JP5285321B2 - Traveling vehicle - Google Patents

Description

  The present invention relates to a traveling vehicle such as a farm work machine such as a combine machine or a special work machine such as a crane truck.

  Conventionally, a combine as a traveling vehicle is configured to transmit power from an engine mounted on a traveling body to left and right traveling crawlers via a straight transmission, a turning transmission, and a differential mechanism. ing.

  An example of a combine having such a configuration is disclosed in Patent Document 1. In the combine of Patent Document 1, the drive output amount of the straight transmission, that is, the straight traveling speed of the traveling machine body is adjusted according to the tilting operation amount of the main transmission lever provided in the control unit. If the main transmission lever is in the neutral position, the traveling aircraft will not go straight. Further, the drive output amount of the turning transmission, that is, the turning direction and turning speed of the traveling vehicle body are adjusted according to the turning direction and the turning operation amount of the steering handle disposed in front of the control seat in the control unit. Is done.

In this case, the main transmission lever and the steering handle are linked and connected to the linear transmission and the turning transmission via a mechanical interlocking mechanism that uses many rods, arms, pivot pins, and the like. The mechanical interlocking mechanism of Patent Document 1 is built in a steering column disposed in front of a control seat in a control unit of a traveling machine body. Due to the action of the mechanical interlocking mechanism in the steering column, the combine of Patent Document 1 can be driven (controlled) at the same operation interval as that of a four-wheeled vehicle, although it is a crawler type.
JP 2000-177619 A

  However, in the combine of Patent Document 1, the mechanical interlocking mechanism uses a lot of long rods, arms, pivot pins, etc. and has a rather complicated structure, so the parts cost required for the mechanical interlocking mechanism increases. However, there was a problem that it did not meet the demand for cost reduction, which has been increasing in recent years.

  The present invention further improves the above-mentioned prior art, simplifies the structure for interlockingly connecting the operation means such as the main transmission lever and each transmission as much as possible, and responds to the increasing demand for cost reduction in recent years. It is a technical issue.

  In order to solve this technical problem, the invention of claim 1 is directed to a straight transmission and a turning transmission that shift the power of an engine mounted on a traveling machine body and transmit it to the left and right traveling parts, and the straight traveling A traveling vehicle having a linear operation tool for a transmission and a turning operation tool for the turning transmission, and a single control body capable of turning about two axes orthogonal to each other is built in the storage box The control body is configured to rotate about the first axis by the operation of the turning operation tool, and to rotate about the second axis by the operation of the rectilinear operation tool. A turning conversion shaft for converting a turning amount of the control body around the first axis into a control amount of the turning transmission; and a turning amount of the control body around the second axis. Conversion shaft for converting straight into the control amount of the straight transmission Are pivotally supported in a state where their axis lines are positioned substantially on the same plane, and further, a rotation detecting means for detecting a rotation amount of each of the conversion shafts, An electric actuator associated with an adjustment unit that adjusts a shift output of the transmission, and a control unit that drives each electric actuator using detection information of each rotation detection unit.

  According to a second aspect of the present invention, in the traveling vehicle according to the first aspect, when the control body is rotated about the first axis in a posture rotated about the second axis, the first of the control body is set. The turning conversion shaft rotates in a direction to increase the speed of the turning transmission, and the rectilinear conversion shaft rotates in a direction to decelerate the straight transmission according to the amount of rotation about one axis. It is configured to do.

  According to the present invention, a single control body capable of rotating around two axes orthogonal to each other is built in the storage box, and the control body is rotated around the first axis by operating a turning operation tool. The control box is configured to rotate and rotate around the second axis by operating a straight operation tool. The accommodation box is configured to transmit a rotation amount of the control body around the first axis to the turning transmission. The turning conversion shaft for converting the control body into the control amount and the rectilinear conversion shaft for converting the rotation amount of the control body around the second axis into the control amount of the straight-forward transmission are substantially the same in axis. It is pivotally supported so as to be able to rotate while being positioned on a plane.

  For this reason, “when the turning operation tool is operated to a position other than neutral in a state in which the straight operation tool is operated to a position other than neutral, the larger the operation amount of the turning operation tool, the smaller the turning aircraft body moves to the left. The operation of “turning to the right” can be executed by both the rotation around the first axis and the rotation around the second axis in the control body. That is, the control body has both a function of operating the turning transmission in conjunction with the operation of the turning operation tool and a function of operating the straight traveling transmission in conjunction with the operation of the straight operation tool. Will be combined.

  In addition, the rotation detection means for detecting the rotation amount of each of the conversion shafts, the electric actuator associated with the adjustment unit for adjusting the shift output of each transmission, and the detection information of each rotation detection means are used. Control means for driving the electric actuators, so that the conversion shafts and the adjusting parts of the transmissions are mechanically used with a lot of long rods, arms, pivot pins, etc. There is no need to connect them and the number of parts can be reduced. For this reason, the configuration is extremely simple and compact. It can also contribute to a reduction in manufacturing costs.

  In addition, the control body has a function of operating the turning transmission in conjunction with the operation of the turning operation tool, and a function of operating the rectilinear transmission in conjunction with the operation of the rectilinear operation tool. Both of them, and since the relationship between the operation amounts of the turning operation tool and the straight operation tool is mechanically determined based on the operation of the control body, the detection information of the both rotation detection means and the both It is not necessary to set an output pattern indicating a combination relationship with the drive amount of the electric actuator in a map format or a function table format, for example.

  In other words, it is sufficient for the control means to control the proportional relationship between the straight rotation detection means and the electric actuator and the proportional relation between the rotation detection means and the electric actuator independently of each other. There is no need to control the complex correlation between the object for turning and the object for turning. Therefore, although the electric control is used to adjust the vehicle speed and traveling direction of the traveling machine body, the calculation load of the control means can be reduced, and an inexpensive control means can be adopted.

  Further, as described above, the turning conversion shaft and the rectilinear conversion shaft are pivotally supported by the containing box so as to be rotatable in a state where their axis lines are located on substantially the same plane. Therefore, the operation range of the control body (especially the rotation range around the second axis) is limited, and operation using a long rod, arm, pivot pin or the like as in Patent Document 1 is performed. Compared with the structure of the system, the dimension along the first axis can be greatly shortened in the operation system. Therefore, the structure of the operation system can be remarkably simplified and reduced in size as compared with the case of Patent Document 1.

  Hereinafter, an embodiment embodying the present invention will be described with reference to the drawings (FIGS. 1 to 20) when applied to a combine as a traveling vehicle. 1 is a side view of a combine, FIG. 2 is a plan view of the combine, FIG. 3 is a skeleton diagram of a power transmission system, FIG. 4 is a skeleton diagram inside a transmission case, and FIG. 5 is a front explanatory view showing an arrangement mode of a storage box, 6 is an enlarged front view of the main part of FIG. 5, FIG. 7 is an explanatory plan view showing the arrangement of the storage box, FIG. 8 is an enlarged plan view of the main part of FIG. 7, and FIG. 9 schematically shows the mechanical interlocking mechanism. FIG. 10 is a plan view of the storage box, FIG. 11 is a side view taken along line XI-XI in FIG. 10, FIG. 12 is a side sectional view taken along line XII-XII in FIG. 14 is a sectional view taken along the line XIV-XIV of FIGS. 11 and 12, FIG. 15 is a sectional view taken along the line XV-XV of FIGS. 11 and 12, and FIG. 16 is a sectional view taken along the line XVI of FIGS. -XVI side sectional view, FIG. 17 is FIG. 10 and FIG. XVII-XVII view side sectional view, FIG. 18 is a fragmentary enlarged view of FIG. 16, FIG. 19 is a fragmentary enlarged view of FIG. 13, FIG. 20 is a functional block diagram of the controller.

(1). First, the schematic structure of the combine will be described with reference to FIGS. 1 and 2.

  A combine which is an example of a traveling vehicle includes a traveling machine body 1 supported by a pair of left and right traveling crawlers 2 and 2 as a traveling unit. At the front part of the traveling machine body 1, a reaping device 3 that takes in a planted cereal culm (uncut cereal culm) in the field is harvested by a single-acting hydraulic cylinder 4 so as to be adjustable up and down.

