WO2014208117A1

WO2014208117A1 - Transmission device for working machine, and harvester

Info

Publication number: WO2014208117A1
Application number: PCT/JP2014/052998
Authority: WO
Inventors: 奥山天; 加藤裕治; 森学; 竹内由明; 加藤勝秀; 大谷大樹; 一二三慶城; 林茂幸; 籔中歩荷; 高崎和也; 有本敬; 木曾田雄星
Original assignee: 株式会社クボタ
Priority date: 2013-06-28
Filing date: 2014-02-10
Publication date: 2014-12-31
Also published as: CN105283339B; CN107521337A; KR20170127575A; CN111066488B; KR101799175B1; CN105283339A; KR20160025496A; CN111066488A; KR102048136B1; PH12015502618A1; CN107521337B; PH12015502618B1

Abstract

In the present invention, a transmission device for a harvester has, inside a transmission case (43): a horizontal driven shaft (45) which is installed adjacently and in a posture parallel to an input shaft (44) of the transmission case (43); a horizontal side clutch shaft (46) which has a transmission rotor (82) which is interlocked with an output rotor (81) installed on the driven shaft (45); a selective gear-type transmission (47) for changing a motive force from the input shaft (44); and a pair of side clutches (83) which are positioned on the side clutch shaft (46) so as to individually connect/disconnect the transmission of the motive force from the transmission rotor (82) to right and left traveling devices. The input shaft (44) is installed on a horizontal output shaft (34), which is installed on an external device (A) connected to the transmission case (43), so as to integrally rotate with the output shaft (34) about the axial center of the output shaft (34). The transmission (47) is configured to transmit the motive force from input shaft (44) to the driven shaft (45) and is provided so as to extend from input shaft (44) to the driven shaft (45).

Description

Power transmission device and harvester for work machines

The present invention relates to a transmission device for a working machine such as a transmission device for a harvesting machine. Working machines include ordinary harvesters (whole-throw-in type) combiners, self-removing combine harvesters, carrot harvesters and corn harvesters, as well as transport vehicles and tractors, but are not limited to these. Absent. The present invention also relates to a working machine such as a harvesting machine.

[1] In a transmission device for a harvester that is an example of a work machine, for example, a left-right driven shaft that is adjacent to the input shaft of the transmission case in a parallel posture and a transmission that is linked to an output rotating body provided on the driven shaft. Left-right side clutch shaft provided with a rotator, a selection gear type transmission for shifting power from the input shaft, and a left-right travel device located on the side clutch shaft from the transmission rotator A pair of side clutches for intermittently interrupting transmission to are built in the transmission case.

As a transmission device for the harvesting machine as described above, the transmission is decelerated through a pair of gears from the auxiliary transmission input shaft (input shaft) to the auxiliary transmission intermediate transmission shaft (driven shaft) in the transmission case (transmission case). The sub-transmission intermediate transmission in a state where the sub-transmission device (transmission) is transmitted from the transmission body provided so as to be shiftable to the sub-transmission intermediate transmission shaft to the sub-transmission output shaft provided so as to be relatively rotatable to the sub-transmission input shaft. Some are equipped over the shaft and the auxiliary transmission output shaft (for example, see Patent Document 1).

[2] In the transmission device for a work machine, for example, a pair of interlocking rotators that are individually interlocked and connected to the left and right traveling devices, and a pair of side clutches that individually interrupt the transmission to the pair of interlocking rotators. Equipped on the side clutch shaft built into the transmission case in the left-right direction.

As a transmission device for the working machine as described above, a pair of side clutches are respectively a cylindrical moving side rotating body having a meshing portion at one side end, and a fixed side having a meshed portion at one side end. Each side clutch in a transmission case that includes a rotating body and a compression spring that biases the moving-side rotating body toward an entering position where the meshing portion and the meshed portion mesh with each other, and includes a pair of side clutches, etc. Each side clutch can be attached to and detached from the side clutch shaft from the outside of the transmission case. (For example, refer to Patent Document 2).

[3] The harvester is provided, for example, outside the transmission case, and the power from the engine is shifted continuously in the forward and reverse directions so that the side wall on one end side of the transmission case is moved from the outside of the case to the inside of the case. A main transmission that outputs from an output shaft that is inserted toward the side, and a transmission that is internally mounted in the transmission case and that shifts the motive power transmitted from the output shaft into two steps depending on the working state. And a gear-type auxiliary transmission for transmission.

