuration]
Furthermore, the present invention provides
A shaft support portion that pivotally supports an end portion of the transmission shaft in the transmission case is configured in a cover shape that is attached from the outer side in the left-right direction of the body of the mission case.
It is preferable that the housing portion is formed between the main body portion and the shaft support portion, and the gap is formed between the pressure receiving portion and the shaft support portion.

  When the main body portion and the shaft support portion are integrally formed, the accommodating portion and the gap are formed by processing from the inside of the transmission case, and thus high processing technology is required. However, according to the present characteristic configuration, the main body portion and the shaft support portion are separate members, so that each can be processed separately, and the accommodation portion and the gap are easily processed. In other words, with this feature configuration, the accommodating portion and the gap can be configured without requiring advanced technology.

It is a side view of a combine. It is a top view of a combine. It is a vertical front view of a continuously variable transmission and a transmission. It is a vertical front view of a steering control mechanism. It is the vertical front view which expanded the left cylinder case and the cover member. It is a diagram which shows the gear train near steering control mechanism of another embodiment. It is a vertical front view which shows the cover member of the left side of another embodiment.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the present embodiment, an example will be described in which the present invention is applied to an ordinary (all-fired) combine as a combine. In the following description, “left” and “right” are defined with reference to the aircraft traveling direction. That is, for example, in FIGS. 3 to 5 and FIG. 7, which are front views, the left side of the paper is “right” and the right side of the paper is “left”.

〔overall structure〕
As shown in FIGS. 1 and 2, the combine includes a cutting unit 4 that is movable up and down by the operation of a hydraulic cylinder 3 at the front end position of a traveling machine body 2 that travels by a pair of left and right traveling devices 1, 1. The threshing device 5 to which the harvested cereal mash is supplied from the reaping unit 4 and the Glen tank 6 for storing the grains selected by the threshing device 5 are arranged in parallel in the left and right positions of the traveling machine body 2. Yes. The grain tank 6 is provided with an unloader 7 for discharging the grain. At the front position of the traveling machine body 2, a driving unit 8 on which an operator gets on is provided.

  The harvesting unit 4 includes left and right dividers 41, 41, a scraping reel 42 for scraping the cereal, a cutter 43 for cutting the cereal stock, and the harvested cereal at a predetermined position in the left-right direction. The auger 44 to collect and the feeder 45 which conveys the harvested cereal rice cake from the auger 44 back are provided.

  As shown in FIG. 1 and FIG. A step transmission 11 is provided. The driving force from the engine 9 is transmitted to the driving sprockets 1A and 1A of the left and right traveling apparatuses 1 and 1 via the continuously variable transmission 11 and the transmission 12. In the following description, a simple description of “driving force” means a driving force from the engine 9.

  As shown in FIGS. 1 and 2, the driving unit 8 includes a driver seat 21 on which a driver is seated. A manually operated control lever 22 corresponding to the “steering operation tool” of the present invention is provided at a position in front of the driver seat 21, and a shift lever 23 and a work clutch lever that can be manually operated at a side position of the driver seat 21. 24 is provided, and a brake pedal 25 is provided in the step. The driver seat 21 is provided on the upper surface of the engine bonnet 10, and the engine 9 is arranged inside the engine bonnet 10.

  The control lever 22 is maintained in a vertical posture in a non-operating state (neutral state). The control lever 22 is linked to a steering control mechanism 14 described later. When the control lever 22 is tilted to either the left or right, the steering control mechanism 14 is activated, a speed difference is generated between the driving speeds of the left and right traveling devices 1, 1, and the steering (steering) of the traveling machine body 2 is performed. Done. When the control lever 22 is tilted in the front-rear direction, the hydraulic cylinder 3 is actuated (expanded / contracted), and the cutting unit 4 is moved up and down.

  The transmission lever 23 is linked to the continuously variable transmission 11. The speed of the traveling machine body 2 can be changed by operating the speed change lever 23. Specifically, when the speed change lever 23 is operated to the neutral position, traveling is stopped, and when the speed change lever 23 is operated forward from the neutral position, the forward speed of the traveling machine body 2 is increased, and the speed change lever 23 is operated backward from the neutral position. Then, the reverse speed of the traveling machine body 2 is increased.

