JP4245544B2 - Combine - Google Patents

Description

  The present invention includes a traveling work state in which an engine driving force is transmitted to the traveling device and the pre-cutting processing device, and a transmission state in which the engine driving force is transmitted to the pre-cutting processing device without being transmitted to the traveling device. It is related with the combine provided with the transmission switching means which can be switched to the stop work state which appears.

  Conventionally, as the above combine, for example, as disclosed in Patent Document 1, an open / close valve 36 (corresponding to transmission switching means) provided in an oil discharge passage 35 of the swing control valve 31 is provided, and the open / close valve 36 is in an open state ( When the operation is switched to the traveling work state), the pressure oil supplied from the pump 30 to the turning control valve 31 is discharged from the oil discharge passage 35 and the side clutch FC is operated to be engaged. The engine driving force output from the output shaft 1 is transmitted to the cutting portion 43 (corresponding to the pre-cutting processing device) via the cutting transmission mechanism A, and the engine driving force output from the output shaft 1 of the main transmission M together with this. Is transmitted to the traveling device 4 via the transmission 44, the first output gear 7, and the side clutch FC. When the on-off valve 36 is switched to the closed state (corresponding to the stop operation state), the pressure oil supplied from the pump 30 to the swing control valve 31 is supplied to the hydraulic cylinder 29, and the side clutch FC is operated to the disengaged state. The engine driving force output from the output shaft 1 of the main transmission M is transmitted to the cutting unit 43 (corresponding to a pre-cutting processing device) via the cutting transmission mechanism A, but from the output shaft 1 of the main transmission M. In some cases, a transmission state in which the output engine driving force is not transmitted to the traveling device 4 appears.

  This type of combiner can drive the pre-cutting processing device while stopping the traveling device so that the cereal can be harvested and stopped while being stopped at the heel. It has become.

JP 2001-54314 A (paragraphs [0021], [0022], FIGS. 1 and 2)

  In the above combine, if the machine mowing work is performed while stopping traveling, such as when the ground is inclined, the ground will not be stable and the machine will not stop stably, and the reaping device will shake and prone to poor cutting. Become difficult to operate.

  An object of the present invention is to provide a combine that can perform a mechanical mowing operation while stopping traveling in a state that is advantageous on a cutting surface, a working surface, or the like.

In the first aspect of the present invention, a traveling work state in which a transmission state in which the engine driving force is transmitted to the traveling device and the pre-cutting processing device appears, and a pre-cutting processing device in which the engine driving force is not transmitted to the traveling device. In a combine equipped with a transmission switching means that can be switched between a transmission state to be transmitted and a stop operation state that reveals the transmission state,
A right and left steering clutch capable of producing an on state for transmitting power to the traveling device and a cut-off state for interrupting transmission of power to the traveling device, and the traveling device via the right and left steering clutches A parking brake that brakes the steering wheel and a steering valve that operates the right and left steering clutches, and the right and left steering clutch is disengaged by the steering valve by switching operation of the transmission switching means. capable constitute an operation on the a restraining effect while restraining a switching operation to stop working state, provided with a freely restraining means switchable between the restraint release state, the state enters said parking brake of the transmission switching means there When, switched the restraining means to restrain the action state, a state cut is the parking brake, the parking blur to switch said restraining means to restrain release state Key and are to coordinate the said restraining means.

  In other words, in places where the ground conditions are bad, such as when the ground is inclined, the parking brake is turned on so that the airframe stops stably when the airframe travel is stopped. At this time, since the parking brake is in the engaged state, the check means is switched to the check production state, and the transmission switching means cannot be switched to the stop work state, and the cutting device is stopped before the cutting device is stopped. It is impossible to show a transmission state in which the cutting device is driven, and it is impossible to drive the pre-cutting processing device while stopping the traveling device.

  In places where the ground conditions are good, such as when the ground is horizontal, the aircraft can be stably stopped without applying the parking brake. At this time, since the parking brake is in the cut-off state, the check means is switched to the check release state, the transmission switching means is switched to the stop operation state, and the cutting pretreatment device is driven while the traveling device is stopped. And the cutting pretreatment device can be driven while stopping the traveling device.

  Therefore, according to the first aspect of the present invention, the machine mowing operation while stopping the traveling is performed while the aircraft is stably stopped at a place where the ground condition is good, and the cutting and operation can be performed smoothly. Work efficiently.

According to the second aspect of the present invention, in the configuration of the first aspect of the present invention, a transmission switching pedal for switching the transmission switching means is provided, and the checking means is configured such that the parking brake pedal is in a depressed state with a brake applied. the become stopper action to restrain state relative transmission switching pedal, the parking when the brake pedal is in a non-depression state of the brake cutting, so that the restraint releasing state by releasing the stopper action on the transmission switching pedal It is provided between the transmission switching pedal and the parking brake pedal.

  That is, even when the hand is occupied by the steering operation of the machine body or the lifting / lowering operation of the pre-cutting processing device, the transmission switching means can be appropriately operated in terms of timing by operating the transmission switching pedal with the foot.

  For example, the parking brake pedal is provided with checking means, the transmission switching pedal is provided with a non-checking member, and the switching means is brought into contact with the non-checking member so that the switching of the transmission switching means to the stop working state is checked. By adopting a check structure with a relatively simple structure, such as a configuration, the change check of the transmission switching means can be executed.

  Therefore, according to the second aspect of the present invention, the check is executed by a simple check structure that effectively uses the transmission switching pedal so that the transmission switching means can be appropriately operated with the foot even when the hand is full. Thus, it is possible to advantageously obtain a machine mowing operation while stopping traveling at a location with good ground conditions in terms of structure and cost.

Embodiments of the present invention will be described below with reference to the drawings.
As shown in FIG. 1, a pair of left and right crawler type traveling devices 1L and 1R, a driving unit 2 equipped with a driving seat 2a, and an engine 3 (see FIG. 2) arranged below the driving seat 2a were equipped. A base portion of the pretreatment frame 5a of the pre-cutting processing device 5 is pivotally connected to the front portion of the body frame 4 of the self-propelled machine body including the prime mover, and the lift cylinder 6 is interlocked with the pretreatment frame 5a. A threshing device 7 and a grain tank 8 are provided on the rear side of the machine body frame 4, and a combine is configured to harvest rice, wheat, and the like.

  That is, when the lift cylinder 6 is expanded and contracted, the lift cylinder 6 swings the pretreatment frame 5a up and down with respect to the body frame 4, so that the cutting device 5b and the like are close to the ground. Is moved up and down, and is moved up and down to the non-working state in which the weeding tool 5b and the like are raised from the ground. When the pre-cutting processing device 5 is in the descending working state and the self-propelled machine is traveling, the pre-cutting processing device 5 uses the weeding tool 5b to split the planted cereals into a cutting target and a non-cutting target, The planted culm to be cut from the tool 5b is caused and processed by the device 5c, and is also cut by the clipper-shaped chopping device 5d, and the clipped cereal is acted on the head side and the nipping and conveying device acting on the stock side. It is conveyed toward the rear of the machine body by a conveying device 5e composed of a locking conveying device and is supplied to the starting end of the threshing feed chain 7a of the threshing device 7. The threshing device 7 clamps and conveys the stock side of the harvested cereal rice cake in the rearward direction by the threshing feed chain 7a, thereby supplying the tip side of the harvested cereal rice cake to a handling room (not shown) and threshing it. The grain tank 8 collects and stores the threshed grains conveyed from the threshing device 7.

