JP5340682B2 - Combine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To simplify a swiveling operation mechanism of a traveling vehicle and improve its swiveling operation performance; with the traveling vehicle including: a straight movement transmission 53 to transmit power of an engine 17 to right and left traveling sections 2, a swiveling transmission 54 to transmit the power to the right and left traveling sections through reverse rotation, a straight movement manual operation tool 13 for the straight movement transmission, and a swiveling manual operation tool 10 for the swiveling transmission. <P>SOLUTION: A combine harvester includes a control body 131 rotatable about two perpendicularly intersecting axes P, S, wherein the control body controls the swiveling transmission to take swiveling action through a swiveling interlock mechanism 180 by forward/reverse rotation about the first axis P caused by the swiveling operation of the swiveling manual operation tool, and controls the straight movement transmission to take speed change action by forward/reverse rotation about the second axis S caused by the speed change operation of the straight movement manual operation tool, wherein the swiveling interlock mechanism includes an electric motor 193 for driving the swiveling transmission to take swiveling action. <P>COPYRIGHT: (C)2010,JPO&amp;INPIT

Description

  The present invention relates to a combine equipped with a reaping device and a threshing device. More specifically, the traveling body is steered to move along a row of uncut cereal rows in a field, and the grains are continuously fed. It relates to the combine harvester.

  Conventionally, in a combine, power from an engine mounted on a traveling machine body is transmitted to traveling parts such as left and right traveling crawlers via a straight transmission, and reversely rotated by a turning transmission. Is configured to do.

  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 linear transmission, that is, the linear velocity of the traveling machine body is adjusted according to the operation amount of the linear manual operation tool such as the main transmission lever provided in the control unit. In other words, the traveling machine body does not go straight if the straight forward manual operating tool is in the neutral position, but by moving the straight forward manual operating tool, it travels forward or backward at a speed corresponding to the amount of operation.

  On the other hand, the drive output amount of the turning transmission, that is, the turning direction and the turning speed of the traveling vehicle body are the operation direction and operation of the turning manual operation tool such as a steering handle disposed in front of the control seat in the control unit. Adjusted according to the amount.

In this case, the manual operation tool for rectilinear movement and the manual operation tool for swivel travel straight through a mechanical interlocking mechanism that uses many rods, arms, pivot pins, etc., as described in Patent Document 1. It is interlocked and connected to the transmission for turning and turning, and by this action of the mechanical interlocking mechanism, it is possible to drive (maneuver) at the same operation interval as that of a four-wheeled vehicle although it is of 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 that the parts cost required for the mechanical interlocking mechanism is high. However, there was a problem that it did not meet the increasing demand for cost reduction in recent years.

  Moreover, in the combine of Patent Document 1, even if it is easy to make a large turn by performing the turn in the traveling machine body only by operating the manual operation tool for turning, it is made to follow the uncut grain rows in the field. In the case of movement, the operation of the turning manual operation tool is troublesome. In order to perform the alignment operation for steering the traveling machine body along the uncut grain rows in the field, an actuator configured to turn the turning transmission was provided. Since it was placed, there was a problem that the mission case could not be configured easily.

  This invention makes it a technical subject to eliminate these problems.

In order to achieve this technical problem, claim 1 provides:
“A linear transmission that transmits the power of the engine mounted on the traveling machine body to the left and right traveling units, a turning transmission that transmits the power to the left and right traveling units in a reverse rotation, and a linear manual transmission for the linear transmission A combine provided with an operating tool and a manual operating tool for turning with respect to the turning transmission, comprising a control body capable of turning about two axes orthogonal to each other, the control body being configured for the turning While the turning body is operated to turn through the turning interlocking mechanism by forward and reverse turning around the first axis in the control body accompanying the turning operation of the manual operation tool, accompanied and said rectilinear for transmission by normal and reverse rotation of the second axis line in the control member is configured to shift operation, further, a steering box for positioning the control member, and the electric motor, And a pivot link which connects the electric motor to the serial turning link mechanism, the electric motor and the provided pivot link is assembled to the steering box, forward and reverse rotation of the first axis line in the control member An intermediate part of the turning link is pivotally attached to a turning output arm that rotates in conjunction with the rotation link, one end of the turning link is connected to the turning interlocking mechanism, and the other end of the turning link is connected to the electric motor, The electric motor is configured to turn the turning transmission via the turning link and the turning interlocking mechanism .
It is characterized by that.

Claim 2
In the description "of claim 1, prior Symbol electrostatic movement motor, the turning does the transmission swirled operated is stopped rotating in the neutral position, the forward and reverse directions from the rotation stop position, it may exceed the predetermined rotation angle It is configured to rotate so that there is no. "
It is characterized by that.

  According to the first aspect of the present invention, the controller includes a control body that can rotate around two axes that are orthogonal to each other, and the control body is a positive body around the first axis that accompanies the turning operation of the turning manual operation tool. The turning transmission is operated to rotate by reverse rotation, and the linear transmission is operated to change speed by forward / reverse rotation around the second axis in accordance with the speed change operation of the straight advance manual operation tool. The control body has a function of turning the turning transmission in conjunction with a turning operation of the turning manual operation tool, and a function of turning the turning manual operation tool in conjunction with a speed change operation of the straight traveling manual operation tool. Since it has both the function of shifting the linear transmission, the number of parts is smaller than that of the structure of the operation system using many long rods, arms, pivot pins, etc. as in Patent Document 1. Less processing is required, and processing accuracy and assembly accuracy Avoiding variations that occur in operation by the rough.