  The work clutch lever 24 is linked to a threshing clutch (not shown) that interrupts the driving force for the threshing device 5 and a reaping clutch (not shown) that interrupts the driving force for the cutting unit 4. When the work clutch lever 24 is operated from the cutting position to the threshing position, the threshing clutch is engaged, and when the work clutch lever 24 is operated through the threshing position to the harvesting position, the threshing clutch is engaged. While the above is maintained, the mowing clutch is engaged and operated.

[About continuously variable transmission]
As shown in FIG. 3, an input pulley 11a is fixed to one end of the input shaft 11A of the continuously variable transmission 11. The output shaft (not shown) of the engine 9 and the input pulley 11a are connected by a drive belt 11b. It is linked. The driving force is shifted by the continuously variable transmission 11 and output from the output shaft 11B to the transmission 12. Since the mechanism of the continuously variable transmission 11 is known, it will not be described in detail here.

[About transmission]
As shown in FIG. 3, the transmission case 13 in which the transmission 12 is housed is configured by connecting left and right divided cases 31 and 31. The left and right split cases 31, 31 are connected at the joint surface 34. At the lower part of the mission case 13, axle cases 32, 32 are provided to project outwardly on the left and right. An output shaft 11B of the continuously variable transmission 11 is rotatably supported at the upper end of the transmission case 13, and an input gear 51 is fitted to the output shaft 11B. The driving force changed by the continuously variable transmission 11 is transmitted to the transmission 12 via the input gear 51.

  The transmission 12 includes an input gear 51 described above, a first transmission shaft 52 that is rotatably supported by the transmission case 13 and that faces the body, and a large-diameter first gear that is fitted to the first transmission shaft 52. 53, a second gear 54 having a small diameter, a second transmission shaft 55 that is rotatably supported by the transmission case 13 and that is oriented in the left-right direction of the machine body, and a center gear 56 that is fitted to the central portion of the second transmission shaft 55; A pair of left and right drive gears 57, 57 fitted to the left and right end portions of the second transmission shaft 55, and a left and right provided around the second transmission shaft 55 between the center gear 56 and the left and right drive gears 57, 57. A pair of steering control mechanisms 14, 14 and one side end (inner end) are rotatably supported by the mission case 13, and a pair of left and right travel output shafts 59 inserted into the left and right axle cases 32, 32. , 59 A pair of left and right output gear 58, 58 is fitted to the traveling output shaft 59, it is provided. That is, the second transmission shaft 55 corresponds to the “transmission shaft” of the present invention.

  A cylinder case 33 that houses a clutch cylinder 63 and the like to be described later is provided at a position that supports both ends of the second transmission shaft 55 in the transmission case 13. The cylinder case 33 is configured in a cylindrical shape with both ends opened. One opening of the cylinder case 33 is opposed to the inside of the transmission case 13, and the second transmission shaft 55 is inserted therein. The other opening of the cylinder case 33 is closed from the outside in the left-right direction by the cover member 35.

  As shown in FIG. 3, the input gear 51 is fitted to the output shaft 11 </ b> B so as not to be relatively rotatable and slidable, and is engaged with the first gear 53. The first gear 53 and the second gear 54 are fitted to the first transmission shaft 52 so that they cannot rotate relative to each other and cannot slide. The second gear 54 is engaged with the center gear 56. The center gear 56 and the left and right drive gears 57 and 57 are fitted to the second transmission shaft 55 so as not to be relatively rotatable and slidable. The left and right output gears 58 and 58 are fitted to the travel output shaft 59 so as not to be relatively rotatable and slidable. The steering control mechanism 14 is configured to be able to link the drive gear 57 and the output gear 58. And the drive sprocket 1A (refer FIG. 1) which drives the crawler belt 1B (refer FIG. 1) of the traveling apparatus 1 is attached to the other side end (outer end part) of the right and left travel output shafts 59 and 59. .

  With the above configuration, the driving force is transmitted in the order of input gear 51 → first gear 53 → second gear 54 → center gear 56 → drive gear 57 → steering control mechanism 14 → output gear 58 → drive sprocket 1A. .

