JP4267770B2 - Mobile farm machine - Google Patents

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JP4267770B2
JP4267770B2 JP20852099A JP20852099A JP4267770B2 JP 4267770 B2 JP4267770 B2 JP 4267770B2 JP 20852099 A JP20852099 A JP 20852099A JP 20852099 A JP20852099 A JP 20852099A JP 4267770 B2 JP4267770 B2 JP 4267770B2
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steering
speed
shaft
output shaft
output
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JP2001030942A (en
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茂實 日高
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Yanma Agricultural Equipment Co Ltd
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Yanma Agricultural Equipment Co Ltd
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【０００１】
【発明の属する技術分野】
本発明は例えば圃場の穀稈を連続的に刈取って脱穀するコンバインまたは耕耘トラクタまたは圃場管理車などの移動農機に関する。
【０００２】
【発明が解決しようとする課題】
従来、走行変速レバーの操作によって左右走行クローラを駆動する走行用油圧無段変速機構を無段階に変更して車速を変速させると共に、操向ハンドルの操作によって左右走行クローラの駆動速度の差を無段階に変更して走行進路を変更させる技術がある。しかし乍ら、操向ハンドルの操向操作だけでは直進時と旋回時とで車速が略一定に保たれ、旋回半径が小さいスピンターン動作などを行うときに走行変速レバーにより減速操作を行う必要があり、圃場枕地で方向転換するときに操向ハンドル操作と走行変速レバー操作の両方を行う必要がある。そこで、操向ハンドル操作と連動させて車速を自動的に減速させ、かつ直進走行に戻すハンドル操作と連動させて元の車速に自動的に増速させることにより、操向ハンドル操作だけでスピンターン動作などを適正車速に減速させて行え、面倒な走行変速操作を省けるが、スピンターンが不要な作業のときに減速によって作業能率が低下する不具合があると共に、湿田作業のときに減速によって走行性能が低下する不具合がある。また、操向ハンドル操作量に対する車速の減速比を小さくすると、路上または乾田などで機敏な旋回動作を得られず、特に乾田作業での方向転換（スピンターン）性能が低下する不具合がある。
【０００３】
【課題を解決するための手段】
然るに、本発明は、主変速レバーの操作によって左右走行クローラの駆動速度を無段階に変更する走行変速部材と、操向ハンドルの操作によって左右走行クローラの駆動速度の差を無段階に変更する操向部材とを備えた移動農機において、主変速レバーの操作量によって決定される車速を操向ハンドルの操作量に比例して減速させる旋回減速手段と、操向ハンドルに関係なく主変速レバーの操作のみで車速を変速する非減速切換手段とを設け、走行速度の変更並びに前後進の切換を行う変速機構の変速出力軸に、前記旋回減速手段の筒形の減速出力軸と前記非減速切換手段の筒形の直結出力軸とを回転自在に軸支させるとともに、該変速出力軸の中空に切換スプールを出入自在に挿入させ、前記減速出力軸と直結出力軸に、前記変速出力軸に係止させたクラッチピンを係止するノッチをそれぞれ設けて、前記切換スプールの出入操作によりいずれか一方のノッチにクラッチピンを係止させて、変速出力軸に減速出力軸または直結出力軸のいずれか一方を択一的に連結させるようにしたことを特徴とする移動農機を提供するものである。
【０００６】
【発明の実施の形態】
以下、本発明の実施例を図面に基づいて詳述する。図１はコンバインの全体側面図、図２は同平面図であり、図中（１）は左右一対の走行クローラ（２）を装設するトラックフレーム、（３）は前記トラックフレーム（１）に架設する機台、（４）はフィードチェン（５）を左側に張架し扱胴（６）及び処理胴（７）を内蔵している脱穀部、（８）は刈刃（９）及び穀稈搬送機構（１０）などを備える刈取部、（１１）は刈取フレーム（１２）を介して刈取部（８）を昇降させる油圧シリンダ、（１３）は排藁チェン（１４）終端を臨ませる排藁処理部、（１５）は脱穀部（４）からの穀粒を揚穀筒（１６）を介して搬入する穀物タンク、（１７）は前記タンク（１５）の穀粒を機外に搬出する排出オーガ、（１８）は丸形操向ハンドル（１９）及び運転席（２０）などを備える運転台、（２１）は運転席（２０）下方に設けるエンジンであり、連続的に穀稈を刈取って脱穀するように構成している。
【０００７】
さらに、図３に示す如く、前記走行クローラ（２）を駆動するミッションケース（２２）は、１対の第１油圧ポンプ（２３）及び第１油圧モータ（２４）を備えて走行主変速用の油圧式無段変速機構を形成する変速部材（２５）と、１対の第２油圧ポンプ（２６）及び第２油圧モータ（２７）を備えて旋回用の油圧式無段変速機構を形成する操向部材（２８）とを備え、前記エンジン（２１）の出力軸（２１ａ）に第１及び第２油圧ポンプ（２３）（２６）の入力軸（２９ａ）（２９ｂ）を伝達ベルト（３０ａ）（３０ｂ）によって連結させ、前記各油圧ポンプ（２３）（２６）を駆動するように構成している。
【０００８】
また、前記第１油圧モータ（２４）の出力軸（３１）に、副変速機構（３２）及び差動機構（３３）を介して左右走行クローラ（２）の各駆動輪（３４）を連動連結させるもので、前記差動機構（３３）は左右対称の１対の遊星ギヤ機構（３５）（３５）を有し、各遊星ギヤ機構（３５）は１つのサンギヤ（３６）と、該サンギヤ（３６）の外周で噛合う３つのプラネタリギヤ（３７）と、これらプラネタリギヤ（３７）に噛合うリングギヤ（３８）などで形成している。
【０００９】
前記プラネタリギヤ（３７）はサンギヤ軸（３９）と同軸線上とのキャリヤ軸（４０）のキャリヤ（４１）にそれぞれ回転自在に軸支させ、左右のサンギヤ（３６）（３６）を挾んで左右のキャリヤ（４１）を対向配置させると共に、前記リングギヤ（３８）は各プラネタリギヤ（３７）に噛み合う内歯（３８ａ）を有してサンギヤ軸（３９）とは同一軸芯上に配置させ、キャリヤ軸（４０）に回転自在に軸支させ、キャリヤ軸（４０）を延設して車軸を形成して駆動輪（３４）を軸支させている。
【００１０】
また、走行用の油圧式無段変速部材（２５）は、第１油圧ポンプ（２３）の回転斜板の角度変更調節により第１油圧モータ（２４）の正逆回転と回転数の制御を行うもので、第１油圧モータ（２４）の回転出力を出力軸（３１）の伝達ギヤ（４２）より各ギヤ（４３）（４４）（４５）及び副変速機構（３２）を介して、サンギヤ軸（３９）に固定したセンタギヤ（４６）に伝達してサンギヤ（３６）を回転するように構成している。前記副変速機構（３２）は、前記ギヤ（４４）を有する副変速軸（４７）と、前記ギヤ（４５）を介してセンタギヤ（４６）に噛合うギヤ（４８）を有する駐車ブレーキ軸（４９）とを備え、副変速軸（４７）とブレーキ軸（４９）間に各１対の低速用ギヤ（５０）（５１）・中速用ギヤ（５２）（５３）・高速用ギヤ（５４）（４８）を設けて、低中速スライダ（５５）及び高速スライダ（５６）のスライド操作によって副変速の低速・中速・高速の切換を行うように構成している。なお低速・中速間及び中速・高速間には中立を有する。また前記ブレーキ軸（４９）に駐車ブレーキ（５７）を設けると共に、刈取部（８）に回転力を伝達する刈取ＰＴＯ軸（５８）にギヤ（５９）（６０）及び一方向クラッチ（６１）を介して副変速軸（４７）を連結させ、刈取部（８）を車速同調速度で駆動している。
【００１１】
上記のように、前記センタギヤ（４６）を介しサンギヤ軸（３９）に伝達された第１油圧モータ（２４）からの駆動力を、左右の遊星ギヤ機構（３５）を介して左右キャリヤ軸（４０）に伝達させると共に、左右キャリヤ軸（４０）に伝達された回転を左右の駆動輪（３４）にそれぞれ伝え、左右走行クローラ（２）を駆動するように構成している。
【００１２】
さらに、旋回用の油圧式無段変速機構で形成する操向部材（２８）は、第２油圧ポンプ（２６）の回転斜板の角度変更調節により第２油圧モータ（２７）の正逆回転と回転数の制御を行うもので、操向出力ブレーキ（６２）を有するブレーキ軸（６３）と、操向出力クラッチ（６４）を有するクラッチ軸（６５）と、前記の左右リングギヤ（３８）の外歯（３８ｂ）に常時噛合させる左右入力ギヤ（６６）（６７）を設け、第２油圧モータ（２７）の出力軸（６８）に前記ブレーキ軸（６３）及び操向出力クラッチ（６４）を介してクラッチ軸（６５）を連結させ、クラッチ軸（６５）に正転ギヤ（６９）を介して右入力ギヤ（６７）を連結させ、またクラッチ軸（６５）に正転ギヤ（６９）及び逆転ギヤ（７０）を介して左入力ギヤ（６６）を連結させている。そして、副変速スライダ（５５）（５６）の中立によって前記ブレーキ（６２）を入にしかつクラッチ（６４）を切にする一方、前記中立以外の副変速出力時にブレーキ（６２）を切にしかつクラッチ（６４）を入にし、右側のリングギヤ（３８）の外歯（３８ｂ）に正転ギヤ（６９）を介してモータ（２７）回転力を伝え、また左側のリングギヤ（３８）の外歯（３８ｂ）に正転ギヤ（６９）及び逆転ギヤ（７０）を介してモータ（２７）回転を伝え、第２油圧モータ（２７）を正転（逆転）時、左右同一回転数で、左リングギヤ（３８）を逆転（正転）させ、かつ右リングギヤ（３８）を正転（逆転）とさせるように構成している。
【００１３】
而して、旋回用の第２油圧モータ（２７）を停止させて左右リングギヤ（３８）を静止固定させた状態で、走行用の第１油圧モータ（２４）を駆動すると、第１油圧モータ（２４）からの回転出力はセンタギヤ（４６）から左右のサンギヤ（３６）に同一回転数で伝達され、左右遊星ギヤ機構（３５）のプラネタリギヤ（３７）・キャリヤ（４１）を介して左右の走行クローラ（２）が左右同一回転方向で同一回転数によって駆動され、機体の前後方向直進走行が行われる。一方、走行用の第１油圧モータ（２４）を停止させて左右のサンギヤ（３６）を静止固定させた状態で、旋回用の第２油圧モータ（２７）を正逆回転駆動すると、左側の遊星ギヤ機構（３５）が正或いは逆回転、また右側の遊星ギヤ機構（３５）が逆或いは正回転し、左右走行クローラ（２）を逆方向に駆動し、機体を左或いは右に旋回させる。また、走行用の第１油圧モータ（２４）を駆動させながら、旋回用の第２油圧モータ（２７）を駆動することにより、機体が左右に旋回して進路が修正されるもので、機体の旋回半径は第２油圧モータ（２７）の出力回転数によって決定される。
【００１４】
さらに、図２、図４乃至図１３に示す如く、前記運転台（１８）の前部上面にステアリングコラム（７１）を立設固定させ、ステアリングコラム（７１）上面上方側に操向ハンドル（１９）を縦軸回りに回転自在に取付けると共に、運転台（１８）左側にサイドコラム（７２）を設け、サイドコラム（７２）下方にミッション（２２）を配設させ、主変速レバー（７３）、副変速レバー（７４）、刈取クラッチレバー（７５）、脱穀クラッチレバー（７６）を前記サイドコラム（７２）に取付ける。また、前記ステアリングコラム（７１）は、アルミニウム合金鋳物を成形加工して形成し、左右に分割自在な２つ割れ構造で複数のボルト（７７）で締結して箱形に形成している。
【００１５】
また、前記ステアリングコラム（７１）上部にチルト台（７８）を一体形成し、チルト台（７８）に支点ボルト（７９）を介してチルトブラケット（８０）を回転自在に軸支させ、チルトレバー（８１）によってチルトブラケット（８０）を角度調節自在に固定させる。前記チルトブラケット（８０）に軸ケース（８２）下部を一体固定させ、コラム（７１）上面に固定させる上面カバー（８３）上方に軸ケース（８２）を延設させ、軸ケース（８２）内部に上ハンドル軸（８４）を回転自在に軸支させ、上ハンドル軸（８４）上端に操向ハンドル（１９）を固定させ、チルトレバー（８１）操作により支点ボルト（７９）回りにハンドル（１９）を前後方向に移動調節して一定位置に支持させ、ハンドル（１９）取付け位置を前後方向に調節して作業者が操作し易い位置に固定させる。
【００１６】
また、前記上ハンドル軸（８４）の下端部に自在継手（８５）を介して下ハンドル軸（８６）上端側を連結させ、下ハンドル軸（８６）をステアリングコラム（７１）上部に回転自在に軸支させると共に、ステアリングコラム（７１）上部に操向入力軸（８７）上端部を回転自在に軸支させ、下ハンドル軸（８６）のギヤ（８８）と操向入力軸（８７）のセクタギヤ（８９）を噛合させて各軸（８６）（８７）を連結させ、ステアリングコラム（７１）内部の略中央で上下方向に操向入力軸（８７）を延設させる。
