JPH07329818A - Operating part structure of work vehicle - Google Patents

Abstract

PURPOSE:To enhance operability and smooth driving operation by forming constitution in which a pair of rocking bodies for speed change are rocked when a speed change operation tool is operated to an advance side for speed change and HST increasing/ decreasing mechanisms which are interlocked with the respective rocking bodies for speed change are respectively operated for speed increase to operate the travelling parts of the light and left sides of a travelling device so as to advance. CONSTITUTION:When a main speed change lever 35 is operated for speed change to an advance side speed change position, right and left speed change rocking bodies 17, 18 are turned about a pivotal pin through wires 19, 20, and tight and left rotor supporting arms 48, 78 and swash plate operating arms 52, 82 are tilted. As a result, respective swash plates 54, 84 for controlling a hydraulic motor through connecting wires 55, 85 have an identical tilt angle and the travelling parts of the right and left sides operate to advance at an identical speed and a vehicle body advances straight. In that state, when a turning operation lever 12 is turned, for instance, to the right, the speed change arm 14 fo the right side is turned to the right side by a turning operating projection piece 15, and the travelling part of the right side is brought into the deceleration state because of the movement of the speed change rocking body 18 to the right side and the vehicle body is turned to the right.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an operating section structure of a work vehicle equipped with left and right independent drive mechanisms, for example, agricultural machines such as combine harvesters and tractors, transport vehicles, and construction machines.

[0002]

2. Description of the Related Art Conventionally, as a work vehicle having left and right independent traveling drive mechanisms, for example, there is a combine, in which the left and right traveling parts are respectively driven by a hydrostatic drive mechanism (hereinafter referred to as "H").
It is possible to drive the vehicle by means of "ST"), and two trunnion levers of each HST are interlockingly connected to the left and right independent operation levers so that steering operation can be performed by the operation levers.

[0003]

However, in the case where the left and right HSTs are operated by independent left and right operation levers as in the above-described combine, gear shifting operation for adjusting the traveling speed of the aircraft and operation of the aircraft are performed. Since the turning operation for turning is required to be operated by the same lever, there is a problem that the operability is poor and the driving operation cannot be smoothly performed.

[0004]

In view of the above, according to the present invention, the base ends of a pair of speed change arms are coaxially supported by an arm support shaft provided on an operating table so that the speed change arms can be turned by a turning operation tool. It is possible to rotate in conjunction with the operation, the tip of each speed change arm,
Each of the shift oscillating bodies is pivotally supported so that each shift oscillating body can be swung in conjunction with the shift operation of the shift operation tool.
Moreover, each shift oscillating body is interlocked with the HST acceleration / deceleration mechanism, and the rotation operation of each shift arm and the swing operation of each transmission oscillating body are interlocked with the acceleration / deceleration operation of the HST acceleration / deceleration mechanism. It is intended to provide an operation part structure of a work vehicle characterized by the above.

[0005]

When the speed change operation tool is operated to move forward while the vehicle is traveling forward, the pair of speed change rocking bodies swing,
The HST acceleration / deceleration mechanism interlockingly connected to each gear shift oscillating body speeds up each to allow the left and right traveling portions of the traveling device to move forward.

When the turning operation tool is operated to turn right, for example, in the forward traveling state, one speed change arm rotates in conjunction with the operation, and the HST increases or decreases in conjunction with the rotation operation of the speed change arm. The speed mechanism operates toward the neutral side, and the aircraft can be turned to the right in order to decelerate or stop the right traveling unit.

Further, when the turning operation tool is further turned to the right turning direction in such a right turning state, one of the speed change arms further rotates in association with it, and the HST connected to the speed change arm is interlocked. Since the acceleration / deceleration mechanism is operated to the reverse side and the right traveling unit is operated to the reverse side, the airframe can be rapidly turned to the right (spin turn).

The left turn and the sharp left turn can be performed by turning the turning operation tool to the opposite side.

[0009]

Embodiments of the present invention will be described below with reference to the drawings.

[0010] A shown in FIG. 1 is an operating unit according to the present invention, and the operating unit A is a hydraulic motor provided in an HST (not shown) for driving the left and right traveling units such as a combine as a working vehicle to travel. By changing the attitude of the control left swash plate 54 and right swash plate 84, the aircraft can be moved forward and backward, left and right turning, and further left and
It is possible to make a sharp turn to the right.

The operating portion A is, as shown in FIGS. 1 and 2,
The operation console 10 is formed in a rectangular box shape, and the operation console 10 has front and rear walls 10a,
An arm support shaft 11 is laterally laid between the lower parts of 10b with its axis lined in the front-rear direction, and the arm support shaft 11 has a lower end of a turning operation lever 12 as a turning operation tool in order from the front side toward the rear side. The lower ends of the pair of left and right transmission arms 13 and 14 are connected to the boss 12 respectively.
The tip end of a pivoting projecting piece 15 that is pivotally supported coaxially via a, 13a, and 14a so as to be swingable left and right and that projects from the lower portion of the turning operation lever 12 toward the immediate rear is provided with a left and right transmission arm 13, It is placed between the midpoints of 14 locations.

