JP6754770B2 - Vehicle drive and combine - Google Patents

Description

The present invention relates to a vehicle drive device and a combine equipped with the drive device.

Conventionally, a vehicle drive device mounted on a work vehicle such as a combine has a built-in continuously variable transmission that continuously changes the power of the engine and a transmission gear mechanism that switches the shift output of the continuously variable transmission in multiple stages. It is equipped with a mission case. In this type of vehicle drive device, the transmission gear mechanism is lubricated by immersing a part or all of the transmission gear mechanism in the hydraulic oil stored in the transmission case (see Patent Document 1 and the like).

Japanese Unexamined Patent Publication No. 2000-318470

However, in the conventional lubrication mode, although the configuration is extremely simple, a part or all of the transmission gear mechanism is immersed in the hydraulic oil in the transmission case, so that when the transmission gear mechanism outputs at high speed, the inside of the transmission case The hydraulic oil was vigorously agitated, which could lead to an increase in power loss due to agitation resistance and a significant increase in the hydraulic oil temperature.

An object of the present invention is to provide a vehicle drive device which has been improved by examining the above-mentioned current situation and a combine equipped with the drive device.

The present invention relates to a vehicle drive device including a stepless transmission that continuously shifts the power of an engine and a transmission case having a built-in transmission gear mechanism that switches the shift output of the stepless transmission in a plurality of steps. The transmission gear mechanism is divided into an input side gear portion and an output side gear portion, a part of the output side gear portion is immersed in hydraulic oil in the mission case, and the input side gear portion is in the mission case. The input side gear portion and the output side gear portion are vertically distributed and arranged close to each other in the mission case so as to be located above the hydraulic oil level, and the input side gear portion is arranged in the mission case. An oil reservoir for storing a part of hydraulic oil at a position higher than the input side gear shifting shaft is provided, and the hydraulic oil in the oil reservoir is placed on the inner wall of the transmission case at one end of the input side gear shifting shaft. The ribs leading to the gear are formed .

In the vehicle drive device, the entering-force side transmission shaft, the hydraulic oil in the transmission case may be as that forming the lubricating passages leading to the input side gear unit.

In the vehicle drive device, the inflow port of the lubrication passage is opened at one end surface of the input side transmission shaft, and the input is made into the fitting recess formed in the inner wall of the transmission case via an open bearing. It is also possible that one end side of the side speed change shaft is rotatably fitted so that the inflow port of the lubrication passage faces the fitting recess.

The present invention relates to a combine harvester and includes the vehicle drive device according to any one of the above.

According to the present invention, in a vehicle drive device including a stepless transmission that continuously shifts the power of an engine and a transmission case having a built-in transmission gear mechanism that switches the shift output of the stepless transmission in a plurality of steps. The transmission gear mechanism is divided into an input side gear portion and an output side gear portion, a part of the output side gear portion is immersed in hydraulic oil in the mission case, and the input side gear portion is in the mission case. Since the input side gear portion and the output side gear portion are vertically distributed and arranged close to each other in the mission case so as to be located above the hydraulic oil level of the above, the rotation of the output side gear portion causes The hydraulic oil can be splashed onto the input side gear portion located higher than the hydraulic oil level, and therefore, the input can be performed without setting the hydraulic oil level in the mission case high and increasing the amount of hydraulic oil used. The side gear can be reliably lubricated. Since the input side gear portion is not immersed in the hydraulic oil, problems such as an increase in power loss and a significant increase in the hydraulic oil temperature can be suppressed.

According to the present invention, since the hydraulic oil in the transmission case can be supplied to the inner peripheral side of the input side gear portion via the lubrication passage of the input side transmission shaft, the lubricity of the input side gear portion is further improved. It is.

It is a left side view of the combine equipped with the vehicle drive device of the present invention. It is a right side view of the combine. It is a top view of the combine. It is a perspective view which looked at the front part of the traveling machine body from the diagonally left front. It is a drive system diagram of a combine. It is a drive system diagram of the drive device for a vehicle. It is a hydraulic circuit diagram of a hydraulic continuously variable transmission. It is a perspective view which looked at the driver's cab and the drive device for a vehicle from the diagonally left front. It is a right side view of the drive device for a vehicle. It is a left side view of the drive device for a vehicle. It is the left side sectional view of the transmission case which shows the gear arrangement relation. It is a developed sectional view of the straight-ahead output in a mission case. It is a developed sectional view of the turning output in a mission case. It is a rear sectional view of the auxiliary transmission gear mechanism. It is a back sectional view of the PTO boss part. It is the back sectional view of another example which attached the PTO shaft to the PTO boss part. It is a rear sectional view of a turning brake. It is a left side view of the drive device for a vehicle which shows another example of a lubrication structure. It is sectional drawing of the axle tip side. It is a perspective sectional view of a mission case.

Hereinafter, embodiments embodying the present invention will be described with reference to drawings of a vehicle drive device mounted on a conventional combine harvester. First, the schematic structure of the combine will be described with reference to FIGS. 1 to 3. In the following description, the left side of the traveling machine 1 in the forward direction is simply referred to as the left side, and the right side in the forward direction is simply referred to as the right side.

As shown in FIGS. 1 to 3, the ordinary combine harvester as a work vehicle includes a traveling machine body 1 supported by a pair of left and right crawler belts 2 made of rubber crawlers as traveling portions. At the front of the traveling machine 1, a cutting section 3 for taking in uncut grain culms such as rice, wheat, soybean, and corn while cutting is mounted on a single-acting hydraulic cylinder 4 for raising and lowering so as to be adjustable. ..

On the left side of the traveling machine 1, a threshing section 9 for threshing the cut grain culms supplied from the cutting section 3 is mounted. A grain sorting mechanism 10 for rocking sorting and wind sorting is arranged below the threshing section 9. On the right side of the front portion of the traveling machine body 1, a driver's cab 5 on which the operator is boarded is mounted. The engine 7 as a power source is arranged in the driver's cab 5 (below the driver's seat 42). Behind the driver's cab 5 (on the right side of the traveling machine 1), there is a grain tank 6 that takes out grains from the threshing section 9, and grains that discharge grains in the grain tank 6 toward the truck bed (or container, etc.). The discharge conveyor 8 is arranged. The grain discharge conveyor 8 is tilted toward the outside of the machine, and the grains in the grain tank 6 are carried out by the grain discharge conveyor 8.

The cutting section 3 includes a feeder house 11 that communicates with the handling port 9a at the front of the threshing section 9, and a horizontally long bucket-shaped grain header 12 that is connected to the front end of the feeder house 11. The scraping auger 13 (platform auger) is rotatably supported in the grain header 12. A scraping reel 14 with a tine bar is arranged above the front portion of the scraping auger 13. A clipper-shaped first cutting blade 15 is arranged at the front portion of the grain header 12. Left and right cursive scripts 16 are projected on both left and right sides of the front portion of the grain header 12. Further, a supply conveyor 17 is installed internally in the feeder house 11. A beater 18 (front rotor) for feeding cut grain culms is provided at a handling port 9a located on the feed end side of the supply conveyor 17. The lower surface portion of the feeder house 11 and the front end portion of the traveling machine body 1 are connected via an elevating hydraulic cylinder 4, and the cutting unit 3 is used as an elevating hydraulic pressure with a cutting input shaft 89 (feeder house conveyor shaft) described later as an elevating fulcrum. It moves up and down with the cylinder 4.

With the above configuration, the tip side of the uncut grain culm between the left and right weed bodies 16 is scraped by the scraping reel 14, and the root side of the uncut grain culm is trimmed by the first cutting blade 15, and the scraping auger. By the rotational drive of 13, the cut grain culms are collected near the entrance of the feeder house 11 near the center of the left and right width of the grain header 12. The entire amount of the cut grain culm of the grain header 12 is conveyed by the supply conveyor 17 and is fed by the beater 18 into the handling port 9a of the threshing section 9. A hydraulic cylinder for horizontal control (not shown) for rotating the grain header 12 around the axis of the horizontal control fulcrum is provided, and the inclination of the grain header 12 in the left-right direction is adjusted by the hydraulic cylinder for horizontal control to adjust the grain header. It is also possible to support the 12, the first cutting blade 15, and the scraping reel 14 horizontally with respect to the field scene.

As shown in FIGS. 1 and 3, the handling cylinder 21 is rotatably provided in the handling chamber of the threshing unit 9. The handling cylinder 21 is pivotally supported by the handling cylinder shaft 20 extending in the front-rear direction of the traveling machine body 1. On the lower side of the handling cylinder 21, a receiving net 24 for leaking grains is stretched. A spiral screw blade-shaped intake blade 25 is provided so as to project outward in the radial direction on the outer peripheral surface of the front portion of the handling cylinder 21.

With the above configuration, the threshing culm thrown in from the handling port 9a by the beater 18 is conveyed toward the rear of the traveling machine 1 by the rotation of the handling cylinder 21, and is placed between the handling cylinder 21 and the receiving net 24 or the like. It is kneaded and threshed. Threshing such as grains smaller than the mesh of the receiving net 24 leaks from the receiving net 24. Straw debris and the like that do not leak from the receiving net 24 are discharged to the field from the dust outlet 23 at the rear of the threshing section 9 by the transporting action of the handling cylinder 21. A plurality of dust transmission valves (not shown) for adjusting the transfer speed of threshing in the handling chamber are rotatably pivotally attached to the upper side of the handling cylinder 21. By adjusting the angle of the dust feed valve, the transport speed (residence time) of threshing in the handling chamber can be adjusted according to the variety and properties of the harvested culm.

On the other hand, as the grain sorting mechanism 10 arranged below the threshing section 9, a swing sorting board 26 for specific gravity sorting having a grain pan, a chaff sheave, a grain sheave, a straw rack, and the like is provided. Further, as the grain sorting mechanism 10, a blower fan-shaped wall insert 29 or the like that supplies sorting air to the rocking sorting board 26 is provided. The threshing that has been threshed by the handling cylinder 21 and leaked from the receiving net 24 is a grain (one of the fine grains, etc.) due to the specific gravity sorting action of the rocking sorting board 26 and the wind sorting action of the blower fan-shaped wall insert 29. It is sorted and taken out as a product), a mixture of grains and straw (second product such as grains with branch stems), and straw waste.