Moreover, an intermediate portion of the turning link is pivotally attached to a turning output arm that rotates in conjunction with forward / reverse rotation about the first axis in the control body, and one end of the turning link is used as the turning interlocking mechanism. The other end of the turning link is connected to the electric motor, and the electric motor is configured to turn the turning transmission via the turning link and the turning interlock mechanism . Separately or in addition to the turning operation of the turning manual operation tool, the electric motor is used to turn left and right, or the turning degree is adjusted to the electric motor during the turning operation by the turning manual operation tool. The turning performance of the traveling aircraft can be greatly improved, and the turning can be made finely. It can be carried out.

In addition, since the electric motor and the turning link are assembled not in the vicinity of the turning transmission but in the steering box in which the control body is arranged, the transmission case can be easily configured. The installation space can be reduced. In addition, since the electric motor and the steering box can be configured as a unit, and the unit can be assembled or replaced, maintenance can be easily performed.
Furthermore, since the electric motor is connected to the turning interlocking mechanism by the turning link, the electric motor can turn the turning transmission via the turning interlocking mechanism. Since the turning interlocking mechanism is provided to transmit the operation of the control body by the turning manual operation tool to the turning transmission, by using this turning interlocking mechanism, the operation of the electric motor is controlled for turning. It is possible to reduce the number of components having a structure for transmitting to the transmission. Therefore, the electric motor and the turning link can be assembled in a compact manner in the steering box.

  According to the second aspect of the present invention, by turning the electric motor as the actuator to the rotation stop position, the turning operation by the electric motor is stopped. Therefore, it is possible to reliably avoid erroneous excessive turning by the electric motor and to be safe.

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings (FIGS. 1 to 22).

(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 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 (manual operation tool for turning) as a turning manual operation tool for changing the turning direction and the turning speed of the traveling machine body 1 is provided. ) 10 and a control seat 11 on which an operator is seated. A side column 12 disposed on one side of the control seat 11 includes a main transmission lever 13 (straight forward manual operation tool) as a straight forward manual operation tool for performing a speed change operation of the traveling machine body 1, and a hydraulic continuously variable transmission described later. A sub-transmission lever 14 for setting and maintaining the output and the rotational speed of 50 within a predetermined range, a mowing clutch lever 15 for power cutting operation to the mowing device 3, and a threshing clutch lever for power cutting operation to the threshing device 5. 16 is provided so as to tilt forward and backward.

  The main speed change lever 13 (straight forward manual operation tool) is used to move the traveling machine body 1 forward, stop, reverse, and to 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. The engine 17 is a diesel engine.

  The reaping device 3 includes a hair clipper-type cutting blade device 19, a culm pulling device 20 for four strips, a culm conveying device 21 and a weed body 22. The cutting blade device 19 is disposed below a cutting frame 41 (see FIG. 1) constituting the framework of the cutting device 3. The grain raising device 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 protrudes from the lower part of the grain raising device 20.

  The traveling machine body 1 continuously cuts the uncut grain culm 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 disposed below the handling cylinder 23, and a threshing that is taken out from the rear part of the handling cylinder 23. A dust-feeding port processing cylinder 26 for reprocessing an object is provided.

  The said handling cylinder 23 is arrange | positioned in the handling chamber of the threshing apparatus 5. FIG. 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 threshed grains.

  The stock 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, the first receiving bowl 27 where the most important grains such as fine grains are collected among the grains selected by the two sorting mechanisms 24, 25, the grain with a branch branch, the grain of ears, etc. And a second receiving bowl 28 where the second item is collected. The two receiving rods 27 and 28 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 the two sorting mechanisms 24 and 25 is the first conveyor 29 in the first receiving bowl 27 and the lifting in the milling cylinder 31. It is sent to the grain tank 7 via the grain 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 two directions, 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 subtransmission mechanism 51 having a plurality of shift stages, and a differential mechanism 52 having a pair of left and right planetary gear mechanisms 68 (FIG. 4). reference).

  The hydraulic continuously variable transmission 50 includes a linear HST mechanism 53 (transmission for straight travel) composed of a first hydraulic pump 55 and a first hydraulic motor 56, and a swing composed of a second hydraulic pump 57 and a second hydraulic motor 58. The HST mechanism 54 (swivel transmission) is used.

  The power directed from the output shaft 49 of the engine 17 to the hydraulic continuously variable transmission 50 via the traveling clutch 89 is transmitted to a common pump shaft 59 that passes through the first hydraulic pump 55 and the second hydraulic pump 57.

  In the straight travel HST mechanism (straight travel transmission) 53, hydraulic oil is appropriately fed from the first hydraulic pump 55 toward the first hydraulic motor 56 by the power transmitted to the common pump shaft 59. Similarly, in the turning HST mechanism (turning transmission) 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, the common pump shaft 59 is provided with a charge pump for supplying hydraulic oil to the hydraulic pumps 55 and 57 and the hydraulic motors 56 and 58. 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 (straight-transmission transmission) 53 is in accordance with the amount of operation of the main transmission lever (straight-forward manual operation tool) 13 and the steering handle (turning manual operation tool) 10 disposed in the control unit 9. By changing and adjusting the inclination angle of the rotary swash plate in the first hydraulic pump 55 and changing the discharge direction and discharge amount of the hydraulic oil to the first hydraulic motor 56, the linear motor that protrudes from the first hydraulic motor 56 The rotation direction and the number of rotations of the shaft 60 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 is transmitted through 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 the case 18. The power transmitted to the cutting PTO shaft 64 is transmitted to each device of the cutting device 3 via a cutting input shaft 43 in a horizontally long cutting input pipe 42 (see FIG. 1) constituting the framework of the cutting device 3. 19-21. Therefore, the devices 19 to 21 of the reaping device 3 are driven at the vehicle speed synchronization speed.