  A transmission structure in which the driving force of the engine 3 is transmitted to the traveling devices 1L and 1R, the pre-cutting processing device 5 and the threshing device 7 is configured as shown in FIG.

  That is, the driving force of the output shaft 3a of the engine 3 is transmitted to the threshing drive shaft 11 through the transmission mechanism 10 using the transmission belt, and the threshing feed chain 7a of the threshing device 7 and the handling cylinder (see FIG. (Not shown) and a sorting device (not shown).

The driving force of the output shaft 3 a of the engine 3 is transmitted to the input shaft 13 a of the traveling main transmission 13 through the transmission mechanism 12 using the transmission belt, and the output shaft 13 b of the traveling main transmission 13 is set inside the transmission case 14. From the output gear 13c to the input gear 15a of the intermediate shaft 15 and pre-processed from the one-way clutch 16 attached to the end located outside the transmission case 14 of the intermediate shaft 15 via the transmission mechanism 17 using a transmission belt. It is transmitted to the drive shaft 18, and is transmitted from the pretreatment drive shaft 18 to the pulling device 5 c, the mowing device 5 d, the conveying device 5 e, etc. of the mowing pretreatment device 5. The traveling main transmission 13 includes a variable displacement axial plunger type hydraulic pump P driven by the input shaft 13a, and an axial plunger type driven by pressure oil from the hydraulic pump P and output from the output shaft 13b. And a hydrostatic continuously variable transmission comprising the hydraulic motor M. The one-way clutch 16 prevents the driving force when the traveling main transmission 13 outputs a reverse driving force from being transmitted to the pre-cutting processing device 5 .

The engine driving force transmitted to the intermediate shaft 15 is transmitted from the output gear 15b of the intermediate shaft 15 to the input gear 21 of the traveling mission SM, and the left and right located at the lower part of the transmission case 14 of the traveling mission SM. Of the pair of output shafts 25L and 25R, the left output shaft 25L is transmitted to the crawler driving wheel body 1a of the left traveling device 1L, and the right output shaft 25R is transmitted to the crawler driving wheel body 1a of the right traveling device 1R .

  As shown in FIG. 2, the traveling mission SM includes a sub-transmission device 20 having the input gear 21, a center gear 26 meshed with an output gear 22 of the sub-transmission device 20, a center portion of the center gear 26, and the center gear 26. Left steering clutch 30L provided between the drive gear 27L of the left output shaft 25L, right steering clutch 30R provided between the center portion of the center gear 26 and the drive gear 27R of the right output shaft 25R, and the center gear The left turn assist clutch 40L provided on one end side of the support shaft 28 that supports the center shaft 26, the right turn assist clutch 40R provided on the other end side of the support shaft 28, and one side surface of the center gear 26 are integrated with the alligator. A turning transmission 50 having an input gear 51 meshed with an output gear 26a (see FIG. 3) provided rotatably, and provided at one end of an output shaft 52 of the turning transmission 50. Was provided with such pivoting brake 60 are constituted.

  The sub-transmission device 20 shifts the engine driving force introduced by the input gear 21 in three stages of high, medium, and low by shifting the two shifters 23 to shift the output gear 22 to the center gear. 26.

  As shown in FIGS. 3 and 4, the left steering clutch 30 </ b> L is supported by the internal gear 26 b provided at the center of the center gear 26 and the support shaft 28 so as to be relatively rotatable and slidable. In addition, a clutch gear 31 meshed with the left output shaft drive gear 27L, a hydraulic piston 32 integrally formed on the inner peripheral side of the clutch gear 31, and a biasing spring comprising a coil spring whose one end is in contact with the hydraulic piston 32 33, the pressure oil is discharged from the hydraulic piston 32, whereby the clutch gear 31 is engaged with the internal gear 26 b of the center gear 26 by the biasing spring 33 and transmitted to the center gear 26. When the engine drive force is transmitted to the left traveling device 1L, the clutch piston 31 is moved to the oil pressure by being supplied to the hydraulic piston 32. By the piston 32 from the internal gear 26b of the center gear 26 is disengaged operation, the state switches from the center gear 26 to cut off the transmission for the left traveling device 1L. And it is urged | biased by the entrance biasing spring 33 in the entrance state.

  That is, an oil chamber 34 for operating the hydraulic piston 32 is formed by the hydraulic piston 32 of the clutch gear 31 and the stepped portion of the support shaft 28, and pressure oil is discharged from the oil chamber 34, Pressure oil is discharged from the hydraulic piston 32, the hydraulic piston 32 enters and is slid toward the center gear 26 by the biasing spring 33, and the clutch gear 31 is engaged with the internal gear 26b of the center gear 26. The driving force is transmitted to the driving gear 27L of the left output shaft 25L via the clutch gear 31. By supplying pressure oil to the oil chamber 34 from an oil passage 71 a located inside the support shaft 28, pressure oil is supplied to the hydraulic piston 32, and the hydraulic piston 32 enters by the pressure oil and resists the biasing spring 33. Then, the clutch gear 31 is disengaged from the internal gear 26b of the center gear 26 by being slid in a direction away from the center gear 26, and the center gear 26 and the left output shaft drive gear 27L can be rotated relative to each other.

  As shown in FIGS. 3 and 4, the right steering clutch 30 </ b> R is configured in the same manner as the left steering clutch 30 </ b> L, and is relatively rotatable with respect to the internal gear 26 b of the center gear 26 and the support shaft 28. The clutch gear 31 that is slidably supported and meshed with the right output shaft drive gear 27R, the hydraulic piston 32 that is integrally formed on the inner peripheral side of the clutch gear 31, and one end side of which is in contact with the hydraulic piston 32 The clutch gear 31 is engaged with the internal gear 26 b of the center gear 26 by the biasing spring 33 by discharging the pressure oil from the hydraulic piston 32. As a result, the engine driving force transmitted to the center gear 26 enters the right traveling device 1R, and the hydraulic piston 32 is supplied with pressure oil. , The clutch gear 31 is disengaged operated by the hydraulic piston 32 from the internal gear 26b of the center gear 26, a state cut from the center gear 26 to cut off the transmission for the right traveling device 1R. And it is urged | biased by the entrance biasing spring 33 in the entrance state.

  That is, an oil chamber 34 for operating the hydraulic piston 32 is formed by the hydraulic piston 32 of the clutch gear 31 and the stepped portion of the support shaft 28, and pressure oil is discharged from the oil chamber 34, Pressure oil is discharged from the hydraulic piston 32, the hydraulic piston 32 enters and is slid toward the center gear 26 by the biasing spring 33, and the clutch gear 31 is engaged with the internal gear 26b of the center gear 26. The driving force is transmitted to the driving gear 27R of the right output shaft 25R via the clutch gear 31. By supplying pressure oil to the oil chamber 34 from an oil passage 72 a located inside the support shaft 28, pressure oil is supplied to the hydraulic piston 32, and the hydraulic piston 32 enters by the pressure oil and resists the biasing spring 33. Then, the clutch gear 31 is disengaged from the internal gear 26b of the center gear 26 by being slid in the direction away from the center gear 26, and the center gear 26 and the right output shaft drive gear 27R can be rotated relative to each other.