【００１７】
さらに、前記ステアリングコラム（７１）の左側面で上下幅略中間に軸受部材（９０）を着脱自在に固定させ、変速入力軸（９１）の一端部を軸受部材（９０）にベアリング（９２）を介して回転自在に片持ち支持させ、変速入力軸（９１）を左右方向に略水平に軸支させると共に、操向入力軸（８７）下端に自在継手（９３）を介して入力支点軸（９４）上端側を連結させ、入力支点軸（９４）に操向入力部材（９５）を固定させ、変速入力軸（９１）に操向入力部材（９５）を回転自在に取付けると共に、操向入力部材（９５）に入力連結体（９６）を着脱自在に固定させ、連係ボルト（９７）によって前記操向入力部材（９５）と入力連結体（９６）を連結させ、また変速入力軸（９１）にベアリング（９５ａ）を介して操向入力部材（９５）を回転自在に軸支させ、操向入力部材（９５）を操向入力軸（８７）回りに回転自在に支持させる。また、前記操向入力軸（８７）の正逆転によって操向入力部材（９５）を略垂直な入力軸（８７）芯線回りに正逆転させると共に、前記変速入力軸（９１）の正逆転によって略水平な左右方向の入力軸（９１）芯線回りに入力支点軸（９４）及び操向入力部材（９５）を前後方向に傾動させるもので、垂直方向の操向入力軸（８７）芯線と左右水平方向の変速入力軸（９１）芯線とが直角交叉する交点に自在継手（９３）を取付け、操向ハンドル（１９）の操向入力軸（８７）正逆転操作により操向入力軸（８７）芯線回りに操向入力部材（９５）と入力連結体（９６）を正逆転させる。
【００１８】
さらに、前記ステアリングコラム（７１）の下部前側に主変速軸（９９）を回転自在に軸支させ、左右方向に略水平に横架させる主変速軸（９９）の左側端をステアリングコラム（７１）の左側外方に突設させると共に、サイドコラム（７２）下方の機台（３）に回転自在に設ける中介軸（１００）に、リンク（１０１）（１０２）並びに長さ調節ターンバックル（１０３）付きロッド（１０４）を介して主変速軸（９９）を連結させる。また、図４の如く、レバー支点軸（１０５）を介して機台（３）に回転自在に支点板（１０６）を取付け、支点板（１０６）に筒軸（１０７）を介して主変速レバー（７３）基部を左右方向に揺動自在に取付けると共に、支点板（１０６）にリンク（１０８）（１０９）を介して中介軸（１００）を連結させ、主変速レバー（７３）をレバー支点軸（１０５）回りに前後方向に揺動させる変速操作によって主変速軸（９９）を正逆転させる。また、ロッド形主変速部材（１１０）及び上連結板（１１１）及び下リンク（１１２）を介して変速入力軸（９１）に主変速軸（９９）を連結させ、主変速レバー（７３）の主変速軸（９９）正逆転操作により前記操向入力部材（９５）を変速入力軸（９１）芯線回りに前後に傾動させる。
【００１９】
さらに、筒軸形の操向出力軸（１１３）を前記主変速軸（９９）に回転自在に取付け、リンク形操向出力部材（１１４）を操向出力軸（１１３）に固定させると共に、ロッド形操向結合部材（１１５）の上端部を前記入力連結体（９６）に自在継手形操向入力連結部（１１６）を介して連結させ、球関継手形操向出力連結部（１１７）を介して操向結合部材（１１５）の下端部を操向出力部材（１１４）に連結させ、走行進路を変更させる操向機構（１１８）を構成している。
【００２０】
さらに、前記操向出力軸（１１３）の上方で該軸（１１３）と略平行に変速出力軸（１１９）をステアリングコラム（７１）内部に回転自在に軸支させ、リンク形変速出力部材（１２０）を変速出力軸（１１９）に固定させると共に、ロッド形変速結合部材（１２１）の上端部を前記入力連結体（９６）に自在継手形変速入力連結部（１２２）を介して連結させ、球関継手形変速出力連結部（１２３）を介して変速結合部材（１２１）の下端部を変速出力部材（１２０）に連結させ、走行速度の変更並びに前後進の切換を行う変速機構（１２４）を構成している。
【００２１】
さらに、互に回転自在な二重軸構造の内側の操向操作軸（１２５）並びに外側の変速操作軸（１２６）をステアリングコラム（７１）の下部後側で左右幅中央の軸受部（１２７）に回転自在に取付けるもので、長さ調節自在な球関継手軸（１２８）及び変速リンク（１２９）（１３０）を介して前記変速出力軸（１１９）に変速操作軸（１２６）上端部を連結させると共に、長さ調節自在な球関継手軸（１３１）及び操向リンク（１３２）（１３３）を介して前記操向出力軸（１１３）に操向操作軸（１２５）上端部を連結させる。
【００２２】
また、前記各操作軸（１２５）（１２６）は同一軸芯上に略垂直にステアリングコラム（７１）底部に立設させ、各操作軸（１２５）（１２６）上端部をステアリングコラム（７１）内部に延設させて各出力軸（１１３）（１１９）に連結させると共に、ステアリングコラム（７１）底面下方に各操作軸（１２５）（１２６）下端部を突設させ、前記運転台（２０）の作業者搭乗ステップ（１３４）下面側に各操作軸（１２５）（１２６）下端側を延設させるもので、前記変速部材（２５）の出力制御軸（１３５）に車速制御アーム（１３６）を固定させ、ターンバックル（１３７）付き長さ調節自在車速ロッド（１３８）及び車速リンク（１３９）を介して前記変速操作軸（１２６）下端部に車速制御アーム（１３６）を連結させ、出力制御軸（１３５）の正逆転操作により第１油圧ポンプ（２３）斜板角調節を行って第１油圧モータ（２４）の回転数制御及び正逆転切換を行い、走行速度（車速）の無段階変更並びに前後進の切換を行う。また、前記操向部材（２８）の出力制御軸（１４０）に操向制御アーム（１４１）を固定させ、ターンバックル（１４２）付き長さ調節自在旋回ロッド（１４３）及び旋回リンク（１４４）を介して操向操作軸（１２５）下端部に操向制御アーム（１４１）を連結させ、出力制御軸（１４０）の正逆転操作により第２油圧ポンプ（２６）斜板角調節を行って第２油圧モータ（２７）の回転数制御及び正逆転切換を行い、操向角度（旋回半径）の無段階変更並びに左右旋回方向の切替を行う。
【００２３】
さらに、前記ステアリングコラム（７１）の右側外面にアクセルレバー（１４５）を前後方向回転自在に設け、エンジン（２１）にアクセルレバー（１４５）を連結させるアクセルワイヤ（１４６）をステアリングコラム（７１）前面内側に沿わせて下方から延出させ、アクセルレバー（１４５）によってエンジン（２１）回転数を手動調節すると共に、前記ステアリングコラム（７１）後面にメンテナンス窓（１４７）を開設させ、着脱自在な蓋（１４８）によってメンテナンス窓（１４７）を閉鎖している。
【００２４】
上記から明らかなように、変速機構（１２４）動作量に比例させて操向機構（１１８）操向量を変化させるもので、高速側走行変速によって操向量を自動的に拡大させ、かつ低速側走行変速によって操向量を自動的に縮少させ、操向ハンドル（１９）の一定量の操作によって走行速度に関係なく左右走行クローラ（２）の旋回半径を略一定に維持させ、農作業走行速度の変更並びに作物列などに機体を沿わせる進路修正などを行わせると共に、逆円錐形の変速機構（１２４）並びに操向機構（１１８）を形成し、操向操作によって操向入力軸（８７）を回転させて操向入力部材（９５）を作動させ、例えば旋回させ乍ら走行速度を減速させる動作を行わせ、変速操作によって変速入力軸（９１）を回転させて操向入力部材（９５）を作動させ、走行変速による旋回半径の拡大縮少並びに走行変速中立による旋回出力の中止などの操作を行わせる。
【００２５】
また、操向入力部材（９５）と操向結合部材（１１５）を連結させる操向入力連結部（１１６）を変速入力軸（９１）芯線上に配設させ、変速入力部材（９６）と変速結合部材（１２１）を連結させる変速入力連結部（１２２）を、変速入力軸（９１）芯線と交叉する直線（Ａ）上に配設させ、操向入力軸（８７）及び変速入力軸（９１）を中心とする操向入力部材（９５）の相対的な運動を容易に設定でき、設計及び組立及び構造の簡略化並びに動作の信頼性向上などを図れると共に、変速入力軸（９１）芯線と操向入力軸（８７）芯線が交叉する軸芯交点（Ｂ）を中心とする円周（Ｃ）上に、変速入力連結部（１２２）並びに操向入力連結部（１１６）を配設させ、操向入力部材（９５）などの構造の簡略化及びコンパクト化などを図るもので、変速出力部材（１２０）と変速結合部材（１２１）を連結させる変速出力連結部（１２３）と、操向出力部材（１１４）と操向結合部材（１１５）を連結させる操向出力連結部（１１７）を、操向入力軸（８７）芯線上に配設させ、前進時と後進時の変速切換による逆ハンドル現像を防止し、変速出力部材（１２０）及び操向出力部材（１１４）の設計及び組立及び構造の簡略化並びに動作の信頼性向上などを図ると共に、変速入力軸（９１）と操向入力軸（８７）の軸芯交点（Ｂ）に対する変速出力連結部（１２３）の距離と、操向出力連結部（１１７）の距離を異ならせ、変速出力連結部（１２３）と操向出力連結部（１１７）を同一直線（Ｄ）上で離間させることによって各連結部（１１７）（１２３）の干渉防止並びに移動範囲の設定などを容易に行え、変速結合部材（１２１）及び操向結合部材（１１５）を狭少場所に設置できるように構成している。
【００２６】
また、変速入力連結部（１１６）と、操向入力連結部（１２２）を、変速入力軸（９１）と操向入力軸（８７）の軸芯交点（Ｂ）を中心とする円周（Ｃ）上で約９０度離間させ、変速入力軸（９１）の回転によって操向入力連結部（１１６）を一定位置に維持させかつ変速入力連結部（１２２）の変位量を最大にして走行変速を行わせると共に、前記各入力連結部（１１６）（１２２）を移動させる平面上に変速入力軸（９１）を配置させる構造で各連結部（１１６）（１２２）の移動量を容易に確保し、コンパクトで機能的に操向入力部材（９５）を配置させるもので、操向入力軸（８７）回りに約９０度の範囲内で変速入力連結部（１２２）及び操向入力連結部（１１６）を移動させ、前後進切換による逆ハンドル現像の防止並びに各入力連結部（１１６）（１２２）の移動量の確保と共に、操向入力軸（８７）を回転させる操向角度に応じて変速入力連結部（１２２）を減速方向に移動させる動作と、旋回内側の走行クローラ（２）を中心に方向転換させるスピンターン動作を容易に行わせ、コンパクトな構造で機能的に構成している。また、前記スピンターン動作は、操向部材（２８）の出力により差動機構（３３）を介して左右走行クローラ（２）の一方を正転させかつもう一方を逆転させ、左右走行クローラ（２）の前後及び左右中心点回りに旋回させる動作であり、前後進走行と旋回とが同時に行われて前後進出力である変速部材（２５）の回転と旋回出力である操向部材（２８）の回転の割合により旋回半径が決定される。さらに、変速出力軸（１１９）及び操向出力軸（１１３）を変速入力軸（９１）と略平行に設け、前記各出力軸（１１３）（１１９）を複数に分割自在なケースを形成するコラム（７１）に高精度で軸支させると共に、変速入力軸（９１）並びに前記各出力軸（１１３）（１１９）を左右方向に延設させることによって機体前後方向の連結構造を容易に得られ、主変速レバー（７３）と変速入力軸（９１）の連結、並びに変速部材（２５）及び操向部材（２８）と前記出力軸（１１３）（１１９）との連結を容易に行え、操作構造の簡略化並びに取扱い性向上などを図れるように構成している。
【００２７】
さらに、図１４に示す如く、前記連係ボルト（９７）を遊嵌挿通させる位相調節長孔（１４９）を入力連結体（９６）に開設させると共に、操向入力軸（８７）芯線を中心とする同一円周上に前記長孔（１４９）を形成し、変速入力軸（９１）をボルト形基準設定部材（９８）と中立設定孔（１５０）の係合によって走行変速中立位置に固定させた状態で、操向入力部材（９５）だけを回転させ、変速入力軸（９１）に対して左右に回転させて操向入力部材（９５）の相対位置を修正するもので、操向ハンドル（１９）操作によって決定される旋回中立位置と走行速度の中立位置を設定する。また、変速入力軸（９１）を基準位置に固定させる基準設定部材（９８）を係脱自在に設け、図１４に示すボルト止め体（９８ａ）を外し、図１５のように基準設定部材（９８）先端を中立設定孔（１５０）に係入させ、走行変速の中立位置並びに操向直進位置を中立設定孔（１５０）と基準設定部材（９８）の係合によって確定し、図８及び図１１に示すジョイントナット（１２１ａ）（１１５ａ）の螺出入操作により、変速結合部材（１２１）または操向結合部材（１１５）などの連結長さを伸縮させる組立時の調整などを行い、組立作業性の向上などを図るように構成している。
【００２８】
さらに、図１６乃至図１８に示す如く、前記ギヤ（８８）は、２７０度の外周範囲に複数の歯（１５１）を形成し、９０度の外周範囲を円弧（１５２）に形成し、操向ハンドル（１９）の全回転角度を２７０度とし、左操向回転または右操向回転の角度を１３５度に設定し、操向ハンドル（１９）回転操作を片手で作業者が容易に行えるように形成する。また、前記セクタギヤ（８９）は、１３０度の外周範囲に複数の歯（１５３）を形成し、２３０度の外周範囲を円弧カム（１５４）に形成し、前記ギヤ（８８）の歯（１５１）とセクタギヤ（８９）の歯（１５３）を噛合せ、各ギヤ（８８）（８９）の最大正逆転時、前記円弧（１５２）両端のストッパ（１５５）と前記円弧カム（１５４）両端のストッパ（１５６）を当接させ、操向ハンドル（１９）の回転を規制すると共に、操向入力軸（８７）芯線回りに操向入力部材（９５）及び入力連結体（９６）を６５度の範囲で正転または逆転させ、操向入力部材（９５）が回転移動する平面上に変速入力軸（９１）及び主変速部材（１１０）上端部を配置させる空間を確保し、変速入力軸（９１）芯線上に操向入力連結部（１１６）を設ける構造、並びに同一円周上で前記各入力連結部（１１６）（１２２）を９０度離間させる構造を容易に得られ、構造のコンパクト化、設計組立の簡略化などを図れるように構成している。
