EMBODIMENT OF THE INVENTION Below, embodiment which actualized this invention is described based on drawing.
(One). Schematic structure of combine
First, the schematic structure of a combine is demonstrated, referring FIG. 1 and FIG.
The combine which is an example of a traveling vehicle includes a traveling body 1 supported by a pair of left and right traveling crawlers 2 as a traveling unit. In the front part of the traveling body 1, the harvesting | reaping apparatus 3 which collects the pavement-mounted grain stem (uncut grain stem), is harvested, and is mounted so that a lifting-control is possible by the single-acting hydraulic cylinder 4. As shown in FIG.
The threshing apparatus 5 with the feed chain 6 and the grain tank 7 which store the grain after threshing are mounted in the traveling body 1 in the horizontally arranged shape. In this case, the threshing apparatus 5 is arrange | positioned at the left side of the traveling direction of the traveling body 1, and the grain tank 7 is arrange | positioned at the right side of the traveling direction of the traveling body 1. In the rear part of the traveling body 1, the discharge auger 8 is provided so that rotation is possible. The grains in the grain tank 7 are carried out, for example, in the track | truck tray, a container, etc. from the front end rice discharge port of the discharge auger 8.
The steering wheel 9 is provided between the harvesting device 3 and the grain tank 7 as a turning manual operating tool for changing and turning the turning direction and the turning speed of the traveling body 1 (a manual turning tool for turning). 10), the steering seat 11 etc. which an operator sits on is arrange | positioned. The side column 12 disposed on one side of the steering seat 11 has a main gear lever 13 (a straight manual operating tool) as a manual operating tool for straight traveling which performs shifting operation of the traveling body 1, and hydraulic endlessness described later. To the sub transmission lever 14 for setting and maintaining the output and rotation speed of the transmission 50 in a predetermined range, the mowing clutch lever 15 for power connection / disconnection operation to the harvesting device 3, and the threshing device 5 Threshing clutch lever 16 for a power connection / disconnection operation is provided so that back and forth tilting is possible.
The main gear lever 13 (straight manual operation tool) is for steplessly changing forward, stop and retreat of the traveling body 1 and its vehicle speed. The sub transmission lever 14 changes and operates the sub transmission mechanism 51 in the mission case 18 to be described later in accordance with the working state, and controls the output and rotation speed of the straight HST mechanism 53 to be described later at low speed, medium speed, and high speed. And it is to maintain and set to the four-speed shift stage called neutral. The harvesting clutch lever 15 is for power connection / disconnection operation to the harvesting device 3, and the threshing clutch lever 16 is for power connection / disconnection operation to the threshing device 5.
Below the control part 9, the engine 17 as a power source is arrange | positioned. In the front of the engine 17, a mission case 18 is disposed for appropriately shifting the power from the engine 17 to the left and right traveling crawlers 2, respectively. The engine 17 employs a diesel engine.
The harvesting device 3 includes a barricade harvesting device 19, four sets of grain stem raising devices 20, a grain stem conveying device 21, and a grass dividing body 22. The mowing blade device 19 is disposed below the mowing frame 41 (see FIG. 1) constituting the framework of the mowing device 3. The grain stem raising device 20 is disposed above the harvesting frame 41. The grain stem conveying apparatus 21 is arrange | positioned between the grain stem raising device 20 and the feed start end of the feed chain 6. The herbaceous body 22 protrudes in the lower front of the grain stem raising device 20.
The traveling body 1 drives the left and right traveling crawlers 2 with the engine 17 to move the inside of the pavement, and continuously cuts the uncut grain stem of the pavement by the drive of the harvesting device 3.
The threshing apparatus 5 includes a barrel 23 for threshing harvested grain stems, a swing sorting mechanism 24 and a wind sorting mechanism 25 disposed below the barrel 23, and a barrel 23. It is provided with the rosin port processing cylinder 26 which reprocesses the threshing material withdraw | derived from the rear part of the.
The barrel 23 is disposed in a barrel of the threshing apparatus 5. The swing sorting mechanism 24 is for rocking sorting the threshings threshed in the barrel 23, and the wind sorting mechanism 25 is for wind sorting the threshings.
The bottom side of the harvesting grain stem sent from the harvesting apparatus 3 is taken over by the feed chain 6. And the ear tip side of harvesting grain stem is carried in threshing apparatus 5, and threshing process is carried out by barrel 23. As shown in FIG. In addition, the rotating shaft 95 (refer FIG. 3) of the barrel 23 extends along the conveyance direction (moving direction of the traveling body 1) of the harvesting grain stem by the feed chain 6. As shown in FIG.
In the lower part of the threshing apparatus 5, the first storage container 27 which collects the first object, such as a grain, of the grains sorted by both sorting mechanisms 24 and 25, and a grain with rachis- The 2nd storage container 28 which collects 2nd objects, such as a branch and an ear-broken grain, is provided. The storage bins 27 and 28 are traveling crawlers 2 when viewed from the side in the order of the first storage bin 27 and the second storage bin 28 from the traveling direction front side of the traveling body 1. Is installed horizontally above the rear portion of the.
No. 1, such as a grain, collected in the No. 1 storage container 27 through the sorting by the both sorting mechanisms 24 and 25, is No. 1 conveyor 29 and grains in the No. 1 storage container 27. It is sent to the grain tank 7 via the grain conveyor 32 (see FIG. 3) in the -lifting cylinder 31.
The second article such as the diameter-adhering lip and the like is collected in the second bin 28 behind the first bin 27, and here, the second conveyor 30 and the reduction barrel (in the second bin 28) It is sent to the process wing 35 twice through the reduction conveyor 34 in FIG. 33 (refer FIG. 3). Then, the second article is returned to the threshing apparatus 5 after the second threshing in the processing cavity 35 and then reselected. The straw crumbs are sucked into the exhaust fan 36 and discharged out of the apparatus from an outlet (not shown) formed in the rear portion of the threshing apparatus 5.
A straw discharge chain 37 is arranged on the rear side (feed end side) of the feed chain 6. The discharge straw (separated rice straw) inherited from the rear end of the feed chain 6 to the straw discharge chain 37 is discharged to the rear of the traveling body 1 in a long state, or to the rear of the threshing apparatus 5. In the straw discharge cutter 38 in which it exists, it cut | disconnects shortly to a suitable length and discharges to the rear of the traveling body 1.
(2). Combine Power Transmission System
Next, the power transmission system of a combine is demonstrated, referring FIG. 3 and FIG.
One of the power from the engine 17 is branched and transmitted in two directions of the harvesting apparatus 3 and the threshing apparatus 5. Other power from the engine 17 is transmitted towards the exhaust auger 8. The branching power from the engine 17 toward the harvesting device 3 is once transmitted to the hydraulic continuously variable transmission 50 of the mission case 18 via the pulley belt transmission system and the traveling clutch 89. In this case, the branch power from the engine 17 is appropriately shifted by the hydraulic continuously variable transmission 50 of the mission case 18 and left and right through the drive output shaft 77 protruding left and right outward from the mission case 18. It is configured to be output to the driving wheel 90 of.
The mission case 18 includes a hydraulic mechanism 50 as described above, a sub transmission mechanism 51 having a plurality of gear stages, a differential mechanism 52 having a pair of left and right planetary gear mechanisms 68, and the like. (See FIG. 4).
The hydraulic continuously variable transmission 50 includes a straight HST mechanism 53 (straight transmission) consisting of a first hydraulic pump 55 and a first hydraulic motor 56, a second hydraulic pump 57 and a second hydraulic pressure. It is comprised by the turning HST mechanism 54 (swing transmission) which consists of the motor 58. As shown in FIG.
The power from the output shaft 49 of the engine 17 to the hydraulic continuously variable transmission 50 through the traveling clutch 89 passes through the first hydraulic pump 55 and the second hydraulic pump 57. 59).
In the straight HST mechanism (straight transmission) 53, hydraulic oil is suitably fed from the first hydraulic pump 55 toward the first hydraulic motor 56 by the power transmitted to the common pump shaft 59. Similarly, in the swing HST mechanism (swing transmission) 54, hydraulic oil is appropriately fed from the second hydraulic pump 57 toward the second hydraulic motor 58 by the power transmitted to the common pump shaft 59. .
In addition, although not shown in detail, the common pump shaft 59 is attached with the charge pump for supplying hydraulic oil to the hydraulic pumps 55 and 57 and the hydraulic motors 56 and 58. As shown in FIG. The charge pump is configured to interlock with the common pump shaft 59 and to be driven by the power of the engine 17.
The straight HST mechanism (straight transmission) 53 corresponds to the operation amount of the main gear lever (straight manual operating tool) 13 or the steering wheel (swivel manual operating tool) 10 disposed on the control unit 9. Therefore, by changing and adjusting the inclination angle of the rotating swash plate in the first hydraulic pump 55 to change the discharge direction and the discharge amount of the hydraulic oil to the first hydraulic motor 56, it protrudes straight from the first hydraulic motor 56. It is comprised so that the rotation direction and rotation speed of the motor motor 60 may be arbitrarily adjusted.