  The traveling machine body 1 is equipped with a threshing device 5 with a feed chain 6 and a grain tank 7 for storing grains after threshing in a side-by-side manner. In this case, the threshing device 5 is disposed on the left side in the traveling direction of the traveling machine body 1, and the Glen tank 7 is disposed on the right side in the traveling direction of the traveling machine body 1. A discharge auger 8 is provided at the rear of the traveling machine body 1 so as to be able to turn. The grain in the Glen tank 7 is carried out from the tip culling port of the discharge auger 8 to, for example, a truck bed or a container.

  In a control unit 9 provided between the reaping device 3 and the Glen tank 7, a steering handle 10 as a turning operation tool for changing a turning direction and a turning speed of the traveling machine body 1 and a control seated by an operator. A seat 11 and the like are arranged. A side column 12 disposed on one side of the control seat 11 has predetermined outputs of the main transmission lever 13 as a linear operation tool for performing a speed change operation of the traveling machine body 1 and the output and rotation speed of a hydraulic continuously variable transmission 50 described later. The auxiliary transmission lever 14 that is set and held in the range, the cutting clutch lever 15 for power cutting operation to the cutting device 3, and the threshing clutch lever 16 for power cutting operation to the threshing device 5 are provided so as to be able to tilt forward and backward. ing.

  The main speed change lever 13 is used to move the traveling machine body 1 forward, stop, reverse, and change its vehicle speed steplessly. The sub-shift lever 14 operates to change a sub-transmission mechanism 51 in the mission case 18 to be described later according to the working state, and the output and the rotational speed of the straight-travel HST mechanism 53 to be described later are referred to as low speed, medium speed, high speed, and neutral. This is for setting and maintaining the four speeds. The mowing clutch lever 15 is for power transmission operation to the mowing device 3, and the threshing clutch lever 16 is for power transmission operation to the threshing device 5.

  An engine 17 as a power source is disposed below the control unit 9. A transmission case 18 is disposed in front of the engine 17 for appropriately shifting the power from the engine 17 and transmitting it to the left and right traveling crawlers 2. A diesel engine is employed as the engine 17 of the embodiment.

  The reaping device 3 includes a clipper-type cutting blade device 19, a culm pulling device 20 for four strips, a culm conveying device 21, and a weeding body 22. The cutting blade device 19 is disposed below the cutting frame 41 (see FIG. 1) that constitutes the framework of the cutting device 3. The grain raising apparatus 20 is disposed above the cutting frame 41. The corn straw transporting device 21 is disposed between the corn straw pulling device 20 and the feed start end of the feed chain 6. The weed body 22 is provided in front of the lower part of the grain raising device 20. The traveling machine body 1 continuously rips the uncut cereals in the field by driving the reaping device 3 while driving the left and right traveling crawlers 2 by the engine 17 and moving in the field.

  The threshing device 5 includes a handling cylinder 23 for threshing the harvested cereal, a swing sorting mechanism 24 and a wind sorting mechanism 25 arranged below the handling cylinder 23, and a threshing taken out from the rear part of the handling cylinder 23. And a dust-feed port processing cylinder 26 for reprocessing. The handling cylinder 23 is arranged in the handling chamber of the threshing device 5. The swing sorting mechanism 24 is for swinging and sorting the cereals threshed by the handling cylinder 23, and the wind sorting mechanism 25 is for wind sorting the threshing.

  The stock source side of the harvested cereal meal sent from the harvesting device 3 is inherited by the feed chain 6. Then, the tip side of the harvested cereal meal is carried into the threshing device 5 and threshed by the handling cylinder 23. In addition, the rotating shaft 95 (refer FIG. 3) of the handling cylinder 23 is extended along the feed direction (the advancing direction of the traveling body 1) of the harvested cereal meal by the feed chain 6.

  In the lower part of the threshing device 5, there are a first receiving bowl 27 where most of the grains selected from the two sorting mechanisms 24, 25 are collected, a grain with a branch stem, a grain of ears, etc. There is provided a second receiving bowl 28 where second things gather. The two receiving rods 27 and 28 of the embodiment are horizontally provided above the rear portion of the traveling crawler 2 in a side view in order of the first receiving rod 27 and the second receiving rod 28 from the front side in the traveling direction of the traveling machine body 1.

  The first thing such as the fine grains collected in the first receiving bowl 27 through the sorting by both sorting mechanisms 24 and 25 is the first conveyor 29 in the first receiving bowl 27 and the cereal in the milling cylinder 31. It is sent to the Glen tank 7 via the conveyor 32 (see FIG. 3).

  Second items such as grain with branch stems are collected in the second receiving rod 28 behind the first receiving rod 27, and from here, the second conveyor 30 in the second receiving rod 28 and the reduction in the reducing cylinder 33 are collected. It is sent to the second processing cylinder 35 via the conveyor 34 (see FIG. 3). And after the second thing is rethreshed in the second treatment cylinder 35, it is returned to the threshing apparatus 5 and reselected. The sawdust is sucked into the dust exhaust fan 36 and discharged out of the machine from a discharge port (not shown) provided in the rear part of the threshing device 5.

  A waste chain 37 is disposed on the rear side (feed end side) of the feed chain 6. The waste (granulated soot) inherited from the rear end of the feed chain 6 to the waste chain 37 is discharged to the rear of the traveling machine body 1 in a long state, or the waste cutter 38 at the rear of the threshing device 5. After being cut to a short length as appropriate at, it is discharged to the rear of the traveling machine body 1.

(2). Next, the power transmission system of the combine will be described with reference to FIGS. 3 and 4.

  One of the power from the engine 17 is branched and transmitted in the two directions of the reaping device 3 and the threshing device 5. Other power from the engine 17 is transmitted to the discharge auger 8. The branching power from the engine 17 toward the reaping device 3 is once transmitted to the hydraulic continuously variable transmission 50 of the transmission case 18 via the pulley / belt transmission system and the traveling clutch 89. In this case, the branch power from the engine 17 is appropriately shifted by the hydraulic continuously variable transmission 50 or the like of the mission case 18 and the left and right drive wheels 90 via the drive output shaft 77 projecting left and right outward from the mission case 18. It is configured to output to.

  The transmission case 18 includes the hydraulic continuously variable transmission 50 described above, a sub-transmission mechanism 51 having a plurality of shift stages, and a differential mechanism 52 having a pair of left and right planetary gear mechanisms 68 (see FIG. 4). ). The hydraulic continuously variable transmission 50 includes a rectilinear HST mechanism 53 (straight transmission) composed of a first hydraulic pump 55 and a first hydraulic motor 56, and a turning HST composed of a second hydraulic pump 57 and a second hydraulic motor 58. It is comprised by the mechanism 54 (transmission for rotation).

  The power directed from the output shaft 49 of the engine 17 to the hydraulic continuously variable transmission 50 via the travel clutch 89 is transmitted to the common pump shaft 59 that passes through the first hydraulic pump 55 and the second hydraulic pump 57. In the straight traveling HST mechanism 53, hydraulic oil is appropriately fed from the first hydraulic pump 55 toward the first hydraulic motor 56 with the power transmitted to the common pump shaft 59. Similarly, in the turning HST mechanism 54, hydraulic oil is appropriately sent from the second hydraulic pump 57 toward the second hydraulic motor 58 with the power transmitted to the common pump shaft 59.

  Although not shown in detail, a charge pump for supplying hydraulic oil to the hydraulic pumps 55 and 57 and the hydraulic motors 56 and 58 is attached to the common pump shaft 59. The charge pump can be interlocked with the common pump shaft 59 and is driven by the power of the engine 17.

  The straight-travel HST mechanism 53 changes and adjusts the inclination angle of the rotary swash plate in the first hydraulic pump 55 in accordance with the operation amount of the main transmission lever 13 and the steering handle 10 disposed in the control unit 9. By changing the discharge direction and discharge amount of the hydraulic oil to the hydraulic motor 56, the rotation direction and the rotation speed of the linear motor shaft 60 protruding from the first hydraulic motor 56 are arbitrarily adjusted.