The first conveyor mechanism 30 and the second conveyor mechanism 31 are provided as the grain sorting mechanism 10 on the lower side of the rocking sorting machine 26. The grains (first thing) that have fallen from the rocking sorting machine 26 due to the sorting of the rocking sorting machine 26 and the fan-shaped wall insert 29 are collected in the grain tank 6 by the first conveyor mechanism 30 and the grain lifting conveyor 32. .. The mixture of grains and straw (second product) is returned to the sorting start end side of the rocking sorting plate 26 via the second conveyor mechanism 31 and the second reduction conveyor 33, and is re-sorted by the rocking sorting plate 26. Ru. Straw dust and the like are configured to be discharged to the field from the dust discharge port 23 at the rear of the traveling machine body 1.

Further, as shown in FIGS. 1 to 4, the driver's cab 5 is provided with a control column 41 and a driver's seat 42 on which the operator sits. The control column 41 includes an accelerator lever 40 that adjusts the rotation speed of the engine 7, a round control handle 43 that changes the course of the traveling body 1 by the rotation operation of the operator, and a main body that switches the moving speed of the traveling body 1. A speed change lever 44, an auxiliary speed change lever 45, a cutting clutch lever 46 for driving or stopping the cutting unit 3, and a grain removal clutch lever 47 for driving or stopping the grain removal unit 9 are arranged. Further, a roof body 49 for awning is attached to the upper surface side of the front portion of the grain tank 6 via a sun visor support column 48, and the roof body 49 for awning covers the upper side of the driver's cab 5.

As shown in FIGS. 1 and 2, the left and right track frames 50 are arranged on the lower surface side of the traveling machine body 1. The track frame 50 includes a drive sprocket 51 that transmits the power of the engine 7 to the track 2, a tension roller 52 that maintains the tension of the track 2, and a plurality of track rollers 53 that hold the ground side of the track 2 in a grounded state. An intermediate roller 54 for holding the non-grounded side of the track 2 is provided. The drive sprocket 51 supports the front side of the track 2, the tension roller 52 supports the rear side of the track 2, the track roller 53 supports the ground side of the track 2, and the intermediate roller 54 supports the non-ground side of the track 2. I'm letting you.

Next, the drive structure of the combine will be described with reference to FIGS. 4 to 6. As shown in FIGS. 4 to 6, a linear hydraulic continuously variable transmission 64 for traveling speed change having a linear pump 64a and a linear motor 64b is provided in the transmission case 63. The engine 7 is mounted on the upper right surface of the front part of the traveling machine body 1, and the mission case 63 is arranged on the front part of the traveling machine body 1 and on the left side of the engine 7. The output shaft 65 protruding to the left from the engine 7 and the mission input shaft 66 protruding to the left from the mission case 63 are connected by an engine output belt 67 so as to be able to transmit power. In addition, the working unit charge pump 68 and the cooling fan 69 for driving the lifting hydraulic cylinder 4 and the like are arranged in the engine 7, and the working unit charge pump 68 and the cooling fan 69 are driven by the engine 7.

Further, a steering variable continuously variable transmission 70 having a swivel pump 70a and a swivel motor 70b is provided in the mission case 63, and the straight-ahead hydraulic continuously variable transmission 64 and the swivel hydraulic continuously variable transmission 70 are provided via the mission input shaft 66. The output of the engine 7 is transmitted to the vehicle, while the control handle 43 and the main and auxiliary speed change levers 44 and 45 control the output of the straight-ahead hydraulic continuously variable transmission 64 and the turning hydraulic continuously variable transmission 70. The left and right foot belts 2 are driven via the machine 64 and the continuously variable transmission 70, and are configured to travel in a field or the like. In the embodiment, the straight-ahead and turning hydraulic continuously variable transmissions 64 and 70 are arranged on the upper right side of the transmission case 63. The vehicle drive device of the present invention is composed of the straight-ahead and turning hydraulic continuously variable transmissions 64 and 70 and the transmission case 63.

As shown in FIGS. 4 and 5, a handling cylinder drive case 71 that pivotally supports the front end side of the handling cylinder shaft 20 is arranged on the front side of the threshing portion 9. Then, the left and right horizontally long handling cylinder input shafts 72 for driving the handling cylinder 21 are pivotally supported by the handling cylinder drive case 71. In addition, a counter shaft 73 that penetrates the left and right sides of the threshing portion 9 is provided. A counter shaft 73 extending from one left and right side to the other left and right side of the threshing portion 9 is provided so as to pass under the handling cylinder 21 and penetrate the threshing portion 9 in the left-right direction. A working unit input pulley 83 is provided at the right end of the counter shaft 73. The output shaft 65 of the engine 7 is connected to the right end of the counter shaft 73 so that power can be transmitted via a tension pulley type threshing clutch 84 and a working unit drive belt 85.

Above the counter shaft 73 and in front of the handling cylinder 21, the handling cylinder input shaft 72 extending in the left-right direction of the traveling machine 1, the beater 18 arranged in the left-right direction of the traveling machine 1, and the traveling machine 1 in the left-right direction. An extended cutting input shaft 89 is provided. In addition, the handling cylinder drive pulleys 86 and 87 and the handling cylinder drive belt 88 are provided as the handling cylinder input mechanism 90 for transmitting the driving force of the counter shaft 73 to the handling cylinder input shaft 72, and the driving force from the engine 7 is transmitted. A handling cylinder input mechanism 90 (handling cylinder drive pulleys 86 and 87 and a handling cylinder drive belt 88) is arranged at one end on the engine 7 side of the counter shaft 73. Further, as the cutting input mechanism 100 for transmitting the driving force of the counter shaft 73 to the cutting input shaft 89, the cutting drive pulleys 106 and 107 and the cutting drive belt 114 are provided, and one end on the engine 7 side in which the handling cylinder input mechanism 90 is arranged. The cutting input mechanism 100 (cutting drive pulleys 106, 107 and cutting drive belt 114) is arranged at the other end of the counter shaft 73 on the opposite side.

Further, as shown in FIG. 4, a cutting support frame body 36 is installed in front of the threshing portion 9 on the upper surface side of the traveling machine body 1. The cutting input shaft 89 is rotatably supported on the front side of the cutting support frame 36 via the cutting bearing body 1 in the left-right direction, and the beater is provided inside the cutting support frame 36 via the beater shaft 82. The 18 is rotatably supported. Further, the forward / reverse switching case 121 is attached to the left outer surface of the cutting support frame body 36, and the handling cylinder drive case 71 is attached to the upper surface side of the cutting support frame body 36.

On the other hand, a left-right cutting input shaft 89 for driving the supply conveyor 17 in the feeder house 11 is provided. The cutting driving force transmitted from the engine 7 to one end of the counter shaft 73 on the engine 7 side is transmitted from the other end of the counter shaft 73 on the opposite side of the engine 7 to the forward / reverse transmission shaft 122 of the cutting forward / reverse switching case 121. To convey to. The beater shaft 82 is driven via the forward rotation bevel gear 124 or the reverse rotation bevel gear 125 of the cutting forward / reverse switching case 121. Further, the beater 18 is configured to transmit the cutting driving force from the beater shaft 82 on which the beater 18 is pivotally supported to the cutting input shaft 89.

That is, as shown in FIG. 5, the beater 18 is pivotally supported on the left and right beater shaft 82, and the driving force of the engine 7 is transmitted from one end of the beater shaft 82 on the engine 7 side to the cutting portion 3. The cutting forward / reverse switching case 121 is arranged at the left and right other ends of the 82 opposite to the engine 7, and the engine is placed in the cutting forward / reverse switching case 121 from the other end of the counter shaft 73 on the opposite side of the engine 7. It is configured to transmit the driving force of 7.

Further, as shown in FIG. 5, a left-right facing cylinder input shaft 72 is provided on the front side of the grain removal portion 9, and the driving force transmitted from the engine 7 to one end on the engine 7 side of the counter shaft 73 is transmitted to the handling cylinder input shaft 72. It is transmitted to one end on the engine 7 side, and the handling cylinder input shaft 72 is provided on the front side of the grain removal unit 9, the handling cylinder input shaft 72 is arranged on the left and right sides of the traveling machine 1, and the handling cylinder 1 is arranged on the front and rear sides of the traveling machine 1. The handling cylinder 21 is pivotally supported on the shaft 20, and the front end side of the handling cylinder shaft 20 is connected to the left and right other ends of the handling cylinder input shaft 72 opposite to the engine 7 via a bevel gear mechanism 75, and the counter shaft 73. The driving force of the engine 7 is transmitted to the grain sorting mechanism 10 and the cutting section 3 for sorting the grains after grain removal from the left and right other ends opposite to the engine 7.

The right end of the handling cylinder input shaft 72 is connected to the right end of the counter shaft 73 on the side closer to the engine 7 via the handling cylinder drive pulleys 86 and 87 and the handling cylinder drive belt 88. The front end side of the handling cylinder shaft 20 is connected to the left end portion of the handling cylinder input shaft 72 extending in the left-right direction via the bevel gear mechanism 75. The power of the engine 7 is transmitted from the right end of the counter shaft 73 to the front end side of the handling cylinder shaft 20 via the handling cylinder input shaft 72, and the handling cylinder 21 is rotationally driven in one direction. On the other hand, at the left end of the wall insert 76 that pivotally supports the fan-shaped wall insert 29, the left end of the counter shaft 73 on the side away from the engine 7 via the wall insert drive pulleys 101 and 102 and the wall insert drive belt 103. The parts are connected. The power of the engine 7 is transmitted from the left end of the counter shaft 73 to the left end of the wall insert 76, and the wall insert 29 is rotationally driven in one direction.

Further, the left end of the first conveyor shaft 77 of the first conveyor mechanism 30 and the left end of the second conveyor shaft 78 of the second conveyor mechanism 31 are connected to the left end of the wall insert shaft 76 via the conveyor drive belt 111. The parts are connected. The left end of the second conveyor shaft 78 is connected to the left end of the crank-shaped swing drive shaft 79 that pivotally supports the rear portion of the swing sorting board 26 via the swing sorting belt 112. Therefore, the threshing clutch 84 is controlled to be turned on and off by the operator's operation of the threshing clutch lever 47, and each part of the grain sorting mechanism 10 and the handling cylinder 21 are driven by the operation of the threshing clutch 84.