  2, 3, and 4, the turning transmission mission 50 includes the input gear 51 that meshes with the output gear 26 a of the center gear 26, and the output shaft 52 that supports the input gear 51 so as to be relatively rotatable. A reduction transmission clutch 55 provided between the output shaft 52 and the input gear 51, and output gears 53 and 54 provided on both end sides of the output shaft 52 so as to be rotatable together are provided.

  The reduction transmission clutch 55 is supplied with pressure oil from an oil passage 78 a located inside the output shaft 52 to a hydraulic piston 57 located inside the clutch body 56, so that the hydraulic piston 57 is interposed between the clutch body 56 and the input gear 51. By pressing the plurality of friction clutch plates 58 positioned, the input gear 51 and the output shaft 52 are brought into a state of friction interlocking so as to be integrally rotatable, and the hydraulic piston 57 is drained and discharged. However, by releasing the pressure contact operation of the friction clutch plate 58, the input gear 51 and the output shaft 52 are turned to be turned relative to each other.

  As shown in FIGS. 2 and 3, the turning brake 60 includes a fixed body 61 fixed to the mission case 14, and a plurality of the rotating bodies 60 provided between the fixed body 61 and one end side of the output shaft 52 of the turning transmission 50. A friction brake plate 62, a hydraulic piston 63 provided on the wall of the transmission case 14, and a cutting biasing spring 64 provided inside the fixed body 61 are provided. When the hydraulic piston 63 is slid against the urging spring 64 and is pressed against the urging spring 64 to press the friction brake plate 62, the output shaft 52 of the turning transmission 50 is supplied. Is put into a state in which a friction brake is applied, and oil is discharged from the hydraulic piston 63 and the hydraulic piston 63 is turned off, and the friction brake is pressed for a pressing operation by the biasing spring 64. When releasing the pressure contact operation of the plate 62, a state cut so as to release the braking action on the output shaft 52 of the turning transmission mission 50.

  Thus, when the turning brake 60 is operated in the off state and the deceleration transmission clutch 55 is engaged, the turning transmission mission 50 transmits the engine driving force transmitted to the center gear 26 to the output gear 26a of the center gear 26, The speed is reduced to about 1/2 of the rotational speed of the center gear 26 by the input gear 51 of the turning transmission mission 50 and is transmitted to the output shaft 52 through the speed reduction transmission clutch 55 and output from the pair of output gears 53, 54. To do. When the turning brake 60 is engaged and the deceleration transmission clutch 55 is operated to be disengaged, the pair of output gears 53 and 54 of the turning transmission 50 are frictionally braked by the turning brake 60.

  As shown in FIGS. 2, 3, and 4, the left turn auxiliary clutch 40 </ b> L is supported on the support shaft 28 so as to be relatively rotatable while being engaged with the left output gear 53 of the turning transmission 50. 41 and a plurality of friction clutch plates 42 provided between the left steering clutch 40L and the end of the clutch gear 31, and a hydraulic piston 43 provided inside the transmission gear 41.

  When pressure oil is supplied to the hydraulic piston 43 from an oil passage 71b located inside the support shaft 28 and the hydraulic piston 43 presses the friction clutch plate 42 against the support plate 44, the left turn auxiliary clutch 40L is connected to the transmission gear 41. The clutch gear 31 is frictionally interlocked so that it can rotate integrally, and the reduction driving force of the left output gear 53 of the turning transmission 50 is transmitted to the left output shaft drive gear 27L via the transmission gear 41, the friction clutch plate 42, and the clutch gear 31. In this state, the friction brake by the turning brake 60 is applied to the left output shaft drive gear 27L via the transmission gear 41, the friction clutch plate 42, and the clutch gear 31. When oil is discharged from the hydraulic piston 43 and the hydraulic piston 43 releases the pressing of the friction clutch plate 42 against the support plate 44, the left turn auxiliary clutch 40L releases the frictional interlock between the transmission gear 41 and the clutch gear 31, and the turning transmission mission. 50 is released so that the transmission to the left output shaft drive gear 27L is released from 50 or the brake of the left output shaft drive gear 27L by the turning brake 60 is released.

  As shown in FIGS. 2 and 3, the right turn auxiliary clutch 40 </ b> R is configured in the same manner as the left turn auxiliary clutch 40 </ b> L, and is engaged with the right output gear 54 of the turning transmission mission 50. 28, a plurality of friction clutch plates 42 provided between the transmission gear 41 that is rotatably supported by the motor 28 and the end of the clutch gear 31 of the right steering clutch 30R, and the transmission gear 41. The hydraulic piston 43 is provided.

  When hydraulic oil is supplied to the hydraulic piston 43 from the oil passage 72b located inside the support shaft 28 and the hydraulic piston 43 presses the friction clutch plate 42 against the support plate 44, the right turn auxiliary clutch 40R is connected to the transmission gear 41. And the clutch gear 31 are integrally frictionally interlocked so that the right output gear 54 of the turning transmission 50 is decelerated and driven by the right output shaft drive gear 27R via the transmission gear 41, the friction clutch plate 42, and the clutch gear 31. To the right output shaft drive gear 27R through the transmission gear 41, the friction clutch plate 42, and the clutch gear 31. When oil is discharged from the hydraulic piston 43, when the hydraulic piston 43 releases the pressing of the friction clutch plate 42 against the support plate 44, the right turn auxiliary clutch 40R releases the frictional interlock between the transmission gear 41 and the clutch gear 31 and turns. The transmission gear 50 is switched to release the transmission from the right output shaft drive gear 27R or to release the braking of the right output shaft drive gear 27R by the turning brake 60.

  The clutch gear 31 of the left steering clutch 30L and the right steering clutch 30R is engaged with or disengaged from the internal gear 26b of the center gear 26, and the left output shaft drive gear 27L or the right output shaft drive gear. The state engaged with 27R and the state engaged with the friction clutch plate 42 of the left turn auxiliary clutch 40L and the right turn auxiliary clutch 40R are maintained.

  As shown in FIG. 5, one output port is provided via a clutch operating oil passage 71 provided with the in-shaft oil passages 71a and 71b in the hydraulic pistons 32 and 43 of the left steering clutch 30L and the left turning auxiliary clutch 40L. The other output port is connected to the hydraulic pistons 32 and 43 of the right steering clutch 30R and the right turn auxiliary clutch 40R through the clutch operation oil passage 72 having the in-shaft oil passages 72a and 72b. An oil supply passage 75 provided with a hydraulic pump 74 is connected to an input port of one steering valve 73, and an oil discharge passage 77 provided with a clutch valve 76 is connected to an oil discharge port 73a of the steering valve 73. It is. One output port is connected to the hydraulic piston 57 of the deceleration transmission clutch 55 via the clutch operating oil passage 78 provided with the in-shaft oil passage 78a, and the transmission case internal oil passage 79a is connected to the hydraulic piston 63 of the turning brake 60. The input port of the mode switching valve 80 to which the other output port is connected via the provided brake operation oil passage 79 is connected to the left steering clutch 30L and the left operation clutch 30L via the linkage operation oil passage 82 provided with the sequence valve 81. A relief oil passage 84 provided with a variable relief valve 83 is connected between the sequence valve 81 and the mode switching valve 80 of the linkage operation oil passage 82 and connected to the oil chamber 34 of the right steering clutch 30R. It is.