[About steering control mechanism]
The steering control mechanism 14 will be described. The steering control mechanism 14 includes a pair of left and right transmission gears 61, 61, a pair of left and right side clutches 60, 60, and a pair of left and right side brakes 70, 70. The transmission gear 61 is meshed with the output gear 58 at all times. The side clutch 60 can link the drive gear 57 and the transmission gear 61 separately, that is, can link the drive gear 57 and the output gear 58 individually, and the drive gear 57 can be operated by operating the control lever 22. Switching operation is performed between a clutch-engaged state in which 57 and output gear 58 are linked, and a clutch disengaged state in which drive gear 57 and output gear 58 are not linked. The side clutch 60 is in a clutch-engaged state when the control lever 22 is in a non-operating state (neutral state). When the control lever 22 is further operated after the side clutch 60 is switched from the engaged state to the disconnected state by the operation of the control lever 22, the side brake 70 enters the braking state and brakes the output gear 58.

  Therefore, when the control lever 22 is operated to the left, first, only the left side clutch 60 is disengaged, the transmission of the driving force to the left traveling device 1 is cut off, and the “slowly turning state to the left” " Further, when the control lever 22 is operated to the left, the left side brake 70 is brought into a braking state, the left traveling device 1 is braked, and a “trust turning state” in the left direction is set. Similarly, when the control lever 22 is operated in the right direction, the “slow turn state” is set in the right direction, and further, the “trust turn state” is set in the right direction.

[About transmission gear]
As shown in FIG. 4, the left and right transmission gears 61 and 61 are externally fitted between the center gear 56 and the left and right drive gears 57 and 57 so as to be relatively rotatable and slidable relative to the second transmission shaft 55. Has been. The transmission gear 61 is located on the lower transmission side with respect to the side clutch 60. The transmission gear 61 is a long cylindrical member, and radially outward gear teeth are formed on the outer peripheral portion along the axial direction of the second transmission shaft 55 (hereinafter referred to as “axial direction”). The portion of the gear teeth near the center gear 56 is always engaged with the gear teeth of the output gear 58. A compression coil type clutch spring 65 is disposed between the inner peripheral portion of the transmission gear 61 and the second transmission shaft 55 so as to exert a biasing force so that the side clutch 60 is engaged. The clutch spring 65 urges the transmission gear 61 toward the drive gear 57 (the side opposite to the center gear 56).

[Configuration of side clutch]
As shown in FIG. 4, the side clutch 60 is housed in a housing portion 35 c that is a cylindrical space provided around both ends of the second transmission shaft of the transmission case 13, and is hydraulically based on the operation of the control lever 22. A clutch cylinder 63 (corresponding to the “operation member” of the present invention) that moves in and out of the accommodating portion 35c and an end of the transmission gear 61 on the side of the transmission gear 61 are not rotatable relative to each other and cannot slide. And an interlocking gear 62 fitted thereto.

  The linkage gear 62 includes a cylindrical gear portion 62a and a pressed portion 62b that protrudes radially outward from the inner end of the gear portion 62a in a flange shape. A radially inward gear tooth is formed on the inner peripheral portion of the gear portion 62a along the axial direction. Of the gear teeth of the linkage gear 62, only the portion on the side of the center gear 56 always meshes with the gear teeth of the transmission gear 61. Therefore, the linkage gear 62 is positioned near the end of the second transmission shaft 55, and relatively rotates and slides integrally with the drive gear 57 relative to the second transmission shaft 55.

  Of the gear teeth of the linkage gear 62, the portion on the drive gear 57 side protrudes from the end of the transmission gear 61 toward the drive gear 57. The outer diameter of the gear part 62 a is set smaller than the inner diameter of the clutch cylinder 63, and the distal end side of the gear part 62 a is inserted into the clutch cylinder 63. Further, the gear teeth of the linkage gear 62 are formed so as to be able to slide and engage with the gear teeth of the drive gear 57 (spline fitting).

  The clutch cylinder 63 is a cylindrical member extending along the axial direction, and a pressure receiving portion 63a that receives the action of pressure oil is formed at the bottom (center gear 56 side). The front end of the clutch cylinder 63 (on the side opposite to the center gear 56) is connected to the pressed portion 62b of the linkage gear 62 via a thrust bearing 64. That is, the clutch cylinder 63 and the linkage gear 62 can rotate relative to each other, and integrally slide along the axial direction.

  By the way, the linkage gear 62 is a “gear” that slides and is gear-linked (spline-fitted) with the drive gear 57, so that it is not necessary to produce it by forging like a dog clutch, and it can be produced by cutting. it can.

