JP5670821B2 - Combine transmission - Google Patents

Description

  The present invention relates to a combined transmission that can change a vehicle speed to low speed, medium speed, and high speed by operating a shift lever.

  Conventionally, as a transmission device of such a combine, as described in Patent Document 1, a support shaft pivotally supported at both ends so as to be rotatable with respect to the transmission case (“driven shaft” in the document), and relative to the support shaft A low-speed gear extrapolated rotatably (in the literature, the “gear” of the “low-speed gear train”) and a high-speed gear extrapolated relative to the spindle (in the literature, the “high-speed gear train” “ Gears)), a medium speed gear extrapolated between the low speed gear and the high speed gear relative to the support shaft (in the literature, the “gear” of the “medium speed gear train”), and the support shaft Two shifters that are non-rotatable and are slidably moved along the axis of the support shaft, and alternatively connect either the low speed gear, the medium speed gear, or the high speed gear to the support shaft. Are linked to the two shifters via a link mechanism, and the first posture, the second posture, (In the literature, "secondary shift operating member") forward freely to the posture change gear shift lever position had those with, and.

  In the device described in Patent Document 1, when the shift lever is changed to the first posture, one shifter is connected to the low-speed gear and the support shaft, the vehicle speed is reduced, and the shift lever is When the posture is changed to the second posture, the other shifter is in a state of connecting the medium speed gear and the support shaft, the vehicle speed becomes the medium speed, and when the shift lever is changed to the third posture, One shifter connects the high-speed gear and the support shaft, and the vehicle speed increases. In other words, with the device described in Patent Document 1, the vehicle speed is changed in ascending order of low speed, medium speed, and high speed in the order of the first posture from the first posture, which is the posture that the shift lever can take, to the user. The feeling of operation was good.

JP 2009-144870 (see paragraph numbers [0034] to [0037], FIGS. 3 and 7)

  However, in the apparatus described in Patent Document 1, the gear arrangement is in the order of low-speed gear, medium-speed gear, and high-speed gear. The medium speed gear, which is arranged on the side close to both ends (support end) (relatively high stability) and is relatively frequently used, is located on the side away from the support end of the support shaft (relative stability). Is not preferable in terms of structural strength. Moreover, in the apparatus described in Patent Document 1, each gear and the support shaft are connected by a shifter, and the connection is made by projecting a protrusion projecting in the axial direction from the side surface of each gear and the side surface of the shifter. Since this is due to the engagement with the recess recessed in the axial direction, a space is required in the support shaft direction.

  In view of the above circumstances, the present invention provides a combined transmission that is shifted in ascending order of low, medium, and high speeds in the order in which the shift levers can be arranged and that is compact in the direction of the support shaft. With the goal.

A first characteristic configuration of a combined transmission according to the present invention includes a transmission case that houses a hydrostatic continuously variable transmission, a transmission case that is disposed adjacent to the transmission case in the left-right direction, and the transmission case. And a sub-transmission device capable of shifting and outputting the driving force input from the hydrostatic continuously variable transmission, and extending to the sub-transmission device in the left-right direction of the vehicle body. A support shaft that is supported on both side walls of the transmission and that is rotatable with respect to the transmission case, a medium speed gear that is extrapolated relative to the support shaft, and a smaller diameter than the medium speed gear. Thus, the low-speed gear extrapolated relative to the support shaft and a diameter larger than that of the medium-speed gear and relative rotation to the support shaft between the medium-speed gear and the low-speed gear. High speed gear extrapolated freely and Between the medium speed gear and the high speed gear, it is slidably movable along the axis of the support shaft, and is engaged with the support shaft so as to be rotatable integrally with the support shaft. Between the first shifter and the high-speed gear and the low-speed gear. The first shifter is slidable integrally with the first shifter along the axis, and is engaged with the support shaft to rotate integrally. capable, and a second shifter extrapolated to the support shaft, while being linked via a link mechanism to said first shifter and said second shifter, the first posture, the second posture, the comprising a forward freely posture change gear shift levers of the three-position, wherein the shift lever is the posture change in the first posture, in a state where the second shifter is connecting the supporting shaft and the low speed gear The vehicle speed is low and the shift lever is in the second position When the posture is changed, the first shifter is connected to the medium speed gear and the support shaft, the vehicle speed is changed to the medium speed, and the shift lever is changed to the third posture. And the second shifter is in a state of connecting the high speed gear and the support shaft, the vehicle speed is high, and the high speed gear has an outer diameter at the bottom of the gear portion of the first shifter. The outer diameter of the second shifter is larger than the outer diameter of the second shifter, and is recessed in the axial direction in a part of the side surface of the high-speed gear on the medium-speed gear side. forming a first recess for entrance, the when the shift lever is in the first position, the state where the first shifter is not engaged with the first recess, the high-speed gear of the first shifter At least a part of the outermost peripheral portion on the side is the first recessed portion A second recessed portion that is housed in a part of a side surface of the high speed gear on the side of the low speed gear, and that is recessed in the axial direction, and the second recessed portion When the shift lever is in the third position, the second shifter is engaged with the engagement portion, and the outer peripheral portion of the second shifter on the high-speed gear side is engaged. It exists in the point accommodated by said 2nd recessed part at least one part .