  The sub-transmission mechanism 51 has a two-stage adjustment range of the rotational power (rotation direction and number of rotations) from the linear motor shaft 60 by operating the sub-transmission lever 14 disposed in the control unit 9. This is for switching to a gear position. 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.

  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 positioned between the planetary gear mechanism 68 and the parking brake shaft 65.

  The auxiliary transmission output gear 67 of the parking brake shaft 65 meshes with an intermediate gear 70 attached to the relay shaft 69, and the intermediate gear 70 meshes with a center gear 76 (details will be described later) fixed to the sun gear shaft 75. ing.

  Each planetary gear mechanism 68 includes a pair of sun gears 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 the planetary gear 72, and a plurality of planetary gears 72. And a carrier 74 rotatably supported on the shaft.

  The carriers 74 of the 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 the 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.

  On the other hand, in the turning HST mechanism (turning transmission) 54, the inclination angle of the rotary swash plate in the second hydraulic pump 57 is changed and adjusted in accordance with the amount of turning operation of the steering handle 10, and the second By changing the discharge direction and discharge amount of the hydraulic oil to the hydraulic motor 58, the rotation direction and the rotation speed of the turning motor shaft 61 protruding from the second hydraulic motor 58 are arbitrarily adjusted.

  In the transmission case 18, a steering brake shaft 78 having a steering brake 79, a steering clutch shaft 80 having a steering clutch 81, and a left input gear mechanism 82 connected to the left ring gear 73 through a reverse gear 84. And a right input gear mechanism 83 that always meshes with the external teeth of the right ring gear 73. The rotational power of the turning motor shaft 61 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 gears. It is transmitted to the gear mechanisms 82 and 83.

When the auxiliary transmission mechanism 51 is neutral, the steering brake 79 is engaged and the steering clutch 81 is disengaged, power transmission from the second hydraulic motor 58 to the left and right planetary gear mechanisms 68 is blocked. The When the steering brake 79 is turned off and the steering clutch 81 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 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 engine 17 is directly transmitted to the reaping device 3 without passing through the mission case 18, thereby forcibly driving the reaping device 3 at a constant high speed regardless of whether the vehicle speed is fast or slow. It is the composition which can be made to do.

  The power from the engine 17 toward the discharge auger 8 is transferred to the bottom auger cylinder in the bottom conveyor 104 and the discharge auger 8 in the Glen tank 7 via the Glen input gear mechanism 102 and the power interrupting auger clutch 103. The power is transmitted to the vertical conveyor 105, and then the power is transmitted to the discharge conveyor 107 in the horizontal auger cylinder of the discharge auger 8 via 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 22.

  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, an upper handle shaft 113 that extends in the vertical direction and is rotatably supported at a substantially center inside the steering column 112 protrudes upward. A steering handle 10 as a turning manual operation tool is attached to the upper end of the upper handle shaft 113.

The lower end of the upper handle shaft 113 is connected to the lower handle shaft 115 protruding upward from the steering box 120 on the lower surface side of the step floor member 111 via a universal joint 114 (see FIG. 9).

  The steering box 120 is detachably attached to a support frame 118 that supports the step floor member 111 of the control unit 9 and has a sealed structure. The steering box 120 incorporates a mechanical interlocking mechanism 121 for the main speed change lever (manual operation tool for straight travel) 13 and the steering handle (manual operation tool for turning) 10.

This 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 the various operations, the operation force from the main transmission lever 13 and the steering handle 10 is appropriately converted, and the transmission output shaft 136 and the turning output shaft 164 projecting outward from the side surface of the steering box 120 (details) Is configured to be transmitted to a later described).

  That is, the mechanical interlocking mechanism 121 includes a vertical turning input shaft 122 that is pivotally supported at both ends in a steering box 120, as shown in FIGS. The gear 123 fixed to the upper end portion of the turning input shaft 122 and the gear 116 fixed to the lower end portion of the lower handle shaft 115 protruding into the steering box 120 are engaged with each other, thereby turning the lower handle shaft 115 and the lower handle shaft 115. 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 lower handle 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 rotates around 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 key 127 or the like. It is configured.

  A winding spring 128 is fitted on a portion of the turning input shaft 122 below the holder member 126. The start end 128 a and the end end 128 b of the winding spring 128 sandwich both the upward convex pin 129 fixed to the steering box 120 and the downward convex pin 130 fixed to the holder member 126. 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 restricted within the range of the maximum cutting angles θ1, 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 of the gear ratio between the two gears 116 and 123, the rotatable range of the steering handle 10 is an angular range of about 135 ° to the left and right across the neutral position.

  A control body 131 configured in a ring shape 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 steering 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 can be rotated around two axes P and S orthogonal to each other. In other words, the vertical axis P corresponds to the first axis described in the claims, and 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.

  At the upper part in the steering box 120, a main transmission lever input shaft 135 is disposed horizontally on one of the left and right sides of the turning input shaft 122, and on the other side, the lateral transmission output shaft 136 is disposed. Are placed sideways. The main transmission lever input shaft 135 and the transmission output shaft 136 extend in parallel with each other in plan view and are pivotally supported by the steering box 120. One end portions of the main transmission lever input shaft 135 and the transmission output shaft 136 protrude outward from the side surfaces of the steering box 120.

  As shown in FIGS. 5 to 8, the main transmission lever input shaft 135 protrudes from the steering 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. A main transmission lever (straight forward manual operation tool) 13 on the side column 12 is connected to the transmission arm 137 via interlocking connecting means 138 such as a rod so that the main transmission lever input shaft 135 is rotated by its forward / backward tilting operation. Are connected.

