JP2015054638A - Transmission device for work machine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To enable improvement in maintainability while suppressing complication of a configuration and cost increase due to increase of the number of components.SOLUTION: A relay shaft 119 is provided between a side clutch shaft 46 and left and right travel driving shafts 50; a first transmission portion 122 that is extended from the side clutch shaft 46 to the relay shaft 119 near left and right centers of a transmission case 43 and a second transmission portion 123 that is extended from the relay shaft 119 to the travel driving shaft 50 near left and right ends of the transmission case 43 are provided in left and right transmission mechanisms 49 that transmit power via a side clutch 83 to the travel driving shafts 50. Each side clutch 83 and each first transmission portion 122 are incorporated in a first space portion 56 formed of a main case component 52 of the transmission case 43. Each second transmission portion 123 is incorporated individually in left and right second space portions 58 formed of recessed parts 52A of left and right lateral walls in the main case component 52 and left and right auxiliary case components 53 that cover the recessed parts 52A.

Description

  The present invention includes left and right traveling drive shafts extending from a transmission case to left and right corresponding traveling devices, a pair of side clutches for individually connecting and disconnecting transmission to the left and right traveling drive shafts, and the corresponding side clutches. Left and right transmission mechanisms for transmitting the motive power passed to the travel drive shaft, and a left and right relay shaft between the left and right travel clutch shafts supporting the pair of side clutches and the left and right travel drive shafts. The left and right transmission mechanisms include a first transmission portion extending from the side clutch shaft to the relay shaft on the left and right center side of the transmission case, and the relay drive shaft from the relay shaft on the left and right ends of the transmission case, respectively. It is related with the power transmission apparatus for working machines provided with the 2nd power transmission part.

  As a transmission device for the working machine as described above, there are a transmission case (transmission case) having a left and right split structure incorporating left and right side clutches, and a pair of left and right transmissions transmitted from the left and right side clutches to the left and right axles. There is a configuration in which a pair of left and right transmission cases with a built-in transmission gear are separately configured, and the left and right transmission cases are connected to the lower portion of the transmission case (see, for example, Patent Document 1).

JP 2009-077869 A (paragraph numbers 0026 to 0029, 0035 to 0037, FIG. 7)

  In the above configuration, a pair of left and right transmission gears are incorporated in the left and right transmission cases instead of the transmission case, so that when performing maintenance on the pair of transmission gears, a pair of side clutches, etc. Since it is not necessary to disassemble the transmission case with a built-in gear, it becomes easier to perform maintenance on the pair of transmission gears than when the pair of transmission gears are built in the transmission case.

  On the other hand, in order to facilitate maintenance of a pair of transmission gears, a transmission case with a left and right split structure is provided separately from a left and right split structure transmission case, so the configuration is complicated due to an increase in the number of parts. And soaring costs.

  An object of the present invention is to improve maintainability while suppressing the complexity of the configuration and the increase in cost due to an increase in the number of parts.

The problem solving means of the present invention is:
The left and right travel drive shafts extending from the transmission case to the left and right corresponding travel devices, a pair of side clutches that individually connect and disconnect the transmission to the left and right travel drive shafts, and the power via the corresponding side clutches A left and right transmission mechanism for transmitting to the travel drive shaft,
A left-right relay shaft is provided between a left-right side clutch shaft that supports the pair of side clutches and a left-right travel drive shaft,
The left and right transmission mechanisms respectively include a first transmission portion extending from the side clutch shaft to the relay shaft on the left and right center side of the transmission case, and a first transmission portion extending from the relay shaft to the travel drive shaft on the left and right ends of the transmission case. With two transmission parts,
The transmission case includes a first space portion including the pair of side clutches and the left and right first transmission portions, and left and right second space portions individually including the left and right second transmission portions,
The first space is formed by a main case component of the transmission case;
The left and right second space portions include a recessed portion that is recessedly formed in the left and right side walls of the main case component, and a left and right auxiliary case component that is detachably connected to the left and right side walls in a state of covering the recessed portion. Forming.

  According to this means, when maintenance is performed on the left and right second transmission parts, it is necessary to disassemble the main case part including the pair of side clutches by removing the left and right auxiliary case parts from the main case part. Without maintenance, the left and right second transmission parts can be easily maintained.

  And the 1st space part which incorporates a pair of side clutches etc. is formed by main case parts, and the 2nd right and left 2nd transmission parts from the left and right auxiliary case parts which cover each recessed part in the main case parts The number of parts can be reduced compared with the case where the left and right divided structure transmission case and the left and right divided structure transmission case are individually configured. .

  Accordingly, it is possible to improve the maintainability of the left and right second transmission parts while suppressing the complexity of the configuration due to the increase in the number of parts and the increase in cost.

As one of the means for making the present invention more suitable,
The left and right transmission mechanisms are configured such that the first transmission portion is positioned above the second transmission portion, respectively.
The transmission case is provided with a concave portion that makes the left and right central side portions close to the left and right first transmission portions in a left and right central portion located between the left and right second transmission portions in the bottom portion, and the bottom portion It is formed in an inverted U shape.

  According to this means, it is possible to promote the removal of mud or the like that contacts the transmission case in traveling in a deep mud working place, and the traveling resistance acting on the transmission case can be reduced.

As one of the means for making the present invention more suitable,
Each of the left and right side walls includes a first shaft support portion that supports a portion of the relay shaft that is located on the left and right center side of the transmission case,
Each of the left and right auxiliary case parts includes a second shaft support portion that supports portions of the relay shaft that are located on both left and right ends of the transmission case.

  According to this means, when the left and right auxiliary case parts are attached to the main case part, the relay shaft can be stably supported by the first shaft support part and the second shaft support part. Thereby, transmission via a relay shaft can be performed favorably.

  Even when the left and right auxiliary case parts are removed from the main case part, the relay shaft can be stably supported at an appropriate position by the first shaft support portion. Accordingly, it is possible to easily perform the assembling work of connecting each auxiliary case part to the left and right side walls of the main case part while supporting the relay shaft by the second shaft support portion on the auxiliary case part side.

As one of the means for making the present invention more suitable,
The relay shaft includes a left relay shaft provided in the left transmission mechanism, and a right relay shaft provided in the right transmission mechanism,
The right and left relay shafts are rotatably mounted on the transmission case.

  According to this means, the relay shaft and the rotating body of the transmission mechanism provided on the relay shaft can be integrally rotated. As a result, seizure between the relay shaft and the rotating body, which may be caused when the rotating body of the transmission mechanism is loosely fitted to the relay shaft fixedly mounted on the transmission case, can be avoided.

As one of the means for making the present invention more suitable,
Each of the left and right second transmission portions is integrally formed with a drive rotating body provided on the relay shaft on the relay shaft.

  According to this means, compared with the case where the relay shaft and the drive rotating body are individually provided, the configuration can be simplified and the assembly can be facilitated by reducing the number of parts.

As one of the means for making the present invention more suitable,
Each of the left and right side walls includes a support portion that rotatably supports a boss portion of a driven rotor provided in the second transmission portion,
Each of the left and right travel drive shafts and the left and right driven rotators includes spline fitting portions that enable interlocking connection between one end of the travel drive shaft and the driven rotator.

  According to this means, by removing each auxiliary case part from the left and right side walls of the main case part, the left and right traveling drive shafts are removed in a state where the left and right driven rotors are left at appropriate positions with respect to the respective recessed portions of the main case part. be able to.

  Even in a state where the left and right traveling drive shafts are removed, the driven rotating body of each second transmission portion is stably supported by each support portion on the main case component side at an appropriate position with respect to each recessed portion of the main case component. can do. Accordingly, it is possible to easily perform the assembling work of connecting each auxiliary case part to the left and right side walls of the main case part while performing spline fitting of the travel drive shaft to each driven rotating body.

As one of the means for making the present invention more suitable,
Each of the left and right auxiliary case parts includes a support portion that rotatably supports a boss portion of a driven rotator provided in the second transmission portion, and an opening through which the travel drive shaft that is interlocked and connected to the driven rotator passes. And a connected portion to which one end of a left-right drive shaft case surrounding the travel drive shaft is detachably connected.

  According to this means, when the left and right drive shaft cases and the left and right drive shafts are removed from the transmission case, the connection of the drive shaft case to the connected portion of the auxiliary case component is released, and the corresponding drive shaft case is supported. The travel drive shaft is easily removed from the transmission case together with the drive shaft case while leaving the driven rotating body in an appropriate position in the second space by separating the case part from the connected portion of the auxiliary case part laterally outward. be able to.

  Conversely, when the left and right drive shaft cases and the left and right travel drive shafts are attached to the transmission case, the travel drive shaft is inserted by inserting the spline fitting part side of the travel drive shaft into the second space from the opening of the auxiliary case part. The spline fitting portion of the drive shaft can be spline-fitted to the driven rotating body located at an appropriate position in the second space, and the drive shaft case can be stably positioned at an appropriate position with respect to the auxiliary case component. it can. Accordingly, the drive shaft case can be easily connected to the auxiliary case component, and the travel drive shaft and the driven rotating body can be maintained in the spline fitting state by this connection.

  That is, the left and right traveling drive shafts and the left and right drive shaft cases can be easily attached to and detached from the transmission case. As a result, when transporting the transmission device, the left and right traveling drive shafts and the left and right drive shaft cases are removed from the transmission case, so that the transmission device extends in the lateral direction of each traveling drive shaft and each drive shaft case. It is possible to achieve a compact state with no loss, which can be advantageous in terms of transportation. Also, by changing the drive shafts and drive shaft cases to ones with different lengths, the tread width of the left and right travel devices can be easily changed according to the model etc. while using the same transmission device. be able to.

As one of the means for making the present invention more suitable,
The left and right auxiliary case parts are configured so as to be used in the left and right directions.

  According to this means, the left and right auxiliary case parts can be used as common parts, and the types of parts can be reduced.

  As a result, the parts management can be facilitated and the right and left auxiliary case parts can be prevented from being combined with each other.

As one of the means for making the present invention more suitable,
The left and right transmission mechanisms are symmetrically configured.

  According to this means, the left and right transmission mechanisms can be constituted by common parts, and the types of parts required for the left and right transmission mechanisms can be reduced. Further, the assembly process when the left and right transmission mechanisms are configured can be made the same.

  As a result, the parts management can be facilitated and the assemblability when the left and right transmission mechanisms are configured can be improved.

As one of the means for making the present invention more suitable,
Comprising left and right drive shaft cases individually enclosing the left and right travel drive shafts;
The left and right traveling drive shafts and the left and right drive shaft cases are configured so as to be used left and right.

  According to this means, the left and right traveling drive shafts and the left and right drive shaft cases can be made to be common left and right parts, and the types of parts can be reduced.

  As a result, the parts management can be facilitated, and the left and right traveling drive shafts and the left and right drive shaft cases can be prevented from being combined with each other.

As one of the means for making the present invention more suitable,
Each of the left and right transmission mechanisms is configured as a deceleration mechanism that decelerates and transmits power that has passed through the side clutch to the travel drive shaft.

  According to this means, by providing the speed reduction mechanism on the lower side in the transmission direction of each side clutch, it is possible to reduce the torque applied to each side clutch and facilitate the intermittent operation of each side clutch.

  Therefore, the turning operability of the vehicle body can be improved by the intermittent operation of each side clutch.

As one of the means for making the present invention more suitable,
Each of the left and right second transmission portions is configured as a gear transmission type in which a drive gear provided on the relay shaft and a driven gear provided on the travel drive shaft are engaged with each other.

  According to this means, the left and right second transmission parts can be made compact with a small number of parts compared to the case where the chain interlocking type and the belt interlocking type are configured.

  Therefore, the configuration can be simplified and the assembly can be facilitated by reducing the number of parts, and the transmission can be reduced in size and weight.

As one of the means for making the present invention more suitable,
The transmission case includes an auxiliary space portion that allows a built-in auxiliary transmission mechanism for a working device and an opening that enables extraction of auxiliary power from the auxiliary transmission mechanism at an upper portion thereof. A lid member that closes the opening for removal is detachably mounted.

  According to this means, for example, it is possible to easily change to a transmission structure suitable for a self-removing combine that adopts a configuration in which the power branched from the traveling power in the transmission case is taken out from the transmission case and transmitted to the work device. .

  Therefore, it is possible to construct a highly versatile transmission device that can be applied to a self-removing combine.

As one of the means for making the present invention more suitable,
The transmission case includes the opening for taking out auxiliary power on the side wall opposite to the side wall including the input opening.

  According to this means, it becomes easy to avoid interference between the work transmission system that transmits the power extracted from the fourth opening of the transmission case to the work apparatus and the input system with respect to the transmission apparatus.

  Therefore, it is possible to promote the application to the self-removing combine.

It is a right view of a normal combine. It is a hydraulic circuit diagram which shows a part of hydraulic structure. It is a front view of a hydrostatic continuously variable transmission and a transmission. It is a left view of a hydrostatic continuously variable transmission and a transmission. It is a right view of a hydrostatic continuously variable transmission and a transmission. It is the partially broken front view of a hydrostatic continuously variable transmission, and the longitudinal cross-sectional front view of a transmission. It is a longitudinal front view of a part of the hydrostatic continuously variable transmission and the upper side of the transmission. It is a vertical front view of the lower part side in a transmission. It is a vertical left side view of a transmission. It is sectional drawing of the transmission in a transmission. It is a longitudinal front view of a pair of side clutch brake units and the like in the transmission. It is a vertical front view of the principal part in the transmission which shows the state which removed the auxiliary | assistant cover member and the stationary-side rotary body. It is a vertical front view of the principal part in the transmission which shows the state which removed the cover member, the sliding unit, etc. It is a vertical front view of the principal part in the transmission which shows the state which removed the traveling drive shaft and the drive shaft case. It is a vertical left view of the principal part which shows arrangement | positioning etc. of each axis | shaft in a transmission. It is a vertical front view of the principal part which shows the structure of the oil suction inlet and internal oil path in a transmission case.

