JP5255550B2 - Movable harvester travel transmission - Google Patents

Description

  According to the present invention, a harvesting and harvesting machine travels in which a transmission system that transmits engine power to a traveling device includes a first transmission that can be shifted in multiple stages and a second transmission that can be shifted in multiple stages in series. The present invention relates to a transmission.

  Harvesting and harvesting that can be shifted to multiple stages at low speed, medium speed, and high speed so that appropriate travel speeds can be obtained depending on the situation, from harvesting crops to traveling on a path, etc. A traveling transmission device for a machine is described in Patent Document 1. In this travel transmission, the sub-transmission has three transmission systems for low speed, medium speed, and high speed, and is configured to be able to shift by selectively using each transmission system. ing.

  Here, the medium speed position provides a cutting speed suitable for a normal cutting work state, and the high speed position provides a moving speed when used in a non-working state such as traveling on a tunnel. Is. The low-speed position is lower than the cutting work speed, and a low-speed cutting work speed that enables the cutting work when the crop is lying down is obtained.

  In such a variable harvesting harvester, the operator may be able to meet the conditions depending on whether the crop is being harvested or not being harvested, or whether the crop to be harvested is lying down or not lying down. It is necessary to shift to a suitable speed. If this speed change operation is frequently required, the operator feels annoyed. If the speed change operation is neglected, the speed is not suitable for the condition, and the work efficiency may be reduced.

  In order to solve the above problem, the traveling transmission described in Patent Document 1 includes a cutting work state determination unit that determines the state of the cutting operation, and based on the determination information of the cutting work state determination unit, the auxiliary transmission Is configured to be capable of automatic shifting. With this configuration, the shift operation that has been conventionally performed by the operator according to the work conditions is automated, and improvement in work efficiency can be expected.

JP 2000-104812 A

  The travel transmission of the harvesting harvester is also required to have specifications that do not give the operator a sense of incongruity. However, when the automatic transmission is configured like the travel transmission, it is difficult for the operator to recognize the shift position. There is a fear. For this reason, when the key harvester is turned on again and the engine is started after the key harvester is turned off, if the harvester begins to operate at a shift position that the operator did not expect, the operator may feel uncomfortable. There is a risk that work efficiency may be reduced. Further, when the operator performs a speed change operation during the work, even when the speed intended by the operator cannot be obtained after the operation, there is a possibility that a sense of incongruity and work efficiency may be similarly reduced.

  The present invention has been made in view of the above problems, and employs a speed change structure different from that of Patent Document 1 to improve work efficiency, while making the operator feel uncomfortable when starting the engine or at the time of speed change during work. It is an object of the present invention to provide a traveling transmission for a harvesting and harvesting machine that does not remember and does not reduce work efficiency.

  A first characteristic configuration of a traveling transmission for a harvesting and harvesting machine according to the present invention includes a transmission system that transmits engine power to the traveling apparatus, a first transmission that can be shifted in multiple stages, and a first transmission that can be shifted in multiple stages. A transmission ratio when the first transmission is in a low speed position and the second transmission is in a high speed position, and the first transmission is in a high speed position and the second transmission is The transmission ratio in the low speed position is the same, the moving speed is obtained when the first transmission is in the high speed position and the second transmission is in the high speed position, and the first transmission is in the high speed position. When the second transmission is in the low speed position, and when the first transmission is in the low speed position and the second transmission is in the high speed position, a cutting work speed is obtained, and the first transmission is in the low speed position and When the second transmission is in a low speed position, a low cutting speed When the engine is started, if the first transmission is in a low speed position, the second transmission is operated to a high speed position, and if the first transmission is in a high speed position, the second transmission is operated at a low speed. It is in the point provided with the control device operated to the position.

  In general, the speed-changing device of a harvesting and harvesting machine has a "reaching speed (medium speed)" suitable for harvesting work in a field, and a "low speed harvesting speed (low speed) suitable for harvesting a target crop in a lying state. ) "And" moving speed (high speed) "suitable for moving during non-reaping operations, it is desirable that at least three shift states can be realized.

  According to the first characteristic configuration, this three-stage shift state can be realized by a combination of the shift position of the first transmission and the shift position of the second transmission. That is, when the first transmission is in the high speed position and the second transmission is in the high speed position, the moving speed is obtained, and when the first transmission is in the high speed position and the second transmission is in the low speed position, the first transmission When the device is at the low speed position and the second transmission is at the high speed position, the cutting speed is obtained, and when the first transmission is at the low speed position and the second transmission is at the low speed, the low speed cutting speed is obtained. The transmission ratio when the first transmission is at the low speed position and the second transmission is at the high speed position is the same as the transmission ratio when the first transmission is at the high speed position and the second transmission is at the low speed position. Therefore, the cutting work speed obtained in these states is the same speed.

  If comprised in this way, if the 1st transmission is maintained at a low speed position, the 2nd transmission will be made into a high speed position at the time of a normal cutting operation, and it will be set as a cutting operation speed, and the 2nd transmission will be carried out when the crop to be cut is in a lying state. Only by shifting the device to the low speed position, a low speed cutting operation speed can be obtained. Therefore, it is easy to perform a series of shifting operations that temporarily harvests the crops that are partially lying in the middle of the harvesting operation at the low-speed cutting operation speed and immediately returns to the original cutting operation speed. Work efficiency can be improved.

  Further, if the first transmission is maintained at the high speed position, the speed can be changed between the moving speed and the cutting work speed only by operating the second transmission. Therefore, the aircraft must be stopped when it is desired to move immediately from the field to the ridge and move at high speed, or as shown in FIG. 8 of Patent Document 1, when the cutting operation and the high-speed movement on the headland are repeated. Therefore, it is possible to easily obtain the moving speed and the cutting work speed by operating the second transmission, and the working efficiency is improved.