The rotational power of the linear motor shaft 60 is transmitted from the linear transmission gear mechanism 62 to the sub transmission mechanism 51 made of a conventionally known gear mechanism, while the linear transmission gear mechanism 62 and the one-way clutch are described above. It is also transmitted to the mowing PTO shaft 64 protruding from the mission case 18 through the 63. The power transmitted to the mowing PTO shaft 64 is passed through the mowing input shaft 43 in the horizontally long mowing input pipe 42 (see FIG. 1) constituting the framework of the mowing device 3 (see Fig. 1). It is delivered to each device 19-21 of 3). For this reason, each device 19-21 of the said harvesting | reaping apparatus 3 is driven by vehicle speed tuning speed.
The sub transmission mechanism 51 controls the range of adjustment of the rotational power (rotation direction and rotation speed) from the straight motor shaft 60 by the operation of the sub transmission lever 14 disposed on the control unit 9. This is to switch to the two-speed gear stage. Moreover, between the low speed and the high speed of a sub transmission, it has neutral (a position where the output of a sub transmission becomes zero (zero)). The parking brake shaft 65, which is a component of the sub transmission mechanism 51, is provided with a parking brake 66 such as a wet multi-plate disc.
The rotational power from the sub transmission mechanism 51 is transmitted to the differential mechanism 52 from the sub transmission output gear 67 fixed to the parking brake shaft 65. The differential mechanism 52 includes a pair of planetary gear mechanisms 68 arranged in a symmetrical shape, and a relay shaft 69 positioned between the planetary gear mechanism 68 and the parking brake shaft 65.
The sub transmission output gear 67 of the parking brake shaft 65 is engaged with the intermediate gear 70 attached to the relay shaft 69, and the intermediate gear 70 is a center gear fixed to the sun gear shaft 75. (76) (details described later).
Each of the planetary gear mechanisms 68 includes a pair of sun gears 71, a plurality of planetary gears 72 engaged with the outer circumference of the sun gear 71, and rings engaged with the outer circumference of the planetary gears 72. A gear 73 and a carrier 74 formed by rotatably supporting a plurality of planetary gears 72 on the same radius are provided.
The carriers 74 of the two planetary gear mechanisms 68 are arranged to face each other at appropriate intervals on the same axis. In the center portion of the sun gear shaft 75 located between the two planetary gear mechanisms 68, a center gear 76 engaged with the intermediate gear 70 is fixed. The sun gear 71 is fixed to both sides of the sun gear shaft 75 with the center gear 76 interposed therebetween.
Each ring gear 73 having an inner tooth of the inner circumferential surface and an outer tooth of the outer circumferential surface is concentric with the sun gear shaft 75 while the inner tooth is engaged with the plurality of planetary gears 72. It is arranged. Each ring gear 73 is rotatably supported by the drive output shaft 77 protruding in the left and right outward directions from the outer surface of the carrier 74.
A driving wheel 90 is attached to the tip of the drive output shaft 77. Therefore, the rotational power transmitted from the sub transmission mechanism 51 to the left and right planetary gear mechanism 68 is at the same rotational speed in the same direction as the drive output shaft 77 of the respective carriers 74 and the left and right drive wheels 90 in the same direction. It is transmitted to drive the left and right traveling crawler (2).
On the other hand, in the turning HST mechanism (swing transmission) 54, the inclination angle of the rotating swash plate in the second hydraulic pump 57 is changed and adjusted in accordance with the rotational operation amount of the steering wheel 10 to control the second hydraulic pressure. It is comprised so that the rotation direction and rotation speed of the turning motor shaft 61 which protrude from the 2nd hydraulic motor 58 may be arbitrarily adjusted by changing the discharge direction and discharge amount of the hydraulic oil to the motor 58.
The left ring gear 73 is formed through the steering brake shaft 78 having the steering brake 79 in the mission case 18, the steering clutch shaft 80 having the steering clutch 81, and the reverse electric gear 84. The left input gear mechanism 82 connected to the right side and the right input gear mechanism 83 which always engages with the outer tooth of the right ring gear 73 are provided. The rotational power of the turning motor shaft 61 is transmitted from the turning transmission gear mechanism 85 to the steering clutch shaft 80 through the steering brake shaft 78 and the steering clutch 81. A pair of left and right electric gears 86 and 87 are fixed to the steering clutch shaft 80, and the rotational power transmitted to the steering clutch shaft 80 is corresponding to this from the left and right electric gears 86 and 87. It is transmitted to the input gear mechanisms 82 and 83.
In the case where the auxiliary transmission mechanism 51 is neutral and the steering brake 79 is turned on and the steering clutch 81 is turned off, the planetary gear mechanisms 68 on the right and left from the second hydraulic motor 58 are turned off. Transmission to power is inhibited. In the case where the steering brake 79 is turned off and the steering clutch 81 is turned on at the time of the sub-shift output other than neutral, the rotational power of the second hydraulic motor 58 is left input gear mechanism 82. And a reverse gear gear 84 to the left ring gear 73, while a right input gear mechanism 83 to the right ring gear 73. As a result, during the forward rotation (reverse rotation) of the second hydraulic motor 58, the left ring gear 73 reverses (electrostatics) at the same rotation speed in the opposite direction to each other, and the right ring gear 73 electrostatics (reverse). Done.
As can be seen from the above configuration, the shift output from each of the motor shafts 60 and 61 is transmitted to the drive wheels 90 of the traveling crawler 2 on the left and right via the sub transmission mechanism 51 and the differential mechanism 52. Delivered. As a result, the vehicle speed (running speed) and the traveling direction of the traveling body 1 are determined.
In other words, when the first hydraulic motor 56 is driven while the second hydraulic motor 58 is stopped and the left and right ring gears 73 are fixed, the straight motor shaft 60 The rotational output is transmitted from the center gear 76 to the left and right sun gears 71 at the same rotational speed, and the left and right traveling crawlers (70) through the planetary gears 72 and the carriers 74 of both planetary gear mechanisms 68. 2) drives at the same rotation speed in the same direction, and the traveling body 1 travels straight.
On the contrary, when the second hydraulic motor 58 is driven while the first hydraulic motor 56 is stopped and the left and right sun gears 71 are fixed, the left planetary gear is rotated by the rotational power from the turning motor shaft 61. The mechanism 68 rotates forward or reverse, and the right planetary gear mechanism 68 reverses or reverses. In this case, since one of the driving wheels 90 of the left and right traveling crawlers 2 rotates forward and the other moves backward, the traveling body 1 spins on the spot.
In addition, when the second hydraulic motor 58 is driven while driving the first hydraulic motor 56, a difference occurs in the speeds of the left and right traveling crawlers 2, and the traveling body 1 moves forward or retracts, and thus the rotational turn radius is greater than the turning turn radius. You will turn left or right with a large turning radius. The turning radius at this time is determined according to the speed difference between the left and right traveling crawlers 2.
3, the branching power toward the threshing apparatus 5 among the power from the engine 17 is transmitted to the threshing input shaft 92 via the threshing clutch 91. As shown in FIG. A portion of the power transmitted to the threshing input shaft 92 is transmitted through the threshing drive mechanism 93 to the rotary shaft 94 of the rosin port treatment cylinder 26, the rotary shaft 95 of the barrel 23, and the straw discharge chain 37. Is passed on.
In addition, the threshing input shaft 92, through the pulley and the belt transmission system, the blowhole fan shaft 96 of the wind sorting mechanism 25, the No. 1 conveyor 29 and the whole grain conveyor 32, the No. 2 conveyor 30 and Power is also transmitted to the reduction conveyor 34, the second process cylinder 35, the rotation shaft 97 of the swing selection mechanism 24, the exhaust shaft 98 of the exhaust fan 36, and the straw discharge cutter 38. Branching power via the exhaust shaft 98 is transmitted to the feed chain 6 via the feed chain clutch 99 and the feed chain shaft 100.
In addition, the power from the engine 17 is transmitted directly to the harvesting device 3 without passing through the mission case 18, thereby bringing the harvesting device 3 at a constant high speed regardless of the speed or slowness of the vehicle speed. It is the structure which can be forcibly driven.
Further, the power from the engine 17 toward the discharge auger 8 is transferred to the bottom conveyor 104 in the grain tank 7 via the grain input gear mechanism 102 and the auger clutch 103 for power connection / disengagement. And power transfer to the longitudinal conveyor 105 in the longitudinal auger in the discharge auger 8, and then to the discharge conveyor 107 in the transverse auger in the discharge auger 8 via the follow-up screw 106. Power transmission.
(3). Structure for Shift Steering Control
Next, a structure for shift steering control for adjusting the vehicle speed and the traveling direction of the traveling body 1 will be described with reference to FIGS. 1, 2, and 5 to 22.
A longitudinally long box-shaped steering column 112 is installed upright in front of the steering seat 11 on the step bottom member 111 constituting the bottom of the steering unit 9. From the upper surface of this steering column 112, the upper handle shaft 113 which extends in the up-down direction and is rotatably axially supported by the substantially center inside of the said steering column 112 protrudes upwards. At the upper end of the upper handle shaft 113, a steering wheel 10 as a turning manual operation tool is attached.
The lower end of the upper handle shaft 113 is a universal joint 114 (see FIG. 9) on the lower handle shaft 115 protruding upward from the steering box 120 on the lower surface side of the step bottom member 111. Connected via
The steering box 120 is detachably attached to the support frame 118 that supports the step bottom member 111 of the steering unit 9, and has a sealed structure. The steering box 120 incorporates a mechanical linkage mechanism 121 for the main gear lever (forward manual operating tool) 13 and the steering wheel (for turning manual operation tool) 10.