  The steering valve 73 is configured as a valve that can be switched between a neutral state 73N, a left turn state 73L, and a right turn state 73R.

  The steering valve 73 that is switched to the neutral state 73N is connected to the oil discharge passage 77 from the hydraulic pistons 32, 43 of the left steering clutch 30L, the left turning auxiliary clutch 40L, the right steering clutch 30R, and the right turning auxiliary clutch 40R. The left steering clutch 30L is engaged and the left turning auxiliary clutch 40L is operated to be disconnected, and the right steering clutch 30R is engaged and the right turning auxiliary clutch 40R is operated to be disconnected. .

  The steering valve 73 that has been switched to the left turning state 73L supplies pressure oil from the hydraulic pump 74 to the hydraulic pistons 32 and 43 of the left steering clutch 30L and the left turning auxiliary clutch 40L, and the right steering clutch 30R and The oil is discharged from the hydraulic pistons 32, 43 of the right turn auxiliary clutch 40R to the oil discharge passage 77, the left steering clutch 30L is turned off, the left turn auxiliary clutch 40L is turned on, and the right steering clutch 30R is turned on. In the engaged state, the right turn assist clutch 40R is operated to the disengaged state.

  The steering valve 73 that has been switched to the right turning state 73R drains oil from the hydraulic pistons 32, 43 of the left steering clutch 30L and the left turning auxiliary clutch 40L to the oil discharge passage 77, and the right steering clutch 30R and the right Pressure oil from the hydraulic pump 74 is supplied to the hydraulic pistons 32 and 43 of the turning assist clutch 40R, and the left turning assist clutch 40L is turned off while the left steering clutch 30L is engaged, and the right steering clutch is operated. With the 30R disconnected, the right turn assist clutch 40R is operated to the engaged state.

  The steering valve 73 is interlocked with the steering lever 90 so as to be switched to the three types of operation states by a swinging operation of the steering lever 90 provided in the operating unit 2 in the lateral direction of the machine body.

Both the in-shaft oil passage 82L corresponding to the left steering clutch 30L of the linkage operation oil passage 82 and the in-shaft oil passage 82R corresponding to the right steering clutch 30R are operated by sliding the hydraulic piston 32 to the left. When the clutch 30L and the right steering clutch 30R are disengaged, they are arranged so as to open to the oil chamber 34 of the left steering clutch 30L and the right steering clutch 30R and communicate with the clutch operating oil passages 71 and 72. 28, the linkage operation oil passage 82 supplies pressure oil supplied from the steering valve 73 to the oil chamber 34 of the left steering clutch 30L and the right steering clutch 30R. the hydraulic piston 57 and 63 of the speed reduction transmission clutch 55 and pivot brake 60 via the mode switching valve 80 is introduced from the oil chamber 34 after steering clutch 30R is switched from the engaged state to the disengaged condition To feed.

The sequence valve 81 is configured as a valve having a poppet 81b mounted in an assembly hole provided in a valve block 81a of the mission case 14 as shown in FIG. In this sequence valve 81, even if a difference in the switching operation resistance between the left steering clutch 30L and the right steering clutch 30R occurs, the oil passage resistance sufficient to switch the steering clutches 30L, 30R to the disconnected state is linked. An operating pressure set to be applied to the oil passage 82 is provided.
In other words, even if the clutch valve 76 is switched to the stop operation state 76a, if one of the left steering clutch 30L and the right steering clutch 30R has a larger actuation resistance than the other, the linkage operation If the oil passage resistance due to the set operating pressure of the sequence valve 81 is not applied to the oil passage 82, the steering clutch 30L, 30R with the smaller cutting operation resistance is operated in the direction with the larger cutting operation resistance. If the in-shaft oil passages 82L and 82R of the linkage operation oil passage 82 communicate with the steering valve 73 in the steering clutch 30L and 30R before the steering clutch 73L, The steering clutch of the steering clutch 30L, 30R in which the pressure oil has been cut out flows out from the oil chamber 34 to the linkage operation oil passage 82 and has the larger cutting action resistance. 30R, 30L may become difficult to switches or no longer be switched to the state cut. However, one of the left steering clutch 30L and the right steering clutch 30R is switched to the disconnected state before the other, and the linkage operation oil passage 82 is connected to the steering valve 73 in the steering clutches 30L, 30R. Even in the connected state, the pressure required for the hydraulic piston 32 of the steering clutches 30L and 30R in the direction in which the hydraulic path resistance due to the set operating pressure of the sequence valve 81 is applied to the linked operating oil path 82 and the cutting operating resistance is large. The left and right steering clutches 30L and 30R are switched to the disengaged state regardless of the occurrence of the disengagement resistance difference between the left steering clutch 30L and the right steering clutch 30R.

The variable relief valve 83 is interlocked with the steering lever 90 so that the relief pressure is changed by the swinging operation of the steering lever 90. That is, in a state where the steering lever 90 is operated to the left first turning position L1 or the right first turning position R1 , the setting is made to a low relief pressure, and the left steering clutch 30L and the right steering clutch are operated from the steering valve 73. The pressure oil supplied to the linkage operation oil passage 82 via the 30R oil chamber 34 is prevented from operating the deceleration transmission clutch 55 and the turning brake 60 in the engaged state so that the pressure oil in the linkage operation oil passage 82 is relieved. Make it easier to relieve. In a state where the steering lever 90 is operated to the left second turning position L2 or the right second turning position R2, the pressure oil set to the high relief pressure and supplied to the linkage operation oil passage 82 is supplied to the deceleration transmission clutch 55 or It is supplied to the hydraulic pistons 57 and 63 of the turning brake 60 to enable the deceleration transmission clutch 55 and the turning brake 60 to be switched to the engaged state.

  The mode switching valve 80 is a valve that can be switched between a soft turning state 80a and a brake turning state 80b. When the mode switching valve 80 is switched to the soft turning state 80a, the pressure oil from the linkage operation oil passage 82 is transferred to the deceleration transmission clutch 55. The oil is supplied to the hydraulic piston 57 and drained from the hydraulic piston 63 of the turning brake 60, the deceleration transmission clutch 55 is operated to be turned on, and the turning brake 60 is turned to be turned off. The mode switching valve 80 that has been switched to the brake turning state 80b supplies the pressure oil from the linkage operation oil passage 82 to the hydraulic piston 63 of the turning brake 60 and drains it from the hydraulic piston 57 of the deceleration transmission clutch 55. The turning brake 60 is operated to be turned on, and the deceleration transmission clutch 55 is operated to be turned off.

  As shown in FIGS. 10 and 12, the clutch valve 76 is a rotary valve incorporated in the upper part of the transmission case 14, and an arm type operation member 76 c that is swingably disposed outside the transmission case 14. The swinging operation switches between an open state 76b and a closed state 76a (see FIG. 5).

  When the clutch valve 76 is switched to the open state 76b, the oil discharge port 77 is opened so that the oil discharge port 73a of the steering valve 73 communicates with the tank T, and the clutch valve 76 is operated to the neutral state 73N. When the steering valve 73 enables the left steering clutch 30L and the right steering clutch 30R to enter the closed state and is switched to the closed state 76a, the oil discharge port 73a of the steering valve 73 communicates with the tank T. Even when the oil discharge passage 77 is closed so that the steering valve 73 is in the neutral state 73N, the pressure oil from the hydraulic pump 74 is supplied to the hydraulic piston 32 of the left steering clutch 30L and the right steering clutch 30R. The left steering clutch 30L and the right steering clutch 30R are both brought into the disengaged state.