The fried grain conveyor 32 is driven via the first conveyor shaft 77, and the first sorted grain of the first conveyor mechanism 30 is collected in the grain tank 6. Further, the second reduction conveyor 33 is driven via the second conveyor shaft 78, and the second sorting grain (second product) mixed with straw waste of the second conveyor mechanism 31 is on the upper surface side of the swing sorting board 26. Returned to. Further, in a structure in which a spreader (not shown) for scattering straw dust is provided at the dust discharge port 23, the left end portion of the wall insert shaft 76 is connected to the spreader via the spreader drive pulley 104 and the spreader drive belt 105.

On the other hand, a beater shaft 82 that pivotally supports the beater 18 is provided. The forward / reverse switching case 121 is arranged at the left end of the beater shaft 82 on the side away from the engine 7. The left end of the beater shaft 82 is inserted into the forward / reverse switching case 121, and the forward / reverse transmission shaft 122 and the forward / reverse switching shaft 123 are provided in the forward / reverse switching case 121. The beater shaft 82 and the forward / reverse transmission shaft 122 are arranged on substantially the same axis core line. The left end of the forward / reverse transmission shaft 122 is connected to the left end of the counter shaft 73 via the cutting drive pulleys 106, 107, the cutting drive belt 114, and the cutting clutch 115 (tension pulley).

As shown in FIG. 5, a cutting input shaft 89 is provided as a conveyor input shaft that supports the feed end side of the supply conveyor 17. The header drive shaft 91 is rotatably supported on the back side of the right side of the grain header 12. Power can be transmitted between the right end of the beater shaft 82 and the right end of the cutting input shaft 89 to the left end of the header drive shaft 91 extending in the left-right direction via the cutting drive chain 116 and the sprockets 117 to 119. Connect to. A scraping shaft 93 that pivotally supports the scraping auger 13 is provided. An intermediate portion of the header drive shaft 91 is connected to the right end portion of the scraping shaft 93 via a scraping drive chain 92.

Further, a reel shaft 94 that pivotally supports the scraping reel 14 is provided. An intermediate portion of the header drive shaft 91 is connected to the right end portion of the reel shaft 94 via an intermediate shaft 95 and reel drive chains 96 and 97. The first cutting blade 15 is connected to the right end of the header drive shaft 91 via the first cutting blade drive crank mechanism 98. The supply conveyor 17, the scraping auger 13, the scraping reel 14, and the first cutting blade 15 are driven and controlled by the on / off operation of the cutting clutch 115 so that the tip side of the uncut grain culm in the field is continuously cut. It is configured.

As shown in FIG. 5, the forward rotation bevel gear 124 integrally formed with the forward / reverse rotation transmission shaft 122, the reverse rotation bevel gear 125 rotatably supported by the cutting input shaft 89, and the reverse rotation bevel gear 125 are connected to the forward rotation bevel gear 124. The intermediate bevel gear 126 is internally provided in the forward / reverse switching case 121. The intermediate bevel gear 126 is always meshed with the forward rotation bevel gear 124 and the reverse rotation bevel gear 125. On the other hand, the slider 127 is slidably supported on the beater shaft 82 by the spline engaging shaft. The slider 127 is disengaged and engageable with the forward rotation bevel gear 124 via the claw clutch-shaped forward rotation clutch 128, and the slider 127 is engaged with the reverse rotation bevel gear 125 via the claw clutch-shaped reverse rotation clutch 129. It is configured so that it can be disengaged and engaged.

Further, a forward / reverse switching shaft 123 for sliding the slider 127 is provided, a forward / reverse switching arm 130 is provided on the forward / reverse switching shaft 123, and the forward / reverse switching arm 130 is operated by operating the forward / reverse switching lever (forward / reverse operating tool). The forward / reverse switching shaft 123 is rotated by swinging, and the slider 127 is brought into contact with and separated from the forward rotation bevel gear 124 or the reverse rotation bevel gear 125, and the forward rotation bevel gear 124 or the reverse rotation is used via the forward rotation clutch 128 or the reverse rotation clutch 129. The slider 127 is selectively engaged with the bevel gear 125, and the cutting input shaft 89 is connected to the forward / reverse transmission shaft 122 in the forward rotation or the reverse rotation.

As shown in FIG. 5, the right end portion of the auger drive shaft 58 is connected to the output shaft 65 of the engine 7 via a tension pulley type auger clutch 56 and an auger drive belt 57. The lateral feed auger 60 front end side of the bottom of the grain tank 6 is connected to the left end of the auger drive shaft 58 via the bevel gear mechanism 59. The vertical feed auger 62 of the grain discharge conveyor 8 is connected to the rear end side of the horizontal feed auger 60 via a bevel gear mechanism 61. Further, a grain discharge lever 55 for turning on and off the auger clutch 56 is provided. A grain discharge lever 55 is attached to the front surface behind the driver's seat 42 in the front surface of the grain tank 6, so that the operator can operate the grain discharge lever 55 from the driver's seat 42 side.

As shown in FIGS. 1, 2 and 4, a clipper-shaped second cutting blade 133 having substantially the same length as the hair clipper-shaped first cutting blade 15 is provided. As the second cutting blade frame for mounting the second cutting blade 133 on the traveling machine body 1, the left side frame 134, the right side frame 135, and the center frame 136 are provided. The second cutting blade base 137 is fixed to the tip side of the left side frame 134, the right side frame 135, and the center frame 136 to form the second cutting blade mechanism 132.

Left and right ground sleds 138 are provided at both ends of the second cutting blade stand 137. The second cutting blade 133 is reciprocally attached between the left and right grounding sleds 138 of the second cutting blade stand 137. On the other hand, the base end side of the right side frame 135 is rotatably supported by the driver's cab frame of the traveling machine body 1. Further, the base end side of the central frame 136 is rotatably supported by the front frame of the traveling machine body 1.

As shown in FIG. 5, a second cutting blade drive mechanism 171 for transmitting a driving force from the forward / reverse switching case 121 to the second cutting blade 133 is provided. The second cutting blade drive mechanism 171 includes a second cutting blade drive shaft 172 that transmits a driving force to the second cutting blade 133, and an eccentric rotation shaft 174 that is connected to the second cutting blade drive shaft 172 via a bevel gear mechanism 173. The second cutting blade drive crank mechanism 175 is connected to the eccentric rotation shaft 174. One end side of the second cutting blade drive shaft 172 is inserted into the forward / reverse switching case 121, the intermediate bevel gear 126 is engaged with the second cutting blade drive shaft 172, and the forward / reverse rotation is transmitted via the intermediate bevel gear 126. A second cutting blade drive shaft 172 is connected to the shaft 122.

The second cutting blade drive crank mechanism 175 includes an eccentric rotating body 177 provided on the eccentric rotating shaft 174, a swinging rotating shaft 178 connected to the eccentric rotating body 177, and a swinging drive arm 179 connected to the swinging rotating shaft 178. , A push-pull rod 180 for connecting the second cutting blade 133 to the swing drive arm 179 is provided. Instead of the second cutting blade drive shaft 172 and the bevel gear mechanism 173, a set of sprocket and transmission chain for connecting the eccentric rotation shaft 174 to the forward / reverse rotation transmission shaft 122 is provided, and forward / reverse rotation is provided via the sprocket and the transmission chain. The second cutting blade 133 driving force may be transmitted from the transmission shaft 122 to the second cutting blade drive crank mechanism 175.

With the above configuration, the unidirectional rotation of the eccentric rotation shaft 174 is converted into the swing rotation of the swing rotation shaft 178 (reciprocating rotation that reverses forward and reverse within a certain range) to swing the swing drive arm 179. The second cutting blade 133 is reciprocally slid through the push-pull rod 180, and the residue of the field immediately after being cut by the first cutting blade 15 (the stock side of the grain culm) is removed by the second cutting blade 133. It is configured to cut and reduce the height of the stock that remains in the field.

Further, as shown in FIG. 4, a cylindrical transmission frame 181 in which a second cutting blade drive shaft 172 is installed and a square box-shaped bevel gear case 182 in which a bevel gear mechanism 173 is installed are provided. One end side of the transmission frame 181 is detachably fastened to the forward / reverse switching case 121, and the bevel gear case 182 is detachably fastened to the other end side of the transmission frame 181. That is, the left frame 134 is supported by the forward / reverse switching case 121 via the eccentric rotation shaft 174, the bevel gear case 182, and the transmission frame 181. The second cutting blade drive crank mechanism 175 is arranged in the second cutting blade drive cover 185 that is detachably supported by the left frame 134 (see FIGS. 1 and 3).

With the above configuration, by driving the cutting unit 3 by engaging the cutting clutch 115, the second cutting blade 133 operates together with the first cutting blade 15, and the first cutting blade 15 operates the tip of the uncut grain culm in the field. The side is cut, the tip side of the grain culm is carried into the threshing section 9 from the feeder house 11, and the grains are taken out from the grain sorting mechanism 10 into the grain tank 6. On the other hand, the stump (residual culm) remaining in the trace where the grain culm in the field was cut by the first cutting blade 15 is cut to an appropriate height by the second cutting blade 133, and the stump remaining in the field after the harvesting work (stock source) ) Is set low to a substantially constant height. By lowering the height of the stump remaining in the field after the harvesting work, the post-treatment workability (cultivation workability, etc.) of the field can be improved.

Next, the power transmission structure of the mission case 63 and the like will be described with reference to FIGS. 5 and 6. As shown in FIG. 6, in the transmission case 63, a straight-ahead hydraulic continuously variable transmission 64 having a straight-ahead pump 64a and a straight-ahead motor 64b, and a turning hydraulic continuously variable transmission having a swivel pump 70a and a swivel motor 70b for steering. A machine 70 is provided. The pump shaft 258 of the straight pump 64a and the pump shaft 259 of the swivel pump 70a are driven by gear-connecting the mission input shaft 66 of the mission case 63, respectively. The engine output belt 67 is hung around the mission input pulley 169 provided on the protruding end side outside the mission case 63 of the mission input shaft 66. The output of the engine 7 is transmitted to the transmission input pulley 169 via the engine output belt 67 to drive the straight-ahead pump 64a and the swivel pump 70a.