In this way, when the turning operation lever 12 is turned, that is, when the turning operation is performed in the left-right width direction, the turning action projection piece 15 is provided at a middle portion of the speed change arms 13 and 14 located on the turning side.
The tip ends of the gears come into contact with each other so that the speed change arms 13 and 14 can be rotated in the same rotation direction.

The rotating projection 15 is provided with
As shown in Fig. 4, while maintaining a constant left and right width, a tension spring 16 is provided between the middle parts of the left and right speed change arms 13 and 14, and both speed change arms 13 and 14 are pulled by the tension springs 16, Both the shifting arms 1 on the left and right end surfaces of the rotating projection 15
By contacting the middle parts of 3,14,
The 3,14 can be held in the neutral position. 13b and 14b are spring locking pins, respectively.

Further, as shown in FIGS. 1 to 3, the neutral holding projection 21 is extended forward from the lower portion of the rear wall 10b of the operation console 10 to move the neutral holding projection 21 to the left and right. Speed change arm 1
It is inserted between the lower parts of 3, 14 and arranged, and the lower parts of the respective speed change arms 13, 14 pulled by the tension springs 16 are brought into contact with the left and right end surfaces of the neutral holding projection piece 21 so that The arms 13 and 14 can be individually held in the neutral position.

At the upper ends of the left and right speed change arms 13 and 14, the middle parts of the speed change rockers 17 and 18 are pivotally supported by pivot pins 41 and 71, respectively, and the outer ends of the speed change rockers 17 and 18 are respectively supported. Part, operation console
A main speed change lever 35, which is a speed change operation tool and is attached to the right side wall 10d of 10 through a lever support shaft 22, is connected through connection wires 19 and 20, and each of the main speed change levers 35 operates in conjunction with the speed change operation. The left and right side ends of the speed change rockers 17 and 18 can be vertically swung, and the speed change rockers 17 and 18 are the HST increasing / decreasing mechanism.
In addition to interlocking with M1 and M2, the transmission arms 13 and 14 are turned to the left and right, and the shift oscillating bodies 17 and 18 are moved up and down.
ST Acceleration / deceleration mechanism M1 and M2 acceleration / deceleration operations are linked.
Reference numerals 19a and 20a denote wire receivers, and 23 denotes a main shift lever guide body.

The left and right shift oscillating bodies 17, 18 are shown in FIGS.
As shown in FIG.
It is extended in an arc shape in the left-right width direction along the locus of rotation of 41, 71 and has a U-shaped cross section with an open rear surface. 70, and rotatably mount pivot pins 41, 71 with the axis lined in the front-rear direction on the bosses 40, 70. The middle part of the wall is fixed.

The HST acceleration / deceleration mechanisms M1 and M2 are shown in FIGS.
As shown in, the left and right bosses 50 and 80 are attached to the left and right sides of the rear wall 10b of the operation part A, and the arm pivot pins 51 and 81 whose axes are oriented in the front-rear direction are freely rotatable on the respective bosses 50 and 80. The left and right rotor support arms 48,78 extending in the left-right width direction inside the rear wall 10b at the front ends of the arm pivot pins 51,81.
The left and right rotors 47 and 77 are attached to the tips of the arms 48 and 78 via the support shafts 49 and 79, respectively, and the rotors 47 and 77 are rotated to the speed change rocking bodies 17 and 18, respectively. While being freely and slidably fitted in the left-right width direction along the speed change rocking bodies 17 and 18, the rear wall of each arm pivot pin 51 and 81 is attached to the rear wall.
On the outside of 10b, fix the base ends of the left and right swash plate operating arms 52 and 82 extending in the left-right width direction, and
Left and right swash plates 54 and 84 for controlling the hydraulic motor are connected to the tips of the 52 and 82 through interlocking connection wires 55 and 85, respectively. 55a and 85a are wire receiving members, and 58 and 88 are wire connecting bolts.

The embodiment of the present invention is configured as described above, and the operation operation mode will be described below with reference to FIGS. 3 to 7.

That is, when the main transmission lever 35 is in the neutral state and the turning operation lever 12 is in the neutral state, as shown in FIG. 3 and FIG.
7, 18 and the left and right rotor support arms 48 and 78, and the left and right swash plate operating arms 52 and 82 are in neutral positions.

From this state, when the main shift lever 35 is shifted to the forward shift position, the left and right shift oscillating bodies 17, 18 are rotated about the pivot pins 41, 71, and the left and right rotors are further rotated.
The left and right rotor support arms 48, 78 via the 47, 77 → arm pivot support pins 51, 81 → the left and right swash plate actuating arms 52, 82 are tilted as shown in FIG.

In this case, the left and right swash plates for controlling the hydraulic motor
When 54 and 84 have the same inclination angle, the left and right running parts (not shown) move forward at the same speed, and the aircraft goes straight.

Next, when the turning operation lever 12 is turned to the right from the above-mentioned straight traveling state, the right speed change arm 14 is moved through the turning action projecting piece 15 projecting from the turning operation lever 12. It is rotated to the right, and the speed change rocking body 18 attached to the upper end of the speed change arm is moved to the right.