  Further, according to the first characteristic configuration, when the engine is started, the second transmission is operated to the high speed position if the first transmission is in the low speed position, and the second transmission is operated if the first transmission is in the high speed position. Therefore, a cutting work speed corresponding to a medium speed is always obtained when the engine is started. For this reason, it is possible to avoid the occurrence of a sense of incongruity due to the operator feeling that it is too slow or too fast. Further, since the cutting work speed is always obtained when the engine is started, it is possible to prevent a situation in which the harvesting and harvesting machine starts operating at a speed that is not predicted by the operator, and to avoid a reduction in work efficiency.

  The second characteristic configuration is that the second transmission is configured such that a control valve is switched by an operation of an operation tool that is manually operated, and a speed change operation is performed by hydraulic fluid from the control valve. is there.

  According to the second characteristic configuration, the second transmission is shifted by switching the control valve. Therefore, for example, by using an electromagnetic switching valve or the like, the operation of the second transmission performed in the first characteristic configuration is performed. Can be easily performed by electrical control.

It is a side view which shows the whole combine. It is a diagram which shows a transmission system. It is a vertical front view of a traveling transmission device. It is a vertical side view of a traveling transmission device. It is a longitudinal front view which shows the upper part of a driving | running | working transmission apparatus. It is a longitudinal front view which shows the lower part of a driving | running | working transmission apparatus. It is a vertical front view which shows the action | operation form of a 2nd transmission. It is a vertical front view of a steering mechanism. It is a circuit diagram which shows a hydraulic operation system. It is a block diagram which shows a control apparatus and an input / output device. It is a figure which shows the relationship between the speed change position and speed of a driving sub-transmission part. It is a flowchart which shows speed control at the time of starting. It is a flowchart which shows speed control at the time of work.

Hereinafter, an embodiment in which the present invention is applied to a combine will be described with reference to the drawings.
[Overall structure of the combine]
FIG. 1 is an overall side view of the combine. This combine is for harvesting rice, wheat, etc., and is connected to a pair of left and right crawler type traveling devices 1, a traveling body having a driver's seat 2, and a front part of the body frame 3 of the traveling body. The cutting pre-processing unit 10 is provided. On the rear side of the machine body frame 3, a threshing device 4 and a grain tank 5 are provided side by side in the lateral direction of the traveling machine body.

  The traveling aircraft includes an engine 6 (see FIG. 2) provided below the driver seat 2 and a traveling transmission device 20 provided at the front end of the aircraft frame 3, and the driving force output from the engine 6 is used as the traveling transmission device. The speed is changed by 20 and transmitted to the traveling device 1. The driving force transmitted to the traveling device 1 drives the pair of left and right traveling devices 1 to cause the combine to travel.

  As shown in FIG. 1, the pre-cutting processing unit 10 includes a pre-processing unit frame 11 that is swung up and down with respect to the body frame 3 by a hydraulic cylinder 12. By this swinging operation of the pre-processing unit frame 11, the pre-cutting processing unit 10 causes the weeding tool 13 located at the front end to descend near the ground and the ascending work state where the weeding tool 13 rises high from the ground. It can be moved up and down in a non-working state.

  When the pre-cutting processing unit 10 is in the descending work state and the traveling machine body is traveled, the pre-cutting processing unit 10 raises the planted culm by the weeding tool 13 and introduces it into the device 14, and the raising device 14 sets up the planting cereal. Cause and process cereals. The planted cereal that has been lifted is cut by the clipper-shaped cutting device 15 and transferred to the rear side of the machine body by the transfer device 16.

  When the reaped cereal reaches the starting end of the threshing feed chain 4a of the threshing device 4, the threshing feed chain 4a sandwiches the stock side of the threshing cereal and conveys it to the rear of the traveling machine, and handles the tip side of the threshing cereal. It is supplied to the room and processed for threshing. The grain tank 5 collects and stores threshed grains from the threshing device 4.

[Configuration of transmission system]
FIG. 2 is a diagram showing a transmission system that guides the power output from the engine 6 to the traveling device 1 and the pre-cutting processing unit 10. 3 is a longitudinal front view of the traveling transmission device 20, FIG. 4 is a longitudinal side view of the traveling transmission device 20, FIG. 5 is a longitudinal front view showing the upper portion of the traveling transmission device 20, and FIG. 6 shows the lower portion of the traveling transmission device 20. It is a vertical front view.

  As shown in these drawings, the traveling transmission device 20 includes a transmission case 22 and a hydrostatic continuously variable transmission 23 (hereinafter referred to as HST 23) as a traveling main transmission unit housed in the upper end of the transmission case 22. ) And a traveling mission unit 30 housed in the mission case 22 so as to be located on the lower side of the traveling vehicle body than the HST 23. The transmission case 22 is rotatably provided with a pump shaft 21 as an input shaft at an upper end portion thereof, and is rotatably provided with a pair of left and right traveling drive shafts 1a at a lower end portion thereof.

  The HST 23 includes an axial plunger type and variable displacement type hydraulic pump 24, and an axial plunger type hydraulic motor 25 driven by the pressure oil from the hydraulic pump 24. The hydraulic pump 24 is driven when the pump shaft 21 is rotated by power from the engine 6. The traveling mission unit 30 includes a traveling sub-transmission unit 32 including an input gear 31 and an output gear 33, and a steering mechanism 51 provided across the center gear 50 and the traveling drive shaft 1a. The center gear 50 is engaged with the output gear 33.