  Hereinafter, a basic configuration of a transmission device for a working machine according to the present invention will be described with reference to the drawings.

  As shown in FIGS. 6 to 9 and FIG. 14, the transmission device 13 for a working machine according to the present invention has left and right traveling drive shafts extending from the transmission case 43 to the left and right traveling devices 7 (see FIG. 1). 50, a pair of side clutches 83 that individually connect and disconnect the transmission to the left and right traveling drive shafts 50, and a left and right transmission mechanism 49 that transmits the power via the corresponding side clutch 83 to the traveling drive shaft 50. Yes. A left and right relay shaft 119 is provided between the left and right side clutch shafts 46 that support the pair of side clutches 83 and the left and right traveling drive shafts 50.

  Each transmission mechanism 49 includes a first transmission portion 122 extending from the side clutch shaft 46 to the relay shaft 119 on the left and right center side of the transmission case 43, and a second transmission extending from the relay shaft 119 to the travel drive shaft 50 on the left and right ends of the transmission case 43. Part 123.

  The transmission case 43 includes a first space portion 56 that houses a pair of side clutch 83 and left and right first transmission portions 122, and a left and right second space portion 58 that individually houses left and right second transmission portions 123. I have. The first space 56 is formed by the main case component 52 of the transmission case 43. The left and right second space portions 58 include a recessed portion 52A that is recessed and formed in the left and right sidewalls of the main case component 52, and left and right auxiliary case components 53 that are detachably connected to the left and right sidewalls so as to cover the recessed portion 52A. Formed from.

  Each transmission mechanism 49 is configured such that the first transmission portion 122 is positioned above the second transmission portion 123. The transmission case 43 is provided with a concave portion 43 </ b> C that makes the left and right center side portions close to the left and right first transmission portions 122 in the left and right center side portions located between the left and right second transmission portions 123 in the bottom portion. It is formed in an inverted U shape.

  The main case component 52 includes first shaft support portions 120 that support portions of the relay shaft 119 located on the left and right center sides of the transmission case 43 on the left and right side walls. Each of the left and right auxiliary case parts 53 includes a second shaft support portion 121 that supports portions of the relay shaft 119 that are located on both left and right ends of the transmission case 43.

  The transmission device 13 is equipped with a left relay shaft 119 provided in the left transmission mechanism 49 and a right relay shaft 119 provided in the right transmission mechanism 49 as the relay shaft 119. Each relay shaft 119 is rotatably mounted on the transmission case 43.

  Each of the left and right second transmission parts 123 is integrally formed with the relay shaft 119 with a drive rotor 125 provided on the relay shaft 119.

  The main case component 52 includes support portions 127 that rotatably support the boss portion 126A of the driven rotating body 126 provided in the second transmission portion 123 on the left and right side walls. The left and right travel drive shafts 50 and the left and right driven rotators 126 include spline fitting portions 50A and 126C that enable interlocking connection between one end of the travel drive shaft 50 and the driven rotator 126, respectively.

  Each of the left and right auxiliary case parts 53 includes a support portion 128 that rotatably supports a boss portion 126B of a driven rotator 126 provided in the second transmission portion 123, and a travel drive shaft 50 that is linked to the driven rotator 126. An opening 53 </ b> A that passes therethrough and a connected portion 53 </ b> B to which one end of a left-right drive shaft case 51 that surrounds the travel drive shaft 50 is detachably connected are provided.

  The left and right auxiliary case parts 53, the left and right traveling drive shafts 50, and the left and right drive shaft cases 51 are configured so as to be used in the left and right directions. The left and right transmission mechanisms 49 are configured symmetrically.

  Each of the left and right transmission mechanisms 49 is configured as a deceleration mechanism that decelerates and transmits the power that has passed through the side clutch 83 to the travel drive shaft 50. Each of the left and right second transmission parts 123 is configured as a gear transmission type in which the drive gear 125 provided on the relay shaft 119 and the driven gear 126 provided on the travel drive shaft 50 are engaged with each other.

  The transmission case 43 is provided with an auxiliary space portion 57 that allows the auxiliary transmission mechanism for the working device to be incorporated therein, and an opening 43H that allows the auxiliary power to be extracted from the auxiliary transmission mechanism. A lid member 139 that closes the opening 43H for power extraction is detachably mounted. And the opening 43H for taking out auxiliary power is provided in the side wall opposite to the side wall provided with the input opening 43G.

  Hereinafter, as an example of an embodiment for carrying out the present invention, an embodiment in which a transmission device for a work machine according to the present invention is applied to a normal combine (an all-purpose combine combine) that is an example of a work machine is shown in the drawings. This will be explained based on.

  As shown in FIG. 1, the ordinary combine illustrated in the present embodiment harvests unharvested cereals to be harvested that are located in front of the vehicle body at the left side of the front end portion of the traveling vehicle body 1 to the rear. A cutting and conveying device 2 as a harvesting device to be conveyed is connected so as to be movable up and down in a state of extending toward the front of the traveling vehicle body 1. Further, a threshing device 3 is mounted on the left half of the traveling vehicle body 1 to perform a handling process on the harvested cereal mash conveyed by the harvesting conveyance apparatus 2 and to perform a sorting process on a processed product obtained by the handling process. Furthermore, the grain lifted from the bottom of the threshing device 3 via the lifting conveyor (not shown) is temporarily stored in the hopper 4A in the rear region of the right half of the traveling vehicle body 1, and the grain of the grain is stored. A bagging device 4 that enables packing into the bag 5 is mounted. By these, grains such as rice, wheat, and soybean are harvested, and the bagging specifications that enable bagging of the harvested grains are configured.

  In addition, although illustration is abbreviate | omitted, instead of the bag packing specification, a normal type combine is replaced with the bag packing apparatus 4, for example, the grain tank which stores the grain lifted with the lifting conveyor, and grain You may comprise in the grain tank specification equipped with grain discharging apparatuses, such as a screw conveyance type or a bucket conveyance type, which enables discharge | emission of the grain stored in the grain tank out of the machine.

  As shown in FIGS. 1, 3, 4, and 6, the traveling vehicle body 1 includes a vehicle body frame 6 configured by connecting a plurality of steel materials such as a square pipe material. The left and right crawlers 7 are arranged as the traveling device 7 and are configured to be full crawler specifications. A boarding operation unit 8 is formed in the front half region of the right half of the vehicle body frame 6, and a water-cooled diesel engine (hereinafter referred to as an engine) 10 is provided below a driver seat 9 provided on the rear side of the boarding operation unit 8. Etc. are deployed. A belt-type transmission mechanism 11 that enables transmission from the output shaft (not shown) of the engine 10 to the left and right crawlers 7 at the front left and right central positions of the body frame 6, and an external device A A hydrostatic continuously variable transmission (hereinafter referred to as HST) 12 and a transmission 13 are provided.

  In addition, although illustration is abbreviate | omitted, instead of the full crawler specification, the traveling vehicle body 1 is equipped with, for example, a wheel specification equipped with left and right front wheels and left and right rear wheels as the left and right traveling devices 7, or the left and right traveling devices 7. As a semi-crawler specification equipped with left and right front wheels and left and right rear crawlers, etc. Instead of the water-cooled diesel engine 10, for example, an air-cooled diesel engine or a water-cooled or air-cooled gasoline engine may be provided. Furthermore, a hybrid specification including the engine 10 and an electric traveling motor, or an electric specification including an electric traveling motor instead of the engine 10 may be configured. Further, the boarding operation unit 8 may be formed at the front side portion of the left half of the vehicle body frame 6 or the like. Furthermore, you may equip the cabin which covers the boarding operation part 8. FIG.

  As shown in FIG. 1, the vehicle body frame 6 includes a pedestal portion 6A in the boarding operation portion formation region. By forming the boarding operation portion 8 on the pedestal portion 6A, the entire boarding operation portion 8 is made HST12. And it arrange | positions in the position above the transmission device 13. FIG.

  The boarding operation unit 8 includes a front panel 14 erected at the front end portion of the pedestal portion 6A, a side panel 15 erected in a state connected to the left end portion of the front panel 14 at the left end portion of the pedestal portion 6A, and the like. A boarding space that allows passengers to enter and exit from the right side of the vehicle is formed. In addition, on the upper part of the front panel 14, a control lever 16 that is configured to be a cross swing type and a neutral return type is provided. Further, on the upper part of the side panel 15, a main transmission lever 17 and a sub transmission lever 18 which are configured to be position-holding and swing back and forth are provided. Furthermore, a brake pedal 19 configured as a self-returning type capable of maintaining the position at the depressed position against the spring bias to the depressed position is provided at the foot portion.

  The reaping and conveying apparatus 2 reapers the harvested culm and collects it at a predetermined position, and directs the harvested cereal collected at the predetermined position toward the culm input (not shown) of the threshing device 3. It is equipped with a feeder 21 consisting of a slat conveyor for conveying.

  The harvesting and collecting unit 20 distributes left and right dividers 22 at both the left and right ends of the front end of the front and rear parts to separate the uncut harvested potatoes into harvested and unharvested grains. doing. In addition, a rotating reel 23 is disposed at an upper portion of the front part, and the tip of the harvested grain culm divided by the left and right dividers 22 is scraped back. Furthermore, the bottom is equipped with a clipper-shaped cutting mechanism 24 that cuts the stock source side of the harvested cereal, and the harvested cereal after cutting by the cutting mechanism 24 is placed in the left-right direction at the rear portion of the cutting mechanism 24. An auger drum 25 that is gathered at a predetermined position and sent from the predetermined position toward the rear feeder 21 is provided.

  The feeder 21 is configured to extend from a cereal feed outlet (not shown) formed immediately behind a predetermined position in the harvesting and collecting unit 20 to a cereal inlet (not shown) of the threshing apparatus 3. The rear end portion is equipped with a left-right feeder drive shaft 26 that also serves as an input shaft of the cutting and conveying device 2, and the feeder drive shaft 26 is connected to the front wall of the threshing device 3 so as to be relatively rotatable.

  As shown in FIG. 2, the cutting and conveying apparatus 2 is configured to move up and down with the feeder drive shaft 26 as a fulcrum by the operation of a hydraulic control unit 27 for lifting and lowering. The oil stored in the oil tank 28 is supplied to the hydraulic control unit 27 by the operation of the first hydraulic pump 29. The hydraulic control unit 27 includes a hydraulic lift cylinder (not shown) installed over the vehicle body frame 6 and the feeder 21, a lift valve unit (not shown) for changing the operating pressure on the lift cylinder, and the like. It has. The raising / lowering valve unit is linked to the control lever 16 via a raising / lowering mechanical linkage mechanism (not shown). Based on the swinging operation of the control lever 16 in the front-rear direction, the flow of oil between the oil tank 28, the first hydraulic pump 29, and the lifting cylinder is controlled to change the operating pressure on the lifting cylinder. It is configured as follows.

  From this configuration, by swinging the control lever 16 in the front-rear direction, the cutting and conveying device 2 is moved up and down to a lower work area for harvesting uncut cereal grains to be harvested and to an upper non-work position for not harvesting. Can be made. In the work area, the cutting height can be adjusted by changing the height position of the cutting mechanism 24 with respect to the harvest target cereal, thereby setting the work position of the cutting and conveying device 2 to an arbitrary height position. Can be changed.

  That is, the cutting and conveying device 2 is configured to be displaced up and down over an arbitrary work position in the lower work area and an upper non-work position by a swinging operation of the control lever 16 in the front-rear direction.

  As shown in FIG. 1, when the cutting and conveying apparatus 2 is located at an arbitrary work position, the cutting and conveying apparatus 2 is in a state of covering at least the front of the upper portion of the transmission device 13 (indicated by a solid line in FIG. 1), and not working When located at the position, the transmission device 13 is configured to open the front in the entire vertical direction (state indicated by a two-dot chain line in FIG. 1).

  For example, the cutting and conveying apparatus 2 may be configured to move up and down based on an operation of an operation lever dedicated to lifting operation or a switch dedicated to lifting operation that is configured to swing back and forth and be in a neutral return type. Good. Moreover, you may comprise so that a sliding displacement or rocking | displacement may be carried out laterally over a working position and the non-working position which open | releases the front of the transmission device 13. FIG.

  As shown in FIGS. 3 to 7, the HST 12 is configured by incorporating a hydraulic pump 31 and a hydraulic motor 32 in a transmission case 30. The pump shaft of the hydraulic pump 31 is configured as the input shaft 33 of the HST 12, and the motor shaft of the hydraulic motor 32 is configured as the output shaft 34 of the HST 12. The traveling vehicle body 1 is mounted in a vertically long and horizontal posture in which the hydraulic motor 32 is positioned directly below the hydraulic pump 31 with the input shaft 33 and the output shaft 34 being left and right.

  The transmission case 30 includes a case main body 35 having a recess 35A that houses the hydraulic pump 31 and the hydraulic motor 32, a port block 36 that closes the recess 35A, and the like. The hydraulic pump 31 employs an axial plunger type variable capacity pump. As the hydraulic motor 32, an axial plunger type fixed capacity motor is adopted. The input shaft 33 and the output shaft 34 of the HST 12 pass through the port block 36 and protrude out of the case. The output pulley 37 of the belt-type transmission mechanism 11 is integrally rotated with the input shaft 33 of the HST 12 around the axis of the input shaft 33 via the relay shaft 38 and the like. Linked to the state. The port block 36 includes an input portion through which the input shaft 33 penetrates at an upper portion thereof, and an output portion through which the output shaft 34 penetrates at a lower portion thereof. And the one end part of the cylindrical input case 39 which encloses the input shaft 33, the relay shaft 38, etc. is bolt-connected to the input part. Further, the output portion is connected to the upper portion of the right side surface of the transmission device 13 in a state where the output portion is connected to the input portion of the transmission device 13.