【００２９】
また、前記セクタギヤ（８９）の円弧カム（１５４）中央に直進ノッチ（１５７）を形成すると共に、前記ステアリングコラム（７１）上面壁にデテント軸（１５８）を回転自在に軸支させ、デテント軸（１５８）下端部にデテントアーム（１５９）を固定させ、デテントアーム（１５９）にローラ軸（１６０）を介してデテントローラ（１６１）を回転自在に軸支させ、前記円弧カム（１５４）にデテントローラ（１６１）を当接させ、直進ノッチ（１５７）に係脱自在にデテントローラ（１６１）を係合させ、操向ハンドル（１９）を直進位置に支持させる。また、前記デテント軸（１５８）上端側にデテントレバー（１６２）を固定させ、デテント軸（１５８）に巻装させる中立バネ（１６３）の一端をデテントレバー（１６２）に係止させ、ステアリングコラム（７１）の受板（１６４）に中立バネ（１６３）の他端を当接させ、円弧カム（１５４）及び直進ノッチ（１５７）にデテントローラ（１６１）を中立バネ（１６３）によって弾圧当接させている。また、操向ハンドル（１９）の直進位置をオンオフ切換によって電気的に検出するマイクロスイッチ型直進センサ（１６５）をデテントレバー（１６２）に取付けている。
【００３０】
さらに、図１２、図１３に示す如く、前記旋回ロッド（１４３）中間部に伸縮ダンパ（１６６）を設けるもので、一方のロッド（１４３）端部に固定させるバネケース（１６７）と、他方のロッド（１４３）端部に摺動自在に係止させるバネ座（１６８）（１６９）と、バネ座（１６８）（１６９）を介して圧縮状態にロッド（１４３）に巻装させる圧縮バネ（１７０）を、前記ダンパ（１６６）に備え、操向ハンドル（１９）の操向操作による押し方向と引き方向の双方向で前記ロッド（１４３）に一定以上の押引力が作用したとき、即ち、操向ハンドル（１９）の切角１１６度（８５パーセント）操作により、操向制御アーム（１４１）が最高出力位置に移動したとき、前記バネ（１７０）が圧縮してロッド（１４３）を伸縮させ、第２油圧ポンプ（２６）を最高出力維持した状態で操向ハンドル（１９）をさらに旋回方向に回転操作させ、操向ハンドル（１９）を切角１１６度から切角１３５度まで操作するように構成している。
【００３１】
さらに、図１２、図１９、図２０に示す如く、前記車速制御アーム（１３６）にピン（１７１）を固定させ、前記ピン（１７１）を摺動自在に貫挿させる長孔（１７２）を前記車速ロッド（１３８）端部に形成し、車速ロッド（１３８）を車速制御アーム（１３６）に長孔（１７２）及びピン（１７１）を介して連結させると共に、車速制御アーム（１３６）の制御軸（１３５）と同軸上にデテントカム（１７３）を固定させ、前記カム（１７３）にデテントローラ（１７４）をバネ（１７５）によって弾圧させ、前記カム（１７３）とローラ（１７４）によって車速制御アーム（１３６）を中立位置に自動的に復動させ、前記アーム（１３６）の中立支持によって第１油圧モータ（２４）を停止維持し、かつ前記アーム（１３６）が中立で主変速レバー（７３）が中立操作位置のときに前記長孔（１７２）の長手方向の略中央にピン（１７１）を位置させ、前記ロッド（１３８）の押引による前後進変速の両方に略等しいストロークがピン（１７１）に対して形成され、前後進変速の両方で前記アーム（１３６）が略対称（正逆転）動作を行うように構成している。
【００３２】
そして、図２０に示すように、中立位置（Ｏ）の主変速レバー（７３）を変速操作して不感帯ゾーン（Ｐ）を移動させて変速開始位置（Ｑ）に移動させることにより、車速ロッド（１３８）の押引によって長孔（１７２）の長手方向端部にピン（１７１）が当接し、主変速レバー（７３）と車速制御アーム（１３６）が連結させると共に、主変速レバー（７３）をさらに変速操作して変速ゾーン（Ｒ）を移動させて変速部材（２５）の最高出力位置（Ｓ）までの間に傾倒支持させることにより、中立位置（Ｔ）の車速制御アーム（１３６）を最高出力位置（Ｓ）までの変速ゾーン（Ｒ）に主変速レバー（７３）操作量に比例させて移動させ、変速部材（２５）の第１油圧モータ（２４）を無段階に変速出力させ、左右走行クローラ（２）を等速度で同一方向に駆動して前後進させるように構成している。
【００３３】
さらに、図１４、図２１、図２２に示す如く、前記軸受部（９０）に切欠（１７６）を設けて凹部（１７７）を形成し、操向ハンドル（１９）を左旋回最大切角（１３５度）操作したとき、変速入力連結部（１２２）及び変速結合部材（１２１）を前記凹部（１７７）に入り込ませ、前記連結部（１２２）が軸受部（９０）に当接する構造に比べ、操向ハンドル（１９）を左右旋回操作したときの最大車速減速率を大きく形成するもので、操向ハンドル（１９）の直進位置（Ｕ）を中心に、連係ボルト（９７）が位相調節孔（１４９）縁に当接するまでの間に定速ゾーン（Ｖ）が形成され、操向ハンドル（１９）の切角１５度以内の操向操作によって機体中心速度を略一定に保って進路を修正する。また、操向ハンドル（１９）をさらに操向操作して旋回ゾーン（Ｗ）を移動させて操向部材（２８）の最高出力位置（Ｘ）までの操向ハンドル（１９）切角１１６度間で回転させることにより、操向ハンドル（１９）回転角度に比例して操向制御アーム（１４１）を最高出力位置（Ｘ）までの間で移動させ、操向部材（２８）の第２油圧モータ（２７）を無段階に変速出力させ、左右走行クローラ（２）の速度差を無段階に変更させると共に、操向ハンドル（１９）回転角度に比例して車速ロッド（１３８）及び車速制御アーム（１３６）を変速中立方向に復動させ、左右走行クローラ（２）の走行速度を無段階に減速させ、操向ハンドル（１９）切角を大きくすることにより、旋回半径が小さくなり、走行速度が遅くなり、左右旋回動作が行われる。また、切角１１６度の操向ハンドル（１９）をさらに操向操作してスピンターンゾーン（Ｙ）内を切角１３５度の最大操向位置（Ｚ）までの間に回転させることにより、ダンパ（１６６）の伸縮吸収動作によって旋回ロッド（１４３）（連結長さ）を伸縮させ、操向制御アーム（１４１）を最高出力位置（Ｘ）に維持した状態で、車速ロッド（１３８）及び車速制御アーム（１３６）をさらに変速中立方向に復動させ、左右走行クローラ（２）の左右幅中間に形成される旋回中心回りに方向転換するスピンターン動作が行われるように構成している。
【００３４】
また、図１９、図２０、図２２のように、車速ロッド（１３８）と車速制御アーム（１３６）を長孔（１７２）によって連結させ、主変速レバー（７３）の変速操作ストローク（Ｌ）を実変速ストロークよりも大きく形成すると共に、変速入力連結部（１２２）の左旋回方向に設ける軸受部（９０）に凹部（１７７）を形成して前記連結部（１２２）を凹部（１７７）に出入させ、主変速レバー（７３）最大出力操作時に操向ハンドル（１９）最大切角（１３５度）で車速減速率を２５パーセントに設定し、前記変速機構（１２４）によって減速率を４０パーセントまで下げたのに対し、さらに減速率を上げて２５パーセントまで減速させ、スピンターン動作を行わせ、圃場枕地で機体を約１８０度方向転換させて次の未刈り穀稈刈取り工程に移動させるように構成している。なお、図２２のように、主変速レバー（７３）最大出力時、操向ハンドル（１９）の切角１１６度でダンパ（１６６）が作動して操向部材（２８）が最高出力維持されると、操向ハンドル（１９）の切角１１６度乃至１３５度の範囲で左右走行クローラ（２）の減速率が略等しく保たれるもので、操向ハンドル（１９）の切角１１６度の位置で左右走行クローラ（２）速度差が最大となり、操向ハンドル（１９）の切角１１６度乃至１３５度の範囲で、左右走行クローラ（２）の速度差が略一定に維持され、走行速度がハンドル（１９）切角に比例して減速される。
【００３５】
また、操向ハンドル（１９）による車速制御アーム（１３６）の減速動作量を多くして減速率を大きく形成し、スピンターン動作に必要な減速率を容易に得られて圃場枕地での方向転換機能の向上などを図るもので、車速制御アーム（１３６）と車速ロッド（１３８）を長孔（１７２）とピン（１７１）によって連結させ、長孔（１７２）及びピン（１７１）の大きさによって車速ロッド（１３８）の操作量または車速制御アーム（１３６）の減速動作量などを容易に決定でき、変速部材（２５）及び操向部材（２８）の出力特性並びに操向ハンドル（１９）の減速制御動作などの考慮を容易に行え、車速ロッド（１３８）取付け構造の簡略化、並びに組立作業など取扱い性向上、並びに製造コストの低減などを図れるように構成している。
【００３６】
さらに、前記主変速レバー（７３）の不感帯ゾーン（Ｐ）の操作によって前記入力部材（９５）（９６）を変速入力軸（９１）回りに中立位置（Ｐ）から変速開始位置（Ｑ）に移行させ、操向ハンドル（１９）の直進位置を中心とする定速ゾーン（Ｖ）でのハンドル（１９）切角に対する操向制御アーム（１４１）の動作比を大きくし、主変速レバー（７３）を変速ゾーン（Ｒ）に移行させて微速走行させたとき、操向ハンドル（１９）の定速ゾーン（Ｖ）での操作で、操向制御アーム（１４１）の動作量を多くし、操向部材（２８）の第２油圧ポンプ（２６）の回転変化率をハンドル（１９）切角変化に対して大きくし、第２油圧ポンプ（２６）の微速出力での旋回動作時間を短縮し、前記モータ（２７）微速出力域で旋回動作が行われるのを阻止し、主変速レバー（７３）微速走行状態での操向ハンドル（１９）による旋回動作が第２油圧ポンプ（２６）出力を一定以上大きくして行われるように構成している。このように、第２油圧ポンプ（２６）の微速回転出力での旋回動作を防ぐことにより、第２油圧ポンプ（２６）が微速出力域で低効率であっても、第２油圧ポンプ（２６）の出力を一定以上確保して旋回動作を行わせることができる。また、主変速レバー（７３）の変速操作により、操向ハンドル（１９）による操向部材（２８）の制御が一定以上の旋回力を確保して開始されるように設定した後、走行変速動作を遅れて開始させ、微速移動時の操向部材（２８）の旋回力不足を防止し得、操向部材（２８）など製造コストの低減並びに左右走行クローラ（２）の旋回性能向上などを図るもので、主変速レバー（７３）の操作により、変速入力軸（９１）芯線回りに操向及び変速入力部材（９５）（９６）を一定角度回転させた後、各入力部材（９５）（９６）が変速部材（２５）に連結されて変速部材（２５）を作動させ、変速操作によって各入力部材（９５）（９６）を操向動作状態に移動させた後で変速部材（２５）から出力させて走行クローラ（２）を駆動するから、走行出力が小さい微速移動時でも、操向ハンドル（１９）の操向操作による操向部材（２８）の制御量を多くして必要な旋回力を確保し、微速移動時の旋回性能の向上などを図れるように構成している。
【００３７】
そして、前記主変速レバー（７３）が中立のとき、操向ハンドル（１９）の正転（逆転）操作により、操向入力軸（８７）芯線回りに前記各入力部材（９５）（９６）及び各結合部材（１１５）（１２１）が円錐軌跡上で移動し、前記各出力部材（１１４）（１２０）及び各出力軸（１１３）（１１９）が停止した状態が維持される。また、主変速レバー（７３）を前方（後方）に倒す前進（後進）操作により、前記各入力部材（９５）（９６）が変速入力軸（９１）芯線回りに前方（後方）に傾き、操向入力連結部（１１６）が一定位置に停止した状態を維持し乍ら、変速入力連結部（１２２）を上方（下方）に移動させ、変速出力部材（１２０）の上方（下方）揺動によって変速出力軸（１１９）を正転（逆転）させ、変速部材（２３）の第１油圧ポンプ（２３）の斜板角切換によって第１油圧モータ（２４）を正転（逆転）させ、第１油圧モータ（２４）の出力軸（３１）の正転（逆転）によって左右走行クローラ（２）を前進（後進）駆動する。また、主変速レバー（７３）の倒し角に比例して出力軸（３１）の回転数が変化し、走行クローラ（２）の前進（後進）速度が無段階に変速される。
【００３８】
さらに、主変速レバー（７３）を前方（後方）に倒して前進（後進）操作を行っている状態下で、操向ハンドル（１９）を左方向（右方向）に回転させることにより、変速入力軸（９１）芯線回りに操向入力部材（９５）が前方（後方）に傾いた姿勢で操向入力軸（８７）芯線回りに正転（逆転）し、操向入力連結部（１１６）が下方（上方）に移動し、操向出力部材（１１４）の下方（上方）揺動によって操向出力軸（１１３）を正転（逆転）させ、操向部材（２８）の第２油圧ポンプ（２６）の斜板角切換によって第２油圧モータ（２７）を正転（逆転）させ、第２油圧モータ（２７）の出力軸（６８）の正転（逆転）により、左走行クローラ（２）を減速（増速）させ、かつ右走行クローラ（２）を増速（減速）させ、左方向（右方向）に機体を旋回させて左方向（右方向）に進路を修正する。また、前記の進路修正動作と同時に、操向ハンドル（１９）の左方向（右方向）回転により、変速入力軸（９１）芯線回りに変速入力部材（９６）が前方（後方）に傾いた状態で操向入力軸（８７）芯線回りに正転（逆転）し、変速入力連結部（１２２）が下方（上方）に移動し、変速出力部材（１２０）の下方（上方）揺動によって変速出力軸（１１９）を逆転（正転）させ、変速部材（２５）を中立方向に戻す制御を行って出力軸（３１）の回転数を低下させ、走行速度（車速）を減速させる。このように、走行移動中の操向ハンドル（１９）の左右操向操作により、操向ハンドル（１９）の回転角度に比例して、進路を修正する旋回半径（角度）と、走行速度の減速量が変化し、操向ハンドル（１９）を大きく回転させることによって左右走行クローラ（２）の速度差を大きくして旋回半径を小さくすると同時に、走行速度の減速量が多くなって車速が遅くなると共に、前進時と後進時とでは、操向ハンドル（１９）の回転に対して旋回入力連結部（１１６）の動きを逆方向にし、前後進の何れにおいても操向ハンドル（１９）の回動操作方向と機体の旋回方向とを一致させ、回転操作する丸形の操向ハンドル（１９）の回転操作によって例えばトラクタまたは田植機など四輪自動車と同様の運転感覚で進路修正及び方向転換などを行う。