  The rotational power of the linear motor shaft 60 is transmitted from the linear transmission gear mechanism 62 to the sub-transmission mechanism 51, which is a conventionally known gear mechanism, while the transmission case is transmitted via the linear transmission gear mechanism 62 and the one-way clutch 63 described above. It is also transmitted to the cutting PTO shaft 64 projecting from 18. The power transmitted to the reaping PTO shaft 64 is transmitted to each device 19 to 21 of the reaping device 3 via the reaping input shaft 43 in the horizontally long reaping input pipe 42 (see FIG. 1) constituting the framework of the reaping device 3. Is transmitted to. For this reason, each of the devices 19 to 21 of the reaping device 3 is driven at the vehicle speed synchronization speed.

  The sub-transmission mechanism 51 is a two-stage shift in which the adjustment range of the rotational power (rotation direction and number of rotations) from the linear motor shaft 60 is adjusted to low speed and high speed by operating the sub transmission lever 14 disposed in the control unit 9. It is for switching to a stage. Note that a neutral position (a position where the output of the sub-shift is 0 (zero)) exists between the low speed and the high speed of the sub-shift. A parking brake shaft 65 that is a component of the auxiliary transmission mechanism 51 is provided with a parking brake 66 such as a wet multi-disc.

  The rotational power from the auxiliary transmission mechanism 51 is transmitted to the differential mechanism 52 from an auxiliary transmission output gear 67 fixed to the parking brake shaft 65. The differential mechanism 52 includes a pair of planetary gear mechanisms 68 arranged in a symmetrical manner and a relay shaft 69 located between the planetary gear mechanism 68 and the parking brake shaft 65. The auxiliary transmission output gear 67 of the parking brake shaft 65 is engaged with an intermediate gear 70 attached to the relay shaft 69, and the intermediate gear 70 is engaged with a center gear 76 (details will be described later) fixed to the sun gear shaft 75. Yes.

  Each planetary gear mechanism 68 includes one sun gear 71, a plurality of planetary gears 72 that mesh with the outer periphery of the sun gear 71, a ring gear 73 that meshes with the outer periphery of these planetary gears 72, and a plurality of planetary gears 72 on the same radius. And a carrier 74 that is rotatably supported. The carriers 74 of both planetary gear mechanisms 68 are arranged so as to oppose each other at an appropriate interval on the same axis. A center gear 76 that meshes with the intermediate gear 70 is fixed to the center of the sun gear shaft 75 located between the planetary gear mechanisms 68. Sun gears 71 are fixed to both sides of the sun gear shaft 75 with the center gear 76 interposed therebetween.

  Each ring gear 73 having inner teeth on the inner peripheral surface and outer teeth on the outer peripheral surface is arranged concentrically on the sun gear shaft 75 with the inner teeth meshing with the plurality of planetary gears 72. Each ring gear 73 is rotatably supported by a drive output shaft 77 that protrudes left and right outward from the outer surface of the carrier 74. A drive wheel 90 is attached to the tip of the drive output shaft 77. Accordingly, the rotational power transmitted from the auxiliary transmission mechanism 51 to the left and right planetary gear mechanisms 68 is transmitted to the drive output shaft 77 of each carrier 74 and thus to the left and right drive wheels 90 at the same rotational speed in the same direction, so The crawler 2 is driven.

  In the turning HST mechanism 54, the inclination angle of the rotary swash plate in the second hydraulic pump 57 is changed and adjusted according to the turning operation amount of the steering handle 10, and the hydraulic oil is discharged to the second hydraulic motor 58. By changing the direction and the discharge amount, the rotational direction and the rotational speed of the turning motor shaft 61 protruding from the second hydraulic motor 58 are arbitrarily adjusted.

  In the embodiment, a steering brake shaft 78 having a steering brake 79, a steering clutch shaft 80 having a steering clutch 81, and a left input coupled to the left ring gear 73 via a reverse gear 84 are provided in the transmission case 18. A gear mechanism 82 and a right input gear mechanism 83 that always meshes with the external teeth of the right ring gear 73 are provided. The rotational power of the turning motor shaft 68 is transmitted from the turning transmission gear mechanism 85 to the steering clutch shaft 80 via the steering brake shaft 78 and the steering clutch 81. A pair of left and right transmission gears 86 and 87 are fixed to the steering clutch shaft 80, and the rotational power transmitted to the steering clutch shaft 80 is input from the left and right transmission gears 86 and 87 to the corresponding left and right input. It is transmitted to the gear mechanisms 82 and 83.

  When the subtransmission mechanism 51 is neutral, the steering brake 79 is engaged, and the steering clutch 64 is disengaged, power transmission from the second hydraulic motor 58 to the left and right planetary gear mechanisms 68 is blocked. . When the steering brake 79 is turned off and the steering clutch 64 is engaged at the time of sub-shift output other than neutral, the rotational power of the second hydraulic motor 58 is transmitted via the left input gear mechanism 82 and the reverse gear 84. Is transmitted to the left ring gear 73, and is transmitted to the right ring gear 73 via the right input gear mechanism 83. As a result, when the second hydraulic motor 58 is forwardly rotated (reversely rotated), the left ring gear 73 is reversely rotated (forward) and the right ring gear 73 is normally rotated (reversely rotated) at the same number of rotations in the opposite directions. .

  As can be seen from the above configuration, the shift output from each of the motor shafts 60 and 61 is transmitted to the drive wheels 90 of the left and right traveling crawlers 2 via the auxiliary transmission mechanism 51 and the differential mechanism 52. As a result, the vehicle speed (traveling speed) and traveling direction of the traveling machine body 1 are determined.

  That is, when the first hydraulic motor 56 is driven in a state where the second hydraulic motor 58 is stopped and the left and right ring gears 73 are stationary, the rotation output from the linear motor shaft 60 is the same from the center gear 76 to the left and right sun gears 71. The left and right traveling crawlers 2 are driven at the same rotational speed in the same direction via the planetary gear 72 and the carrier 74 of both planetary gear mechanisms 68, and the traveling machine body 1 travels straight.

  Conversely, when the second hydraulic motor 58 is driven while the first hydraulic motor 56 is stopped and the left and right sun gears 71 are stationary, the left planetary gear mechanism 68 is driven by the rotational power from the turning motor shaft 61. The right planetary gear mechanism 68 rotates in the reverse or forward direction. Then, one of the drive wheels 90 of the left and right traveling crawlers 2 rotates forward and the other rotates backward, so that the traveling machine body 1 spin-turns on the spot.

  Further, when the second hydraulic motor 58 is driven while the first hydraulic motor 56 is driven, a difference occurs between the speeds of the left and right traveling crawlers 2, and the traveling machine body 1 moves forward or backward while turning larger than the spin turn turning radius. Will turn left or right. The turning radius at this time is determined according to the speed difference between the left and right traveling crawlers 2.

  Now, as shown in FIG. 3, the branching power toward the threshing device 5 among the power from the engine 17 is transmitted to the threshing input shaft 92 via the threshing clutch 91. A part of the power transmitted to the threshing input shaft 92 is transmitted to the rotating shaft 94 of the dust feeding port processing cylinder 26, the rotating shaft 95 of the handling cylinder 23, and the waste chain 37 via the threshing drive mechanism 93. The

  In addition, from the threshing input shaft 92, through the pulley and the belt transmission system, the Kara fan shaft 96 of the wind sorting mechanism 25, the first conveyor 29 and the cereal conveyor 32, the second conveyor 30 and the reduction conveyor 34, and the second processing. Power is also transmitted to the barrel 35, the swing shaft 97 of the swing selection mechanism 24, the dust discharge shaft 98 of the dust exhaust fan 36, and the waste cutter 38. The branching power via the dust removal shaft 98 is transmitted to the feed chain 6 via the feed chain clutch 99 and the feed chain shaft 100.

  The power from the threshing input shaft 92 can also be transmitted to the cutting input shaft 43 via the pouring clutch 101. That is, by directly transmitting the power from the engine 17 to the reaping device 3 without going through the mission case 18, the reaping device 3 can be forcibly driven at a constant high speed regardless of whether the vehicle speed is fast or slow. It has become.

  The power directed from the engine 17 to the discharge auger 8 is transmitted to the bottom conveyor 104 in the Glen tank 7 and the vertical conveyor 105 in the vertical auger cylinder in the discharge auger 8 through the Glen input gear mechanism 102 and the auger clutch 103 for power transmission. Then, the power is transmitted to the discharge conveyor 107 in the horizontal auger cylinder of the discharge auger 8 through the transfer screw 106.