  According to this characteristic configuration, the low-speed gear and the medium-speed gear, which are relatively frequently used, are disposed on the side close to both ends (support ends) of the support shaft (relatively high stability). A high-speed gear that is relatively infrequently used is disposed on the side (relatively low stability) away from both ends (support ends). That is, according to the present invention, the medium-speed gear, the high-speed gear, and the low-speed gear are arranged in this order to ensure the structural strength of the transmission, and by the action of the first shifter and the second shifter that operate integrally, The vehicle speed is changed in ascending order of low speed, medium speed, and high speed in the order of the postures that the shift lever can take (first posture, second posture, third posture), and the operational feeling for the user is maintained.

  Further, according to this feature configuration, when the shift lever is in the first posture, a part of the first shifter is accommodated in the recessed portion formed on the side surface of the high speed gear, so that the shift stroke of the first shifter is Some overlap with high-speed gears. In other words, according to the present feature configuration, the first shifter is provided in the first posture with the recessed portion in the high-speed gear that is less frequently used than the other two gears and requires relatively low strength. The high-speed gear is configured to overlap with each other, and a compact device can be obtained while considering the structural strength.

Further, according to this feature configuration, when the shift lever is in the third posture, the second shifter is accommodated in the second recessed portion formed on the other side surface of the high speed gear, thereby The shift stroke of the two shifters and the high speed gear partially overlap. In other words, the high-speed gear has a recessed portion on one side and a second recessed portion on the other side, and the recessed portion has no place to engage with the first shifter, and the second recessed portion. Has an engaging portion that engages with the second shifter. Therefore, with this feature configuration, the gear shift structure is maintained, but in addition to the overlap between the first shifter and the high speed gear in the first posture, the second shifter is also in the third posture. And a high-speed gear can be overlapped, and a compact device with a smaller width in the direction of the support shaft can be realized.
According to a second characteristic configuration of the transmission of the combine according to the present invention, the support shaft is supported by a pair of bearings supported on both side walls of the transmission case, so that the support shaft cannot slide and cannot rotate relative to the support shaft. An input gear that is extrapolated and inputs a driving force to the support shaft from the hydrostatic continuously variable transmission, the input gear, the medium speed gear, the high speed gear between the pair of bearings, The low-speed gears are arranged in this order.
A third characteristic configuration of the transmission of the combine according to the present invention includes a cutting part that cuts the cereal, and the support shaft is a side wall that is located on the opposite side of the transmission case from both side walls of the transmission case. And an input part of the cutting part is linked to the end part.

It is a front part right view of the combine which concerns on this invention. It is a schematic diagram of the front view which shows the gear train of the transmission system of the driving force to each part. It is a vertical front view of a transmission. FIG. 6 is a cross-sectional front view of the auxiliary transmission when the auxiliary transmission lever is at a position L. FIG. 6 is a cross-sectional front view of the auxiliary transmission when the auxiliary transmission lever is at a position M. FIG. 6 is a cross-sectional front view of the auxiliary transmission when the auxiliary transmission lever is at a position H. It is a table | surface which shows the relationship between the position of an auxiliary transmission lever, and the state of each shifter.

  Hereinafter, an example in which the present invention is applied to a self-removing combine auxiliary transmission will be described with reference to the drawings.

[About the overall structure of the combine]
The combine according to the present invention is a self-removing combine harvester for harvesting rice, wheat, etc., and as shown in FIG. When the device 2 (particularly, the left traveling device 2 is represented as 2L and the right traveling device 2 is represented as 2R (see FIG. 2)), a cutting unit 3 connected to the front portion of the body frame 1; The threshing device 4 and the glen tank 5 provided on the rear side of the machine body frame 1 are provided. The threshing device 4 includes a feed chain (not shown) on the left side of the machine body. A driving unit 6 having a driving seat 6a on the right side of the body is provided on the front side of the body frame 1.

  In this combine, the harvesting unit 3 and the threshing device 4 are driven during the harvesting operation to move forward, so that the harvesting unit 3 cuts the stock of the culm and harvests the culm. The operation of conveying to the threshing device 4 to perform the threshing process, selecting the grain from the processed product obtained by the threshing process, and storing it in the glen tank 5 is performed.

  As shown in FIG. 1, the driving section 6 is provided with a driving seat 6a on which a driver is seated, a steering lever 6b is provided at a front position of the driving seat 6a, and a main transmission lever 6c is provided at a left side of the driving seat 6a. And an auxiliary transmission lever 6d as a “transmission lever” according to the present invention. The steps of the driving unit 6 are provided with a parking brake pedal 6f and a stop pedal 6e.