  The speed change output shaft 136 protrudes from the steering box 120 toward the rear side of the traveling machine body 1, and the speed change output arm 139 fixed to the protruding end of the speed change output shaft 136 travels straight in the transmission case 18. A straight drive control shaft 149 (see FIG. 4) that protrudes from the HST mechanism (straight drive transmission) 53 is connected to the straight drive control shaft 149 via the straight drive link mechanism 140 so that the speed change operation is performed by the rotation of the shift output shaft 136. Yes.

  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 (straight transmission) 53, and the rectilinear HST mechanism 53. It functions as an adjustment unit that adjusts the shift output of the. 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.

  As shown in FIG. 8, the straight link mechanism 140 includes a lateral support shaft 144 pivotally supported by a bracket 143 fixed to the upper surface of the transmission case 18 and a shift output arm 139 and a lateral support. The relay rod 142 with the turnbuckle 141 that connects the first swing arm 145 fixed to one end of the shaft 144, and the second swing arm 146 fixed to the other end of the lateral support shaft 144 and the linear advance control shaft 149 A speed change rod 147 is provided to connect the fixed straight operation arm 148.

  One end of the relay rod 142 is connected to the speed change output arm 139 via a ball joint joint, and the other end of the relay rod 142 is connected to the first swing arm 145 via a ball joint joint. Has been. One end of the speed change rod 147 is connected to the second swing arm 146 via a ball joint, and the other end of the speed change rod 147 is directed laterally to the straight operation arm 148 on the straight control shaft 149 side. It is pivotally attached via a pivot pin.

  A pair of main transmission fork arms 151 is fixed to a portion of the main transmission lever input shaft 135 in the steering box 120, and a ball bearing 152 provided at the tip of the main transmission fork arms 151 is a slider 125. Is engaged with and engaged with an annular groove 125a formed on the outer periphery of the ring. 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.

  The slider 125 and the control body 131 are connected to each other by a swing link 153 having pins 154 at both ends. When the main speed change lever (straight forward manual operation tool) 13 is in the neutral position, the slider 125 does not move up and down, and 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 traveling shaft extending in parallel with the transmission output shaft 136 is pivotally supported in a portion of the steering box 120 directly below the transmission output shaft 136 so as to protrude into the steering box 120. . Although the details will be described later, the intermediate shaft 155 is for converting the rotation amount of the control body 131 around the horizontal axis S into the control amount of the straight-travel 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 formed in the cam groove 134a of the circular cam 134 of the control body 131 in the portion. A shifting slider member 157 that is slidably engaged in the circumferential direction is provided so as to freely rotate around the orthogonal axis W.

  As shown in FIG. 18, the shifting slider member 157 includes a shaft portion 157a that is rotatably supported by a linear link 156 by a ball bearing 157b, and a spherical body 157c that is integrally provided at the tip of the shaft portion 157a. 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 a non-decelerating arm 160 is rotatably fitted on 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 a 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).

  Further, the transmission output link 158 or the non-deceleration arm 160 is selected at a portion of the transmission output shaft 136 between the transmission output link 158 and the non-deceleration arm 160 so as to rotate integrally with the transmission output shaft 136. A switching member 162 for connection 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 difference in speed between the left and right crawlers during turning should not be too great (insensitive turning feeling), or turning on the road or in dry fields, or on wetlands and mud 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 parallel to the speed change output shaft 136 is supported on the steering 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 steering 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 steering 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 as a turning shaft extending in a direction orthogonal to the speed change output shaft 136 is projected to the inside and outside of the steering box 120 at a portion of the side surface of the steering 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 (turning transmission) 54.

  The base end of the turning link 165 is fixed to the end of the turning output shaft 164 in the steering box 120. A part of the turning link 165 on the horizontal axis S in plan view has a turning slider member 166 that engages with a cam groove 134a of the circular cam 134 of the control body 131 in the circumferential direction so as to be slidable in the circumferential direction. Is provided.

  As shown in FIG. 19, the turning slider member 166 includes a shaft portion 166a attached to the turning link 165, a sphere 166b integrally provided at the tip of the shaft portion 166a, and a sphere 166b that is rotatable. It is comprised by the ring body 166c fitted so that it could incline freely in arbitrary directions with respect to the axis line of the axial 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).

  On the other hand, the turning output arm 167 fixed to the outer end of the turning output shaft 164 is connected to the turning control shaft 189 protruding from the turning HST mechanism (turning transmission) 54 of the transmission case 18 to the turning interlocking mechanism 180. Through the rotation of the turning output shaft 164 so as to perform a speed change operation.

  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 adjusts 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 and 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 controlled. The stepless change of the direction angle (turning radius) and the switching of the left and right turning directions are performed.

  As shown in FIGS. 5 to 8, the turning interlock mechanism 180 includes a relay support shaft 184 that is pivotally supported by a bracket 183 fixed to the upper surface of the mission case 18, and this relay support shaft 184. One end of a relay rod 182 provided with a turnbuckle 181 is connected to the first arm 185 fixed to. Further, as shown in FIGS. 6 and 8, the turning interlock mechanism 180 includes a second arm 186 fixed to the other end of the relay support shaft 184 and a turning operation arm 188 fixed to the turning control shaft 189. A swivel rod 187 to be connected is provided.

  A stroke absorbing mechanism 200 having a built-in spring 199 for absorbing a reciprocating stroke of the relay rod 182 is provided in the middle of the relay rod 182 in the turning interlock mechanism 180.

  The other end of the relay rod 182 is provided with a connecting mechanism 210 for connecting a forward / reverse rotating electric motor 193 for alignment. The electric motor 193 is attached to the side surface of the steering box 120. The coupling mechanism 210 is configured to transmit the operation of the electric motor 193 to the turning HST mechanism (turning transmission) 54 via the turning interlocking mechanism 180.

