JP2922867B2 - Combine transmission structure - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a transmission structure for a harvester and a traveling device in a combine.

[0002]

2. Description of the Related Art In a combine, when one cutting process is completed and the aircraft reaches a ridge, the vehicle slightly reverses and turns to enter the next cutting process. For this reason, the transmission for the traveling device includes a forward rotation system drive mechanism for forward movement and a reverse rotation system transmission mechanism for backward movement. In addition, braking when the traveling of the aircraft is stopped is configured to be performed by a dedicated parking brake acting on the traveling device.

[0003]

As described above, a conventional combine has a dedicated brake device as a parking brake. The present invention relates to a traveling device,
Reverse and reverse rotation transmission mechanisms, which are used for steering operations involving turning, are effectively used for the aircraft when the vehicle is stopped without relying on a dedicated brake device. To provide a braking action.

[0004]

Technical means of the present invention taken in order to achieve the above object, according to an aspect of the the transmission for traveling to transmit the pair of left and right traveling devices by shifting the power from the engine, transmission good Forward drive system that outputs the rotational power transmitted from the transmission side to the traveling device in a forward transmission state, and reverse rotation system that outputs the rotational power transmitted from the transmission upper side to the traveling device in the reverse rotation state. A drive mechanism is provided, and side clutches capable of transmitting and disconnecting power from the transmission to the left and right traveling devices are provided for each of the left and right traveling devices, and the engine is stopped and the left and right side clutches are provided. A switching means is provided for switching one of the transmission states to a transmission state for the forward rotation driving mechanism and the other to a transmission state for the reverse rotation driving mechanism.

[0005]

In a combine, generally, a pair of left and right side clutches capable of transmission and disconnection operations is provided between a traveling transmission and left and right traveling devices. And a single artificial operation tool (for example, operation lever, etc.) provided in the control unit
, The right or left side clutch is disengaged to change the direction of the fuselage, and this side clutch can be easily disengaged without disengaging the main clutch. Therefore, if the left and right side clutches are simultaneously disengaged by the operating means of the present invention, the left and right traveling devices stop and the aircraft stops. This stop state is a stop state simply due to the transmission being cut off, and therefore, for example, the aircraft may shift and move on a slope or the like.In the combine according to the present invention, the pair of left and right side clutches is rotated forward. The system drive mechanism and the reverse rotation system drive mechanism are switched so as to be in a transmission state for each, so that even if one of the left and right traveling devices starts to move in either the forward or reverse direction, the movement is reversed. Since the operating resistance on the other traveling device side connected to the drive system in the direction is suppressed, the aircraft stopped state can be maintained.

[0006]

As described above, according to the present invention, a pair of left and right side brakes which can be selectively operated, and
An aircraft that can be used in steering operations involving reverse and turning operations by effectively combining a forward rotation transmission mechanism and a reverse rotation transmission mechanism, and that does not rely on a dedicated brake device when the vehicle stops traveling. , A special brake device for parking brake when the aircraft is stopped can be omitted, and the structure can be simplified.

[0007]

Embodiments of the present invention will be described below with reference to the drawings. FIGS. 1 and 2 show a structure inside a transmission case 2 of a traveling system of a combine, in which power from an engine (not shown) is applied to a hydrostatic type via a belt transmission mechanism (not shown) having a tension clutch. The power is transmitted to the input pulley 16 of the continuously variable transmission M. Power from the output shaft 1 of the hydrostatic continuously variable transmission M is transmitted from the first transmission shaft 14 to the reaping unit 43 via the output pulley 15.

[0008] The power from the output shaft 1 is transmitted to the second transmission shaft 21 via the first gear 10. This second transmission shaft 21
, A first high-speed gear 22 is fitted to the outside so as to be relatively rotatable, and the shift gear 3 is slidably mounted in a spline structure. A low-speed gear 25, a medium-speed gear 8, and a second high-speed gear 23 are attached to the third transmission shaft 24 in a spline structure, and the first and second high-speed gears 22, 23 are engaged. Thus, by sliding the shift gear 3 to engage the first high-speed gear 22, the medium-speed gear 8, and the low-speed gear 25, the power can be shifted into three stages of high, medium, and low. First output gear 7 that meshes with
Is transmitted to As described above, the gear transmission type transmission 44 is configured. The above transmission 44 is for traveling
Transmission for the traveling transmission.
The rotational power from the good side is, as described above,
It is transmission through the output shaft 1 of the variable transmission M.