In a conventional harvesting machine, the output shaft of the main transmission is provided in a cantilever shape by inserting the side wall on one end side of the transmission case from the outer side of the case toward the inner side of the case. The output gear is extrapolated to the output shaft so as to be rotatable integrally, and the transmission input transmission gear provided on the transmission input shaft of the auxiliary transmission and the output gear mesh with each other to transmit power to the auxiliary transmission. (For example, refer to Patent Document 3).

[4] The harvesting machine is provided with, for example, a main transmission that shifts the driving force from the engine continuously in a forward and reverse direction, a gear case that is incorporated in the transmission case, and that can be combined in a plurality of combinations. A gear-type sub-transmission device that shifts the driving force output from a plurality of stages according to the working state and transmits it to the traveling device, a working clutch that turns on and off the driving force transmission to the working unit, and the main transmission device. A main transmission operating tool that performs a shifting operation; a sub-transmission operating tool that performs a shifting operation of the auxiliary transmission; and a clutch operating tool that performs an on / off operation of the work clutch.

Conventionally, there has been such a harvester as described in Patent Document 4. In the harvesting machine described in Patent Document 4, the sub-transmission device (“transmission device” in the literature) is operated at a low speed suitable for the cutting operation by operating the sub-transmission operation tool (“sub-transmission lever” in the literature). It is possible to switch to a shift state / medium speed shift state and a high speed shift state suitable for traveling on the road. This harvesting machine is provided with a mutual check mechanism, which prevents the auxiliary transmission from being switched to the high-speed shift state when a work clutch ("reaching clutch" in the literature) is engaged and operated. When the sub-transmission device is operated to the high speed shift state, the clutch operation tool ("reaching clutch lever" in the literature) is restrained so that the work clutch is not engaged and operated.

This harvester can reliably avoid unexpected operation of the cutting part when traveling on a high-speed road and sudden high-speed start of the body during low-speed cutting harvesting work.

Japanese Unexamined Patent Publication No. 2000-184817 (JP 公報 2000-184817 A) Japanese Laid-Open Patent Publication No. 2002-295635 (JP 2002-295635 A) Japanese Unexamined Patent Publication No. 2012-229787 (JP 公報 2012-229787 A) JP-B 61-003310 (JP 公報 S61-003310 Y)

[1] Issues corresponding to the background art [1] are as follows.

In the above configuration, the torque applied to the transmission increases by decelerating from the input shaft (sub-transmission input shaft) to the driven shaft (sub-transmission intermediate transmission shaft). For this reason, the torque applied to the transmission is increased, so that the drive gear (transmission gear) and the driven gear are disengaged during traveling, and the transmission is in a neutral state. is there.

In addition, in the transmission case (transmission case), it is necessary to equip the transmission case with a speed reduction structure (a pair of gears) by decelerating transmission from the input shaft to the driven shaft. As the transmission structure becomes complicated, the transmission device becomes larger.

The object of the present invention is to simplify the transmission structure in the transmission case, and the transmission device while rationally configuring the transmission structure in the transmission case to prevent the transmission from being lost in the transmission built in the transmission case. It is to be able to reduce the size and weight.

[2] Issues corresponding to the background art [2] are as follows.

According to the above configuration, when assembling each side clutch to the side clutch shaft, a large force that resists the action of the compression spring, and from each opening of the narrow transmission case, the moving side rotating body and the compression spring with respect to the side clutch shaft, etc. Since it is necessary to attach the cover member to the transmission case, the assembly of the side clutch to the side clutch shaft is considerably difficult.

An object of the present invention is to facilitate the assembly of the side clutch to the side clutch shaft.

[3] Issues corresponding to the background art [3] are as follows.

In the above conventional configuration, for example, when the driving load on the lower side of the transmission becomes excessive, such as when the traveling load on the traveling device becomes excessive, the driving reaction force on the output gear from the lower side of the transmission causes the output gear and the lower side shift input. In the meshing portion with the transmission gear for use, the cantilevered output shaft is bent and deformed in a direction in which the meshing gears are separated from each other, and the gears may mesh in an oblique state. If such a driving state continues, the gears are damaged early, or the gears are unevenly worn and good transmission cannot be performed early. There was a risk of being unable to do so.

An object of the present invention is to provide a harvester that can maintain a good transmission state in a transmission mechanism over a long period of time.