The engine E is provided below the operation unit 6. Further, a transmission device 7 accommodated in a mission case MC is provided at the front end of the machine body frame 1. The driving force output from the engine E is transmitted to the threshing device 4 and is also shifted by the transmission device 7 and transmitted to the traveling device 2 and the cutting unit 3. As a result, the combine can perform the cutting operation while traveling. 1 to 3, the transmission device 7 includes a hydrostatic continuously variable transmission (hereinafter referred to as “HST7A”), a sub transmission 7B, a side clutch brake 7C, which are main transmissions. A parking brake 7D and an intermediate gear mechanism 7E are provided.

  Furthermore, the transmission device 7 includes a pair of left and right traveling drive shafts 21 that transmit power to the left and right traveling devices 2 as shown in FIG. A crawler drive wheel body 22 is provided at the outer end of the travel drive shaft 21, and a crawler belt of the travel device 2 is wound around the crawler drive wheel body 22 (see FIG. 1).

  The control lever 6b maintains a neutral posture in a non-operating state, and is supported so as to be swingable in the left-right direction and the front-rear direction with reference to the neutral posture. Further, the control lever 6b is steered and turned by being operated left and right, and the mowing unit 3 is moved up and down by being operated in the front-rear direction.

  The main speed change lever 6c performs stepless speed change of the vehicle speed by operating the speed change of the HST 7A.

  The sub-shift lever 6d shifts the vehicle speed displayed by the HST 7A stepwise into three stages of low speed, medium speed, and high speed by shifting the sub-transmission device 7B.

  The parking brake pedal 6f is configured to be depressed from the non-operating position to the area exceeding the braking position, and is operated to the braking position to place the parking brake 7D in a braking state and apply braking force to the left and right traveling devices 2. Make it work.

  The clutch pedal 6e is configured such that it can be stepped on from the non-operating position to an area exceeding the cutting position, and the transmission system of the driving force to the left and right traveling devices 2 is turned off at the same time by stepping on the cutting position. To do. That is, the stepping operation of the clutch pedal 6e realizes a temporary stop of the traveling machine body while maintaining the driving state of the cutting unit 3 and the threshing device 4.

[About the drive system of the engine driving force]
As shown in FIGS. 2 and 3, the output shaft of the engine E and the input shaft of the threshing device 4 are linked by a transmission belt, and the driving force of the engine E is a feed chain, a handling cylinder, and a sorting device (not shown). Is transmitted to etc. The output shaft of the engine E and the input shaft 33 of the HST 7A are also linked by a transmission belt, and the driving force of the engine E is transmitted to the HST 7A, and then branched and transmitted to the traveling device 2 and the cutting unit 3. Is done.

[About HST]
As shown in FIG. 2, the HST 7A is accommodated in a speed change case TC disposed adjacent to the mission case MC. The HST 7A includes an axial plunger type hydraulic pump 31 having a variable capacity, and an axial plunger type hydraulic motor 32 that is driven by pressure oil from the hydraulic pump 31. The input shaft 33 is connected to the hydraulic pump 31 and is rotatably supported by the transmission case TC. The driving force of the engine E transmitted to the HST 7A is converted into a forward driving force or a backward driving force by the hydraulic pump 31 and the hydraulic motor 32, and is output from the output shaft 34 connected to the hydraulic motor 32. The HST 7A can change the driving force steplessly on both the forward side and the reverse side.

[About the auxiliary transmission]
As shown in FIG. 2, the auxiliary transmission 7 </ b> B includes a first auxiliary transmission shaft 41, a second auxiliary transmission shaft 51, and a first auxiliary transmission shaft as a “support shaft” to which the driving force from the output shaft 34 is transmitted. And a plurality of gears 42, 43, 44 provided between the first sub-transmission shaft 51 and a first shifter 46 and a second shifter 47 provided on the first sub-transmission shaft 41. In the auxiliary transmission 7B, the first shifter 46 and the second shifter 47 are operated by the auxiliary transmission lever 6d, thereby transmitting gears 42, 43, and the like that transmit driving force from the first auxiliary transmission shaft 41 to the second auxiliary transmission shaft 51. 44 is switched to realize a three-stage shift to low speed, medium speed, and high speed.

  Specifically, as shown in FIGS. 2 and 3, the auxiliary transmission 7 </ b> B includes a first auxiliary transmission shaft 41 that is pivotally supported by the transmission case MC at both ends, and the HST 7 </ b> A side of the first auxiliary transmission shaft 41. An input gear 45 is provided in the vicinity of the end so as not to be slidable and relatively non-rotatable. The driving force from the output shaft 34 is input to the first auxiliary transmission shaft 41 via the input gear 45. In order from the input gear 45 side, a first medium speed gear 42 as a “medium speed gear” and a “high speed gear” having a larger diameter than the first medium speed gear 42 are arranged on the first auxiliary transmission shaft 41. The first high-speed gear 43 and the first low-speed gear 44 as a “low-speed gear” having a smaller diameter than the first medium-speed gear 42 are extrapolated so as not to be slidable and relatively rotatable. The first medium speed gear 42 is provided near the end of the first auxiliary transmission shaft 41 on the HST 7A side, and the first high speed gear 43 is provided near the center of the first auxiliary transmission shaft 41. The low speed gear 44 is provided in the vicinity of the end of the first auxiliary transmission shaft 41 opposite to the HST 7A.