  Thus, when the clutch valve 76 is switched to the open state 76b, the left steering clutch 30L and the right steering clutch 30R can be operated by the steering valve 73 in the neutral state 73N. Thus, the driving operation state is such that the engine driving force transmitted to the transmission case 14 by the output shaft 13b of the traveling main transmission 13 is transmitted to the pre-cutting processing device 5 and the left and right traveling devices 1L and 1R. become. The clutch valve 76 that has been switched to the closed state 76a allows the steering valve 73 in the neutral state 73N to be operated to the disengaged state of the left steering clutch 30L and the right steering clutch 30R. The engine driving force transmitted to the transmission case 14 by the output shaft 13b of the device 13 is not transmitted to the left and right traveling devices 1L and 1R, but is brought into a stopped working state so as to reveal a transmission state transmitted to the pre-cutting processing device 5. .

  As shown in FIG. 2, a parking brake 91 is provided inside the lateral side portion of the mission case 14. The parking brake 91 acts to brake the output shaft 24 of the auxiliary transmission 20, and the left side of the output shaft 22 via the output gear 22, the center gear 26, and the left steering clutch 30L. The traveling device 1L is braked, and the right traveling device 1R is braked via the output gear 22, the center gear 26, and the right steering clutch 30R.

  The travel main transmission 13, the clutch valve 76, and the parking brake 91 are a transmission lever 93 provided on the side control tower 92 of the driving unit 2 and a transmission provided on the front end of the driving unit floor 94 as shown in FIG. 17. The travel operation device is provided with a switching pedal 95 and a parking operation pedal 96 provided at a lateral end portion of the operation unit floor 94. This travel operation device will be described in detail below.

  As shown in FIGS. 7 and 8, the relay body 101 in which the attachment portion 93 a of the speed change lever 93 is rotatably connected to the lever support portion 101 a via the fulcrum shaft 100 is used, and the bracket 102 is attached to the side control tower 92. The shift lever 93 is supported along a guide groove 105 of a lever guide 104 formed of a top plate of a side control tower 92 as shown in FIG. It swings in the longitudinal direction of the machine.

  When the speed change lever 93 is swung in the longitudinal direction of the machine body, the middle portion of the speed change lever 93 enters the notch 101b of the lever support portion 101a of the relay body 101 and is engaged with the relay body 101, thereby relaying. The body 101 rotates about the axis of the support shaft 103 together with the speed change lever 93, and the operation arm portion 101c of the relay body 101 is operated by the operation portion (not shown) of the traveling main transmission 13 via the interlocking mechanism 106 using the operation cable. ). When the speed change lever 93 is operated in the forward range F or the reverse range R shown in FIG. 8B and the traveling main transmission 13 is in the forward or reverse transmission state, it is provided at the end of the support shaft 103. The friction mechanism 107 applies a frictional resistance to the relay body 101 and applies a braking action to the transmission lever 93, so that the transmission lever 93 is held at an arbitrary operation position. The shift transmission state corresponding to the operation position is maintained.

  As shown in FIGS. 9 and 10, the rotation support shaft 110 of the transmission switching pedal 95 is rotatably supported below the operation unit floor 94, and can be integrally rotated from the rotation support shaft 110 of the transmission switching pedal 95. An operation cable 113 having an outer cable 113a with one end held by an outer holder 112 positioned at the distal end of the extended output arm 111, and one end of the inner cable 113b of the operation cable 113 are connected to the clutch valve 76. The transmission switching pedal 95 and the operation member 76c of the clutch valve 76 are interlocked and connected by an interlocking mechanism 115 including a coil spring 114 connected to the operation member 76c. The end of the outer cable 113a opposite to the side held by the output arm 111 is held by a holder 116 fixed to the transmission case 14, and connected to the operation member 76c of the inner cable 113b. The end opposite to the other side is connected to a holder 116 fixed to the body part below the transmission switching pedal 95.

  In other words, the transmission switching pedal 95 swings up and down around the horizontal axis of the rotary spindle 110. When the transmission switching pedal 95 is depressed by the operation portion 95a, the transmission switching pedal 95 When the output arm 111 is swung rearwardly and the one end side of the outer cable 113a of the operation cable 113 is moved rearwardly, the inner cable 113b of the operation cable 113 is pulled and the operation member 76c is operated. Is swung to the closed position CL (see FIG. 10) against the valve return spring 118.

  When the operation of depressing the transmission switching pedal 95 is released, the transmission switching pedal 95 is lifted and swung due to the return spring 119 (see FIG. 9) connected to the output arm 111 of the transmission switching pedal 95, and is not depressed. When the output arm 111 moves the one end side of the outer cable 113a toward the front of the body and returns to the original position before the pedal is depressed, the inner cable 113b of the operation cable 113 is loosened and the operation member 76c is operated. Is pivoted to the open position OP (see FIG. 10) by the operating force of the valve return spring 118.

  As shown in FIG. 9, the rotation support shaft 120 of the parking brake pedal 96 is rotatably supported below the driving unit floor 94, and the parking brake pedal 96 is arranged around the axis of the rotation support shaft 120 in the horizontal direction. Swings up and down. When the parking brake pedal 96 is depressed or a return swing operation is performed by a return spring (not shown), the output arm 121 extending from the rotary support shaft 120 is swingably operated and interlocked. A swing arm-type operation portion 91a of the parking brake 91 shown in FIG.

  As shown in FIG. 12, the travel operation device is provided with a valve operation check mechanism 130 provided with a pin type check body 131 and an operation shaft 132 provided in a portion of the mission case 14 located near the clutch valve 76. is there.

  As shown in FIGS. 12 and 14, the check body 131 is slidably supported by the mission case 14, and the operation shaft 132 is rotatably supported by the mission case 14. An operation protrusion 133 that enters a recessed portion 131a located on the base end side of the restraining body 131 is provided at an end portion of the operation shaft 132 that is located in the mission case so as to be integrally rotatable. When the operation arm 134 provided at the end positioned outside is swingable about the axis of the operation shaft 132, the operation shaft 132 is rotated and the operation shaft 132 is operated together with the operation shaft 132. The restraining body 131 is slid and operated by the operation protrusion 133 that rotates around the axis.

That is, as shown in FIGS. 12 (a) and 13, when the operation arm 134 is operated to the lock region RON, the check body 131 has the tip of the check body 131 of the operation member 76 c of the clutch valve 76. It is operated in the attachment state that has entered the moving path RT, and the operation member 76c is stopped by the front end of the check body so as to prevent the operation member 76c from swinging from one of the open position OP and the closed position CL to the other. It becomes a state to do.
As shown in FIG. 12 (b), when the operation arm 134 is operated to the unlocking position ROF, the check body 131 is retracted from the movement path RT of the operation member 76 c of the clutch valve 76. When the operating member 76c is operated in the attached state, the stop action by the front end of the check body on the operating member 76c is released so as to allow the swinging operation of the operating member 76c from one of the open position OP and the closed position CL to the other.