Right and left side gears 12 are rotatably fitted on the support shaft 6 that supports the first output gear 7, and input gears 18 of the left and right axles 5 are always engaged with the left and right side gears 12. -ing As a result, an occlusal type first clutch FC (corresponding to a side clutch) is formed between the right or left side gear 12 and the first output gear 7, and the convex engagement portion 13 of the side gear 12 is moved to the first position. By engaging the output gear 7, the forward rotation power is transmitted to the left and right crawler traveling devices 4. Also, spring 19
Urges the side gear 12 toward the first output gear 7. As described above, the shift transmission 3, the medium speed gear 8, the first output gear 7, and the like constitute a forward rotation system drive mechanism from the second transmission shaft 21.

A pair of second output gears 9 are externally fitted on the left and right sides of the support shaft 6, and a multi-plate friction type second clutch RC is provided between the second output gear 9 and the support shaft 6. . On the other hand, the second gear 11 is fixed to both ends of the third transmission shaft 24, and the sleeve 38 is externally fitted to the bearing portion, so that the third gear
The transmission shaft 24 is slidable left and right. In this case, since the low-speed gear 25 and the medium-speed gear 8 are positioned by the sleeve 26, the position of the low-speed gear 25 and the medium-speed gear 8 does not change even if the third transmission shaft 24 is slid. The second gear 1 linked to the third transmission shaft 24
The first, third gear 27, fourth gear 28, second output gear 9, second clutch RC, and the like constitute a reverse rotation system drive mechanism.

The state shown in FIG. 1 is a state in which the third transmission shaft 24 is being slid to the left in the drawing, and a state in which the left and right second gears 11 are engaged with the left and right third gears 27.
In this state, the power of the third transmission shaft 24 is
The power is transmitted to the left and right second output gears 9 via the transmission shaft 39 and the fourth gear 28 in a reverse rotation state. Accordingly, for example, when the left side gear 12 is separated from the first output gear 7 and the second clutch RC is pressed and operated by the pressing portion 17 of the side gear 12, the reverse rotation power of the left second output gear 9 is transmitted to the left traveling device 4. The information is transmitted, and a left turn can be performed to the left. When the pressing force of the left side gear 12 is reduced and the second clutch RC is slid, the forward traveling force of the right traveling device 4 and the reverse driving force of the left traveling device 4 are balanced, and the left traveling The device 4 is apparently stopped. As a result, a pivot turn to the left can be performed.

Next, the third transmission shaft 2 is switched by the switching lever 37.
When the slider 4 is slid rightward from the state shown in FIG. 1, the left and right second gears 11 directly mesh with the left and right second output gears 9. As a result, the third transmission shaft 24 transfers the first output gear 7
Is transmitted from the third transmission shaft 24 to the second output gear 9. Therefore, for example, when the second clutch RC is pressed and operated by the left side gear 12, the left traveling device 4 is driven to rotate forward at a lower speed than the right traveling device 4, and the aircraft slowly turns to the left. That is, when the switching lever 37 is in the engine stopped state, the left and right side clutches FC and FC are set so that one is in a transmission state to the forward rotation drive mechanism and the other is in a transmission state to the reverse rotation drive mechanism. It constitutes switching means for switching.

Next, the sliding operation structure of the side gear 12 will be described. As shown in FIGS.
2, an operation arm 20 for sliding operation and a hydraulic cylinder 29 for swinging the operation arm 20 are provided. in this case,
The hydraulic cylinder 29 is provided with a spring 29a for urging the hydraulic cylinder 29 toward the contraction side. The hydraulic oil from the pump 30 is supplied to the electromagnetically operated swing control valve 31 for the hydraulic cylinder 29. When the hydraulic cylinder 29 is extended until the side gear 12 separates from the first output gear 7 (the first clutch FC is disengaged) and moves to a position where the second clutch RC is not pressed and operated, hydraulic oil is discharged from the hydraulic cylinder 29. A drain oil passage 32 is provided to pull out and stop the hydraulic cylinder 29 at that position. further,
A variable relief valve 33 is provided in the drain oil passage 32.