As shown in FIG. 6, the driving force output from the output shaft 65 of the engine 7 is applied to the pump shaft 258 of the straight pump 64a and the pump shaft 259 of the swivel pump 70a via the engine output belt 67 and the transmission input shaft 66, respectively. Be transmitted. In the linear hydraulic continuously variable transmission 64, hydraulic oil is appropriately sent from the linear pump 64a to the linear motor 64b by the power transmitted to the pump shaft 258. Similarly, in the swing hydraulic continuously variable transmission 70, hydraulic oil is appropriately sent from the swing pump 70a toward the swing motor 70b by the power transmitted to the pump shaft 259. A transmission charge pump 151 that supplies hydraulic oil to the swivel pump 64a, the straight motor 64b, the swivel pump 70a, and the swivel motor 70b is attached to the pump shaft 259 of the swivel pump 70a.

The straight-ahead hydraulic continuously variable transmission 64 moves straight by changing and adjusting the tilt angle of the swash plate in the straight-ahead pump 64a according to the amount of rotation of the main speed change lever 44 and the control handle 43 arranged on the control column 41. The discharge direction and discharge amount of hydraulic oil to the motor 64b are changed. As a result, the rotation direction and the rotation speed of the straight motor shaft 260 protruding from the straight motor 64b are arbitrarily adjusted.

As shown in FIG. 6, the rotational power of the linear motor shaft 260 is transmitted from the linear transmission gear mechanism 250 to the auxiliary transmission gear mechanism 251. The auxiliary transmission gear mechanism 251 includes an auxiliary transmission low speed gear 254, an auxiliary transmission medium speed gear 255, and an auxiliary transmission high speed gear 256 that are switched by the auxiliary transmission shifters 252 and 253 interlocking with each other. The low-speed auxiliary transmission shifter 252 is pivotally supported by a parking brake shaft 265 (auxiliary transmission output shaft) located on the output side of the auxiliary transmission gear mechanism 251. The high-speed auxiliary transmission shifter 253 is pivotally supported by the auxiliary transmission counter shaft 270 constituting the linear transmission gear mechanism 250. By operating the auxiliary shift lever 45 arranged on the control column 41, the output rotation speed of the straight motor shaft 260 is selectively switched to three stages of low speed, medium speed, and high speed. In the embodiment, a neutral position (a position where the output of the auxiliary transmission becomes zero) is provided between the low speed and the medium speed of the auxiliary transmission.

As shown in FIG. 6, a drum type parking brake 266 is provided on the parking brake shaft 265 (sub transmission output shaft). The rotational power from the auxiliary transmission gear mechanism 251 is transmitted from the auxiliary transmission output gear 267 fixed to the parking brake shaft 265 to the left and right differential mechanisms 257. The left and right differential mechanisms 257 each include a planetary gear mechanism 268. A straight-ahead pulsar 292 is provided on the parking brake shaft 265. A straight-ahead vehicle speed sensor 293 (see FIG. 10) is arranged opposite to the outer peripheral side of the straight-ahead pulsar 292. The straight-ahead vehicle speed sensor 293 detects the number of revolutions of the straight-ahead output (which can also be said to be the straight-ahead vehicle speed and the shift output of the auxiliary shift output gear 267).

As shown in FIG. 6, each of the left and right planetary gear mechanisms 268 includes one sun gear 271 that meshes with the auxiliary transmission output gear 267, a plurality of planetary gears 272 that mesh with the sun gear 271, a ring gear 273 that meshes with the planet gear 272, and a plurality of planets. Each includes a carrier 274 in which gears 272 are rotatably arranged on the same circumference. The left and right carriers 274 are located on the same axis (on the axes of the sun gear shaft 275 and the left and right forced differential output shafts 277, which will be described later), facing each other with appropriate intervals. The left and right sun gears 271 are fixed to both ends of the sun gear shaft 275 in the axial direction. A center gear 276 is fixed to the middle part of the sun gear shaft 275 in the axial direction.

The left and right ring gears 273 are arranged concentrically with the sun gear shaft 275 in a state where the internal teeth on the inner peripheral surface are meshed with the plurality of planetary gears 272. The outer teeth on the outer peripheral surface of each ring gear 273 are connected to the steering output shaft 285 via intermediate gears 287 and 288 for left and right turning output, which will be described later. Each ring gear 273 is rotatably fitted to the left and right forced differential output shafts 277 protruding left and right outward from the outer surface of the carrier 274. The left and right axles 278 are connected to the left and right forced differential output shafts 277 via final gears 278a and 278b. Drive sprockets 51 are attached to the left and right axles 278. Therefore, the rotational power transmitted from the auxiliary transmission gear mechanism 251 to the left and right planetary gear mechanisms 268 is transmitted from the left and right axles 278 to each drive sprocket 51 at the same rotation speed in the same direction, and the left and right crests 2 are in the same direction. It is driven at the same rotation speed to move the traveling aircraft 1 straight (forward, backward).

The swing hydraulic continuously variable transmission 70 turns by changing and adjusting the tilt angle of the swash plate in the swing pump 70a according to the amount of rotation of the main speed change lever 44 and the control handle 43 arranged on the control column 41. The discharge direction and discharge amount of hydraulic oil to the motor 70b are changed. As a result, the rotation direction and the rotation speed of the rotation motor shaft 261 protruding from the rotation motor 70b are arbitrarily adjusted. A swivel pulsar 294 is provided on the steering counter shaft 280 (details will be described later). A turning vehicle speed sensor 295 (see FIG. 10) is arranged opposite to the outer peripheral side of the turning pulsa 294. The turning vehicle speed sensor 295 detects the number of revolutions of the turning output (which can also be said to be the turning vehicle speed).

As shown in FIG. 6, in the transmission case 63, a wet multi-plate swivel brake 279 (steering brake) provided on the swivel motor shaft 261 (steering input shaft) and an upstream reduction gear on the swivel motor shaft 261. The steering counter shaft 280 connected via 281, the steering output shaft 285 connected to the steering counter shaft 280 via the downstream reduction gear 286, and the steering output shaft 285 connected to the left ring gear 273 via the reverse gear 284. The left input gear mechanism 282 is provided, and the right input gear mechanism 283 is provided with the steering output shaft 285 connected to the right ring gear 273.

The rotational power of the swivel motor shaft 261 is transmitted to the steering counter shaft 280 via the upstream reduction gear 281. The rotational power transmitted to the steering counter shaft 280 is transmitted to the left ring gear 273 as reverse rotation power via the left intermediate gear 287 and the reverse gear 284 of the left input gear mechanism 282, while the right input gear mechanism 283 It is transmitted to the right ring gear 273 as forward rotation power via the right intermediate gear 288.

When the auxiliary transmission gear mechanism 251 is set to neutral, power transmission from the straight motor 64b to the left and right planetary gear mechanisms 268 is blocked. When the auxiliary transmission gear mechanism 251 is set to a gear other than the neutral gear, the linear motor 64b powers the left and right planetary gear mechanisms 268 via the auxiliary transmission low-speed gear 254, the auxiliary transmission medium-speed gear 255, or the auxiliary transmission high-speed gear 256. Be transmitted.

On the other hand, when the output of the swivel pump 70a is set to the neutral state and the swivel brake 279 is turned on, the power transmission from the swivel motor 70b to the left and right planetary gear mechanisms 268 is blocked. When the output of the swivel pump 70a is set to a state other than neutral and the swivel brake 279 is turned off, the rotational power of the swivel motor 70b is transmitted to the left ring gear 273 via the left input gear mechanism 282 and the reverse gear 284. On the other hand, it is transmitted to the right ring gear 273 via the right input gear mechanism 283.

At the time of forward rotation (reverse rotation) of the swivel motor 70b, the left ring gear 273 reverses (forward rotation) and the right ring gear 273 rotates forward (reverse) at the same rotation speed in opposite directions. That is, the shift outputs of the motor shafts 260 and 261 are transmitted to the drive sprockets 51 of the left and right crawler belts 2 via the auxiliary transmission gear mechanism 251 or the left and right differential mechanisms 257, respectively, and the vehicle speed (traveling) of the traveling body 1 is transmitted. Speed) and direction of travel are determined.

That is, when the linear motor 64b is driven with the swivel motor 70b stopped and the left and right ring gears 273 stationary and fixed, the rotational output of the linear motor shaft 260 is transmitted to the left and right sun gears 271 at the same rotation speed on the left and right, and the planetary gear 272. The left and right foot belts 2 are driven at the same rotation speed in the same direction via the carrier 274, and the traveling machine body 1 travels straight.

Conversely, when the swivel motor 70b is driven with the straight motor 64b stopped and the left and right sun gears 271 stationary and fixed, the left ring gear 273 rotates forward (reverse rotation) due to the rotational power of the swivel motor shaft 261 and the right ring gear. The 273 rotates in the reverse direction (forward rotation). As a result, one of the drive sprockets 51 of the left and right crawler belts 2 rotates forward and the other rotates backward, and the traveling machine body 1 is changed in direction (also referred to as a turn or spin turn) on the spot.

Further, when the left and right ring gears 273 are driven by the swivel motor 70b while the left and right sun gears 271 are driven by the straight-ahead motor 64b, a difference in speed occurs between the left and right crawler belts 2, and the traveling machine body 1 turns in a reliable position while moving forward or backward. Turn left or right (U-turn) with a turning radius larger than the radius. The turning radius at this time is determined according to the speed difference between the left and right tracks 2. The running driving force of the engine 7 is constantly transmitted to the left and right crawler belts 2 and the engine 7 turns to the left or right.

Next, the hydraulic circuit structure of the vehicle drive device will be described with reference to FIG. 7. The hydraulic circuit 200 of the vehicle drive device includes a straight-ahead pump 64a, a straight-ahead motor 64b, a swivel pump 70a, a swivel motor 70b, and a transmission charge pump 151. The straight-ahead pump 64a and the straight-ahead motor 64b are connected in a closed loop by a straight-ahead first oil passage 201a and a straight-ahead second oil passage 201b. The straight first oil passage 201a and the straight second oil passage 201b constitute the straight closed oil passage 201. The swivel pump 70a and the swivel motor 70b are connected in a closed loop by a swivel first oil passage 202a and a swivel second oil passage 202b. The swivel first oil passage 202a and the swivel second oil passage 202b constitute the swivel closed oil passage 202. By driving the straight-ahead pump 64a and the swivel pump 70a with the rotational power of the engine 7 and controlling the angle of the slant plate of the straight-ahead pump 64a and the swivel pump 70a, the discharge direction and discharge of hydraulic oil to the straight-ahead motor 64b and the swivel motor 70b The amount is changed, and the straight-ahead motor 64b and the swivel motor 70b operate in the forward and reverse directions.