  The HST 12 includes a speed change operation shaft 40 that operates a pump swash plate (not shown) of the hydraulic pump 31 so as to protrude forward from the front wall of the speed change case 30. The speed change operation shaft 40 has its front end so that the operation angle of the pump swash plate is changed to an angle corresponding to the operation position of the main speed change lever 17 in conjunction with the swinging operation of the main speed change lever 17 in the front-rear direction. The linkage arm 41 provided in the section is linked to the main transmission lever 17 via a main transmission mechanical linkage mechanism 42.

  That is, the HST 12 is mounted on the traveling vehicle body 1 in a state configured to function as a main transmission.

  As shown in FIG. 2, the HST 12 is configured to replenish oil stored in the oil tank 28 by operation of a charge pump (not shown) provided therein.

  Although not shown, the HST 12 is, for example, a vertically long front-and-back posture in which the hydraulic motor 32 is positioned directly below the hydraulic pump 31 in a state where the input shaft 33 and the output shaft 34 are front-back or the input thereof. The traveling vehicle body 1 may be mounted in a laterally long posture before and after the hydraulic pump 31 and the hydraulic motor 32 are arranged in the front-rear direction with the shaft 33 and the output shaft 34 facing left-right. Further, an axial plunger type variable displacement motor may be provided as the hydraulic motor 32.

  Next, the overall configuration of the transmission device 13 and the configuration of the transmission case 43 will be described.

  As shown in FIGS. 3 to 9, the transmission device 13 includes a castable transmission case 43, a left-right input shaft 44, a driven shaft 45, a side clutch shaft 46, and a constant mesh type selection gear type transmission. 47, a pair of side clutch brake units 48, left and right transmission mechanisms 49, and the like. The left and right traveling drive shafts 50 extending from the lower portion of the transmission case 43 to the corresponding crawlers 7 on the left and right sides, and the left and right drive shafts that rotatably support the left and right traveling drive shafts 50 in an individually enclosed state. Case 51 is provided.

  The transmission case 43 includes a main case part 52 and left and right auxiliary case parts 53. The main case component 52 has a left and right divided structure that can be divided into a left case member 54 and a right case member 55. The left and right case members 54 and 55 are connected to each other by bolts so that the first space 56 and the auxiliary space 57 are provided as internal spaces. In addition, on the lower side of the left and right side walls, a recessed portion 52A that is recessed toward the inside of the main case component 52 is provided. Then, the left and right auxiliary case parts 53 are bolted to the left and right side walls of the main case part 52 so as to cover the recessed portions 52A, so that the left and right side case and the left and right auxiliary case parts 53 are left and right. A second space 58 is provided.

  That is, the transmission case 43 includes a first space 56, an auxiliary space 57, and left and right second spaces 58 as internal spaces.

  As shown in FIGS. 3 to 7, 9 and 10, the transmission case 43 includes an input unit connected to an output unit provided in the port block 36 of the HST 12 on the upper portion of the right side wall on the boarding operation unit side. ing. And with the output part of the port block 36 connected to the input part, the HST 12 is equipped on the upper part of the right side wall by bolt connection.

  The input shaft 44 of the transmission device 13 is spline-fitted via the cylindrical shaft 59 to the output shaft 34 of the HST 12 provided with the right end portion serving as the input side end portion thereof as the external device A connected to the transmission case 43. Thus, the output shaft 34 is configured to rotate integrally with the output shaft 34 around the axis. The transmission case 43 includes a first opening 43 </ b> A that exposes a left end portion that is an end portion of the input shaft 44 opposite to the input side end portion on the upper side of the left side wall.

  As a result, when the neutral adjustment of the HST 12 is performed, it is exposed from the first opening 43A whether or not the output shaft 34 of the HST 12 is stopped when the main transmission lever 17 is operated to the neutral position. This can be easily performed by visually observing the left end portion of the input shaft 44. That is, neutral adjustment of the HST 12 can be performed easily and reliably.

  The external device A connected to the transmission case 43 includes, for example, a belt-type continuously variable transmission, a hydraulic mechanical continuously variable transmission (HMT), a belt-type transmission mechanism, or an electric motor. It may be.

  Next, the structure regarding the transmission 47 in the transmission 13 is demonstrated.

  As shown in FIGS. 6, 7, 9, and 10, the transmission 47 is provided at the upper portion of the first space portion 56 in the transmission case 43 for low-speed transmission that is least frequently used when traveling over a bridge. The low-speed drive gear 60 and the low-speed driven gear 61, the medium-speed drive gear 62 and the medium-speed driven gear 63 for medium-speed transmission, which are used relatively frequently during work travel, and the like during work travel and travel travel. A high-speed drive gear 64 and a high-speed driven gear 65 for high-speed transmission, which are used most frequently, and a shift mechanism 66 that enables gear selection operation thereof are provided, and the gear selection operation of the shift mechanism 66 is performed. It is configured so that a three-stage shift is possible.

  The drive gears 60, 62, 64 integrally form the low-speed drive gear 60 on the cylindrical shaft 59 that is spline-fitted to the input shaft 44 of the transmission device 13, and connect the medium-speed drive gear 62 and the high-speed drive gear 64 to the transmission device 13. By being spline-fitted to the input shaft 44, the input shaft 44 of the transmission device 13 is equipped so as to rotate integrally with the input shaft 44 of the transmission device 13 around its axis. The low speed drive gear 60 is located on the right end side of the input shaft 44, the medium speed drive gear 62 is located on the left end side of the input shaft 44, and the high speed drive gear 64 is located on the center side of the input shaft 44. It is set. That is, the input shaft 44 of the transmission device 13 is configured to also serve as the drive shaft of the transmission 47 that supports the drive gears 60, 62, and 64 so as to rotate together.

  Each driven gear 61, 63, 65 is externally fitted to a driven shaft 45 disposed adjacent to the lower side of the input shaft 44 so as to be relatively rotatable. Further, gear portions 61A, 63A, 65A that are always meshed with the corresponding drive gears 60, 62, 64 are provided at one end side thereof, and a spline boss is provided as a gear selection linkage portion Ba at the other end side thereof. The parts 61 </ b> B, 63 </ b> B, and 65 </ b> B are provided, and the linkage gear B is linked to the shift mechanism 66. The low-speed driven gear 61 is disposed on the right end side of the driven shaft 45 with the gear portion 61A positioned on the right end side of the driven shaft 45 and the spline boss portion 61B positioned on the center side of the driven shaft 45. doing. Further, the medium-speed driven gear 63 is moved to the center side of the driven shaft 45 with the gear portion 63A positioned on the center side of the driven shaft 45 and the spline boss portion 63B positioned on the left end side of the driven shaft 45. Have deployed. Further, the high-speed driven gear 65 is arranged on the center side of the driven shaft 45 with the gear portion 65A positioned on the center side of the driven shaft 45 and the spline boss portion 65B positioned on the right end side of the driven shaft 45. doing.

  The shift mechanism 66 includes a first spline shaft portion 45A and a second spline shaft portion 45B provided on the driven shaft 45 in a state of rotating integrally with the driven shaft 45, a first shifter 67 that is spline-fitted to the first spline shaft portion 45A, Shift fork 69, shift fork 69 provided with second shifter 68 that is spline fitted to second spline shaft portion 45B, first fork portion 69A for operating the first shifter, and second fork portion 69B for operating the second shifter The left and right shift support shafts 70 that support the slidable movement, the shift fork 69 and the position maintaining detent mechanism 71 interposed between the shift support shafts 70 and the shift forks 69 are slid in the left and right directions. An operation arm 72, a front-rear shift operation shaft 73 that supports the operation arm 72, and the like are provided.

  The first spline shaft portion 45 </ b> A is integrally formed on the right side portion of the driven shaft 45 located between the low speed driven gear 61 and the high speed driven gear 65. The spline boss portion 61B of the low-speed driven gear 61 and the spline boss portion 65B of the high-speed driven gear 65 are adjacent to the left and right sides, so that the two driven gears 61 and 65 for low-speed and high-speed use are linked. It is configured in the state.

  The second spline shaft portion 45B is constituted by a spline boss 74 that is detachably splined to the left end portion of the driven shaft 45. And the spline boss | hub part 63B of the medium speed driven gear 63 adjoins the right side, and it is comprised in the state which makes only the medium speed driven gear 63 the object of a cooperation.

  The first shifter 67 and the second shifter 68 change the shift state of the transmission 47 as the shift fork 69 slides along the shift support shaft 70 on the shift support shaft 70. The spline boss portion 61B of the low speed driven gear 61 is splined to the first spline shaft portion 45A of the driven shaft 45 and the spline boss portion 63B of the medium speed driven gear 63 is driven to the driven shaft by the second shifter 68. The medium-speed transmission state in which the second spline shaft portion 45B of the high-speed driven gear 65 is spline-linked and the high-speed transmission in which the spline boss portion 65B of the high-speed driven gear 65 is spline-linked to the first spline shaft portion 45A of the driven shaft 45. It is configured to switch to three stages with the state.

  As shown in FIGS. 9 and 10, the detent mechanism 71 includes a ball 75 and a compression spring 76 provided in the recess 69 </ b> C of the shift fork 69, and three engagement grooves formed annularly on the outer peripheral surface of the transmission support shaft 70. 70A, 70B, 70C, etc., to shift the shift fork 69 at a low speed position corresponding to the low speed transmission state of the transmission 47, a medium speed position corresponding to the medium speed transmission state of the transmission 47, and a high speed transmission of the transmission 47. It is configured to engage and hold at a high speed position corresponding to the state.

  As shown in FIGS. 3 to 5, 9, and 10, the operation arm 72 of the transmission 47 swings in the left-right direction around the axis of the speed change operation shaft 73, and its free end is shifted to the shift fork 69. Is engaged with the shift fork 69 in a state in which the relative displacement is allowed.

  The speed change operation shaft 73 passes through the front wall of the transmission case 43, has an operation arm 72 at the inner end located inside the transmission case 43, and has an outer end protruding forward from the front wall of the transmission case 43. The operation arm 72 and the linkage arm 77 are interlocked and connected to each other.

  The linkage arm 77 has its free end so that the operation position of the shift fork 69 is changed to a position corresponding to the operation position of the sub transmission lever 18 in conjunction with the swinging operation of the sub transmission lever 18 in the front-rear direction. This portion is linked to the auxiliary transmission lever 18 via a mechanical linkage mechanism 78 for auxiliary transmission.

  That is, the transmission 47 is built in the transmission case 43 in a state configured to function as an auxiliary transmission.

  From the above configuration, the transmission 47 is provided across the input shaft 44 and the driven shaft 45 of the transmission device 13 in a state where the transmission 47 is transmitted from the input shaft 44 of the transmission device 13 to the driven shaft 45. Then, by selecting the driven gears 61, 63, 65 linked to the driven shaft 45 by the gear selection operation of the shift mechanism 66 that is linked to the operation of the auxiliary transmission lever 18, the transmission state is changed from the output shaft 34 of the HST 12. Is transmitted to the driven shaft 45 via the low-speed drive gear 60 and the low-speed driven gear 61, and is transmitted to the driven shaft 45 via the medium-speed drive gear 62 and the medium-speed driven gear 63. It is configured to selectively switch between a state and a high-speed transmission state that is transmitted to the driven shaft 45 via the high-speed drive gear 64 and the high-speed driven gear 65.

  In this transmission 47, since the input shaft 44 of the transmission 13 is also used as the drive shaft of the transmission 47, for example, a dedicated drive shaft different from the input shaft 44 is parallel to the input shaft 44. Compared with the case where it is provided, a transmission structure such as a gear that transmits from the input shaft 44 to the drive shaft can be eliminated. As a result, it is possible to facilitate manufacture by simplifying the transmission structure in the transmission case and reduce the size and weight of the transmission device 13.

  Further, the driven shaft 45 that supports the driven gears 61, 63, 65 so as to be relatively rotatable and supports the first shifter 67 and the second shifter 68 so as to be relatively slidable is located at a position below the input shaft 44. By deploying, the surface height of the lubricating oil stored in the transmission case 43 can be reduced, and the amount of oil stored in the transmission case 43 can be reduced. As a result, it is possible to shorten the work time required for the oil change, reduce the cost, and reduce the weight of the transmission device 13.

  Furthermore, since the low-speed driven gear 61 and the high-speed driven gear 65 are configured to be linked with the first spline shaft portion 45A provided on the driven shaft 45, for example, the low-speed driven gear 61 is linked. Compared with the case where the driven shaft 45 has a spline shaft portion dedicated to low speed and a spline shaft portion dedicated to high speed driven gear 65, the spline shaft portion and shifter in the transmission 47 Can be reduced, and the length of the driven shaft 45 can be shortened. As a result, the configuration of the transmission 47 can be simplified, the transmission 47 can be reduced in size and weight, and the assembling property to the transmission case 43 can be improved.

  In addition, among the driven gears 61, 63, 65, the medium-speed driven gear 63 disposed at the position farthest from the right end portion that is the input side end portion of the input shaft 44 is used. Since the driven shaft 45 is mounted on the driven shaft 45 with the spline boss portion 63B positioned on the left end side of the driven shaft 45, the medium speed driven gear 63 is driven by the gear portion 63A. Compared with the case where the driven shaft 45 is mounted in the opposite direction in which the spline boss portion 63B is located on the left end side of the shaft 45 and located on the center side of the driven shaft 45, the medium speed driven gear 63 is The medium speed drive gear 62 that meshes with each other can be arranged on the right side. Thereby, the length of the input shaft 44 extending to the left can be made shorter than the driven shaft 45. Further, the position of the shaft support 79 such as a bearing 79 provided on the left side wall of the transmission case 43 to support the left end portion of the input shaft 44, and the position of the transmission case 43 to support the left end portion of the driven shaft 45 below that position. It can be biased to the right side of the shaft support 80 such as the bearing 80 provided on the left side wall. As a result, it is possible to reduce the size of the transmission device 13 by narrowing the left-right width at the top of the transmission device 13.