Next, the operation of the swing control valve 31 and the variable relief valve 33 will be described. The state shown in FIG. 1 is a straight traveling state in which the left and right side gears 12 mesh with the first output gear 7. When the operating lever 34 (corresponding to a man-made operating tool) is operated from this state to the left first turning position L1, only the turning control valve 31 is switched and hydraulic oil is supplied to the left hydraulic cylinder 29, Left side gear 12
Slides to the left on the paper and moves away from the first output gear 7 (the first clutch FC is disengaged). In this case, the drain oil passage 32 opens at the neutral position before the left side gear 12 presses the second clutch RC, the hydraulic oil flows out of the variable relief valve 33, and the left side gear 12 stops at the neutral position. This is a state in which transmission to the left traveling device 4 has been cut off. As a result, the aircraft gradually turns to the left.

When the operating lever 34 is moved to the left second turning position L2, the variable relief valve 33 is throttled, the hydraulic cylinder 29 is extended from the neutral position, and the left second clutch RC is completely engaged. Operated. In this case, if the third transmission shaft 24 is slid leftward on the paper as shown in FIG. 1, the left traveling device 4 is driven to rotate in the reverse direction. When the operating lever 34 is positioned between the first and second left turning positions L1 and L2, the operating oil is removed from the hydraulic cylinder 29 from the above-described state, and the pressing force on the second clutch RC is reduced. . As a result, the second clutch RC slips, and the left traveling device 4 is stopped. or,
When the operating lever 34 is operated between the position (the position where the second clutch RC slides) and the second turning position L2, the pressing force on the second clutch RC is changed, and the reverse rotation speed of the left traveling device 4 is changed. You can.

Conversely, with the third transmission shaft 24 slid rightward on the paper surface and the second gear 11 directly engaged with the second output gear 9, the operation lever 34 is moved to the left second turning position L 2.
, The left traveling device 4 is driven in a forward rotation state at a lower speed than the right traveling device 4. Also, the left first turning position L
When the operation lever 34 is operated between the first turning position L2 and the second turning position L2, the pressing force applied to the second clutch RC is changed, and the forward rotation speed of the left traveling device 4 can be changed. The above operation is performed on the right first turning position R1 and the second turning position R2.
Is performed similarly.

Then, as shown in FIG.
A manually operated opening / closing valve 36 (corresponding to an operating means) is provided in the oil drain passage 35 of the vehicle, and an operation knob 40 provided in a control section of the fuselage and the opening / closing valve 36 are connected by a wire 41. . Normally, the on-off valve 36 is in the open position. When the on-off valve 36 is operated to the closed position by the operation knob 40 in a state where the operation lever 34 is operated to the neutral position N (the turning control valve 31 is also at the neutral position), the operating oil from the pump 30 is discharged from the oil drain passage 35. Left and right hydraulic cylinders 2
9 will be supplied. As a result, the left and right hydraulic cylinders 29 are extended, and by the action of the drain oil passage 32,
Stop at the neutral position described above.

As described above, this neutral position is a position in which the left and right side gears 12 do not engage with the first output gear 7 (the first clutches FC, FC are in the disengaged state) and the second clutch RC is not pressed and operated. It is. As a result, the aircraft stops, and the power of the engine (not shown) is transmitted from the output shaft 1 of the hydrostatic continuously variable transmission M to the mowing unit 43 via the first transmission shaft 14. is there. Next, the parking structure will be described. This structure Orazu particularly includes dedicated parking brake, when the parking lever 42 to pull operated, the right side gear 12 via the right operating arm 20 with the second clutch RC right is operated pressed filled, the The third transmission shaft 24 is slid so that the second gear 11 of the third transmission shaft 24 meshes with the third gear 27. As a result, for example, when the airframe descends on a gentle uphill and the right traveling device 4 is driven in reverse rotation, the left traveling device 4 is driven forward by the third transmission shaft 24 and the first output gear 7. The aircraft stops because it is about to do so.
In this case, when the parking lever 42 is pulled and the transmission lever (not shown) for the hydrostatic continuously variable transmission M is not at the neutral stop position, the engine (not shown) automatically stops operation. It is configured to be.