[4] Issues corresponding to the background art [4] are as follows.

The harvesting machine performs various operations such as normal mowing work, fallen cereal harvesting work, crossing the shore, running on the road, etc., and various appropriate running speeds (having a certain range) according to each of these works. ) Exists. For this reason, the harvesting machine described in Patent Document 1 is provided with a sub-transmission device that can be switched to three speeds separately from the main transmission device, so that an appropriate traveling speed can be easily obtained.

However, in order to set a large number of switching stages in a gear-type sub-transmission, it is necessary to increase the number of gear combinations in the gear train. As a result, the space occupied by the gear train is widened, and the transmission case is enlarged. That is, in the harvester as described in Patent Document 4, although it is possible to prevent a shift to a speed other than the appropriate travel speed, it is necessary to increase the gear combination of the gear train by one set if an attempt is made to increase the proper travel speed by one type. Inefficient in terms of points and space.

In view of such circumstances, the present invention can easily produce various appropriate traveling speeds while minimizing an increase in the number of parts and space, and can display various appropriate traveling speeds. An object of the present invention is to provide a combine that can prevent the shifting of gears.

[1] Solutions proposed in response to the problem [1] are as follows.

A left and right driven shaft adjacent in parallel to the input shaft of the transmission case, a left and right side clutch shaft having a transmission rotating body interlocked with an output rotating body provided on the driven shaft, and power from the input shaft And a pair of side clutches that are located on an axis of the side clutch shaft and individually connect and disconnect transmission from the transmission rotating body to the left and right traveling devices. Built-in,
The input shaft is provided on a left-right output shaft provided in an external device connected to the transmission case, in a state of rotating integrally with the output shaft around the axis of the output shaft,
The transmission is configured to be transmitted from the input shaft to the driven shaft, and is provided across the input shaft and the driven shaft.

According to this means, the input shaft of the transmission case that rotates integrally with the output shaft around the shaft center of the output shaft provided in the external device connected to the transmission case can be used as the drive shaft of the transmission. Accordingly, for example, a transmission structure such as a gear that transmits from the input shaft to the drive shaft can be made unnecessary as compared with a case where a dedicated drive shaft having a configuration different from that of the input shaft is provided in parallel with the input shaft. As a result, it is possible to facilitate manufacturing by simplifying the transmission structure in the transmission case and to reduce the size and weight of the transmission device. In addition, the transmission structure can prevent a shift from being lost due to an increase in torque applied to the transmission, which may be caused when the transmission is decelerated from the input shaft to the drive shaft.

Therefore, it is possible to prevent shifting of the transmission built in the transmission case, and to simplify the transmission structure in the transmission case and to reduce the size and weight of the transmission device.

In a preferred embodiment, the transmission rotor is arranged in the center of the side clutch shaft, and the pair of side clutches are distributed on the left and right of the transmission rotor.

According to this means, together with a pair of side clutches arranged on the shaft of the side clutch shaft, two transmission systems that individually transmit from the side clutch shaft to the left and right traveling devices via these side clutches, and these The case portion of the transmission case that covers the transmission system can be configured symmetrically with a good balance. In addition, two transmission systems including a pair of side clutches can be configured with common parts.

Therefore, in the transmission device, the transmission structure extending from the side clutch shaft to the left and right traveling devices can be configured in a stable state with a good balance of left and right symmetry while simplifying the configuration using common parts.

In a preferred embodiment, the output rotating body is arranged at the center of the driven shaft.

According to this means, a pair of shafts in a transmission case that supports both ends of the driven shaft by arranging an output rotating body that rotates in a state where torque is always applied regardless of the speed of the transmission at the center of the driven shaft. It becomes easy to equalize the torque applied to the branch.

Therefore, it is possible to suppress the possibility that the torque applied to the pair of shaft support portions becomes uneven and the durability of one of the shaft support portions decreases and the replacement frequency increases.

In a preferred embodiment, the driven gear of the transmission is mounted on the driven shaft in a state adjacent to the output rotating body.

According to this means, an unnecessary interval between the output rotating body and the driven gear on the driven shaft can be eliminated, and the driven shaft can be shortened.

Therefore, the transmission can be reduced in size and weight, and the transmission device can be reduced in size and weight.

In a preferred embodiment, the driven gear is mounted on the driven shaft in a state adjacent to both side portions of the output rotating body.