Therefore, the right speed change rocking body 18 attached to the right side speed change arm 14 moves in an arcuate path to the right side in the tilted posture, and moves to the right end position of the right side speed change rocking body 18. The right rotor 77 that has been fitted, as shown in FIG.
With the right shift oscillating body 18 fitted in a substantially central position, the right rotor support arm 78 and the right swash plate operating arm 82 are brought closer to the neutral posture, and the right swash plate 84 is brought closer to the neutral state. .

In this case, the right-hand running portion is in a decelerated or stopped state, while the left-hand running portion operates to move forward, so that the body gently turns to the right.

Next, in the right turning state, the turning operation lever is
When 12 is further rotated to the right turning direction, the right-side speed change rocking body 18 moves in a circular arc locus to the right side while maintaining the tilted posture, and the right-side speed change rocking body 18 is substantially centered. As shown in FIG. 7, the right rotor 77, which has been fitted to the position, is fitted to the left side position of the right speed shift oscillating body 18, and the right rotor support arm 78 and the right swash plate are actuated. The right arm swash plate 84 is tilted to the reverse side by setting the arm 82 for tilting left high and right low.

In this case, the right-hand running portion operates backward, while the left-hand running portion operates forward, so that the body makes a sharp turn (spin turn) to the right.

Further, the left turning and the sharp left turning can be performed by turning the turning operation lever 12 to the left side which is the opposite side to the above, and the operation position of the turning operation lever 12 can be performed. The main gearshift lever 35 to the neutral position, the aircraft will stop.
By operating the 35 to the reverse position, the aircraft can be made to reverse, and further make a reverse left / right turn and a reverse left / right turn.
Various operations can be performed efficiently.

FIG. 8 shows an operation section A as a second embodiment. The operation section A is formed by forming the operation table 10 into a rectangular box shape elongated in the left-right width direction. A handle column 111 is installed upright in the center of the ceiling wall 10e.
While attaching the handle 118 as a turning operation tool to the upper end of the handle support shaft 112 attached to 1, the main speed change pedal as a speed change operation tool is attached to the right end protruding portion 134a of the main speed change shaft 134 which is horizontally installed in the operation console 10. 135 is interlockingly connected via a speed change mechanism 36. Reference numeral 10g is a leg portion, 10h is a wire stay, 113 is a gear case, 114 is a gear case mounting bracket, 115 is a mounting bolt, 116 is a floor portion, and 117 is an operation console support frame.

Then, as shown in FIGS. 9 and 10, the base 112a of the handle support shaft 112 with its axis vertically oriented between the ceiling wall 10e of the operation console 10 and the center of the floor 10f is rotatable. The pinion gear 123 is attached to the center of the base 112a.

Further, as shown in FIGS. 9 and 10, between the front portions of the left and right side walls 10c and 10d of the operation console 10, there are a slide shaft 128 and a main transmission shaft 134, which are axially oriented in the left-right width direction. The main transmission shaft 134 is
The cross-section is formed into a substantially triangular shape and is attached so as to be rotatable. Reference numeral 119 is a bearing body.

As shown in FIGS. 9 and 10, a slide acting body 125 is slidably attached to the slide shaft 128 in the left-right width direction, and the slide acting body 125 is attached to the slide shaft 128. The base 125a is slidably mounted, and the body 125b is integrally mounted on the base 125a and is located directly below the main transmission shaft 134.
A rack 124 extending in the left-right width direction is attached to the lower end of 5b, and the rack 124 is meshed with the pinion gear 123. 120 is a rack guide body.

In this way, when the handle 118 is rotated leftward or rightward, the base 11 of the handle support shaft 112 is rotated.
Interlocked with the rotation of the pinion gear 123 attached to 2a,
The sliding action body 125 slides rightward or leftward via the rack 124.

As shown in FIGS. 9 and 10, a pair of left and right slide bodies 127 and 130 are attached to the left and right side portions of the slide shaft 128 and the main transmission shaft 134 so as to be slidable in the left and right direction. Neutral return springs 131 and 132 are attached to the outer sides of the slide bodies 127 and 130, and the neutral return springs 131 and 132 bias the slide bodies 127 and 130 to the neutral state, while the gate is provided at the center of the ceiling wall 10e of the operation console 10. A mold neutral position stopper 133 is attached, and each of the slide bodies 127 and 130 can be stopped at the neutral position by the neutral position stopper 133.

Moreover, as shown in FIGS. 8 to 10, HST acceleration / deceleration mechanisms M1 and M2 are interlockingly connected to the pair of left and right slide bodies 127 and 130, respectively, so that the slide operation and the rotation operation of each slide body 127 and 130 can be performed. , HST acceleration / deceleration mechanisms M1 and M2 are interlocked with each other, and the HST acceleration / deceleration mechanism M1 includes a left guide body 142 and a left rotor 14 as shown in FIGS.
7 and left rotor support arm 148 and left swash plate operating arm 152
And a left connecting wire 155.

As shown in FIGS. 9 and 10, the left slide body 127 has a left arm support portion 137 rotatably fitted to the right end portion of the outer peripheral surface, and the left arm support portion 137 slides from the front outer peripheral surface portion. Extend the left-hand stop 138 toward 128,
The left-hand rotation stopper 138 is loosely fitted to the outer peripheral surface of the slide shaft 128 in the left-right width direction, while the left-arm support portion 137.
The left guide body support arm 139 is extended downward from the rear outer peripheral surface portion, and the left boss portion 140 is attached to the tip of the arm 139.
, And rotatably mount a pivot pin 141 with the axis line substantially horizontally in the front-rear direction in the boss 140.
A central portion of the front wall of a left guide body 142 having a U-shaped cross section, which extends in the left-right width direction and has a rear surface opened, is fixed to the rear end of 1.