  As shown in FIGS. 6 and 12, the operation arm 134 is configured to be urged to be switched to the unlocking position ROF by a return spring 141, and has an inner cable 142 a whose one end side is linked to the operation arm 134. A check body is provided by a mechanical linkage mechanism 140 including a cable 142, a bending / extending link 143 interlocked to the other end of the inner cable 142a, and an interlocking mechanism 150 for interlocking the bending / extending link 143 and the shift lever 93. 131 and the shift lever 93 are linked together.

  As shown in FIGS. 7 and 8 (a), the bending / extending link 143 includes a cable-side link 143a whose one end is linked to the inner cable 142a, and a support shaft 144 attached to the bracket 102 fixed to the side control tower 92. And a lever-side link 143b that is rotatably supported at one end side.

  As shown in FIGS. 7 and 8 (a), the interlocking mechanism 150 includes the relay body 101, an operation arm 151 provided to be rotatable integrally with the relay body 101, and a long hole 152 provided in the operation arm 151. An interlocking pin 153 is provided that is configured to be relatively rotatable and slidable and fixed to the lever side link 143b of the bending / extending link 143. The end of the bending link 143 that is connected to the operation cable 142 of the cable side link 143a is on the free end side of the swing link 156 that is swingably extended from the fulcrum shaft 155 of the side control tower 92. The cable-side link 143a and the inner cable 142a are connected to each other via a connecting pin 157 that is also used to connect the cable-side link 143a, and the swing link 156 is extended to the side that operates the bending-extension link 143 in the extended state. 158 is oscillated and biased. Accordingly, the interlocking mechanism 150 interlocks the speed change lever 93 and the bending / extending link 143 as follows.

  That is, when the transmission lever 93 is operated to the middle position N, the bending / extension link 143 is operated to be extended to operate the lever, and the inner cable 142a of the operation cable 142 is loosened. The bending direction of the bending / extending link 143 differs depending on the swinging direction of the operation arm 151 between when the transmission lever 93 is operated in the forward movement area F and when it is operated in the reverse movement area R. When the lever 93 is operated in the forward region F or the reverse region R, the bending / extension link 143 is operated in a bent state against the extension spring 158 to operate the lever, and the inner cable of the operation cable 142 is operated. The shift lever 93 and the bending / extending link 143 are interlocked so as to pull the 142a.

  As a result, when the shift lever 93 is operated to the neutral position N and the traveling main transmission 13 is in a neutral state to stop transmission, the operation arm 134 is switched to the lock region RON, so that the valve operation check mechanism 130 is The clutch valve 76 is switched from the stop work state 76a to the travel work state 76b so that the check body 131 checks that the clutch valve 76 is switched from the travel work state 76b to the stop work state 76a. It is in a state for checking production so as to be checked by the checking body 131. When the shift lever 93 is operated in the forward range F so that the traveling main transmission 13 is in a forward transmission state so that the forward drive force is transmitted, and the shift lever 93 is operated in the reverse range R, the traveling main transmission is performed. When 13 is in the reverse transmission state so as to transmit the reverse drive force, the operation arm 134 is switched to the unlocking position ROF, and the valve operation check mechanism 130 is stopped from the travel operation state 76 b of the clutch valve 76. The check release state is set so as to allow the switch to the stop work state 76a and the switch to the travel work state 76b.

Therefore, the traveling main transmission 13 and the check body 131 are linked by the linkage mechanism 140 as follows.
That is, when the traveling main transmission 13 is in the forward transmission state, the check body 131 serves as a stop check means so as to check the switching of the clutch valve 76 from the travel work state 76b to the stop work state 76a. When in the check state and the traveling main transmission 13 is in the reverse transmission state, the check body 131 serves as a travel check means to check the switching of the clutch valve 76 from the stop work state 76a to the travel work state 76b. Thus, when the traveling main transmission 13 is in a neutral state where transmission is cut off, the check body 131 is linked so as to be in a check release state.

  As shown in FIG. 11, a stopper-type restraining means 161 fixed to the pedal arm 96 a of the parking brake pedal 96, and a restrained member 162 provided so as to be integrally rotatable on the rotation support shaft 110 of the transmission switching pedal 95. Is provided between the parking brake pedal 96 and the transmission switching pedal 95.

  The check means 161 indicated by a two-dot chain line in FIG. 11 indicates the check means when the parking brake pedal 96 is not depressed, and the check means 161 indicated by a solid line in FIG. When the parking brake pedal 96 is depressed, the restraining means 161 acts as a stopper on the transmission switching pedal 95 in the non-operating position, as shown in FIG. When it is in a state for making a check so as to prevent the transmission switching pedal 95 from being depressed by being in contact with or being in contact with the checked member 162, and the parking brake pedal 96 is in a non-depressed state The restraining member 162 is arranged so that the restraining means 161 releases the stopper action on the transmission switching pedal 95. Transmission switching pedal 95 is restraining release state to allow it to be depressed become separated state.

  As a result, when the parking brake 91 is operated in the engaged state, the stop check mechanism 160 is configured to check the switching operation of the clutch valve 76 to the stop work state 76a by the stopper action on the transmission switching pedal 95 of the check means 161. When the parking brake 91 is in the off state, the stop check mechanism 160 switches the clutch valve 76 to the stop work state 76a by releasing the stopper action on the transmission switching pedal 95 of the check means 161. The check is released to allow the operation.

  Further, when the transmission switching pedal 95 is in the depressed operation state, when the parking brake pedal 96 is depressed, the restraining means 161 comes into contact with the restrained member 162 by the cam action of the operation surface 161a and pushes up the transmission switching pedal 95. The stop check mechanism 160 is configured to act so as to be lifted. When the clutch valve 76 is operated to apply the parking brake 96 in a state where the clutch valve 76 is in the stop operation state 76a, the stop check mechanism 160 operates the clutch valve 76 as a traveling operation. It operates to return to state 76b.

  That is, when performing the cutting operation while the aircraft is traveling, the clutch valve 76 is set to the traveling operation state 76b without operating the clutch pedal 95, and the engine driving force is applied to both the cutting pre-processing device 5 and the traveling devices 1L and 1R. The transmission lever 93 is operated to the forward range F with the transmission state transmitted being in a state of being revealed. Then, the traveling main transmission 13 enters a forward transmission state, and is transmitted from the engine 3 to the traveling main transmission 13, and the traveling main transmission 13 generates a forward driving force at a speed corresponding to the operation position of the shift lever 93. The driving force shifted and output from the output shaft 13b is transmitted to the preprocessing drive shaft 18 via the intermediate shaft 15 and the transmission mechanism 17, and the pulling device 5c, the cutting device 5d, and the conveying device of the precutting processing device 5 are transmitted. 5e can be driven. At the same time, the forward drive force output from the output shaft 13b of the travel main transmission 13 is transmitted to the crawler drive wheels 1a of the left travel device 1L and the right travel device 1R via the intermediate shaft 15 and the travel mission SM, and left and right It is possible to drive the vehicle forward by driving the traveling devices 1L, 1R forward.