  The driving force of the output shaft 6a of the engine 6 is transmitted to the belt pulley 76 by the belt transmission mechanism 7, and the pump shaft 21 rotates. The driving force of the engine 6 input to the mission case 22 via the pump shaft 21 is input to the HST 23, converted into a forward driving force or a backward driving force by the HST 23, and steplessly on both the forward side and the reverse side. It is configured to be able to shift.

  The output from the motor shaft 26 of the HST 23 is transmitted from the motor shaft gear 27 provided to the motor shaft 26 so as to be integrally rotatable to the input gear 31 of the traveling mission unit 30. The driving force of the input gear 31 is shifted by the traveling sub-transmission unit 32 and transmitted from the output gear 33 to the center gear 50, and the driving force of the center gear 50 is transmitted to the traveling drive shaft 1a by the steering mechanism 51. Is driven.

  The traveling transmission device 20 can switch the transmission of the pair of left and right traveling devices 1 between the straight traveling state and the turning state by cutting or shifting the transmission to the left and right traveling driving shafts 1 a separately by the steering mechanism 51. It is configured. The traveling transmission device 20 includes an input shaft 34 having an input gear 31 that can be integrally rotated, and an output pulley 70 that is integrally rotatable at the end of the input shaft 34 that protrudes laterally outward from the transmission case 22. The driving force of the input shaft 34 is transmitted from the output pulley 70 to the pre-cutting processing unit 10.

[Travel auxiliary transmission section]
As shown in FIGS. 2 to 5, the traveling sub-transmission unit 32 includes a first transmission A that can shift to a plurality of stages and a second transmission B that can shift to a plurality of stages in series. Yes.

  The first transmission A is configured to be able to shift by a sub-shift lever 81 shown in FIG. The sub-transmission lever 81 is provided in the boarding operation section having the driver's seat 2, and when the operator swings the sub-transmission lever 81, the meshing state of the transmission gear of the first transmission A is switched to change the speed. It is configured to be able to. That is, a shift gear 35 provided on an input shaft 34 having an input gear 31 so as to be integrally rotatable is capable of being integrally rotated and shifted. The gear 37 is configured by a gear transmission mechanism that is configured to change the meshing object alternatively to the gear 37.

  Hereinafter, in the first transmission A, the sub transmission lever 81 is operated to the high speed side, the state where the shift gear 35 is engaged with the high speed gear 36 is “high speed position”, the sub transmission lever 81 is operated to the low speed side, and the shift gear 35 is operated. Is in mesh with the low speed gear 37 is referred to as "low speed position". When the first transmission A is in the high speed position, power is transmitted to the intermediate transmission shaft 38 via the intermediate shaft second gear 43 that meshes with the high speed gear 36. On the other hand, when the first transmission A is in the low speed position, power is transmitted to the intermediate transmission shaft 38 via the intermediate shaft first gear 40 that meshes with the low speed gear 37.

  The second transmission device B includes a speed difference mitigating means C for automatically reducing the speed difference generated between the transmission upper side and the transmission lower side in accordance with the speed change operation and performing power transmission. It is constituted by. The second transmission device B includes a clutch gear type clutch gear 39 supported by the intermediate transmission shaft 38 so as to be relatively rotatable and slidable, and a high speed gear 41 supported at one end of the intermediate transmission shaft 38 so as to be relatively rotatable. It has.

  Hereinafter, in the second transmission B, a state in which the high speed gear 41 is transmitting power is referred to as “high speed position”, and a state in which the clutch gear 39 is transmitting power is referred to as “low speed position”. When the second transmission B is in the high speed position, power is transmitted to the output shaft 45 via the output shaft second gear 46 that meshes with the high speed gear 41. On the other hand, when the second transmission device B is in the low speed position, power is transmitted to the output shaft 45 via the output shaft first gear 44 that meshes with the clutch gear 39.

  The speed difference mitigating means C is provided at an intermediate position between the clutch gear 39 and the high speed gear 41 on the intermediate transmission shaft 38. This speed difference mitigating means C is a hydraulic system having a large number of friction plates for automatically transmitting power by gradually reducing the speed difference generated between the transmission upper side and the transmission lower side in accordance with the shifting operation. An operation type friction clutch 42 is provided.

  As shown in FIG. 10, the HST 23 for traveling speed change is configured to be continuously variable by swinging a speed change lever 80 for the operator to change speed in the boarding operation section. The second transmission B can be switched alternately to either the high speed position or the low speed position by the push-on / push-off operation of the push button type operation button 80b provided on the grip 80a of the speed change lever 80. It is configured. That is, when the operation button 80b is operated, a sub-transmission solenoid valve V1, which will be described later, is turned off, the clutch gear 39 meshes with the lateral side portion of the intermediate shaft first gear 40, and the sub-transmission is used. The electromagnetic valve V1 is turned on and can be switched to a high speed position where the high speed gear 41 transmits power via the friction clutch.

  As shown in FIGS. 5 and 7, the clutch gear 39 includes a cylinder portion 39a having a gear portion integrally formed on the outer peripheral side, and a hydraulic piston 39b is built in the cylinder portion 39a. The hydraulic piston 39b is pressed and urged by a pressing spring 39c toward the lateral side of the intermediate shaft first gear 40. Further, the clutch gear 39 is set to a tooth width that can maintain the meshing state with the output shaft first gear 44 on the output shaft 45 side, regardless of whether the gear portion is shifted to either the high speed position or the low speed position. Has been.

  As shown in FIG. 7A, in a state where the cylinder portion 39a and the hydraulic piston 39b are pressed against the lateral side portion of the intermediate shaft first gear 40, the gear portion on the outer peripheral side of the cylinder portion 39a is connected to the intermediate shaft first gear. It meshes with an internal gear portion 40 a formed on the lateral side portion of one gear 40. At this time, the friction clutch 42 is in a clutch disengaged state, and the rotation of the intermediate transmission shaft 38 is configured not to be transmitted to the high speed gear 41.