【００３９】
さらに、図２２は機体の左右旋回時における操向ハンドル（１９）の切れ角と左右走行クローラ（２）の速度の関係を示すもので、ハンドル（１９）の切れ角が大となる程左右走行クローラ（２）の速度差は大となると共に、左右走行クローラ（２）の平均速度となる機体中心速度も副変速レバー（７４）の走行速度（高速・標準・低速）状態に応じて減速される。直進位置の操向ハンドル（１９）を左方向（右方向）に約１５度回転させる刈取り進路修正範囲では、操向入力部材（９５）の回転に対して変速入力連結部（１２２）が略接線方向に移動し、変速出力部材（１２０）が直進と略同一位置に維持されると共に、操向部材（２８）の第２油圧ポンプ（２６）によって第２油圧モータ（２７）を正転（逆転）させる操向出力によって左方向（右方向）に旋回させ、未刈り穀稈（作物）列の湾曲に合せる進路修正を行う。このとき、旋回内側の走行クローラ（２）の減速量と、旋回外側の走行クローラ（２）の増速量が略等しくなり、機体中心速度が直進と略同一速度に保たれる。また、操向ハンドル（１９）を直進位置から１５度以上回転させると、操向入力部材（９５）の回転によって変速結合部材（１２１）が押引動作され、変速出力部材（１２０）が左旋回及び右旋回のいずれでも減速動作し、第１油圧ポンプ（２３）及びモータ（２４）の走行変速出力を減速させ、左右走行クローラ（２）（２）を同一方向に回転駆動させて前進（または後進）させ、左右走行クローラ（２）（２）の走行速度差により左方向（右方向）に旋回するブレーキターン動作を行わせ、未刈り穀稈（作物）列から外れたときに元の列に戻したり隣の列に移動させる進路修正を行う。さらに、操向ハンドル（１９）を約１１６度回転させると、ダンパ（１６６）が作動して旋回出力が最高出力維持され、１３５度の切角範囲で機体中心速度が直進時の約４分の１に減速され、旋回内側の走行クローラ（２）が逆転駆動され、左右走行クローラ（２）の間の旋回中心回りに機体が旋回するスピンターン動作が行われ、左右走行クローラ（２）の左右幅だけ旋回方向にずらせて機体を１８０度方向転換させるもので、ハンドル切角０度からハンドル切角１３５度の範囲で操向ハンドル（１９）を回転させて左または右方向の旋回操作を行い、直進位置を中心とした左右１５度のハンドル（１９）回転範囲で未刈り穀稈（作物）列に沿って移動する条合せ進路修正を、直進時の走行速度を維持し乍ら行うと共に、左右１１６度乃至１３５度のハンドル（１９）回転により、旋回部材（２８）を最高出力維持し乍ら、圃場枕地で機体を方向転換させて次作業工程に移動させるスピンターン動作を、直進時の約４分の１の走行速度（減速率２５パーセント）に自動的に減速して行う。
【００４０】
さらに、図１１、図２３乃至図２６に示す如く、前記変速出力軸（１１９）に筒形の減速出力軸（１７８）と直結出力軸（１７９）を回転自在に軸支させ、減速出力軸（１７８）に変速出力部材（１２０）を固定させ、また変速出力軸（１１９）の一端側に変速リンク（１２９）を固定させると共に、前記主変速軸（９９）にボス（１８１）を介して直結入力リンク（１８２）を固定させ、前記直結出力軸（１７９）に直結出力リンク（１８３）を固定させ、入力リンク（１８２）の軸（１８４）に設けるローラ（１８５）を出力リンク（１８３）の長孔（１８６）に摺動自在に嵌入させ、各リンク（１８２）（１８３）を介して主変速軸（９９）に直結出力軸（１７９）を連結させ、各軸（９９）（１７９）を連動回転させる。
【００４１】
また、前記変速出力軸（１１９）の中空に切換スプール（１８７）を出入自在に挿入させ、変速出力軸（１１９）に係止させるクラッチピン（１８８）をスプール（１８７）挿入端部に固定させると共に、前記クラッチピン（１８８）を係脱自在に係止させるノッチ（１８９）（１９０）を前記減速出力軸（１７８）及び直結出力軸（１７９）に夫々形成し、スプール（１８７）の出入操作によりクラッチピン（１８８）及びノッチ（１８９）（１９０）を介して減速出力軸（１７８）または直結出力軸（１７９）のいずれか一方を変速出力軸（１１９）に択一的に連結させる。
【００４２】
また、前記スプール（１８７）の挿入端部と変速出力軸（１１９）間に圧縮バネ（１９１）を介設して、常時はクラッチピン（１８８）をノッチ（１８９）に係合維持させると共に、スプール（１８７）の突出端にクラッチ操作バネ（１９２）の一端側を係合連結させ、前記ステアリングコラム（７１）左外側の軸受台（１９３）に前後方向に長手の回動軸（１９４）を回動自在に支持させ、該回動軸（１９４）の中間部にボルト（１９５）を介し取外し自在にバネ（１９２）の他端側を固定させる。そして前記回動軸（１９４）の後端を固設するペダル板（１９６）をステアリングコラム（７１）の裏面を沿わせてコラム（７１）の右外側に突出させて、このペダル板（１９６）の他端に切換ペダル（１９７）を固設させ、切換ペダル（１９７）を押込み操作するとき回動軸（１９４）及び操作バネ（１９２）を介してクラッチピン（１８８）を減速側のノッチ（１８９）より直結側のノッチ（１９０）に切換えて係合保持させるように構成している。また圧縮バネ（１９１）と操作バネ（１９２）との関係は、ペダル（１９７）の自由状態時には、圧縮バネ（１９１）の押付力＞操作バネ（１９２）の押付力、ペダル（１９７）の押込み操作時には、圧縮バネ（１９１）の押付力＜操作バネ（１９２）の押付力の関係を維持させるものである。そして前記ステアリングコラム（７１）の右外側面には、切換ペダル（１９７）を押し込んで下動させたときにペダル（１９７）先端に係合させるロック板（１９８）を設けて、圃場全体が超湿田の場合などには切換ペダル（１９７）を押し込んだ状態でロック板（１９８）によって位置保持させて作業性を向上させるように構成している。
【００４３】
上記から明らかなように、主変速レバー（７３）からの変速操作出力を主変速軸（９９）で２つに分け、一方の出力をハンドル（１９）角度に応じた車速減速出力として出力部材（１２０）から変速出力軸（１１９）上の減速出力軸（１７８）を介して変速リンク（１２９）に伝え、もう一方の出力を出力リンク（１８３）から変速出力軸（１１９）上の直結出力軸（１７９）を介して変速リンク（１２９）に伝え、前記の２つの変速出力を変速出力軸（１１９）上で選択していずれか一方によって第１油圧ポンプ（２３）を変速制御するもので、走行変速レバーである主変速レバー（７３）の操作によって左右走行クローラ（２）の駆動速度を無段階に変更する走行変速部材（２５）と、操向ハンドル（１９）の操作によって左右走行クローラ（２）の駆動速度の差を無段階に変更する操向部材（２８）とを備えた移動農機において、主変速レバー（７３）の操作量によって決定される車速を操向ハンドル（１９）の操作量に比例して、減速させる旋回減速手段である減速出力軸（１７８）と、操向ハンドル（１９）に関係なく主変速レバー（７３）の操作のみで車速を変速する旋回非減速手段である直結出力軸（１７９）とを設けると共に、これら減速及び直結出力軸（１７８）（１７９）に切換える減速及び非減速切換手段である切換スプール（１８７）を設けることによって、路上或いは乾田などでは操向操作量に応じて車速を減速させて機敏な機体の旋回を行う一方、湿田或いは泥土面などでは車速を減速させることなく略保った状態で滑らかな旋回フィーリングによる機体の旋回を行って、乾田或いは湿田など混在する圃場においても最適の旋回特性に容易に切換えて良好に作業を行うものである。
【００４４】
また、切換手段に切換スプール（１８７）を用いて、切換スプール（１８７）の摺動切換操作によって減速出力軸（１７８）及び直結出力軸（１７９）の出力の切換えを行うことによって、制御構造を組み換えるなどの構造の複雑さもなく、機体内にコンパクトに組込んで操作も容易な構成のもので、乾田或いは湿田など何れの圃場においても最適の旋回特性に容易に切換えて良好に作業を行うものである。
【００４５】
さらに、切換スプール（１８７）を切換動作させるペダル（１９７）を設け、ペダル（１９７）の押込み操作によって減速出力軸（１７８）及び直結出力軸（１７９）の出力の切換えを行うことによって、乾田或いは湿田が多く混在して切換操作の頻度も極めて高い圃場条件においても、運転席（２０）近傍などにペダル（１９７）を配設して、運転作業中も容易に操作して、最適の旋回特性で良好に作業を行うものである。
【００４６】
また、ペダル（１９７）から足を離すだけで、旋回減速モードに切換わるため、路上或いは乾田などでの操作性を向上させることができると共に、ペダル（１９７）を押込んで旋回非減速モードに切換える場合にはバネ（１９１）（１９２）を介するため、足の異常な踏力などによるスプール（１８７）・ピン（１８８）・出力軸（１７８）（１７９）など切換部材に対する悪影響を抑えて、これらの破損を防止することができる。
【００４７】
【発明の効果】
以上実施から明らかなように本発明は、主変速レバーの操作によって左右走行クローラの駆動速度を無段階に変更する走行変速部材と、操向ハンドルの操作によって左右走行クローラの駆動速度の差を無段階に変更する操向部材とを備えた移動農機において、主変速レバーの操作量によって決定される車速を操向ハンドルの操作量に比例して減速させる旋回減速手段と、操向ハンドルに関係なく主変速レバーの操作のみで車速を変速する非減速切換手段とを設け、走行速度の変更並びに前後進の切換を行う変速機構の変速出力軸に、前記旋回減速手段の筒形の減速出力軸と前記非減速切換手段の筒形の直結出力軸とを回転自在に軸支させるとともに、該変速出力軸の中空に切換スプールを出入自在に挿入させ、前記減速出力軸と直結出力軸に、前記変速出力軸に係止させたクラッチピンを係止するノッチをそれぞれ設けて、前記切換スプールの出入操作によりいずれか一方のノッチにクラッチピンを係止させて、変速出力軸に減速出力軸または直結出力軸のいずれか一方を択一的に連結させるようにしたことにより、路上或いは乾田などでは操向操作量に応じて車速を減速させて機敏な機体の旋回を行う一方、湿田或いは泥土面などでは車速を減速させることなく略保った状態で滑らかな旋回フィーリングによる機体の旋回を行って、乾田或いは湿田など混在する圃場においても最適の旋回特性に容易に切換えて良好に作業を行うことができるものである。
【００４８】
また、切換スプールの摺動切換操作によって減速及び非減速手段の切換を行うものであるから、機体内にコンパクトに組込んで操作も容易な構成のもので、乾田或いは湿田など何れの圃場においても最適の旋回特性に良好に切換えて作業を行うことができるものである。
【図面の簡単な説明】
【図１】コンバインの全体側面図。
【図２】コンバインの全体平面図。
【図３】ミッション駆動系の説明図。
【図４】走行変速及び操向操作部の説明斜視図。
【図５】同部の作動説明図。
【図６】ステアリングコラムの側面図。
【図７】同上部拡大側面図。
【図８】同下部拡大側面図。
【図９】ステアリングコラムの正面図。
【図１０】同上部拡大正面図。
【図１１】同下部拡大正面図。
【図１２】図４の平面説明図。
【図１３】同拡大図。
【図１４】ステアリングコラム横断面図。
【図１５】設定操作説明図。
【図１６】ステアリングコラム上部の部分平面図。
【図１７】同部分図。
【図１８】図１６の作動説明図。
【図１９】変速部材作動説明図。
【図２０】主変速動作説明図。
【図２１】操向動作説明図。
【図２２】主変速と操向ハンドル操作を示す線図。
【図２３】走行変速出力切換部の正面説明図。
【図２４】ペダル部の正面説明図。
【図２５】ペダル部の側面説明図。
【図２６】走行変速出力切換部の説明図。
【符号の説明】
（２） 走行クローラ
（１９） 操向ハンドル
（２５） 変速部材
（２８） 操向部材
（７３） 変速レバー
（１７８） 減速出力軸（旋回減速手段）
（１７９） 直結出力軸（旋回非減速手段）
（１８７） 切換スプール
（１９７） ペダル[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a mobile agricultural machine such as a combine or a tilling tractor or a field management vehicle that continuously harvests and thresh cereals in a field.