According to this means, an unnecessary interval between the transmission gear and the driven gear on the driven shaft can be eliminated and the driven shaft can be shortened while increasing the number of transmission stages of the transmission.

Therefore, it is possible to reduce the size and weight of the transmission, and to reduce the size and weight of the transmission device associated therewith, while increasing the number of shift stages of the transmission.

In a preferred embodiment, a gear portion is provided on one end side of the driven gear, and a gear selection linkage portion is provided on the other end side of the driven gear, so that the driven gear serves as a shift mechanism for gear selection operation. The linkage gear is configured to be linked, and the linkage gear is mounted on the driven shaft in a state where the gear portion is adjacent to the output rotating body.

According to this means, for example, the gear portion of the driven gear can be arranged on the center side of the driven shaft as compared with the case where the linkage portion of the linkage gear is adjacent to the output rotating body. Thereby, the torque concerning a pair of shaft support part in the transmission case which supports the both ends of a driven shaft can be substantially equalized.

Therefore, it is possible to suppress the possibility that the durability of one shaft support portion is reduced and the replacement frequency is increased due to an increase in the difference in torque applied to the pair of shaft support portions.

In one preferred embodiment, the transmission is configured in a constant mesh type,
As the linkage gear, a linkage gear different from the linkage gear adjacent to the output rotating body is provided,
Each of the linkage gears includes a spline boss portion as the linkage portion,
A spline shaft portion that rotates integrally with the driven shaft between the spline boss portion of the linkage gear adjacent to the output rotating body and the spline boss portion of the another linkage gear. The driven shaft is installed in an intervening state.

According to this means, it is possible to share the spline shaft portion and the shifter provided on the input shaft or the driven shaft in order to enable the gear selection operation of the linkage gear adjacent to the output rotating body and another driven gear.

As a result, the transmission structure can be simplified by reducing the number of spline shafts and shifters, the transmission can be reduced in size and weight, and the transmission device can be reduced in size and weight.

In one preferred embodiment, the transmission includes a linkage gear provided on one end side with a linkage portion linked to a shift mechanism for gear selection operation,
The linking gear is mounted on the input shaft or the driven shaft in a state where the linking portion is located at an end of the input shaft or the driven shaft opposite to the input side end of the input shaft. .

According to this means, the input shaft away from the input side end of the input shaft or the shaft end side of the driven shaft becomes the operation region for gear selection, and accordingly, the input shaft that does not require the operation region for gear selection or The extension length from the input side end portion of the driven shaft can be shortened, and the width dimension in the extending direction of the input shaft or the driven shaft in the transmission can be shortened.

As a result, the transmission can be reduced in size and weight, and the transmission device can be reduced in size and weight.

In one preferred embodiment, the transmission includes a linkage gear linked to a shift mechanism for gear selection operation,
Either one of the input shaft and the driven shaft is disposed below the other,
The linkage gear is mounted on the input shaft or the driven shaft arranged below.

According to this means, for example, the surface height of the lubricating oil stored in the transmission case can be reduced as compared with the case where the linkage gear is provided on the input shaft or the driven shaft arranged above, and the oil in the transmission case can be reduced. The amount of storage can be reduced. As a result, it is possible to shorten the work time required for oil change, reduce the cost, and reduce the weight of the transmission device.

Therefore, it is possible to reduce the weight of the transmission device and shorten the work time required for oil replacement.

In one preferred embodiment, the transmission is configured as a constant mesh type having a plurality of linkage gears having a spline boss portion on one end side as a linkage portion linked to a shift mechanism for gear selection operation,
The input shaft or the driven shaft equipped with the plurality of linkage gears so as to be relatively rotatable can be linked to the adjacent spline boss portion via the shift mechanism at the adjacent portion to the spline boss portion. Equipped with a spline shaft part that rotates integrally,
Among the spline shaft portions of each adjacent portion, with a predetermined spline shaft portion to be linked to a single linkage gear, a plurality of linkage splines are formed only on one end side of the outer peripheral surface, The input shaft or the driven shaft is constituted by a spline boss that is detachably fitted on the input shaft or the driven shaft.