(3). Structure for Shift Steering Control Next, a structure for shift steering control for adjusting the vehicle speed and traveling direction of the traveling machine body 1 will be described with reference to FIGS. 1, 2, and 5 to 17.

  A vertically long box-like steering column 112 is erected in front of the control seat 11 on the step floor member 111 constituting the bottom surface of the control unit 9. From the upper surface of the steering column 112, a handle shaft 113 that extends in the vertical direction and is rotatably supported at the approximate center inside the steering column 112 protrudes upward. A steering handle 10 as a turning operation tool is attached to the upper end of the handle shaft 113. The lower end of the handle shaft 113 is connected to an input relay shaft 115 protruding upward from the storage box 120 on the lower surface side of the step floor member 111 via a universal joint 114 (see FIG. 9).

  The storage box 120 of the embodiment is detachable to the support frame 118 that supports the step floor member 111 of the control unit 9 so as to be positioned in the vicinity of both the HST mechanisms 53 and 54 positioned between the left and right traveling crawlers 2. Is attached. The storage box 120 disposed on the lower surface side of the step floor member 111 has a sealed structure. The accommodation box 120 incorporates a mechanical interlocking mechanism 121 for the main transmission lever 13 and the steering handle 10.

The mechanical interlocking mechanism 121 is
1. When the steering handle 10 is rotated to a position other than neutral while the main transmission lever 13 is tilted to a position other than neutral, the traveling machine body 1 moves to the left or right with a smaller turning radius as the amount of rotation operation increases. And the vehicle speed of the traveling machine body 1 (forward and backward turn speed) decreases as the turning radius decreases.
2. Even when the main transmission lever 13 is tilted in either the forward or backward direction, the turning operation direction of the steering handle 10 matches the turning direction of the traveling machine body 1 (the steering handle 10 is turned to the left). If it is turned, the traveling machine body 1 turns to the left, and if the steering handle 10 is turned to the right, the traveling machine body 1 turns to the right)
3. If the main shift lever 13 is in the neutral position, it does not function even if the steering handle 10 is operated.
In order to execute various operations, the transmission output shaft 136 and the turning output shaft 164 projecting outward from the side surface of the storage box 120 by appropriately converting the operation force from the main transmission lever 13 and the steering handle 10 (details) Is configured to be transmitted to a later described).

  As shown in FIGS. 9 to 17, the mechanical interlocking mechanism 121 includes a vertical turning input shaft 122 that is pivotally supported at both ends in a storage box 120. The gear 123 fixed to the upper end portion of the first turning input shaft 122 and the gear 116 fixed to the lower end portion of the input relay shaft 115 protruding into the housing box 120 are meshed with each other, thereby turning the input relay shaft 115 and the turning shaft. The input shaft 122 is connected to be able to transmit power. Accordingly, the turning operation force of the steering handle 10 is transmitted to the turning input shaft 122 via the input relay shaft 115.

  A slider 125 is slidably fitted to the upper part of the turning input shaft 122, and a holder member 126 is fitted to the lower part so as not to rotate and slide. The slider 125 is configured to rotate about the vertical axis P together with the swivel input shaft 122 in a state in which the slider 125 can freely slide along the vertical axis P direction of the swivel input shaft 122 with a ball type key 127 or the like. Has been. The vertical axis P of the turning input shaft 122 corresponds to the first axis described in the claims.

  A winding spring 128 is fitted on a portion of the turning input shaft 122 below the holder member 126. The start end 128a and the end end 128b of the winding spring 128 sandwich both the upward convex pin 129 fixed to the storage box 120 and the downward convex pin 130 fixed to the holder member 126, and the holder member In other words, the steering handle 10 is configured to always urge the steering handle 10 back to the neutral position (straight running position) from the position rotated left and right. That is, the turning operation of the steering handle 10 in the left-right direction is performed against the elasticity of the winding spring 128. Then, the turning operation to the original neutral position (straight running position) uses the elastic restoring force of the winding spring 128.

  The rotatable range of the holder member 126 is regulated within the range of the maximum cutting angles θ1 and θ2 from the neutral position to the left and right (for example, θ1 = 67.5 °, θ2 = 67.5 °, FIG. 13 and FIG. 15). From the relationship between the gear ratios of the two gears 116 and 123, the rotatable range of the steering handle 10 is an angle range of about 135 ° to the left and right across the neutral position.

  A ring-shaped control body 131 that surrounds the periphery of the turning input shaft 122 in a plan view when viewed from the direction of the longitudinal axis P of the turning input shaft 122 is disposed in the lower portion of the storage box 120. A pair of left and right inward boss portions 132 are provided on a portion of the inner surface of the control body 131 on the horizontal axis S that passes through the rotation center of the turning input shaft 122 in a plan view and is orthogonal to the longitudinal axis P of the turning input shaft 122. Is formed. The control body 131 is configured to be rotatable about the horizontal axis S by pivotally attaching the both inward boss portions 132 to the holder member 126 by the screw shaft 133.

  Therefore, the control body 131 is rotatable around two axes P and S orthogonal to each other. The horizontal axis S corresponds to the second axis described in the claims. A circular cam 134 extending in the circumferential direction is formed on the outer periphery of the control body 131. The circular cam 134 is provided with a cam groove 134a extending over the entire circumference.

  A horizontal main transmission lever input shaft 135 is disposed on one of the left and right sides of the swivel input shaft 122, and a horizontal transmission input shaft 136 is disposed on the other side of the upper portion of the storage box 120. Yes. The main transmission lever input shaft 135 and the transmission input shaft 136 extend in parallel with each other in plan view, and are rotatably supported by the storage box 120. One end portions of the main transmission lever input shaft 135 and the transmission input shaft 136 protrude outward from the side surfaces of the storage box 120.

  As shown in FIGS. 5 to 8, in the embodiment, the main transmission lever input shaft 135 protrudes from the storage box 120 toward the left and right center side of the traveling machine body 1 and is fixed to the protruding end of the main transmission lever input shaft 135. The main transmission arm 137 is connected to the main transmission lever 13 on the side column 12 via interlocking connection means 138 such as a rod so that the main transmission lever input shaft 135 is rotated by its forward / backward tilting operation. Yes.

  As shown in FIGS. 5 to 8, the transmission output shaft 136 protrudes from the housing box 120 toward the left and right center side of the traveling machine body 1. A straight rotation angle sensor 140, which is an example of a rotation detection means, is provided at one end (protruding end) of the transmission output shaft 136. The rectilinear rotation angle sensor 140 determines the rotation angle of the intermediate shaft 155 (details will be described later), which is a straight conversion axis, and the tilt operation of the main transmission lever 13 from the rotation angle (rotation amount) of the transmission output shaft 136. It is for detecting the quantity. Therefore, the rotation angle of the intermediate shaft 155 and thus the amount of tilting operation of the main transmission lever 13 is indirectly detected by the rectilinear rotation angle sensor 140 provided on the transmission output shaft 136. The rectilinear rotation angle sensor 140 is electrically connected to a controller 200 as a control means described later (see FIG. 20), and detection information thereof is appropriately input to the controller 200. As the rectilinear rotation angle sensor 140, for example, a rotary encoder or a rotary potentiometer may be employed.

  A pair of main transmission fork arms 151 is fixed to a portion of the main transmission lever input shaft 135 in the housing box 120, and a ball bearing 152 provided at the tip of the main transmission fork arm 151 is arranged on the outer periphery of the slider 125. Is engaged with and engaged with an annular groove 125a formed in Therefore, the slider 125 is configured to slide up and down along the turning input shaft 122 by the rotation of the main transmission lever input shaft 135 and the turning operation of the main transmission lever 13. That is, the slider 125 is located at a position indicated by a solid line in FIG. 12 when the main transmission lever 13 is in the neutral position, but is moved up and down by a rotation operation from the neutral position of the main transmission lever 13 back and forth. Become.

  Further, the slider 125 and the control body 131 are connected by a swing link 153 having pins 154 at both ends, and the slider 125 does not move up and down when the main transmission lever 13 is in the neutral position. The control body 131 remains in the horizontal position at the neutral position and does not tilt and rotate. When the main speed change lever 13 is rotated back and forth from the neutral position, the slider 125 moves up and down, and the control body 131 appropriately moves in the vertical direction around the horizontal axis S around the screw shaft 133 with the horizontal posture interposed therebetween. The angle α1 and α2 are tilted and rotated (see FIG. 16).

