JP4475006B2

JP4475006B2 - Combine

Info

Publication number: JP4475006B2
Application number: JP2004143809A
Authority: JP
Inventors: 幹也白方; 尚文秋山
Original assignee: Iseki and Co Ltd
Current assignee: Iseki and Co Ltd
Priority date: 2004-05-13
Filing date: 2004-05-13
Publication date: 2010-06-09
Anticipated expiration: 2024-05-13
Also published as: JP2005325898A

Description

本発明は、コンバインの伝動装置の分野に属する。 The present invention belongs to the field of combine transmissions .

従来、ギヤ配列により上手側から下手側へ動力の変速伝達を行う走行用ミッションケースにおいて、上手側の副変速部と下手側の差動ギヤ装置との間に設けた操向軸に主ギヤと副ギヤとからなる二連の伝動ギヤを軸止し、この伝動ギヤの内周部に設けたギヤクラッチに対し動力断続手段としてのサイドクラッチのギヤクラッチを噛合して動力の断続を行わせると共に、該伝動ギヤの主ギヤと副ギヤから各々直進伝動系と旋回伝動系に連動し、該両伝動系の作動により副変速部からの変速動力を差動ギヤ装置の駆動ギヤへ噛合連動させると同時に、該サイドクラッチからも直進時の動力として差動ギヤ装置の出力ギヤへ直接に噛合連動させるギヤ連動機構が出願されている。（例えば、特許文献１参照）
特願２００３ー１９５１０６号 Conventionally, in a traveling transmission case that performs transmission of power transmission from the upper side to the lower side by a gear arrangement, the main gear is connected to the steering shaft provided between the upper side sub-transmission unit and the lower side differential gear device. The two transmission gears composed of the sub gears are fixed, and the gear clutch of the side clutch as the power interruption means is engaged with the gear clutch provided on the inner peripheral portion of the transmission gear so that the power is interrupted. When the transmission gear is interlocked with the linear transmission system and the turning transmission system from the main gear and the auxiliary gear, respectively, and the transmission power from the auxiliary transmission unit is interlocked with the drive gear of the differential gear unit by the operation of both transmission systems. At the same time, a gear interlocking mechanism has been filed that directly meshes and interlocks with the output gear of the differential gear device as power during straight travel from the side clutch. (For example, see Patent Document 1)
Japanese Patent Application No. 2003-195106

しかし、従来では、走行用ミッションケースにおいて副変速部から差動ギヤ装置へ動力を伝達する際に、直進伝動系と旋回伝動系へ各別に伝達するため操向軸に軸止した伝動ギヤを主ギヤと副ギヤの二連構成とする必要があるが、この二連伝動ギヤではギヤ幅が広くなり、結果的にミッションケースも幅広となり不都合を生じることから、該伝動ギヤの内周部にギヤクラッチを設けると共にサイドクラッチにもギヤクラッチを設けて噛合断続可能に構成している。
このような構成により、該二連伝動ギヤの操向軸への軸止部分の幅が狭く且つ内周面が加工上ギヤクラッチとなり軸着面積が少ないため軸への固定が不安定になると共に、該二連伝動ギヤとサイドクラッチの噛合断続クラッチをギヤクラッチとしていることによる噛合の円滑性を欠くという不具合を生じ易いものであった。 However, conventionally, when the power is transmitted from the sub-transmission unit to the differential gear unit in the traveling transmission case, a transmission gear fixed to the steering shaft is mainly used to transmit the power separately to the linear transmission system and the turning transmission system. Although it is necessary to have a dual structure of a gear and a sub-gear, this dual transmission gear has a wide gear width, resulting in a disadvantage in that the transmission case is also widened. A clutch is provided, and a side clutch is also provided with a gear clutch so as to be able to engage and disengage.
With such a configuration, the width of the shaft stop portion to the steering shaft of the double transmission gear is narrow and the inner peripheral surface becomes a gear clutch due to processing, so that the shaft mounting area is small, and the fixing to the shaft becomes unstable. Further, since the engagement / disengagement clutch of the double transmission gear and the side clutch is a gear clutch, a problem of lack of smooth engagement tends to occur.

このため、上記の如き、軸への固定の不安定や噛合の円滑性を欠く不具合等の改善を行う。 For this reason, the above-described problems such as instability of fixing to the shaft and lack of meshing smoothness are improved.