  Further, the auxiliary transmission 7B includes a second auxiliary transmission shaft 51 that is supported in parallel with the first auxiliary transmission shaft 41 and is pivotally supported at both ends by the transmission case MC. The second auxiliary transmission shaft 51 has, in order from the HST 7A side, a second medium speed gear 52, a second high speed gear 53 having a smaller diameter than the second medium speed gear 52, and a larger diameter than the second medium speed gear 52. A second low-speed gear 54 having a diameter is extrapolated so as not to slide and to rotate relatively. That is, the second auxiliary transmission shaft 51, the second medium speed gear 52, the second high speed gear 53, and the second low speed gear 54 rotate together.

  The second medium speed gear 52 has substantially the same diameter as the first medium speed gear 42, and the first medium speed gear 42 and the second medium speed gear 52 are disposed at the same position in the axis X direction and are mutually connected. Always bite. As a result, a driving force can be transmitted from the first medium speed gear 42 to the second medium speed gear 52, and a "medium speed" deceleration system with almost no deceleration is formed.

  The second high speed gear 53 has a smaller diameter than the first high speed gear 43, and the first high speed gear 43 and the second high speed gear 53 are disposed at the same position in the axial center X direction and always mesh with each other. . As a result, a driving force can be transmitted from the first high speed gear 43 to the second high speed gear 53, and a "high speed" reduction system having a reduction ratio smaller than that of the "medium speed" reduction system is formed. .

  The second low-speed gear 54 has a larger diameter than the first low-speed gear 44, and the first low-speed gear 44 and the second low-speed gear 54 are disposed at the same position in the axial center X direction and always mesh with each other. Yes. As a result, a driving force can be transmitted from the first low-speed gear 44 to the second low-speed gear 54, and a “low speed” reduction system having a larger reduction ratio than the “medium speed” reduction system is formed. .

  The second high speed gear 53 is always meshed with a center gear 62 (to be described later) of the side clutch brake 7 </ b> C, and all the driving force changed by the auxiliary transmission 7 </ b> B is transmitted to the center gear 62 via the second high speed gear 53. Will be.

  Each component assembled to the first auxiliary transmission shaft 41 will be described in more detail. As shown in FIG. 3, an enlarged diameter portion 41b is provided in the middle portion of the first auxiliary transmission shaft 41, and the first low speed gear 44 is arranged adjacent to the side surface of the enlarged diameter portion 41b on the left side in the left-right direction (right side of the sheet). It is. A plurality of irregularities along the axis X direction are provided on the outer periphery of the enlarged diameter portion 41b (so-called “spline processing” is performed). Further, the inner peripheral portion of the first low speed gear 44 is extended in a cylindrical shape toward the enlarged diameter portion 41b, and the sleeve portion 44a is integrally formed. On the outer periphery of the sleeve portion 44a, the spline processing of the enlarged diameter portion 41b is performed. Spline processing of the same shape has been applied. And the 1st high speed gear 43 is arrange | positioned adjacent to the side surface of the left-right direction of a body (left side of a paper surface) of the enlarged diameter part 41b. Of both side surfaces of the first high speed gear 43, the inner periphery of the side surface on the first low speed gear 44 side is recessed in an annular shape in the direction of the axis X to provide a recess 43 b as a “second recessed portion”. It is. Of the inner surface of the recess 43b, the inner surface of the first auxiliary transmission shaft 41 side is subjected to spline processing having the same shape as the spline processing of the enlarged diameter portion 41b to provide an engaging portion 43c.

  In addition, if the spline-processed part of the sleeve part 44a, the spline-processed part of the enlarged diameter part 41b, and the position in the circumferential direction of the locking part are matched, the unevenness caused by these spline processes is the axis X The dimension of each part of the sleeve part 44a, the enlarged diameter part 41b, and the recessed part 43b is set so that it may continue integrally along a direction.

Of both side surfaces of the first high-speed gear 43, the inner periphery of the side surface on the first medium-speed gear 42 side is recessed in an annular shape in the direction of the axis X to form a recess 43 a as a “ first recessed portion”. It is provided. However, the inner surface of the recess 43a is not subjected to the spline processing as applied to the recess 43a. Further, on the right side in the left and right direction of the body of the first high speed gear 43 (the left side in the drawing), a cylindrical diameter-expanding sleeve 41 a is placed on the first auxiliary transmission shaft 41 so as not to be relatively rotatable while being adjacent to the first high speed gear 43. . The outer periphery of the diameter expansion sleeve 41a is splined. The first medium speed gear 42 is disposed adjacent to the side surface of the diameter-enlarging sleeve 41a on the right side (left side in the drawing) in the left-right direction. In addition, the inner peripheral part of the first medium speed gear 42 is extended in a cylindrical shape toward the enlarged diameter sleeve 41a to integrally form the sleeve part 42a, and the spline processing of the enlarged diameter sleeve 41a is performed on the outer periphery of the sleeve part 42a. The same spline shape is applied. Finally, the input gear 45 is extrapolated to the first subtransmission shaft 41 so as not to rotate relative to the first medium speed gear 42 while being adjacent to the right side surface (left side in the drawing) of the body.