As shown in FIG. 7, the hydraulic circuit 200 of the vehicle drive device is connected to the transmission charge pump 151 via a straight-ahead valve 203 that switches and operates in response to a manual operation of the main transmission lever 44, and a straight-ahead valve 203. It is equipped with a straight-ahead cylinder 204. When the linear valve 203 is switched and operated, the linear cylinder 204 operates to change the swash plate angle of the linear pump 64a, and the linear motor shaft 260 rotation speed of the linear motor 64b is steplessly changed or reversed. The action is performed. Further, the hydraulic circuit 200 of the vehicle drive device also includes a hydraulic servo mechanism 205 for linear speed change. The hydraulic servo mechanism 205 executes a feedback operation in which the straight valve 203 returns to neutral by controlling the swash plate angle of the straight pump 64a, and changes the swash plate angle of the straight pump 64a in proportion to the amount of manual operation of the main speed change lever 44. The straight-moving motor shaft 260 rotation speed of the straight-moving motor 60b is changed.

On the other hand, the hydraulic circuit 200 of the vehicle drive device includes a swivel valve 206 that switches and operates in response to a manual operation of the control handle 43, and a swivel cylinder 207 that is connected to the transmission charge pump 151 via the swivel valve 206. ing. When the swivel valve 206 is switched and operated, the swivel cylinder 207 operates to change the angle of the tilt plate of the swivel pump 70a, and the swivel motor shaft 261 rotation speed of the swivel motor 70b is steplessly changed or reversed left and right. The operation is executed, and the traveling machine 1 changes the traveling direction to the left and right to change the direction or correct the course at the field headland. The hydraulic circuit 200 of the vehicle drive device also includes a hydraulic servo mechanism 208 for turning and shifting. The hydraulic servo mechanism 208 causes the hydraulic servo mechanism 208 to perform a feedback operation in which the swash valve 206 returns to neutral by controlling the swash plate angle of the swash pump 70a, and changes the swash plate angle of the swash pump 70a in proportion to the amount of manual operation of the control handle 43. The swing motor shaft 261 rotation speed of the swing motor 70b is changed.

As shown in FIG. 7, charge branch oil passages 219 (details will be described later) are connected to all the oil passages 201a, 201b, 202a, 202b of both closed oil passages 201 and 202. A check valve 211 for the straight first oil passage 201a is provided between the charge branch oil passage 219 and the straight first oil passage 201a. A check valve 211 for the straight second oil passage 201b is provided between the charge branch oil passage 219 and the straight second oil passage 201b. Therefore, the straight-ahead closed oil passage 201 is provided with two check valves 211. Further, a check valve 212 for the turning first oil passage 202a is provided between the charge branch oil passage 219 and the turning first oil passage 202a. A check valve 212 for the swivel second oil passage 202b is provided between the charge branch oil passage 219 and the swivel second oil passage 202b. Therefore, the swivel closed oil passage 202 also includes two check valves 212.

A straight bypass oil passage 213 is connected to the straight first oil passage 201a and the straight second oil passage 201b. A straight-ahead bypass oil passage 213 is provided with a straight-ahead bidirectional relief valve 215. A swivel bypass oil passage 214 is connected to the swivel first oil passage 202a and the swivel second oil passage 202b. The swivel bypass oil passage 214 is provided with a swivel side bidirectional relief valve 216. Therefore, each of the closed oil passages 201 and 202 is provided with one bidirectional relief valve 215 and 216.

By the way, the suction side of the transmission charge pump 151 is connected to the strainer 217 in the transmission case 63. A charge introduction oil passage 218 is connected to the discharge side of the transmission charge pump 151. A charge branch oil passage 219 is connected to the downstream side of the charge introduction oil passage 218. As described above, the charge branch oil passage 219 is connected to all the oil passages 201a, 201b, 202a, 202b of both closed oil passages 201 and 202. Therefore, while the engine 7 is being driven, the hydraulic oil from the transmission charge pump 151 is constantly replenished in both the closed oil passages 201 and 202. The charge branch oil passage 219 is connected to the straight cylinder 204 via the straight valve 203 and is connected to the swivel cylinder 207 via the swivel valve 206. The charge branch oil passage 219 is connected to the continuously variable transmission case 323 and the mission case 63, which will be described later, via the relief valve 220. Therefore, the excess hydraulic oil from the transmission charge pump 151 is returned to the transmission case 63 via the relief valve 220 and the continuously variable transmission case 323.

Next, the driving operation structure of the steering wheel 43 and the like will be described with reference to FIGS. 1 to 3 and 8. As shown in FIG. 8, a step frame 311 constituting a footrest flat portion for operator boarding in the driver's cab 5 is provided. A plurality of support leg frames 312 are erected on the upper surface side of the traveling machine body 1, and a step frame 311 is erected on the upper end side of the support leg frame 312. The boarding / alighting step (not shown) is fixed to the side surface of the support leg frame 312 on the right side of the step frame 311. The hydraulic valve unit body 314 is attached below the front end of the step frame 311 on the upper surface.

Further, a steering case 318 having a steering operation shaft 316 and a continuously variable transmission operation shaft 317 is provided. Both ends of the case support horizontal frame 319 are connected between the left and right support leg frames 312 on the lower surface side of the front portion of the step frame 311, and the steering case 318 is detachably fastened and fixed to the substantially horizontal case support horizontal frame 319. The steering case 318 is supported in a multi-stage manner directly above the hydraulic valve unit body 314 via a case support horizontal frame 319. The steering operation shaft 316 is projected upward from the upper surface of the steering case 318, and the steering operation shaft 316 is connected to the steering handle 43 via the steering shaft 321 and from the left side surface to the left side of the steering case 318. The stepless speed change operation shaft 317 is projected toward the main speed change lever 44, and the stepless speed change operation shaft 317 is connected to the main speed change lever 44 via the stepless speed change operation rod 322.

In addition, a continuously variable transmission case 323 in which a straight-ahead hydraulic continuously variable transmission 64 and a swing hydraulic continuously variable transmission 70 are assembled is provided. The continuously variable transmission case 323 is fixed to the upper right side of the transmission case 63, and the continuously variable transmission operation arm bodies 324 for straight movement and turning are arranged on the front and rear surfaces of the continuously variable transmission case 323. The straight-ahead control link 345 and the turning control link 346 provided on the rear side of the steering case 318 are connected to the continuously variable transmission arm bodies 324 for straight-ahead and turning, and the steering operation of the steering handle 43 and the main speed change lever 44 are connected. The straight-moving hydraulic continuously variable transmission 64 and the turning hydraulic continuously variable transmission 70 are operated and controlled by the shift operation of, and the course and the moving speed of the left and right footbands 2 can be changed.

The hydraulic oil tank 315 is arranged below the right side of the square step frame 311 in a plan view, the stepless speed change case 323 is arranged below the left side of the step frame 311 and the hydraulic valve unit is arranged below the front part of the step frame 311. Since the body 314 and the steering case 318 are arranged in a multi-stage upper and lower position, the engine 7 (hydraulic oil pump) at the rear of the steering case 318 passes through the space formed between the hydraulic oil tank 315 and the stepless speed change case 323. A hydraulic pipe can be easily extended between the front hydraulic valve unit body 314, the hydraulic oil tank 315, and the hydraulic actuators (hydraulic cylinders 4 for raising and lowering) of each part, and maintenance workability of the hydraulic equipment can be improved.

Next, the schematic structure of the mission case 63 will be described with reference to FIGS. 8 to 10. As shown in FIG. 8, the engine 7 is mounted on the upper right side of the traveling machine body 1, and the mission case 63 is arranged in front of the center of the left-right width of the traveling machine body 1. The engine output pulley 168 is pivotally supported at the left end of the output shaft 65 of the engine 7, and the engine output belt 67 is hung around the mission input pulley 169 and the engine output pulley 168 on the upper left side of the mission case 63. The output of the engine 7 is transmitted to the hydraulic continuously variable transmissions 64 and 70 of the transmission case 63, respectively, via the engine output belt 67.

The mission case 63 has a vertically divided structure that is long vertically and can be divided into left and right, and has a hollow substantially box shape by fastening with a plurality of bolts. The lower part of the mission case 63 is bifurcated and protrudes downward to the left and right, and is roughly in the shape of a front view gate. Axle cases 336 projecting outward from the left and right are bolted to the gear case portions 335 projecting downward from the lower left and right side surfaces of the transmission case 63, respectively. Axle 278 is rotatably supported in each of the left and right axle cases 336. Drive sprockets 51 (see FIGS. 1, 2 and 6) are attached to the protruding ends of the left and right axles 278. As shown in FIG. 8, the bottoms of the left and right gear case portions 335 are located below the bottom of the mission case 63, and the bottom of the mission case 63 is higher than the left and right axle cases 336.

On the upper right side of the transmission case 63, a continuously variable transmission case 323 to which straight and turning hydraulic continuously variable transmissions 64 and 70 are assembled is attached. In this case, the linear hydraulic continuously variable transmission 64 (straight pump 64a and linear motor 64b) is located on the front side in the continuously variable transmission case 323, and the swivel hydraulic continuously variable transmission 70 (swivel pump 70a and swivel) is located on the rear side. The motor 70b) is located. A gear train such as an auxiliary transmission gear mechanism 251 and a differential mechanism 257 described with reference to FIG. 6 is housed in the transmission case 63.

On the front side of the continuously variable transmission case 323, a straight-moving operation shaft 325 for changing the discharge direction and discharge amount of hydraulic oil to the straight-moving motor 64b by operating the swash plate of the straight-moving pump 64a is projected forward. When the linear operation shaft 325 is rotated around the axis, the swash plate angle of the linear pump 64a is changed, and the discharge direction and discharge amount of hydraulic oil to the linear motor 64b are changed. On the rear surface side of the continuously variable transmission case 323, a swivel operation shaft 326 for operating the swash plate of the swivel pump 70a to change the discharge direction and discharge amount of hydraulic oil to the swivel motor 70b is projected backward. When the swivel operation shaft 326 is rotated around the axis, the swash plate angle of the swivel pump 70a is changed, and the discharge direction and the discharge amount of the hydraulic oil to the swivel motor 70b are changed.