This mechanical interlock mechanism 121,
1. When the steering wheel 10 is rotated to a position other than neutral while the main gear lever 13 is tilted to a position other than neutral, the traveling body 1 is left with a smaller turning radius as the amount of the rotating operation is larger. Alternatively, the vehicle speed (turning speed at the time of forward and retreat) of the traveling body 1 is decelerated as the turning direction is turned and the turning radius is smaller.
2. Even when the main gear lever 13 is tilted in either the forward or the reverse direction, the rotational operation direction of the steering wheel 10 and the turning direction of the traveling body 1 coincide (the steering wheel 10 is leftward). Turning the steering wheel 1 turns left, turning the steering wheel 10 to the right direction makes the traveling body 1 turn first.
3. If the main gear lever 13 is in the neutral position, the steering force from the main gear lever 13 or the steering wheel 10 is appropriate to perform various operations such as the steering wheel 10 does not function even if the steering wheel 10 is operated. It is configured to transmit to the transmission output shaft 136 and the turning output shaft 164 (detailed later) which protrude outward from the side surface of the steering box 120.
That is, the mechanical linkage mechanism 121 is provided with the turning input shaft 122 of the vertical direction which supported both ends in the steering box 120, as shown to FIGS. 9-17. The gear 123 fixed to the upper end of the turning input shaft 122 and the gear 116 fixed to the lower end protruding into the steering box 120 among the lower handle shafts 115 are engaged with the lower handle shaft 115. The swing input shaft 122 is connected so that power transmission is possible. Therefore, the turning operation force of the steering wheel 10 is transmitted to the swing input shaft 122 through the lower handle shaft 115.
The slider 125 is slidably slidable on the upper portion of the swing input shaft 122, and the holder member 126 is slidably attached to the lower portion of the swivel input shaft 122. The slider 125 is rotated about the longitudinal axis P together with the pivoting input shaft 122 in a state in which the slider 125 can slide freely along the longitudinal axis P of the pivoting input shaft 122 with the ball-type key 127. It is configured to.
A winding spring 128 is exposed to a portion below the holder member 126 of the turning input shaft 122. The tip 128a and the end 128b of the winding spring 128 are an upwardly convex pin 129 fixed to the steering box 120 and a downwardly convex pin 130 fixed to the holder member 126. Both sides are sandwiched, and the holder member 126 is further configured to always return bias from a position in which the steering wheel 10 is turned left and right to a neutral position (a straight traveling position). That is, the rotation operation in the left-right direction in the steering wheel 10 is performed in response to the elasticity of the winding spring 128. The rotation operation to the original neutral position (straight running position) uses the elastic restoring force of the winding spring 128.
The rotatable range of the holder member 126 is regulated within a range of maximum bending angles θ1 and θ2 from the neutral position (for example, θ1 = 67.5 °, θ2 = 67.5 °, FIGS. 13 and 15). Reference). From the relationship between the gear ratios of the two gears 116 and 123, the rotatable range of the steering wheel 10 is an angle range of about 135 ° to the left and right with the neutral position interposed therebetween.
In the lower part of the said steering box 120, the control body 131 comprised in the ring shape surrounding the circumference of the swivel input shaft 122 is arrange | positioned in the plane seen from the longitudinal axis P direction of the swivel input shaft 122 is arrange | positioned. . A pair of left and right inward bosses are formed on the inner surface of the control body 131 on the horizontal axis line S orthogonal to the longitudinal axis P of the turning input shaft 122 passing through the rotation center of the turning input shaft 122 in a plan view. The part 132 is formed. By pivotally attaching the both inward boss portions 132 to the holder member 126 with the screw shaft 133, the control body 131 is configured to be rotatable around the horizontal axis S. As shown in FIG.
Therefore, the said control body 131 is rotatable around two axes P and S orthogonal to each other. In other words, the vertical axis P corresponds to the first axis described in the claims, and the horizontal axis S corresponds to the second axis described in the claims.
A circular cam 134 extending in the circumferential direction is formed on the outer circumferential portion of the control body 131. The circular cam 134 has a cam groove 134a extending over its entire circumference.
In the upper part of the steering box 120, the main lever lever input shaft 135 is disposed in the transverse direction on one of the left and right sides with the swing input shaft 122 interposed therebetween, and the transverse shift is performed on the other side of the steering box 120. The output shaft 136 is arrange | positioned in the horizontal direction. The main lever lever input shaft 135 and the shift output shaft 136 extend in parallel to each other in plan view and are pivotally supported by the steering box 120 in a rotatable manner. One end of the main gear lever input shaft 135 and the shift output shaft 136 protrudes outward from each side of the steering box 120.
5-8, the said main gear lever input shaft 135 protrudes from the steering box 120 toward the left-right center side of the traveling body 1, and the protrusion end of the main gear lever input shaft 135 is shown. The main gear arm 137 attached to the main body arm 137 is interlocked with a rod or the like so that the main gear lever (straight manual operating tool) 13 on the side column 12 rotates the main gear lever input shaft 135 by its front and rear tilting operation. It is connected via the connecting means 138.
In addition, the shift output shaft 136 protrudes from the steering box 120 toward the rear side of the traveling body 1, and the shift output arm 139 fixed to the protruding end of the shift output shaft 136 is a mission. Rotation of the shift output shaft 136 through the straight link mechanism 140 to the straight control shaft 149 (see FIG. 4) protruding from the straight HST mechanism (straight transmission) 53 of the case 18. It is interlocked for shifting operation.
The straight control shaft 149 is for adjusting the inclination angle (swash plate angle) of the rotating swash plate of the first hydraulic pump 55 in the straight HST mechanism (straight transmission) 53, and the straight HST mechanism It functions as an adjusting portion for adjusting the shift output of the 53. That is, by adjusting the swash plate angle of the first hydraulic pump 55 with the forward and reverse rotation of the straight control shaft 149, the rotation speed control and the forward and reverse switching of the first hydraulic motor 56 are executed, and the running speed (vehicle speed) Stepless change and forward and backward switching are performed.
As shown in FIG. 8, the straight link mechanism 140 includes a transverse shaft 144 pivotally supported by a bracket 143 fixed to an upper surface of the mission case 18, and a shift output arm ( 139 and a relay rod 142 attached with a turnbuckle 141 for connecting the first rocking arm 145 secured to one end of the transverse shaft 144, and a second rod fixed to the other end of the transverse shaft 144. The shifting rod 147 which connects the rocking arm 146 and the straight operation arm 148 fixed to the straight control shaft 149 is provided.
One end of the relay rod 142 is connected to the shift output arm 139 through a joint joint, and the other end of the relay rod 142 is connected to the first swing arm 145 through a joint joint. It is. One end of the shift rod 147 is connected to the second swing arm 146 through a joint joint, and the other end of the shift rod 147 is a straight operation arm 148 on the straight control shaft 149 side. Is pivotably attached via a pivot pin in the lateral direction.
A pair of peripheral fork arms 151 are fixed to a portion of the main lever lever input shaft 135 in the steering box 120, and the ball bearing 152 provided at the tip of the main fork arm 151 is a slider ( It engages with the annular groove 125a formed in the outer periphery of 125. As shown in FIG. For this reason, the slider 125 is comprised so that it may slide up and down along the turning input shaft 122 by rotation of the main gear lever input shaft 135, and rotation of the main gear lever 13. As shown in FIG. That is, although the slider 125 is located in the position shown by the solid line in FIG. 12 when the main gear lever 13 is in a neutral position, it moves up and down by the rotation operation back and forth from the neutral position of the main gear lever 13.
In addition, between the slider 125 and the control body 131 is connected to the swing link 153 having pins 154 at both ends, and the main gear lever (direct manual operating tool) 13 is neutral. The slider 125 does not move up and down when it is a position, and the control body 131 does not incline and rotate to the horizontal position of a neutral position. When the main gear lever 13 is rotated back and forth from the neutral position, the slider 125 moves up and down, and the control body 131 moves the horizontal posture around the horizontal axis S around the screw shaft 133. It rotates inclined in the range of the appropriate angle (alpha) 1, alpha (2) in the up-down direction to lie in (Fig. 16).
An intermediate shaft 155 as a straight axis extending in parallel with the transmission output shaft 136 is protruded in the steering box 120 at a portion substantially below the shift output shaft 136 of the steering box 120. It is. Although details will be described later, the intermediate shaft 155 is for converting the amount of rotation around the horizontal axis S of the control body 131 into the control amount of the straight HST mechanism 53.
At the inner end of the intermediate shaft 155, a straight link 156 is installed to freely rotate in the vertical direction. The portion of the straight link 156 on the orthogonal axis W extending at right angles to the horizontal axis S past the rotational center of the turning input shaft 122 in a planar view is circular in the portion of the control body 131 in that portion. A shifting sliding member 157 that is slidably engaged with the cam groove 134a in the cam 134 in the circumferential direction is provided so as to rotate freely around the orthogonal axis W. As shown in FIG.
As shown in FIG. 18, the said shifting sliding member 157 is the sphere part 157a rotatably supported by the ball bearing 157b by the straight link 156, and the sphere integrally provided in the front-end | tip of the shaft part 157a. It consists of 157c. The sphere 157c of the shifting sliding member 157 is slidably and rotatably inserted into the cam groove 134a of the circular cam 134 in the control body 131.