[0002]
[Problems to be solved by the invention]
Conventionally, the traveling hydraulic continuously variable transmission mechanism that drives the left and right traveling crawlers by operating the traveling shift lever is changed steplessly to change the vehicle speed, and the difference in the driving speed of the left and right traveling crawlers is eliminated by operating the steering handle. There is a technology that changes the course of travel by changing the stage. However, the steering speed of the steering wheel only keeps the vehicle speed constant when driving straight and when turning, and it is necessary to perform a deceleration operation with the travel shift lever when performing a spin turn operation with a small turning radius. Yes, it is necessary to perform both the steering handle operation and the travel shift lever operation when changing the direction at the field headland. Therefore, by automatically decelerating the vehicle speed in conjunction with the steering wheel operation and automatically increasing to the original vehicle speed in conjunction with the steering wheel operation to return to straight running, the spin turn can be performed only by the steering wheel operation. It can be performed by decelerating the operation to the appropriate vehicle speed, and it can save troublesome traveling speed change operation, but there is a problem that the work efficiency decreases due to deceleration when working without spin turn, and traveling performance due to deceleration when working in wet fields There is a problem that decreases. In addition, if the reduction ratio of the vehicle speed with respect to the steering handle operation amount is reduced, there is a problem that a turning operation that is quick on the road or in the dry field cannot be obtained, and the direction change (spin turn) performance particularly in the dry field operation is deteriorated.
[0003]
[Means for Solving the Problems]
  However, the present inventionmainA travel transmission member that changes the driving speed of the left and right traveling crawlers steplessly by operating the shift lever and a steering member that changes the difference of the driving speeds of the left and right traveling crawlers steplessly by operating the steering handle In agricultural machinery,mainThe turning speed reducing means that decelerates the vehicle speed determined by the operation amount of the shift lever in proportion to the operation amount of the steering handle, regardless of the steering handlemainNon-deceleration switching means for shifting the vehicle speed only by operating the shift leverRotating the cylindrical deceleration output shaft of the turning deceleration means and the cylindrical direct output shaft of the non-deceleration switching means on the transmission output shaft of the speed change mechanism that changes the traveling speed and switches between forward and backward travel A notch for locking the clutch pin locked to the speed change output shaft on the speed reduction output shaft and the direct output shaft is inserted into the hollow of the speed change output shaft so that the switching spool can be freely inserted and removed. Each is provided, and a clutch pin is locked to one of the notches by an operation of entering and exiting the switching spool, and either the deceleration output shaft or the direct output shaft is selectively connected to the speed change output shaft.A mobile agricultural machine characterized byIs to provide.
[0006]
DETAILED DESCRIPTION OF THE INVENTION
Embodiments of the present invention will be described below in detail with reference to the drawings. 1 is an overall side view of the combine, and FIG. 2 is a plan view thereof. In FIG. 1, (1) is a track frame on which a pair of left and right traveling crawlers (2) are installed, and (3) is the track frame (1). A machine base to be installed, (4) is a threshing section that stretches the feed chain (5) to the left and incorporates a handling cylinder (6) and a processing cylinder (7), (8) is a cutting blade (9) and grains A cutting part provided with a reed transport mechanism (10), (11) is a hydraulic cylinder that raises and lowers the reeding part (8) via a cutting frame (12), and (13) is a discharge part that faces the end of the waste chain (14). A cocoon processing unit, (15) is a cereal tank that carries the grain from the threshing unit (4) through the milling cylinder (16), and (17) carries the cereal of the tank (15) out of the machine. A discharge auger (18) is a cab with a round steering handle (19) and a driver seat (20), (2 ) Is an engine provided in the driver's seat (20) downward, and configured to threshing continuously harvests culms.
[0007]
Further, as shown in FIG. 3, the transmission case (22) for driving the traveling crawler (2) includes a pair of first hydraulic pump (23) and first hydraulic motor (24) for traveling main transmission. A speed change member (25) forming a hydraulic continuously variable transmission mechanism, a pair of second hydraulic pump (26) and a second hydraulic motor (27) are provided to form a hydraulic continuously variable transmission mechanism for turning. Direction member (28), and input shafts (29a) (29b) of the first and second hydraulic pumps (23), (26) to the output shaft (21a) of the engine (21). 30b) and the hydraulic pumps (23) and (26) are driven.
[0008]
Further, the drive wheels (34) of the left and right traveling crawler (2) are interlockedly connected to the output shaft (31) of the first hydraulic motor (24) via the subtransmission mechanism (32) and the differential mechanism (33). The differential mechanism (33) has a pair of symmetrical planetary gear mechanisms (35) (35), and each planetary gear mechanism (35) includes one sun gear (36) and the sun gear ( 36) three planetary gears (37) meshing with the outer periphery of the ring 36, and a ring gear (38) meshing with these planetary gears (37).
[0009]
The planetary gear (37) is rotatably supported by the carrier (41) of the carrier shaft (40) coaxial with the sun gear shaft (39), and the left and right sun gears (36) (36) are sandwiched between the left and right carriers. The ring gear (38) has an inner tooth (38a) that meshes with each planetary gear (37) and is arranged on the same axis as the sun gear shaft (39), so that the carrier shaft (40 The carrier shaft (40) is extended to form an axle to support the drive wheel (34).
[0010]
The traveling hydraulic continuously variable transmission member (25) controls forward / reverse rotation and rotation speed of the first hydraulic motor (24) by adjusting and changing the angle of the rotary swash plate of the first hydraulic pump (23). Therefore, the rotation output of the first hydraulic motor (24) is transmitted from the transmission gear (42) of the output shaft (31) via the gears (43) (44) (45) and the auxiliary transmission mechanism (32) to the sun gear shaft. The sun gear (36) is rotated by being transmitted to the center gear (46) fixed to (39). The sub-transmission mechanism (32) includes a sub-transmission shaft (47) having the gear (44) and a parking brake shaft (49) having a gear (48) meshing with the center gear (46) via the gear (45). ), And a pair of low speed gears (50) (51), medium speed gears (52) (53), and high speed gears (54) between the auxiliary transmission shaft (47) and the brake shaft (49). (48) is provided, and the sub-shift is switched between low speed, medium speed, and high speed by the sliding operation of the low and medium speed slider (55) and the high speed slider (56). There is neutrality between low speed and medium speed and between medium speed and high speed. In addition, a parking brake (57) is provided on the brake shaft (49), and gears (59) (60) and a one-way clutch (61) are provided on a cutting PTO shaft (58) that transmits rotational force to the cutting portion (8). The sub-transmission shaft (47) is coupled to the cutting part (8) at the vehicle speed synchronization speed.
[0011]
As described above, the driving force from the first hydraulic motor (24) transmitted to the sun gear shaft (39) via the center gear (46) is transmitted to the left and right carrier shafts (40) via the left and right planetary gear mechanisms (35). ) And the rotation transmitted to the left and right carrier shafts (40) to the left and right drive wheels (34), respectively, to drive the left and right traveling crawler (2).
[0012]
Further, the steering member (28) formed by the turning hydraulic continuously variable transmission mechanism is configured to rotate the second hydraulic motor (27) forward and backward by adjusting the angle of the rotary swash plate of the second hydraulic pump (26). The rotation speed is controlled by a brake shaft (63) having a steering output brake (62), a clutch shaft (65) having a steering output clutch (64), and the left and right ring gears (38). Left and right input gears (66) and (67) that are always meshed with the teeth (38b) are provided, and the output shaft (68) of the second hydraulic motor (27) is connected to the output shaft (68) via the brake shaft (63) and the steering output clutch (64). The clutch shaft (65) is connected, the right input gear (67) is connected to the clutch shaft (65) via the forward rotation gear (69), and the forward rotation gear (69) and the reverse rotation are connected to the clutch shaft (65). The left input gear (66 through the gear (70) And by connecting the. Then, the brake (62) is turned on and the clutch (64) is turned off by the neutral of the auxiliary transmission sliders (55) and (56), while the brake (62) is turned off and the clutch is turned off at the time of the auxiliary transmission other than the neutral. (64) is turned on, the rotational force of the motor (27) is transmitted to the external teeth (38b) of the right ring gear (38) via the forward rotation gear (69), and the external teeth (38b) of the left ring gear (38) ) Is transmitted to the rotation of the motor (27) via the forward rotation gear (69) and the reverse rotation gear (70), and when the second hydraulic motor (27) rotates forward (reverse rotation), the left ring gear (38 ) In the reverse direction (forward rotation) and the right ring gear (38) in the forward direction (reverse rotation).
[0013]
Thus, when the traveling first hydraulic motor (24) is driven in a state where the second hydraulic motor (27) for turning is stopped and the left and right ring gears (38) are stationary and fixed, the first hydraulic motor ( The rotational output from 24) is transmitted from the center gear (46) to the left and right sun gears (36) at the same rotational speed, and the left and right traveling crawlers are transmitted via the planetary gear (37) and carrier (41) of the left and right planetary gear mechanism (35). (2) is driven at the same rotational speed in the same rotational direction on the left and right, and the machine body travels straight forward and backward. On the other hand, when the second hydraulic motor (27) for rotation is driven to rotate in the forward and reverse directions with the first hydraulic motor (24) for traveling stopped and the left and right sun gears (36) stationary and fixed, the planet on the left side The gear mechanism (35) rotates forward or backward, and the right planetary gear mechanism (35) rotates backward or forward, driving the left and right traveling crawler (2) in the reverse direction and turning the aircraft to the left or right. Further, by driving the second hydraulic motor (27) for turning while driving the first hydraulic motor (24) for traveling, the aircraft turns left and right to correct the course. The turning radius is determined by the output rotational speed of the second hydraulic motor (27).
[0014]
Further, as shown in FIGS. 2 and 4 to 13, a steering column (71) is vertically fixed on the upper surface of the front portion of the cab (18), and a steering handle (19) is disposed on the upper surface of the steering column (71). ) Rotatably mounted around the vertical axis, a side column (72) is provided on the left side of the cab (18), a transmission (22) is disposed below the side column (72), a main transmission lever (73), The auxiliary transmission lever (74), the cutting clutch lever (75), and the threshing clutch lever (76) are attached to the side column (72). The steering column (71) is formed by molding an aluminum alloy casting, and is formed into a box shape by fastening with a plurality of bolts (77) in a split structure that can be divided into left and right.
[0015]
Further, a tilt base (78) is integrally formed on the steering column (71), and a tilt bracket (80) is rotatably supported on the tilt base (78) via a fulcrum bolt (79). The tilt bracket (80) is fixed by 81) so that the angle can be adjusted. The lower part of the shaft case (82) is integrally fixed to the tilt bracket (80), the shaft case (82) is extended above the upper surface cover (83) to be fixed to the upper surface of the column (71), and the shaft case (82) is disposed inside. The upper handle shaft (84) is rotatably supported, the steering handle (19) is fixed to the upper end of the upper handle shaft (84), and the handle (19) around the fulcrum bolt (79) is operated by the tilt lever (81). Is moved and adjusted in the front-rear direction to be supported at a fixed position, and the handle (19) mounting position is adjusted in the front-rear direction to be fixed at a position that is easy for the operator to operate.
[0016]
Further, the upper end side of the lower handle shaft (86) is connected to the lower end portion of the upper handle shaft (84) via a universal joint (85) so that the lower handle shaft (86) can be rotated to the upper portion of the steering column (71). The upper end of the steering input shaft (87) is rotatably supported on the upper part of the steering column (71), and the gear (88) of the lower handle shaft (86) and the sector gear of the steering input shaft (87) are supported. (89) is engaged to connect the shafts (86) and (87), and the steering input shaft (87) is extended in the vertical direction substantially at the center inside the steering column (71).
[0017]
Further, the bearing member (90) is detachably fixed to the left side surface of the steering column (71) at approximately the middle in the vertical direction, and one end of the transmission input shaft (91) is attached to the bearing member (90) with the bearing (92). The shift input shaft (91) is pivotally supported in the left-right direction substantially horizontally and at the lower end of the steering input shaft (87) via the universal joint (93). ) The upper end side is connected, the steering input member (95) is fixed to the input fulcrum shaft (94), the steering input member (95) is rotatably attached to the transmission input shaft (91), and the steering input member The input coupling body (96) is detachably fixed to (95), the steering input member (95) and the input coupling body (96) are coupled by the linkage bolt (97), and the transmission input shaft (91) is coupled. Steering input member via bearing (95a) 95) rotatably is pivotally supported and is rotatably supported steering input member (95) steering input shaft (87) around. Further, the steering input member (95) is rotated forward and backward around the core line of the substantially vertical input shaft (87) by forward / reverse rotation of the steering input shaft (87), and substantially by forward / reverse rotation of the speed change input shaft (91). The input fulcrum shaft (94) and the steering input member (95) are tilted in the front-rear direction around the horizontal input shaft (91) core wire in the horizontal direction. The vertical steering input shaft (87) core wire and the horizontal A universal joint (93) is attached to the intersection where the direction change input shaft (91) core wire crosses at right angles, and the steering input shaft (87) core wire is operated by the steering input shaft (87) forward / reverse operation of the steering handle (19). The steering input member (95) and the input connector (96) are rotated forward and backward.