  An intermediate shaft 155 serving as a straight conversion shaft extending in parallel with the transmission output shaft 136 is pivotally supported in a portion of the storage box 120 directly below the transmission output shaft 136 so as to protrude into the storage box 120. . Although details will be described later, the intermediate shaft 155 is for converting the amount of rotation of the control body 131 around the horizontal axis S into the control amount of the straight traveling HST mechanism 53.

  A straight link 156 is provided at the inner end of the intermediate shaft 155 so as to freely rotate in the vertical direction. A portion of the straight link 156 on the orthogonal axis W extending perpendicularly to the horizontal axis S through the rotation center of the turning input shaft 122 in a plan view is slid in the circumferential direction on the circular cam 134 of the control body 131 in the portion. A shift slider member 157 that is movably engaged is provided so as to freely rotate about the orthogonal axis W.

  As shown in FIG. 18, the speed change slider member 157 includes a shaft portion 157 a that is rotatably supported by a straight link 156 by a ball bearing 157 b, and a sphere 157 c that is integrally provided at the tip of the shaft portion 157 a. It is comprised by. The spherical body 157c of the speed change slider member 157 is slidably and rotatably inserted into the cam groove 134a of the circular cam 134 in the control body 131.

  The straight link 156 is connected to the distal end side of a speed change output link 158 rotatably connected to the speed change output shaft 136 via a connection link 159. For this reason, in conjunction with the tilt rotation of the control body 131 about the horizontal axis S, the straight link 156 and thus the transmission output link 158 rotate up and down.

  A base end of the non-decelerating arm 160 is rotatably fitted to the speed change output shaft 136. The non-decelerating arm 160 is interlocked with the vertical movement of the main transmission fork arm 151 by fitting and engaging the pin 161 provided at the front end of the main transmission fork arm 151 in a long hole 160a formed at the front end. It is comprised so that it may rotate (refer FIG. 17).

  In addition, the shift output link 158 or the non-deceleration arm 160 is selected at a portion of the shift output shaft 136 between the shift output link 158 and the non-deceleration arm 160 so as to rotate integrally with the shift output shaft 136. For this purpose, a switching member 162 is provided so as to be slidable in the axial direction of the speed change output shaft 136.

  As shown in FIG. 14, when the switching member 162 is slid along the transmission output shaft 136 by the switching operation mechanism 169, the pin 163 provided on the switching member 162 is engaged with the transmission output link 158. A turning deceleration state in which the transmission output shaft 136 and the transmission output link 158 are coupled, and a turning non-deceleration state in which the transmission output shaft 136 and the non-deceleration arm 160 are coupled by engagement of the pin 163 with the non-deceleration arm 160. It is configured to be selectively switched.

  As a result, the speed difference between the left and right crawlers 2 during turning is not too great (insensitive turning feeling), or turning on the road or in dry fields is agile, or on wetlands and mud surfaces. The turning performance can be improved (the turning feeling can be agile).

  The switching operation mechanism 169 is configured as described below. That is, as shown in FIG. 16, a switching operation shaft 170 extending in parallel with the speed change output shaft 136 is supported in the accommodation box 120 so as to be slidable and rotatable. The switching plate 171 fixed to the switching operation shaft 170 is fitted and engaged with an annular groove 172 formed in the switching member 162. One end of the switching operation shaft 170 protrudes outside the storage box 120, and a handle 173 is provided at the protruding end.

  The switching operation shaft 170 is slid in the axial direction by grasping the handle 173 so that the switching between the turning deceleration state and the turning non-deceleration state is performed from the outside of the storage box 120. The switching operation shaft 170 is held in a turning deceleration state in which the transmission output shaft 136 and the transmission output link 158 are coupled, and a turning non-deceleration state in which the transmission output shaft 136 and the non-deceleration arm 160 are coupled. A ball clutch 174 is provided.

  A turning output shaft 164 serving as a turning conversion shaft extending in a direction orthogonal to the speed change output shaft 136 protrudes in and out of the housing box 120 at a portion of the side surface of the housing box 120 substantially directly below the speed change output shaft 136. It is pivotally supported. As will be described in detail later, the turning output shaft 164 is for converting the turning amount of the control body 131 around the vertical axis P into the control amount of the turning HST mechanism 54. The base end of the turning link 165 is fixed to the end of the turning output shaft 164 in the storage box 120. A part of the turning link 165 on the horizontal axis S in plan view is provided with a turning slider member 166 that slidably engages with the circular cam 134 of the control body 131 in the circumferential direction.

  As shown in FIG. 19, the turning slider member 166 includes a shaft portion 166 a attached to the turning link 165, a sphere 166 b integrally provided at the tip of the shaft portion 166 a, and a shaft 166 b that is rotatable about the sphere 166 b. It is comprised by the ring body 166c fitted so that it could incline in arbitrary directions with respect to the axis line of the part 166a. The ring body 166c of the turning slider member 166 is slidably and rotatably inserted into the cam groove 134a of the circular cam 134 in the control body 131.

  As shown in FIG. 11, the axis AX1 of the intermediate shaft 155 and the axis AX2 of the turning output shaft 164 are located on substantially the same plane. Further, as shown in FIGS. 13 and 15, the turning radius r1 of the straight link 156 (which can be said to be the length from the intermediate shaft 155 to the shifting slider member 157) and the turning radius r2 of the turning link 165 (turning) The length from the output shaft 164 to the turning slider member 166) is set to substantially the same length (r1≈ (or =) r2).

  A turning angle sensor 180, which is an example of a rotation detecting means, is provided at an end of the turning output shaft 164 that protrudes from the storage box 120 toward the rear side of the traveling machine body 1. The turning angle sensor 180 is for detecting the turning operation angle (turning operation amount) of the steering handle 10 from the turning angle (turning amount) of the turning output shaft 164 that is a turning conversion shaft. is there. The turning angle sensor 180 is electrically connected to a controller 200 as a control means to be described later (see FIG. 20), and the detection information is appropriately input to the controller 200. As the turning angle sensor 180, for example, a rotary encoder or a rotary potentiometer may be employed.

  As shown in FIG. 5 to FIG. 8, the straight advance control shaft 149 protrudes outward from the straight advance HST mechanism 53 in addition to the common pump shaft 59 and the straight advance motor shaft 60 of the first hydraulic motor 56. . The rectilinear control shaft 149 is interlocked and coupled to a motor output shaft 142 of a rectilinear electric motor 141 as an electric actuator disposed on the upper surface of the mission case 18 so as to be able to rotate forward and backward via a rectilinear link mechanism 145. The linear electric motor 141 is attached to a bracket 143 fixed to the upper surface of the mission case 18. The motor output shaft 142 of the linear electric motor 141 passes through the vertical plate portion of the bracket 143 toward the left and right center.

  The rectilinear control shaft 149 is for adjusting the inclination angle (swash plate angle) of the rotary swash plate of the first hydraulic pump 55 in the rectilinear HST mechanism 53, and the rectilinear controller for adjusting the shift output of the rectilinear HST mechanism 53. Functions as a control unit. That is, by adjusting the swash plate angle of the first hydraulic pump 55 by forward / reverse rotation of the rectilinear control shaft 149, the rotational speed control and forward / reverse switching of the first hydraulic motor 56 are executed, and the traveling speed (vehicle speed) is adjusted. Stepless change and forward / reverse switching are performed.

  The rectilinear link mechanism 145 includes a swing arm 146 secured to the motor output shaft 142, a rectilinear operation arm 148 secured to the rectilinear control shaft 149, and a speed change rod 147 connecting these arms 146, 148. . One end of the speed change rod 147 is connected to the swing arm 146 via a ball joint, and the other end of the speed change rod 147 is rotatable to a straight operation arm 148 via a lateral pivot pin. It is pivotally attached to.

  A linear shift output sensor 144 (see FIG. 20) such as a rotary encoder that detects the shift output amount of the linear advance HST mechanism 53 is attached to the linear control shaft 149 (or the motor output shaft 142 of the linear electric motor 141). It has been. The straight-shift transmission output sensor 144 is electrically connected to a controller 200 described later, and detection information thereof is appropriately input to the controller 200.