As shown in FIG. 9, the transmission charge pump 151 is attached to a portion of the right side surface of the continuously variable transmission case 323 that corresponds to the swivel pump 70a. The transmission charge pump 151 is connected to the strainer 221 (see FIG. 7) on the inner bottom side of the transmission case 63 via a suction hose 337 extending vertically. As described above, the transmission charge pump 151 is rotationally driven by the pump shaft 259 of the swivel pump 70a. The hydraulic oil on the inner bottom side of the transmission case 63 is sucked into the charge pump 151 via the transmission through the strainer 221 and the suction hose 337 by driving the transmission charge pump 151, and the oil passages 201, 202, 211 of the hydraulic circuit 200. , 212, 217 to 210, 222 to 224, etc.

As shown in FIG. 9, a parking brake arm 338 for braking the parking brake 266 is provided below the swivel motor 70b on the right side surface of the mission case 63. When the parking brake 266 is braked by the braking operation of the parking brake arm 338, the parking brake shaft 265 and the auxiliary shift output gear 267 are locked so as not to rotate, and the straight-ahead output toward the left and right drive sprockets 51 is stopped. When the steering handle 43 and the auxiliary transmission gear mechanism 251 are neutral, the swivel brake 279 maintains the swivel motor shaft 261 in a stopped (non-rotatable) state. As a result, the output of the swivel motor 70b, that is, the swivel output toward the left and right drive sprockets 51 is stopped.

As shown in FIGS. 8 to 10, an auxiliary transmission arm 339 for operating the auxiliary transmission shifters 252 and 253 of the auxiliary transmission gear mechanism 251 is provided on the front side of the transmission case 63. The auxiliary transmission arm 339 is interlocked with the auxiliary transmission lever 45 on the control column 41. By operating the auxiliary transmission arm 339 via the auxiliary transmission lever 45, the auxiliary transmission shifters 252 and 253 are switched in conjunction with each other, and the output rotation speed of the straight motor shaft 260 is in three stages of low speed, medium speed, or high speed. It can be switched to the shift stage alternately.

As shown in FIGS. 8 to 13, a mission input shaft 66 connected to the straight-ahead pump 64a and the swivel pump 70a so as to be able to transmit power is projected outward on the upper left side of the mission case 63. The mission input pulley 169 is fixed to the protruding end side of the mission input shaft 66, and the engine output belt 67 is wound around the mission input pulley 169. An oil sump 340 (see FIG. 11) is formed on the upper front side in the mission case 63. Although detailed illustration is omitted, one end side of the upper external pipe is connected to the upper surface side of the oil sump 340 in the mission case 63, and the other end side of the upper external pipe is connected to the upper surface side of the continuously variable transmission case 323. There is. The hydraulic oil sucked up by the transmission charge pump 151 from the inner bottom side of the transmission case 63 is used by the hydraulic continuously variable transmissions 64 and 70 in the continuously variable transmission case 323, and is used from the continuously variable transmission case 323 via the upper and outer pipes. It flows into the oil sump 340 and is stored.

A lateral external pipe 341 is arranged below the mission input pulley 169 on the left side surface of the mission case 63. The lateral external pipe 341 is externally attached to the mission case 63. One end side of the lateral external pipe 341 is connected to the oil sump 340 on the left side surface of the mission case 63. The other end side of the lateral external pipe 341 is connected to the portion of the swivel motor shaft 261 (swivel brake 279) on the left side surface of the mission case 63. The hydraulic oil in the oil sump 340 is sent directly to the swivel brake 279 of the swivel motor shaft 261. The turning brake 279 is lubricated by the hydraulic oil from the oil sump 340.

Below the lateral external pipe 341 on the left side surface of the mission case 63, a straight-ahead vehicle speed sensor 293 for the straight-ahead pulsar 292 on the parking brake shaft 265 and a turning vehicle speed sensor 295 for the turning pulsar 294 of the steering counter shaft 280 are installed. It is provided. Both vehicle speed sensors 293 and 295 are arranged in the front-rear direction on the left side surface of the mission case 63, with the straight-ahead vehicle speed sensor 293 located on the front side and the turning vehicle speed sensor 295 on the rear side. In the embodiment, from the viewpoint of fail-safe, there are two vehicle speed sensors 293 and 295 for each of the corresponding pulsas 292 and 294.

The straight-moving pulsar 292 has a larger diameter than the conventional structure (see, for example, Japanese Patent Application Laid-Open No. 2012-82918) and is provided with a thickness having a predetermined width (see FIGS. 12 and 14). Then, the straight-ahead pulsar 292 is configured to detect the thick outer peripheral side with the straight-ahead vehicle speed sensor 293. These are made for the purpose of preventing the straight-ahead pulsar 292 and the straight-ahead vehicle speed sensor 293 from protruding significantly to the left outer side of the mission case 63 and avoiding interference with the cutting section 3 and the like.

By the way, FIG. 19 shows an attachment structure of the axle 278 and the drive sprocket 51 to the axle case 336. As shown in FIG. 19, the axle 278 is rotatably supported in the axle case 336 via both shielded bearings 388. The tip side of the axle 278 projects outward from the axle case 336 to the left and right. On the tip side of the axle 278, a spline portion 278c into which the boss portion 51a of the drive sprocket 51 is fitted and a screw portion 278d into which the nut 390 is screwed via the washer 389 are formed. The drive sprocket 51 is integrated with the tip side of the axle 278 by fitting the boss portion 51a of the drive sprocket 51 into the spline portion 278c of the axle 278 and screwing the nut 390 into the screw portion 278d of the axle 278 via the washer 389. It is attached so that it rotates.

A bearing oil seal 391 that seals the left and right outer sides of both shielded bearings 388 is fitted on the opening side of the axle case 336. The bearing oil seal 391 is fitted on the outer peripheral side of the bearing seal collar 51b extending inward from the boss portion 51a of the drive sprocket 51. The opening side of the axle case 336 is closed by the bearing oil seal 391. On the left and right inner side surfaces of the drive sprocket 51, an annular wrapping prevention ring body 392 is formed so as to project inward to the left and right so as to be located concentrically with the bearing seal collar 51b. When the drive sprocket 51 is attached to the tip end side of the axle 278, the wrapping prevention wheel 392 is fitted to the step portion 336a on the outer peripheral side of the opening of the axle case 336. By fitting the step portion 336a of the axle case 336 and the wrapping prevention wheel 392, straw grass, mud, etc. in the field are prevented from entering between the axle case 336 and the drive sprocket 51.

On the inner peripheral side of the axle case 336, a stop ring 393 that regulates the displacement of both shield bearings 388 to the left and right is detachably attached. A positioning collar 394 that regulates the displacement of the both shielded bearings 388 to the left and right is fitted on the left and right inner parts of the axle 278 from the both shielded bearings 388. When the drive sprocket 51 is mounted on the tip side of the axle 278, both shield type bearings 388 are sandwiched by the stop ring 393 and the positioning collar 394 so as not to be misaligned. The bearing seal collar 51b of the drive sprocket 51 is in contact with the stop ring 393.

A rubber annular packing body 395 is arranged between the tip side of the spline portion 278c of the axle 278 and the washer 389. The packing body 395 is in close contact with the tip side of the spline portion 278c and the washer 389. In the embodiment, lubricating oil (grease or gear oil) is sealed between the boss portion 51a of the drive sprocket 51 and the spline portion 278c of the axle 278. The close structure of the packing body 395 suppresses the leakage of lubricating oil between the boss portion 51a and the spline portion 278c, and at the same time, the intrusion of muddy water or the like between the boss portion 51a and the spline portion 278c and eventually into the axle case 336. Is suppressed. By using the packing body 395, the sealing property between the boss portion 51a and the spline portion 278c is improved as compared with the conventional structure (see, for example, Japanese Patent Application Laid-Open No. 2012-231707).

Next, the internal structure of the mission case 63 will be described with reference to FIGS. 11 to 13. As shown in FIGS. 11 to 13, a pair of left and right differential mechanisms 257 (planetary gear mechanism 268) are arranged on the inner bottom side of the mission case 63. Each planetary gear mechanism 268 is distributed to the left and right with a center gear 276 fixed to a sun gear shaft 275 extending to the left and right. On the upper side of the planetary gear mechanism 268, a parking brake shaft 265 located on the output side of the auxiliary transmission gear mechanism 251, a steering output shaft 285, and a rotation shaft of the reverse gear 284 are arranged side by side in the front-rear direction. A central intermediate gear 289 that constantly meshes with the downstream reduction gear 286 is fixed to the middle portion of the steering output shaft 285 (between the left intermediate gear 287 and the right intermediate gear 288). In the embodiment, the center gear 276 and the central intermediate gear 289 are in a positional relationship so as to interfere with the central intermediate gear 289 when the center gear 276 has a normal spur gear shape. Therefore, the center gear 276 of the embodiment has a substantially bowl shape with the outer peripheral portion curved to the left side (the outer peripheral portion is offset to the left from the center of rotation), and is a central intermediate gear on the steering output shaft 285. It avoids interference with 289.

The auxiliary shift counter shaft 270 is arranged between the planetary gear mechanism 268 and the steering output shaft 285 in the front-rear direction and on the upper side. A steering counter shaft 280 is arranged on the rear side of the auxiliary shift counter shaft 270. A straight motor shaft 260 is arranged on the upper side of the auxiliary shift counter shaft 270. A swivel motor shaft 261 is arranged above the steering counter shaft 280. A swivel brake 279 is provided on the swivel motor shaft 261. The pump shaft 258 of the straight pump 64a is arranged on the upper side of the straight motor shaft 260. The pump shaft 259 of the swivel pump 70a is arranged on the upper side of the swivel motor shaft 261. A mission input shaft 66 is arranged between the front and rear directions of both pump shafts 258 and 259 and on the upper side.

As shown in FIG. 11, in the transmission case 63, the height position of the hydraulic oil level while driving the engine 7 is set so that the parking brake shaft 265 and the steering output shaft 285 are immersed in the hydraulic oil. Therefore, in the transmission case 63, the auxiliary shift counter shaft 270 and the steering counter shaft 280, and the shafts 66, 258 to 261 above them are located above the hydraulic oil level. These seven shafts 66, 258 to 261,270,280 do not rotate in a state of being immersed in hydraulic oil, and suppress an increase in stirring resistance (increase in power loss).