By the way, in an input shaft or a driven shaft equipped with a plurality of linkage gears so as to be relatively rotatable, spline bosses constituting the predetermined spline shaft portion, for example, each spline formed on the outer peripheral surface thereof extends over both ends of the spline bosses. When the spline boss is formed to have a length, when the spline boss is spline fitted to the driven shaft, the spline fitting can be easily performed without considering the direction of the spline boss. On the other hand, regardless of the direction of the spline boss, in order to facilitate the linkage operation between the spline boss and the driven gear by a shifter that slides between the spline boss and the spline boss of the driven gear, Both ends need to be chamfered with a high processing cost, and there is room for improvement in reducing the processing cost.

Therefore, in this means, by forming a plurality of linkage splines only on one end side of the outer peripheral surface of the spline boss, the above-described chamfering process is performed only on one end portion located at the end portion of the spline boss in those splines. It is necessary to apply.

This makes it possible to reduce machining costs compared to the case where chamfering is performed on both ends of each spline, while the spline boss is fitted to the driven shaft with a spline suitable for this spline fitting. The direction of the boss can be easily recognized from the appearance of the spline boss, and it is possible to prevent the occurrence of misassembly in which the spline boss is spline fitted to the driven shaft in a state where the direction of the spline boss is wrong.

In one preferred embodiment, the transmission case includes an opening that exposes an end of the input shaft opposite to the input side.

According to this means, for example, in a configuration in which a continuously variable transmission or motor is adopted as an external device and power from the continuously variable transmission or motor is input to the input shaft of the transmission case, the continuously variable transmission or motor When the operation tool is operated to the neutral position or the stop position, it is possible to directly recognize whether or not the input shaft has stopped rotating.

As a result, the neutral adjustment of the continuously variable transmission or the stop adjustment of the motor can be easily performed when the continuously variable transmission or the motor is adopted as the external device.

In one preferred embodiment, an oil passage is provided for supplying oil returned from the hydraulic device to the inside of the transmission case to a linkage gear linked to a gear selection operation shift mechanism in the transmission.

According to this means, even if the surface of the lubricating oil is lower than the height position of the linkage gear by neglecting replenishment of the lubricating oil stored in the transmission case, the input shaft or the driven shaft due to lack of lubricating oil. And seizure with the linkage gear can be prevented.

In a preferred embodiment, left and right traveling drive shafts extending from the transmission case to the corresponding traveling device and left and right traveling drive shafts, and left and right reduction mechanisms that transmit the power via the corresponding side clutches to the traveling drive shafts at a reduced speed. And.

According to this means, by providing the speed reduction mechanism on the lower side in the transmission direction of each side clutch, the torque applied to each side clutch can be reduced, and the intermittent operation of each side clutch can be facilitated.

Therefore, it is possible to improve the turning operability of the vehicle body by the intermittent operation of each side clutch.

In a preferred embodiment, a relay shaft facing left and right is provided between the side clutch shaft and the left and right travel drive shafts,
Each of the left and right speed reduction mechanisms includes a first speed reduction portion that extends from the side clutch shaft to the relay shaft, and a second speed reduction portion that extends from the relay shaft to the travel drive shaft.

According to this means, the speed reduction ratio in each speed reduction mechanism can be increased while reducing the diameter of the driven rotating body employed in each speed reduction mechanism and increasing the degree of freedom of arrangement of each speed reduction mechanism in the transmission case. Can do.

Therefore, it is possible to obtain a large driving torque during traveling while facilitating the installation of each speed reduction mechanism in the transmission case.

In one preferred embodiment, each of the first reduction part and the second reduction part is configured in a gear transmission type in which a pair of gears are engaged and interlocked with each other,
The relay shaft is disposed at a front upper position with respect to the travel drive shaft, and the side clutch shaft is disposed at a rear upper position with respect to the relay shaft.

According to this means, for example, the vertical length of each speed reduction mechanism can be shortened as compared with the case where the side clutch shaft, the relay shaft, and the travel drive shaft are arranged in the vertical direction.

During forward traveling with high frequency of use, the driving force from the side clutch shaft and the driving reaction force from each traveling drive shaft applied to each relay shaft are reduced by the mutual cancellation of the vertical components, while the relay shaft Are distributed to the side clutch shaft and each travel drive shaft via the gears of the side clutch shaft and the gears of the relay shaft and the travel drive shaft. On the other hand, during reverse travel that is less frequently used, the driving force and the driving reaction force applied to the relay shaft are applied only to the relay shaft, while the vertical components cancel each other.