Then, as shown in FIGS. 9 and 10, the left swing arm 143 is extended rearward from the left end of the outer peripheral surface of the left slide body 127, and the tip end of the left swing arm 143 is adjustable for expansion and contraction. The left guide 144 is connected to the upper end of the left link 144 via a connecting bolt 145.
The outer end of the front wall of 142 is connected via a connecting bolt 146.

In this way, the left guide body 142 is integrated with the left slide body 127, which slides in conjunction with the sliding movement of the slide action body 125, along the slide shaft 128 and the main transmission shaft 134 in the left-right width direction. It is slid up and down, and is pivotally moved up and down around the pivot pin 141 integrally with the left slide body that is rotated in conjunction with the rotation operation of the main transmission shaft 134 by the main transmission pedal 135 described later. . Figure 10
In the figure, W is a rotation operation range of the main transmission shaft 134, and within the rotation operation range W, one end portion of the left guide body 142 is vertically rocked.

As shown in FIGS. 9 and 10, the left guide body 42 has a left rotor 147 rotatable and left guide body 42.
The left rotor 147 is slidably fitted in the left-right width direction along the 142, and the left rotor 147 is attached to the outer end portion of the left rotor support arm 148 extending in the left-right width direction via a support shaft 149. Attach the inner end of the support arm 148 to the rear wall 10g of the operation console 10 and the boss 150.
For activating the left swash plate, which is pivotally supported vertically by an arm support shaft 151 with its axis oriented in the front-back direction and extends in the left-right width direction outside the operation console 10 at the end of the arm support shaft 151. Fix the left end of the arm 152 with the fixing bolt 153,
A right swash plate 184 for controlling a hydraulic motor is interlockingly connected to the right end of the left swash plate operating arm 152 via a left connecting wire 155. 158 is a wire connecting bolt.

In this way, the left rotor support arm 148 swings up and down through the left rotor 147 in conjunction with the left guide body 142 that slides left and right in a tilted posture at a fixed angle, and the support arm 148 is moved. Left swash plate operating arm 15 integrated with
2 swings up and down in the opposite direction to the support arm 148 to move the right swash plate 184 via the left connecting wire 155 so that the hydraulic motor can be controlled.

Further, the above is the left slide body 127 and the right swash plate.
Although the HST acceleration / deceleration mechanism M1 provided between the right slide body 130 and the left swash plate 154 has been described above, the HST acceleration / deceleration mechanism M1 provided between the right slide body 130 and the left swash plate 154 has the same configuration at the left and right symmetrical positions. 168 is a clockwise stopper, 169 is a right guide body supporting arm, 170 is a right boss portion, 171 is a pivot pin, 172 is a right guide body, 173 is a right swing arm, and 174 is a right arm. Link, 175,176 are connecting bolts, 177 is right rotor, 178
Is a right rotor support arm, 179 is a spindle, 180 is a boss, 18
1 is an arm support shaft, 182 is an arm for operating the right swash plate, 183 is a fixing bolt, 185 is a right connecting wire, and 188 is a wire connecting bolt.

Next, the above-mentioned speed change mechanism 36 will be described. As shown in FIGS. 8, 9 and 11, the right side end portion of the main speed change shaft 134 protruding outward from the right side wall of the operation console 10 is provided. , The lower part of the inverted triangular shift oscillating plate 36a is attached, and the front and rear side locking projections 36b and 36c are respectively provided at the upper front and rear positions of the shift oscillating plate 36a so as to project outward. Further, the lower end of the forward / reverse switching arm 36d is pivotally supported on the right end of the main transmission shaft 134 via the boss portion 36e, and the arm 36d is rotated forward to rotate the front locking projection 36b. The forward switching position where the upper end of the front side is in contact with the rear side, and the protruding piece for rear side locking by rotating backward.
The posture can be changed to the reverse drive position where the upper end of the rear side is in contact with 36c, and the upper end of the arm 36d and the main transmission pedal 135
It is interlockingly connected to the tip side of the through the interlocking rod 36f. 36j and 36k are connecting pins. 36m is the rocking plate for shifting
Neutral holding springs for holding 36a neutrally, and 36p and 36q are spring locking pins, respectively.

Here, as shown in FIGS. 9 and 11, the main transmission pedal 135 has a base end side portion pivotally supported on the floor portion 116 by a pivot shaft 135a, and a tip end side portion thereof is vertically swingable.

Further, the upper spring locking pin 36s provided in the middle of the forward / reverse switching arm 36d has a structure shown in FIGS.
As shown in 1, the lower part of the forward / reverse switching lever 36g is interlockingly connected via a connecting wire 36h, and in conjunction with the forward / backward rotation operation of the forward / reverse switching lever 36g, the forward / reverse switching arm 36g is connected.
The attitude can be changed between the forward switching position and the reverse switching position described above. 36r is a forward / reverse switching lever support shaft.