  When pressure oil is supplied to the cylinder portion 39a in the state of FIG. 7A, the cylinder portion 39a is opposed to the urging force of the pressing spring 39c as shown in FIG. It moves to the side away from the side part of 40, and mesh | engagement with the internal gear-like gear part 40a of the intermediate shaft 1st gear 40 is cancelled | released. At the same time, the friction clutch 42 is switched from the cut-off state to the on-state by the hydraulic piston 42 b so that the rotation of the intermediate transmission shaft 38 can be transmitted to the high-speed gear 41.

  Depending on whether the first transmission device A is at a high speed position or a low speed position and the second transmission device B is at a high speed position or a low speed position, the shifting positions of the traveling sub-transmission unit 32 are four patterns shown in FIG. In the present embodiment, the transmission ratio when the first transmission device A is at the low speed position and the second transmission device B is at the high speed position, and the first transmission device A is at the high speed position and the second transmission device B is at the low speed position. The transmission ratio is set to be the same. Accordingly, the speed obtained by the traveling sub-transmission unit 32 has three stages: a moving speed (high speed), a cutting work speed (medium speed), and a low speed cutting work speed (low speed).

  With the above configuration, the shift gear 35 is engaged with the high speed gear 36 (the first transmission A is in the high speed position), the clutch gear 39 is engaged with the lateral side portion of the intermediate shaft first gear 40, and the friction clutch 42 is disengaged. When switched to the state (the second transmission device B is at the low speed position), the traveling sub-transmission unit 32 obtains a cutting work speed suitable for normal cutting work. At this time, as is apparent from FIG. 2, the driving force of the input gear 31 includes the input shaft 34, the shift gear 35, the high speed gear 36, the intermediate shaft second gear 43, the intermediate transmission shaft 38, the intermediate shaft first gear 40, the clutch. This is transmitted to the output gear 33 via the gear 39, the output shaft first gear 44, and the output shaft 45.

  When the shift gear 35 is engaged with the high speed gear 36 (the first transmission A is at the high speed position), the clutch gear 39 is disengaged from the lateral side portion of the intermediate shaft first gear 40, and the friction clutch 42 is switched to the engaged state. (The second transmission device B is at a high speed position), and the traveling sub-transmission unit 32 can obtain a moving speed suitable for the movement of eaves and the like. At this time, the driving force of the input gear 31 is as follows: input shaft 34, shift gear 35, high speed gear 36, intermediate shaft second gear 43, intermediate transmission shaft 38, friction clutch 42, high speed gear 41, output shaft second gear 46, output It is transmitted to the output gear 33 via the shaft 45.

  When the shift gear 35 is engaged with the low speed gear 37 (the first transmission A is at the low speed position), the clutch gear 39 is engaged with the lateral side portion of the intermediate shaft first gear 40, and the friction clutch 42 is switched to the disengaged state. (The second transmission device B is at the low speed position), and the traveling sub-transmission unit 32 can obtain a low-speed cutting work speed suitable for cutting the fallen stem pod. At this time, the driving force of the input gear 31 is applied to the output gear 33 via the input shaft 34, the shift gear 35, the low speed gear 37, the intermediate shaft first gear 40, the clutch gear 39, the output shaft first gear 44, and the output shaft 45. Communicated.

  When the shift gear 35 is engaged with the low speed gear 37 (the first transmission A is at the low speed position), the clutch gear 39 is operated to be disengaged from the lateral side of the intermediate shaft first gear 40, and the friction clutch 42 is switched to the engaged state. (The second transmission device B is at a high speed position), and the traveling sub-transmission unit 32 can obtain a cutting work speed suitable for normal cutting work. At this time, the driving force of the input gear 31 includes the input shaft 34, the shift gear 35, the low speed gear 37, the intermediate shaft first gear 40, the intermediate transmission shaft 38, the friction clutch 42, the high speed gear 41, the output shaft second gear 46, and the output. It is transmitted to the output gear 33 via the shaft 45.

[Speed difference mitigation means]
In the second transmission device B, a speed difference mitigating means C is provided in order to automatically reduce the speed difference generated between the transmission upper side and the transmission lower side in accordance with the speed change operation and to transmit power. . As shown in FIG. 7, the speed difference mitigating means C is configured by a hydraulically operated friction clutch 42 disposed at an intermediate position between the clutch gear 39 and the high speed gear 41 on the intermediate transmission shaft 38.

  The friction clutch 42 includes a case portion 42a that is externally fitted and fixed to the intermediate transmission shaft 38, a high-speed gear 41 that is supported in a state in which only relative rotation with respect to the intermediate transmission shaft 38 is possible and axial movement is prevented, A large number of friction plates supported between the case portion 42a and the high speed gear 41, and a hydraulic piston 42b that can be pressed against the high speed gear 41 so as to sandwich the friction plate between the high speed gear 41 and the friction plate. ing.

  When the speed change operation to the high speed position is performed in the second transmission B, the clutch gear 39 is disengaged from the lateral side portion of the intermediate shaft first gear 40, and the hydraulic piston 42b is supplied to the high speed gear 41 by the supplied pressure oil. The friction plate supported between the two is pressed into a clutch engaged state. At this time, the slip of the friction plates can automatically reduce the speed difference generated between the upper transmission side and the lower transmission side automatically to transmit power.

  Further, in the second transmission device B, when the speed change operation is performed to the low speed position, a gradual decrease in the speed difference due to the slip of the friction plate cannot be expected. However, since the clutch gear 39 is always configured to maintain the meshed state with the output shaft first gear 44, the clutch gear 39 and the intermediate shaft first gear 40 rotate in the same direction. For this reason, the relative speed difference between the clutch gear 39 and the intermediate shaft first gear 40 is small, and a shift operation with relatively little shift shock is easily performed.