[About side clutch operation]
As shown in FIG. 4, a work pump 66 (see FIG. 3) that is disposed on the bottom side portion of the accommodating portion 35 c that is a cylindrical space and on the left lateral outside of the continuously variable transmission 11 and is driven by the operation of the control lever 22. Are connected by the pressure oil supply passage 33a, and the operation pump 66 is driven to supply and discharge the pressure oil to and from the bottom side portion of the accommodating portion 35c. When the control lever 22 is operated to the left, the pressure oil is supplied to the left accommodating portion 35c and the pressure oil in the right accommodating portion 35c is discharged. When the control lever 22 is operated to the right, the pressure oil is supplied to the right accommodating portion 35c and the pressure oil in the left accommodating portion 35c is discharged.

  When the pressure oil in the accommodating portion 35c is discharged, the transmission gear 61 and the linkage gear 62 are moved along the axial direction by the urging force of the clutch spring 65 as in the left side clutch 60 (right side of the drawing) in FIG. And slide to the drive gear 57 side. Then, the gear teeth of the linkage gear 62 mesh with the gear teeth of the drive gear 57, and the side clutch 60 enters the clutch engaged state. That is, the drive gear 57 and the output gear 58 are linked via the linkage gear 62 and the transmission gear 61. At the same time, the pressed portion 62b presses the clutch cylinder 63 via the thrust bearing 64, so that the clutch cylinder 63 also slides along the axial direction and retracts to the accommodating portion 35c.

  When pressure oil is supplied to the accommodating portion 35c, the clutch cylinder 63 slides toward the center gear 56 along the axial direction like the right side clutch 60 (left side in FIG. 4) in FIG. The pressed part 62b is pressed by the clutch cylinder 63. As a result, the linkage gear 62 and the transmission gear 61 slide to the center gear 56 side along the axial direction while resisting the urging force of the clutch spring 65, and the linkage gear 62 against the gear teeth of the drive gear 57. The meshing of the gear teeth is released, and the side clutch 60 is in the clutch disengaged state. That is, the link between the drive gear 57 and the output gear 58 is disconnected.

[About the configuration and operation of the side brake]
The side brake 70 is a general friction brake provided between the linkage gear 62 and the center gear 56. As shown in FIG. 4, the side brake 70 includes a plurality of shaft side friction disks 71 that are non-rotatably engaged and supported by the gear teeth of the transmission gear 61, and a portion of the transmission case 13 that covers the vicinity of the outer periphery of the transmission gear 61. A plurality of case-side friction disks 72 that are engaged and supported in a non-rotatable manner are provided on the inner peripheral portion. The shaft-side friction disk 71 and the case-side friction disk 72 are provided so as to be alternately arranged in the axial direction.

  Further, the side brake 70 is provided with a thrust collar 73 interposed between the friction discs 71 and 72 and the one closest to the linkage gear 62 and the linkage gear 62. The thrust collar 73 is slidably and slidably provided on the outer periphery of the transmission gear 61. In the radial direction, the radially outer portion of the pressed portion 62 b overlaps with the radially inner portion of the thrust collar 73. Therefore, when the linkage gear 62 slides toward the center gear 56 and comes into contact with the thrust collar 73, the thrust collar 73 also slides along the axis direction along the axial direction with the linkage gear 62 thereafter.

  By the sliding movement of the thrust collar 73 toward the center gear 56 side, the distance between the shaft side friction disk 71 and the case side friction disk 72 is gradually reduced, and finally the two contact each other, and the transmission gear 61 is caused by the friction force. Is braked.

  With the above configuration, after the side clutch 60 is switched from the engaged state to the disengaged state by the operation of the control lever 22, when the control lever 22 is further operated and pressure oil is supplied to the accommodating portion 35c, the clutch cylinder is further increased. 63 protrudes from the accommodating portion 35c, and the linkage gear 62 and the transmission gear 61 slide further toward the center gear 56 side. Then, the thrust collar 73 is pressed against the pressed portion 62b, and the transmission gear 61 is braked. As a result, the driving of the traveling device 1 is braked. That is, the side brake 70 is in the “braking state”. After the shaft-side friction disk 71 and the case-side friction disk 72 are in contact with each other, the friction force is increased or decreased depending on the magnitude of the force with which the friction disks 71 and 72 are pressed, and the braking force of the transmission gear 61 is increased or decreased. .