請求項１の発明は、車台（４）の下部に設けた走行装置（６）と、車台（４）上に設けた脱穀装置（１０）と、脱穀装置（１０）の前方に設けた刈取装置（１６）と、刈取装置（１６）の一側に設けた操作装置（１８）と、操作席（１９）の下方に搭載したエンジン（２０）によって車体（２２）を構成するコンバインにおいて、走行装置（６）のミッションケース（１）内の動力伝達経路に設けた操向軸（３９）の中央部に軸止する二連の操向センタギヤ（２）を、内径側の左右両面にクラッチ爪（２ｃ）を設けた主ギヤ（２ａ）と、該主ギヤ（２ａ）に設けた左右のクラッチ爪（２ｃ）のうちの左右一方側のクラッチ爪（２ｃ）の取付ベースの外周部（ｚ１）に嵌入させて固定した副ギヤ（２ｂ）とから構成し、該操向センタギヤ（２）の左右両側に左右のサイドクラッチ（３）を形成する左右のクラッチギヤ（３ｂ）を左右摺動可能に遊転状態に操向軸（３９）に軸承し、前記主ギヤ（２ａ）とクラッチ軸（４０）に遊転状態に軸承する長円筒部材（４１）の一端部に軸止した直進ギヤ（４２）とを噛合連動させると共に、該長円筒部材（４１）の他端部に直進用クラッチ（４３）を設け、前記副ギヤ（２ｂ）と、前記長円筒部材（４１）の外周に重ねて遊転状態に軸承する短円筒部材（４４）の一端部に軸止した旋回ギヤ（４５）とを噛合連動させ、該短円筒部材（４４）の他端部に旋回用クラッチ（４６）を設け、該直進用クラッチ（４３）と旋回用クラッチ（４６）との間に、直進用クラッチ（４３）を接続方向へ常時押圧する押圧バネ（４７）を設け、前記クラッチ軸（４０）の端部に設けた旋回駆動ギヤ（４９）と、差動ギヤ装置（Ｂ）のデフケース（５１）に備えたデフケースギヤ（５２）とを噛み合わせ、前記差動ギヤ装置（Ｂ）の左右のデフ出力ギヤ（５４）と左右の中間車軸（５５）に設けた左右の中間従動ギヤ（５６）とを噛み合わせ、該左右の中間従動ギヤ（５６）に前記左右のクラッチギヤ（３ｂ）を夫々噛み合わせ、前記左右の中間従動ギヤ（５６）に隣接して中間車軸（５５）に設けた中間駆動ギヤ（５７）と左右の車軸（５８）の端部に設けた車軸ギヤ（５９）とを夫々噛み合わせて構成し、車体（２２）の操向及び旋回作用を左右側への傾倒操作によって実行させる旋回操作具としてのパワステレバー（６１）を操作装置（１８）の一側に設けると共に、パワステレバー（６１）の傾倒操作位置を検出するパワステポジションセンサ（６１ａ）を設け、前記左右のクラッチギヤ（３ｂ）の回転数をそれぞれ検出する左右の回転センサ（６８）を設け、パワステレバー（６１）を左右何れかに操作した場合、回転数減少を検出した側の回転センサ（６８）をパワステレバー（６１）が操作された側の回転センサ（６８）としてコントローラに記憶させる構成としたことを特徴とするコンバインの構成とする。 The invention of claim 1 includes a traveling device (6) provided at the lower portion of the chassis (4), a threshing device (10) provided on the chassis (4), and a reaping device provided in front of the threshing device (10). (16) In the combine that constitutes the vehicle body (22) by the operating device (18) provided on one side of the reaping device (16) and the engine (20) mounted below the operating seat (19), the traveling device (6) The two steering center gears (2) that are fixed to the center of the steering shaft (39) provided in the power transmission path in the transmission case (1) in the transmission case (1) 2c) on the outer periphery (z1) of the mounting base of the left and right clutch pawls (2c) of the left and right clutch pawls (2c) provided on the main gear (2a). A sub-gear (2b) fitted and fixed, and the steering center gear (2) The left and right clutch gears (3b) forming the left and right side clutches (3) on the left and right sides are supported by the steering shaft (39) in a free-wheeling state so as to be slidable left and right, and the main gear (2a) and the clutch shaft ( 40) is engaged with a linear gear (42) that is fixed to one end of a long cylindrical member (41) that is supported in an idle state, and a linear clutch (41) is connected to the other end of the long cylindrical member (41). 43), the sub gear (2b), and a swiveling gear (45) secured to one end of a short cylindrical member (44) that is mounted on the outer periphery of the long cylindrical member (41) in a free-wheeling state. And a turning clutch (46) is provided at the other end of the short cylindrical member (44), and a straight-travel clutch (43) is provided between the straight-travel clutch (43) and the swivel clutch (46). ) Is always provided in the connecting direction, and the clutch The turning drive gear (49) provided at the end of (40) and the differential case gear (52) provided in the differential case (51) of the differential gear device (B) are meshed, and the differential gear device (B) The left and right differential output gears (54) and the left and right intermediate driven gears (56) provided on the left and right intermediate axles (55) are meshed with each other, and the left and right intermediate driven gears (56) are engaged with the left and right clutch gears (3b). ), The intermediate drive gear (57) provided on the intermediate axle (55) adjacent to the left and right intermediate driven gear (56) and the axle gear (59 provided on the ends of the left and right axles (58)). ) And a power steering lever (61) as a turning operation tool for performing steering and turning action of the vehicle body (22) by tilting to the left and right sides on one side of the operating device (18). Of power steering lever (61) A power steering position sensor (61a) for detecting the tilting operation position is provided, a left and right rotation sensor (68) for detecting the rotational speeds of the left and right clutch gears (3b) are provided, and the power steering lever (61) is set to either the left or right. The structure of the combine characterized in that, when operated, the rotation sensor (68) on the side where the rotation speed reduction is detected is stored in the controller as the rotation sensor (68) on the side where the power steering lever (61) is operated. And

請求項１の発明では、走行装置（６）のミッションケース（１）内の動力伝達経路に設けた操向軸（３９）の中央部に軸止する二連の操向センタギヤ（２）を、内径側の左右両面にクラッチ爪（２ｃ）を設けた主ギヤ（２ａ）と、該主ギヤ（２ａ）に設けた左右のクラッチ爪（２ｃ）のうちの左右一方側のクラッチ爪（２ｃ）の取付ベースの外周部（ｚ１）に嵌入させて固定した副ギヤ（２ｂ）とから構成し、該操向センタギヤ（２）の左右両側に左右のサイドクラッチ（３）を形成する左右のクラッチギヤ（３ｂ）を左右摺動可能に遊転状態に操向軸（３９）に軸承し、前記主ギヤ（２ａ）とクラッチ軸（４０）に遊転状態に軸承する長円筒部材（４１）の一端部に軸止した直進ギヤ（４２）とを噛合連動させると共に、該長円筒部材（４１）の他端部に直進用クラッチ（４３）を設け、前記副ギヤ（２ｂ）と、前記長円筒部材（４１）の外周に重ねて遊転状態に軸承する短円筒部材（４４）の一端部に軸止した旋回ギヤ（４５）とを噛合連動させ、該短円筒部材（４４）の他端部に旋回用クラッチ（４６）を設け、該直進用クラッチ（４３）と旋回用クラッチ（４６）との間に、直進用クラッチ（４３）を接続方向へ常時押圧する押圧バネ（４７）を設け、前記クラッチ軸（４０）の端部に設けた旋回駆動ギヤ（４９）と、差動ギヤ装置（Ｂ）のデフケース（５１）に備えたデフケースギヤ（５２）とを噛み合わせ、前記差動ギヤ装置（Ｂ）の左右のデフ出力ギヤ（５４）と左右の中間車軸（５５）に設けた左右の中間従動ギヤ（５６）とを噛み合わせ、該左右の中間従動ギヤ（５６）に前記左右のクラッチギヤ（３ｂ）を夫々噛み合わせ、前記左右の中間従動ギヤ（５６）に隣接して中間車軸（５５）に設けた中間駆動ギヤ（５７）と左右の車軸（５８）の端部に設けた車軸ギヤ（５９）とを夫々噛み合わせて構成し、車体（２２）の操向及び旋回作用を左右側への傾倒操作によって実行させる旋回操作具としてのパワステレバー（６１）を操作装置（１８）の一側に設けると共に、パワステレバー（６１）の傾倒操作位置を検出するパワステポジションセンサ（６１ａ）を設け、前記左右のクラッチギヤ（３ｂ）の回転数をそれぞれ検出する左右の回転センサ（６８）を設け、パワステレバー（６１）を左右何れかに操作した場合、回転数減少を検出した側の回転センサ（６８）をパワステレバー（６１）が操作された側の回転センサ（６８）としてコントローラに記憶させる構成としたことで、ギヤ配列により上手側から下手側へ動力の変速伝達を行う動力伝達経路において、この伝達経路の適宜位置に配置した伝動ギヤの動力を動力断続手段によって断続させる際に、この動力断続手段による断続位置を該伝動ギヤの内部に入り込んだ状態で配置させることにより、該伝動ギヤのギヤ幅を圧縮して動力伝達経路をコンパクトに構成することができる。 In the invention of claim 1, the two steering center gears (2) that are fixed to the central part of the steering shaft (39) provided in the power transmission path in the transmission case (1) of the traveling device (6), A main gear (2a) provided with clutch pawls (2c) on both the left and right inner diameter sides, and a left and right clutch pawl (2c) of the left and right clutch pawls (2c) provided on the main gear (2a). The left and right clutch gears (3) are composed of a secondary gear (2b) fitted and fixed to the outer peripheral portion (z1) of the mounting base, and left and right side clutches (3) are formed on the left and right sides of the steering center gear (2). 3b) is supported on the steering shaft (39) so as to be slidable in the left-right direction, and is supported on the main gear (2a) and the clutch shaft (40). And a linearly-moving gear (42) that is fixed to the shaft, and the long cylindrical member (4) ) Is provided with a rectilinear clutch (43) at the other end of the short cylindrical member (44) which is mounted on the sub-gear (2b) and on the outer periphery of the long cylindrical member (41) and is supported in a free-wheeling state. And a turning clutch (46) is provided at the other end of the short cylindrical member (44), and the rectilinear clutch (43) and the turning clutch (46) are engaged with each other. A pressing spring (47) that always presses the linear clutch (43) in the connecting direction, a turning drive gear (49) provided at the end of the clutch shaft (40), and a differential gear device The differential case gear (52) provided in the differential case (51) of (B) is meshed with the left and right differential output gears (54) of the differential gear device (B) and the left and right intermediate axles (55). Of the left and right intermediate driven gears. 56) are engaged with the left and right clutch gears (3b), respectively, and an intermediate drive gear (57) provided on the intermediate axle (55) adjacent to the left and right intermediate driven gear (56) and left and right axles (58). A power steering lever (61) as a turning operation tool configured to mesh with an axle gear (59) provided at the end of the vehicle body and execute steering and turning action of the vehicle body (22) by tilting to the left and right sides. Is provided on one side of the operating device (18), and a power steering position sensor (61a) for detecting the tilting operation position of the power steering lever (61) is provided to detect the rotational speeds of the left and right clutch gears (3b). Rotation sensor (68) is provided, and when the power steering lever (61) is operated to either the left or right, the power steering lever (61) is operated by the rotation sensor (68) on the side where the rotation speed reduction is detected. Since the rotation sensor (68) on the other side is stored in the controller, a power transmission path that performs transmission of power transmission from the upper side to the lower side by the gear arrangement is arranged at an appropriate position on the transmission path. When the power of the gear is interrupted by the power interrupting means, the intermittent position by the power interrupting means is arranged in a state of entering into the inside of the transmission gear, thereby compressing the gear width of the transmission gear and setting the power transmission path. It can be configured compactly.