As shown in FIGS. 11, 12 and 14, the auxiliary transmission gear mechanism 251 which is an example of the transmission gear mechanism is divided into an input side gear portion 351 and an output side gear portion 352. In the embodiment, as the input side gear portion 351, the low speed relay gear 354, the medium speed relay gear 355, and the high speed relay gear 356 are pivotally supported on the auxiliary shift counter shaft 270 which is the input side shift shaft. The low-speed relay gear 354 and the medium-speed relay gear 355 are fixed to the auxiliary shift counter shaft 270. The high-speed relay gear 356 is rotatably loosely fitted to the auxiliary shift counter shaft 270. Further, as the output side gear portion 352, the auxiliary shift low speed gear 254, the auxiliary shift medium speed gear 255, and the auxiliary shift high speed gear 256 are pivotally supported on the parking brake shaft 265 which is the output side shift shaft. The auxiliary transmission low-speed gear 254 and the auxiliary transmission medium-speed gear 255 are rotatably loosely fitted to the parking brake shaft 265. The auxiliary transmission high speed gear 256 is fixed to the parking brake shaft 265. By the sliding movement of the low-speed auxiliary transmission shifter 252, the auxiliary transmission low-speed gear 254 and the auxiliary transmission medium-speed gear 255 are selectively connected to the parking brake shaft 265. The auxiliary transmission high-speed gear 256 is connected to the auxiliary transmission counter shaft 270 by the sliding movement of the high-speed auxiliary transmission shifter 253.

As can be seen from FIG. 11, in the transmission case 63, the auxiliary shift counter shaft 270, which is the input side of the auxiliary shift, is located above the parking brake shaft 265, which is the output side of the auxiliary shift. Therefore, in the transmission case 63, the input side gear portion 351 (354 to 356) attached to the auxiliary shift counter shaft 270 and the output side gear portion 352 (254 to 256) attached to the parking brake shaft 265 are vertically distributed. Are placed close to each other. Further, as described above, in the transmission case 63, the height position of the hydraulic oil level while driving the engine 7 is set to such that the parking brake shaft 265 is immersed in the hydraulic oil. Therefore, a part of the output side gear portion 352 is immersed in the hydraulic oil in the transmission case 63. The input-side gear portion 351 is located above the hydraulic oil level in the transmission case 63 and does not rotate in a state of being immersed in the hydraulic oil.

As shown in FIGS. 14 and 20, the auxiliary shift counter shaft 270, which is the input side of the auxiliary shift, has a T-shape that guides the hydraulic oil supplied in the transmission case 63 to the input side gear portions 351 (354 to 356). The shape of the lubrication passage 357 is formed. In the embodiment, fitting recesses 358 and 359 are formed on both the left and right inner walls of the mission case 63. One end side of the auxiliary transmission counter shaft 270 is rotatably fitted into the right fitting recess 358 via an open bearing 360. The other end side of the auxiliary transmission counter shaft 270 is rotatably fitted into the left fitting recess 359 via an open bearing 361. An inflow port 357a of the lubrication passage 357 is opened on one end surface of the auxiliary shift counter shaft 270. The inflow port 357a of the lubrication passage 357 faces the right fitting recess 358. Two outlets 357b of the lubrication passage 357 are opened on the outer peripheral surface of the auxiliary shift counter shaft 270. Each outlet 357b of the lubrication passage 357 faces the inner peripheral side of the high-speed relay gear 356 close to the high-speed auxiliary transmission shifter 253.

In this case, the hydraulic oil splashed by the output side gear portions 352 (254 to 256) splashes on the input side gear portions 351 (354 to 356) including the high-speed auxiliary transmission shifter 253 from the outer peripheral side. Further, a part of the hydraulic oil from the oil sump 340 enters the right fitting recess 358 via the open bearing 360 on the right side, and relays at high speed via the lubrication passage 357 communicating with the right fitting recess 358. It is supplied to the high-speed auxiliary transmission shifter 253 in and around the gear 356. As a result, the high-speed relay gear 356 and the high-speed auxiliary transmission shifter 253 are lubricated.

As shown in FIG. 20, the mission case 63 is configured by abutting and connecting a half-shaped right side case 63a and a left side case 63b. Oil pool wall portions 340a and 340b are erected in the left-right direction on the upper front side of each of the right side case 63a and the left side case 63b. The space surrounded by the oil sump wall portion 340b of the left side case 63b is configured to project below the space surrounded by the oil sump wall portion 340a of the right side case 63a. Therefore, when the right side case 63a and the left side case 63b are abutted and connected, the oil sump 340 is formed by the space surrounded by the oil sump wall portions 340a and 340b, and the oil sump 340 is formed below the oil sump 340. A supply port 340c for supplying the working oil in the 340 into the mission case 63 is formed.

Further, the right side case 63a is provided with a rib 340d projecting toward the left side case 63b at a position lower than the oil pool wall portion 340a. The rib 340d extends from the lower position of the oil sump 340 toward the fitting recess 358, and is connected to the fitting recess wall portion (bearing supporting tubular wall portion) 358a constituting the fitting recess 358. ing. Further, the fitting recess wall portion 358a is provided with a notch portion 358b at a position toward the oil sump 340, and is connected to the rib 340d by the notch portion 358b. With this configuration, when the hydraulic oil in the oil sump 340 flows down from the supply port 340c into the mission case 63, a part of the hydraulic oil flows along the rib 340d, and the fitting recess wall portion 358a It is introduced into the fitting recess 358 through the notch 358b of. Therefore, a part of the hydraulic oil from the oil sump 340 is supplied to the high-speed relay gear 356 and the high-speed auxiliary transmission shifter 253 around the high-speed relay gear 356 via the lubrication passage 357 communicating with the right fitting recess 358, and is supplied to the high-speed relay. The gear 356 and the high-speed auxiliary transmission shifter 253 are lubricated.

As is clear from the above description and FIGS. 11, 12, and 14, there are a plurality of stepless transmissions 64 and 70 for steplessly shifting the power of the engine 7 and a plurality of shift outputs of the stepless transmissions 64 and 70. In a vehicle drive device including a transmission case 63 including a transmission gear mechanism 251 for switching between stages, the transmission gear mechanism 251 is divided into an input side gear portion 351 and an output side gear portion 352, and the output side gear portion 352 is provided. The input side in the mission case 63 so that a part of 352 is immersed in the hydraulic oil in the mission case 63 and the input side gear portion 351 is located above the hydraulic oil level in the mission case 63. Since the gear portion 351 and the output side gear portion 352 are distributed vertically and arranged close to each other, the rotation of the output side gear portion 352 operates on the input side gear portion 351 located higher than the hydraulic oil level. The oil can be splashed, and therefore, the input side gear portion 351 can be reliably lubricated without increasing the hydraulic oil usage by setting the hydraulic oil level in the mission case 63 high. Since the input side gear portion 351 is not immersed in the hydraulic oil, problems such as an increase in power loss and a significant increase in the hydraulic oil temperature can be suppressed.

In particular, according to the embodiment, the hydraulic oil splashed by the output side gear portion 352 can be supplied to the inner peripheral side of the input side gear portion 351 via the lubrication passage 357 of the input side transmission shaft 270, and thus the input side. The lubricity of the gear portion 351 (specifically, the high-speed auxiliary transmission shifter 253 and the high-speed relay gear 356) can be further improved.

As shown in FIGS. 10, 12, and 15, a PTO boss portion 365 as a tubular portion is integrally formed below the lateral external pipe 341 on the left side surface of the mission case 63. The PTO shaft 366 (see FIG. 16) can be attached to the PTO boss portion 365 as a shaft member for transmitting power to the cutting portion 3, the threshing portion 9, and the like. Since the conventional combine of the embodiment adopts a configuration in which the driving force of the engine 7 is directly transmitted to the cutting section 3, the threshing section 9, and the like, the PTO shaft 366 is unnecessary. Therefore, the opening of the PTO boss portion 365 is closed by the sealing lid 364 without mounting the PTO shaft 366 on the PTO boss portion 365 (see FIGS. 12 and 15).

FIG. 16 shows an example in which the vehicle drive device of the present application is applied to a self-removing combine and the PTO shaft 366 is attached to the PTO boss portion 365. In the example of FIG. 16, the PTO shaft 366 is rotatably supported on the PTO boss portion 365 via the bearing bodies 367 and 368. A pair of bearing bodies 367 and 368 are arranged side by side in the axial direction of the PTO shaft 366. A PTO pulley 369 is mounted on the outer end side of the PTO shaft (the end outside the mission case 63). A PTO output gear 370 as a rotating member whose power is transmitted from the auxiliary shift counter shaft 270 is mounted on the inner end side of the PTO shaft 366 (the end portion in the mission case 63). In this case, the PTO input gear 371 is mounted between the low-speed relay gear 354 and the medium-speed relay gear 355 of the auxiliary shift counter shaft 270. The PTO input gear 371 is always in mesh with the PTO output gear 370. Therefore, the PTO shaft 366 is constantly rotationally driven while the engine 7 is being driven by the driving force (driving force of the straight motor 64b) via the straight motor shaft 260 and the auxiliary shift counter shaft 270.

Step portions 373 and 374 protruding outward in radius are formed on the inner peripheral side of the PTO boss portion 365. A first step portion 373 corresponding to the first bearing body 367 is formed at a portion of the inner peripheral side of the PTO boss portion 365 on the outer peripheral side of the mission case 63. A second step portion 374 corresponding to the second bearing body 368 is formed at a portion on the inner peripheral side of the PTO boss portion 365 toward the inside of the mission case 63. At the end of the PTO shaft 366, a large diameter portion 375 having a diameter larger than the inner diameter of the bearing bodies 367 and 368 is formed, or a PTO output gear 370 having a diameter larger than the inner diameter of the bearing bodies 367 and 368 can be attached and detached. I am wearing it. In the example of FIG. 16, a large diameter portion 375 having a diameter larger than the inner diameter of the first bearing body 367 is formed on the outer end side of the PTO shaft 366. A PTO output gear 370 having a diameter larger than that of the second bearing body 368 is connected to the inner end side of the PTO shaft 366 so as to be slidable in the axial direction and non-relatively rotatable (spline fitting).

The first bearing body 367 is sandwiched from both sides in the axial direction by the large diameter portion 375 and the first step portion 373. Further, the second bearing body 368 is sandwiched from both sides in the axial direction by the PTO output gear 370 and the second step portion 374. That is, the bearing bodies 367 and 368 are sandwiched between the large diameter portion 375 or the PTO output gear 370 and the stepped portions 373 and 374 in the PTO boss portion 365. A retaining ring 376 is detachably attached to a portion of the PTO shaft 366 that is closer to the inside of the mission case 63 than the PTO output gear 370.