That is, the torque applied to each shaft support portion that supports the relay shaft can be reduced as compared with the case where the driving force and the driving reaction force are applied only to the relay shaft during forward traveling that is frequently used. .

Therefore, it is possible to improve the durability of each shaft support section that supports the relay shaft while reducing the size of the transmission device by shortening the vertical length of each speed reduction mechanism.

In one preferred embodiment, the output rotator and the transmission rotator are configured by gears that mesh and interlock with each other,
The driven shaft is disposed at a front upper position with respect to the side clutch shaft, and the input shaft is disposed at a rear upper position with respect to the driven shaft.

According to this means, for example, the vertical length of the transmission can be shortened as compared with the case where the input shaft, the driven shaft, and the side clutch shaft are arranged in the vertical direction.

During forward traveling with high frequency of use, the driving force from the input shaft on the driven shaft and the driving reaction force from the side clutch shaft are reduced by the mutual cancellation of the vertical components, while the driven gear of the driven shaft. And the input shaft drive gear, and the output gear and the side clutch shaft gear on the driven shaft are dispersed to the input shaft and the side clutch shaft. On the other hand, during reverse travel, which is less frequently used, the driving force and the driving reaction force applied to the driven shaft are applied only to the driven shaft, while the vertical components cancel each other.

That is, compared to the case where the driving force and the driving reaction force are applied only to the driven shaft during forward traveling with high use frequency, the torque applied to each shaft supporting portion that supports the driven shaft can be reduced. .

Therefore, it is possible to improve the durability of each shaft support portion that supports the driven shaft while reducing the size of the transmission device.

In a preferred embodiment, the side clutch shaft is arranged at a position behind the input shaft and the travel drive shaft.

According to this means, it is possible to increase the separation distance between the side clutch shaft and the relay shaft while suppressing an increase in the vertical length of the transmission device, so that the distance between the side clutch shaft and the relay shaft can be increased. The reduction ratio can be further increased.

Therefore, a large driving torque can be obtained during traveling while suppressing an increase in the size of the transmission device.

In a preferred embodiment, the relay shaft is arranged at a position ahead of the driven shaft.

According to this means, it is possible to increase the separation distance between the relay shaft and each travel drive shaft while suppressing an increase in the vertical length of the transmission device, and between the relay shaft and each travel drive shaft. The reduction ratio at can be further increased.

[2] Solutions proposed in response to the problem [2] are as follows.

A side clutch shaft having a pair of interlocking rotators that are individually interlocked and connected to the left and right traveling devices, and a pair of side clutches that individually connect and disconnect transmission to the pair of interlocking rotators in the transmission case. Equipped on the shaft,
Each of the pair of side clutches has a cylindrical shaft that is externally fitted to the side clutch shaft so as to be rotatable relative to the side clutch shaft in a state where the side clutch shaft can be attached and detached by sliding in the axial direction of the side clutch shaft. The moving-side rotating body having a meshing portion at a side end, a fixed-side rotating body having a meshed portion at one side end, and an entry position where the meshing portion and the meshed portion mesh with each other. A compression spring that biases the body, a stopper that receives the moving-side rotating body at the entry position, and a spring receiver that receives one end of the compression spring;
In each of the pair of side clutches, the moving side rotating body, the compression spring, the stopper, and the spring receiver are arranged on the outer periphery of the cylindrical shaft, and the moving side rotation is performed between the stopper and the spring receiver. An arrangement in which the body and the compression spring are positioned, and the moving-side rotating body rotates integrally with the cylinder shaft in a state in which the moving-side rotating body is slidable in the axial direction of the side clutch shaft with respect to the cylinder shaft. Equipped with the cylinder shaft, the moving-side rotating body, the compression spring, the stopper, and the spring receiver slidably and detachably with respect to the side clutch shaft in the axial direction of the side clutch shaft. It is configured as a sliding unit.

According to this means, when assembling each side clutch to the side clutch shaft, by attaching each sliding unit to the side clutch shaft, the moving side rotating body and the compression spring, which are the components of each side clutch, are side-mounted. Can be attached to the clutch shaft. When each sliding unit is mounted on the side clutch shaft, a large force against the action of the compression spring is not required, so that the moving side rotating body and the compression spring can be easily attached to the side clutch shaft. can do.