Further, the upper spring locking pin 36s provided in the middle of the forward / reverse switching arm 36d and the speed change rocking plate 36a.
As shown in FIG. 11, a tension spring 36n is provided between the lower spring locking pin 36t provided at the lower end of the arm 36d.
Can be pulled and held beyond the fulcrum at the forward switching position or the reverse switching position.

In this way, when the forward / reverse switching lever 36g is set to the neutral state, the forward / backward switching arm 36d moves to the main speed change shaft.
The neutral posture is set uprightly above 134, and the shifting rocking plate 36a is also held in the neutral posture by the neutral holding spring 36m.

When the forward / reverse switching lever 36g is rotated forward, the forward / reverse switching arm 36d changes its posture to the forward switching position via the connecting wire 36h, and the main transmission pedal 135 is depressed in the same state. , The forward / reverse switching arm 36d pivots forward through the interlocking rod 36f, and the arm 36d pivots the shifting rocking plate 36a forward through the front side locking projection 36b to shift the same gear. Main transmission shaft linked to rocking plate 36a
The 134 can be rotated forward.

When the forward / reverse switching lever 36g is rotated backward, the forward / reverse switching arm 36d changes its posture to the reverse switching position via the connecting wire 36h, and when the main transmission pedal 135 is depressed in the same state. , The forward / reverse switching arm 36d pivots rearward via the interlocking rod 36f, and the arm 36d pivots the shifting rocking plate 36a rearward via the rear side locking projection 36c to shift the same speed. Main transmission shaft 13 linked to rocking plate 36a
The 4 can be turned to the reverse side.

The second embodiment is configured as described above, and the operation mode of operation will be described below with reference to FIGS. 9 and 12.

That is, when the forward / reverse switching lever 36g is in the neutral state and the handle 118 is in the neutral state, as shown in FIG.
The 172, the left and right rotor support arms 148, 178, and the left and right swash plate operating arms 152, 182 have a substantially horizontal posture.

From this state, when the forward / reverse switching lever 36g is turned forward, which is the forward shift position, and the main speed change pedal 135 is stepped on, the main speed change shaft 134 is turned, and the left and right slide bodies 127, 130 → Left and right swing arms 143,173 → Left and right links 144,174 → Left and right guide bodies 142,172 are pivot pins 141,17
Rotate around 1 and then, via the left and right rotors 147,177, the left and right rotor support arms 148,178 → arm support shafts 151,18
1 → Place the left and right swash plate actuating arms 152, 182 in the inclined posture shown in FIG.

In this case, the left and right swash plates 154 and 184 for controlling the hydraulic motors have the same inclination angle, and the left and right traveling parts (not shown) travel forward at the same speed, and the machine body goes straight.

Next, for example, when the handle 118 is rotated rightward from the straight-ahead state, the pinion gear 123 rotates, and the rack 124 meshed with the pinion gear 123 moves to the right and is attached to the rack 124. Sliding body 125
Pushes the right slide body 130 to the right and slides it.

Therefore, the right guide body 172 attached to the right slide body 130 slides leftward in the tilted posture and is fitted to the left end position of the right guide body 172. As shown in FIG. 12C, when the right slide body 130 is fitted in a substantially central position, the right rotor support arm 178 and the right swash plate operating arm 182 are brought close to the horizontal posture. , Move the right swash plate 184 closer to the neutral state.

In this case, the right-hand running portion is decelerated or stopped, while the left-hand running portion operates to move forward, so that the machine body gently turns right.

Next, when the handle 118 is further rotated in the right turning direction in the right turning state, the right guide body 172 is moved.
Is further slid to the right in the tilted posture, and the right rotor 177 fitted in the substantially central position of the right guide body 172 is moved to the right slide body as shown in FIG. When the right rotor support arm 178 and the right swash plate actuating arm 182 are fitted to the left side position of the 130, the right swash plate 184 is tilted backward.

In this case, the right-side traveling portion operates backward traveling, while the left-side traveling portion operates forward traveling, so that the body makes a sharp turn (spin turn) to the right.

Further, the left turn and the sharp left turn can be performed by turning the handle 118 to the opposite side to the above, and regardless of the operating position of the handle 118, the forward / reverse switching lever 36g. To move to the neutral position, and to operate the forward / reverse switching lever 36g to the reverse position, the aircraft can move to the reverse, and further to the reverse left / right or the reverse left / right. Therefore, various operations can be performed efficiently.

Moreover, since the forward / backward movement can be performed by depressing the main transmission pedal 35a while holding the handle 118, operability and safety can be improved at the same time.

In this embodiment, the slide bodies 127 and 130 are
I have explained about what is arranged in the left-right width direction,
The arrangement of the slide bodies 127, 130 is not limited to this, and may be the vertical direction or the oblique direction.

FIG. 13 shows a mounting structure of left and right swash plate actuating arms 152 and 182 as another embodiment.
At the base of the left and right swash plate actuating arms 152, 182, attach each arm 15
The arm length adjusting elongated holes 152a, 182a extending along the extending direction of the 2,182 are formed.The arms 152,182 are fixed bolts 153,183 at the ends of the arm support shafts 151,181 via the elongated holes 152a, 182a. The arm length is adjustable by extension.