  On the other hand, in addition to the common pump shaft 59 and the turning motor shaft 61 of the second hydraulic motor 58, the turning control shaft 189 protrudes outward from the turning HST mechanism 54. The turning control shaft 189 is interlocked and connected to a motor output shaft 182 of a turning electric motor 181 as an electric actuator disposed on the upper surface of the mission case 18 so as to be able to rotate forward and backward via a turning link mechanism 185. The swing electric motor 181 is attached to a bracket 183 fixed to the upper surface of the mission case 18. The motor output shaft 182 of the linear electric motor 181 passes through the vertical plate portion of the bracket 183 forward.

  The turning control shaft 189 is for adjusting the inclination angle (swash plate angle) of the rotary swash plate of the second hydraulic pump 57 in the turning HST mechanism 54, and turning for adjusting the shift output of the turning HST mechanism 54. Functions as a control unit. That is, by adjusting the swash plate angle of the second hydraulic pump 57 by forward / reverse rotation of the turning control shaft 189, the rotational speed control and forward / reverse switching of the second hydraulic motor 58 are executed, and the traveling machine body 1 is steered. Stepless change of the angle (turning radius) and switching of the left and right turning directions are performed.

  The swing link mechanism 185 includes a swing arm 186 fixed to the motor output shaft 182, a swing operation arm 188 fixed to the swing control shaft 189, and a swing rod 187 connecting these arms 186 and 188. . One end of the swivel rod 187 is connected to the swing arm 186 via a ball joint, and the other end of the swivel rod 187 is turnable to the swivel operation arm 188 via a lateral pivot pin. It is pivotally attached to.

  The turning control shaft 189 (or the motor output shaft 182 of the turning electric motor 181) may be mounted with a turning speed change output sensor 184 (see FIG. 20) such as a rotary encoder that detects the speed change output amount of the turning HST mechanism 54. It has been. The turning shift output sensor 184 is electrically connected to a controller 200 described later, and detection information thereof is appropriately input to the controller 200.

  The storage box 120 includes a die cast or cast upper box body 120a and a die cast or cast lower box body on a plane A (see FIG. 11) perpendicular to the longitudinal axis P of the turning input shaft 122. It has a two-part structure with 120a. Both box bodies 120a and 120b are detachably coupled with a plurality of bolts (not shown) with a sealing gasket (not shown) sandwiched therebetween. Inside, hydraulic oil used in various hydraulic devices in the combine (for example, a hydraulic cylinder that moves the reaping device 3 up and down) enters and exits, and the mechanical interlocking mechanism 121 is lubricated by the incoming and outgoing hydraulic oil. It has become. Although details are not shown, the storage box 120 is provided with an inlet and an outlet for the hydraulic oil to enter and exit.

(4). Configuration of Controller Next, the configuration of the controller 200 as control means for driving the electric motors 141 and 181 using the detection information of the rotation angle sensors 140 and 180 will be described with reference to FIG.

  The controller 200 as a control means mounted on the traveling machine body 1 operates the electric motors 141 and 181 to adjust the vehicle speed and the traveling direction of the traveling machine body 1 based on the detection information of the rotation angle sensors 140 and 180. Shift steering control is executed. The controller 200 includes a CPU 201 (central processing unit) that executes various arithmetic processes and controls, a ROM 202 (read only memory) that stores control programs and data, and a RAM 203 (temporarily readable and writable) that temporarily stores control programs and data. Memory), a clock as a timer function, and an input / output interface for exchanging data with each input / output system device (sensor, actuator, etc.).

  The controller 200 is connected to a battery 205 via a key switch 204 for applying power. The key switch 204 is a rotary switch that can be rotated with a predetermined key inserted into the keyhole. Although not shown, the key switch 204 is disposed in the control unit 9. The key switch 204 is also connected to a starter 206 for starting the engine 17.

  The controller 200 includes, as input-related devices, a linear rotation angle sensor 140 and a rotation angle sensor 180 as rotation detection means, a linear shift output sensor 144 that detects the shift output amount of the straight HST mechanism 53, In addition, a turning shift output sensor 184 for detecting a shift output amount of the turning HST mechanism 54 is connected. In addition, the controller 200 includes, as output-related devices, a motor drive circuit unit 141a of a linear electric motor 141 that controls forward / reverse rotation of the linear control shaft 149, and thus a shift output of the linear advance HST mechanism 53, and a turning control shaft 189. The motor drive circuit portion 181a of the turning electric motor 181 for controlling the forward / reverse rotation and thus the shift output of the turning HST mechanism 54 is connected.

(5). Next, the operation of the mechanical interlocking mechanism 121 when the main transmission lever 13 and the steering handle 10 are operated will be described with reference to FIGS.

  When the main transmission lever 13 is in the neutral position, the slider 125 on the turning input shaft 122 does not move up and down, so that the control body 131 is held in the horizontal position at the neutral position and does not tilt and rotate around the horizontal axis S. . In this state, even if the steering handle 10 is rotated in either the left or right direction, both the shifting slider member 157 and the turning slider member 166 engaged with the circular cam 134 of the control body 131 are both in the vertical direction. Thus, the intermediate shaft 155 (the transmission output shaft 136) and the turning output shaft 164 are maintained in a stopped state. Therefore, both HST mechanisms 53 and 54 are not driven.

  That is, in a state where the main transmission lever 13 is set to the neutral position and the traveling machine body 1 is stopped, even if the steering handle 10 is rotated by an operator's careless contact or the like, both the HST mechanisms 53, 54 does not drive and the traveling body 1 can be reliably maintained in a stop state. Therefore, for example, when performing maintenance work, it is possible to reliably avoid the possibility that the traveling machine body 1 behaves unexpectedly against the operator's intention by simply setting the main transmission lever 13 to the neutral position. Can be secured sufficiently.

  Next, when the main transmission lever 13 is tilted from the neutral position while the steering handle 10 is maintained at the neutral position (straight running position), the slider 125 moves up and down in conjunction with this. Since the control body 131 is rotated forward and backward so as to move up and down around the horizontal axis S (see the two-dot chain line state in FIG. 16), the control body 131 is engaged with the part on the orthogonal axis W of the circular cam 134. The shifting slider member 157 that moves is moved by a distance L1 or L2 up and down from the neutral position along the longitudinal axis P of the turning input shaft 122. However, the turning slider member 166 that engages with the portion of the control body 131 on the horizontal axis S of the circular cam 134 does not move up and down.

  At this time, the pin 163 of the switching member 162 in the transmission output shaft 136 is engaged with the transmission output link 158 by the operation of the switching operation mechanism 169 so that the transmission output link 158 and the transmission output shaft 136 rotate together. (Switch to the turning deceleration state).

  Then, the upward / downward movement of the speed change slider member 157 is transmitted to the speed change output shaft 136 via the straight travel link 156, the connection link 159, the speed change output link 158, and the switching member 162. The rotation angle (rotation amount) of the transmission output shaft 136 is detected by the straight rotation angle sensor 140 and transmitted to the controller 200. Then, the controller 200 rotates the motor output shaft 142 of the rectilinear electric motor 141 based on the detection information of the rectilinear rotation angle sensor 140, and the rotational force travels straight through the rectilinear HST mechanism 53 via the rectilinear link mechanism 145. The control shaft 149 is rotated forward and backward. As a result, the straight traveling HST mechanism 53 performs a speed change operation from the neutral position by the tilt rotation around the horizontal axis S in the control body 131.

  On the other hand, even if the control body 131 rotates in the forward and reverse directions around the horizontal axis S, the turning slider member 166 that engages with the portion on the horizontal axis S of the circular cam 134 in the control body 131 is the steering handle 10. Unless it is operated, the turning HST mechanism 54 does not shift from the neutral position. Therefore, the same rotational speed is simultaneously transmitted from the straight traveling HST mechanism 53 to the left and right traveling crawlers 2, and the traveling machine body 1 travels straight in the forward or backward direction.

  The traveling speed (vehicle speed) during straight traveling is determined by the amount of rotation of the straight-ahead control shaft 149 in the straight-travel HST mechanism 53, and the amount of rotation is the distances L1 and L2 that move up and down the shifting slider member 157, and by extension. Since the tilt rotation angles α1 and α2 from the neutral position in the control body 131 and the tilting operation amount of the main transmission lever 13 are increased or decreased, the traveling speed of the traveling body 1 during the straight traveling is determined by the main transmission lever 13. It can be adjusted in proportion to the operation amount from the neutral position.