[Steering mechanism]
As shown in FIGS. 2, 3, 6 and 8, the steering mechanism 51 is for switching the pair of left and right traveling devices 1 between a straight traveling state, a large radius turning state, and a small radius turning state. is there. The steering mechanism 51 is engaged with a pair of left and right steering clutch gears 52, a hydraulic piston 52 a integrally formed with the steering clutch gear 52, a center gear 50 having an internal tooth portion meshing with the steering clutch gear 52, and a small diameter gear portion of the center gear 50. A reduction transmission clutch 59 provided between the reduction gear 57 and the intermediate transmission shaft 58, and left and right transmission clutches 54 and 56 for intermittently operating the power from the intermediate transmission shaft 58 with respect to the left and right steering clutch gears 52 are provided. Has been.

  In the steering mechanism 51, as shown in FIGS. 6 and 8, the pair of left and right steering clutch gears 52 are slid by a hydraulic piston 52a formed integrally therewith to engage with the inner teeth of the center gear 50. Is done. A left transmission clutch 54 provided between the left steering clutch gear 52 and the left transmission gear 53 is switched between an on state and a disconnected state by a hydraulic piston 54a. Similarly, the right transmission clutch 56 provided between the right steering clutch gear 52 and the right transmission gear 55 is switched between the on state and the off state by the hydraulic piston 56a. Further, a reduction transmission clutch 59 provided across the reduction gear 57 and the intermediate transmission shaft 58 meshed with the small-diameter gear portion of the center gear 50 is switched between the on state and the off state by the hydraulic piston 59a. With the above configuration, the pair of left and right traveling devices 1 can be switched between a straight traveling state, a large radius turning state, and a small radius turning state.

  In order to obtain a straight traveling state, the left and right transmission clutches 54 and the right transmission clutch 56 are switched to a disengaged state by switching both left and right steering clutch gears 52 to mesh with the inner teeth of the center gear 50. Manipulate. Then, the driving force of the center gear 50 is transmitted to the left traveling drive shaft 1a via the left steering clutch gear 52 and the left traveling drive gear 60, and the driving force of the center gear 50 is transmitted to the right steering clutch gear 52. This is transmitted to the right travel drive shaft 1a via the right travel drive gear 61. As a result, the steering mechanism 51 drives the left and right traveling devices 1 in the same driving direction at the same driving speed to cause the traveling machine body to travel straight ahead.

  In order to obtain a large-radius turning state, one of the pair of left and right steering clutch gears 52 is switched to a state where the steering gear gear 52 is engaged with the internal gear portion of the center gear 50, and the other steering clutch gear 52 is switched to the internal gear portion of the center gear 50. Switch to the state of leaving. Then, the driving force of the center gear 50 is transmitted to the travel drive shaft 1a corresponding to the steering clutch gear 52 via the steering clutch gear 52 meshed with the inner tooth portion of the center gear 50 and detached from the inner tooth portion of the center gear 50. The travel drive shaft 1a corresponding to the steering clutch gear 52 is set in the idle state. As a result, the steering mechanism 51 drives one of the pair of left and right travel drive shafts 1a, puts the other travel drive shaft 1a in an idle state, and drives only one travel device 1 to make the travel aircraft body have a large turning radius. Make a turn at.

  In order to obtain a small-radius turning state, one of the pair of left and right steering clutch gears 52 is switched to a state in which the steering gear gear 52 is engaged with the internal gear portion of the center gear 50, and the other steering clutch gear 52 is switched to the internal gear portion of the center gear 50. To the disengaged state, and the decelerating transmission clutch 59 is switched to the engaged state (the left or right transmission clutches 54, 56 on the side where the steering clutch gear 52 is disengaged from the center gear 50 are engaged). ).

  Then, the driving force of the center gear 50 is transmitted to the travel drive shaft 1a corresponding to the steering clutch gear 52 via the steering clutch gear 52 meshed with the internal gear portion. Further, the driving force of the center gear 50 is applied to the reduction gear 57, the reduction transmission clutch 59, the intermediate transmission shaft 58, the left intermediate shaft gear 62, or the traveling drive shaft 1a corresponding to the clutch gear 52 detached from the inner gear portion of the center gear 50. It is transmitted via the right intermediate shaft gear 63, the left transmission gear 53 or the right transmission gear 55, the left transmission clutch 54 or the right transmission clutch 56, the left traveling drive gear 60 or the right traveling drive gear 61. As a result, the steering mechanism 51 drives one of the pair of left and right traveling drive shafts 1a at the same driving speed as that during straight traveling, and drives the other traveling drive shaft 1a at a lower speed than during straight traveling, thereby causing left and right traveling. The apparatus 1 is driven at different driving speeds in the same driving direction to cause the traveling machine body to turn with a small turning radius.

  As shown in FIGS. 2, 3, 5, and 6, the steering mechanism 51 includes a hydraulically operated steering brake 64 provided at one end of the intermediate transmission shaft 58. By applying a friction brake to the intermediate transmission shaft 58 by the steering brake 64, the traveling device 1 (the traveling device on the inside of the turn) corresponding to the steering clutch gear 52 that is disengaged from the center gear 50 is braked. The turning radius is made smaller than the turning radius when the traveling device 1 inside the turning is driven to decelerate.

[Control form]
As shown in FIG. 5, the traveling transmission device 20 includes a hydraulic pump 71 assembled to the upper end portion of the mission case 22. The hydraulic pump 71 is constituted by a trochoid pump provided with a pump gear attached to the pump shaft 21.