  In addition, if the position in the circumferential direction of the spline-processed portion of the diameter-expanded sleeve 41a and the spline-processed portion of the sleeve portion 42a match, the irregularities resulting from these spline processing are integrated along the axis X direction. The dimensions of the diameter-expanding sleeve 41a and the sleeve portion 42a are set so as to be continuous with each other.

  Further, as shown in FIGS. 3, 4 to 6, the sub-transmission device 7 </ b> B is any one of the first medium-speed gear 42, the first high-speed gear 43, and the first low-speed gear 44 by operating the sub-transmission lever 6 d. A first shifter 46 and a second shifter 47 that selectively connect the first sub-transmission shaft 41 to the first sub-shift shaft 41.

  The first shifter 46 is externally attached to the first auxiliary transmission shaft 41 between the first medium speed gear 42 and the first high speed gear 43. The inner periphery of the first shifter 46 is subjected to spline processing corresponding to the spline processing of the diameter expansion sleeve 41a. As a result, the first shifter 46 slides along the axis X in a state where the splined portion of the enlarged diameter sleeve 41a and the splined portion of the sleeve portion 42a are engaged with each other. It is movable. The outer diameter of the inner surface of the recess 43 a on the first auxiliary transmission shaft 41 side is set smaller than the inner diameter of the first shifter 46, and the first shifter 46 is closest to the first high speed gear 43. (See FIG. 4), a part of the first shifter 46 is accommodated in the recess 43a.

  The second shifter 47 is extrapolated to the first auxiliary transmission shaft 41 between the first high speed gear 43 and the first low speed gear 44. The inner peripheral portion of the second shifter 47 is subjected to spline processing corresponding to the spline processing of the enlarged diameter portion 41b. As a result, the second shifter 47 extends along the axis X on the splined portion of the sleeve portion 44a, on the splined portion of the enlarged diameter portion 41b, and on the engaging portion 43c. It is slidable in the engaged state. When the second shifter 47 comes closest to the first high speed gear 43 (see FIG. 6), a part of the second shifter 47 is engaged with the inner peripheral portion of the second shifter 47 and the engaging portion 43c engaged. Is accommodated in the recess 43b.

  As shown in FIGS. 4 to 6, the first shifter 46 and the second shifter 47 are linked to the auxiliary transmission lever 6 d via the link mechanism 48. The link mechanism 48 includes a shaft member 48a supported by the transmission case MC in a posture parallel to the first auxiliary transmission shaft 41, a shift fork 48b that is externally inserted into the shaft member 48a and is slidable along the shaft member 48a. And a detent mechanism 48c. The detent mechanism 48c includes a plurality of grooves provided on the outer periphery of the shaft member 48a and a ball urged from the radially outward direction with respect to the grooves, and the ball follows the sliding movement of the shift fork 48b. Then, the shift fork 48b is positioned with respect to the shaft member 48a by overcoming the mountain between these grooves and positioning in another groove.

  Two arms extend radially outward from different positions in the axis X direction of the shift fork 48b. The two arms are engaged with the outer periphery of the first shifter 46 and the outer periphery of the second shifter 47 over the entire periphery or partially. As a result, the first shifter 46 and the second shifter 47 are slidable integrally in the axis X direction by sliding movement of the shift fork 48b along the axis X direction. These arms and the first shifter 46 and the second shifter 47 are locked in a relatively rotatable state.

[About shifting by sub-transmission device]
As shown in FIG. 4, the auxiliary transmission lever 6d is in this order at least in the position L as the “first attitude”, the position M as the “second attitude”, and the position H as the “third attitude”. The posture can be changed with. Note that the auxiliary transmission lever 6d may be capable of changing the posture in the order of positions L, M, and H from the front of the aircraft, or may be capable of changing the posture in the order of positions L, M, and H from the rear of the aircraft.

  As shown in FIG. 4, when the auxiliary transmission lever 6d is set to the position L, the first shifter 46 is housed in the recess 43a in a state where a part of the first shifter 46 is not engaged with the recess 43a, while the diameter-expanding sleeve 41a and the recess 43a. The second shifter 47 is located across the enlarged diameter portion 41b and the sleeve portion 44a. That is, the first shifter 46 is in a “neutral state” in which the first auxiliary transmission shaft 41 and the first medium speed gear 42 and the first high speed gear 43 are not connected, and the second shifter 47 is in the first state. A “low speed gear connection state” is established in which the auxiliary transmission shaft 41 and the first low speed gear 44 are connected (see FIG. 7). As a result, the driving force input from the HST 7A to the first auxiliary transmission shaft 41 via the input gear 45 is transmitted to the first low speed gear 44 and further transmitted from the first low speed gear 44 to the second low speed gear 54. The gear is shifted to “low speed”.