  A cam disk 195 is fixed to the output shaft 194 of the electric motor 193. One end of a rod 196 is pivotally attached by a pin 198 to a portion of the cam disk 195 that is eccentric from the output shaft 194 by an appropriate distance.

  The connection mechanism 210 includes a swing link 191 configured in a balance shape, and an intermediate portion of the swing link 191 is pivotally attached to the swing output arm 167 by a center pin 190. One end of the swivel link 191 is connected to the other end of the relay rod 182 by an action pin 192. The other end of the rod 196 attached to the cam disk 195 of the electric motor 193 is connected to the other end of the turning link 191 by a fulcrum pin 197.

  In this case, when the rotation of the electric motor 193 is stopped, the fulcrum pin 197 at the other end of the swing link 191 is aligned with the axis of the swing output shaft 164 when viewed from the axial direction of the swing output shaft 164. They are in a neutral position where they match.

  In this neutral position, when the turning output shaft 164 turns clockwise, the turning link 191 turns left by turning clockwise around the turning output shaft 164 and the fulcrum pin 197. When the turning output shaft 164 rotates counterclockwise, the turning link 191 rotates counterclockwise around the turning output shaft 164 and the fulcrum pin 197, thereby turning right. (See FIGS. 20 and 21).

  On the other hand, when the electric motor 193 rotates the cam disk 195 clockwise by an angle of β1 in the neutral position, the pivot link 191 has a small angle Δβ1 counterclockwise around the center pin 190. When the electric motor 193 rotates the cam disk 195 counterclockwise by an angle β2 from the neutral position, the turning link 191 is turned. By turning the center pin 190 around the center pin in the clockwise direction by a minute angle Δβ2, it is configured to make a slight left turn (see FIG. 22). β1 = β2 is set, and Δβ1 = Δβ2.

When the cam disk 195 is in the neutral position described above, the ball clutch 201 provided in the electric motor 193 or the steering box 120 is fitted and engaged with the outer peripheral surface of the cam disk 195. In addition to the first recess 195a for holding the neutral position, the ball clutch 201 is engaged and engaged when the cam disk 195 is rotated by β1 in the clockwise direction. In addition to the provision of the second recess 195b for holding the ball clutch 201, the ball clutch 201 is fitted and engaged when the cam disk 195 is rotated counterclockwise by β1. A third recess 195c is provided to hold the position.

  Further, on the outer peripheral surface of the cam disk 195, three notched grooves 195d, 195e, and 195f are provided along the circumferential direction, and on the outer side of the cam disk 195, three contactless type three are provided. Limit switches 202, 203, and 204 are disposed along the circumferential direction, and among the three limit switches 202, 203, and 204, the first limit switch 202 has the cam disk 195 in the neutral position described above. When the first cutout groove 195d is detected, the electric motor 193 stops rotating, and the second limit switch 203 is operated when the cam disk 195 rotates clockwise by the angle β1. By detecting the two notch grooves 195e, the electric motor 193 stops rotating in the clockwise direction, and the third limit switch 204 is connected to the cam disk 1 When 5 is rotated by an angle of the β2 counterclockwise, by detecting the third cutout groove 195f, and configured to stop the counterclockwise rotation of the electric motor 193.

  Thereby, the rotation of the cam disk 195 in the forward and reverse directions by the electric motor 193 is restricted within the range of angles β1 to β2, and the rotation angle of the turning link 191 is restricted within the range of angles Δβ1 to Δβ2. Is done. By the slight turning to the left and right of the traveling machine body 1 based on the electric motor 193, the alignment operation for bringing the weeding body 22 of the reaping device 3 along the row of planted culms in the field can be executed.

  Further, as shown in FIG. 7, the electric motor 193 rotates the cam disk 195 in the clockwise direction by turning on the right turn switch 205 provided on the steering handle 10, so that the steering handle 10 The cam disk 195 is configured to rotate counterclockwise when the provided left turn switch 206 is turned on.

  Both the right turn switch 205 and the left turn switch 206 are manually operated. When the hand is released from the switch, the electric motor 193 rotates in a direction to return the turn link 191 to the neutral position.

  The right turn switch 205 and the left turn switch 206 are composed of a single switch that can be operated in both the left and right directions. You may make it turn left.

  The minute turning to the left and right of the traveling machine body 1 by operating the right turning switch 205 or the left turning switch 206 is configured to function when the traveling machine body 1 is traveling straight. The steering column 112 is provided with a rectilinear sensor 208 (see FIG. 23) as means for detecting the rotation of the steering handle 10. The straight traveling sensor 208 detects whether or not the steering handle 10 is in a neutral region (including a neutral position and a so-called play region), that is, whether or not the traveling machine body 1 is in a straight traveling state.

  When it is detected by the straight-ahead sensor 208 that the steering handle 10 is not in the neutral region, in other words, when the traveling machine body 1 is swiveling to the left or right by the steering handle 10, the electric motor 193 is rotated. The operation by the right turn switch 205 and the left turn switch 206 is prevented from functioning.

  On the other hand, in the side column 12, when the straight steering sensor 208 detects that the steering handle 10 is not in the neutral region, the minute turning operation of the traveling machine body 1 based on the right turn switch 205 and the left turn switch 206 is performed. An alignment switch 207 that allows the

  The time when the traveling machine body 1 is swiveled to the left and right by the operation of the steering handle 10 is usually a time other than during cutting and threshing. If the right turn switch 205 and the left turn switch 206 are erroneously operated at times other than during the mowing and threshing operation, the traveling machine body 1 may face an unexpected direction against the operator's intention. Therefore, when the traveling machine body 1 is largely turned left and right by the steering handle 10, the turning operation by the right turning switch 205 and the left turning switch 206 is restricted so as not to function.