The front end side of the shift output link 158 rotatably connected to the shift output shaft 136 is connected to the straight link 156 through a link link 159. For this reason, the linear link 156 and the shift output link 158 rotate up and down in association with the inclined rotation around the horizontal axis S of the control body 131.
The base end of the non-deceleration arm 160 is rotatably wound on the shift output shaft 136. The non-deceleration arm 160 interlocks with the vertical movement of the peripheral fork arm 151 by engaging the pin 161 provided at the tip of the peripheral fork arm 151 with the long hole 160a formed at the tip. It is configured to rotate (see FIG. 17).
In addition, a shift output link 158 or a non-deceleration arm 160 is selected at a portion of the shift output shaft 136 between the shift output link 158 and the non-deceleration arm 160, and is integral with the shift output shaft 136. The switching member 162 for rotationally connecting is slidably installed in the axial direction of the speed change output shaft 136.
As shown in FIG. 14, by sliding the switching member 162 along the shift output shaft 136 with the switching operation mechanism 169, the engagement of the pin 163 provided on the switching member 162 to the shift output link 158. The swing deceleration state that couples the speed change output shaft 136 and the speed change output link 158 and the speed change output shaft 136 and the non-deceleration arm 160 are engaged by engagement of the pin 163 with the non-deceleration arm 160. It is configured to selectively switch to the turning non-deceleration state.
As a result, the speed difference between the left and right traveling crawlers is not excessively large (when the vehicle is in a dull turning sense) when turning, or it is acute to turn on the road or in soundness, or in a wet field or Ito. It is possible to improve the turning performance on the surface or the like (with a keen turning sense).
The switching operation mechanism 169 is configured as described below. That is, as shown in FIG. 16, the steering box 120 is axially supported by the switching operation shaft 170 extended in parallel with the transmission output shaft 136 so that sliding and rotation are possible. The switching plate 171 fixed to the switching operation shaft 170 is engaged with the annular groove 172 formed in the switching member 162. One end of the switching operation shaft 170 protrudes out of the steering box 120, and a handle 173 is provided at the protruding end.
The switching of the swing deceleration state and the swing deceleration state described above is configured to be performed outside the steering box 120 by holding the knob 173 and sliding the switching operation shaft 170 in the axial direction thereof. In addition, the switching operation shaft 170 maintains the swing deceleration state for coupling the shift output shaft 136 and the shift output link 158 and the swing deceleration state for coupling the shift output shaft 136 and the non-deceleration arm 160. A ball clutch 174 is provided.
A pivot output shaft 164 serving as a pivoting shaft extending in a direction orthogonal to the shifting output shaft 136 is located at a portion substantially below the shifting output shaft 136 of the side of the steering box 120 in and out of the steering box 120. It is axially supported to protrude. Although details will be described later, the swing output shaft 164 is for converting the amount of rotation around the longitudinal axis P of the control body 131 into a control amount of the swing HST mechanism (orbital transmission) 54.
A proximal end of the turning link 165 is fixed to an end of the turning output shaft 164 in the steering box 120. The part on the horizontal axis S of this turning link 165 is slidably fitted in the part to the cam groove 134a in the circular cam 134 of the control body 131 in that part. A pivoting sliding member 166 is provided.
As shown in FIG. 19, the said turning sliding member 166 is the axial part 166a attached to the slewing link 165, the sphere 166b integrally provided in the front-end | tip of the axial part 166a, and the sphere 166b. It is comprised by the ring body 166c rotatably, and it was able to incline freely in arbitrary directions with respect to the axis line of the axial part 166a. The ring body 166c of the turning sliding member 166 is slidably and rotatably inserted into the cam groove 134a of the circular cam 134 in the control body 131.
As shown in FIG. 11, the axis line AX1 of the intermediate shaft 155 and the axis line AX2 of the swing output shaft 164 are located on substantially the same plane. 13 and 15, the turning radius r1 of the straight link 156 (also referred to as the length from the intermediate shaft 155 to the shifting sliding member 157) and the turning link 165. Rotation radius r2 (also referred to as the length from swing output shaft 164 to swing sliding member 166) is set to substantially the same length r1 '(or =) r2).
On the other hand, the swing output arm 167 fixed to the outer end of the swing output shaft 164 is on the swing control shaft 189 protruding from the swing HST mechanism (swing transmission) 54 of the mission case 18, It is interlockedly connected to shift the rotation of the swing output shaft 164 through the swing interlock mechanism 180.
The turning control shaft 189 is for adjusting the inclination angle (swash plate angle) of the rotating swash plate of the second hydraulic pump 57 in the turning HST mechanism 54, and shifting the turning HST mechanism 54. Functions as an adjusting part to regulate the output.
That is, by adjusting the swash plate angle of the second hydraulic pump 57 in the forward and reverse rotation of the turning control shaft 189, the rotation speed control and forward and reverse switching of the second hydraulic motor 58 are executed, and the traveling gas 1 Stepless change of the steering angle (swing radius) and switching of the left and right turning directions are performed.
As shown in FIGS. 5-8, the said turning interlock mechanism 180 is equipped with the relay support shaft 184 pivotally supported by the bracket 183 fixed to the upper surface of the mission case 18, and this relay One end of the relay rod 182 having the turnbuckle 181 is connected to the first arm 185 fixed to the support shaft 184. 6 and 8, the swing interlock mechanism 180 includes a swing operation arm fixed to the second arm 186 fixed to the other end of the relay support shaft 184 and the swing control shaft 189. The turning rod 187 which connects 188 is provided.
Further, a stroke absorbing mechanism 200 incorporating a spring 199 for absorbing the reciprocating stroke in the relay rod 182 is provided in the middle of the relay rod 182 in the swing linkage mechanism 180. It is.
The other end of the relay rod 182 is provided with a connection mechanism 210 for connecting the hydraulic cylinder 193 for alignment. The hydraulic cylinder 193 is attached to the side of the steering box 120. The coupling mechanism 210 is configured to transmit the operation of the hydraulic cylinder 193 to the swinging HST mechanism (swing transmission) 54 through the swing interlocking mechanism 180.
The connecting mechanism 210 includes a pivot link 191 configured in a balance shape, and an intermediate portion of the pivot link 191 is pivotably attached to the pivot output arm 167 by a center pin 190. One end of the turning link 191 is connected to the other end of the relay rod 182 by an action pin 192. The other end of the swing link 191 is connected to the tip of the piston rod 194 in the hydraulic cylinder 193 by a point pin 195.
The hydraulic cylinder 193 is a configuration of a three-position cylinder in which the piston rod 194 is operated in the front and rear direction with a neutral position interposed therebetween, and the piston rod 194 of the hydraulic cylinder 193 is shown in FIG. 20. As shown in FIG. 6, the point pin 195 coincides with the axis of the swing output shaft 164 when viewed in the axial direction of the swing output shaft 164 when in the neutral position.
In this state, that is, in the state where the hydraulic cylinder 193 is in the neutral position as shown in Figs. 20 and 21, when the pivot output shaft 164 rotates clockwise, the pivot link 191 rotates the pivot output shaft. 164 and the point pin 195 are rotated in the clockwise direction and rotated in the clockwise direction. When the pivot output shaft 164 rotates counterclockwise, the pivot link 191 rotates in the pivot output shaft 164 and It rotates counterclockwise centering on the pin 195, and is comprised so that it may become a priority time.
In addition, when the hydraulic cylinder 193 is in a neutral position and the piston rod 194 is operated to protrude as shown by a solid line in FIG. 22 and stops at that position, the pivot link 191 becomes a center pin ( The pivot link is rotated by a small angle Δβ1 in the clockwise direction around the center to form a small left circuit, and when the piston rod 194 of the hydraulic cylinder 193 operates to retreat in reverse and stops at that position, the pivot link 22 is centered on the center pin 190, and it is comprised so that it may become a micro priority circuit by rotating by the small angle (DELTA) (beta) 2 counterclockwise as shown by the dashed-dotted line in FIG.
That is, the rotation angle of the said turning link 191 by the said hydraulic cylinder 193 is regulated in the range of angle (DELTA) (beta) 1-(DELTA) (beta) 2, and is set to (DELTA) (beta) 1 = (DELTA) (beta) 2. By the small turning to the left and right of the traveling body 1 based on this hydraulic cylinder 193, the matching operation | movement which makes the grass dividing body 22 of the mowing device 3 follow the heat | fever between the grains of a pavement can be performed. .
A three-position hydraulic switching valve 198 is provided in the middle of the hydraulic circuit 197 from the hydraulic pump 196 that is rotationally driven by the engine 17 to the hydraulic cylinder 193. This three-position hydraulic switching valve 198 has a priority solenoid 198a for retracting the piston rod 194 and a spring 198c for returning the priority solenoid 198a to return the piston rod 194 to the neutral position. ), A left turning solenoid 198b for protruding the piston rod 194 and a spring 198d for returning the left turning solenoid 198b to return the piston rod 194 to a neutral position.
The steering wheel (turning manual operation tool) 10 is provided with the priority switch 205 and the left switch 206. When the priority switch 205 is pressed, the priority solenoid 198a is excited to retract the piston rod 194 of the hydraulic cylinder 193 from its neutral position, and when the left turn switch 206 is pressed, the left turning solenoid 198b is pressed. ), The piston rod 194 is configured to protrude from its neutral position.