  As shown in FIG. 5, when the auxiliary transmission lever 6d is set to the position M, the first shifter 46 is located across the diameter-expanding sleeve 41a and the first medium-speed gear 42, and the second shifter 47 is the diameter-increased portion. It is located within the range of 41b. In other words, the first shifter 46 is in the “medium speed gear connection state” in which the first sub transmission shaft 41 and the first medium speed gear 42 are connected, and the second shifter 47 is connected to the first sub transmission shaft 41 and the first medium speed gear 42. A “neutral state” is established in which neither the low-speed gear 44 nor the first high-speed gear 43 is connected (see FIG. 7). As a result, the driving force input from the HST 7A to the first auxiliary transmission shaft 41 via the input gear 45 is transmitted to the first intermediate speed gear 42, and further from the first intermediate speed gear 42 to the second intermediate speed gear 52. It is transmitted and shifted to “medium speed”.

  As shown in FIG. 6, when the auxiliary transmission lever 6d is set to the position H, the first shifter 46 is positioned within the range of the sleeve portion 42a, and the second shifter 47 has an inner peripheral portion thereof engaged with the engaging portion 43c. While being engaged and received in the recess 43b, it is located across the enlarged diameter portion 41b and the recess 43b. That is, the first shifter 46 is in a “neutral state” in which the first auxiliary transmission shaft 41 and the first medium speed gear 42 and the first high speed gear 43 are not connected, and the second shifter 47 is in the first state. A “high-speed gear connection state” is established in which the auxiliary transmission shaft 41 and the first high-speed gear 43 are connected (see FIG. 7). As a result, the driving force input from the HST 7A to the first auxiliary transmission shaft 41 via the input gear 45 is transmitted to the first high speed gear 43, and further transmitted from the first high speed gear 43 to the second high speed gear 53. , The speed is changed to “high speed”.

  In the present embodiment, a position N (neutral) is provided between the position L and the position M. Although not shown in particular, when the auxiliary transmission lever 6d is set to the position N, the first shifter 46 is positioned only within the range of the diameter-expanding sleeve 41a, and the second shifter 47 is positioned only within the range of the diameter-expanding portion 41b. To do. That is, the first shifter 46 is in a “neutral state” in which the first auxiliary transmission shaft 41 and the first medium speed gear 42 and the first high speed gear 43 are not connected, and the first auxiliary transmission shaft 41 and the first A “neutral state” is established in which neither the low-speed gear 44 nor the first high-speed gear 43 is connected. As a result, the driving force input from the HST 7A to the first auxiliary transmission shaft 41 via the input gear 45 is not transmitted to any gear, and the transmission system of the driving force to the traveling device 2 is disconnected.

  As shown in FIG. 2, the end of the first auxiliary transmission shaft 41 opposite to the transmission case TC protrudes to the left outer side in the left-right direction of the transmission case MC. Are linked. Therefore, the driving force input to the first auxiliary transmission shaft 41 is transmitted to the cutting unit 3 as it is without being changed by the auxiliary transmission 7B. As a result, a driving force having a speed substantially synchronized with the vehicle speed is transmitted to the cutting unit 3.

[Side clutch brake]
As shown in FIG. 2, the side clutch brake 7C has a side clutch shaft 61 supported by the transmission case MC in a posture parallel to the second auxiliary transmission shaft 51, and is relatively non-rotatable and slide-movable near the center of the side clutch shaft 61. The center gear 62 is externally disengaged and the driving force from the auxiliary transmission 7B is transmitted through the second high speed gear 53, and the side clutch shaft 61 is relatively rotatable and slidable on the left and right sides of the center gear 62. Friction that is externally attached to the left and right clutch sleeves 63 and the side clutch shaft 61 and is pressed by the movement of the clutch sleeve 63 to generate a frictional force, thereby applying a braking force (braking force) to the clutch sleeve 63. The disc 64 is linked to the control lever 6b and the stop pedal 6e, and the clutch sleeve And a shifter 65 that is attached to the outer periphery of the hub 63 and moves the left and right clutch sleeves 63 separately or simultaneously to the friction disk 64 side by operating the control lever 6b to the left or right or pressing the stop pedal 6e. ing.