  The hydraulic pump 71 includes an oil circuit inside the mission case 22 by a hydraulic circuit having a suction filter 73 (see FIG. 4) provided at the upper end of the mission case 22 and a suction oil passage formed in the mission case 22. It is connected to the operation valve of each hydraulic piston 39b, 42b, 52a, 54a, 56a, 59a provided in the storage unit and the traveling mission unit 30. That is, the hydraulic pump 71 is driven by the pump shaft 21, sucks the lubricating oil stored in the transmission case 22, discharges the pressure oil, and discharges the pressurized oil to the hydraulic pistons 39b, 42b, 52a, 54a, 56a and 59a are supplied to cause the traveling mission unit 30 to be switched.

  As shown in FIG. 9, the discharge oil passage L from the hydraulic pump 71 branches into a first oil passage L1 and a second oil passage L2 on the way. The first oil passage L1 includes a pressure reducing valve V11, a sub-transmission solenoid valve V1 for operating the traveling sub-transmission unit 32, a braking control solenoid valve V2 for controlling the turning braking state, and a pair of left and right steering clutches. Steering solenoid valves V3 and V4 for operating the gear 52 and the left and right transmission clutches 54 and 56 are provided. As shown in FIG. 10, the sub-shifting solenoid valve V1, the braking control solenoid valve V2, the steering solenoid valves V3 and V4, and the pressure regulating proportional solenoid control valve V9 described later are respectively supplied from the control device 100. It is configured to be controlled in response to a control signal.

  A pair of pilot operation valves V7 and V8 are connected in parallel to the second oil path L2 via a sequence valve V12, and the pressure oil that has passed through the pilot operation valves V7 and V8 is respectively connected to the subsequent seventh oil path. L7 is configured to be supplied to the eighth oil passage L8. The pilot operation valve V7 is configured to operate with the pilot pressure supplied from the steering electromagnetic valve V4 that operates the left transmission clutch 54. Similarly, the pilot operation valve V8 is configured to operate with the pilot pressure supplied from the steering electromagnetic valve V3 that operates the right transmission clutch 56.

  The seventh oil passage L7 connected to the pilot operation valve V7 is connected to supply pressure oil to both the left steering clutch gear 52 and the left transmission clutch 54, and the transmission clutch. 54, the transmission clutch 54 is configured to operate more slowly than the steering clutch gear 52 via the throttle S2. Similarly, the eighth oil passage L8 connected to the pilot operation valve V8 is connected to supply pressure oil to both the right steering clutch gear 52 and the right transmission clutch 56, and The transmission clutch 56 is configured to operate more slowly than the steering clutch gear 52 via the throttle S3.

  The pressure oil that has passed through one of the pair of left and right steering clutch gears 52 is supplied to the subsequent ninth oil passage L9, and further supplied to the tenth oil passage L10 via the proportional electromagnetic control valve V9 for pressure adjustment. The The pressure oil supplied to the tenth oil passage L10 is supplied to the deceleration transmission clutch 59 or the steering brake 64 by the brake switching valve V10 controlled by the pilot pressure of the brake control electromagnetic valve V2 for controlling the turning braking state. Is selectively supplied to any one of the above. A relief valve V13 is connected in the middle of the ninth oil passage L9.

  The sub-transmission solenoid valve V1 provided in the first oil passage L1 receives pressure oil supplied from the first oil passage L1 by the operation of the operation button 80b provided in the grip portion 80a of the transmission lever 80 shown in FIG. The state of supplying to the subsequent third oil passage and the state of returning to the mission case 22 can be alternately switched.

  An open / close valve V5 is connected to the third oil passage L3. This on-off valve V5 switches to a state in which pressure oil is supplied to the cylinder portion 39a of the clutch gear 39 when the primary side pressure rises to a predetermined value or more, and when the primary side pressure falls below the predetermined value, the return portion springs the cylinder portion 39a and the friction clutch. The pressure oil is switched from 42 to a state in which the pressure oil is released to the drain side.

  From the middle of the third oil passage L3, a fourth oil passage L4 for supplying pressure oil to the oil chamber between the case portion 42a of the friction clutch 42 and the hydraulic piston 42b is branched. The fourth oil passage L4 is provided with an accumulator 77 in the middle of the oil passage, and the pressure oil set by the accumulator 77 is supplied to the hydraulic piston 42b in the friction clutch 42. Since the pressure oil is supplied through the accumulator 77, the friction plate of the friction clutch 42 can be obtained by the buffering effect of the accumulator 77 even when the pressure oil is rapidly supplied in accordance with the switching operation of the auxiliary transmission solenoid valve V1. Can be prevented from being suddenly pressed.

  A sixth oil passage L6 capable of unloading the pressure of the fourth oil passage L4 is connected to a portion between the place where the accumulator 77 of the fourth oil passage L4 is provided and the friction clutch 42. As shown in FIG. 7, the sixth oil passage L6 includes a throttle S1 and a valve mechanism V6 that can close the sixth oil passage L6. In the valve mechanism V6, when pressure oil is supplied to the clutch gear 39 and the cylinder portion 39a moves to the side away from the intermediate first gear 40, the throttle S1 is closed by the cylinder portion 39b, and the sixth oil passage L6 is opened. The state is switched to the blocked state, and the friction clutch 42 is operated to the clutch engagement side with the pressure supplied from the accumulator 77 side. At this time, the fifth oil passage L5 is also closed by the on-off valve V5.