In this way, the left and right swash plate operating arms 15
By finely adjusting the amount of rotation of each arm of 2,182, it is possible to freely change the characteristics of the output (motor speed) of the hydraulic motors interlockingly connected via the left and right connecting wires 155,185. In particular, by eliminating the variations in the outputs of the left and right hydraulic motors, it is possible to ensure good straightness of the machine body.

The left and right connecting wires 155 and 185 are shown in FIG.
As shown in Fig. 6, each of the left and right inner wires 155a, 185a and the left and right outer wires 155b, 185b is formed to have a short length of each inner wire 155a, 185a.
2 Connect to the tip of each inner wire 155a, 185a
One end of the outer wires 155b and 185b covering the shaft is swingably fixed to the wire stay 10h via a slide receiver 95.

As shown in FIG. 13, the slide receiver 95 has a rectangular plate-shaped slide portion 95a and the slide portion 95a.
It is formed from a wire receiving portion 95b formed in a horizontally overhanging shape at the lower end of the slide portion 95a.The slide portion 95a has four vertically elongated slide slots 96, 96,
96, 96 are formed, and the slide portion 95a is attached to the wire stay 10h through the long holes for slide 96, 96, 96, 96.
7,97,97,97 are mounted so as to be slidable up and down, and a slide adjusting bolt 98 is provided between the slide portion 95a and the wire stay 10h via bolt support portions 98a, 98a, 98b.

Also, one end of each of the left and right outer wires 155b, 185b is fixed to the wire receiving portion 95b.

In this way, by adjusting the slide adjusting bolt 98 forward and backward, the slide portion 95a is adjusted to the wire stay 10h in the vertical slide position, and the left and right swash plate actuating arms 152, 182 are moved to the forward acting position, the neutral position, and the The position of the reverse action position can be adjusted at the same time.

At this time, by finely adjusting the arm rotation amounts of the left and right swash plate actuating arms 152 and 182 in advance to match the outputs of the left and right hydraulic motors, the forward and backward advancing position adjusting work can be performed easily and reliably. be able to.

FIG. 14 shows a normal combine B having an operating section A as a second embodiment. The normal combine B is provided on a crawler type traveling unit U and a threshing unit K.
Are arranged, and the grain culm is mowed by the harvesting and conveying device G projecting forward from the threshing device K, and the grain culm and the tip portion are passed through the inside of the threshing device K as they are for threshing treatment.

An engine E is provided on the side of the threshing device K, and the engine E allows the left-hand running hydraulic pump PL to be driven.
And right-hand drive hydraulic pump PR and work implement hydraulic pump P1
The charge pump P2 and the hydraulic pump P3 can be driven respectively, and the left and right traveling hydraulic pumps PL and PR are linked to the left and right traveling hydraulic motors ML and MR, respectively, to control the left and right hydraulic motors ML and MR. The swash plates 154, 184 are interlockingly connected with the steering section A as the second embodiment.

The crawler type traveling unit U is provided with a traveling transmission T in an interlocking manner. As shown in FIG. 15, the axles 200 and 200 are respectively projected outward at the lower left and right sides of the traveling transmission T. Provided, each axle 20
Drive sprocket 20 for crawler type traveling device U at 0,200
1,201 is installed.

The traveling transmission T is
As shown in FIG. 15, the right traveling hydraulic motor MR and the left traveling hydraulic motor with the mounting positions deviated vertically on the left and right sides.
ML is provided, the hydraulic motor MR for right driving is arranged above the transmission T for driving, and the output shaft 20 is connected to the motor shaft 202 of the hydraulic motor MR for right driving via a coupling.
3 are connected in series, the fixed gear 204 is attached to the output shaft 203, and the parking brake device 205 is attached to the left end of the output shaft 203.
The fixed gear 204 and the lower clutch shaft 206
It is formed as a gear having the same number of teeth as the loosely fitted gear 207 attached to the above, and constitutes a constant velocity transmission mechanism between both gears 204, 207.

Due to the constant speed transmission mechanism, although the left traveling hydraulic motor ML and the right traveling hydraulic motor MR are arranged at positions vertically eccentric to each other, the right rotating gear 208 and the left traveling hydraulic motor MR are arranged. The gear 209, which is the rotating body of, is arranged on the same axis, and both gears 208 and 209 are clutch devices.
It is possible to connect by 210. In addition, the right-side rotating body gear 208 is a right-running hydraulic motor MR via a constant speed transmission mechanism composed of a fixed gear 204 and a loose fitting gear 207.
While it is attached to the output shaft 203 of the
209 is directly connected to the output shaft 201 of the left traveling hydraulic motor ML.

The gear 208, which is the rotating body on the right side, has a first shaft 212.
The small-diameter gear 214 that meshes with the large-diameter gear 213 loosely fitted to the large-diameter gear 213 is integrated with the large-diameter gear 213.
It meshes with 6. A small diameter gear 217 at the other end of the reduction shaft 215 meshes with a gear 218 on the axle 200, and a sprocket 201 is fixed at the other end of the axle 200 to drive the crawler type traveling unit U. Similarly, the gear 209 on the left is
The large-diameter gear 219 on the first shaft 212 meshes with the large-diameter gear 21.
The small diameter gear 220 integrated with 9 meshes with the large diameter gear 221 on the reduction shaft 226. Small gear 222 on reduction shaft 212
, Meshes with the gear 223 on the axle 224, and the sprocket 225 at the other end of the axle 200 is driven. The reduction mechanism is the first
The shaft 212, the reduction shafts 215 and 226, and the large and small diameter gear trains arranged on the axles 200 and 224, respectively. The right rotating body gear 208 and the left rotating body gear 20
Reference numeral 9 constitutes an input rotating body of these speed reducing mechanisms.