[Cylinder case and cover member]
As shown in FIG. 4, the cylinder case 33 is fixed in the vicinity of both ends of the second transmission shaft 55 in the left and right divided cases 31, 31 and constitutes a part of the transmission case 13. As shown in FIGS. 4 and 5, the cylinder case 33 is formed with the pressure oil supply path 33a and the relief path 33b described above. The pressure oil supply path 33a and the relief path 33b communicate with the accommodating portion 35c along a direction orthogonal to the axial direction. The relief path 33b is opened closer to the center gear 56 than the pressure oil supply path 33a with respect to the accommodating portion 35c. When the side clutch 60 is in the engaged state, the relief path 33b is closed by the clutch cylinder 63 (see the housing portion 35c on the left side of FIG. 4). When the clutch cylinder 63 protrudes from the housing portion 35c until the side clutch 60 is in the clutch disengaged state and the side brake 70 is in the braking state (the state where the shaft side friction disk 71 and the case side friction disk 72 are in contact). And opened to the accommodating portion 35c (see the accommodating portion 35c on the right side of FIG. 4). Although not particularly illustrated, the relief path 33b is connected to the pressure oil supply path 33a, and the relief path 33b is provided with a variable relief valve. The variable relief valve is linked to the control lever 22, and as the operation amount of the control lever 22 increases, the variable relief valve increases the relief pressure, the hydraulic pressure of the pressure oil supply passage 33a increases, and the side brake 70 The braking force increases.

  As shown in FIGS. 4 and 5, the cover member 35 includes a lid portion 35 a that closes the opening of the cylinder case 33, and a boss portion 35 b that is erected in a cylindrical shape from the lid portion 35 a. A second transmission shaft 55 is rotatably supported on the inner peripheral portion of the boss portion 35 b via a bearing 37. The outer diameter of the lid portion 35a is set to be substantially the same as the inner diameter of the cylinder case 33, and the outer diameter of the boss portion 35b is set to be smaller than the outer diameter of the lid portion 35a. The cover member 35 is inserted into the cylinder case 33 from the outside of the mission case 13 and is prevented from being detached by a retaining ring 36. The outer peripheral surface of the boss portion 35b, the inner side surface of the lid portion 35a in the left-right direction of the machine body, and the inner peripheral surface of the cylinder case 33 constitute the above-described storage portion 35c that stores the clutch cylinder 63. That is, the cylinder case 33 corresponds to the “main part” of the present invention, and the cover member 35 corresponds to the “shaft support part” of the present invention.

  As shown in FIG. 5, the clutch cylinder 63 is retracted to the accommodating portion 35c to the extent that the pressure receiving portion 63a contacts the lid portion 35a in the state of being most retracted to the accommodating portion 35c. When the clutch cylinder 63 is most retracted to the accommodating portion 35c, the gap between the pressure receiving portion 63a and the lid portion 35a can be reduced, so that the transmission 12 can be a little compact in the left-right direction. A notch 63b is formed at a position of the pressure receiving portion 63a facing the pressure oil supply path 33a, and a notch 35d is also formed at a position of the lid 35a facing the pressure oil supply path 33a. Yes. By providing both the notches 35d and 63b, even if the gap between the pressure receiving portion 63a and the lid 35a is small, the flow of pressure oil into the gap is promoted, and the clutch cylinder 63 operates quickly and accurately.

[Brake mechanism]
In addition to the steering control mechanism 14, the transmission 12 is provided with a brake mechanism 80. As shown in FIG. 3, a brake mechanism 80 is provided across the right split case 31 and the cylinder case 33. The brake mechanism 80 includes an operation shaft 82 that is rotatably inserted into the right split case 31 and the cylinder case 33, an operation arm 81 that is fixed to an outer end of the operation shaft 82 in the left-right direction of the body, and a clutch cylinder 63. A ring-shaped brake cylinder 84 provided along the outer periphery of the brake cylinder 84, and a cam mechanism 83 provided between the outer side surface of the brake cylinder 84 in the left-right direction and the inner side surface of the cylinder case 33 in the left-right direction. ing.