  As shown in FIG. 10, the braking control solenoid valve V2 provided in the first oil passage L1 is configured to be switched by a turning mode changeover switch 84 provided in the boarding operation section. That is, when the turning mode changeover switch 84 is operated to the “relaxed” position, as shown in FIG. 9, the pilot pressure from the first oil passage L1 is applied to the brake control solenoid valve V2 by the brake changeover valve V10. And the speed reduction transmission clutch 59 is activated. When the turning mode changeover switch 84 is operated to the “reliable” position, the brake control solenoid valve V2 is changed from the state shown in FIG. 9, and the pilot pressure from the first oil passage L1 is changed over to the brake changeover. The valve V10 side is activated, and the brake switching valve V10 is switched to the side for operating the steering brake 64.

  The proportional electromagnetic control valve V9 for pressure adjustment provided in the ninth oil passage L9 detects the operation amount to the left or right of the steering lever 83 shown in FIG. 10 with the potentiometer 83a, and operates based on the operation amount. Control is performed based on a control signal from the control device 100 so as to change the supply pressure from the tenth oil passage L10 to the direction brake 64 or the deceleration transmission clutch 59.

  As shown in FIG. 10, the steering solenoid valves V3, V4 provided in the first oil passage L1 are configured to be switched by a steering lever 83 provided in the boarding operation section. That is, in the state where the steering lever 83 is located at the neutral position N, it is in a straight-ahead state where none of the steering solenoid valves V3, V4 act.

  When the steering lever 83 is operated to the right turning position R1, the right steering solenoid valve V3 is operated to the entrance side, and both the right steering clutch gear 52 and the right transmission clutch 56 are operated. Pressure oil is supplied to the right pilot valve V8 to be operated. At this time, the proportional electromagnetic control valve V9 is in the closed state, and no pressure oil is supplied to the tenth oil passage L10, so that the right traveling device 1 is in the idle state regardless of the position of the turning mode changeover switch 84. Become.

  When the steering lever 83 is operated to the right turning position R2, the proportional electromagnetic control valve V9 is in the on-side state, and pressure oil is supplied to the tenth oil passage L10. At this time, if the turning mode changeover switch 84 is operated to the “relaxed” position, the brake control solenoid valve V2 causes the pilot pressure from the first oil passage L1 to be applied to the brake changeover valve as shown in FIG. It will be in the state which does not act on the V10 side. Therefore, pressure oil is supplied to the deceleration transmission clutch 59, and the right traveling device 1 is driven at a lower speed than when traveling straight ahead. On the other hand, when the turning mode changeover switch 84 is operated to the “reliable” position, the braking control electromagnetic valve V2 is switched from the state shown in FIG. 9, and the pilot pressure from the first oil passage L1 is changed. It will be in the state which acts on the brake switching valve V10 side. Therefore, pressure oil is supplied to the steering brake 64 and the right traveling device 1 is braked.

  When the steering lever 83 is operated to the left turning position L1, the left steering electromagnetic valve V4 is operated to the entrance side, and both the left steering clutch gear 52 and the left transmission clutch 54 are operated. Pressure oil is supplied to the left pilot valve V7. At this time, the proportional electromagnetic control valve V9 is in the closed state, and no pressure oil is supplied to the tenth oil passage L10, so that the right traveling device 1 is in the idle state regardless of the position of the turning mode changeover switch 84. Become.

  When the steering lever 83 is operated to the left turning position L2, the proportional electromagnetic control valve V9 is in the on-side state, and pressure oil is supplied to the tenth oil passage L10. At this time, if the turning mode changeover switch 84 is operated to the “relaxed” position, the brake control solenoid valve V2 causes the pilot pressure from the first oil passage L1 to be applied to the brake changeover valve as shown in FIG. It will be in the state which does not act on the V10 side. Therefore, pressure oil is supplied to the deceleration transmission clutch 59, and the left traveling device 1 is driven at a lower speed than when traveling straight ahead. On the other hand, when the turning mode changeover switch 84 is operated to the “reliable” position, the braking control electromagnetic valve V2 is switched from the state shown in FIG. 9, and the pilot pressure from the first oil passage L1 is changed. It will be in the state which acts on the brake switching valve V10 side. Therefore, pressure oil is supplied to the steering brake 64 and the left travel device 1 is braked.

  A supply oil passage LL from a charge pump 72 provided separately from the hydraulic pump 71 is connected to a charge oil supply circuit of the HST 23. A relief valve V14 is provided in the supply oil passage LL.

[Speed control at start-up]
The starting speed control executed by the control device 100 when the engine 6 is started will be described based on the flowchart of FIG. When the engine 6 is started (# 10), the shift position of the first transmission A is detected by a position sensor 81a attached to the auxiliary transmission lever 81. The control device 100 recognizes and stores the first transmission device A as the high speed position when detecting the rising edge of the detection signal of the position sensor 81a and the first transmission device A as the low speed position when detecting the falling edge.

  It is determined whether the shift position of the first transmission A detected by the position sensor 81a is the low speed position or the high speed position (# 11). If it is determined that the first transmission A is the high speed position, the second transmission B Is operated to a low speed position (# 12). That is, the control device 100 sets the clutch gear 39 to mesh with the lateral side portion of the intermediate shaft first gear 40 and sets the friction clutch 42 to the disconnected state by setting the auxiliary transmission solenoid valve V1 to the disconnected state. . On the other hand, if it is determined that the first transmission A is in the low speed position, the second transmission B is operated to the high speed position (# 13). That is, the control device 100 sets the sub-transmission solenoid valve V1 in the engaged state so that the clutch gear 39 is disengaged from the lateral side portion of the intermediate shaft first gear 40 and the friction clutch 42 is engaged. To do. This completes the start speed control.

  By executing the speed control at the time of starting, the speed obtained by the traveling sub-transmission unit 32 when starting the engine 6 is always a medium speed cutting work speed. Therefore, it is possible to avoid a sense of incongruity caused by the operator feeling that it is too slow or too fast. Further, if the operator recognizes that the cutting work speed can always be obtained when the engine 6 is started, the operator can start the work immediately based on that, so that a reduction in work efficiency can be avoided.