[0018]
Further, the main transmission shaft (99) is rotatably supported on the lower front side of the steering column (71), and the left end of the main transmission shaft (99) horizontally mounted in the horizontal direction is connected to the steering column (71). And a link (101) (102) and a length-adjusting turnbuckle (103) on a central shaft (100) that is rotatably provided on the machine base (3) below the side column (72). The main transmission shaft (99) is connected through the attached rod (104). Further, as shown in FIG. 4, a fulcrum plate (106) is rotatably attached to the machine base (3) via a lever fulcrum shaft (105), and the main transmission lever is attached to the fulcrum plate (106) via a cylindrical shaft (107). (73) The base is pivotably mounted in the left-right direction, and the intermediate shaft (100) is connected to the fulcrum plate (106) via the links (108) (109), and the main transmission lever (73) is connected to the lever fulcrum shaft. (105) The main transmission shaft (99) is rotated in the forward and reverse directions by a speed change operation that swings back and forth in the forward and backward directions. The main transmission shaft (99) is connected to the transmission input shaft (91) via the rod-shaped main transmission member (110), the upper connecting plate (111), and the lower link (112), and the main transmission lever (73) is connected. The steering input member (95) is tilted back and forth around the core line of the transmission input shaft (91) by forward / reverse operation of the main transmission shaft (99).
[0019]
Further, a cylindrical shaft-shaped steering output shaft (113) is rotatably attached to the main transmission shaft (99), the link-type steering output member (114) is fixed to the steering output shaft (113), and the rod An upper end portion of the shape steering coupling member (115) is connected to the input connector (96) via a universal joint type steering input connection portion (116), and a ball joint type steering output connection portion (117) is connected. The steering coupling member (115) is connected to the steering output member (114) through the steering coupling member (115), thereby constituting the steering mechanism (118) for changing the traveling path.
[0020]
Further, a shift output shaft (119) is rotatably supported inside the steering column (71) above the steering output shaft (113) and substantially in parallel with the shaft (113), so that a link type shift output member (120 ) Is fixed to the transmission output shaft (119), and the upper end of the rod-shaped transmission coupling member (121) is coupled to the input coupling body (96) via the universal coupling type transmission input coupling section (122). A transmission mechanism (124) for connecting the lower end portion of the transmission coupling member (121) to the transmission output member (120) via the joint-type transmission output connecting portion (123) and changing the traveling speed and switching between forward and backward travel. It is composed.
[0021]
Further, the inner steering operation shaft (125) and the outer speed change operation shaft (126) of the double shaft structure which can rotate with each other are connected to the bearing portion (127) at the center of the left and right width on the lower rear side of the steering column (71). The speed change operation shaft (126) upper end is connected to the speed change output shaft (119) via a ball joint shaft (128) and speed change links (129) (130) of which the length is adjustable. At the same time, the upper end portion of the steering operation shaft (125) is connected to the steering output shaft (113) through the ball joint shaft (131) and the steering links (132) (133) that are adjustable in length.
[0022]
The operation shafts (125) (126) are erected on the bottom of the steering column (71) substantially vertically on the same axis, and the upper ends of the operation shafts (125) (126) are located inside the steering column (71). To the output shafts (113) and (119), and the lower end portions of the operation shafts (125) and (126) are projected below the bottom surface of the steering column (71). The lower end side of each operation shaft (125) (126) is extended on the lower surface side of the worker boarding step (134), and the vehicle speed control arm (136) is fixed to the output control shaft (135) of the transmission member (25). The vehicle speed control arm (136) is connected to the lower end portion of the speed change operation shaft (126) via the adjustable length vehicle speed rod (138) with the turnbuckle (137) and the vehicle speed link (139) to control the output. The first hydraulic pump (23) swash plate angle is adjusted by forward / reverse operation of the shaft (135) to control the rotation speed and forward / reverse switching of the first hydraulic motor (24), thereby continuously changing the traveling speed (vehicle speed). In addition, forward / reverse switching is performed. Further, the steering control arm (141) is fixed to the output control shaft (140) of the steering member (28), and the length adjustable swivel rod (143) and the swivel link (144) with a turnbuckle (142) are provided. The steering control arm (141) is connected to the lower end of the steering operation shaft (125) through the second hydraulic pump (26) to adjust the swash plate angle by forward / reverse operation of the output control shaft (140). The rotational speed control and forward / reverse switching of the hydraulic motor (27) are performed, and the steering angle (turning radius) is continuously changed and the left / right turning direction is switched.
[0023]
Further, an accelerator lever (145) is provided on the right outer surface of the steering column (71) so as to be rotatable in the front-rear direction, and an accelerator wire (146) for connecting the accelerator lever (145) to the engine (21) is connected to the front surface of the steering column (71). Extending from below along the inside, manually adjusting the engine (21) rotation speed by the accelerator lever (145), and opening a maintenance window (147) on the rear surface of the steering column (71) The maintenance window (147) is closed by (148).
[0024]
As is clear from the above, the steering mechanism (118) changes the steering amount in proportion to the operation amount of the speed change mechanism (124), and the steering amount is automatically increased by the high speed side travel shift, and the low speed side travel is performed. The amount of steering is automatically reduced by shifting, and the turning radius of the left and right traveling crawler (2) is maintained substantially constant regardless of the traveling speed by a certain amount of operation of the steering handle (19), and the farm work traveling speed is changed. In addition, the course is corrected along the crop line and the like, and the reverse conical speed change mechanism (124) and the steering mechanism (118) are formed, and the steering input shaft (87) is rotated by the steering operation. Then, the steering input member (95) is operated, for example, the turning speed is reduced while the steering input member (95) is rotated, and the steering input member (95) is operated by rotating the speed change input shaft (91) by a speed change operation. Let Expand contraction small sequence of turning radius by the running speed to perform operations such as stop of the turning output by the running gear neutral.
[0025]
Further, a steering input connecting portion (116) for connecting the steering input member (95) and the steering coupling member (115) is disposed on the core line of the transmission input shaft (91), and the transmission input member (96) and the transmission are changed. The shift input connecting portion (122) for connecting the coupling member (121) is disposed on the straight line (A) intersecting the core line of the shift input shaft (91), and the steering input shaft (87) and the shift input shaft (91). ), The relative movement of the steering input member (95) can be easily set, the design, assembly and structure can be simplified, the operation reliability can be improved, and the transmission input shaft (91) core A shift input connecting portion (122) and a steering input connecting portion (116) are arranged on a circumference (C) centering on an axis center intersection (B) where the steering input shaft (87) core wires intersect, Simplify the structure of the steering input member (95) and make it more compact Therefore, the shift output connecting portion (123) for connecting the shift output member (120) and the shift connecting member (121), and the steering output connecting portion for connecting the steering output member (114) and the steering connecting member (115). (117) is disposed on the steering input shaft (87) core line to prevent reverse handle development due to shift switching during forward and reverse travel, and the shift output member (120) and the steering output member (114) The design, assembly and structure are simplified, and the reliability of operation is improved, and the distance of the speed change output connecting portion (123) with respect to the axis intersection (B) of the speed change input shaft (91) and the steering input shaft (87). And the steering output connecting portion (117) are made different from each other, and the shift output connecting portion (123) and the steering output connecting portion (117) are separated on the same straight line (D) to thereby connect the connecting portions (117). (123) Interference prevention and movement Setting circumference and easy to constitute so can be installed shift coupling member (121) and steering coupling member (115) in the narrow small place.
[0026]
Further, the shift input connecting portion (116) and the steering input connecting portion (122) are arranged with a circumference (C) centered on the axis intersection (B) of the shift input shaft (91) and the steering input shaft (87). ) About 90 degrees apart, the steering input connecting portion (116) is maintained at a fixed position by the rotation of the speed change input shaft (91), and the displacement of the speed change input connecting portion (122) is maximized. And a structure in which the speed change input shaft (91) is arranged on a plane on which the input connecting portions (116) and (122) are moved, and the amount of movement of the connecting portions (116) and (122) is easily secured. The steering input member (95) is compactly and functionally arranged, and the shift input connecting portion (122) and the steering input connecting portion (116) are within a range of about 90 degrees around the steering input shaft (87). To prevent reverse handle development by switching forward and backward, As well as ensuring the amount of movement of the connecting portions (116) and (122), the shift input connecting portion (122) is moved in the deceleration direction according to the steering angle for rotating the steering input shaft (87), A spin turn operation for changing the direction around the traveling crawler (2) is easily performed, and is functionally configured with a compact structure. In addition, the spin turn operation is performed by causing one of the left and right traveling crawlers (2) to rotate forward and the other in reverse via the differential mechanism (33) by the output of the steering member (28), thereby causing the left and right traveling crawlers (2) to rotate. ) Of the steering member (28) which is the rotation of the speed change member (25) which is a forward / reverse output and the turning output. The turning radius is determined by the rate of rotation. Further, the transmission output shaft (119) and the steering output shaft (113) are provided substantially in parallel with the transmission input shaft (91), and the output shafts (113) (119) form a case that can be divided into a plurality of cases. (71) is pivotally supported with high accuracy, and the shift input shaft (91) and the output shafts (113) and (119) are extended in the left-right direction, whereby a connecting structure in the longitudinal direction of the fuselage can be easily obtained. The main transmission lever (73) and the transmission input shaft (91) can be easily connected, and the transmission member (25) and the steering member (28) and the output shaft (113) (119) can be easily connected. It is configured to simplify and improve handling.
[0027]
Further, as shown in FIG. 14, a phase adjusting slot (149) for loosely inserting and inserting the linkage bolt (97) is opened in the input connecting body (96), and the steering input shaft (87) is centered on the core wire. The long hole (149) is formed on the same circumference, and the speed change input shaft (91) is fixed at the traveling speed neutral position by the engagement of the bolt type reference setting member (98) and the neutral setting hole (150). Thus, only the steering input member (95) is rotated and rotated to the left and right with respect to the transmission input shaft (91) to correct the relative position of the steering input member (95). The steering handle (19) A neutral position for turning determined by operation and a neutral position for traveling speed are set. Further, a reference setting member (98) for fixing the speed change input shaft (91) at the reference position is detachably provided, the bolt stopper (98a) shown in FIG. 14 is removed, and the reference setting member (98 is shown in FIG. ) The tip is engaged with the neutral setting hole (150), and the neutral position and the steering straight position are determined by the engagement of the neutral setting hole (150) and the reference setting member (98). The assembly nuts (121a) and (115a) shown in Fig. 5 are adjusted during assembly to extend and contract the connection length of the transmission coupling member (121) or the steering coupling member (115), etc. It is configured to improve.
[0028]
Further, as shown in FIG. 16 to FIG. 18, the gear (88) forms a plurality of teeth (151) in an outer peripheral range of 270 degrees, and forms an outer peripheral range of 90 degrees in an arc (152). The total rotation angle of the handle (19) is set to 270 degrees, the angle of left steering rotation or right steering rotation is set to 135 degrees, and the steering handle (19) can be rotated easily with one hand. Form. Further, the sector gear (89) forms a plurality of teeth (153) in an outer peripheral range of 130 degrees, forms an outer peripheral range of 230 degrees in an arc cam (154), and teeth (151) of the gear (88) Are engaged with the teeth (153) of the sector gear (89), and when the maximum forward / reverse rotation of each gear (88) (89), the stoppers (155) on both ends of the arc (152) and the stoppers on both ends of the arc cam (154) ( 156) and restricting the rotation of the steering handle (19), and the steering input member (95) and the input coupling body (96) around the core line of the steering input shaft (87) within a range of 65 degrees. The space where the shift input shaft (91) and the upper end of the main transmission member (110) are arranged on the plane on which the steering input member (95) rotates is moved forward and backward, and the shift input shaft (91) core is secured. Steering input connector (116) is provided on the line And a structure in which the input connecting portions (116) and (122) are separated by 90 degrees on the same circumference can be easily obtained, and the structure can be made compact and the design and assembly can be simplified. .
[0029]
A straight notch (157) is formed at the center of the circular arc cam (154) of the sector gear (89), and a detent shaft (158) is rotatably supported on the upper surface wall of the steering column (71). 158) The detent arm (159) is fixed to the lower end, the detent arm (159) is rotatably supported by the detent arm (159) via the roller shaft (160), and the arc cam (154) is detent-rolled. (161) is brought into contact, and the detent roller (161) is detachably engaged with the rectilinear notch (157) to support the steering handle (19) in the rectilinear position. The detent lever (162) is fixed to the upper end side of the detent shaft (158), and one end of a neutral spring (163) wound around the detent shaft (158) is locked to the detent lever (162) to 71) is brought into contact with the receiving plate (164) of the neutral spring (163), and the detent roller (161) is brought into elastic contact with the arc cam (154) and the straight notch (157) by the neutral spring (163). ing. Further, a microswitch type rectilinear sensor (165) that electrically detects the rectilinear position of the steering handle (19) by switching on and off is attached to the detent lever (162).