  As shown in FIG. 3, teeth are formed on the inner end side of the clutch sleeve 63 (center side of the transmission case MC), and teeth are also formed on both sides of the center gear 62. Is configured. Further, the left and right clutch sleeves 63 are provided with an output gear 63a that is always meshed with an intermediate gear 72 described later of the intermediate gear mechanism 7E. When the teeth of the clutch sleeve 63 mesh with the teeth of the center gear 62, the clutch is engaged (transmission state), and the clutch gear rotates integrally with the center gear 62. ”,“ Medium speed ”, and“ high speed ”are shifted to the traveling device 2 via the intermediate gear mechanism 7E.

  On the contrary, the clutch sleeve 63 slides in a direction away from the center gear 62 and the engagement between the teeth of the center gear 62 and the teeth of the clutch sleeve 63 is released. And the transmission system of the driving force to the traveling device 2 is cut off, and further, when the clutch sleeve 63 slides away from the center gear 62 and the clutch sleeve 63 presses the friction disk 64, the clutch sleeve 63 A braking force is applied and the traveling device 2 is braked.

  With the above configuration, although not particularly illustrated, for example, when the control lever 6b is operated from the neutral position to the left side, the clutch sleeve 63 on the left side is slid at the initial stage of the operation, so that the “clutch disengaged state” is obtained. Thus, a “slow turn” around the left ground is realized. Further, when the control lever 6b is operated largely to the left side, the left clutch sleeve 63 is further slid, whereby the left traveling device 2 is braked and centered on the ground contact surface of the left crawler belt. "Shinjuku turning" is realized. Further, when the control lever 6b is operated to the right side, the right clutch sleeve 63 is operated, and similarly, the "slow turn" around the right ground and the grounding surface of the right crawler belt are set. The central “Shinjuku turn” is realized.

  The state shown in FIG. 3 is a state in which both the left and right clutch sleeves 63 are engaged with the center gear 62, and both the left and right traveling devices 2 are in the “clutch engaged state”, so that straight traveling is possible. .

  On the other hand, when the clutch pedal 6e is depressed, the left and right clutch sleeves 63 are simultaneously slid to realize a temporary stop of the traveling machine body.

[Intermediate gear mechanism]
The intermediate gear mechanism 7E includes an intermediate shaft 71 supported by the transmission case MC in a posture parallel to the side clutch shaft 61, and left and right intermediate gears 72 inserted on the intermediate shaft 71 so as to be relatively rotatable and non-slidable. It has. The left and right intermediate gears 72 always mesh with the left and right output gears 63a, respectively, while being individually geared to the left and right traveling drive shafts 21. The driving force transmitted from the side clutch brake 7C is transmitted separately to the left and right traveling devices 2 via the left and right intermediate gears 72.

[Parking brake]
As shown in FIG. 3, the parking brake 7 </ b> D is provided at the end of the side clutch shaft 61 on the right side (right side in the drawing) in the left-right direction of the machine body. The parking brake 7D applies a braking force to the side clutch shaft 61 by a frictional force generated by pressing the friction disk, and operates by depressing the parking brake pedal 6f.

  With the above-described configuration, the vehicle speed is ascending order (low speed → medium speed → high speed (high speed → medium speed → low speed)) in the order L → M → H (H → M → L) of the postures that the auxiliary transmission lever 6d can take. The gears are shifted in descending order, and the operation feeling for the user is good. Further, the concave portion 43a and the concave portion 43b are formed on both side surfaces of the first high-speed gear 43, and the engaging portion 43c is provided only on the concave portion 43b, so that the operation feeling can be maintained and the shaft core X can be maintained. The compact auxiliary transmission 7B has a reduced width in the direction. Since the recesses 43a and 43b are formed on both side surfaces of the high speed gear, which is used less frequently than the first low speed gear 44 and the first medium speed gear 42 and the required strength is relatively low. Even if the thickness of the portion is reduced, there is no problem in structural strength.

  In the present embodiment, the first high speed gear 43 is placed in the middle of the gear arrangement, so that the second high speed gear 53 having the smallest outer diameter among the gears extrapolated to the second auxiliary transmission shaft 51 becomes the center gear 62. Biting. As a result, compared with other gear arrangements, a large reduction in speed is obtained between the second auxiliary transmission shaft 51 and the center gear 62, and the transmission system is compact and very efficient in the longitudinal direction of the machine body. ing.

[Another embodiment]
(1) In the above-described embodiment, the auxiliary transmission device 7B includes any one of the first medium speed gear 42, the first high speed gear 43, and the first low speed gear 44, and the first auxiliary transmission shaft 41. However, the present invention is not limited to this. For example, although not particularly illustrated, the auxiliary transmission 7B selects one of the second medium speed gear 52, the second high speed gear 53, and the second low speed gear 54 and the second auxiliary transmission shaft 51. May be configured so as to be connected to each other. In this case, the driving force is any one of the first medium speed gear 42, the first high speed gear 43, and the first low speed gear 44, the second medium speed gear 52, the second high speed gear 53, and the second It is transmitted to the second auxiliary transmission shaft 51 via any of the low speed gears 54.