  The operation arm 81 is linked to the brake pedal 25 by a link mechanism (not shown). Further, the operation shaft 82 is engaged with the brake cylinder 84. Therefore, when the brake pedal 25 is depressed, the operation arm 81 swings, the operation shaft 82 rotates, and the brake cylinder 84 rotates. Then, the cam cylinder 83 causes the brake cylinder 84 to slide toward the center gear 56 side. In the radial direction, the tip end portion of the brake cylinder 84 overlaps with the outer diameter portion of the thrust collar 73, and the sliding movement of the brake cylinder 84 causes the thrust collar 73 to be pressed and slid, so that the side brake 70 is in a braking state. It becomes. The brake mechanism 80 can be operated even when no pressure oil is supplied, such as when the engine 9 is stopped, and is also used as a parking brake.

[Another embodiment]
(1) In the above-described embodiment, the gear teeth of the drive gear 57 are formed radially outward, the gear teeth of the linkage gear 62 are formed radially inward, and the linkage gear 62 is the drive gear. Although an example in which the drive gear 57 and the linkage gear 62 are engaged with each other by being extrapolated to 57 is shown, the present invention is not limited to this. Although not specifically shown, the gear teeth of the drive gear 57 are formed radially inward, the gear teeth of the linkage gear 62 are formed radially outward, and the linkage gear 62 is inserted into the drive gear 57. Thus, the drive gear 57 and the linkage gear 62 may be engaged with each other.

(2) In the above-described embodiment, the drive gear 57 is provided at the left and right ends of the second transmission shaft 55, the linkage gear 62 slides toward the center gear 56 together with the transmission gear 61, and the side clutch 60 is Although an example in which the clutch is disengaged has been shown, the present invention is not limited to this. For example, as shown in FIG. 6, the drive gear 57 may be integrally provided on each of the left and right side portions of the center gear 56. In this case, the linkage gear 62 slides in the direction away from the center gear 56 together with the transmission gear 61, and the clutch is disengaged. In this case, the clutch spring 65 is provided so as to urge the transmission gear 61 toward the center gear 56.

(3) In the above-described embodiment, an example in which the linkage gear 62 formed separately from the transmission gear 61 is fitted to the outer peripheral portion of the transmission gear 61 so as not to be slidable and relatively non-rotatable is shown. It is not limited to this. Although not particularly illustrated, the linkage gear 62 may be formed integrally with the transmission gear 61.

(4) In the above-described embodiment, an example in which the cover member 35 is inserted into the cylinder case 33 from the outside of the transmission case 13 and is prevented by the retaining ring 36 has been described. is not. For example, as shown in FIG. 7, the outer peripheral portion of the lid portion 35 a may be enlarged to the same extent as the outer diameter of the cylinder case 33 so that the cover member 35 covers the outer end portion of the cylinder case 33. . In this case, the cover member 35 may be fixed to the cylinder case 33 with a fastener such as a bolt.

(5) In the above-described embodiment, the example in which the pressure oil supply path 33a is formed in the cylinder case 33 and supplies the pressure oil from the direction orthogonal to the second transmission shaft 55 has been described. It is not a thing. Although not particularly illustrated, the pressure oil supply path 33 a may be formed in the cover member 35 and supply pressure oil from a direction along the second transmission shaft 55.

(6) In the above-described embodiment, the cover members 35 and the clutch cylinder 63 are provided with the cutout portions 35d and 63b that promote the supply of pressure oil. However, the cutout portions include the cover member 35 and the clutch. It may be formed on either one of the cylinders 63.

(7) In the above-described embodiment, the pressure receiving portion 63a is formed at the bottom of the clutch cylinder 63, but the pressure receiving portion may be formed at other portions, for example, the outer peripheral portion of the clutch cylinder 63, and the like. .

(8) In the above-described embodiment, the example in which the clutch cylinder 63 is operated by the hydraulic pressure and the side clutch 60 and the side brake 70 are operated is shown, but the present invention is not limited to this. Although not shown in particular, the control lever 22 and the transmission gear 61 are mechanically linked so that the transmission gear 61 is operated directly by the operation of the control lever 22 so that the side clutch 60 and the side brake 70 are operated. It may be configured as follows.

(9) In the above-described embodiment, the cover member 35 is configured as a separate member from the cylinder case 33. However, the cover member 35 may be formed integrally with the cylinder case 33.

  In the present embodiment, the present invention can be used not only for a normal type (all-throw-in type) combine but also for a self-removing type combine. The present invention can also be applied to a transmission that includes a reverse rotation mechanism that converts the driving force from the engine into a reverse rotation and transmits the reverse rotation to the traveling device, and is capable of realizing a so-called “super-revolution”.