With the above configuration, the PTO shaft 366 can be easily pulled out from the PTO boss portion 365 by removing the retaining ring 376 with the transmission case 63 separated to the left and right. On the contrary, when mounting the PTO shaft 366 on the PTO boss portion 365, after mounting the pair of bearing bodies 367 and 368 on the PTO boss portion 365 with the mission case 63 separated to the left and right, both from the outside of the mission case 63. The PTO shaft 366 may be inserted into the inner peripheral side of the bearing bodies 367 and 368, and the PTO output gear 370 may be spline-fitted to the inner end side of the PTO shaft 366 to mount the stop ring 376. Due to the presence of both stepped portions 373 and 374, the positions of both bearing bodies 367 and 368 can be regulated only by mounting the PTO shaft 366 and the PTO output gear 370.

Therefore, by attaching / detaching the PTO shaft 366, the PTO output gear 370, etc., and attaching / detaching the sealing lid 364, the configuration of the vehicle drive device (mission case 63) can be simplified to the specifications with the PTO shaft 366 and the specifications without the PTO shaft 366. Can be changed to. One type of vehicle drive device (mission case 63) can be shared by two specifications, one for a head-feeding combine and the other for a normal combine, and the manufacturing cost can be suppressed. In the example of FIG. 16, the shaft diameters on both sides of the PTO shaft 366 sandwiching the large diameter portion 375 are set to the same diameter.

As is clear from the above description and FIGS. 12, 15, and 16, in a vehicle drive device including a mission case 63 for shifting the power of the engine 7, a bearing is formed on the tubular portion 365 formed in the mission case 63. The shaft member 366 is rotatably supported via the bodies 367 and 368, and stepped portions 373 and 374 protruding inward in the radius are formed on the inner peripheral side of the tubular portion 365. At the end of the shaft member 366, a large diameter portion 375 having a diameter larger than the inner diameter of the bearing bodies 367 and 368 is formed, or a rotating member 370 having a diameter larger than the inner diameter of the bearing bodies 367 and 368 can be attached and detached. Since the bearing bodies 367 and 368 are sandwiched between the large-diameter portion 375 or the rotating member 370 and the stepped portions 373 and 374 in the tubular portion 365, the bearing bodies 367 and 368 are mounted on the bearing body. It is not necessary to use special parts such as bearings to regulate the position of the bearing. Therefore, the number of parts can be suppressed, the shaft support structure of the shaft member 366 can be simplified, the assembly work can be rationalized, and the manufacturing cost can be suppressed.

In particular, according to the example of FIG. 16, the bearing bodies 367 and 368 are arranged in a pair in the axial direction of the shaft member 366, and the stepped portions 373 and 374 are the missions of the pair of bearing bodies 367 and 368. The first step portion 373 corresponding to the first bearing body 367 on the outer side of the case 63 and the second step corresponding to the second bearing body 368 on the inner side of the mission case 63 of the pair of bearing bodies 367 and 368. It is divided into a portion 374, and the large-diameter portion 375 is formed at an end portion of the shaft member 366 closer to the outside of the mission case 63, and an end portion of the shaft member 366 closer to the inside of the mission case 63. The rotating member 370 is detachably attached to the above, and the first bearing body 367 is sandwiched between the large-diameter portion 375 and the first stepped portion 373, and the rotating member 370 and the second stepped portion 374. Since the second bearing body 368 is sandwiched by the above and the stop ring 376 is attached to the portion of the shaft member 366 that is closer to the inside of the mission case 63 than the rotating member 370, only one stop ring 376 is attached. The shaft member 366, the pair of bearing bodies 367, 368, and the rotating member 370 can be appropriately attached to the tubular portion 365 of the mission case 63, and the shaft member 366 can be assembled extremely easily. The maintainability of the shaft support structure of the shaft member 366 can be improved.

Further, since the shaft diameters on both sides of the shaft member 366 sandwiching the large diameter portion 375 are set to the same diameter, the processing cost of the shaft member 366 can be reduced, which in turn contributes to the reduction of the component cost.

As described above, in the vehicle drive device of the embodiment, a wet multi-plate swivel brake 279 is provided on the swivel motor shaft 261 (see FIGS. 13 and 17). In the embodiment, a mounting hole 379 is opened in the upper and lower half of the left side surface of the mission case 63. The tubular brake housing 380 is bolted in a state of being fitted into the mounting hole 379. The swivel motor shaft 261 includes a cylindrical brake cylinder shaft portion 381. By spline-fitting the brake cylinder shaft portion 381 to the protruding end portion of the swivel motor shaft 261 protruding from the continuously variable transmission case 323, the swivel motor shaft 261 including the brake cylinder shaft portion 381 is extended into the mission case 63. ..

The right end side of the brake cylinder shaft portion 381 is rotatably supported on the right inner wall of the transmission case 63 via an open bearing 382. The brake cylinder shaft portion 381 is inserted into the inner side of the brake housing 380. A mounting recess 383 is formed on the left bottom portion of the brake housing 380. The left end side of the brake cylinder shaft portion 381 is rotatably fitted into the mounting recess 383 of the brake housing 380 via the open bearing 384. That is, in the transmission case 63, the swing motor shaft 261 including the brake cylinder shaft portion 381 is rotatably supported via a pair of open bearings 382 and 384. By connecting the other end side of the lateral external pipe 341 to the left bottom portion of the brake housing 380 from the outside, the other end side of the lateral external pipe 341 and the brake cylinder shaft portion 381 are communicated with each other.

A turning input gear 385 that constantly meshes with the upstream reduction gear 281 on the steering counter shaft 280 is attached to the right end side of the brake cylinder shaft portion 381. An inner hub 386 is spline-fitted to the left and right middle portions of the brake cylinder shaft portion 381. Friction plates 380a and 386a are alternately provided on the inner peripheral surface of the brake housing 380 and the outer peripheral surface of the inner hub 386. A compression spring 399 is fitted between the open bearing 384 on the left side of the brake cylinder shaft portion 381 and the inner hub 386. When the output of the swivel motor 70b is equal to or less than the predetermined torque, the friction plates 380a and 386a are pressed against each other by the elastic restoring force of the compression spring 399 to brake the brake cylinder shaft portion 381, and the swivel motor shaft 261 is stopped (non-rotatable). Keep in.

A plurality of lubrication holes 387 that communicate the inside and outside of the brake cylinder shaft portion 381 are formed in the side peripheral portion of the brake cylinder shaft portion 381. In the embodiment, the lubrication holes 387 group are opened toward the inner peripheral side (spline portion) of the inner hub 386 and the inner peripheral side of the turning input gear 385. The hydraulic oil in the oil sump 340 is intensively supplied from the lateral external pipe 341 to the friction plates 380a and 386a group via the mounting recess 383, the inner peripheral side of the brake cylinder shaft 381 and each lubrication hole 387. .. That is, the turning brake 279 is lubricated by the hydraulic oil from the oil sump 340.

Since the brake housing 380 has a tubular shape, the hydraulic oil concentratedly supplied to the friction plates 380a and 386a group tends to collect on the inner side of the brake housing 380 as well. Here, the left bearing 384 that pivotally supports the brake cylinder shaft portion 381 is an open type, but by reducing the thickness of the mounting recess 383 with respect to the left open type bearing 384, the left open type bearing The leakage of hydraulic oil from 384 to the outside of the brake cylinder shaft portion 381 is suppressed.

As described above, in the embodiment, the auxiliary shift counter shaft 270 and the steering counter shaft 280, and the shafts 66, 258 to 261 above them do not rotate in the state of being immersed in the hydraulic oil. Therefore, although it contributes to the reduction of power loss, there are concerns about wear and shortening of life. Therefore, the structure shown in FIG. 18 may be adopted. That is, one end side of the second horizontal external pipe 396 is connected to the oil sump 340 on the left side of the mission case 63 separately from the horizontal external pipe 341, and the other end side of the second horizontal external pipe 396 is connected to the mission case 63. It is connected to the auxiliary shift counter shaft 270 on the left side surface. Further, the transmission case 63 is formed with a first internal oil passage 397 connecting the oil pool 340 and the straight motor shaft 260, and the other end side of the lateral external pipe 341 or the swivel motor shaft 261 (swivel brake). A second internal oil passage 398 that connects the location of 279) and the location of the steering counter shaft 280 is formed. With this configuration, the straight motor shaft 260, the auxiliary shift counter shaft 270, and the steering counter shaft 280 can also be lubricated by the hydraulic oil from the oil sump 340.

1 Traveling machine 7 Engine 63 Mission case 64 Straight-moving hydraulic continuously variable transmission 70 Turning hydraulic continuously variable transmission 251 Sub-transmission gear mechanism 270 Sub-transmission counter shaft 351 Input side gear 352 Output side gear 357 Lubrication passage 357a Inflow port 357b Flow Outlet 358,359 Fitting recess 360,361 Open type bearing

Claims (4)

In a vehicle drive device including a continuously variable transmission that continuously changes the power of an engine and a transmission case having a built-in transmission gear mechanism that switches the shift output of the continuously variable transmission in a plurality of stages.
The transmission gear mechanism is divided into an input side gear portion and an output side gear portion.
The input side in the mission case so that a part of the output side gear portion is immersed in the hydraulic oil in the mission case and the input side gear portion is located above the hydraulic oil level in the mission case. The gear part and the output side gear part are divided vertically and arranged close to each other.
The transmission case is provided with an oil reservoir for storing a part of hydraulic oil at a position higher than the input side transmission shaft that supports the input side gear portion.
A vehicle drive device in which a rib for guiding hydraulic oil in the oil sump to one end of the input side transmission shaft is formed on the inner wall of the mission case . The entering-force side transmission shaft, and forms a lubricating passage for introducing the hydraulic oil in the transmission case to the input side gear unit,
The vehicle drive device according to claim 1. The inflow port of the lubrication passage is opened on one end surface of the input side speed change shaft, and one end side of the input side speed change shaft is provided through an open bearing in a fitting recess formed in the inner wall of the transmission case. It is rotatably fitted so that the inlet of the lubrication passage faces the fitting recess.
The vehicle drive device according to claim 2. The vehicle drive device according to any one of claims 1 to 3 is provided.
combine.

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