Both the priority switch 205 and the left turn switch 206 are manually operated, but when released, the priority turn solenoid 198a or the left turn solenoid 198b is demagnetized to correspond to the corresponding springs 198c and 198d, respectively. Thereby return the piston rod 194 to its neutral position.
Further, the priority switch 205 and the left swing switch 206 are constituted by one switch that can be operated in both left and right directions, and when the single switch is operated to the right, the minute priority switch is operated, and the left switch is operated to the left. You may also do so.
The small turning to the left and right of the traveling body 1 by operating the priority turning switch 205 or the left turning switch 206 is configured to function when the traveling body 1 moves straight. The steering column 112 is provided with a straight sensor 208 (see FIG. 23) as rotation detection means of the steering wheel 10. The straight sensor 208 detects whether the steering wheel 10 is in the neutral region (including the neutral position and the so-called spare area), ie whether the traveling body 1 is in the straight state.
When it is detected by the straight sensor 208 that the steering wheel 10 is not in the neutral region, in other words, when the traveling body 1 is largely turned to either the left or right by the steering wheel 10, the hydraulic circuit ( The hydraulic switching valve 198 of 197 is not made to switch operation, and operation by the priority switch 205 and the left switch 206 does not function.
On the other hand, when it is detected in the side column 12 that the steering wheel 10 is not in the neutral region by the straight sensor 208, the traveling body 1 based on the priority switch 205 and the left turn switch 206. The engagement switch 207 which permits the slight turning operation of () is provided.
When the traveling body 1 is largely turned to the left and right by the steering wheel 10, it is usually when it is during the harvesting operation. If the priority switch 205 and the left turn switch 206 are operated incorrectly while not in the harvesting operation, the traveling body 1 may face an unexpected direction contrary to the intention of the operator. Therefore, when the traveling body 1 is largely turned left and right by the steering wheel 10, the minute turning operation by the priority switch 205 and the left turn switch 206 is regulated so as not to function.
However, even when the steering wheel 10 is turning the traveling body 1 largely to the left and right, the priority switch 205 and the left turning switch 206 may be operated to fine-tune the left and right turning. In such a case, the priority switch 205 and the left-turn switch 206 are detected by the straight sensor 208 not being in the neutral region by turning the alignment switch 207 on. It is possible to enable a slight turning operation to the left and right of the traveling body 1 based on the "
Further, during turning by the hydraulic cylinder 193, when the alignment switch 207 is in an on state (with the steering wheel 10 pivoted large, the priority switch 205 or the left turning switch 206 is turned on). When operating], it is slower than when the adjust switch 207 is in the off state (when operating the priority switch 205 or the left turn switch 206 while the steering wheel 10 is in the neutral area). I'm turning at speed. That is, when the fine steering is added while turning the steering wheel 10 largely to the left and right by operating the steering wheel 10, the fine turning is performed slowly, and the operability at the time of turning is improved.
As described above, the configuration of the turning by the hydraulic cylinder 193 to be variable in speed is not illustrated, but a flow rate regulating valve is provided in the hydraulic circuit 197 with respect to the hydraulic cylinder 193 or the three position. From the neutral position in the hydraulic switching valve 198 can be achieved by means such as speeding up and slowing down the projection and retraction operations.
Further, the steering box 120 is similarly die casted with the upper box body 120a of die cast or cast in a plane A (see FIG. 11) perpendicular to the longitudinal axis P of the swing input shaft 122. Or it has a structure of two division of the lower box body 120b of casting. Both box bodies 120a and 120b are detachably coupled with a plurality of bolts (not shown) while a sealing gasket (not shown) is sandwiched therebetween. The hydraulic fluid used for various hydraulic devices (for example, the hydraulic cylinder which raises and lowers the harvesting device 3) in a combine is made into the inside, and the structure which is lubricated the mechanical interlocking mechanism 121 with the hydraulic fluid which moves in and out. It is. Although not shown in detail, the steering box 120 is provided with an inlet and an outlet for the hydraulic oil to enter and exit.
(4). Operation of mechanical interlocks
Next, with reference to FIGS. 9-22, operation of the mechanical interlock mechanism 121 when the main gear lever (straight manual operating tool) 13 and the steering wheel (swivel manual operating tool) 10 were operated. It demonstrates.
Since the slider 125 on the turning input shaft 122 does not move up and down when the main lever 13 is in the neutral position, the control body 131 is maintained in the horizontal position in the neutral position and tilted around the horizontal axis S. There is no case. In this state, even when the steering wheel 10 is rotated in any of the right and left directions, both the shifting sliding member 157 and the swinging sliding member 166 meshing with the circular cam 134 of the control body 131 are in the vertical direction. The intermediate shaft 155 (shift output shaft 136) and the turning output shaft 164 are kept in a stopped state without moving to the above. Therefore, both HST mechanisms 53 and 54 do not drive.
That is, even when the steering wheel 10 is rotated by inadvertent contact or the like in the state where the main gear lever 13 is set to the neutral position and the traveling body 1 is stopped, both HST mechanisms 53 and 54 are rotated. Does not drive, and the traveling body 1 can be reliably kept in the stopped state. Therefore, for example, only by setting the main gear lever 13 to the neutral position at the time of maintenance work etc., the fear that the traveling body 1 may unexpectedly behave against the intention of the operator can be reliably avoided, Sufficient safety can be secured.
Next, when the main gear lever 13 is tilted from the neutral position based on the state in which the steering wheel (turning manual operating tool for swinging) 10 is held at the neutral position (straight running position), the slider is interlocked with this slider. Since the 125 moves up and down and the control body 131 moves up and down inclined so as to move up and down around the horizontal axis S (see the dashed-dotted line state in FIG. 16), the circular cam in the control body 131. The shifting sliding member 157 which meshes with the portion on the orthogonal axis W of 134 moves along the longitudinal axis P of the turning input shaft 122 up and down by a distance L1 or L2 from the neutral position. However, the turning sliding member 166 meshing with the portion on the horizontal axis S of the circular cam 134 in the control body 131 does not move up and down.
At this time, the pin 163 of the switching member 162 in the shift output shaft 136 is engaged with the shift output link 158 by the switching operation mechanism 169 to operate the shift output link 158 and the shift. The output shaft 136 is connected to rotate integrally.
Then, the up and down movement of the shifting sliding member 157 is performed by the straight link 156, the linking link 159, the shifting output link 158, the switching member 162, the shifting output shaft 136, and the shifting output. The arm 139 and the straight link mechanism 140 are transmitted to the straight control shaft 149 of the straight HST mechanism 53. As a result, the straight HST mechanism 53 shifts from the neutral position by the inclined rotation around the horizontal axis S in the control body 131.
On the other hand, even if the control body 131 rotates forward and backward in the circumference of the horizontal axis S, the turning sliding member for engaging the portion on the horizontal axis line S of the circular cam 134 in the control body 131 ( 166 does not move up and down unless the steering wheel 10 is operated, and furthermore, the turning HST mechanism 54 does not shift from the neutral position. Therefore, the same rotation speed is simultaneously transmitted to the left and right traveling crawlers 2 from the straight HST mechanism 53, and the traveling body 1 travels straight in the forward or retracted directions.
The traveling speed (vehicle speed) during straight traveling is determined by the amount of rotation of the straight control shaft 149 in the straight HST mechanism 53, and the amount of rotation is moved up and down in the shifting sliding member 157. Since the distances L1 and L2, and also the tilt rotation angles α1 and α2 from the neutral position in the control body 131, and the tilting operation amount of the main gear lever 13 are increased and decreased, the traveling body 1 It is possible to adjust the traveling speed at the time of the straight running in proportion to the operation amount from the neutral position of the main gear lever 13.
Next, the steering wheel 10 is rotated to the left or right direction from the neutral position in a state where the main gear lever (direct manual operating tool) 13 is operated at a position other than the neutral position to rotate the turning input shaft 122. When it rotates, the control body 131 rotates with the turning input shaft 122 in the state which inclined and rotated about the horizontal axis S. As shown in FIG. In this case, the pivoting sliding member 166 meshing with the portion on the horizontal axis S of the circular cam 134 is moved up and down by rotation by the pivoting input shaft 122, and the vertical movement is caused by the pivoting link ( 165, the swing output shaft 164 and the swing output arm 167 are transmitted to the swing link 191, and the swing link 191 is located on the same axis as shown in FIGS. 20 and 21. It rotates clockwise or counterclockwise about the point pin 195 and the turning output shaft 164, and this rotation is transmitted to the turning control shaft 189 of the turning HST mechanism 54. As shown in FIG. As a result, the swinging HST mechanism 54 shifts from the neutral position.
For this reason, rotations of opposite directions are transmitted to the left and right traveling crawlers 2 at the same time by the shifting operation from the neutral position of the swinging HST mechanism 54, so that a speed difference is provided between the left and right traveling crawlers 2. Therefore, the traveling body 1 rotates in the direction of operating the steering wheel 10.
The shift operation amount from the neutral position in the swing HST mechanism 54, that is, the amount of rotation of the swing control shaft 189 is in the state in which the control body 131 is rotated forward and backward about the horizontal axis S. Since it is proportional to the amount of movement of the sliding member 166 for swinging along the rotational input shaft 122 in the vertical direction, and furthermore, the rotational operation angle (rotational operation amount) from the neutral position in the steering wheel 10, The speed difference of the left and right traveling crawler 2 by the turning HST mechanism 54 increases in proportion to the rotation operation angle (rotation operation amount) from the neutral position in the steering wheel 10, The turning radius is smaller.