  However, there are cases where it is desired to finely adjust the left / right turn by operating the right turn switch 205 and the left turn switch 206 even when the traveling machine body 1 is turned largely left and right by the steering handle 10. In such a case, the right turn switch 205 and the left turn switch 206 are set by turning the alignment switch 207 to the on state even if the straight traveling sensor 208 detects that the steering handle 10 is not in the neutral region. Therefore, it is possible to make a small turning operation to the left and right of the traveling machine body 1 based on the above.

  Further, of the turning by the electric motor 193, when the alignment switch 207 is in the on state (when the right turning switch 205 or the left turning switch 206 is operated with the steering handle 10 turned largely), It is configured to turn at a slower speed than when the alignment switch 207 is in the off state (when the right turn switch 205 or the left turn switch 206 is operated with the steering handle 10 in the neutral region). In other words, when the steering wheel 10 is operated and the traveling body 1 is swung to the left and right while adding a small turn, the small turn is performed slowly to improve the operability during the turn. Yes.

  Thus, although it is not illustrated that the turning by the electric motor 193 is variable, a delay circuit is provided in an electric circuit that connects the electric motor 193 and the left and right turning switches 205 and 206. Can be achieved.

The steering 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 the structure of the split of the 120 b. 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 steering box 120 is provided with an inlet and an outlet through which hydraulic oil enters and exits.

(4). Next, with reference to FIGS. 9 to 22, mechanical interlocking when the main speed change lever (manual operation tool for rectilinear movement) 13 and the steering handle (manual operation tool for turning) 10 are operated. The operation of the mechanism 121 will be described.

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. does not move on, therefore, middle-axis 155 (the transmission output shaft 136) and the turning output shaft 164 is maintained in the 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 (manual operation tool for turning) 10 is maintained at the neutral position (straight running position), the operation is linked. The slider 125 moves up and down, and the control body 131 rotates forward and backward so that it moves up and down around the horizontal axis S (see the two-dot chain line state in FIG. 16). The shifting slider member 157 engaged with the portion on W moves up and down from the neutral position by a distance L1 or L2 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. Connect to

  Then, the shift slider member 157 moves up and down via the straight link 156, the connection link 159, the shift output link 158, the switching member 162, the shift output shaft 136, the shift output arm 139, and the straight link mechanism 140. , And is transmitted to the rectilinear control shaft 149 of the rectilinear HST mechanism 53. 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 travel speed (vehicle speed) during straight travel is determined by the amount of rotation of the straight travel control shaft 149 in the straight travel HST mechanism 53, and the amount of travel is the vertical travel distances L 1 and L 2 of the speed change slider member 157. Since the tilt rotation angles α1 and α2 from the neutral position in the control body 131 and the amount of tilting operation of the main transmission lever 13 are increased or decreased, the traveling speed during straight traveling in the traveling machine body 1 is determined by the main transmission lever 13. It can be adjusted in proportion to the operation amount from the neutral position.

Next, in a state where the main transmission lever (manual operation tool for rectilinear advance) 13 is operated to a position other than the neutral position, the steering handle 10 is rotated left or right from the neutral position to rotate the turning input shaft 122. As a result, the control body 131 rotates together with the turning input shaft 122 while being tilted and rotated about the horizontal axis S. 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 corresponds to the turning link 165 and the turning output. via the shaft 164 and the turning output arm 167 transmitted to the pivot link 191, the pivot link 191, as shown in FIGS. 20 and 21, around the fulcrum pin 19 7 and the turning output shaft 164 located coaxially Then, the rotation is transmitted clockwise or counterclockwise, and this rotation is transmitted to the turning control shaft 189 of the turning HST mechanism 54. As a result, the turning HST mechanism 54 shifts from the neutral position.

  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 forward and backward around the horizontal axis S. This is proportional to the amount of movement of the turning slider member 166 in the vertical direction and the turning operation angle (turning operation amount) of the steering handle 10 from the neutral position. The speed difference between the left and right traveling crawlers 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, the shifting slider member 157 that engages with the circular cam 134 of the control body 131 is moved up and down by tilt rotation around the horizontal axis S, so that linear control is performed in proportion to the amount of rotation of the steering handle 10. The shaft 149 can be rotated in the opposite direction, and the turning speed of the traveling machine body 1 can be reduced according to 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 that moves moves from the portion on the orthogonal axis W of the circular cam 134 to the portion on the horizontal axis S 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 position on the orthogonal axis W of the circular cam 134, and as a result, the rotation amount 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. Since the speed (vehicle speed) is slowed down, the centrifugal force acting on the traveling machine body 1 outwardly from the turning can be reduced during turning. 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 158 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. .

  As a result, the operation of the main transmission lever 13 is performed as it is regardless of the turning operation of the steering handle 10, the interlocking connecting means 138, the main transmission arm 137, the main transmission lever input shaft 135, the main transmission fork arm 151, and the non-deceleration arm 160. The transmission output shaft 136, the transmission output arm 139, and the straight travel link mechanism 140 are transmitted to the straight travel control shaft 149 of the straight travel HST mechanism 53. 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 to each other, and the control body 131 is released from the deceleration state by the circular cam 134, and the main speed change lever 13 is tilted. A traveling speed (vehicle speed) proportional to the operation amount is maintained. Therefore, it is possible to make the combine a wet field specification so as to suppress the sinking into the soft ground.

(5). Alignment Control Next, a configuration for executing alignment control (operation) of the traveling machine body 1 will be described with reference to FIG.