(2) In the above-described embodiment, the first medium speed gear 42, the first high speed gear 43, and the first low speed gear 44 are arranged in this order from the side close to the HST 7A in the left-right direction of the machine body. is not. Although not particularly shown, the structure of the auxiliary transmission 7B may be reversed left and right around the first high speed gear 43.

(3) In the above-described embodiment, an example in which the position N is provided between the position L and the position M is shown, but the position N may not be provided. Further, another position N can be provided between the position M and the position H, or the position N can be provided only between the position M and the position H.

(4) In the above-described embodiment, the example in which the concave portions 43a and 43b are formed on both side surfaces of the first high speed gear 43 is shown, but only the concave portion 43a may be provided. Further, if possible in terms of structural strength, a recessed portion capable of accommodating a part of the first shifter 46 and the second shifter 47 is also formed on the side surfaces of the first medium speed gear 42 and the first low speed gear 44. May be.

  The combined transmission according to the present invention is not limited to a combined auxiliary transmission equipped with an HST, but also a combined auxiliary transmission equipped with a main transmission other than the HST, or a combined transmission that does not include a main transmission such as an HST. The present invention can also be applied to other transmissions.

3 Cutting part 6d Sub-transmission lever (transmission lever)
7A HST (hydrostatic continuously variable transmission)
7B subtransmission equipment 41 first sub transmission shaft (support shaft)
42 First medium speed gear (medium speed gear)
43 First high-speed gear (high-speed gear)
43a Concave portion ( first recessed portion)
43b Recessed part (second recessed part)
43c Engagement part 44 1st low speed gear (low speed gear)
45 Input gear 46 First shifter 47 Second shifter 48 Link mechanism
TC Shift case MC Mission case X Axis core L Position (first position)
M position (second posture)
H position (third position)

Claims (3)

A transmission case housing the hydrostatic continuously variable transmission;
A transmission case disposed adjacent to the shift case and the left-right direction of the aircraft,
A sub-transmission device housed in the transmission case and capable of shifting and outputting the driving force input from the hydrostatic continuously variable transmission device,
In the auxiliary transmission,
A support shaft that extends in the left-right direction of the body, is supported on both side walls of the mission case, and is rotatable with respect to the mission case ;
A medium speed gear extrapolated relative to the support shaft;
A low- speed gear that is smaller in diameter than the medium-speed gear and is extrapolated relative to the support shaft so as to be relatively rotatable;
A high-speed gear having a larger diameter than the medium-speed gear and extrapolated between the medium-speed gear and the low-speed gear so as to be rotatable relative to the support shaft;
Between the medium speed gear and the high speed gear, it is slidably movable along the axis of the support shaft, and is engaged with the support shaft so as to be rotatable integrally with the support shaft. The first shifter,
Between the high-speed gear and the low-speed gear, the support shaft is slidably movable integrally with the first shifter along the shaft core, and is integrally rotatable with the support shaft. A second shifter extrapolated to ,
Together are linked via a link mechanism to said first shifter and said second shifter includes first posture, the second posture, the posture change freely shift levers in the order of the third posture,
When the shift lever is changed to the first posture, the second shifter is connected to the low-speed gear and the support shaft, and the vehicle speed is reduced.
When the shift lever is changed to the second posture, the first shifter is in a state of connecting the medium speed gear and the support shaft, and the vehicle speed becomes a medium speed.
When the shift lever is changed to the third posture, the second shifter is connected to the high-speed gear and the support shaft, and the vehicle speed is increased.
The high speed gear is configured such that the outer diameter of the gear portion at the tooth bottom is larger than the outer diameter of the first shifter and the outer diameter of the second shifter,
Forming a first recessed portion that is recessed in the axial direction in a part of a side surface of the medium speed gear among both side surfaces of the high speed gear;
When the shift lever is in the first posture , at least a part of the outermost peripheral portion on the high-speed gear side of the first shifter is in the state where the first shifter is not engaged with the first recessed portion. Housed in the first recess,
A second recessed portion that is recessed in the axial direction is formed on a part of the side surface of the low speed gear on both side surfaces of the high speed gear, and is engaged with the second recessed portion. Part
When the shift lever is in the third position, at least a part of the outermost peripheral portion on the high-speed gear side of the second shifter is in the state where the second shifter is engaged with the engaging portion. The transmission of the combine accommodated in the recessed part of the . The support shaft is supported by a pair of bearings supported on both side walls of the mission case,
An input gear that is extrapolated so as not to be slidable and relatively non-rotatable to the spindle, and that inputs a driving force from the hydrostatic continuously variable transmission to the spindle;
The combine transmission according to claim 1 , wherein the input gear, the medium speed gear, the high speed gear, and the low speed gear are arranged in this order between the pair of bearings . It has a cutting part that cuts cereals,
The support shaft has ends that protrude outward in the left-right direction of the vehicle body from the side wall located on the opposite side of the transmission case from both side walls of the transmission case,
The transmission of the combine according to claim 1 or 2, wherein an input part of the cutting part is linked to the end part.

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