  In the input shaft 44, the high-speed drive gear 64 having the highest use frequency among the drive gears 60, 62, 64 is arranged on the center side of the input shaft 44, and the use frequency is lower than that of the high-speed drive gear 64. Since the low-speed drive gear 60 and the medium-speed drive gear 62 are arranged on the shaft end side of the input shaft 44, the torque applied to the input shaft 44 in the high-speed transmission state in which the high-speed drive gear 64 with the highest use frequency is used. In order to support the both ends of the input shaft 44, the shaft support 79 such as the left and right bearings 79 provided on the left and right side walls of the transmission case 43 can be received in a balanced manner. That is, it is possible to lengthen the time during which the torque applied to the left and right shaft support portions 79 is equal or substantially equal, and as a result, when the high-speed drive gear 64 having the highest use frequency is provided on the shaft end side of the input shaft 44. Due to the fact that the time during which the torque applied to one shaft support 79 supporting the shaft end side is larger than the torque applied to the other shaft support 79 becomes longer, the durability of the one shaft support 79 is increased. It is possible to suppress the possibility that the replacement frequency will increase due to the decrease.

  In the driven shaft 45, the low-speed driven gear 61 having the lowest usage frequency among the driven gears 61, 63, 65 is arranged on the right end side of the driven shaft 45, and the usage frequency is higher than that of the low-speed driven gear 61. Since the medium-speed driven gear 63 and the high-speed driven gear 65 are arranged on the center side of the driven shaft 45, the medium-speed transmission state and the high-speed transmission using the medium-speed driven gear 63 or the high-speed driven gear 65 that are frequently used are used. In this state, the torque applied to the driven shaft 45 can be received in a balanced manner by the shaft support portions 80 such as the left and right bearings 80 provided on the left and right side walls of the transmission case 43 in order to support both ends of the driven shaft 45. That is, it is possible to lengthen the time during which the torque applied to the left and right shaft support portions 80 is equal or substantially equal. As a result, either one or both of the medium-speed driven gear 63 and the high-speed driven gear 65 that are used frequently are reduced. This is because the time that the torque applied to one shaft support portion 80 that supports the shaft end side that occurs when the driven shaft 45 is arranged on the shaft end side becomes longer than the torque applied to the other shaft support portion 80 is longer. Thus, it is possible to suppress the possibility that the durability of one of the shaft support portions 80 is lowered and the replacement frequency is increased.

  By the way, in this transmission 47, the spline boss 74 constituting the second spline shaft portion 45B includes, for example, each spline 74a linked to the medium-speed driven gear 63 formed on the outer peripheral surface of the spline boss 74 over both ends of the spline boss 74. When the spline boss 74 is formed to have a length, when the spline boss 74 is fitted to the driven shaft 45 by spline, the spline can be easily fitted without considering the direction of the spline boss 74. On the other hand, regardless of the orientation of the spline boss 74, in order to smoothly perform the linkage operation with respect to the medium speed driven gear 63 by the sliding of the second shifter 68, the processing cost is high at both ends of each spline 74a. Chamfering needs to be performed, and there is room for improvement in reducing processing costs.

  Therefore, in the spline boss 74, a plurality of splines 74a for linking are formed only on one end side of the outer peripheral surface, and the chamfering process described above is performed only on one end portion of the spline 74a located at the end portion of the spline boss 74. (See FIGS. 7 and 10).

  As a result, when the spline boss 74 is fitted to the driven shaft 45 while the chamfering process is performed on both ends of each spline 74a, it is possible to reduce the machining cost. Appropriate orientation of the spline boss 74 can be easily seen from the appearance of the spline boss 74, and the spline boss 74 can be mistakenly assembled to the driven shaft 45 with the spline boss 74 in the wrong direction. Can be prevented.

  In addition, although illustration is abbreviate | omitted, another embodiment of the structure regarding the transmission 47 is illustrated to the following [1]-[7].

[1] Instead of the constant mesh type, for example, the transmission 47 is configured so that each driven gear 61, 63 is mounted on a cylindrical shaft that is externally fitted so as to rotate integrally with the driven shaft 45 while being slidable relative to the driven shaft 45. , 65 and a gear selection linking portion linked to the gear selection operation shift mechanism 66, and the driven gears 61, 63, 65 are slid integrally by operation of the shift mechanism 66. In the state, the linkage gear B is linked to the shift mechanism 66, and the gear selection operation by the shift mechanism 66 causes the low-speed drive gear 60 and the low-speed driven gear 61 to mesh with each other, A slice that selectively switches between a medium-speed transmission state in which the medium-speed drive gear 62 and the medium-speed driven gear 63 are engaged and interlocked with each other, and a high-speed transmission state in which the high-speed drive gear 64 and the high-speed driven gear 65 are engaged and interlocked. It may be configured to I ring mesh type.

[2] The transmission 47 is equipped with, for example, the driven gears 61, 63, 65 so as to rotate integrally with the driven shaft 45 in a state where the driven gears 45 can slide relative to the driven shaft 45 instead of the constant mesh type. In addition, each driven gear 61, 63, 65 is provided with a gear selection linking portion linked to the gear selection operation shift mechanism 66, and each driven gear 61, 63, 65 is linked to the shift mechanism 66. The linked gear B is configured so that the driven gears 61, 63, 65 are linked to the shift mechanism 66 so that they are integrally slid by the operation of the shift mechanism 66, and the gear selection operation by the shift mechanism 66 is performed. The speed change state includes a low-speed transmission state in which the low-speed drive gear 60 and the low-speed driven gear 61 are meshed and interlocked, a medium-speed transmission state in which the medium-speed drive gear 62 and the medium-speed driven gear 63 are meshed and interlocked, In the high-speed transmission state interlocked meshing with driven gear 64 and the high-speed driven gear 65 may be configured to sliding mesh type switching to alternative.

[3] The transmission 47 is replaced with, for example, the spline boss portions 61B, 63B, and 65B of the driven gears 61, 63, and 65 and the first spline shaft portion 45A or the second spline adjacent thereto, instead of the constant mesh type. You may comprise in the synchromesh system provided with the synchronous part which synchronizes those peripheral speeds between the axial parts 45B.

[4] The transmission 47 may be configured as a two-speed transmission that can be switched between a low-speed transmission state for work travel and a high-speed transmission state for mobile travel instead of the three-speed transmission. Further, it may be configured as a multi-speed transmission type that can switch at four or more stages by providing a low-speed transmission state that is lower than the low-speed transmission state.

[5] The transmission 47 replaces the configuration in which each driven gear 61, 63, 65 is mounted on the driven shaft 45 as a linkage gear B that can be selected by the shift mechanism 66, and each drive gear 60, 62, 64 is provided. May be provided on the input shaft 44 as a linkage gear B that allows a gear selection operation by the shift mechanism 66. In this configuration, the input shaft 44 may be arranged adjacently below the driven shaft 45.

[6] The first spline shaft portion 45A in the transmission 47 may be constituted by a spline boss that is detachably splined to the driven shaft 45. Further, the second spline shaft portion 45B in the transmission 47 may be integrally formed with the driven shaft 45.

[7] The arrangement of the drive gears 60, 62, 64 and the driven gears 61, 63, 65 on the input shaft 44 or the driven shaft 45 can be variously changed according to the frequency of use of the gears 60-65. . For example, when the low-speed drive gear 60 and the low-speed driven gear 61 are used frequently, the low-speed drive gear 60 and the low-speed driven gear 61 may be disposed on the center side of the input shaft 44 or the driven shaft 45. In addition, when the usage frequency of the high speed drive gear 64 and the high speed driven gear 65 is low, the high speed drive gear 64 and the high speed driven gear 65 may be arranged on the shaft end side of the input shaft 44 or the driven shaft 45.

  Next, a transmission structure from the driven shaft 45 of the transmission 47 to the side clutch shaft 46 in the transmission device 13 will be described.

  As shown in FIGS. 6 to 11, the driven shaft 45 is a small-diameter output gear that functions as an output rotating body 81 of the transmission 47 at a central portion between the medium-speed driven gear 63 and the high-speed driven gear 65. 81 is spline-fitted so that the driven shaft 45 and the output gear 81 rotate together. The side clutch shaft 46 is disposed in the upper and lower intermediate portions of the first space portion 56 in the transmission case 43. Then, a large-diameter transmission gear 82 serving as a transmission rotating body 82 meshing with and interlocking with the output gear 81 is integrally rotated at the left and right intermediate positions in a state where the side clutch shaft 46 and the transmission gear 82 are not relatively slidable. Is fitted with a spline. That is, the transmission structure from the driven shaft 45 to the side clutch shaft 46 is configured as a gear transmission type by the output gear 81 and the transmission gear 82, and the power after the shift by the transmission 47 is transferred from the driven shaft 45 to the side clutch shaft 46. It is configured to transmit deceleration.

  Although illustration is omitted, the transmission structure from the driven shaft 45 to the side clutch shaft 46 is replaced with a gear transmission type, for example, a small-diameter sprocket provided on the driven shaft 45 as the output rotating body 81, and the side clutch shaft 46. Alternatively, a large-diameter sprocket provided as a transmission rotating body 82 and a transmission chain wound around these sprockets may be configured as a chain transmission type. Further, a belt transmission type is constituted by a small-diameter pulley provided as an output rotator 81 on the driven shaft 45, a large-diameter pulley provided as a transmission rotator 82 on the side clutch shaft 46, and a transmission belt wound around these pulleys. You may comprise. Further, the output rotating body 81 may be formed integrally with the driven shaft 45, for example, or may be connected to the driven shaft 45 via a key so as to rotate integrally with the driven shaft 45. On the other hand, the transmission rotating body 82 may be formed integrally with the side clutch shaft 46, for example, or may be connected to the side clutch shaft 46 via a key so as to rotate integrally with the side clutch shaft 46. The side clutch shaft 46 may be externally fitted so as to be relatively rotatable.

  Next, the structure regarding the left and right side clutch brake units 48 in the transmission device 13 will be described.

  As shown in FIGS. 6 to 9 and FIGS. 11 to 13, each side clutch brake unit 48 includes a meshing side clutch 83 for intermittently transmitting power from the transmission gear 82 to the corresponding crawler 7, and the corresponding crawler 7. And a multi-plate type side brake 84 for braking the vehicle. Then, on the side clutch shaft 46, the left side clutch brake unit 48 is arranged on the left side in a distributed manner so as to be symmetric with respect to the transmission gear 82. The left crawler 7 acts on the left crawler 7 via the transmission mechanism 49 and the left traveling drive shaft 50, and the right side clutch brake unit 48 is connected to the right crawler via the right transmission mechanism 49 and the right traveling drive shaft 50. 7 is configured to act.

  Each side clutch 83 has a cylindrical shaft 85 that is externally fitted to the side clutch shaft 46 so as to be rotatable relative to the side clutch shaft 46 in a state in which the side clutch shaft 46 can be attached and detached by sliding in the axial direction of the side clutch shaft 46. The moving-side rotating body 86 provided with the meshing portion 86A, the fixed-side rotating body 87 provided with the meshed portion 87A, and the moving-side rotating body 86 is biased toward the entering position where the meshing portion 86A and the meshed portion 87A mesh. A compression spring 88, a stopper 89 made of a C-shaped retaining ring that receives the moving side rotating body 86 at the entry position, a spring receiver 90 that receives one end of the compression spring 88, and the like. Then, when the corresponding moving side rotating body 86 slides to the entry position by the action of the compression spring 88, the meshing portion 86A of the moving side rotating body 86 and the engaged portion 87A of the fixed side rotating body 87 are engaged with each other. By switching to the state and sliding to the cutting position against the action of the compression spring 88, the meshing portion 86A of the moving side rotating body 86 and the meshed portion 87A of the fixed side rotating body 87 release the meshing. It is configured to switch to the shut-off state.

  Each cylindrical shaft 85 includes a first spline shaft portion 85 </ b> A having a large diameter on the inner end side close to the transmission gear 82. Further, a small-diameter second spline shaft portion 85B is provided on the outer end side away from the transmission gear 82. The step portion 85C located at the inner end of the first spline shaft portion 85A is configured to function as the spring receiver 90. Further, an annular engagement groove 85D into which the stopper 89 is detachably fitted is formed at the outer end portion of the second spline shaft portion 85B.

  Each moving-side rotating body 86 is configured such that the inner peripheral portion thereof functions as a spline boss portion 86B that is spline-fitted to the second spline shaft portion 85B of the cylindrical shaft 85 so as to be relatively slidable. Further, by forming a plurality of internal teeth at a constant pitch in the circumferential direction on the inner peripheral portion on the outer end side of the rim portion 86C that forms the outer peripheral portion, the inner peripheral portion of the rim portion 86C functions as the meshing portion 86A. It is configured to do.

  Each fixed-side rotating body 87 is configured such that the outer peripheral portion functions as a meshed portion 87A by a spur gear provided with a plurality of external teeth. Then, the side clutch shaft 46 has a shaft more than the corresponding cylindrical shaft 85 so as to rotate integrally with the side clutch shaft 46 in a state where the side clutch shaft 46 can be attached and detached by sliding in the axial direction of the side clutch shaft 46. Spline fitting is performed at both end portions on the end side so as to be adjacent to the cylindrical shaft 85. Thus, each fixed-side rotating body 87 is configured to function as a driving-side rotating body that rotates integrally with the transmission gear 82 via the side clutch shaft 46 in the left and right side clutches 83.

  As shown in FIGS. 11 to 13, in each side clutch 83, the moving side rotating body 86, the compression spring 88, the stopper 89, and the spring receiver 90 are disposed on the outer periphery of the cylindrical shaft 85. The moving-side rotating body 86 and the compression spring 88 are arranged side by side between the moving-side rotating body 86 and the moving-side rotating body 86 can slide in the axial direction of the side clutch shaft 46 with respect to the cylinder shaft 85. The cylinder shaft 85, the moving side rotating body 86, the compression spring 88, the stopper 89, and the spring receiver 90 are mounted on the side clutch shaft 46 with respect to the side clutch shaft 46. The sliding unit 91 is configured to slide integrally in a detachable manner in the axial direction.