  Next, when the main shift lever 13 is operated to a position other than the neutral position and the steering handle 10 is rotated left or right from the neutral position to rotate the turning input shaft 122, the control body 131 is The rotation input shaft 122 rotates together with the rotation about the horizontal axis S while being inclined. Then, the turning slider member 166 engaged with the portion on the horizontal axis S of the circular cam 134 moves up and down by the rotation of the turning input shaft 122, and the up and down movement is performed via the turning link 165. It is transmitted to the turning output shaft 164.

  The turning angle (turning amount) of the turning output shaft 164 is detected by the turning angle sensor 180 and transmitted to the controller 200. Then, the controller 200 rotates the motor output shaft 182 of the swing electric motor 181 based on the detection information of the swing rotation angle sensor 180, and the turning power of the swing HST mechanism 54 rotates via the swing link mechanism 185. The control shaft 189 is rotated forward and backward. As a result, the turning HST mechanism 54 shifts from the neutral position by tilt rotation around the turning input shaft 122 (vertical axis P) in the control body 131.

  For this reason, rotations in opposite directions are simultaneously transmitted to the left and right traveling crawlers 2 by a shift operation from the neutral position of the turning HST mechanism 54, and a speed difference is given between the left and right traveling crawlers 2. Therefore, the traveling machine body 1 turns in the direction in which the steering handle 10 is operated.

  The shift operation amount from the neutral position in the turning HST mechanism 54, that is, the turning amount of the turning control shaft 189 is rotated by the turning input shaft 122 in a state where the control body 131 is rotated in the forward / reverse inclination around the horizontal axis S. Is proportional to the amount of movement of the turning slider member 166 in the up-and-down direction, and hence the turning operation angle (turning operation amount) from the neutral position of the steering handle 10. The speed difference of the traveling crawler 2 increases in proportion to the rotation operation angle (rotation operation amount) from the neutral position of the steering handle 10, and the turning radius of the traveling machine body 1 decreases.

  In particular, in the embodiment, the shifting slider member 157 that engages with the circular cam 134 of the control body 131 is moved up and down by tilting around the horizontal axis S, thereby being proportional to the amount of rotation of the steering handle 10. Thus, the rectilinear control shaft 149 can be rotated in the opposite direction, and the turning speed of the traveling machine body 1 can be reduced in accordance with the turning radius at that time.

  That is, when the steering handle 10 is turned from the neutral position, the control body 131 is rotated by the turning input shaft 122 while being tilted and rotated about the horizontal axis S, and is engaged with the circular cam 134 of the control body 131. The shifting slider member 157 moves so as to approach the portion on the horizontal axis S from the portion on the orthogonal axis W of the circular cam 134 as the control body 131 rotates. For this reason, the vertical movement distances L1 and L2 of the shifting slider member 157 are smaller than those in the portion on the orthogonal axis W of the circular cam 134. As a result, the amount of rotation of the linear control shaft 149 (linear advance) The transmission speed of the HST mechanism 53 for use in the vehicle is reduced, the number of rotations transmitted to the left and right traveling crawlers 2 is controlled in the deceleration direction, and the traveling speed when the traveling machine body 1 turns is decreased.

  Therefore, as the amount of rotation of the steering handle 10 increases, the speed difference between the left and right traveling crawlers 2 increases, the turning radius decreases, and the speed in the straight traveling direction decreases, so that the traveling machine body 1 as a whole travels. Speed (vehicle speed) becomes slow. In other words, in the state where the switching operation mechanism 169 is switched to the turning deceleration state, the traveling crawler 2 on the inner side of the turn is proportional to the turning radius while the moving speed of the traveling crawler 2 on the outer side of the turning is maintained at a substantially straight traveling speed. The moving speed is decelerated, and the traveling machine body 1 turns to change the course. Then, the moving speed of the center of the traveling machine body 1 (center between the left and right traveling crawlers 2) is automatically decelerated in proportion to the turning radius.

  For this reason, if the vehicle is switched to the turning deceleration state during a harvesting operation where the amount of settlement of the traveling crawler 2 is small on the road or in a dry paddy field, the centrifugal force acting outwardly on the traveling machine body 1 can be reduced during turning. The traveling crawler 2 can be prevented from sliding on the headland in the field, and the riding comfort of the traveling machine body 1 can be improved.

  Further, since the tilting and turning direction around the horizontal axis S of the control body 131 is reversed with respect to the turning operation of the steering handle 10 at the time of forward movement and reverse movement, the steering handle at any time of forward and backward movement. The 10 rotation operation directions and the turning direction of the traveling machine body 1 coincide with each other.

  By the way, automatically reducing the turning radius of the traveling machine body 1 in proportion to the rotational operation angle (rotational operation amount) of the steering handle 10 is a two-travel crawler when the ground is soft, such as in a wet field. There is a risk of increasing the amount of sinking into the ground.

  In such a case, the operation of the switching member 162 by the switching operation mechanism 169 switches the state in which the speed change output link 98 is coupled to the speed change output shaft 136 to the state in which the non-deceleration arm 160 is coupled to the speed change output shaft 136. .

  Then, the operation of the main speed change lever 13 is not changed regardless of the turning operation of the steering handle 10, but the interlocking connecting means 138, the main speed change arm 137, the main speed change lever input shaft 135, the main speed change fork arm 151 and the non-deceleration arm 160. The rotation angle (rotation amount) of the transmission output shaft 136 transmitted to the transmission output shaft 136 and detected by the rectilinear rotation angle sensor 140 is transmitted to the controller 200.

  For this reason, the turning operation of the steering handle 10 and the tilting operation of the main speed change lever 13 are not directly related, and the detection value (the turning angle of the speed change output shaft 136) of the rectilinear turning angle sensor 140 is the control body 131. This is released from the deceleration state by the circular cam 134. As a result, the traveling speed (vehicle speed) proportional to the tilting operation amount of the main transmission lever 13 is maintained.

  That is, in the state where the turning operation mechanism 169 is switched to the turning non-decelerating state, the traveling crawler on the outer side of the turn is proportional to the turning radius with reference to the straight traveling speed as the turning radius of the traveling machine body 1 decreases. 2 is increased, and regardless of the turning radius of the traveling machine body 1, the traveling speed of the center of the traveling machine body 1 (center between the left and right traveling crawlers 2) is maintained at a substantially straight traveling speed, and the traveling machine body 1 is propelled. Power can be secured.

  Accordingly, if the swirl operation is switched to the non-decelerating state during a harvesting operation where the traveling crawler 2 has a large sinking amount in a wet field or the like, turning into a soft ground can be suppressed and the turning performance in a wet field or the like that easily slips can be improved. When the traveling crawler 2 sinks a lot, the traveling speed of the traveling machine body 1 is slowed down. Therefore, even if the traveling speed of the traveling crawler 2 on the outer side of the turn is significantly increased compared with the straight traveling direction, the outer side of the turning The traveling speed of the traveling crawler 2 is not too high.

  According to the above configuration, the control body 131 that can rotate around the two axes P and S orthogonal to each other is provided, and the control body 131 rotates forward and backward around the vertical axis P accompanying the operation of the steering handle 10. The turning HST mechanism 54 is actuated by movement, and the rectilinear HST mechanism 53 is actuated by forward / reverse rotation about the horizontal axis S associated with the operation of the main speed change lever 13. When the steering handle 10 is turned to a position other than neutral while the lever 13 is tilted to a position other than neutral, the traveling body 1 turns left or right with a smaller turning radius as the turning operation amount increases. The operation of “doing” can be executed by both the forward / reverse rotation around the vertical axis P and the forward / reverse rotation around the horizontal axis S in the control body 131. That is, the control body 131 operates the turning electric motor 181 (the turning HST mechanism 54) in conjunction with the turning operation of the steering handle 10, and the linear electric motor in conjunction with the tilting operation of the main transmission lever 13. 141 (straight-ahead HST mechanism 53) and both functions.