また、操向センタギヤ（２）の主ギヤ（２ａ）のクラッチ爪（２ｃ）外周部に副ギヤ（２ｂ）を支持させることにより、該主ギヤ（２ａ）のクラッチ爪（２ｃ）に対し該サイドクラッチ（３）のクラッチ爪（３ａ）を該副ギヤ（２ｂ）の内部に入り込んで噛合断続可能とすることにより、該操向センタギヤ（２）とサイドクラッチ（３）との噛合作用幅を該副ギヤ（２ｂ）のギヤ幅分だけ圧縮することができるから、該操向センタギヤ（２）のギヤ幅が広いためミッションケース（１）が幅広となる不都合を生じることなくコンパクトに構成できると共に、該操向センタギヤ（２）の軸止部内周面も平滑で且つ面積も広く軸に対し強固な止着が可能となり、該クラッチ爪（２ｃ）とクラッチ爪（３ａ）とによる円滑な噛合断続を行わせることができる。 Also, by supporting the clutch pawls of the main gear (2a) (2c) auxiliary gear on an outer peripheral portion (2b) of the steering center gear (2), the side with respect to the clutch pawls (2c) of the main gear (2a) clutch (3) by the meshed intermittently allow clutch nail (3a) of enters the interior of the sub gear (2b), 該操toward the center gear (2) and the meshing action width of the side clutch (3) Since it can be compressed by the gear width of the auxiliary gear ( 2b ), the gear width of the steering center gear ( 2 ) is wide, so that the transmission case ( 1 ) can be made compact without causing the disadvantage that it becomes wide, The inner peripheral surface of the shaft stopping portion of the steering center gear ( 2 ) is also smooth and has a large area and can be firmly fixed to the shaft. The smooth movement by the clutch pawl ( 2c ) and the clutch pawl ( 3a ) Intermeshing can be performed.

また、市場等において左右側の回転センサ６８を誤組みしたときは、左右のサイドクラッチ３の回転数を入れ違って検出し、該レバー６１の操作方向とは逆の制御を行うといった不具合を防止することができる。 Further, when the left and right side rotation sensors 68 are mistakenly assembled in the market or the like, the number of rotations of the left and right side clutches 3 is detected by being reversed, and the problem of performing control opposite to the operation direction of the lever 61 is prevented. Can

走行用ミッションケース１において、副変速部Ａからの動力を連動する操向センタギヤ２の主ギヤ２ａに設けたクラッチ爪２ｃの外周部に副ギヤ２ｂを支持させることにより、該クラッチ爪２ｃとサイドクラッチ３のクラッチ爪３ａとを該副ギヤ２ｂの内部に入り込んだ状態で噛合させることができる。 In the traveling mission case 1, the auxiliary gear 2 b is supported on the outer peripheral portion of the clutch pawl 2 c provided on the main gear 2 a of the steering center gear 2 that interlocks the power from the auxiliary transmission portion A, whereby the clutch pawl 2 c and the side The clutch pawl 3a of the clutch 3 can be meshed with the sub gear 2b.

以下に、この発明の実施例を図面に基づいて説明する。
図１はコンバインの全体構成を示すもので、車台４の下部側に土壌面を走行する左右一対の走行クローラ５を張設した走行装置６を配設すると共に、該車台４上に、フィードチェン７に挟持して搬送供給される穀稈を脱穀処理した穀粒を選別回収して一時貯留する穀粒貯留タンク８と、この貯留タンク８に貯留された穀粒を機外へ排出する排穀オーガ９を備えた脱穀装置１０を載置配設し、この脱穀装置１０の後端部に排藁処理装置１１を装架して構成させる。 Embodiments of the present invention will be described below with reference to the drawings.
FIG. 1 shows the overall structure of a combine. A traveling device 6 is installed on a lower side of a chassis 4 with a pair of left and right traveling crawlers 5 traveling on the soil surface. 7 Grain storage tank 8 for selecting and recovering and temporarily storing the grains that have been threshed by the grain culm sandwiched between and fed by 7 and the cereals for discharging the grains stored in storage tank 8 to the outside of the machine A threshing device 10 provided with an auger 9 is placed and disposed, and a waste disposal device 11 is mounted on the rear end portion of the threshing device 10 and configured.