  Each sliding unit 91 is provided with a drive gear 92 as an interlocking rotating body 92 that is interlockingly connected to the corresponding crawler 7 so as to rotate integrally with the cylindrical shaft 85 as one of the components. Thereby, the moving side rotating body 86 provided in each sliding unit 91 is configured to function as a driven side rotating body that rotates integrally with the drive gear 92 via the cylindrical shaft 85 in each side clutch 83. .

  A thrust collar 93 is interposed between the transmission gear 82 and the left and right sliding units 91 on the side clutch shaft 46 to receive the force acting in the axial direction of the side clutch shaft 46 therebetween. .

  The side brakes 84 are alternately arranged in the axial direction of the brake hub 94 that rotates integrally with the sliding unit 91, the plurality of separator plates 95 that are externally fitted to the brake hub 94, and the plurality of separator plates 95 and the side clutch shaft 46. A plurality of brake disks 96 and a single pressure plate 97, a brake housing 98 that supports the plurality of brake disks 96 and the single pressure plate 97, and the like are configured.

  Each brake hub 94 is externally fitted to the corresponding sliding unit 91 as one of its components. The plurality of separator plates 95 are supported so as to rotate integrally with the sliding unit 91 in a state in which the separator plates 95 can slide in the axial direction of the side clutch shaft 46.

  Each brake housing 98 has a substantially cylindrical shape that surrounds the separator plate 95, the brake disc 96, and the like, and is integrally formed at the upper and lower intermediate portions of the left and right side walls of the transmission case 43. A plurality of brake discs 96 and a single pressure plate 97 are supported in a non-rotatable manner while being slidable in the axial direction of the side clutch shaft 46. In addition, a receiving portion 98A for receiving the separator plate 95 and the brake disc 96 that slide in the transmission case 43 along the axial center of the side clutch shaft 46 is provided at the inner end portions thereof.

  Each sliding unit 91 includes a spline boss 99 that rotates integrally with the cylindrical shaft 85. Each spline boss 99 serves as a dual-purpose part whose inner end located on the left and right center side in the transmission case functions as the drive gear 92 and whose outer end located on the left and right ends in the transmission case functions as the brake hub 94. It is composed. The drive gear side has an inner peripheral surface provided with a spline hole 99A that fits outside the first spline shaft portion 85A provided on the inner end side of the corresponding cylinder shaft 85, and on the inner peripheral surface on the brake hub side. A diameter-expanded portion 99B that forms a storage space 100 for a compression spring is provided between the cylindrical shaft 85 and the cylindrical shaft 85.

  Each cylindrical shaft 85 has a first spline shaft portion 85A formed from the stepped portion 85C of the cylindrical shaft 85 to a length extending from the shaft end on the large diameter side. Then, an engagement portion 85E is formed on the outer peripheral side of the first spline shaft portion 85A at the shaft end portion on the large diameter side, and the C-shaped retaining ring 101 is attached to and detached from the engagement portion 85E. Equipped with external fitting as possible.

  Each spline boss 99 has its spline hole 99A formed in a length extending from the retaining ring 101 to the stepped portion 85C, and the enlarged diameter portion 99B from the stepped portion 85C to the boss end on the brake hub side (the side far from the retaining ring 101). The boss end).

  Each moving-side rotating body 86 forms a ring-shaped recess 86D that allows the end of the spline boss 99 on the brake hub side to be engaged between the spline boss portion 86B and the rim portion 86C. Thereby, when each moving side rotating body 86 is moved to the spline boss side, the inner end side of the spline boss portion 86B is engaged with the enlarged diameter portion 99B of the corresponding spline boss 99, and the rim The inner end side of the portion 86C is externally fitted to the spline boss 99, and the inner end of the rim portion 86C is a plurality of separator plates 95 and brake discs 96 that are externally fitted to the brake hub side of the spline boss 99. It is comprised so that it may press toward the receiving part 98A of the brake housing 98.

  That is, the rim portion 86 </ b> C of each moving side rotating body 86 is configured to function as a pressing portion 86 </ b> C that acts on the separator plate 95 and the brake disc 96 of the corresponding side brake 84. As a result, each side brake 84 slides from the cut position described above to the braking position located in the direction opposite to the entry position, against the action of the compression spring 88 by the corresponding moving side rotating body 86. As a result, the brake in which the plurality of separator plates 95 and the brake disc 96 are pressed by the action of the pressing portion 86C from the braking release state in which the pressure contacts by the action of the pressing portion 86C are released. It is configured to switch from the braking state to the braking release state as it switches to the state and slides from the braking position to the cutting position by the action of the compression spring 88.

  As shown in FIGS. 2 to 8 and FIGS. 11 to 13, the transmission case 43 has sliding units 91 at positions facing the side clutch brake units 48 in the axial direction of the side clutch shaft 46 on the left and right side walls. The separator plate 95, the brake disc 96, the pressure plate 97, and the like are provided with a second opening 43B that allows passage, and the cover member 102 that closes the second opening 43B is detachably provided by bolt connection. Yes.

  Each cover member 102 includes an auxiliary opening 102A that allows passage of the fixed-side rotator 87, and an auxiliary cover member 103 that closes the auxiliary opening 102A is detachably provided by bolt connection. Each auxiliary opening 102 </ b> A is formed in a circular shape centered on the axis of the side clutch shaft 46. Each auxiliary cover member 103 includes a large-diameter portion 103A that fits in the auxiliary opening 102A and a small-diameter portion 103B that forms an annular space 104 between the auxiliary opening 102A, and the small-diameter portion 103B is located inside the transmission case 43. It is prepared in the state located in. The small diameter portion 103B is provided with a shaft support portion 105 such as a bearing 105 that supports the end portion of the side clutch shaft 46.

  Each sliding unit 91 is mounted on the side clutch shaft 46 in a state where the rim portion 86 </ b> C of the moving side rotating body 86 faces the annular space 104 provided in the cover member 102. Each cover member 102 is fitted and fitted with an annular piston 106 that slides the moving side rotating body 86 in the annular space 104 so as to be slidable in the axial direction of the side clutch shaft 46. . The annular space 104 is configured to function as an oil chamber 104 for operating the piston.

  Each piston 106 slides in the axial direction of the side clutch shaft 46 by the operation of the steering valve unit 107, and by this sliding, the corresponding moving side rotating body 86 is slid in the axial direction of the side clutch shaft 46. It is configured to be operated dynamically. Specifically, as the pressure of the oil chamber 104 is increased by the operation of the valve unit 107, it slides along the axis of the side clutch shaft 46 toward the center side of the side clutch shaft 46. The side rotating body 86 is slid from the entry position to the cut position against the action of the compression spring 88, and then slid from the cut position to the braking position. Further, as the oil chamber 104 is depressurized by the operation of the valve unit 107, it slides along the axis of the side clutch shaft 46 toward the shaft end side of the side clutch shaft 46, and this sliding causes the corresponding movement side rotation. The body 86 is slid from the braking position to the cutting position by the action of the compression spring 88, and then slid from the cutting position to the entry position.

  The steering valve unit 107 is linked to the steering lever 16 via the steering mechanical linkage mechanism 108 so that the operating state is switched based on the swinging operation of the steering lever 16 in the left-right direction. Specifically, in a state where the control lever 16 is positioned at the neutral position, a reduced pressure state in which the operation pressure on each piston 106 is reduced is maintained. When the control lever 16 is swung to the left from the neutral position, the pressure is switched from the reduced pressure state to the left pressure increasing state in which the operating pressure on the left piston 106 is increased. When the control lever 16 is swung rightward from the neutral position, the pressure is switched from the reduced pressure state to the right pressure increasing state in which the operating pressure on the right piston 106 is increased. When the control lever 16 is swung to the neutral position, the left pressure increasing state or the right pressure increasing state is switched to the pressure reducing state.

  With this configuration, by holding the control lever 16 in the neutral position, the valve unit 107 for steering can be maintained in a reduced pressure state, whereby each moving-side rotating body 86 can be maintained in the entering position. As a result, the traveling state can be maintained in a straight traveling state in which the left and right crawlers 7 are driven at a constant speed. Further, by swinging the control lever 16 to the left from the neutral position, the steering valve unit 107 can be switched from the reduced pressure state to the left increased pressure state. While maintaining the position, the left-side moving rotating body 86 can be slid from the entering position to the cutting position or the braking position. As a result, the left crawler 7 is driven or braked from the straight traveling state to the vehicle body. Can be switched to a left-turning state in which the is turned leftward. Conversely, by swinging the control lever 16 to the right from the neutral position, the steering valve unit 107 can be switched from the reduced pressure state to the right increased pressure state. While maintaining the entering position, the right moving rotator 86 can be slid from the entering position to the cutting position or the braking position. As a result, the right crawler 7 is driven or braked from the straight running state. It is possible to switch to a right turn state in which the vehicle body turns rightward. Then, by swinging the control lever 16 to the neutral position in the left turn state or the right turn state, the steering valve unit 107 can be switched from the left boosted state or the right boosted state to the reduced pressure state. Accordingly, either the left or right moving side rotating body 86 located at the cutting position or the braking position can be slid to the entering position, and as a result, the traveling state is switched from the left turning state or the right turning state to the straight traveling state. be able to.

  In other words, each side clutch brake unit 48 employs a shared structure in which each moving side rotating body 86 is also used as an operating tool for both the side clutch 83 and the side brake 84, thereby simplifying the configuration by reducing the number of parts. The side clutch 83 and the side brake 84 can be appropriately interlocked with each other so that the traveling state of the left and right crawlers 7 can be changed from a straight traveling state to a left turning state or a right turning state. It is possible to smoothly shift from the turning state or the right turning state to the straight traveling state.

  From the above configuration, in each side clutch brake unit 48, the moving side rotating body 86 and the fixed side rotation with respect to the side clutch shaft 46 built in the transmission case 43 and each brake housing 98 provided in the transmission case 43. The body 87, the separator plate 95, the brake disk 96, and the like can be attached and detached from the openings 43A of the transmission case 43. Further, the operation piston 106 for each side clutch brake unit 48, the shaft support portion 105 for the side clutch shaft, and the like can be attached to and detached from the transmission case 43 together with the cover member 102 that closes each opening 43A. Accordingly, when performing maintenance work such as replacement of the moving-side rotating body 86, the fixed-side rotating body 87, the separator plate 95, the brake disk 96, the piston 106, and the shaft support portion 105, the transmission case 43 is connected to each cover member. By removing 102, it can carry out easily, without requiring the effort which disassembles the transmission case 43. FIG. Further, regarding the maintenance work for the fixed-side rotator 87, the piston 106, and the shaft support portion 105, the moving-side rotator 86, the separator plate 95, and the brake disk 96 are removed by removing the auxiliary cover member 103 from the cover member 102. , And the like can be maintained in the transmission case by the cover member 102, and maintenance work can be performed on the fixed-side rotating body 87, the piston 106, and the shaft support portion 105.

  Further, the cylinder shaft 85 of the side clutch 83, the moving side rotating body 86, the compression spring 88, the stopper 89, the spring receiver 90, the drive gear 92, the brake hub 94 of the side brake 84, and the like are connected to the side clutch shaft 46. Since the sliding unit 91 is detachably integrated as a unit, the side clutch shaft is compared with the case where the moving side rotating body 86 and the compression spring 88 are individually attached to and detached from the side clutch shaft 46. The detachability with respect to 46 can be improved.

  In particular, when the moving side rotating body 86, the compression spring 88, and the like are individually attached to and detached from the side clutch shaft 46, a large force that resists the action of the compression spring 88 from each opening 43A of the narrow transmission case 43, Since it is necessary to attach / detach the moving side rotating body 86, the stopper 89, and the like to / from the side clutch shaft 46, it becomes difficult to attach / detach the moving side rotating body 86, the stopper 89, etc. to / from the side clutch shaft 46. On the other hand, in the side clutch brake unit 48, the moving side rotating body 86 and the compression spring 88 are attached to and detached from the side clutch shaft 46 in a united state, so that the movement against the action of the compression spring 88 is achieved. The side rotator 86, the stopper 89, and the like may be attached to and detached from the cylindrical shaft 59 outside the transmission case 43 where the work area is not limited. As a result, the moving side rotator 86, the stopper 89, and the like with respect to the side clutch shaft 46 are provided. The detachability of the can be greatly improved.

  Furthermore, in each sliding unit 91, since the spline boss 99 that rotates integrally with the cylinder shaft 85 is a dual-purpose part that also serves as the drive gear 92 and the brake hub 94, the structure can be simplified and assembled by reducing the number of parts. Can be improved. In addition, the spline boss 99 has an enlarged diameter portion 99B that forms a storage space 100 for the compression spring between the inner surface of the brake hub side of the spline boss 99 and the cylindrical shaft 85. The spline boss 99 can be equipped in a state where the spline boss 99 is overlapped in the radial direction of the cylinder shaft 85. As a result, the sliding units 91 can be prevented from becoming longer in the axial direction. As a result, the side clutch shaft 46 is shortened and the left and right widths at the upper and lower intermediate portions of the transmission device 13 are reduced. Therefore, the transmission device 13 can be downsized.

  As shown in FIGS. 11 to 13, each moving-side rotator 86 is inserted into the stopper 89 when the moving-side rotator 86 slides on the stopper-side inner peripheral surface of the spline boss portion 86 </ b> B. An allowed enlarged diameter portion 86E is formed. Each enlarged diameter portion 86E is formed in a size that prevents the stopper 89 from being detached from the engaging groove 85D.