In particular, by moving the shifting sliding member 157 which is engaged with the circular cam 134 of the control body 131 up and down in the inclined rotation around the horizontal axis S, the straight control is proportional to the rotational manipulation amount of the steering wheel 10. The shaft 149 is rotated in the reverse direction to that time, and the turning speed of the traveling body 1 can be slowed down corresponding to the turning radius at that time.
That is, when the steering wheel 10 is rotated from the neutral position, the control body 131 rotates at the turning input shaft 122 in a state in which the control body 131 is inclined and rotated about the horizontal axis line S, and the circular cam of the control body 131 is rotated. The shifting sliding member 157 which meshes with 134 moves so as to become closer to the part on the horizontal axis S from the part on the orthogonal axis W of the circular cam 134 as the control body 131 rotates. For this reason, the vertical movement distance L1, L2 of the shifting sliding member 157 becomes smaller than when it is located in the part on the orthogonal axis W of the circular cam 134, Furthermore, of the straight control shaft 149 The amount of rotation (the shifting operation amount of the straight HST mechanism 53) becomes small, the transmission rotation speed to the left and right traveling crawler 2 is controlled in the deceleration direction, and the running speed at the time of turning the traveling body 1 is slowed down.
Therefore, as the turning operation amount of the steering wheel 10 increases, the speed difference between the left and right traveling crawlers 2 increases, the turning radius decreases, and the speed in the straight direction decreases, and the traveling speed (vehicle speed) as the whole traveling body 1 decreases. Since it slows down, the centrifugal force which acts outward on the traveling body 1 at the time of turning can be reduced. In addition, since the inclination rotational direction around the horizontal axis S of the control body 131 is reversed with respect to the rotational operation of the steering wheel 10 at the time of forward movement and the backward movement, the steering wheel 10 in either direction at the time of forward and backward advancement. Rotation direction of the traveling body 1 and the turning direction of the traveling body 1 coincide.
By the way, the turning radius of the traveling body 1 is automatically reduced in proportion to the rotation operation angle (rotation operation amount) of the steering wheel 10 to the ground of both traveling crawlers 2 when the ground is soft, such as wet war. There is a fear of causing an increase of the fall.
In this case, the non-deceleration arm 160 is shifted to the speed change output shaft 136 from a state in which the speed change output link 158 is coupled to the speed change output shaft 136 by the operation of the switching member 162 by the switching operation mechanism 169. Switch to a state that binds to.
In doing so, the operation of the main gear lever 13 is directly connected to the interlocking connection means 138, the main gear arm 137, the main gear lever input shaft 135, and the main gear fork arm regardless of the rotation operation of the steering wheel 10. 151, the non-deceleration arm 160, the shift output shaft 136, the shift output arm 139, and the straight link mechanism 140, and are transmitted to the straight control shaft 149 of the straight HST mechanism 53. . For this reason, the rotation operation of the steering wheel 10 and the tilting operation of the main gear lever 13 are not directly related, and are released from the deceleration state by the circular cam 134 of the control body 131, The traveling speed (vehicle speed) in proportion to the tilting operation amount of the lever 13 is maintained. Therefore, the combine can be made wet specification, as being suppressed from falling into a soft ground.
(5). Alignment Control
Next, a structure for performing alignment control (operation) of the traveling body 1 will be described with reference to FIG. 23.
Although not shown in detail, the steering controller 209 such as a microcomputer as the control means includes a central processing unit (CPU) for executing various arithmetic processing and control, a read only memory (ROM) for storing data in a control program, It includes a random read / write memory (RAM) for temporarily storing data in a control program, a clock as a timer function, and an input / output interface for exchanging data with each input system device (such as a sensor or an actuator).
The input interface of the steering controller 209 includes a straight sensor 208, which is a rotation detection means of the steering wheel 10, a priority switch 205 provided on the steering wheel 10, a left turn switch 206, and a side column 12. And an alignment switch 207, etc., which are provided at the same position). The priority interface solenoid 198a, the left turning solenoid 198b, and the like for switching the hydraulic switching valve 198 are connected to the output interface of the steering controller 209.
Next, an example of alignment control will be described with reference to the flowchart of FIG. 24.
First, whether the traveling body 1 is in the straight state is judged by detecting the rotation of the steering wheel 10 by the straight sensor 208 (S1). When the traveling body 1 is in the straight state (Yes in S1), it is determined whether the left swing switch 206 is in the on state (S2).
When the left swing switch 206 is in an on state (Yes in S2), the left swing solenoid 198b of the hydraulic switching valve 198 is excited (S3). As a result, the piston rod 194 of the hydraulic cylinder 193 protrudes from the neutral position, and rotates the turning link 191 clockwise by an angle Δβ1. The rotation of the swing link 191 is transmitted to the swing HST mechanism 54 through the swing linkage mechanism 180, and the traveling body 1 performs the left swing operation at a minute rotation angle (S4). Returns.
When the left swing switch 206 is in the off state (No in S2), it is determined whether the priority switch 205 is in the on state (S5). When the priority switch 205 is not in the ON state (No in S5), the priority switch 205 and the left swing switch 206 are both in an unoperated state and are returned.
When the priority switch 205 is in the ON state (Yes in S5), the priority switch solenoid 198a of the hydraulic switching valve 198 is excited (S6). Thereby, the piston rod 194 of the hydraulic cylinder 193 retreats from a neutral position, and rotates the orbiting link 191 small by the angle (DELTA) (beta) 2 counterclockwise. The rotation of the swing link 191 is transmitted to the swing HST mechanism 54 through the swing linkage mechanism 180, and the traveling body 1 executes the priority swing operation at a slight rotational angle (S7). Returns.
On the other hand, when it is determined by the straight sensor 208 that the traveling body 1 is not in the straight state (No in S1), it is determined whether or not the alignment switch 207 is in the on state (S8). When the alignment switch 207 is in the off state (No in S8), the operation is returned. When the alignment switch 207 is in the on state (Yes in S8), it is determined whether the left turning switch 206 is in the on state (S9).
When the left swing switch 206 is in an on state (Yes in S9), the left swing solenoid 198 b of the hydraulic switching valve 198 is excited (S10). As a result, the piston rod 194 of the hydraulic cylinder 193 protrudes from the neutral position. The protruding operation of the piston rod 194 is slower than the protruding operation of the piston rod 194 when the left turn switch 206 is turned on while the traveling body 1 is in a straight state. Then, the rotation of the clockwise angle Δβ1 of the turning link 191 is transmitted to the turning HST mechanism 54 through the turning interlocking mechanism 180, and the traveling body 1 turns left at a slight rotational angle. The operation is executed (S11), but the speed of this left swing operation is lower than that of the left swing operation in S4. Then return.
When the left swing switch 206 is in the off state (No in S9), it is determined whether the priority switch 205 is in the on state (S12). When the priority switch 205 is not in an on state (No in S12), even if the alignment switch 207 is in an on state, both the priority switch 205 and the left swing switch 206 are not operated. Returns.
When the priority switch 205 is in the ON state (Yes in S12), the priority switch solenoid 198a of the hydraulic switching valve 198 is excited (S13). As a result, the piston rod 194 of the hydraulic cylinder 193 retreats from the neutral position. The retraction operation of the piston rod 194 is slower than the retraction operation of the piston rod 194 in S5 when the priority switch 205 is turned on while the traveling body 1 is in a straight state. Then, the rotation of the angle Δβ2 in the counterclockwise direction of the turning link 191 is transmitted to the turning HST mechanism 54 through the turning linkage mechanism 180, and the traveling body 1 first gives priority to the minute rotation angle. Although the rotation operation is executed (S14), the speed of the priority operation is lower than that of the priority operation in S7. And then return.
According to the above structure, the control body 131 which is rotatable around two axes P and S orthogonal to each other is provided, and the control body 131 has the vertical axis | shaft P according to the operation of the steering wheel 10. It is configured to operate the HST mechanism 54 for turning in the normal and forward rotation of the circumference, and to operate the HST mechanism 53 for the straight movement in the forward and backward rotation around the horizontal axis S according to the operation of the main gear lever 13. When the steering wheel 10 is rotated to a position other than neutral in a state in which the peripheral gear lever 13 is tilted to a position other than neutral, the traveling body 1 is left at a smaller turning radius as the amount of the turning operation is larger. Or turning to the right ”can be performed in both normal and reverse rotation around the vertical axis P in the control body 131 and normal and reverse rotation around the horizontal axis S. FIG.
That is, the control body 131 operates the HST mechanism 54 for turning in conjunction with the turning operation of the steering wheel 10, and the HST mechanism 53 for going straight in conjunction with the tilting operation of the main gear lever 13. Both functions.
Therefore, as in Patent Literature 1, the number of parts is minimal compared to the structure of an operation system using a long rod, an arm, a pivot pin, etc., and it is possible to avoid an imbalance in operation due to the precision and coarseness of machining precision and assembly precision. have.