該脱穀装置１０の前方に、前端側から未刈穀稈を分草する分草体１２と、分草した穀稈を引き起こす引起部１３と、引き起こした穀稈を刈り取る刈刃部１４と、刈り取った穀稈を掻き込むと共に搬送途上において扱深さを調節して該フィードチェン７へ引き継ぎを行う供給調節搬送部１５等を有する刈取装置１６を、刈取昇降シリンダ１７により土壌面に対して昇降自在なるよう該車台４の前端部へ懸架配設して構成させる。 In front of the threshing device 10, a weeding body 12 for weeding uncut corn straw from the front end side, a pulling part 13 for causing the chopped corn straw, a cutting blade part 14 for cutting off the caused corn straw, and mowing A mowing device 16 having a feed adjusting and conveying section 15 and the like that scrapes the cereal and adjusts the depth of handling during transfer and takes over to the feed chain 7 can be moved up and down with respect to the soil surface by the mowing lift cylinder 17. In this way, it is configured to be suspended from the front end portion of the chassis 4.

該刈取装置１６の一側にコンバインの操作制御を行う操作装置１８と、操作のための操作席１９を設け、この操作席１９の下方側にエンジン２０を搭載し、後方側に前記穀粒貯留タンク８を配置すると共に、該操作装置１８と操作席１９を覆うキャビン２１を設け、これら走行装置６，脱穀装置１０，刈取装置１６，操作装置１８，エンジン２０，キャビン２１等によってコンバインの車体２２を構成させる。 An operation device 18 for controlling the operation of the combine and an operation seat 19 for operation are provided on one side of the harvesting device 16, an engine 20 is mounted on the lower side of the operation seat 19, and the grain storage is provided on the rear side. The tank 8 is disposed and a cabin 21 is provided to cover the operation device 18 and the operation seat 19. The traveling vehicle 6, the threshing device 10, the mowing device 16, the operation device 18, the engine 20, the cabin 21, etc. Make up.

該走行装置６は車台４の前部側に走行用ミッションケース１を装架しており、このミッションケース１のギヤ連動機構は、図２に示す如く、該ケース１の上部側に該エンジン２０によって駆動される油圧式無段変速装置２３を連動可能に接続し、この無段変速装置２３の出力側へ第１軸としての入力軸２４を連動連結して構成させる。 The traveling device 6 has a traveling transmission case 1 mounted on the front side of the chassis 4, and the gear interlocking mechanism of the transmission case 1 has the engine 20 on the upper side of the case 1 as shown in FIG. 2. The hydraulic continuously variable transmission 23 driven by the motor is connected so as to be interlocked, and the input shaft 24 as the first shaft is interlocked and connected to the output side of the continuously variable transmission 23.

該入力軸２４に軸止した入力ギヤ２５から、第２軸としての入力中間軸２６に軸止した入力中間ギヤ２７を介して、第３軸としての変速駆動軸２８の一端部に軸止した入力駆動ギヤ２９に噛合連動させると共に、同軸２８にスプライン等により三連の変速駆動ギヤ３０を摺動並びに軸回転可能に構成させる。 The input gear 25 fixed to the input shaft 24 is fixed to one end portion of the speed change drive shaft 28 serving as the third shaft through the input intermediate gear 27 fixed to the input intermediate shaft 26 serving as the second shaft. The input drive gear 29 is meshed and interlocked, and the three variable speed drive gears 30 are configured to be slidable and axially rotatable on the coaxial 28 by splines or the like.

該変速駆動ギヤ３０に設けるシフター溝に嵌入した副変速シフター３１を、シフターステー３２の三段クリックストップにより左右摺動させて変速駆動ギヤ３０を高速，中速，低速の各位置に位置決め可能に支承して構成させる。なお、該変速駆動軸２８の適宜位置に、前記刈取装置１６へ送信する回転センサとしての刈取センサギヤ３３を軸止して構成させる。 The sub-shift shifter 31 fitted in the shifter groove provided in the shift drive gear 30 is slid left and right by the three-stage click stop of the shifter stay 32 so that the shift drive gear 30 can be positioned at high speed, medium speed, and low speed positions. Support and configure. Note that a cutting sensor gear 33 as a rotation sensor transmitted to the cutting device 16 is fixed to an appropriate position of the speed change drive shaft 28.

該変速駆動軸２８に摺動する変速駆動ギヤ３０と、第４軸としての変速伝動軸３４に軸止する高速駆動ギヤ３５，中速駆動ギヤ３６，低速駆動ギヤ３７とを各々噛合連動させることによって高速，中速，低速に変速する副変速部Ａを形成させると共に、該変速伝動軸３４の中速駆動ギヤ３６と低速駆動ギヤ３７との間に変速伝動ギヤ３８を軸止して構成させる。 The shift drive gear 30 that slides on the shift drive shaft 28 and the high-speed drive gear 35, the medium-speed drive gear 36, and the low-speed drive gear 37 that are fixed to the shift transmission shaft 34 as the fourth shaft are engaged with each other. As a result, a sub-transmission portion A that shifts at high speed, medium speed, and low speed is formed, and a speed change transmission gear 38 is fixed between a medium speed drive gear 36 and a low speed drive gear 37 of the speed change transmission shaft 34. .

該変速伝動軸３４の変速伝動ギヤ３８と、第５軸としての操向軸３９のセンターに軸止する二連の操向センタギヤ２の主ギヤ２ａとを噛合連動させるが、この操向センタギヤ２は、図３に示す如く、内径側の左右両面にクラッチ爪２ｃを設けた主ギヤ２ａの一方側のクラッチ爪２ｃとその取付ベースの外周部ｚに副ギヤ２ｂの内周部ｚを嵌入固着させると共に、該操向センタギヤ２の両側に各々左右のサイドクラッチ３を左右摺動可能に遊転軸承して構成させる。 The transmission transmission gear 38 of the transmission transmission shaft 34 and the main gear 2a of the two steering center gears 2 fixed to the center of the steering shaft 39 as the fifth axis are meshed and interlocked. As shown in FIG. 3, the inner peripheral portion z of the auxiliary gear 2b is fitted and fixed to the outer peripheral portion z of the one side clutch pawl 2c of the main gear 2a provided with the clutch pawls 2c on both the left and right inner diameter sides. At the same time, the left and right side clutches 3 are respectively slidably supported on both sides of the steering center gear 2 so as to be slidable left and right.