  Thereby, for example, when the engagement of the stopper 89 with the engagement groove 85D of each cylindrical shaft 85 is incomplete and the stopper 89 is lifted from the engagement groove 85D, the moving side rotating body is acted on by the action of the compression spring 88. When 86 is slid into the entry position, sliding into the entry position is prevented by contact with the stopper 89. That is, the assembled state of the stopper 89 with respect to the engaging groove 85D of each cylindrical shaft 85 can be easily determined by the sliding of the moving side rotating body 86 due to the action of the compression spring 88 after the assembly. Thereby, when the engagement of the stopper 89 with the engagement groove 85D of each cylindrical shaft 85 is incomplete, the engagement can be immediately improved.

  Further, the length of each sliding unit 91 in the axial direction can be further reduced as compared with the case where the enlarged diameter portion 86E is not formed, thereby shortening the length of the side clutch shaft 46 and transmission. It is possible to further reduce the size of the transmission device 13 by narrowing the left and right widths at the upper and lower intermediate portions of the device 13.

  As shown in FIGS. 7 and 11 to 13, each fixed-side rotating body 87 has a meshing length of 2 with each external tooth forming the meshed portion 87 </ b> A of the meshing portion 86 </ b> A of the moving-side rotating body 86. The tooth width is more than doubled.

  As a result, when the ratchet occurs between the meshing portion 86A of the moving side rotating body 86 due to wear of the meshed portion 87A of the fixed side rotating body 87, the auxiliary cover member 103 is removed and the auxiliary opening 102A is removed. The fixed-side rotating body 87 removed from the side clutch shaft 46 using the auxiliary opening 102A is reversed and then reassembled from the auxiliary opening 102A to the side clutch shaft 46. It is possible to eliminate rattling with the meshing portion 86 </ b> A of the moving-side rotator 86 without exchanging the rotator 87.

  In other words, the life of the fixed side rotating body 87 can be doubled, and the running cost required for the side clutch brake unit 48 can be reduced.

  As shown in FIG. 2, in the oil chamber 104 of each side clutch brake unit 48, the lubricating oil stored in the transmission case 43 is used for operation, and the steering valve unit 107 is operated by the operation of the second hydraulic pump 109. Is supplied through. The steering valve unit 107 is based on the switching valve 110 that switches the flow of oil to the oil chamber 104 of each side clutch brake unit 48 based on the operation of the control lever 16 in the left-right direction, and on the operation of the control lever 16. A variable relief valve 111 for changing the relief pressure for the oil chamber 104 of the left and right side clutch brake units 48 is provided.

  In addition, although illustration is abbreviate | omitted, another embodiment of the structure regarding steering, such as a pair of side clutch brake unit 48, is illustrated to the following [1]-[17].

[1] The pair of side clutch brake units 48 may be configured such that the operating state is switched based on an operation of a steering-dedicated operation lever or a steering wheel that is configured to be a left-right swinging and neutral return type. Good.

[2] The pair of side clutch brake units 48 may be configured to be, for example, an electric type that switches the operating states of the side clutch 83 and the side brake 84 by operating an electric cylinder.

[3] Instead of the pair of side clutch brake units 48, only a pair of side clutches 83 may be provided.

[4] A pair of side clutches 83 are arranged side by side on the side clutch shaft 46 side by side without the transmission rotating body 82 interposed therebetween, and the power from the side clutch shaft 46 is intermittently configured. The body 82 may be arranged on the left and right ends of the side clutch shaft 46.

[5] The pair of side clutches 83 may be configured such that the moving side rotating body 86 functions as a driving side rotating body and the fixed side rotating body 87 functions as a driven side rotating body.

[6] The side clutch shaft 46 may be fixedly installed, and the pair of side clutches 83 may be configured to intermittently transmit power from the transmission rotating body 82 to the corresponding interlocking rotating body 92 on the side clutch shaft 46. Good.

[7] After each sliding unit 91 is arranged on the side clutch shaft 46 so that the moving-side rotator 86 is adjacent to the transmission rotator 82, the transmission rotator 82 includes an engaged portion 87A. The moving side rotating body 86 that also serves as the fixed side rotating body 87 and includes the meshing portion 86A is also configured to function as the interlocking rotating body 92 so that the configuration can be simplified by reducing the number of parts. Also good. Further, instead of the configuration in which the transmission rotator 82 also serves as the fixed rotator 87, the fixed rotator 87 that is detachably fitted to the side clutch shaft 46 is rotated in a state of rotating integrally with the transmission rotator 82. The body 82 may be configured to be engaged and connected.

[8] Each sliding unit 91 may be configured to include the drive gear 92 and the brake hub 94 individually. Moreover, you may comprise so that either one or both of the drive gear 92 and the brake hub 94 may not be included as the component.

[9] Each sliding unit 91 may be configured such that a spline boss 99 serving as the drive gear 92 and the brake hub 94 is integrally formed on the cylindrical shaft 85. In addition, either one of the drive gear 92 and the brake hub 94 may be formed integrally with the cylindrical shaft 85.

[10] Each sliding unit 91 may be configured such that the compression spring 88 and the spline boss 99 are arranged side by side in the axial direction of the cylindrical shaft 85 without providing the storage space 100.

[11] A stepped portion that functions as a stopper 89 for receiving the moving side rotating body 86 at the entering position may be formed on each cylindrical shaft 85. Further, each moving-side rotating body 86 may not be provided with a diameter-expanded portion 86E that allows the stopper 89 to enter.

[12] The spring receiver 90 that receives one end of the compression spring 88 may be configured by a C-shaped retaining ring that is externally fitted to each cylindrical shaft 85. Further, a step portion located at the boundary between the spline hole 99A and the enlarged diameter portion 99B on the inner peripheral surface of the spline boss 99 may be configured to function as the spring receiver 90.

[13] As each fixed-side rotating body 87, a spur gear having the same tooth width as the meshing length with the meshing portion 86A of the moving-side rotating body 86 may be adopted.

[14] The cover member 102 may not be provided with the auxiliary opening 102A and the auxiliary cover member 103.

[15] A shaft support portion 105 may be provided between the transmission case 43 and each cover member 102.

[16] The transmission case 43 may include an annular piston 106 for slidingly operating each moving-side rotating body 86 and an oil chamber 104 for operating the piston.

[17] The interlocking rotating body 92 may be configured to include a driving sprocket or a driving pulley instead of the driving gear 92.

  Next, the structure regarding the parking brake 112 in the transmission apparatus 13 is demonstrated.

  As shown in FIGS. 3, 5 to 7, and 11, in each side clutch brake unit 48, the side brake 84 provided in the right side clutch brake unit 48 located on the boarding operation unit side functions as the parking brake 112. In this way, the right side brake 84 is linked to the brake pedal 19 via the parking brake operating mechanism 113 and the parking brake mechanical linkage mechanism 114.

  The parking brake operating mechanism 113 rotates the ring-shaped operating member 115 and the operating member 115 fitted in the right cover member 102 around the axis of the side clutch shaft 46 so as to act on the pressure plate 97. The brake operation shaft 116 to be operated, the linkage arm 117 connected to the right end of the brake operation shaft 116, and the right cover member 102 so as to convert the rotation of the operation member 115 into the sliding of the operation member 115 in the left-right direction. And an operating member 115 are provided.

  The mechanical linkage mechanism 114 for parking brake links the free end portion of the linkage arm 117 in the operation mechanism 113 for parking brake to the brake pedal 19. When the depression operation of the brake pedal 19 from the depression release position to the depression position is performed by this linkage, the braking operation shaft 116 is rotated forward in conjunction with the operation, and the operation member 115 is moved in conjunction with the forward rotation. By rotating forward and sliding in the left direction and pressing the right pressure plate 97, the right side brake 84 is configured to switch from the brake released state to the brake state. In addition, when a depression release operation from the depression position of the brake pedal 19 to the depression release position is performed, the braking operation shaft 116 reverses in conjunction with the operation, and the operation member 115 reverses in conjunction with the reverse rotation and the right direction. The right side brake 84 is configured to be switched from the braking state to the braking release state by releasing the pressure applied to the right pressure plate 97 by sliding to the right side.

  When the brake pedal 19 is depressed to the depressed position, the brake pedal 19 is held at the depressed position against the spring bias to the depressed release position by the action of a holding mechanism (not shown) linked to the operation. be able to. Further, when the brake pedal 19 is depressed in this position holding state, the holding of the brake pedal 19 at the depressed position can be released by the action of a holding mechanism linked to the operation, and spring bias is used. The depression release operation from the depressed position of the brake pedal 19 to the depressed release position can be performed.

  That is, in the straight traveling state in which the control lever 16 is held at the neutral position, the brake pedal 19 can be held at the depressed position by depressing the brake pedal 19 to the depressed position, and the brake on the right side brake 84 is released. The braking state can be switched from the state to the braking state, and the braking force by the right side brake 84 can be applied to the left and right crawlers 7 via the left and right side clutch brake units 48. As a result, the right side brake 84 can function as the parking brake 112.

  In addition, although illustration is abbreviate | omitted, another embodiment of the structure regarding the parking brake 112 is illustrated to the following [1]-[4].

[1] The left side brake 84 may function as the parking brake 112. Further, both the left and right side brakes 84 may function as the parking brake 112.

[2] A dedicated parking brake 112 that brakes the left and right crawlers 7 via the left and right side clutch brake units 48 may be provided.

[3] The parking brake operation mechanism 113 is an electric type that switches the right side brake 84 from the brake released state to the braked state by turning off the power supply, or the right side brake 84 is changed from the brake released state to the braked state by depressurization. You may comprise the hydraulic type to switch.

[4] Instead of the brake pedal 19, a brake lever configured to be able to switch and hold between a parking position and a parking release position, a switch for operating a parking brake, or the like may be provided.

  Next, the structure regarding the left and right transmission mechanisms 49 and the left and right traveling drive shafts 50 in the transmission device 13 will be described.

  As shown in FIGS. 3 to 9 and FIG. 14, the transmission case 43 corresponds to the first space 56 with the left and right relay shafts 119 at positions between the side clutch shaft 46 and the left and right travel drive shafts 50. It is deployed in a left-right orientation across the second space 58. The left and right side walls of the main case component 52 are provided with first shaft support portions 120 such as bearings 120 that support inner end portions of the corresponding relay shaft 119 located on the left and right center sides of the transmission case 43. Each auxiliary case component 53 is provided with a second shaft support portion 121 such as a bearing 121 that supports outer end portions of the corresponding relay shaft 119 positioned on the left and right ends of the transmission case 43. Thereby, each relay shaft 119 can be supported in a stable manner so as to be rotatable in a both-side supported state in which both end portions thereof are supported.

  Each transmission mechanism 49 is positioned at the first transmission portion 122 extending across the side clutch shaft 46 and the relay shaft 119 corresponding to the side clutch shaft 46 in the first space portion 56 positioned on the left and right center side of the transmission case 43, and on both left and right ends of the transmission case 43. The left and right second space portions 58 are provided with corresponding relay shafts 119 and second transmission portions 123 extending across the travel drive shaft 50. The first transmission unit 122 is configured to be symmetrical with respect to the transmission gear 82 in a state where the first transmission unit 122 is positioned above the second transmission unit 123.

  Each first transmission portion 122 includes a drive gear 92 provided in a corresponding sliding unit 91, a driven gear 124 as a driven rotating body 124 that is larger in diameter than the drive gear 92 and rotates integrally with the corresponding relay shaft 119. The gears 92 and 124 are meshed and interlocked with each other, and are configured to function as a first reduction portion that decelerates power through the corresponding side clutch brake unit 48. Each driven gear 124 is spline-fitted to the inner end portion of the relay shaft 119 located in the first space portion 56.

  Each of the second transmission parts 123 includes a small-diameter driving gear 125 as a driving rotating body 125 integrally formed with the corresponding relay shaft 119 and a large-diameter driven as a driven rotating body 126 that rotates integrally with the corresponding traveling driving shaft 50. A gear-linked type in which these gears 125 and 126 are meshed with each other and function as a second speed-reducing portion that decelerates and transmits power from the corresponding first power-transmitting portion 122 to the travel drive shaft 50. Yes.

  That is, each transmission mechanism 49 is configured to function as a deceleration mechanism that decelerates the power that has passed through the corresponding side clutch brake unit 48 in two stages and transmits it to the corresponding travel drive shaft 50.

  The transmission case 43 includes support portions 127 such as bearings 127 that rotatably support the boss portions 126 </ b> A on the main case component side of the corresponding driven gear 126 on the left and right side walls of the main case component 52. Each auxiliary case component 53 includes a support portion 128 such as a bearing 128 that rotatably supports the boss portion 126B on the auxiliary case component side of the corresponding driven gear 126. Thereby, each driven gear 126 can be supported in a stable manner so as to be rotatable in a both-side supported state in which both end portions thereof are supported.

  Each driven gear 126 includes a spline hole portion 126 </ b> C as a spline fitting portion that enables interlocking connection with the corresponding traveling drive shaft 50 at the center thereof. Each traveling drive shaft 50 includes a spline shaft portion 50A as a spline fitting portion that enables interlocking connection with the corresponding driven gear 126 at the end portion on the transmission case side thereof. As a result, the corresponding driven gear 126 and the travel drive shaft 50 can be linked and connected in a state where the drive drive shaft 50 can be attached and detached by sliding in the axial direction of the travel drive shaft 50.

  Each traveling drive shaft 50 is fixed to the outer end of the traveling drive shaft 50 in a state where the drive sprocket 129 of the corresponding crawler 7 is spline-fitted. Each drive shaft case 51 supports the corresponding travel drive shaft 50 so that it can rotate and cannot slide in the axial direction of the travel drive shaft 50.

  Each auxiliary case component 53 is detachably bolted to an opening 53A through which the traveling drive shaft 50 linked to the driven gear 126 passes and a flange portion 51A provided at the end of the corresponding drive shaft case 51 on the transmission case side. Connected portion 53B.