Moreover, the axis line AX2 of the turning output shaft 164 which rotates in conjunction with the rotation operation of the said steering wheel 10, and the axis line of the intermediate shaft 155 which rotates in conjunction with the tilting operation of the main gear lever 13 ( Since AX1) is substantially positioned on the same plane, the operating range of the control body 131 (particularly, the vertical tilting range around the horizontal axis S) is limited, and as shown in Patent Document 1, a long rod or arm Compared with the structure of the operation system using many pivot pins and the like, the size along the longitudinal axis P in the mechanical linkage mechanism 121 can be significantly shortened. Therefore, the structure of the mechanical interlock mechanism 121 can be made remarkably simple and small compared with the case of patent document 1, and the whole operation system can be made compact.
In particular, since the turning radius r1 of the straight link 156 and the turning radius r2 of the turning link 165 are set to substantially the same length [r1 '(or =) r2], The structure can be made more compact.
Then, by operating the fitting hydraulic cylinder 193 to protrude or retract from the neutral position, the pivot link 191 is rotated irrespective of the rotation of the pivot output shaft 164 and the pivot output arm 167. The rotating body rotates clockwise or counterclockwise around the center pin 190 with respect to the output arm 167, and this rotation is transmitted to the pivoting control shaft 189 of the pivoting HST mechanism 54. 1) will be turned slightly.
By keeping the above-mentioned hydraulic cylinder 193 for registration in a neutral position, the minute turning by this hydraulic cylinder 193 can be stopped.
The minute turning operation by the adjusting hydraulic cylinder 193 can be performed separately from the turning operation of the steering wheel (swinging manual operating tool) 10, and the steering wheel (swinging manual) This can also be done during the turning operation of the operating tool 10).
In addition, during the turning operation of the steering wheel (swing manual operating tool) 10, by operating the adjusting switch 207, it is possible to selectively switch whether or not to turn by the hydraulic cylinder 193 or not. .
And the turning by the hydraulic cylinder 193 for adjustment exceeds that of the rotation angle (DELTA) (beta) 1 in the clockwise direction, and the rotation angle (Δβ2) in the counterclockwise direction in the said rotation link 191. Since it is regulated so that it may prevent, erroneous excessive turning by the said hydraulic cylinder 193 can be reliably avoided, and safety can be ensured.
In particular, in the above configuration, the hydraulic cylinder 193 for fitting is connected to the swing interlocking mechanism 180 connecting the control body 131 and the swinging HST mechanism 54 through the coupling mechanism 210. The coupling mechanism 210 is attached to the steering box 120. That is, by using the swing interlocking mechanism 180, the configuration for turning the swinging HST mechanism 54 by the hydraulic cylinder 193 can be simplified, and the configuration is made compact to the steering box 120. I can attach it. In addition, since the hydraulic cylinder 193 and the steering box 120 can be unitized, installation and replacement are simple and maintenance can be performed easily.
In addition, the arrangement around the mission case 18 can be simplified by arranging the hydraulic cylinder 193 for coupling and the coupling mechanism 210 on the steering box 120 side instead of the turning HST mechanism 54 side. And the installation space can be reduced.
(6). Deformation structure of the swing linkage
Next, the deformation | transformation structure (reference example) of the turning interlocking mechanism 180 is demonstrated, referring FIGS. 25-33. The swing linkage mechanism 180 of the deformed structure basically performs the same function as the swing linkage mechanism 180 described above. However, in the deformed structure, the other end of the relay rod 182 in the swing linkage mechanism 180 is provided with a coupling mechanism 210 for connecting the electric motor 293 of the forward and reverse rotation for matching. This is different from the structure of the swing linkage mechanism 180 described above.
As shown in FIGS. 25-31, the electric motor 293 is attached to the side surface of the steering box 120. As shown in FIG. The coupling mechanism 210 is configured to transmit the operation of the electric motor 293 to the swinging HST mechanism (swing transmission) 54 through the swing interlocking mechanism 180.
The cam disc 295 is fixed to the output shaft 294 in the electric motor 293. One end of the rod 296 is pivotally attached to the pin 298 at a portion of the cam disc 295 eccentrically from the output shaft 294 by an appropriate distance.
The connecting mechanism 210 includes a pivot link 191 configured in a balance shape, and an intermediate portion of the pivot link 191 is pivotably attached to the pivot output arm 167 by a center pin 190. One end of the turning link 191 is connected to the other end of the relay rod 182 by an action pin 192. The other end of the swing link 191 is connected to the other end of the rod 296 attached to the cam disc 295 of the electric motor 293 by a point pin 195.
In this case, the point pin 195 at the other end of the swing link 191 is viewed from the axial direction of the swing output shaft 164 when the rotation of the electric motor 293 is stopped. It is in the state of neutral position to correspond to the axis of 164).
In this neutral position, when the turning output shaft 164 rotates clockwise, the turning link 191 rotates clockwise around the turning output shaft 164 and the point pin 195, thereby turning left. When the turning output shaft 164 rotates in the counterclockwise direction, the turning link 191 rotates in the counterclockwise direction about the turning output shaft 164 and the point pin 195 so as to be prioritized. (See FIG. 29 and FIG. 30).
On the other hand, when the electric motor 293 rotates the cam disc 295 clockwise by the angle β1 in the neutral position, the pivot link 191 is half the center pin 190 in the center. When the clockwise direction rotates by the minute angle Δβ1, it becomes a priority of the minute, and when the electric motor 293 rotates the cam disc 295 by an angle of β2 in the counterclockwise direction from the state of the neutral position, The pivot link 191 is configured to be a left pivot of the minute by rotating the clockwise direction about the center pin 190 by a minute angle Δβ2 (see FIG. 31). β1 = β2, and Δβ1 = Δβ2.
On the outer circumferential surface of the cam disc 295, when the cam disc 295 is in the above neutral position, the ball clutch 201 provided to the electric motor 293 or the steering box 120 is engaged and engaged. In addition to the formation of the first concave portion 295a for holding the neutral position, the ball clutch 201 is fitted and engaged to hold the position when the cam disc 295 rotates clockwise by β1. In addition to having a second recess 295b formed therein, a third recess in which the ball clutch 201 is engaged to hold and hold the position when the cam disc 295 is rotated by β1 in the counterclockwise direction. The part 295c is formed.
In addition, three notch grooves 295d, 295e, and 295f are formed on the outer circumferential surface of the cam disc 295 along the circumferential direction, and three contactless limit switches (3) are provided outside the cam disc 295. 202, 203, and 204 are provided along the circumferential direction, and the first limit switch 202 of these three limit switches 202, 203, and 204 is in the neutral position when the cam disc 295 is in the above neutral position. The electric motor 293 is stopped by the detection of the first notch groove 295d, and the second limit switch 203 is second when the cam disc 295 is rotated clockwise by the angle? 1. By detecting the notch groove 295e, the rotation of the electric motor 293 is stopped in the clockwise direction, and the third limit switch 204 rotates the cam disc 295 counterclockwise by the angle of? 2. The counterclockwise direction of the electric motor 293 by detecting the third notch groove 295f when It is configured to stop the rotation of the furnace.
As a result, the rotation of the cam disc 295 by the electric motor 293 in the normal and reverse direction is regulated within the range of angles β1 to β2, and the rotational angle of the turning link 191 is in the range of angles Δβ1 to Δβ2. Are regulated within. By the small turning to the left and right of the traveling body 1 based on this electric motor 293, the matching operation | movement which makes the grass dividing body 22 of the mowing device 3 follow the heat | fever between the grains of a pavement can be performed. .
As shown in FIG. 25, the electric motor 293 rotates the cam disc 295 clockwise by turning on the priority switch 205 provided in the steering wheel 10. It is comprised so that the said cam original plate 295 may rotate counterclockwise by turning ON the left turning switch 206 provided in the steering wheel 10. As shown in FIG.
Both the priority switch 205 and the left switch 206 are operated manually, but when the hand is released from the switch, the electric motor 293 rotates in the direction of returning the swing link 191 to the neutral position.
Further, the priority switch 205 and the left swing switch 206 are constituted by one switch that can be operated in both left and right directions, and when the single switch is operated to the right, the minute priority switch is operated, and the left switch is operated to the left. You may also do so.
The small turning to the left and right of the traveling body 1 by operating the priority turning switch 205 or the left turning switch 206 is configured to function when the traveling body 1 moves straight. The steering column 112 is provided with a straight sensor 208 (see FIG. 32) as a rotation detection means of the steering wheel 10. The straight sensor 208 detects whether the steering wheel 10 is in the neutral region (including the neutral position and the so-called marginal region), that is, whether the traveling body 1 is in the straight state.
When it is detected by the straight sensor 208 that the steering wheel 10 is not in the neutral region, in other words, when the traveling body 1 is largely turned to either the left or the right by the steering wheel 10, the electric motor ( 293 is not rotated so that operation by the priority switch 205 and the left switch 206 will not function.
On the other hand, when it is detected in the side column 12 that the steering wheel 10 is not in the neutral region by the straight sensor 208, the traveling body 1 based on the priority switch 205 and the left turn switch 206. The engagement switch 207 which permits the slight turning operation of () is provided.
When the traveling body 1 is largely turned to the left and right by the steering wheel 10, it is usually at a time other than during the harvesting operation. If the priority switch 205 and the left turn switch 206 are operated incorrectly at times other than during the harvesting operation, the traveling body 1 may face the unexpected direction contrary to the intention of the operator. Therefore, when the traveling body 1 is largely turned left and right by the steering wheel 10, the minute turning operation by the priority turning switch 205 and the left turning switch 206 is restricted. .