The hydraulic circuit will be described with reference to FIG. The left traveling hydraulic pump PL and the left traveling hydraulic motor ML, and the right traveling hydraulic pump PR and the right traveling hydraulic motor MR are connected by independent closed circuits, respectively, and in the closed circuit,
Pilot hydraulically actuated bypass valves 247, 248 are provided which can connect the high pressure side and the low pressure side respectively. Negative pressure was generated in the pressure oil from the charge pump P2 in the closed circuit of the left traveling hydraulic pump PL and the left traveling hydraulic motor ML, and in the open circuit of the right traveling hydraulic pump PR and the right traveling hydraulic motor MR. In some cases, it is supplied to replenish. 250 is a relief valve for setting the charge hydraulic pressure. Further, the pressure oil of the charge pump P2 is supplied to the bypass operation switching valve 246 that switches the bypass valves 247 and 248. The bypass operation switching valve 246 is of an electromagnetic type and is configured to switch to the position (a) of FIG. 16 when the vehicle is in the straight traveling state and to be excited to the position (b) of the steering state. .

When the bypass operation switching valve 246 is placed in the position (a) when the vehicle is in the straight traveling state, the pressure oil from the charge pump P2 is discharged to both the bypass valves 247 and 248.
1 pilot oil chamber and switch it to operate.
As shown in FIG. 6, the high voltage side and the low voltage side of the two independent closed circuits are connected to each other. As a result, the left traveling hydraulic motor ML and the right traveling hydraulic motor MR are connected in parallel, and the rotational speeds of the respective motors ML and MR can be matched. Further, when the bypass operation switching valve 246 is placed in the (b) position when the vehicle is in the steering state, both bypass valves 247 and 248 connect the high pressure side and the low pressure side of the two independent closed circuits. It switches to the direction to release. As a result, since the left traveling hydraulic motor ML and the right traveling hydraulic motor MR are independent of each other, they receive different oil flows discharged from the left traveling hydraulic pump PL and the right traveling hydraulic pump PR, respectively. The rotational speeds of the motors ML and MR can be changed independently.

Hydraulic pump different from the charge pump P2
P3 is provided and serves as a hydraulic pressure source of the clutch device 210. A clutch switching solenoid valve 230 is provided in the oil supply circuit of the hydraulic pump P3 to transfer the pressure oil from the hydraulic pump P3 to an oil passage 231 that connects to an oil wall for disengaging the clutch device 210 described above or the clutch device 21 described above.
The oil is selectively supplied to the oil passage 232 connected to the lubricated portion around 0. The clutch switching solenoid valve 230 is excited to move to the position (a) in FIG. 16 when the airframe is in the straight traveling state.
In the steering state and engine stop state (b)
When the clutch switching solenoid valve 230 is placed in the (a) position when the machine body is in the straight traveling state so as to switch to the position, the pressure oil from the hydraulic pump P3 is guided to the oil passage 232, and the lubricating oil is applied to the lubricated portion. The oil passage 231 of the clutch device 210 is communicated with the tank side and the clutch is engaged by the spring as described above.
Also, when the airframe is in the steering state, the clutch switching solenoid valve 23
When 0 is placed in the position (b), the pressure oil from the hydraulic pump P3 is guided to the oil passage 231 to disconnect the clutch device 210 and cut the supply of lubricating oil to the lubricated portion. is there. Reference numeral 233 is a relief valve for setting the release hydraulic pressure of the clutch device 210, and the relief oil is guided to the oil passage 232.

The pressure oil of the charge pump P2 is supplied to the motor swash plate angle switching solenoid valve 245. The motor swash plate angle switching solenoid valve 245 is switched to the position (b) in FIG. 16, whereby the pistons of the swash plate operating cylinders 257 and 258 of the left traveling pressure oil motor ML and the right traveling hydraulic motor MR are driven by the pressure oil. As it extends, the angle of the swash plate of the motor is increased. When the motor swash plate angle switching solenoid valve 245 is switched to the position (a) in FIG. 16, the swash plate angle of the motor is returned to the original position by the springs in the swash plate operating cylinders 257 and 258. By switching the electromagnetic valve 245 for switching the swash plate angle of the motor by means of the auxiliary shift switch provided near the driver's seat, the motor speed can be changed in two steps, high and low. 259 is a line filter and 260 is an oil cooler. 261 is a hydraulic oil tank, and in this configuration, the traveling transmission T
The lubricating oil tank and the hydraulic oil tank 261 included in are configured separately. The lubricating oil in the traveling transmission T is sucked through the oil filter F by the hydraulic pump P3 and used as the hydraulic power source of the clutch device 210.