該左右のサイドクラッチ３は、各々該操向センタギヤ２側に設けたクラッチ爪３ａを、クラッチギヤ３ｂの外端部に設けたシフタ溝３ｃに嵌入した左右のクラッチシフタ（図示なし）の作用により、該操向センタギヤ２のクラッチ爪２ｃに各々噛合接続して入・切させ、この切りにより操向及び旋回作用を行わせることができると共に、左右のサイドクラッチ３の接続復帰を補助する左右のリターンスプリング（図示なし）を各々外端部に内装して構成させる。 The left and right side clutches 3 are operated by the action of left and right clutch shifters (not shown) in which the clutch pawls 3a provided on the steering center gear 2 side are fitted into shifter grooves 3c provided on the outer end of the clutch gear 3b. The steering claw 2c of the steering center gear 2 is meshed and connected to be turned on and off. By this turning, the steering and turning action can be performed, and the left and right side clutches 3 can be connected and restored. Each of the return springs (not shown) is internally arranged at the outer end.

なお、該左右のサイドクラッチ３のクラッチ爪３ａはその取付けベース３ｄと一体構成としていることにより、該クラッチ爪３ａの爪部剪断力に対し取付けベース３ｄの面積確保が容易となり強度も向上するから小型化が可能となって、該操向センタギヤ２のクラッチ爪２ｃとの噛合接続による入・切の際に爪部での弾かれが少なく接続が容易となるため性能向上が可能である。 Since the clutch pawls 3a of the left and right side clutches 3 are integrated with the mounting base 3d, it is easy to secure the area of the mounting base 3d and improve the strength against the shearing force of the pawl portion of the clutch pawl 3a. It is possible to reduce the size and improve the performance because the connection of the steering center gear 2 with the clutch pawl 2c is not easily repelled at the time of turning on and off due to the meshing connection.

前記操向センタギヤ２の主ギヤ２ａと、第６軸としてのクラッチ軸４０に遊転軸承する長円筒メタル４１の一端部に軸止した直進ギヤ４２とを噛合連動させると共に、この長円筒メタル４１の他端部に連動クラッチとしての直進用クラッチ４３を固定して構成させる。 The main gear 2a of the steering center gear 2 and a linear gear 42 fixed to one end of a long cylindrical metal 41 that is idled on a clutch shaft 40 serving as a sixth shaft are meshed with each other. A straight-moving clutch 43 as an interlocking clutch is fixed to the other end of the motor.

該操向センタギヤ２の副ギヤ２ｂと、該長円筒メタル４１の外周に重設して遊転軸承させる短円筒メタル４４の一端部に軸止した旋回ギヤ４５とを噛合連動させると共に、この短円筒メタル４４の他端部に連動クラッチとしての旋回用クラッチ４６を固定して構成させる。 The sub-gear 2b of the steering center gear 2 and the swivel gear 45 that is fixed to one end of the short cylindrical metal 44 that is placed on the outer periphery of the long cylindrical metal 41 and is idled are engaged and interlocked. A turning clutch 46 as an interlocking clutch is fixed to the other end of the cylindrical metal 44 and configured.

該直進用クラッチ４３と旋回用クラッチ４６との間に、直進用クラッチ４３を常時作動可能に押圧する押圧バネ４７を配設し、該両クラッチ４３，４６の外枠リング４８をクラッチ軸４０の一方の軸端部に軸止して構成させる。 A pressing spring 47 is provided between the rectilinear clutch 43 and the turning clutch 46 so as to press the rectilinear clutch 43 so as to be always operable, and the outer frame ring 48 of the clutches 43, 46 is connected to the clutch shaft 40. One shaft end is fixed to the shaft.

該クラッチ軸４０の他方の軸端部に軸止した旋回駆動ギヤ４９と、差動ギヤ装置Ｂにおいてデファレンシャルギヤ５０を内装したデフケース５１を回転駆動するデフケースギヤ５２とを噛合連動させ、左右方向のデファレンシャルギヤ５０を、第７軸としてのデフ支軸５３に遊転軸承して構成させる。 The turning drive gear 49 that is fixed to the other shaft end of the clutch shaft 40 and the differential case gear 52 that rotationally drives the differential case 51 that includes the differential gear 50 in the differential gear device B are engaged and interlocked with each other. The differential gear 50 is constituted by a free rotation bearing on a differential support shaft 53 as a seventh shaft.

該左右方向のデファレンシャルギヤ５０のボス部に各々設けた左右のデフ出力ギヤ５４と、第８軸としての左右の中間車軸５５に各々軸止した中間従動ギヤ５６とを噛合連動させると同時に、この左右の中間従動ギヤ５６に前記左右のサイドクラッチ３のクラッチギヤ３ｂを各々噛合連動して構成させる。 At the same time, the left and right differential output gears 54 provided at the bosses of the left and right differential gears 50 and the intermediate driven gears 56 respectively fixed to the left and right intermediate axles 55 as the eighth shaft are meshed and interlocked. The left and right intermediate driven gears 56 are configured to engage and interlock with the clutch gears 3b of the left and right side clutches 3, respectively.

該中間車軸５５の中間従動ギヤ５６に隣接して各々軸止した中間駆動ギヤ５７と、第９軸としての左右の車軸５８の一端部に軸止した車軸ギヤ５９とを各々噛合連動させると共に、該車軸５８の外部他端部に前記走行クローラ５を駆動する左右の走行スプロケット６０を各々軸止して構成させる。 The intermediate drive gear 57, which is fixed to each other adjacent to the intermediate driven gear 56 of the intermediate axle 55, and the axle gear 59, which is fixed to one end portion of the left and right axles 58 as the ninth shaft, are engaged with each other. The left and right traveling sprockets 60 that drive the traveling crawler 5 are respectively fixed to the outside other end portion of the axle 58.

車体２２の操向及び旋回作用を左右側への傾倒操作によって実行させる旋回操作具としてのパワステレバー６１を前記操作装置１８の一側に配設すると共に、このパワステレバー６１の傾倒操作位置を検出するパワステポジションセンサ６１ａを検出可能位置に係合配置して構成させる。 A power steering lever 61 as a turning operation tool for performing steering and turning action of the vehicle body 22 by a tilting operation to the left and right sides is disposed on one side of the operating device 18 and the tilting operation position of the power steering lever 61 is detected. The power steering position sensor 61a to be engaged is disposed at the detectable position.

エンジン２０からの動力を、油圧式無段変速装置２３による主変速動力を入力軸２４に入力連動し、この入力軸２４の入力ギヤ２５から入力中間軸２６の入力中間ギヤ２７を経て変速駆動軸２８の入力駆動ギヤ２９に連動し、この変速駆動軸２８の連動によって三連の変速駆動ギヤ３０を副変速シフター３１により摺動させ、高速駆動ギヤ３５，中速駆動ギヤ３６，低速駆動ギヤ３７に各々連動させることにより高・中・低速による副変速駆動を行わせる。 The power from the engine 20 is linked to the input shaft 24 by the main transmission power from the hydraulic continuously variable transmission 23, and the speed change drive shaft from the input gear 25 of the input shaft 24 to the input intermediate gear 27 of the input intermediate shaft 26. The three variable speed drive gears 30 are slid by the auxiliary speed shifter 31 in conjunction with the input drive gear 29 and the variable speed shift shaft 31, and the high speed drive gear 35, the medium speed drive gear 36, and the low speed drive gear 37. The sub-shift drive at high, medium and low speeds is performed by interlocking with each other.