However, even when the traveling body 1 is swung largely to the left and right by the steering wheel 10, there is a case where the left and right turning is finely adjusted by operating the priority turning switch 205 and the left turning switch 206. In this case, the priority switch 205 and the left turn switch 206 are set by turning the alignment switch 207 on even if it is detected by the straight sensor 208 that the steering wheel 10 is not in the neutral region. It is possible to enable a slight turning operation to the left and right of the traveling body 1 based on the above.
Further, during turning by the electric motor 293, when the alignment switch 207 is in an on state (with the steering wheel 10 turned large, the priority switch 205 or the left turning switch 206 is turned off). When operating], it is slower than when the adjust switch 207 is in the off state (when operating the priority switch 205 or the left turn switch 206 while the steering wheel 10 is in the neutral area). I'm turning at speed. That is, when the fine steering is added while turning the steering wheel 10 to make the traveling body 1 turn to the left and right largely, the fine turning is performed slowly, and the operability at the time of turning is improved.
As described above, although the turning by the electric motor 293 is configured to be variable in speed, the delay circuit is provided in an electric circuit connecting the electric motor 293 and the left and right swing switches 205 and 206. Can be achieved.
Next, with reference to FIG. 32, the structure for performing alignment control (operation) of the traveling body 1 is demonstrated.
Although not shown in detail, the steering controller 209 such as a microcomputer as the control means includes a central processing unit (CPU) for executing various arithmetic processing and control, a read only memory (ROM) for storing data in a control program, It includes a random read / write memory (RAM) for temporarily storing data in a control program, a clock as a timer function, and an input / output interface for exchanging data with each input system device (such as a sensor or an actuator).
The input interface of the steering controller 209 includes a straight sensor 208 which is a rotation detection means of the steering wheel 10, a priority switch 205 provided on the steering wheel 10, a left turn switch 206, and a side column 12. 1, a limit switch 202 for detecting the rotational direction of the electric motor 293, a second limit switch 203, a third limit switch 204, and the like, connected to each other. It is. An electric motor 293 and the like are connected to the output interface of the steering controller 209.
Next, the alignment control will be described with reference to the flowchart of FIG. 33.
First, whether the traveling body 1 is in the straight state is determined by detecting the rotation of the steering wheel 10 by the straight sensor 208 (SA1). When the traveling body 1 is in the straight state (Yes in SA1), it is determined whether the left turning switch 206 is in the on state (SA2).
When the left swing switch 206 is in the on state (Yes in SA2), the electric motor 293 rotates in the left swing direction (SA3). As a result, the rod 296 attached to the cam disc 295 protrudes from the neutral position and rotates the pivot link 191 by a small angle Δβ1 in the clockwise direction. The rotation of the swing link 191 is transmitted to the swing HST mechanism 54 through the swing linkage mechanism 180, and the traveling body 1 performs a left swing operation at a slight rotational angle (SA4). Returns.
When the left swing switch 206 is in the off state (No in SA2), it is determined whether the priority switch 205 is in the on state (SA5). When the priority switch 205 is not in an ON state (No in SA5), the priority switch 205 and the left swing switch 206 are both in an unoperated state and are returned.
When the priority switch 205 is in the ON state (Yes in SA5), the electric motor 293 in the priority direction rotates (SA6). As a result, the rod 296 attached to the cam disc 295 retreats from the neutral position and rotates the turning link 191 by a small angle Δβ2 in the counterclockwise direction. The rotation of the swing link 191 is transmitted to the swing HST mechanism 54 through the swing linkage mechanism 180, and the traveling body 1 executes the priority swing operation at a minute rotation angle (SA7). Returns.
On the other hand, when it is determined by the straight sensor 208 that the traveling body 1 is not in the straight state (No in SA1), it is determined whether or not the alignment switch 207 is in the on state (SA8). It returns when the alignment switch 207 is in an off state (No in SA8). When the alignment switch 207 is in the on state (Yes in SA8), it is determined whether the left turning switch 206 is in the on state (SA9).
When the left swing switch 206 is in an on state (YES in SA9), the electric motor 293 rotates in the left swing direction (SA10). As a result, the rod 296 protrudes from the neutral position. The protruding operation of the rod 296 is slower than the protruding operation of the rod 296 when the left turning switch 206 is turned on in the state in which the traveling body 1 is straight (S2). Then, the rotation of the rotational angle Δβ1 in the clockwise direction of the turning link 191 is transmitted to the turning HST mechanism 54 through the turning linkage mechanism 180, and the traveling body 1 performs the left turning operation at a minute rotation angle. Although it executes (SA11), the speed of this left turning operation becomes slower than when it is left turning in SA4. Then return.
When the left swing switch 206 is in the off state (No in SA9), it is determined whether the priority switch 205 is in the on state (SA12). When the priority switch 205 is not in the ON state (No in SA12), even if the alignment switch 207 is in the ON state, neither the priority switch 205 nor the left swing switch 206 is operated. Returns.
When the priority switch 205 is in the ON state (YES in SA12), the electric motor 293 rotates in the priority direction (SA13). As a result, the rod 296 retreats from the neutral position. The retraction operation of the rod 296 is slower than the retraction operation of the rod 296 when the priority switch 205 is turned on (SA5) while the traveling body 1 is in a straight state. Then, the rotation of the angle Δβ2 in the counterclockwise direction of the turning link 191 is transmitted to the turning HST mechanism 54 through the turning interlock mechanism 180, and the traveling body 1 operates at a slight rotational angle. (SA14), the speed of this priority operation is lower than that of the priority operation in SA7. And then return.
According to the above structure, the said rotating cam 195 is rotated clockwise or counterclockwise from a neutral position by the electric motor 293 for coordination, and the said turning link 191 rotates with the said turning output shaft 164 and turning. Irrespective of the rotation of the output arm 167, it rotates counterclockwise or clockwise around the center pin 190 with respect to the swing output arm 167, and this rotation is performed by the turning HST mechanism 54. Since it is transmitted to the turning control shaft 189, the traveling body 1 will turn slightly.
By maintaining the disc cam 295 in a neutral position at the rotational stop of the electric motor 293, the minute turning by the electric motor 293 can be stopped.
The minute turning operation by the electric motor 293 for the adjustment can be performed separately from the turning operation of the steering wheel (swinging manual operating tool) 10, and the steering wheel (swinging manual). This can also be done during the turning operation of the operating tool 10).
And the turning by the electric motor 293 for an adjustment exceeds the rotation angle (DELTA) beta1 in the clockwise direction and the rotation angle (DELTA) beta2 in the counterclockwise direction in the said rotation link 191. Since it is regulated so that a wrong excessive turning by the said electric motor 293 can be reliably avoided, safety can be ensured.
In addition, during the turning operation of the steering wheel (turning manual operating tool) 10, the turning switch 207 can be operated to selectively switch whether or not turning by the electric motor 293 is performed. have. The turning operation can be further improved by configuring the turning by the electric motor 293 to be performed at a lower speed than usual, during the turning operation of the steering wheel (swing manual operating tool) 10. In this way, the rotation by the electric motor 293 is configured to vary in speed in an electric circuit connecting the electric motor 293 and the electric motor 293 and the left and right swing switches 205 and 206. This can be achieved by providing a delay circuit.
In addition, regulating the rotation angle in the turning link 191 within the range of? 1 to? 2 can be achieved by configuring the electric motor 293 to rotate forward and backward only for a suitable time, The turning switches 205 and 206 can be provided in the main gear lever (direct manual operating tool) 13 instead of being installed in the steering handle (swivel manual operating tool) 10.
In particular, in the above configuration, the electric motor 293 for alignment is connected to the swing interlock mechanism 180 connecting the control body 131 and the swing HST mechanism 54 through the coupling mechanism 210. The coupling mechanism 210 is attached to the steering box 120. That is, since the swing interlocking mechanism 180 is used for the swing operation of the swing HST mechanism 54 by the electric motor 293, the number of parts of the said structure can be reduced and an electric motor ( 293, the coupling mechanism 210, etc. can be made compact when attaching to the steering box 120. FIG. In addition, since the electric motor 293 and the steering box 120 can be unitized, mounting and replacement are simple, and maintenance can be performed easily.
In addition, by arranging the electric motor 293 and the coupling mechanism 210 on the steering box 120 side instead of the turning HST mechanism 54 side, the configuration around the mission case 18 can be simplified, and the installation space thereof is reduced. It can also be made small.
(7). Etc
The present invention is not limited to the above-described embodiments, and can be embodied in various forms. For example, the shift member 157 may be configured as shown in FIG. 19 instead of the configuration shown in FIG. 18. The turning sliding member 166 may be configured as shown in FIG. 18 instead of the configuration shown in FIG. 19. The circular cam 134 of the control body 131 may be configured to have a round or rectangular cross-sectional member in a circular shape.
However, as described above, when the cam sliding groove 134a is inserted into the cam groove 134a, the shifting sliding member 157 and the swinging sliding member 166 are slidably inserted in the circumferential direction. The rigidity of the shifting sliding member 157 and the swinging sliding member 166 can be improved compared with the case where the sliding members 157 and 166 are grooved.
In addition, the structure of each part is not limited to embodiment of illustration, A various change is possible in the range which does not deviate from the meaning of this invention.