  From the above configuration, when performing maintenance on the second transmission portion 123 of each transmission mechanism 49 provided in each second space portion 58, the bolt connection of each auxiliary case component 53 to the main case component 52 is released. Then, the auxiliary case parts 53 are separated from the left and right side walls of the main case part 52 laterally outward of the main case part 52, so that the drive gear 125 and the driven gear 126 of each second transmission portion 123 are connected to the main case part 52. The traveling drive shaft 50 and the drive shaft case 51 can be removed from the main case component 52 together with the auxiliary case components 53 while remaining in the respective recessed portions 52A. Thereby, each 2nd transmission part 123 can be exposed comparatively easily, without requiring big effort like the case where the main case component 52 is divided | segmented into right and left. As a result, it is possible to easily perform maintenance on each second transmission portion 123 and the like, in particular, replacement of the driven gear 126 or the second shaft support portion (bearing) 121 and the support portion (bearing) 128 on the auxiliary case component side.

  Even in the state where each second transmission portion 123 is exposed, the driving gear 125 and the driven gear 126 of each relay shaft 119 and each second transmission portion 123 are placed at appropriate positions in the respective recessed portions 52A of the main case component 52. Further, it can be stably supported by the first shaft support portions 120 or the support portions 127 on the main case component side. As a result, the spline fitting of the travel drive shaft 50 to the driven gear 126 and the support of the relay shaft 119 and the driven gear 126 by the second shaft support portion 121 or the support portion 128 on the auxiliary case component side are performed. Assembling work for bolting the part 53 to the left and right side walls of the main case part 52 can be easily performed.

  Further, when removing each drive shaft case 51 from the transmission case 43, the bolt connection of each drive shaft case 51 to each auxiliary case component 53 is released, and each drive shaft case 51 is covered with the corresponding auxiliary case component 53. The travel drive shaft 50 can be easily removed from the transmission case 43 together with each drive shaft case 51 by separating the auxiliary case part 53 from the connecting portion 53B to the laterally outward direction. Conversely, when each drive shaft case 51 is attached to the transmission case 43, the drive shaft case 51 is placed at an appropriate position with respect to each auxiliary case component 53 by spline fitting each travel drive shaft 50 to the corresponding driven gear 126. Can be positioned stably. Thereby, the bolt connection of each drive shaft case 51 to each auxiliary case component 53 can be easily performed, and the corresponding traveling drive shaft 50 and the driven gear 126 can be maintained in the spline fitting state by this connection. it can.

  That is, each traveling drive shaft 50 and each drive shaft case 51 can be easily attached to and detached from the transmission case 43. As a result, when transporting the transmission device 13, each traveling drive shaft 50 and each drive shaft case 51 are removed from the transmission case 43, so that the transmission device 13 is connected to each traveling drive shaft 50 and each drive shaft case 51. It is possible to achieve a compact state with no overhang in the left-right direction, which is advantageous in terms of transportation. In addition, by replacing the traveling drive shafts 50 and the drive shaft cases 51 with different lengths, the tread width of the left and right crawlers 7 can be easily adjusted depending on the model while using the same transmission device 13. Can be changed.

  Further, since the left and right transmission mechanisms 49 are configured symmetrically, the drive gears 92 and 125, the driven gears 124 and 126 used for the left and right transmission mechanisms 49, and the relay shaft 119 are shared. Can be a part. As a result, it is possible to facilitate the parts management and improve the assembling performance due to the same assembling process of each transmission mechanism 49.

  In addition, by providing a transmission mechanism 49 that functions as a speed reduction mechanism on the lower side in the transmission direction with respect to each side clutch brake unit 48, torque applied to each side clutch brake unit 48 can be reduced, and each side clutch brake unit 48. It is possible to facilitate the operation. In addition, a large torque can be generated in the left and right traveling drive shafts 50 even though the speed reduction mechanism is not provided between the input shaft 44 and the transmission 47.

  Although not shown in the drawings, each transmission mechanism 49 is configured such that the drive gear 125 of the second transmission portion 123 that rotates integrally with the corresponding relay shaft 119 is detachably fitted to the relay shaft 119. Also good. In addition, a single relay shaft 119 is fixed to the transmission case 43 in the left-right direction, and the driven gear 124 of the first transmission portion 122 and the drive gear 125 of the second transmission portion 123 are integrally formed on the relay shaft 119. You may comprise so that a cylindrical shaft may be externally fitted so that relative rotation is possible.

  As shown in FIGS. 3 to 6, 8, and 14, the left and right auxiliary case parts 53, the left and right traveling drive shafts 50, and the left and right drive shaft cases 51 have the same left and right shapes that can be used in the left and right directions, respectively. Consists of common parts. Thereby, compared with the case where the left and right auxiliary case parts 53, the left and right traveling drive shafts 50, and the left and right drive shaft cases 51 are individually configured in a shape unique to the left and right, parts management is facilitated, etc. It is possible to prevent the left and right from being combined with each other.

  Next, the structure regarding the transmission case 43 of the transmission apparatus 13 is demonstrated.

  As shown in FIGS. 3, 6, 8, and 9, the transmission case 43 has a left and right central side portion located between the left and right second transmission portions 123 at the bottom thereof, An upward concave portion 43 </ b> C that is brought close to the first transmission portion 122 is provided, and its bottom portion is formed in an inverted U shape. Further, the recess 43 </ b> C is formed so that the recessed end side is located between the left and right travel drive shafts 50 at the bottom of the transmission case 43 and extends to the left and right side walls of the main case component 52. As a result, in traveling in a deep mud work area, mud etc. coming into contact with the transmission case 43 can be smoothly removed, and traveling resistance acting on the transmission case 43 can be reduced. In addition, the bottom of the transmission case 43 that supports the left and right travel drive shafts 50 can be effectively reinforced in an appropriate state in consideration of the support position of the travel drive shaft 50.

  Next, the structure regarding the transmission of the transmission apparatus 13 is demonstrated.

  As shown in FIGS. 8, 9, and 15, the transmission device 13 is provided with each relay shaft 119 at a front upper position with respect to the travel drive shaft 50. In addition, the side clutch shaft 46 is disposed at a rear upper position with respect to each relay shaft 119. As a result, as shown by the solid line in FIG. 15, during forward traveling with high use frequency, the driving force F1 from the side clutch shaft 46 applied to each relay shaft 119 and the driving reaction force F2 from each traveling drive shaft 50 are: While the vertical components F1a and F2a are reduced by canceling each other, the driven gear 124 of each relay shaft 119 and each drive gear 92 of the side clutch shaft 46, and the drive gear 125 and each travel drive shaft of each relay shaft 119 are reduced. The side clutch shaft 46 and the travel drive shafts 50 are distributed via the 50 driven gears 126. Conversely, as shown by the broken line in FIG. 15, during reverse travel that is less frequently used, the driving force F <b> 1 and the driving reaction force F <b> 2 applied to each relay shaft 119 decrease as the vertical components F <b> 1 a and F <b> 2 a cancel each other. However, only the relay shaft 119 is applied. As a result, compared to a case where the driving force F1 and the driving reaction force F2 are applied only to each relay shaft 119 during forward traveling with high use frequency, each shaft supporting portion (bearing) supporting each relay shaft 119 is compared. ) The load on 120, 121 can be reduced, and the durability of each pivotal support 120, 121 can be improved.

  As shown in FIGS. 7, 9, and 15, the transmission device 13 is provided with a driven shaft 45 of the transmission 47 at a front upper position with respect to the side clutch shaft 46. In addition, an input shaft 44 that also serves as a drive shaft of the transmission 47 is disposed at a rear upper position with respect to the driven shaft 45. As a result, as shown by the solid line in FIG. 15, during forward traveling with high use frequency, the driving force F3 from the input shaft 44 applied to the driven shaft 45 and the driving reaction force F4 from the side clutch shaft 46 are perpendicular to each other. The driven gears 61, 63, 65 of the driven shaft 45 and the drive gears 60, 62, 64 of the input shaft 44, and the output gear 81 of the driven shaft 45 and the side are lowered while the components F 3 a, F 4 a are canceled out. The input shaft 44 and the side clutch shaft 46 are dispersed via the transmission gear 82 of the clutch shaft 46. Conversely, as shown by the broken line in FIG. 15, during reverse travel that is less frequently used, the driving force F3 and the driving reaction force F4 applied to the driven shaft 45 decrease as the vertical components F3a and F4a cancel each other. However, only the driven shaft 45 is applied. As a result, each shaft support (bearing) 80 that supports the driven shaft 45 is compared with a case where the driving force F3 and the driving reaction force F4 are applied only to the driven shaft 45 during forward traveling with high use frequency. Thus, the durability of each shaft support 80 can be improved.

  As shown in FIGS. 9 and 15, the transmission device 13 has a side clutch shaft 46 disposed behind the input shaft 44 and each travel drive shaft 50. Further, each relay shaft 119 is arranged at a position ahead of the driven shaft 45. Thereby, while suppressing that the vertical length of the transmission device 13 becomes long, the separation distance between the side clutch shaft 46 and each relay shaft 119, and between each relay shaft 119 and each travel drive shaft 50. The separation distance can be increased. As a result, the reduction ratio between each drive gear 92 and each driven gear 124 between the side clutch shaft 46 and each relay shaft 119, and each drive between each relay shaft 119 and each travel drive shaft 50. The reduction ratio between the gear 125 and each driven gear 126 can be increased, and a large torque can be generated in the left and right traveling drive shafts 50.

  Next, the peripheral structure of the transmission case 43 related to the transmission device 13 will be described.

  As shown in FIG. 1 to FIG. 5 and FIG. 9, as described above, the cutting and conveying device 2 is configured such that the operation position that covers the front of the transmission device 13 and the transmission device 13 by the swinging operation of the control lever 16 in the front-back direction. It is configured to move up and down over a non-working position where the front is opened.

  In the transmission case 43, the relay shafts 119 including the large-diameter driven gears 124 are arranged at positions ahead of the input shaft 44, the driven shaft 45, the side clutch shaft 46, and the travel drive shafts 50, The lower side of the front wall that corresponds to the location of each relay shaft 119 is bulged forward. Thereby, the upper side of the front wall has a shape that is biased rearward than the lower side. An oil filter 130 that filters the oil stored in the transmission case and the steering valve unit 107 that controls the oil from the oil filter 130 are installed on the front side of the front wall. In such a state that the valve unit 107 is positioned on the right side, the left and right sides are arranged detachably.

  The valve unit 107 for steering is equipped with the valve operating shaft 131 so as to protrude forward from the front wall of the valve case 132 on the upper side of the valve unit 107. Then, a linkage arm 133 that moves integrally with the valve operating shaft 131 is mounted on the front end portion that is the protruding end portion of the valve operating shaft 131 in a state of extending to the right side that is the boarding operation portion side. The end side is linked to the control lever 16 through a mechanical linkage mechanism 108 for steering.

  As described above, the HST 12 is provided on the upper portion of the right side wall of the transmission case 43 on the boarding operation unit side, and is equipped with the speed change operation shaft 40 so as to protrude forward from the front wall of the speed change case 30. Yes. The linkage arm 41 provided at the front end portion which is the protruding end portion of the speed change operation shaft 40 is linked to the main speed change lever 17 via a main gear shift mechanical linkage mechanism 42.

  In the transmission 47, the speed change operation shaft 73 passes through an upper portion of the oil filter 130 on the front wall of the transmission case 43, and the front end portion serving as the protruding end portion of the speed change operation shaft 73 is more than the valve unit 107 for steering. It is configured to be located in the front. Then, a linkage arm 77 that moves integrally with the speed change operation shaft 73 is provided at the front end portion of the speed change operation shaft 73 so as to extend to the right side, which is the boarding operation portion side, and the extension end side is sub-shifted. The lever 18 is linked via a mechanical linkage mechanism 78 for auxiliary transmission.

  The parking brake 112 is configured using a side brake 84 provided in the right side clutch brake unit 48 located on the boarding operation unit side. Then, the braking operation shaft 116 provided in the parking brake operating mechanism 113 is protruded from the right side wall of the transmission case 43 located on the boarding driving part side to the right outer side on the boarding driving part side, The linkage arm 117 provided at the right end portion is linked to the brake pedal 19 via a mechanical linkage mechanism 114 for parking brake.

  From the above configuration, the oil filter 130 and the steering valve unit 107 can be replaced, or the mechanical linkage mechanism 108 for steering, the mechanical linkage mechanism 42 for main transmission, and the mechanical linkage mechanism 78 for auxiliary transmission. When performing maintenance work such as adjustment of the oil pressure, the cutting and conveying device 2 is raised to the non-working position, whereby the oil filter 130, the steering valve unit 107, the steering mechanical linkage mechanism 108, and the main transmission The front of the mechanical linkage mechanism 42 and the mechanical linkage mechanism 78 for sub-transmission can be opened, and the above-described maintenance work can be easily performed from the front thereof.

  In addition, the mechanical linkage mechanism 42 for main transmission, the mechanical linkage mechanism 78 for sub-shift, the mechanical linkage mechanism 108 for steering, and the mechanical linkage mechanism 114 for parking brake are respectively connected to the boarding operation unit 8. And the transmission case 43 can be configured in a state in which their linkage length is shortened as much as possible. Since each of the speed change operation shafts 40 and 73 and the valve operation shaft 131 protrude forward, the main gear shift mechanical linkage mechanism 42 and the sub gear shift mechanical linkage with respect to the operation shafts 40, 73, and 131 are provided. The mechanism 78 or the mechanical linkage mechanism 108 for steering can be easily connected from the front thereof.

  In addition, since the transmission operation shaft 73 of the transmission 47 is positioned above the oil filter 130, the auxiliary transmission lever 18 and the transmission operation shaft 73 of the transmission 47 are connected via the mechanical linkage mechanism 78 for the auxiliary transmission. The linkage can be easily performed without being obstructed by the oil filter 130.