[0030]
Furthermore, as shown in FIG. 12 and FIG. 13, an expansion / contraction damper (166) is provided at an intermediate portion of the swiveling rod (143), and a spring case (167) fixed to the end of one rod (143) and the other rod (143) Spring seats (168) and (169) which are slidably engaged with the end portions, and compression springs (170) which are wound around the rod (143) in a compressed state via the spring seats (168) and (169) Is provided in the damper (166), and when a certain pushing force is applied to the rod (143) in both the pushing direction and the pulling direction by the steering operation of the steering handle (19), that is, the steering When the steering control arm (141) is moved to the maximum output position by operating the cutting angle 116 degrees (85%) of the handle (19), the spring (170) is compressed to expand and contract the rod (143). 2 The steering handle (19) is further rotated in the turning direction while maintaining the maximum output of the pressure pump (26), and the steering handle (19) is operated from a cutting angle of 116 degrees to a cutting angle of 135 degrees. ing.
[0031]
Further, as shown in FIGS. 12, 19, and 20, a pin (171) is fixed to the vehicle speed control arm (136), and a long hole (172) through which the pin (171) is slidably inserted is provided. Formed at the end of the vehicle speed rod (138), the vehicle speed rod (138) is connected to the vehicle speed control arm (136) via a long hole (172) and a pin (171), and the control shaft of the vehicle speed control arm (136) A detent cam (173) is fixed coaxially with (135), a detent roller (174) is elastically pressed against the cam (173) by a spring (175), and a vehicle speed control arm ( 136) is automatically moved back to the neutral position, the first hydraulic motor (24) is stopped and maintained by the neutral support of the arm (136), and the arm (136) is neutral. When the speed change lever (73) is in the neutral operation position, the pin (171) is positioned approximately at the center in the longitudinal direction of the long hole (172), and is approximately equal to both forward and backward speed changes by pushing and pulling the rod (138). A stroke is formed with respect to the pin (171), and the arm (136) is configured to perform a substantially symmetrical (forward / reverse) operation in both forward and backward speed changes.
[0032]
As shown in FIG. 20, the speed change lever (73) in the neutral position (O) is operated to move the dead zone (P) to the shift start position (Q), thereby moving the vehicle speed rod ( 138) causes the pin (171) to come into contact with the longitudinal end portion of the long hole (172) to connect the main speed change lever (73) and the vehicle speed control arm (136), and to move the main speed change lever (73). Further, the vehicle speed control arm (136) at the neutral position (T) is maximized by shifting the shift zone (R) to support the tilting to the maximum output position (S) of the shift member (25) by shifting operation. The shift zone (R) up to the output position (S) is moved in proportion to the amount of operation of the main shift lever (73), and the first hydraulic motor (24) of the shift member (25) is output in a stepless manner. Travel crawler (2) etc. It is configured to forward and backward by driving in the same direction in degrees.
[0033]
Furthermore, as shown in FIGS. 14, 21, and 22, the bearing (90) is provided with a notch (176) to form a recess (177), and the steering handle (19) is turned to the maximum left turning angle (135). The shift input connecting portion (122) and the shift coupling member (121) are inserted into the recess (177) when the operation is performed, compared with a structure in which the connecting portion (122) contacts the bearing portion (90). The maximum speed reduction rate when the steering handle (19) is turned left and right is greatly increased. The linkage bolt (97) is centered on the straight position (U) of the steering handle (19), and the phase adjusting hole (149) ) A constant speed zone (V) is formed until it abuts against the edge, and the course is corrected while the aircraft center speed is kept substantially constant by the steering operation of the steering handle (19) within 15 degrees. Further, the steering handle (19) is further steered to move the turning zone (W), and the steering handle (19) to the maximum output position (X) of the steering member (28) is set at an angle of 116 degrees. The steering control arm (141) is moved to the maximum output position (X) in proportion to the rotation angle of the steering handle (19), and the second hydraulic motor of the steering member (28) is rotated. (27) is output steplessly to change the speed difference between the left and right traveling crawlers (2) steplessly, and the vehicle speed rod (138) and vehicle speed control arm ( 136) is moved backward in the neutral direction of the shift, the traveling speed of the left and right traveling crawler (2) is steplessly reduced, and the turning angle of the steering handle (19) is increased, thereby reducing the turning radius and the traveling speed. Slow down and turn left and right Divide. Further, the steering handle (19) having a cutting angle of 116 degrees is further steered to rotate the inside of the spin turn zone (Y) to the maximum steering position (Z) having a cutting angle of 135 degrees, thereby providing a damper. The vehicle speed rod (138) and the vehicle speed control are performed in a state where the turning rod (143) (connection length) is expanded and contracted by the expansion and contraction absorbing operation of (166) and the steering control arm (141) is maintained at the maximum output position (X). The arm (136) is further moved backward in the gear shifting neutral direction to perform a spin turn operation in which the direction is changed around the turning center formed in the middle of the left and right width of the left and right traveling crawler (2).
[0034]
Further, as shown in FIGS. 19, 20, and 22, the vehicle speed rod (138) and the vehicle speed control arm (136) are connected by a long hole (172), and the speed change operation stroke (L) of the main speed change lever (73) is set. A recess (177) is formed in the bearing portion (90) provided in the left-turning direction of the shift input connecting portion (122) so that the connecting portion (122) enters and exits the recessed portion (177). The vehicle speed reduction rate is set to 25% with the steering handle (19) maximum turning angle (135 degrees) during the maximum output operation of the main speed change lever (73), and the speed reduction rate is reduced to 40% by the speed change mechanism (124). On the other hand, the deceleration rate is further increased to 25%, the spin turn operation is performed, the aircraft is turned about 180 degrees in the field headland, and the next uncut grain harvesting process It is configured to move to. As shown in FIG. 22, at the maximum output of the main speed change lever (73), the damper (166) is operated at a turning angle of 116 degrees of the steering handle (19), and the steering member (28) is maintained at the maximum output. And the deceleration rate of the left and right traveling crawler (2) is kept substantially equal in the range of 116 to 135 degrees of the steering handle (19). Thus, the speed difference between the left and right traveling crawlers (2) is maximized, and the speed difference between the left and right traveling crawlers (2) is maintained substantially constant in the range of the turning angle of the steering handle (19) from 116 degrees to 135 degrees. The handle (19) is decelerated in proportion to the turning angle.
[0035]
Further, the deceleration operation amount of the vehicle speed control arm (136) by the steering handle (19) is increased to increase the deceleration rate, so that the deceleration rate necessary for the spin turn operation can be easily obtained and the direction at the field headland In order to improve the conversion function, the vehicle speed control arm (136) and the vehicle speed rod (138) are connected by the long hole (172) and the pin (171), and the size of the long hole (172) and the pin (171) is obtained. Thus, the operation amount of the vehicle speed rod (138) or the deceleration operation amount of the vehicle speed control arm (136) can be easily determined. The output characteristics of the speed change member (25) and the steering member (28) and the steering handle (19) It is configured so that deceleration control operation and the like can be easily considered, the vehicle speed rod (138) mounting structure is simplified, handling is improved such as assembly work, and manufacturing costs are reduced.
[0036]
Further, the input member (95) (96) is shifted from the neutral position (P) to the shift start position (Q) around the shift input shaft (91) by operating the dead zone (P) of the main shift lever (73). The operating ratio of the steering control arm (141) with respect to the steering angle of the steering wheel (19) in the constant speed zone (V) centered on the straight traveling position of the steering steering wheel (19) is increased, and the main transmission lever (73) Is shifted to the speed change zone (R) and travels at a slow speed, the operation of the steering control arm (141) is increased by the operation in the constant speed zone (V) of the steering handle (19). The rotation change rate of the second hydraulic pump (26) of the member (28) is increased with respect to the change in the turning angle of the handle (19), the turning operation time at the very low speed output of the second hydraulic pump (26) is shortened, The motor (27) performs a turning operation in the slow output range. To prevent, it is configured such that the turning operation of the steering wheel (19) of the main speed change lever (73) a very low speed running state is performed by increasing the second hydraulic pump (26) or constant output. In this way, by preventing the second hydraulic pump (26) from turning at the very low speed rotation output, even if the second hydraulic pump (26) has low efficiency in the very low speed output region, the second hydraulic pump (26). The turning operation can be performed while ensuring a certain output or more. Further, after setting the control of the steering member (28) by the steering handle (19) to ensure a turning force of a certain level or more by the shift operation of the main shift lever (73), the travel shift operation is performed. Can be delayed to prevent shortage of the turning force of the steering member (28) at the time of slow movement, reducing the manufacturing cost of the steering member (28) and improving the turning performance of the left and right traveling crawler (2). Therefore, by operating the main speed change lever (73), the steering and the speed change input members (95) (96) are rotated by a certain angle around the core line of the speed change input shaft (91), and then each input member (95) (96 ) Is connected to the speed change member (25) to operate the speed change member (25), and each input member (95) (96) is moved to the steering operation state by the speed change operation, and then output from the speed change member (25). To drive the traveling crawler (2) Even when moving at a slow speed with a low travel output, the amount of control of the steering member (28) by the steering operation of the steering handle (19) is increased to ensure the necessary turning force, and the turning performance at a slow speed is improved. It is comprised so that it can plan.
[0037]
When the main speed change lever (73) is neutral, the input members (95) (96) and 96 around the core of the steering input shaft (87) by the forward (reverse) operation of the steering handle (19). Each coupling member (115) (121) moves on a conical locus, and the output members (114) (120) and the output shafts (113) (119) are stopped. Further, by the forward (reverse) operation of tilting the main transmission lever (73) forward (rearward), the input members (95) (96) are tilted forward (rearward) around the core line of the speed change input shaft (91) and operated. While maintaining the state where the direction input connecting portion (116) is stopped at a certain position, the shift input connecting portion (122) is moved upward (downward), and the shift output member (120) is swung upward (downward). The transmission output shaft (119) is rotated forward (reverse), and the first hydraulic motor (24) is rotated forward (reverse) by switching the swash plate angle of the first hydraulic pump (23) of the transmission member (23). The left and right traveling crawler (2) is driven forward (reverse) by forward rotation (reverse rotation) of the output shaft (31) of the hydraulic motor (24). Further, the rotation speed of the output shaft (31) changes in proportion to the tilt angle of the main transmission lever (73), and the forward (reverse) speed of the traveling crawler (2) is steplessly changed.
[0038]
Further, under the condition that the main shift lever (73) is moved forward (rearward) and the forward (reverse) operation is performed, the steering handle (19) is rotated leftward (rightward) to thereby input the shift. The steering input member (95) rotates forward (reversely) about the steering input shaft (87) around the core line in a posture in which the steering input member (95) is tilted forward (rearward) around the axis (91), and the steering input connecting portion (116) is The steering output shaft (113) is normally rotated (reversed) by the downward (upward) swing of the steering output member (114), and the second hydraulic pump ( 26) forward rotation (reverse rotation) of the second hydraulic motor (27) by switching the swash plate angle, and left rotation crawler (2) by forward rotation (reverse rotation) of the output shaft (68) of the second hydraulic motor (27). Is decelerated (accelerated) and the right traveling crawler (2) is accelerated (decelerated) to the left (right To thereby pivot the body to correct the path to the left (right). Simultaneously with the course correcting operation, the shift input member (96) is tilted forward (rear) around the core line of the shift input shaft (91) by the leftward (rightward) rotation of the steering handle (19). The steering input shaft (87) rotates forward (reversely) around the core wire, the shift input connecting portion (122) moves downward (upward), and the shift output (120) swings downward (upward) to produce shift output. The shaft (119) is reversely rotated (normally rotated), and the speed change member (25) is controlled to return to the neutral direction to reduce the rotational speed of the output shaft (31), thereby reducing the traveling speed (vehicle speed). As described above, by the left / right steering operation of the steering handle (19) during traveling, the turning radius (angle) for correcting the course is proportional to the rotation angle of the steering handle (19), and the traveling speed is reduced. By changing the amount and rotating the steering handle (19) largely, the speed difference between the left and right traveling crawlers (2) is increased to reduce the turning radius, and at the same time, the amount of deceleration of the traveling speed increases and the vehicle speed decreases. At the time of forward movement and backward movement, the movement of the turning input connecting portion (116) is reversed with respect to the rotation of the steering handle (19), and the steering handle (19) is rotated in both forward and backward movements. By adjusting the operation direction and the turning direction of the aircraft and rotating the round steering handle (19) to rotate, for example, a course correction and a direction change with a driving feeling similar to that of a four-wheeled vehicle such as a tractor or a rice transplanter. Cormorant.