この副変速駆動による動力によって車体２２を直進させるときは、変速伝動軸３４の変速伝動ギヤ３８から操向軸３９の操向センタギヤ２の主ギヤ２ａに連動し、この主ギヤ２ａ両面のクラッチ爪２ｃに左右のサイドクラッチ３のクラッチ爪３ａを同時に噛合接続させることにより、該左右のサイドクラッチ３のクラッチギヤ３ｂから左右の中間従動ギヤ５６へ各々噛合連動し、左右の走行スプロケット６２を同一回転により駆動し直進走行させる。 When the vehicle body 22 is moved straight by the power generated by the sub-transmission drive, the transmission gear 38 of the transmission transmission shaft 34 is linked to the main gear 2a of the steering center gear 2 of the steering shaft 39, and the clutch pawls on both sides of the main gear 2a. When the clutch pawls 3a of the left and right side clutches 3 are simultaneously meshed and connected to 2c, the clutch gears 3b of the left and right side clutches 3 are meshed with the left and right intermediate driven gears 56, and the left and right traveling sprockets 62 rotate in the same direction. To drive straight ahead.

一方、該操向軸３９の操向センタギヤ２の主ギヤ２ａから長円筒メタル４１の直進ギヤ４２に連動し、この直進ギヤ４２から長円筒メタル４１を介して押圧バネ４７によって常時入りとしている直進用クラッチ４３の作用によりクラッチ軸４０を駆動させる。 On the other hand, the main gear 2a of the steering center gear 2 of the steering shaft 39 is interlocked with the rectilinear gear 42 of the long cylindrical metal 41, and the rectilinear advance always entered by the pressing spring 47 through the long cylindrical metal 41 from the linear gear 42. The clutch shaft 40 is driven by the action of the clutch 43.

このクラッチ軸４０の駆動により旋回駆動ギヤ４９から差動ギヤ装置Ｂにおけるデフケース５１のデフケースギヤ５２に連動すると共に、このデフケースギヤ５２からデファレンシャルギヤ５０の作用により差動連動される左右のデフ出力ギヤ５４を、前記左右の中間従動ギヤ５６の回転に対し各々同速回転となるよう組合せを行い直進走行可能に連動させる。この連動により該サイドクラッチ３の入・切によるショックを緩和することができる。 The left and right differential output gears that are linked to the differential case gear 52 of the differential case 51 in the differential gear device B from the turning drive gear 49 by the drive of the clutch shaft 40 and that are differentially linked from the differential case gear 52 by the action of the differential gear 50. 54 are combined so as to be rotated at the same speed with respect to the rotation of the left and right intermediate driven gears 56, and are linked so as to be able to travel straight. By this interlock, the shock caused by turning on / off the side clutch 3 can be reduced.

次に、車体２２を旋回させるときは、該操向軸３９の操向センタギヤ２の副ギヤ２ｂから短円筒メタル４４の旋回ギヤ４５へ連動し、この旋回ギヤ４５から短円筒メタル４４を介して旋回用クラッチ４６を旋回作用電磁弁（図示なし）により油圧作用させ、該押圧バネ４７の押圧を解除して直進用クラッチ４３を切ると同時に旋回用クラッチ４６の入りにより該クラッチ軸４０を駆動させる。 Next, when turning the vehicle body 22, the auxiliary gear 2 b of the steering center gear 2 of the steering shaft 39 is linked to the turning gear 45 of the short cylindrical metal 44, and the turning gear 45 passes through the short cylindrical metal 44. The turning clutch 46 is hydraulically actuated by a turning action solenoid valve (not shown) to release the pressure of the pressing spring 47 and disconnect the rectilinear clutch 43. At the same time, the clutch shaft 40 is driven by the turning on of the turning clutch 46. .

このクラッチ軸４０の駆動により旋回駆動ギヤ４９から差動ギヤ装置Ｂにおけるデフケース５１のデフケースギヤ５２に連動すると共に、このデフケースギヤ５２からデファレンシャルギヤ５０の作用により差動連動される左右のデフ出力ギヤ５４を駆動させる。 The left and right differential output gears that are linked to the differential case gear 52 of the differential case 51 in the differential gear device B from the turning drive gear 49 by the drive of the clutch shaft 40 and that are differentially linked from the differential case gear 52 by the action of the differential gear 50. 54 is driven.

この駆動により、例えば、左へ旋回するときは、前記パワステレバー６１の左への傾動操作により、左のプッシュシリンダ６２を作動させて左のサイドクラッチ３を切ると同時に、旋回用クラッチ４６の入りを半接続状態から完全接続状態まで変化させることにより、左のデフ出力ギヤ５４により左の中間従動ギヤ５６から中間駆動ギヤ５７を経て左の車軸ギヤ５９を、通常回転の右の車軸ギヤ５９に対し減速変速させる。 For example, when turning to the left by this drive, the left push cylinder 62 is operated by turning the power steering lever 61 to the left to disengage the left side clutch 3 and at the same time the turning clutch 46 is engaged. Is changed from the semi-connected state to the fully connected state, the left differential output gear 54 changes the left axle gear 59 from the left intermediate driven gear 56 to the intermediate drive gear 57 to the right axle gear 59 of normal rotation. Decelerate and shift.

この右の車軸ギヤ５９に対する左の車軸ギヤ５９の減速変速により、緩やかに減速回転させるマイルド旋回，停止をさせるブレーキ旋回，１／４程度の逆回転をさせるスピン旋回の各旋回モードにより、車体２２を停止させることなく無段で連続して円滑な旋回作用を実行させることができる。 By the speed reduction of the left axle gear 59 with respect to the right axle gear 59, the vehicle body 22 is controlled by each of the turning modes of mild turning for slow decelerating rotation, brake turning for stopping, and spin turning for reverse rotation of about 1/4. A smooth turning action can be executed continuously and continuously without stopping.

なお、直進走行時において、左右のサイドクラッチ３の切りに続いて各旋回モードの前段における操向微調整モードにより、該パワステレバー６１の手動操作による左右の舵取りを行う操向作用を実行させることができる。 During straight running, the steering operation for performing left and right steering by manual operation of the power steering lever 61 is executed by the steering fine adjustment mode in the preceding stage of each turning mode following the disconnection of the left and right side clutches 3. Can do.