1 traveling device 9 engine 13 mission case 22 control lever (steering operation tool)
33 Cylinder case (main part)
33a Pressure oil supply path 35 Cover member (shaft support)
35c receiving part 35d notch 55 second transmission shaft (transmission shaft)
56 Center gear 57 Drive gear 60 Side clutch 61 Transmission gear 62 Linking gear 63 Clutch cylinder (operation member)
63a Pressure receiving part 63b Notch part 70 Side brake

Claims (12)

A steering operation tool that can be operated manually;
A transmission shaft supported by the mission case;
A drive gear provided on the transmission shaft and rotated by the driving force of the engine;
A clutch-engaged state in which the drive gear and the pair of left and right traveling devices can be linked to each other, and the driving gear and the traveling device are linked by operation of the steering operation tool. And a pair of left and right side clutches that are operated to switch to a clutch disengagement state that does not link the drive gear and the travel device,
A combined transmission in which the side clutch is provided with a linkage gear that is slidable along the transmission shaft by the operation of the steering operation tool and can be engaged with the drive gear.   The gear teeth of the drive gear are formed in either one of the radially outward direction and the radially inward direction, and the gear teeth of the linkage gear are directed to the other one of the radially outward direction and the radially inward direction. The combine transmission according to claim 1, wherein the combine transmission is formed. A pair of left and right transmission gears are provided on the transmission shaft in a state of being linked to the traveling device, and located on the lower transmission side of the side clutch,
The combine transmission according to claim 1 or 2, wherein the linkage gear is provided on the transmission gear so as not to be slidable and relatively non-rotatable, and operates integrally with the transmission gear. The transmission gear is configured to be slidable along the transmission shaft by operation of the steering operation tool,
The transmission gear is provided with a friction plate type side brake,
The transmission gear is slid when the steering operation tool is further operated after the linkage gear is slid by the operation of the steering operation tool and the side clutch is switched from the engaged state to the disengaged state. The combine transmission according to claim 3, wherein the side brake is moved to be in a braking state, and the driving of the traveling device is braked.   5. The drive gear according to claim 1, wherein the drive gear is provided on each of the left and right ends of the transmission shaft, and the left and right linkage gears are provided on the left and right ends of the transmission shaft. Combined transmission as described. A pair of left and right operating members that slide along the transmission shaft and slide the left and right linkage gears by operating the steering operation tool;
The combine transmission according to claim 5, wherein the operation member is provided on both right and left ends of the transmission shaft. A center gear provided at the center of the transmission shaft, to which the driving force of the engine is transmitted;
The drive gear is provided on each of the left and right ends of the transmission shaft,
The combine transmission according to claim 3 or 4, wherein the linkage gear and the transmission gear are provided between the drive gear and the center gear in the axial direction of the transmission shaft. A center gear provided at the center of the transmission shaft, to which the driving force of the engine is transmitted;
The combine transmission according to claim 3 or 4, wherein the drive gear is integrally provided on each of the left and right side portions of the center gear. An operation member that slides along the transmission shaft by hydraulic pressure based on an operation of the steering operation tool, and slides the linkage gear; a housing portion that is formed in the mission case and houses the operation member; A pressure oil supply path that is formed in a mission case and supplies pressure oil to a gap between the pressure receiving portion of the operation member and the accommodating portion;
A cut that promotes the inflow of the pressure oil into the gap in at least one of the pressure receiving portion facing the pressure oil supply path and the location facing the pressure oil supply path in the accommodating portion. The combine transmission according to any one of claims 1 to 8, wherein a notch is formed.   10. The combine transmission according to claim 9, wherein the pressure oil supply path supplies the pressure oil to the gap from a direction orthogonal to the transmission shaft.   The shaft support part which pivotally supports the edge part of the said transmission shaft among the said transmission cases is comprised in the cover shape attached from the body left-right direction outer side of the main-body part of the said transmission case. Combined transmission as described in. A shaft support portion that pivotally supports an end portion of the transmission shaft in the transmission case is configured in a cover shape that is attached from the outer side in the left-right direction of the body of the mission case.
11. The combine according to claim 9, wherein the housing portion is formed between the main body portion and the shaft support portion, and the gap is formed between the pressure receiving portion and the shaft support portion. transmission.

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