  Moreover, the amount of rotation of the steering handle 10 is determined by the rectilinear rotation angle sensor 140 that detects the amount of rotation of the intermediate shaft 155 (and thus the transmission output shaft 136) that rotates according to the amount of tilting operation of the main transmission lever 13. The turning angle sensor 180 that detects the turning amount of the turning output shaft 164 that rotates in response, the straight electric motor 141 associated with the straight control shaft 149 of the straight HST mechanism 53, and the turning of the turning HST mechanism 54. Since the electric rotating motor 181 associated with the control shaft 189 and the controller 200 for driving the electric motors 141 and 181 using the detection information of the rotation angle sensors 140 and 180 are provided, the shaft on the housing box 120 side is provided. 155 (136), 164 and the control shaft 149, 189 on the mission case 18 side are mechanically connected using a long rod, arm, pivot pin, etc. Kutezumi, the number of parts can be reduced. For this reason, the configuration is extremely simple and compact. It can also contribute to a reduction in manufacturing costs.

  In addition, the control body 131 operates the turning electric motor 181 (the turning HST mechanism 54) in conjunction with the turning operation of the steering handle 10, and the straight-ahead driving in conjunction with the tilting operation of the main transmission lever 13. It has both a function of operating the motor 141 (straight-travel HST mechanism 53), and the relationship between the operation amount of the steering handle 10 and the main transmission lever 13 is mechanically determined based on the operation of the control body 131. Therefore, it is necessary to set an output pattern indicating a combination relationship between the detection information of both the rotation angle sensors 140 and 180 and the drive amount of the both electric motors 141 and 181 in, for example, a map format or a function table format. Absent.

  That is, it is sufficient for the controller 200 to independently control the proportional relationship between the straight-ahead sensor 140 and the motor 141 and the proportional relationship between the sensor 180 and the motor 181 for turning, respectively. There is no need to control even complex correlations with things. Therefore, although the electric control is used to adjust the vehicle speed and the traveling direction of the traveling machine body 1, the calculation load of the controller 200 is small, and the inexpensive controller 200 can be employed.

  Further, in the embodiment, the axis AX2 of the turning output shaft 164 that rotates in conjunction with the turning operation of the steering handle 10 and the axis AX1 of the intermediate shaft 155 that rotates in conjunction with the tilting operation of the main transmission lever 13 are provided. Are located on substantially the same plane, and the turning output shaft 164 and the intermediate shaft 155 are pivotally supported by the storage box 120 so that the operating range of the control body 131 (particularly the horizontal axis S) As compared with the structure of the operation system using many long rods, arms, pivot pins, etc. as in Patent Document 1, the mechanical interlocking mechanism 121 is limited. The dimension along the vertical axis P can be greatly shortened. Therefore, the structure of the mechanical interlocking mechanism 121 can be remarkably simplified and reduced in size compared with the case of Patent Document 1, and the entire operation system can be made compact.

  In particular, in the embodiment, the turning radius r1 of the rectilinear link 156 and the turning radius r2 of the turning link 165 are set to substantially the same length (r1≈ (or =) r2). The structure can be made even more compact.

  As shown in FIG. 18, the shifting slider member 157 supports a spherical body 157 c slidably fitted in the cam groove 134 a of the circular cam 134 so as to be rotatable on the straight link 156 by the shaft portion 157 a. Therefore, the sliding frictional resistance between them can be greatly reduced.

  Further, as shown in FIG. 19, the turning slider member 166 includes a ring body 166 c that is slidably fitted in the cam groove 134 a of the circular cam 134, and is integrated with a shaft portion 166 a attached to the turning link 165. Since it is configured to fit on the sphere 166b so as to be able to rotate and tilt in any direction with respect to the axis of the shaft portion 166a, the sliding frictional resistance between them is greatly reduced as described above. it can.

(6). Other Embodiments The present invention is not limited to the above-described embodiments, and can be embodied in various forms. For example, the present invention is not limited to the above-described combine, but can be widely applied to various vehicles such as agricultural machines such as tractors and rice transplanters and special work vehicles such as crane trucks.

  Further, the shifting slider member 157 may have the configuration shown in FIG. 19 instead of the configuration shown in FIG. The turning slider member 166 may have the configuration shown in FIG. 18 instead of the configuration shown in FIG.

  Further, the circular cam 134 of the control body 131 in the embodiment is formed in a circular or square cross-sectional shape or in a disk shape, but is slidable in the circumferential direction. The shifting slider member and the turning slider member to be combined may be configured to have a groove shape.

  However, when the cam groove 134a is used as described above and the shift slider member 157 and the swing slider member 166 are slidably inserted in the circumferential direction into the cam groove 134a, There is an advantage that the rigidity of the sliding slider member 157 and the turning sliding member 166 can be improved as compared with the case where the sliding members 157 and 166 are grooved.

In addition, the structure of each part is not limited to embodiment of illustration, A various change is possible in the range which does not deviate from the meaning of this invention.

It is a side view of the combine in an embodiment. It is a top view of a combine. It is a skeleton figure of a power transmission system. It is a skeleton figure inside a mission case. It is front explanatory drawing which shows the arrangement | positioning aspect of a storage box. It is a principal part enlarged front view of FIG. It is plane explanatory drawing which shows the arrangement | positioning aspect of a storage box. It is a principal part enlarged plan view of FIG. It is explanatory drawing which shows a mechanical interlocking mechanism typically. It is a top view of a storage box. It is a XI-XI view side view of FIG. It is XII-XII view side surface sectional drawing of FIG. FIG. 13 is a plan sectional view taken along line XIII-XIII in FIGS. 11 and 12. It is a XIV-XIV view plane sectional view of Drawing 11 and Drawing 12. FIG. 13 is a plan sectional view taken along line XV-XV in FIGS. 11 and 12. FIG. 13 is a side sectional view taken along line XVI-XVI in FIGS. 11 and 12. FIG. 14 is a side sectional view taken along line XVII-XVII in FIGS. 10 and 13. It is a principal part enlarged view of FIG. It is a principal part enlarged view of FIG. It is a functional block diagram of a controller.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Traveling machine body 9 Steering part 10 Steering handle 13 Main shift lever 18 Mission case 50 Hydraulic continuously variable transmission 53 HST mechanism for straight travel (transmission for straight travel)
54 HST mechanism for turning (turning transmission)
DESCRIPTION OF SYMBOLS 120 Storage box 121 Mechanical interlocking mechanism 122 Turning input shaft 125 Slider 131 Control body 136 Shifting output shaft 140 Straight forward turning angle sensor 141 as turning detection means Straight running electric motor 149 as an electric actuator Straight running control shaft 155 Intermediate shaft (straight running) Conversion axis)
156 Linear link 157 Shifting slider member 158 Shifting output link 164 Turning output shaft (turning conversion shaft)
165 Rotating link 166 Rotating slider member 180 Rotating rotation angle sensor 181 as rotation detecting means Rotating electric motor 189 as electric actuator Rotating control shaft 200 Controller P as control means Vertical axis (first axis)
S Horizontal axis (second axis)
W orthogonal axis

Claims (2)

A linear transmission and a turning transmission for shifting the power of an engine mounted on the traveling machine body and transmitting it to the left and right traveling parts, a linear operation tool for the linear transmission, and a turning operation for the turning transmission A traveling vehicle equipped with tools,
A single control body that is rotatable about two axes orthogonal to each other is incorporated in the storage box, and the control body is rotated about the first axis by operation of the turning operation tool, and , It is configured to rotate around the second axis by operation of the linear operation tool,
The storage box includes a turning conversion shaft that converts a turning amount of the control body around the first axis into a control amount of the turning transmission, and a turning amount of the control body around the second axis. A straight conversion shaft for converting into a control amount of the straight transmission is pivotally supported in a state where each axis is positioned on substantially the same plane,
Furthermore, a rotation detection means for detecting the rotation amount of each conversion shaft, an electric actuator associated with an adjustment unit for adjusting the shift output of each transmission, and detection information of each rotation detection means are used. Control means for driving the electric actuators,
Traveling vehicle. When the control body is rotated about the first axis in a posture rotated about the second axis, the turning conversion shaft is rotated according to the amount of rotation of the control body about the first axis. The rotating shaft is configured to rotate in a direction to increase the speed of the turning transmission, and the linear conversion shaft is configured to rotate in a direction of decelerating the linear transmission.
The traveling vehicle according to claim 1.