また、図４の回路図に示す如く、ＣＰＵを主体的に配して自動回路の演算制御を行うコントローラ６３の入力側に、前記パワステポジションセンサ６１ａ，旋回モード切替スイッチ６４，自動方向制御スイッチ６５，左右の方向センサ６６等を接続すると共に、その出力側に、前記左右のプッシュシリンダ６２作動用のプッシュシリンダ電磁弁８０とブレーキ・クラッチ圧調整電磁弁６７を接続して構成させる。 Further, as shown in the circuit diagram of FIG. 4, the power steering position sensor 61a, the turning mode changeover switch 64, and the automatic direction control switch 65 are provided on the input side of the controller 63 which mainly arranges the CPU and performs arithmetic control of the automatic circuit. The left and right direction sensors 66 and the like are connected, and on the output side thereof, the push cylinder electromagnetic valve 80 for operating the left and right push cylinders 62 and the brake / clutch pressure adjusting electromagnetic valve 67 are connected.

このような構成により、車体２２の走行の際に自動方向制御を行わせるとき、該方向センサ６６の検出による方向制御時のブレーキ圧を、図５の線図に示す如く、前記直進用クラッチ４３と旋回用クラッチ４６が略中立となるようプッシュシリンダ６２をブレーキ・クラッチ圧調整電磁弁６７による設定圧とすることにより、自動方向制御時のショックが低減されると共に、その追従性についても確保でき条件適応性を向上させることができる。 With such a configuration, when the automatic direction control is performed when the vehicle body 22 is traveling, the brake pressure at the time of the direction control detected by the direction sensor 66 is set as shown in the diagram of FIG. By setting the push cylinder 62 to a set pressure by the brake / clutch pressure adjusting solenoid valve 67 so that the turning clutch 46 is substantially neutral, the shock during automatic direction control can be reduced and the follow-up performance can be secured. Condition adaptability can be improved.

また、図６に示す如く、該パワステレバー６１の操作方向及び傾動操作量をパワステポジションセンサ６１ａにより検出するもので、前記左右のサイドクラッチ３のクラッチギヤ３ｂの回転数を検出する左右の回転センサ６８（図２参照）を、前記ミッションケース１の検出可能位置に各々配設して構成させる。
このような構成により、図７のフローチャートに示す如く、該パワステレバー６１を左右何れかに操作した場合、回転数減少を検出した側の回転センサ６８を該レバー６１が操作された側の回転センサ６８としてコントローラ（図示なし）に記憶させ、以後の制御に使用する。 Further, as shown in FIG. 6, the power steering lever 61 detects the operating direction and the tilting operation amount by a power steering position sensor 61a, and the left and right rotation sensors detect the rotational speed of the clutch gear 3b of the left and right side clutches 3. 68 (see FIG. 2) are arranged at the detectable positions of the mission case 1, respectively.
With such a configuration, as shown in the flowchart of FIG. 7, when the power steering lever 61 is operated to the left or right, the rotation sensor 68 on the side where the rotation speed reduction is detected is replaced with the rotation sensor 68 on the side where the lever 61 is operated. 68 is stored in a controller (not shown) and used for subsequent control.

例えば、該レバー６１を左に操作したときは、パワステポジションセンサ６１ａの値により該レバー６１を左に操作したことを認識し、そのときの回転数減少を検出した側の回転センサ６８を、左の回転センサ６８としてコントローラに記憶させる。コントローラへの記憶はキースイッチをＯＮする毎に行う。 For example, when the lever 61 is operated to the left, it is recognized that the lever 61 is operated to the left by the value of the power steering position sensor 61a, and the rotation sensor 68 on the side where the rotation speed reduction at that time is detected is changed to the left The rotation sensor 68 is stored in the controller. The data is stored in the controller every time the key switch is turned on.

従来では、該サイドクラッチ３のクラッチギヤ３ｂの回転数は左右の回転センサ６８により各々固定的に検出されていたため、例えば、市場等において左右側の回転センサ６８を誤組みしたときは、左右のサイドクラッチ３の回転数を入れ違って検出し、該レバー６１の操作方向とは逆の制御を行うといった不具合を防止することができる。 Conventionally, since the rotational speed of the clutch gear 3b of the side clutch 3 is fixedly detected by the left and right rotation sensors 68, for example, when the left and right rotation sensors 68 are mistakenly assembled in the market or the like, It is possible to prevent such a problem that the rotational speed of the side clutch 3 is detected by being reversed and control opposite to the operation direction of the lever 61 is performed.

また、前記走行装置６として、図８に示す如く、車台４の下部側に多数個の転輪６９によって回動自在に保持される左右の走行クローラ５を有し、車台４と左右の走行クローラ５との間において前後傾斜調節を行うための前後調節シリンダ７０及びこのシリンダ７０の作用状態を検出する前後ストロークセンサ７１と、車高調節を行うための左右の車高調節シリンダ７２及びこのシリンダ７２の作用状態を検出する左右ストロークセンサ７３等を各々配設して構成させる。 Further, as shown in FIG. 8, the traveling device 6 has left and right traveling crawlers 5 rotatably held by a plurality of rolling wheels 69 on the lower side of the chassis 4, and the chassis 4 and the left and right traveling crawlers. 5, a front / rear adjustment cylinder 70 for adjusting the front / rear inclination, a front / rear stroke sensor 71 for detecting the operating state of the cylinder 70, a left / right vehicle height adjustment cylinder 72 for adjusting the vehicle height, and the cylinder 72 The left and right stroke sensors 73 for detecting the action state of each are disposed and configured.

このような走行装置６を作用させるため、ＣＰＵを主体的に配し自動回路の演算制御を行うコントローラ７４を設け、図９に示す如く、このコントローラ７４の入力側に、前記パワステポジションセンサ６１ａ，左右傾斜センサ７５，前後傾斜センサ７６，前後ストロークセンサ７１，左右ストロークセンサ７３等を接続すると共に、その出力側に、前記ブレーキ・クラッチ圧調整電磁弁６７，左右のクラッチ電磁弁７７，左右の上・下電磁弁７８，前後の上・下電磁弁７９等を接続して構成させる。 In order to operate such a traveling device 6, a controller 74 is provided that mainly controls the CPU and performs arithmetic control of the automatic circuit. As shown in FIG. 9, the power steering position sensor 61 a, A left / right tilt sensor 75, a front / rear tilt sensor 76, a front / rear stroke sensor 71, a left / right stroke sensor 73, etc. are connected, and the brake / clutch pressure adjusting solenoid valve 67, left / right clutch solenoid valve 77, A lower solenoid valve 78, front and rear upper / lower solenoid valves 79, etc. are connected and configured.