The variable displacement hydraulic pump P1 driven by the engine E together with the hydraulic pump P3 is connected to the hydraulic motor 244 disposed in the drive system of the working machine V via a closed circuit, and the pump P1 By this capacity changing operation, the work machine V can be continuously subjected to speed change control.

As described above, the present embodiment is provided with the left traveling hydraulic pump PL and the left traveling hydraulic motor ML, and the right traveling hydraulic pump PR and the right traveling hydraulic motor MR to drive the vehicle straight ahead. If the clutch device 210 is engaged, the clutch device 210 is engaged, and if the aircraft is to be turned in either the left or right direction, the clutch device 210 is disengaged so that the handle 118 is turned during the turning operation. The vehicle body can be turned by the number of rotations of the left traveling hydraulic motor ML and the right traveling hydraulic motor MR that change in proportion to the rotation angle.

Moreover, in this embodiment, as shown in FIG. 17, the disconnection signal of the clutch device 210 is the handle 118.
Is not output unless it is rotated by a certain angle or more. Z is a straight traveling zone of the body, Y1 is a disconnection signal line of the clutch device 210, and Y2 is a proportional straight line between the rotation angle of the left and right swash plate operating arms 152 and 182 and the rotation angle of the handle 118.

In this way, the left and right traveling hydraulic motor M
Even if there is a motor difference between L and MR, it is possible to prevent the body from touching to the left or right when turning due to the motor difference.

Therefore, for example, as shown in FIG. 18, when there is a motor-equipment difference Q between the left traveling hydraulic motor ML and the right traveling hydraulic motor MR, the clutch device 210 is operated even if the vehicle is turned to the left. When the connection is released, the left drive hydraulic motor ML
The aircraft makes a right turn due to the rapid operation of the aircraft and causes a so-called reverse steering wheel phenomenon. However, as shown in FIG. 18, by setting the aircraft straight traveling zone Z, which is the neutral zone of turning, the left and right traveling motors ML and MR are driven. It is possible to prevent the occurrence of the reverse steering wheel phenomenon by absorbing the motor machine difference Q of. Q1 is the rotational speed of the left traveling hydraulic motor ML, Q2 is the right traveling hydraulic motor MR
Is the number of rotations.

Even when the above-mentioned ordinary combine B is equipped with the operating portion A according to the first embodiment, the same operational effect can be obtained.

[0083]

According to the present invention, the following effects can be obtained.

That is, regardless of the gear shift operation position of the gear shift operation tool for performing forward / backward shift of the machine body, the turning operation tool can perform the straight-ahead operation, the left / right turn operation, and the left / right steep turn operation. In addition, the driving operation is facilitated, erroneous operation can be prevented, and safety can be improved.

Further, regardless of the operation position of the turning operation tool, if the speed change operation tool is set to the neutral position, the machine body stops, so that the traveling speed of the machine body according to various works can be obtained. Various work efficiency can be improved.

[Brief description of drawings]

FIG. 1 is a rear view of an operation unit according to the present invention.

FIG. 2 is a sectional side view of the operation unit.

FIG. 3 is an explanatory view of a main part of the operation unit.

FIG. 4 is an explanatory diagram showing a state in which a main shift lever is in a neutral position and a turning operation lever is in a neutral state (airframe is stopped).

FIG. 5 is an explanatory view showing that the main shift lever is shifted to the forward side and the turning operation lever is in a neutral state (aircraft straight ahead).

FIG. 6 is an explanatory diagram showing a state in which the main shift lever is shifted to the forward side and the turning operation lever is in a right turning state (the body is turning to the right).

FIG. 7 is an explanatory diagram showing that the main shift lever is shifted forward and the turning operation lever is in a right spin turn state (the body is a sharp right turn).

FIG. 8 is an explanatory rear view of an operation unit as a second embodiment.

FIG. 9 is an explanatory cross-sectional plan view of the operating portion.

FIG. 10 is a cross-sectional side view explanatory diagram of the operation section.

FIG. 11 is an explanatory view of a main part of the operation unit.

FIG. 12 is an operation explanatory view of the guide body.

FIG. 13 is an explanatory view of a mounting structure of left and right swash plate actuating arms according to another embodiment.

FIG. 14 is a partially cutaway side view of an ordinary combine harvester having an operation unit as a second embodiment.

FIG. 15 is a front explanatory view of a traveling transmission.

FIG. 16 is a hydraulic circuit diagram.

FIG. 17 is an explanatory diagram of transmission timing of a connection release signal to the clutch device.

FIG. 18 is an explanatory view of a connection release operation timing of the clutch device.

[Explanation of symbols]

 A Operation unit 10 Control console 12 Swiveling control lever 13 Speed change arm 14 Speed change arm

Claims (1)

[Claims] 1. A base end of a pair of speed change arms is coaxially supported by an arm support shaft provided on an operation console so that each speed change arm can rotate in conjunction with a turning operation of a turning operation tool. At the tip of each speed change arm, a middle portion of the speed change rocking body is pivotally supported so that the speed change rocking body can be rocked in conjunction with the speed change operation of the speed change operation tool. Is linked to an HST acceleration / deceleration mechanism, and the acceleration / deceleration operation of the HST acceleration / deceleration mechanism is interlocked with the rotation operation of each shift arm and the swing operation of each shift oscillating body. Operation part structure.