  After the start speed control is completed, if the operator operates the operation button 80b (see FIG. 10), the moving speed (high speed) or the low speed cutting work speed (low speed) can be achieved. That is, when the speed change position of the first transmission device A at the end of the start speed control is the high speed position (the second transmission device B is the low speed position), the second operation is performed by operating the operation button 80b thereafter. The transmission device B is operated to the high speed position to obtain the moving speed. When the speed change position of the first transmission device A at the end of the start speed control is the low speed position (the second transmission device B is the high speed position), the second transmission device is operated by operating the operation button 80b thereafter. B is operated to a low speed position to obtain a low speed cutting operation speed.

[Speed control during operation]
The operation speed control executed by the control device 100 when the first transmission A is operated at the cutting operation speed corresponding to the medium speed will be described based on the flowchart of FIG. When the rising edge or the falling edge of the detection signal of the position sensor 81a attached to the auxiliary transmission lever 81 is detected at the cutting work speed, it is determined that the first transmission A is operated (# 20), and the working speed Control begins.

  Next, it is determined whether the shift position of the first transmission A after the above operation is a high speed position or a low speed position (# 21). As a result, when the rising edge of the detection signal of the position sensor 81a is detected and it is determined that the first transmission A is at the high speed position, the second transmission B is operated to the low speed position (# 22). That is, the control device 100 sets the clutch gear 39 to mesh with the lateral side portion of the intermediate shaft first gear 40 and sets the friction clutch 42 to the disconnected state by setting the auxiliary transmission solenoid valve V1 to the disconnected state. .

  On the other hand, if the falling edge of the detection signal of the position sensor 81a is detected and it is determined that the first transmission A is at the low speed position, the second transmission B is operated to the high speed position (# 23). That is, the control device 100 sets the sub-transmission solenoid valve V1 in the engaged state so that the clutch gear 39 is disengaged from the lateral side portion of the intermediate shaft first gear 40 and the friction clutch 42 is engaged. To do. This completes the start speed control.

  By executing the speed control at the time of operation, when the first transmission A is operated in the state of the cutting work speed, the speed obtained by the traveling auxiliary transmission unit 32 is maintained at the cutting work speed before and after the operation. Will be. Thereafter, when the operation button 80b is operated, the working speed control is ended, and the shifting position of the first transmission A when the working speed control is finished is the high speed position (the second transmission B is the low speed position). If there is, the second transmission device B is operated by the high speed device to obtain the moving speed, and the shift position of the first transmission device A when the work speed control is finished is the low speed position (second transmission device B Is the high speed position), the second transmission B is operated to the low speed position to obtain the low speed cutting operation speed.

  Further, according to the above control, by operating the auxiliary transmission lever 81 (see FIG. 10) for changing the speed of the first transmission device A, the traveling auxiliary transmission unit 32 as a whole is not changed, and the second Shifting is possible only by push-on / push-off operation of the operation button 80b (see FIG. 10) for shifting the transmission B. By shifting only with the second transmission device B provided with the speed difference mitigating means C, an effect that the impact at the time of shifting is reduced is also obtained.

[Another embodiment]
As shown in the above embodiment, the speed difference mitigating means C is not limited to the one using the hydraulically operated friction clutch 42, and for example, a synchromesh mechanical gear transmission device or this gear transmission device may be used. An appropriate structure such as an actuator such as a hydraulic cylinder to be operated or a mechanism that transmits power through a fluid can be employed.

  In the above embodiment, the first transmission A is configured to mechanically move the shift gear 35 by operating the sub-shift lever 81. However, the hydraulic actuator that operates the shift gear 35 and hydraulic oil to this actuator are used. It is good also as what operates by the hydraulic circuit provided with the control valve to supply. Further, the overall configuration of the first transmission A may be the same as that of the second transmission B.

  The present invention can be applied not only to the self-removing combine shown in the above embodiment but also to a normal combine. Moreover, it can apply also to what uses a crawler traveling apparatus with various working vehicles, such as a transport vehicle, a tractor, and an earthworking work vehicle, other than a combine, the thing which harvests various crops, such as an onion and a carrot.

1 traveling device 6 engine 20 traveling transmission device (transmission system)
32 Traveling sub-transmission unit 80b Operation button (operating tool)
81 Sub-transmission lever 100 Control device A First transmission device B Second transmission device C Speed difference mitigation means V1 Sub-transmission solenoid valve (control valve)

Claims (2)

A transmission system that transmits engine power to the traveling device includes a first transmission that can be shifted in multiple stages and a second transmission that can be shifted in multiple stages in series.
The transmission ratio when the first transmission is in the low speed position and the second transmission is in the high speed position and the transmission ratio when the first transmission is in the high speed position and the second transmission is in the low speed position. The same,
When the first transmission is in a high speed position and the second transmission is in a high speed position, a moving speed is obtained,
When the first transmission is in a high speed position and the second transmission is in a low speed position, and when the first transmission is in a low speed position and the second transmission is in a high speed position, a cutting work speed is obtained,
When the first transmission is in a low speed position and the second transmission is in a low speed position, a low cutting work speed is obtained,
When the engine is started, if the first transmission is in the low speed position, the second transmission is operated to the high speed position, and if the first transmission is in the high speed position, the second transmission is operated to the low speed position. A transmission device for a harvesting and harvesting machine including a control device.   The harvesting harvester according to claim 1, wherein the second transmission device is configured such that a control valve is switched by an operation of an operation tool that is manually operated, and a speed change operation is performed by hydraulic oil from the control valve. Traveling gearbox of the machine.

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