A working mode of this type of combine will be described for reference. In the combine, the power from the engine is branched in parallel into a reaping unit and a pair of left and right traveling devices, and a traveling transmission is provided between the branch point and the left and right traveling devices. In this case, a one-way clutch through which only forward forward power flows is provided between the branch point and the reaping part so that the reverse rotation power during reverse movement does not flow to the reaping part. This one-way clutch prevents the fallen stalks from falling from the mowing part when turning around the ridge,
In addition, it is provided for the purpose of making it easy to turn around the ridge. However, as mentioned above,
If the mowing part stops due to the action of the one-way clutch when moving backwards on the ridge, the shell culm remaining in the mowing part falls from the mowing part. After all of the husk stems flow into the threshing device, the ship goes backward and enters a turn. However, in order to temporarily stop only the traveling device, the main clutch between the junction and the engine is operated to be disengaged, the traveling device is operated to the neutral position, and the main clutch is operated to be stopped.
Therefore, the mowing part is temporarily stopped at the time of the disengagement operation of the main clutch. Operating the traveling device to the neutral position by disengaging the main clutch is cumbersome in terms of operability. Therefore, the power from the engine is branched in parallel to the reaping unit and the pair of left and right traveling devices, and a traveling transmission is provided between the branch point and the left and right traveling devices, and the power from the transmission is transmitted. A side clutch capable of transmitting and disconnecting to the left and right traveling devices is provided in each of the left and right traveling devices, and the left and right side clutches can be selectively disengaged and operated by operating a single artificial operation tool, In addition, there is provided operating means capable of simultaneously operating the left and right side clutches.
With this configuration, even if the left and right side clutches are simultaneously disengaged and the aircraft is stopped, the main clutch is not disengaged, so that the power of the engine flows to the reaping unit without being cut off. The husks flow into the threshing machine without falling. Therefore, when stopping temporarily at the time of turning on the ridge, the cutting section does not stop and the husk stems do not fall from the cutting section, and waste of cutting can be reduced. Further, since the side clutch can be easily disengaged as described above, there is no need to operate the transmission for traveling to the neutral position unlike the conventional structure, and the operability of the temporary stop during turning is not required. It can be improved. When the vehicle is parked, the switching is performed so that one of the left and right side clutches is set to the transmission state for the normal rotation drive mechanism and the other is set to the transmission state for the reverse rotation drive mechanism when the engine is stopped. Operate the means.

[Another Embodiment] As shown in FIG. 3, an on-off valve 36 is configured to be electromagnetically operated, and a switch 4 provided at an upper end of an operation lever 34 is provided.
When the push button 5 is operated, the on-off valve 36 may be electrically operated to the closed position. As shown in FIG. 4, the above-described switch 45 may be provided on the shift lever 46 for the hydrostatic continuously variable transmission M. In the above-described embodiment, the side gear 12 is operated to the neutral position by the hydraulic cylinder 29.
An operating means for operating the side gear 12 to the neutral position with an artificial operating force may be provided.

[Brief description of the drawings]

FIG. 1 is an explanatory view schematically showing a transmission structure of a combine.

FIG. 2 is a diagram showing a slide operation structure portion of a side gear in a transmission structure of the combine.

FIG. 3 is a schematic front view showing the vicinity of an operation lever in the first alternative embodiment.

FIG. 4 is a schematic front view of the vicinity of a shift lever for a hydrostatic continuously variable transmission according to a second alternative embodiment.

[Explanation of symbols]

 4 Traveling Device 37 Switching Means 44 Traveling Transmission FC Side Clutch

Claims (1)

(57) [Claims] The present invention relates to a traveling transmission that transmits power from an engine to a pair of left and right traveling devices and transmits rotational power transmitted from a transmission upper side to the traveling device in a forward transmission state. A forward rotation system drive mechanism that outputs the power, and a reverse rotation system drive mechanism that outputs the rotational power transmitted from the transmission upper side to the traveling device in a reverse rotation state, and transmits the power from the transmission to the left and right traveling devices. Disengageable side clutches are provided for each of the left and right traveling devices. When the engine is stopped, the left and right side clutches are driven one for the forward rotation drive mechanism and the other for the reverse rotation drive mechanism. The transmission structure of a combine provided with a switching means for switching so as to be in a transmission state with respect to.