[0039]
Further, FIG. 22 shows the relationship between the turning angle of the steering handle (19) and the speed of the left and right traveling crawler (2) when the aircraft is turning left and right. The speed difference of the crawler (2) becomes large, and the airframe center speed, which is the average speed of the left and right traveling crawlers (2), is also reduced according to the traveling speed (high speed / standard / low speed) state of the auxiliary transmission lever (74). The In the cutting path correction range in which the steering handle (19) in the straight traveling position is rotated about 15 degrees leftward (rightward), the speed change input connecting portion (122) is substantially tangent to the rotation of the steering input member (95). The shift output member (120) is maintained at substantially the same position as the straight travel, and the second hydraulic motor (27) is rotated forward (reverse) by the second hydraulic pump (26) of the steering member (28). ) Is turned leftward (rightward) by the steering output, and the course is corrected to match the curvature of the uncut grain culm (crop) row. At this time, the deceleration amount of the traveling crawler (2) inside the turning and the acceleration amount of the traveling crawler (2) outside the turning become substantially equal, and the body center speed is kept at substantially the same speed as the straight traveling. Further, when the steering handle (19) is rotated by 15 degrees or more from the straight traveling position, the shift coupling member (121) is pushed and pulled by the rotation of the steering input member (95), and the shift output member (120) is turned to the left. In both the right turn and the right turn, the traveling shift output of the first hydraulic pump (23) and the motor (24) is decelerated, and the left and right traveling crawlers (2) and (2) are rotationally driven in the same direction to move forward ( Or reverse), and a brake turn operation that turns leftward (rightward) due to the difference in travel speed between the left and right traveling crawlers (2) and (2) is performed. Make a course correction to return to the next row or move to the next row. Further, when the steering handle (19) is rotated about 116 degrees, the damper (166) is operated and the turning output is maintained at the maximum output, and the center speed of the aircraft is about 4 minutes at the straight angle range of 135 degrees. 1, the traveling crawler (2) inside the turn is driven in reverse, and a spin turn operation is performed in which the body turns around the turning center between the left and right traveling crawlers (2). Turn the aircraft 180 degrees by shifting the width in the turning direction. Turn the steering handle (19) in the range of 0 to 135 degrees and turn left or right. In addition, while performing the alignment course correction that moves along the uncut grain culm (crop) row in the 15 ° left and right handle (19) rotation range centered on the straight traveling position, while maintaining the traveling speed during straight traveling, 116 degrees left or right While rotating the steering wheel (19) at 35 degrees, while maintaining the maximum output of the swivel member (28), the spin turn operation of changing the direction of the aircraft on the field headland and moving to the next work process is about 4 minutes when going straight ahead. The vehicle is automatically decelerated to a traveling speed of 1 (deceleration rate 25%).
[0040]
Further, as shown in FIG. 11 and FIGS. 23 to 26, a cylindrical output shaft (178) and a direct output shaft (179) are rotatably supported on the speed change output shaft (119) so that a speed reduction output shaft ( 178), the shift output member (120) is fixed, the shift link (129) is fixed to one end of the shift output shaft (119), and the main shift shaft (99) is directly connected to the main shift shaft (99) via the boss (181). The input link (182) is fixed, the direct output link (183) is fixed to the direct output shaft (179), and the roller (185) provided on the shaft (184) of the input link (182) is attached to the output link (183). The long hole (186) is slidably fitted, the direct output shaft (179) is connected to the main transmission shaft (99) via each link (182) (183), and each shaft (99) (179) is connected. Rotate together.
[0041]
Further, the switching spool (187) is inserted into the hollow of the transmission output shaft (119) so as to be freely inserted and retracted, and a clutch pin (188) to be engaged with the transmission output shaft (119) is fixed to the spool (187) insertion end. In addition, notches (189) and (190) for releasably engaging the clutch pin (188) are formed in the deceleration output shaft (178) and the direct output shaft (179), respectively, and the spool (187) is moved in and out. Thus, either the deceleration output shaft (178) or the direct output shaft (179) is selectively connected to the transmission output shaft (119) via the clutch pin (188) and the notches (189) (190).
[0042]
A compression spring (191) is interposed between the insertion end of the spool (187) and the transmission output shaft (119) to keep the clutch pin (188) engaged with the notch (189) at all times. One end of a clutch operating spring (192) is engaged and connected to the projecting end of the spool (187), and a pivot shaft (194) that is long in the front-rear direction is attached to the left outer bearing base (193) of the steering column (71). The other end side of the spring (192) is fixed to the middle portion of the rotation shaft (194) so as to be removable via a bolt (195). A pedal plate (196) for fixing the rear end of the pivot shaft (194) is projected to the right outside of the column (71) along the back surface of the steering column (71), and the pedal plate (196). A switching pedal (197) is fixed to the other end of the clutch, and when the switching pedal (197) is pushed in, the clutch pin (188) is connected to the notch (deceleration side) via the rotating shaft (194) and the operating spring (192). 189) is switched to the notch (190) on the direct connection side to be engaged and held. The relationship between the compression spring (191) and the operation spring (192) is that when the pedal (197) is in a free state, the pressing force of the compression spring (191)> the pressing force of the operation spring (192), and the depression of the pedal (197). During operation, the relationship of the pressing force of the compression spring (191) <the pressing force of the operation spring (192) is maintained. A lock plate (198) is provided on the right outer surface of the steering column (71) to engage the tip of the pedal (197) when the switch pedal (197) is pushed down to move the entire field. In the case of a wet field, the work is improved by holding the position by the lock plate (198) while the switch pedal (197) is pushed in.
[0043]
As is apparent from the above, the shift operation output from the main transmission lever (73) is divided into two by the main transmission shaft (99), and one output is output as a vehicle speed deceleration output corresponding to the steering wheel (19) angle. 120) from the output link (183) to the transmission link (129) via the deceleration output shaft (178) on the transmission output shaft (119), and the other output is directly connected to the transmission output shaft (119). (179) is transmitted to the speed change link (129), the two speed change outputs are selected on the speed change output shaft (119), and the first hydraulic pump (23) is subjected to speed change control by one of them. A travel speed change member (25) that changes the driving speed of the left and right travel crawler (2) steplessly by operating a main speed change lever (73) that is a travel speed change lever, and a left and right travel cross position by operating a steering handle (19). In a mobile agricultural machine provided with a steering member (28) that changes the difference in the driving speed of (2) steplessly, the steering speed (19) determines the vehicle speed determined by the amount of operation of the main transmission lever (73). Non-deceleration means for changing the vehicle speed only by operating the main speed change lever (73) regardless of the steering handle (19) and the deceleration output shaft (178) as a turning deceleration means for decelerating in proportion to the operation amount of And a switching spool (187) which is a decelerating and non-decelerating switching means for switching to the decelerating and direct coupling output shafts (178) and (179). With a smooth turning feeling while maintaining the vehicle speed almost without reducing the vehicle speed on a wetland or mud surface, etc., while the vehicle speed is decelerated according to the steering operation amount Performing the turning of the body, and performs satisfactorily work easily switched to optimum turning characteristic even in the field to coexist such as dry paddy field or Shitsuden.
[0044]
Further, by using the switching spool (187) as the switching means and switching the output of the deceleration output shaft (178) and the direct output shaft (179) by the sliding switching operation of the switching spool (187), the control structure can be obtained. There is no complicated structure such as recombination, and it is compactly built in the aircraft and easy to operate. It can be easily switched to the optimal turning characteristics in any field such as dry fields or wet fields, and work well. Is.
[0045]
Further, a pedal (197) for switching the switching spool (187) is provided, and the output of the deceleration output shaft (178) and the direct output shaft (179) is switched by the pushing operation of the pedal (197). Even in fields with many wet fields and extremely frequent switching operations, a pedal (197) is provided near the driver's seat (20) and the like so that it can be easily operated during the driving operation to obtain optimum turning characteristics. It works well with.
[0046]
Further, since the mode is switched to the turning deceleration mode only by removing the foot from the pedal (197), the operability on the road or in the dry field can be improved, and the pedal (197) is pushed to switch to the turning non-deceleration mode. In this case, since the springs (191) and (192) are interposed, adverse effects on the switching members such as the spool (187), the pin (188), the output shaft (178) and (179) due to abnormal foot force are suppressed. Breakage can be prevented.
[0047]
【The invention's effect】
  As is clear from the above implementation, the present inventionmainA travel shift member that changes the driving speed of the left and right traveling crawlers steplessly by operating the shift lever and a steering member that changes the difference of the driving speeds of the left and right traveling crawlers steplessly by operating the steering handle In agricultural machinery,mainThe turning speed reduction means that decelerates the vehicle speed determined by the operation amount of the shift lever in proportion to the operation amount of the steering handle, regardless of the steering handlemainNon-deceleration switching means for shifting the vehicle speed only by operating the shift leverRotating the cylindrical deceleration output shaft of the turning deceleration means and the cylindrical direct output shaft of the non-deceleration switching means on the transmission output shaft of the speed change mechanism that changes the traveling speed and switches between forward and backward travel A notch for locking the clutch pin locked to the speed change output shaft on the speed reduction output shaft and the direct output shaft is inserted into the hollow of the speed change output shaft so that the switching spool can be freely inserted and removed. Each is provided, and a clutch pin is locked to one of the notches by an operation of entering and exiting the switching spool, and either the deceleration output shaft or the direct output shaft is selectively connected to the speed change output shaft. ByOn the road or in the dry field, the vehicle speed is reduced according to the steering operation amount, and the agile aircraft turns, while on a wet paddy or mud surface, the vehicle has a smooth turning feeling while maintaining the vehicle speed without decelerating. Thus, it is possible to easily switch to the optimum turning characteristics even in a mixed field such as a dry paddy or a wet paddy and perform a good work.
[0048]
  Also,Cut offSince the switching of the speed reducing and non-decelerating means is performed by the sliding switching operation of the spare spool, it is configured to be compactly incorporated into the machine body and easy to operate, and is optimal for any field such as dry fields or wet fields. The work can be performed with good switching to the turning characteristics.
[Brief description of the drawings]
FIG. 1 is an overall side view of a combine.
FIG. 2 is an overall plan view of the combine.
FIG. 3 is an explanatory diagram of a mission drive system.
FIG. 4 is an explanatory perspective view of a traveling speed change and steering operation unit.
FIG. 5 is an operation explanatory view of the same part.
FIG. 6 is a side view of a steering column.
FIG. 7 is an enlarged side view of the upper part.
FIG. 8 is an enlarged side view of the lower part.
FIG. 9 is a front view of a steering column.
FIG. 10 is an enlarged front view of the upper part.
FIG. 11 is an enlarged front view of the lower part.
FIG. 12 is an explanatory plan view of FIG. 4;
FIG. 13 is an enlarged view of the same.
FIG. 14 is a cross-sectional view of a steering column.
FIG. 15 is an explanatory diagram of a setting operation.
FIG. 16 is a partial plan view of the upper part of the steering column.
FIG. 17 is a partial view thereof.
18 is an operation explanatory view of FIG. 16. FIG.
FIG. 19 is an explanatory diagram of the operation of the speed change member.
FIG. 20 is an explanatory diagram of main shift operation.
FIG. 21 is an explanatory diagram of a steering operation.
FIG. 22 is a diagram showing main shift and steering handle operation.
FIG. 23 is a front explanatory view of a traveling shift output switching unit.
FIG. 24 is an explanatory front view of the pedal unit.
FIG. 25 is an explanatory side view of the pedal portion.
FIG. 26 is an explanatory diagram of a traveling shift output switching unit.
[Explanation of symbols]
(2) Traveling crawler
(19) Steering handle
(25) Speed change member
(28) Steering member
(73) Shift lever
(178) Deceleration output shaft (turning deceleration means)
(179) Direct output shaft (turning non-deceleration means)
(187) Switching spool
(197) Pedals

Claims (1)

主変速レバー(73)の操作によって左右走行クローラ( ２ )の駆動速度を無段階に変更する走行変速部材(25)と、操向ハンドル(19)の操作によって左右走行クローラ( ２ )の駆動速度の差を無段階に変更する操向部材(28)とを備えた移動農機において、
主変速レバー(73)の操作量によって決定される車速を操向ハンドル(19)の操作量に比例して減速させる旋回減速手段と、
操向ハンドル(19)に関係なく主変速レバー(73)の操作のみで車速を変速する非減速切換手段とを設け、
走行速度の変更並びに前後進の切換を行う変速機構 (124) の変速出力軸 (119) に、前記旋回減速手段の筒形の減速出力軸 (178) と前記非減速切換手段の筒形の直結出力軸 (179) とを回転自在に軸支させるとともに、該変速出力軸 (119) の中空に切換スプール (187) を出入自在に挿入させ、
前記減速出力軸 (178) と直結出力軸 (179) に、前記変速出力軸 (119) に係止させたクラッチピン (188) を係止するノッチ (189 、 190) をそれぞれ設けて、
前記切換スプール (187) の出入操作によりいずれか一方のノッチ (189 、 190) にクラッチピン (188) を係止させて、変速出力軸 (119) に減速出力軸 (178) または直結出力軸 (179) のいずれか一方を択一的に連結させるようにしたことを特徴とする移動農機。A driving speed change member (25) that changes the driving speed of the left and right driving crawler ( 2 ) steplessly by operating the main shifting lever (73) , and a driving speed of the left and right driving crawler ( 2 ) by operating the steering handle (19). In a mobile agricultural machine equipped with a steering member (28) that changes the difference of steplessly,
Turning deceleration means for decelerating the vehicle speed determined by the operation amount of the main transmission lever (73) in proportion to the operation amount of the steering handle (19) ;
Non-deceleration switching means for shifting the vehicle speed only by operating the main shift lever (73) regardless of the steering handle (19) ,
Directly connecting the cylindrical deceleration output shaft (178) of the turning deceleration means and the cylindrical shape of the non-deceleration switching means to the transmission output shaft (119) of the transmission mechanism (124) for changing the traveling speed and switching between forward and backward travel. The output shaft (179) is rotatably supported, and the switching spool (187) is inserted into the hollow of the speed change output shaft (119) so as to be freely inserted and removed.
The deceleration output shaft (178) and the direct output shaft (179) are provided with notches (189 , 190) for locking the clutch pin (188) locked to the speed change output shaft (119) , respectively.
The clutch pin (188) is locked to one of the notches (189 , 190) by the entry / exit operation of the switching spool (187) , and the speed reduction output shaft ( 119) is connected to the deceleration output shaft (178) or directly connected output shaft ( 179) A mobile agricultural machine characterized in that either one of them is selectively connected .
JP20852099A 1999-07-23 1999-07-23 Mobile farm machine Expired - Lifetime JP4267770B2 (en)

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