  Although not shown in detail, a steering controller 209 such as a microcomputer as a control means is a central processing unit (CPU) for executing various arithmetic processes and controls, and a read-only for storing data in a control program Memory (ROM), read / write memory (RAM) for storing data temporarily with a control program, clock as a timer function, input / output interface to exchange data with each input system device (sensor, actuator, etc.) Etc.

  In the input interface of the steering controller 209, a straight advance sensor 208 that is a rotation detection means of the steering handle 10, a right turn switch 205 provided on the steering handle 10, a left turn switch 206, and a side column 12 are provided. The alignment switch 207, the first limit switch 202 for detecting the rotation direction of the electric motor 193, the second limit switch 203, the third limit switch 204, and the like are connected. An electric motor 193 or the like is connected to the output interface of the steering controller 209.

  Next, an example of the alignment control will be described with reference to the flowchart of FIG.

  First, it is determined whether or not the traveling machine body 1 is in the straight traveling state by detecting the rotation of the steering handle 10 by the straight traveling sensor 208 (S1). When the traveling machine body 1 is in the straight traveling state (Yes in S1), it is determined whether or not the left turn switch 206 is in the on state (S2).

When the left turn switch 206 is in the on state (Yes in S2), the electric motor 193 rotates in the left turn direction (S3). As a result, the rod 196 attached to the cam disk 195 projects from the neutral position, and rotates the turning link 191 by a small angle Δβ1 in the clockwise direction. Rotation of the pivot link 191 is transmitted to the turning HST mechanism 54 through a swing linkage mechanism 180, the traveling machine body 1 executes the left pivoting movement small rotation angle (S4), and then returns.

  When the left turn switch 206 is in the off state (No in S2), it is determined whether or not the right turn switch 205 is in the on state (S5). When the right turn switch 205 is not in the on state (No in S5), the process returns because neither the right turn switch 205 nor the left turn switch 206 has been operated.

When the right turn switch 205 is in the on state (Yes in S5), the electric motor 193 in the right turn direction rotates (S6). As a result, the rod 196 attached to the cam disk 195 is retracted from the neutral position, and the turning link 191 is rotated counterclockwise by a small angle Δβ2. Rotation of the pivot link 191 is transmitted to the turning HST mechanism 54 through a swing linkage mechanism 180, the traveling machine body 1 executes the right pivoting movement small rotation angle (S7), and then returns.

On the other hand, when it is determined by the straight traveling sensor 208 that the traveling machine body 1 is not in the straight traveling state (No in S1), it is determined whether or not the alignment switch 207 is in the on state (S8). When Article registration switch 20 7 is in a state cut (at S8 No), the routine returns. When registration switch 20 7 is engaged state conditions (in S8 Yes), it is determined whether or not the state enters a left turn switch 206 (S9).

When the left turn switch 206 is in the on state (Yes in S9), the electric motor 193 rotates in the left turn direction (S10). As a result, the rod 196 projects from the neutral position. The protruding operation of the rod 196 is slower than the protruding operation of the rod 196 when the traveling machine body 1 is in the straight traveling state and the left turn switch 206 is in the on state (S2). The rotation angle Δβ1 in the clockwise direction of the pivot link 191 is transmitted to the turning HST mechanism 54 through a swing linkage mechanism 180, although the traveling machine body 1 performs the left pivoting movement small rotation angle ( S11), the speed of the left turning operation is lower than that when the left turning operation is performed in S4. And it returns after that.

  When the left turn switch 206 is in the off state (No in S9), it is determined whether or not the right turn switch 205 is in the on state (S12). If the right turn switch 205 is not in the on state (No in S12), even if the alignment switch 207 is in the on state, the right turn switch 205 and the left turn switch 206 are in a state of being not operated, and the process returns. To do.

When the right turn switch 205 is in the on state (Yes in S12), the electric motor 193 rotates in the right turn direction (S13). As a result, the rod 196 moves backward from the neutral position. Retracting operation of the rod 196 is slower than the retracting operation of the rod 196 when the traveling machine body 1 is ready to enter the right turn switch 20 5 in the straight traveling state (S5). The rotation angle Δβ2 in the counterclockwise direction of the pivot link 191 is transmitted to the turning HST mechanism 54 through a swing linkage mechanism 180, the traveling machine body 1 performs the right turn operation at a small angle of rotation (S14), the speed of the right turn operation is lower than that when the right turn operation is performed in S7. Then return.

  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 in the forward and reverse directions around the vertical line P as the steering handle 10 is operated. 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 HST mechanism 54 in conjunction with the turning operation of the steering handle 10, and the function in which the straight traveling HST mechanism 53 is operated in conjunction with the tilting operation of the main transmission lever 13. Both will be combined.

  Therefore, the number of parts can be reduced as compared with the structure of the operation system using many long rods, arms, pivot pins and the like as in Patent Document 1, and the operation varies due to the rough processing accuracy and assembly accuracy. Can be avoided.

  Further, 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 substantially provided. Therefore, the operation range of the control body 131 (particularly the vertical tilt rotation range around the horizontal axis S) is limited. Compared with the structure of the operation system using many arms, pivot pins, etc., the dimension along the vertical axis P can be greatly shortened in the mechanical interlocking mechanism 121. 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, 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). It can be made even more compact.

  Then, when the disk cam 195 is rotated clockwise or counterclockwise from the neutral position by the aligning electric motor 193, the turning link 191 is connected to the turning output shaft 164 and the turning output arm 167. Regardless of the rotation, it rotates counterclockwise or clockwise around the center pin 190 with respect to the turning output arm 167, and this turning is transmitted to the turning control shaft 189 of the turning HST mechanism 54. The traveling machine body 1 is turned slightly.