At this time, when the steering lever 90 is set to the neutral position S, the steering valve 73 is set to the neutral state 73N, and the left steering clutch 30L and the right steering clutch 30R are operated to enter the left and right traveling devices 1L, 1R. Can be driven at the same driving speed by the driving force transmitted from the center gear 26 via the steering clutches 30L, 30R, and the machine body travels straight.
When the steering lever 90 is swung from the neutral position S to the left side of the machine body to the left first turning position L1, the steering valve 73 is turned to the left turning state 73L, the left steering clutch 30L is turned off, and the right steering is made. The direction clutch 30R is operated to the engaged state, and the relief valve 83 is set to a low relief pressure at the same time, the deceleration transmission clutch 55 and the turning brake 60 are maintained in the disconnected state, and the left traveling device 1L is stopped while The traveling device 1R can be driven by the driving force transmitted from the center gear 26 via the right steering clutch 30R, and the airframe travels slowly to the left.

When the steering lever 90 is further swung to the left side of the machine body to the left second turning position L2, the steering valve 73 is in the left turning state 73L, the left steering clutch 30L is in the disengaged state, and the left turning auxiliary clutch 40L. The right steering clutch 30R is operated in the engaged state. At the same time, the relief valve 83 is set to a high relief pressure. Therefore, when the mode switching valve 80 is switched to the soft turning state 80a, the speed reduction transmission clutch 55 is operated to engage the left traveling device 1L with the center gear 26. The right traveling device 1R is transmitted from the center gear 26 via the right steering clutch 30R while being driven at a lower speed than the right traveling device 1R by the driving force transmitted through the turning transmission mission 50 and the left turning auxiliary clutch 40L. It can be driven at a higher speed than the left traveling device 1L by the driving force, and the vehicle body makes a large turn in the left direction. Further, when the mode switching valve 80 is switched to the brake turning state 80b, the turning brake 60 is operated and the left traveling device 1L is subjected to friction braking by the turning brake 60 via the left turning auxiliary clutch 30L. Accordingly, the right traveling device 1R can be driven by the driving force transmitted from the center gear 26 via the right steering clutch 30R, and the aircraft travels in a brake turn to the left.
When the steering lever 90 is swung from the neutral position S to the right side of the machine body to the first right turning position R1, the steering valve 73 is turned to the right turning state 73R and the left steering clutch 30L is engaged. The steering clutch 30R is operated to the disengaged state, and at the same time, the relief valve 83 is set to a low relief pressure, and the deceleration transmission clutch 55 and the turning brake 60 are maintained in the disengaged state to stop the right traveling device 1R. The left traveling device 1L can be driven by the driving force transmitted from the center gear 26 via the left steering clutch 30L, and the airframe travels slowly to the right.

  When the steering lever 90 is further swung to the right side of the aircraft to the right second turning position R2, the steering valve 73 is in the right turning state 73R and the right steering clutch 30R is in the disengaged state. The clutch 40R is operated in the engaged state, and the left steering clutch 30L is operated in the engaged state. At the same time, the relief valve 83 is set to a high relief pressure. Therefore, when the mode switching valve 80 is switched to the soft turning state 80a, the deceleration transmission clutch 55 is operated to engage the right traveling device 1R with the center gear 26. The left traveling device 1L is transmitted from the center gear 26 through the left steering clutch 30L while being driven at a lower speed than the left traveling device 1L by the driving force transmitted through the turning transmission mission 50 and the right turning auxiliary clutch 40R. The driving force thus generated can be driven at a higher speed than the right traveling device 1R, and the aircraft turns around in the right direction. In addition, when the mode switching valve 80 is switched to the brake turning state 80b, the turning brake 60 is operated to apply the friction braking by the turning brake 60 to the right traveling device 1R via the right turning auxiliary clutch 40R. While acting, the left traveling device 1L can be driven by the driving force transmitted from the center gear 26 via the left steering clutch 30L, and the aircraft travels in the brake turning direction to the right.

When performing the operation of cutting the machine while stopping the machine, such as cutting at the heel, the steering lever 90 is operated to the neutral position S, the steering valve 73 is in the neutral state 73N, and the hydraulic pressure of the left steering clutch 30L. A state in which pressure oil can be supplied to both the piston 32 and the hydraulic piston 32 of the right steering clutch 30R appears, and the shift lever 93 is operated to the neutral position N to check the check body 131 of the valve operation check mechanism 130. Depressing the transmission switching pedal 95 while operating to the check release state. Even if the transmission switching pedal 95 is operated with the speed change lever 93 positioned in the forward range F or the reverse range R, the check body 131 is in the check state, and the coil spring 114 is stopped by acting on the operation member 76c of the clutch valve 76. It is easy to avoid the interlocking mechanism 115 from being damaged or deformed, for example, the operation cable 113 is stretched by elastic deformation to the extension side. Further, the transmission switching pedal 95 swings downward due to the extension of the coil spring 114. However, since the check body 131 is in the check state and the clutch bubble 76 does not switch from the traveling work state 76b to the stop work state 76a, the shift lever 93 is operated to the neutral position N, and the transmission switching pedal 95 is depressed again while operating the check body 131 to the check release state. By depressing the transmission switching pedal 95, the clutch valve 76 is switched to the stop operation state 76a, and a transmission state in which the engine driving force is not transmitted to the left and right traveling devices 1L and 1R but is transmitted to the pre-cutting processing device 5 appears. In this state, the shift lever 93 is operated to the forward range F. Then, the traveling main transmission 13 enters a forward transmission state, and is transmitted from the engine 3 to the traveling main transmission 13, and the traveling main transmission 13 generates a forward driving force at a speed corresponding to the operation position of the shift lever 93. The driving force that is shifted and output from the output shaft 13 b is transmitted to the preprocessing drive shaft 18 via the intermediate shaft 15 and the transmission mechanism 17, whereas the forward drive that is output from the output shaft 13 b of the traveling main transmission 13. The driving force is transmitted to the center gear 26 of the traveling mission SM via the intermediate shaft 15, but is transmitted to the crawler driving wheels 1a of the left and right traveling devices 1L and 1R because of the disconnected state of the left and right steering clutches 30L and 30R. Instead, the pulling device 5c, the cutting device 5d, and the conveying device 5e of the pre-cutting processing device 5 can be driven while the left and right traveling devices 1L and 1R are stopped.

Further, when the parking brake 96 is operated to be engaged when the clutch valve 76 is switched to the stop operation state 76a, the check means 161 of the stop check mechanism 160 is in the check state, and the transmission switch pedal 95 is turned on. Even if the operation is performed, the transmission switching pedal 95 does not swing downward, and the clutch valve 76 cannot be switched to the stop operation state 76a.
That is, even if the parking brake 91 is in the engaged state, if the left steering clutch 30L and the right steering clutch 30R are operated in the disengaged state and the left and right traveling devices 1L and 1R are stopped, the parking brake 91 is moved to the traveling device. Since this is not effective for 1L and 1R, the occurrence of this situation is avoided.

  Since the shift lever 93 is operated to the forward range F while the machine mowing operation is performed while the machine is stopped, the check body 131 is operated to the check state, and the check body 131 closes the clutch valve 76. The clutch valve 76 is held against the return spring 118 in the stop operation state 76a by stopping the operation member 76c at the position CL. Thus, the operation can be easily performed without performing the operation of maintaining the transmission switching pedal 95 in the depressed state so as to hold the clutch valve 76 in the stopped operation state 76.