このような構成により、前記パワステレバー６１の左右傾動操作により車体２２の旋回作用を行うとき、該左右の上・下電磁弁７８と左右ストロークセンサ７３とにより、左右の車高調節シリンダ７２を上昇作用させて車高を高低させるときに車高が高くなるか、又は前後調節シリンダ７０を作用させて前後調節量が大きくなるに従って、図１０の線図に示す如く、該ブレーキ・クラッチ圧調整電磁弁６７の作用によりブレーキ圧が低くなるよう自動的に調節を行う。 With such a configuration, when the vehicle body 22 is turned by the left and right tilting operation of the power steering lever 61, the left and right upper and lower electromagnetic valves 78 and the left and right stroke sensors 73 raise the left and right vehicle height adjustment cylinders 72. As shown in the diagram of FIG. 10, the brake / clutch pressure adjusting electromagnetic force is increased as the vehicle height increases when the vehicle height is increased by the action or the front / rear adjustment cylinder 70 is actuated to increase the front / rear adjustment amount. Adjustment is automatically performed so that the brake pressure is lowered by the action of the valve 67.

このように、車高を高くしたり、又は前後調節量を大きくしたりするときは圃場が湿田状態にあると判断し、旋回作用時におけるブレーキ圧を自動的に低くして前記走行クローラ５のスリップ等による不具合を回避できるよう調節を行い、圃場状態に合致したブレーキ圧を自動的に得ることができるから、圃場条件に対する適応性が向上すると共に、作業者によるブレーキ圧の調整が不要となるため操作性も向上する。 As described above, when the vehicle height is increased or the front / rear adjustment amount is increased, it is determined that the field is in a wetland state, the brake pressure during the turning action is automatically decreased, and the traveling crawler 5 Adjustments are made so as to avoid problems due to slipping, etc., and brake pressure that matches the field conditions can be obtained automatically, improving adaptability to field conditions and eliminating the need for operator adjustment of brake pressure Therefore, operability is also improved.

作業機の走行用ミッションケース全般への適応利用が可能。 Applicable to all traveling mission cases for work equipment.

コンバインにおける全体構成を示す側面図。The side view which shows the whole structure in a combine. 走行用ミッションケースのギヤ連動機構による伝動状態を示す正面展開図。The front expanded view which shows the transmission state by the gear interlocking mechanism of the traveling mission case. 主ギヤのクラッチ爪外周部に副ギヤを嵌入固着した状態を示す拡大正面図。The enlarged front view which shows the state which inserted and fixed the sub gear to the clutch claw outer peripheral part of the main gear. 自動方向制御時のブレーキ圧を設定するための電気回路を示すブロック図。The block diagram which shows the electric circuit for setting the brake pressure at the time of automatic direction control. 自動方向制御時のブレーキ圧を略中立とする設定圧の調整状態を示す線図。The diagram which shows the adjustment state of the setting pressure which makes the brake pressure at the time of automatic direction control substantially neutral. パワステレバーとパワステポジションセンサとの組付け状態を示す側面図。The side view which shows the assembly | attachment state of a power steering lever and a power steering position sensor. パワステレバー操作の左右方向に対する誤作動防止を示すフローチャート。The flowchart which shows the malfunction prevention with respect to the left-right direction of power steering lever operation. 走行装置において走行クローラの車体に対する上下昇降機構を示す側面図。The side view which shows the up-down raising / lowering mechanism with respect to the vehicle body of a traveling crawler in a traveling apparatus. 車体に対し走行クローラの昇降作用を行わせる電気回路を示すブロック図。The block diagram which shows the electric circuit which performs the raising / lowering effect | action of a traveling crawler with respect to a vehicle body. 湿田状態の判断により旋回時のブレーキ圧を低下させる状態を示す線図。The diagram which shows the state which reduces the brake pressure at the time of turning by judgment of a wet-field state.

１．ミッションケース
２．操向センタギヤ
２ａ．主ギヤ
２ｂ．副ギヤ
２ｃ．クラッチ爪
３．サイドクラッチ
３ａ．クラッチ爪
Ａ．副変速部
Ｂ．差動ギヤ装置 1. Mission case 2. Steering center gear 2a. Main gear 2b. Sub gear 2c. Clutch claw 3. Side clutch 3a. Clutch claw A. Sub transmission B. Differential gear device

Claims

A traveling device (6) provided at the lower part of the chassis (4), a threshing device (10) provided on the chassis (4), a reaping device (16) provided in front of the threshing device (10), and a reaping device (16) In the combine that constitutes the vehicle body (22) by the operating device (18) provided on one side and the engine (20) mounted below the operating seat (19),
The two steering center gears (2), which are fixed to the central part of the steering shaft (39) provided in the power transmission path in the transmission case (1) of the traveling device (6), are clutched on both the left and right sides on the inner diameter side. The outer peripheral portion (z1) of the mounting base of the left and right clutch claws (2c) of the main gear (2a) provided with the claws (2c) and the left and right clutch claws (2c) provided on the main gear (2a) The left and right clutch gears (3b) are slidable to the left and right to form left and right side clutches (3) on both the left and right sides of the steering center gear (2). (1) A linearly-moving gear (1) that is supported on the steering shaft (39) in a free-wheeling state and is fixed to one end of a long cylindrical member (41) that is supported in a free-wheeling state on the main gear (2a) and the clutch shaft (40). 42) is engaged and interlocked with the other end of the long cylindrical member (41). A revolving gear (45) provided with a latch (43) and pivotally fixed to one end of the sub-cylindrical member (44) which is mounted on the sub-gear (2b) and on the outer periphery of the long cylindrical member (41) in a free-wheeling state. ), And a turning clutch (46) is provided at the other end of the short cylindrical member (44). Between the straight-traveling clutch (43) and the turning-clutch (46), the straight-traveling clutch A pressing spring (47) that constantly presses (43) in the connecting direction is provided, a turning drive gear (49) provided at the end of the clutch shaft (40), and a differential case (51) of the differential gear device (B). A differential case gear (52) included in the differential gear device (B) and left and right intermediate driven gears (56) provided on the left and right intermediate axles (55). And the left and right intermediate driven gears (56) Each of the latch gears (3b) is engaged with each other, and an intermediate drive gear (57) provided on the intermediate axle (55) adjacent to the left and right intermediate driven gears (56) and an axle provided on the ends of the left and right axles (58). The gear (59) is meshed with each other,
A power steering lever (61) is provided on one side of the operating device (18) as a turning operation tool for steering and turning the vehicle body (22) by a tilting operation to the left and right sides, and the power steering lever (61) is tilted. A power steering position sensor (61a) for detecting the operation position is provided,
Left and right rotation sensors (68) that respectively detect the rotation speeds of the left and right clutch gears (3b) are provided, and when the power steering lever (61) is operated to either the left or right, the rotation sensor on the side that detects the decrease in the rotation speed ( 68) is stored in the controller as a rotation sensor (68) on the side where the power steering lever (61) is operated .