  By keeping the disk cam 195 at the neutral position by stopping the rotation of the electric motor 193, the minute turning by the electric motor 193 can be stopped.

  The minute turning operation by the alignment electric motor 193 can be performed separately from the turning operation of the steering handle (turning manual operation tool) 10 and the steering handle (turning manual operation tool). ) It can be performed even during the 10 turning operation.

  Further, the turning by the electric motor 193 for alignment is restricted so as not to exceed the clockwise rotation angle Δβ1 and the counterclockwise rotation angle Δβ2 of the turning link 191. It is possible to reliably avoid erroneous excessive turning by the electric motor 193 and to ensure safety.

  Further, during the turning operation of the steering handle (manual operation tool for turning) 10, the alignment switch 207 is operated to selectively switch between the case where the electric motor 193 is turned and the case where the turning is not performed. You can also. The turning operation can be further improved by configuring the turning by the electric motor 193 performed during the turning operation of the steering handle (manual operation tool for turning) 10 at a slower speed than usual. Thus, to make the turning by the electric motor 193 variable in speed, a delay circuit is provided in the electric circuit connecting the electric motor 193 and the electric motor 193 and the left and right turning switches 205 and 206. Can be achieved.

  It should be noted that restricting the rotation angle of the turning link 191 within the range of Δβ1 to Δβ2 can be achieved by configuring the electric motor 193 to rotate forward and backward for an appropriate time. The left and right turning switches 205 and 206 can be provided on the main speed change lever (straight forward manual operation tool) 13 instead of being provided on the steering handle (turning manual operation tool) 10.

Particularly, in the above-described arrangement, the turning link mechanism 180 connecting the control member 131 and the turning HST mechanism 54, connecting the electric motor 193 of the ridge adjustment via the coupling mechanism 210, the coupling mechanism 210 Steering box 120. That is, since the turning interlocking mechanism 180 is used for the turning operation of the turning HST mechanism 54 by the electric motor 193 , the number of parts of the structure can be reduced, and the electric motor 193, the coupling mechanism 210, and the like. Can be made compact when assembled to the steering box 120. In addition, since the electric motor 193 and the steering box 120 can be unitized, assembly and replacement are easy, and maintenance can be easily performed.

  Further, by arranging the electric motor 193 and the coupling mechanism 210 not on the turning HST mechanism 54 side but on the steering box 120 side, the configuration around the transmission case 18 can be simplified, and the arrangement space can be reduced. it can.

  The present invention is not limited to the above-described embodiment, and can be embodied in various forms. For example, 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 a configuration shown in FIG. 18 instead of the configuration shown in FIG. Further, the circular cam 134 of the control body 131 may be configured to have a circular or square cross-sectional member in a circular 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 swinging 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 the embodiment of the present invention. It is a top view of a combine. It is a skeleton figure of the power transmission system in a combine. It is a skeleton figure inside a mission case. It is front explanatory drawing which shows the arrangement | positioning aspect of a steering box. It is a principal part enlarged front view of FIG. It is plane explanatory drawing which shows the arrangement | positioning aspect of a steering 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 steering 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. FIG. 16 is a side view taken along line XX-XX in FIG. 15. It is a figure which shows the 1st action state of FIG. It is a figure which shows the 2nd action state of FIG. It is a functional block diagram of a steering controller. It is a flowchart of the alignment control.

DESCRIPTION OF SYMBOLS 1 Traveling machine body 9 Control part 10 Steering handle (Manual operation tool for turning)
13 Main transmission lever (manual operation tool for straight travel)
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 Steering box 121 Mechanical interlocking mechanism 122 Turning input shaft 125 Slider 131 Control body 136 Shift output shaft 140 Straight travel link mechanism 149 Straight travel control shaft 157 Shift slider member 158 Shift output link 164 Swing output shaft (swing shaft)
166 Rotating slider member 167 Rotating output arm 180 Rotating interlocking mechanism 189 Rotating control shaft 191 Rotating link 190 Central pin 192 Action pin 193 Electric motor 194 Output shaft of electric motor 195 Disc cam 196 Rod 197 Supporting pin 200 Stroke absorbing mechanism 201 Ball clutch 202 to 204 Limit switch P Vertical axis (first axis)
S Horizontal axis (second axis)

Claims (2)

A rectilinear transmission that transmits the power of the engine mounted on the traveling machine body to the left and right traveling parts, a turning transmission that transmits the power to the left and right traveling parts in a reverse rotation, and a rectilinear manual operation for the rectilinear transmission A combine and a turning manual operation tool for the turning transmission,
A control body capable of rotating around two axes orthogonal to each other is provided, and this control body is used for turning by forward and reverse rotation around the first axis in the control body associated with the turning operation of the turning manual operation tool . While the turning transmission is turned via an interlocking mechanism, the straightening transmission is changed by forward / reverse rotation about the second axis in the control body in accordance with a shifting operation of the straight-forward manual operation tool. Is configured to let
Further, a steering box for positioning the control member, and the electric motor, and a pivot link which connects the electric motor to the turning link mechanism, the electric motor and the pivot link is assembled to the steering box and,
An intermediate portion of the turning link is pivotally attached to a turning output arm that rotates in conjunction with forward and reverse rotation about the first axis in the control body, and one end of the turning link is connected to the turning interlocking mechanism, The other end of the turning link is connected to the electric motor, and the electric motor is configured to turn the turning transmission via the turning link and the turning interlock mechanism. Combine. Before SL electrostatic movement motor, said at turning transmission of not turning operation neutral position is stopped rotating, the forward and reverse directions from the rotation stop position, is configured to rotate so as not to exceed a predetermined rotation angle The combine according to claim 1 .

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