  When the machine mowing operation with the machine stopped is completed, the clutch valve 76 is switched to the traveling operation state 76b to enable the traveling devices 1L and 1R to be driven. If the traveling main transmission 13 remains in the transmission state, the check member 131 of the valve operation check mechanism 130 is in the check state and stops the operation member 76c. Switching to the state 76b cannot be performed. For this reason, after operating the shift lever 93 to the neutral position N to bring the traveling main transmission 13 into the neutral state, the clutch valve 76 is switched to the traveling work state 76b. At this time, when the main transmission lever 93 is operated to the neutral position N, the check body 131 switches from the check state to the check release state, and the stop action of the clutch valve 76 on the operation member 76c is released. Automatically returns to the traveling work state 76b due to the valve return spring 118 and the return spring 119 of the transmission switching pedal 95.

  As shown in FIGS. 17 and 18, footrests 171 and 172 projecting upward from the upper surface of the operation unit floor 94 are provided on both lateral sides of the transmission switching pedal 95 of the operation unit floor 94. 9 and 16, when the transmission switching pedal 95 is in a non-depressed state, the operation height 95a of the transmission switching pedal 95 is slightly higher than the footrest surfaces 171a and 172a of the both footrests 171 and 172. 17 and 18, as shown in FIGS. 17 and 18, of the pair of footrests 171 and 172, a footrest that is disposed on the side where the driving unit entrance 173 is located with respect to the transmission switching pedal 95. The two footrests 171 and 172 are configured such that the rear end 172b of the airframe 172 is located on the front side of the airframe rear side of the airframe rear side 171b of the other footrest 171. The both footrests 171 and 172 are a single member in a state where the front end sides of the both footrests 171 and 172 are connected by a connecting portion.

  That is, when the transmission switching pedal 95 is arranged so as to be relatively far from the driver seat 2a so as not to become an obstacle on the driver's floor, the driving section on the side of the transmission switching pedal 95 is seated. Although it is difficult for the foot to reach the floor top surface, the foot switch surfaces 171a and 172a located at the height higher than the driving unit floor top surface are present on both lateral sides of the transmission switching pedal 95. You can put your feet. Further, when the foot placed on the footrests 171 and 172 is moved to the pedal side along the footrest surfaces 171a and 172a, the foot comes into contact with the pedal portion protruding above the footrest surfaces 171a and 172a. Thus, the position of the transmission switching pedal 95 can be easily recognized and the transmission switching pedal 95 can be operated easily. When getting on and off the driving unit 2, the rear end 172 b of the footrest 172 closer to the driving unit entrance 173 is located on the front side of the body with respect to the rear end 171 b of the other footrest 171, The mouth-side footrest 172 is less likely to be an obstacle.

[Another embodiment]
In the above embodiment, when the traveling main transmission 13 is in the transmission cut-off state, the check body 131 is in the check state so that the clutch valve 76 cannot be switched from one of the stop work state 76a and the travel work state 76b to the other. Although it is configured so as to be checked, when the main driving transmission 13 is in the transmission cut-off state, not only the checking body 131 is set to the checking state but also the main driving transmission 13 is moved forward. The main shift to the set low-speed transmission state is set so that the low-speed transmission state does not occur when the traveling devices 1L and 1R are in the transmission state, even if the transmission side or reverse side transmission state is present. Even when the apparatus 13 is present, the structure may be implemented so that the check body 131 is in the check state.

  In place of the clutch valve 76 of the above-described embodiment, a transmission switching clutch is provided separately from the steering clutches 30L and 30R, and the engine is driven by switching the transmission switching clutch. The transmission state in which the force is transmitted to the traveling devices 1L and 1R and the pre-cutting processing device 5 and the transmission state in which the engine driving force is not transmitted to the traveling devices 1L and 1R and is transmitted to the pre-cutting processing device 5 are switched. The present invention can also be applied to a configuration implemented as described above. Accordingly, the clutch valve 76, the transmission switching clutch, and the like are collectively referred to as transmission switching means 76.

  In addition to the parking brake 91 installed so as to brake on the upper side in the transmission direction than the steering clutches 30L and 30R as in the above embodiment, the braking action is applied on the lower side in the transmission direction than the steering clutches 30L and 30R. Even if the apparatus is implemented as such, the object of the present invention can be achieved by providing the restraining means. Therefore, the present invention can be applied to any vehicle equipped with the parking brake 91 on the upper side in the transmission direction and the lower side in the transmission direction with respect to the steering clutches 30L and 30R.

Side view of the entire combine Schematic diagram of transmission system Cross section of steering clutch, turning transmission mission, steering brake Sectional view of steering brake, turning assist clutch, deceleration transmission clutch Hydraulic circuit diagram Side view of linkage mechanism of shift lever and valve operation check mechanism Side view of the shift lever and bending link arrangement (A) is a cross-sectional view of the shift lever mounting portion, (B) is a plan view of the operation position of the shift lever. Side view of linkage structure of transmission switching pedal and clutch valve Side view of clutch valve placement Side view of transmission switching pedal, parking brake pedal, and stop check mechanism (A) is a side view of the valve operation check mechanism in the check production state, and (B) is a side view of the valve operation check mechanism in the check release state. (A) is a check production state of the check body of the valve operation check mechanism, and a side view at the open position of the clutch valve operation member, (B) is a check production state of the check body of the valve operation check mechanism, and Side view of clutch valve operating member in closed position The top view which shows the interlocking state of the check body of a valve operation check mechanism and an operation axis Cross section of sequence valve Side view of the driving unit Plan view of the operation unit Perspective view of transmission switching pedal and footrest

Explanation of symbols

1L Left traveling device 1R Right traveling device 5 Cutting pretreatment device
30L Left steering clutch
30R Right steering clutch
73 Steering valve 76 Transmission switching means 76a Stopping operation state 76b of transmission switching means Traveling operation state 91 of transmission switching means 91 Parking brake 95 Transmission switching pedal 96 Parking brake pedal 161 Checking means

Claims (2)

A traveling work state in which the engine driving force is transmitted to the traveling device and the pre-cutting processing device appears, and a transmission state in which the engine driving force is not transmitted to the traveling device and is transmitted to the pre-cutting processing device are displayed. A combine equipped with transmission switching means that can be switched to a stopped work state,
A right and left steering clutch capable of producing an on state for transmitting power to the traveling device and a cut-off state for interrupting transmission of power to the traveling device, and the traveling device via the right and left steering clutches A parking brake for braking the steering wheel and a steering valve for operating the right and left steering clutches,
The operation of switching the right and left steering clutches by the steering valve is enabled by switching operation of the transmission switching means,
Said restraining effect while restraining a switching operation to stop working state of the transmission switching means, provided with a freely restraining means switchable between the restraint releasing state, a state enters said parking brake, it said restraining means restrain switched to the activated condition, the the parking brake is in the disengaged state, combine said restraining means are the parking brake and is associated with said restraining means to switch the restraint release state. A transmission switching pedal for switching operation of the transmission switching means is provided,
The restraint means, the parking brake pedal is in the depressing state of containing the brake, the will to check the state stopper action against transmission switching pedal, if the parking brake pedal is in a non-depression state of the brake cutting, the Combine of claim 1 is provided between the parking brake pedal so that the restraint releasing state by releasing the stopper action between the transmission switching pedal for transmission switching pedal.

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