  Furthermore, adhesion of mud and the like to the oil filter 130 and the steering valve unit 107 can be suppressed by the lower side of the transmission case 43 that bulges forward. Compared with the case where the oil filter 130 and the steering valve unit 107 are provided on the lower side of the transmission case 43, the working posture when replacing the oil filter 130 and the steering valve unit 107 is unreasonable. It can be a less comfortable posture. As a result, the maintainability of the oil filter 130 and the steering valve unit 107 can be improved.

  As shown in FIGS. 1 to 5, the transmission case 43 includes the side clutch brake units 48 at positions behind the steering valve unit 107. The left and right cover members 102 that are the left and right case portions covering the side clutch brake units 48 are provided with pipe connection portions 102 </ b> B communicating with the oil chambers 104 of the side clutch brake units 48. Each connection part 102B is arranged at a position below the oil filter 130 in the left and right cover members 102. The steering valve unit 107 includes a pipe connection 107A for the left side clutch brake unit 48 on the left side wall, and a pipe connection 107B for the right side clutch brake unit 48 on the upper side wall. I have. The left side hydraulic pipe 134 extending between the transmission case side connecting portion 102 </ b> B and the valve unit side connecting portion 107 </ b> A to the left side clutch brake unit 48 does not protrude forward from the front wall of the valve unit 107. Piping to pass below. Further, the right hydraulic pipe 135 extending between the transmission case side connecting portion 102B and the valve unit side connecting portion 107B with respect to the right side clutch brake unit 48 does not protrude forward from the front wall of the valve unit 107. Piping to pass right side of.

  This makes it possible to make the hydraulic pipes 134 and 135 for the side clutch brake unit less susceptible to resistance from mud and the like in the work area when working in a deep mud work area and the like. As a result, it is possible to suppress the possibility that the hydraulic pipes 134 and 135 are deformed by being pushed by mud or the like. Further, the left hydraulic pipe 134 can be piped in a state that does not interfere with the attachment / detachment of the oil filter 130, and the right hydraulic pipe 135 is disposed behind the steering mechanical linkage mechanism 108. It is possible to perform piping in a state where the linkage between the control lever 16 and the valve operating shaft 131 by the mechanical linkage mechanism 108 is not hindered. In other words, the hydraulic pipes 134 and 135 for the side clutch brake unit can be satisfactorily piped without impairing the maintainability of the oil filter 130 and the mechanical linkage mechanism 108 for steering.

  As shown in FIGS. 2, 9, and 16, the transmission case 43 sucks oil stored in the transmission case 43 by the operation of the second hydraulic pump 109 on the inner surface of the lower side of the front wall of the main case part 52. The oil suction port 43D that enables the above is formed. Further, an internal oil passage 43 </ b> E extending from the oil suction port 43 </ b> D to the oil inlet 130 </ b> A of the oil filter 130 is formed on the front wall of the main case part 52. Thereby, for example, an oil outlet that enables the oil stored in the transmission case 43 to be taken out is formed in the transmission case 43, and a hydraulic pipe extending from the oil outlet to the oil inlet 130 </ b> A of the oil filter 130 is connected to the transmission case 43. Compared to the case of piping outside, it is possible to simplify the piping structure by reducing the number of parts and reduce the labor required for piping.

  The oil suction port 43 </ b> D and the internal oil passage 43 </ b> E are provided with a groove 55 </ b> B that is recessed and formed in the mating surface 55 </ b> A of the right case member 55 of the transmission case 43 with the left case member 54, and the right case member 55 of the left case member 54. By closing with the surface 54A, the mating surfaces 55A and 55B of the left case member 54 and the right case member 55 are formed. Thereby, it is not necessary to consider the shape of the groove 55B formed in the mating surface 55A of the right case member 55 for the gasket 136 interposed between the mating surfaces 55A and 55B of the left case member 54 and the right case member 55. It can be formed in a simple shape that is bonded to the entire mating surface 54A of the case member 54. That is, for example, the left case member 54 and the right case member 43D and the internal oil passage 43E are formed by recessing both the mating surface 54A of the left case member 54 and the mating surface 55A of the right case member 55. When the mating surfaces 55A and 55B with 55 are formed across the mating surfaces 55A and 55B, it is necessary to provide the gasket 136, and there is no need for an elongated hole for communicating the groove on the left case member side and the groove on the right case member side. can do. As a result, the sealing property of the gasket 136 with respect to the mating surfaces 54A and 55A between the left case member 54 and the right case member 55 and the strength of the gasket 136 can be easily ensured.

  The oil suction port 43 </ b> D is formed between the left and right driven gears 126 having the lowest number of rotations in the first space 56 between the left and right transmission mechanisms 49. That is, since the left and right driven gears 12 have the lowest rotation speed in the first space portion 56, the number of bubbles generated along with the rotation at the time of driving thereof is reduced. Since the oil suction port 43D is formed between the left and right driven gears 126 that are separated from each other, it is possible to effectively prevent the occurrence of inconvenience that bubbles generated along with the rotation of each driven gear 12 are sucked from the oil suction port 43D together with oil. Can be suppressed.

  As shown in FIG. 3 and FIG. 9, the transmission case 43 utilizes the fact that the lower side is bulged forward, and receives the oil at the lower part of the oil filter 130 on the front wall to transmit the transmission case 43. An oil guide 43F is formed to guide the left side wall of 43. Thereby, when the oil filter 130 is removed, the oil leaked from the oil inlet 130 </ b> A of the oil filter 130, the internal oil passage 43 </ b> E of the transmission case 43, etc. can flow down along the left side wall of the transmission case 43. Thereby, compared with the case where the leaked oil flows down to the front wall and the left and right side walls of the transmission case 43 over a wide area, the cleaning work after the oil filter 130 is replaced can be facilitated. it can.

  As shown in FIGS. 2, 3, 5 to 7, and 10, the transmission case 43 supplies oil returned from the steering valve unit 107, which is a hydraulic device, to the inside of the transmission case 43. The oil passage 137 for lubrication is provided to each of the driven gears 61, 63, 65 rotating relative to the motor 45. The lubricating oil passage 137 is formed by a hydraulic pipe 138 extending from the steering valve unit 107 to the transmission case 43, an internal oil passage 45C formed in the driven shaft 45, and the like. Thereby, for example, even if the surface height of the oil stored in the transmission case 43 is lower than the lower ends of the driven gears 61, 63, 65 by neglecting oil supply to the transmission case 43, Oil from the steering valve unit 107 can be supplied to each driven gear 61, 63, 65, and seizure of each driven gear 61, 63, 65 with respect to the driven shaft 45 can be prevented.

  In addition, you may comprise so that the oil from hydraulic equipments, such as a valve unit for raising / lowering or HST, may be supplied to the driven shaft 45 and each driven gear 61, 63, 65 via the oil path 45C for lubrication.

  As shown in FIGS. 4, 6, 7, and 9, the transmission case 43 can incorporate an auxiliary space portion 57 provided in the upper portion thereof and an auxiliary transmission mechanism (not shown) for the working device. It is formed into a shape. And the 4th opening 43H which enables taking out of auxiliary power from an auxiliary power transmission mechanism is formed in the predetermined position in the left side wall opposite to the right side wall provided with the 3rd opening 43G for input, and this A lid member 139 that closes the fourth opening 43H is detachably mounted. Thereby, this transmission apparatus 13 employ | adopts the structure which takes out the power branched from the input shaft 44 of the transmission apparatus 13, for example, from the 4th opening 43H of the transmission case 43, and transmits to the cutting conveyance apparatus which is an example of a working device. When applied to a self-removing combine, etc., the auxiliary space 57 has a built-in auxiliary transmission mechanism for power distribution to the cutting and conveying device, so that the specification can be easily changed to a transmission structure suitable for self-removing combine. can do. That is, it is possible to obtain a highly versatile transmission 13 that can be applied to a self-removing combine. When applied to a self-removing combine, etc., the interference between the work transmission system that transmits the power extracted from the fourth opening 43H of the transmission case 43 to the work apparatus and the HST 12 that is the input system to the transmission apparatus 13 or the like It becomes easy to avoid. In addition, as described above, the extension length of the input shaft 44 to the left in the transmission 47 is shorter than the driven shaft 45, and the left-right width at the top of the transmission 13 is narrowed to the right. An arrangement space for a work transmission system that is generally arranged on the upper left side of the transmission device 13 because the power extracted from the fourth opening 43H formed on the upper side of the left side wall of the transmission case 43 is transmitted to the work device. Is easily secured on the upper left side of the transmission device 13. As a result, it is possible to promote the application to a self-removing combine.

  As shown in FIGS. 1 and 3 to 5, the HST 12 has an oil filter 140 detachably mounted on the upper portion of the case body 35. When the cutting and conveying device 2 is raised to the non-working position, the front of the oil filter 140 can be opened, and maintenance work for the oil filter 140 such as replacement of the oil filter 140 can be performed from the front. It can be done easily.

  The transmission device for a working machine according to the present invention can be applied to a harvesting machine such as a normal combine harvester, a self-removing combine harvester, a carrot harvester, a corn harvester, a transport vehicle, a tractor, and the like. .

7 traveling device 43 transmission case 43C recess 43G opening (for input)
43H opening (for taking out auxiliary power)
46 Side clutch shaft 49 Transmission mechanism (deceleration mechanism)
DESCRIPTION OF SYMBOLS 50 Travel drive shaft 50A Spline fitting part 51 Drive shaft case 52 Main case part 52A Recessed part 53 Auxiliary case part 53A Opening 53B Connected part 56 1st space part 57 Auxiliary space part 58 2nd space part 83 Side clutch 119 Relay shaft 120 1st shaft support part 121 2nd shaft support part 122 1st transmission part 123 2nd transmission part 125 Drive rotary body (drive gear)
126 Driven rotator (driven gear)
126A Boss portion 126B Boss portion 126C Spline fitting portion 127 Support portion 128 Support portion 139 Lid member

Claims (14)

The left and right travel drive shafts extending from the transmission case to the left and right corresponding travel devices, a pair of side clutches that individually connect and disconnect the transmission to the left and right travel drive shafts, and the power via the corresponding side clutches A left and right transmission mechanism for transmitting to the travel drive shaft,
A left-right relay shaft is provided between the left-right side clutch shaft that supports the pair of side clutches and the left-right travel drive shaft,
The left and right transmission mechanisms respectively include a first transmission portion extending from the side clutch shaft to the relay shaft on the left and right center side of the transmission case, and a first transmission portion extending from the relay shaft to the travel drive shaft on the left and right ends of the transmission case. With two transmission parts,
The transmission case includes a first space portion including the pair of side clutches and the left and right first transmission portions, and left and right second space portions individually including the left and right second transmission portions,
The first space is formed by a main case component of the transmission case;
The left and right second space portions include a recessed portion that is recessedly formed in the left and right side walls of the main case component, and a left and right auxiliary case component that is detachably connected to the left and right side walls in a state of covering the recessed portion. Transmission device for the working machine that is forming. The left and right transmission mechanisms are configured such that the first transmission portion is positioned above the second transmission portion, respectively.
The transmission case is provided with a concave portion that makes the left and right central side portions close to the left and right first transmission portions in a left and right central portion located between the left and right second transmission portions in the bottom portion, and the bottom portion The transmission device for a working machine according to claim 1, wherein the transmission device is formed in an inverted U shape. Each of the left and right side walls includes a first shaft support portion that supports a portion of the relay shaft that is located on the left and right center side of the transmission case,
The transmission device for a working machine according to claim 1 or 2, wherein each of the left and right auxiliary case parts includes a second shaft support portion that supports portions of the relay shaft that are positioned on both left and right ends of the transmission case. . The relay shaft includes a left relay shaft provided in the left transmission mechanism, and a right relay shaft provided in the right transmission mechanism,
The transmission device for a working machine according to any one of claims 1 to 3, wherein the right and left relay shafts are rotatably mounted on the transmission case.   5. The transmission device for a working machine according to claim 4, wherein each of the second transmission parts on the left and right is formed integrally with a drive rotating body provided on the relay shaft on the relay shaft. Each of the left and right side walls includes a support portion that rotatably supports a boss portion of a driven rotor provided in the second transmission portion,
6. The left and right traveling drive shafts and the left and right driven rotating bodies each include spline fitting portions that enable interlocking connection between one end of the traveling drive shaft and the driven rotating body. The transmission device for work machines as described in any one of these.   Each of the left and right auxiliary case parts includes a support portion that rotatably supports a boss portion of a driven rotator provided in the second transmission portion, and an opening through which the travel drive shaft that is interlocked and connected to the driven rotator passes. The transmission device for a working machine according to claim 6, further comprising: a connected portion to which one end portion of a left-right drive shaft case surrounding the travel drive shaft is detachably connected.   The transmission device for a working machine according to any one of claims 1 to 7, wherein the left and right auxiliary case parts are configured so as to be used in the left and right directions.   The transmission device for a working machine according to any one of claims 1 to 8, wherein the left and right transmission mechanisms are configured symmetrically. Comprising left and right drive shaft cases individually enclosing the left and right travel drive shafts;
The transmission device for a working machine according to any one of claims 1 to 9, wherein the left and right traveling drive shafts and the left and right drive shaft cases are configured to be used in the left and right directions.   The work mechanism according to any one of claims 1 to 10, wherein each of the left and right transmission mechanisms is configured as a reduction mechanism that decelerates and transmits power that has passed through the side clutch to the travel drive shaft. Transmission device.   The left and right second transmission parts are each configured as a gear transmission type in which a drive gear provided on the relay shaft and a driven gear provided on the travel drive shaft are meshed with each other. The power transmission device for a work machine according to one.   The transmission case includes an auxiliary space portion that allows a built-in auxiliary transmission mechanism for a working device and an opening that enables extraction of auxiliary power from the auxiliary transmission mechanism at an upper portion thereof. The transmission device for a working machine according to any one of claims 1 to 12, wherein a lid member that closes the opening for extraction is detachably mounted.   The transmission device for a working machine according to claim 13, wherein the transmission case includes the opening for taking out auxiliary power on a side wall opposite to a side wall including the input opening.

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