On the other hand, attachment / detachment of the moving side rotating body or compression spring to / from the cylinder shaft that requires a large force against the action of the compression spring can be freely performed using the necessary tools without limiting the work area outside the transmission case. Since it can be performed, it is possible to easily attach the moving side rotating body or the compression spring to the cylinder shaft.

Therefore, the assembling property of each side clutch to the side clutch shaft can be greatly improved.

In one preferred embodiment, a transmission rotating body that is transmitted to the pair of interlocking rotating bodies via the pair of side clutches is disposed in a central portion of the side clutch shaft,
The pair of interlocking rotators and the pair of side clutches are distributed to the left and right of the transmission rotor, and the pair of side clutches are transmitted from the transmission rotor to the interlocking rotors on the same left and right sides. Is configured to be intermittent.

According to this means, a pair of side clutches and a pair of interlocking rotating bodies arranged on the side clutch shaft are transmitted separately from the side clutch shaft to the left and right traveling devices via these side clutches and the interlocking rotating bodies. The two transmission systems and the case part of the transmission case that covers these transmission systems can be configured symmetrically with a good balance. In addition, two transmission systems including a pair of side clutches and a pair of interlocking rotating bodies can be configured with common parts.

In one preferred embodiment, each of the pair of side clutches is configured such that the moving side rotating body functions as a driven side rotating body, and the fixed side rotating body functions as a driving side rotating body, Each of the sliding units is configured to include the corresponding interlocking rotating body as one of the components.

According to this means, the moving-side rotating body, which is one of the components of the sliding unit, is used as the driven-side rotating body of the side clutch, so that it is disposed on the lower side in the transmission direction of the side clutch on the side clutch shaft. The interlocking rotator can also be configured as one of the components of the sliding unit, thereby improving the assembly of the side clutch and the interlocking rotator with respect to the side clutch shaft.

In a preferred embodiment, the transmission case includes an opening that allows passage of the sliding unit at a position facing each of the pair of side clutches in the axial direction of the side clutch shaft, and the opening. A cover member for closing the cover is detachably mounted, and each of the sliding units is configured to be detachable from the outside of the transmission case with respect to the side clutch shaft.

According to this means, the side clutch shaft can be moved from the outside of the transmission case through the opening to the side clutch shaft assembled in the transmission case without requiring a large force against the action of the compression spring. Can be easily installed.

Also, when performing maintenance of each sliding unit, each sliding unit can be attached and detached from the opening of the transmission case without disassembling the transmission case. Then, disassembly and assembly of each sliding unit that requires a large force against the action of the compression spring can be freely performed using a necessary tool without limiting the work area outside the transmission case.

Therefore, the detachability of each sliding unit with respect to the side clutch shaft and the maintainability with respect to each sliding unit can be improved.

In a preferred embodiment, each of the cover members includes a shaft support portion that supports an end portion of the side clutch shaft.

According to this means, by attaching each cover member to the transmission case, the end portion of the side clutch shaft can be supported by each shaft support portion. Moreover, by removing each cover member from the transmission case, each shaft support portion can be removed from the transmission case together with each cover member.

This makes it possible to reduce the man-hours required for attaching / detaching each cover member and each shaft support portion to / from the transmission case as compared with the case where each attaching / detaching is individually performed. For example, when performing maintenance on each shaft support such as replacement of a bearing, the maintenance work can be freely performed using a necessary tool without limiting the work area outside the transmission case. .

Therefore, the detachability of each cover member and each shaft support portion with respect to the transmission case can be improved, and the maintainability for each sliding unit and each shaft support portion can be improved.

In one preferred embodiment, each of the fixed-side rotators is externally fitted to the side clutch shaft in a state where it can be attached to and detached from the side clutch shaft by sliding in the axial direction of the side clutch shaft,
Each of the openings is formed in a size that allows passage of the fixed-side rotating body.

According to this means, the fixed-side rotating body together with each sliding unit is opened from the outside of the transmission case to the side clutch shaft assembled in the transmission case without requiring a large force against the action of the compression spring. Can be easily attached to and detached from the side clutch shaft.

Therefore, it is possible to improve the detachability with respect to the side clutch shaft of each side clutch constituted by the sliding unit and the fixed side rotating body and the maintainability with respect to each side clutch.

In a preferred embodiment, each of the pair of side clutches includes, as the fixed-side rotator, a spur gear having a tooth width that is at least twice as long as a meshing length with the meshing portion of the moving-side rotator. Yes.

According to this means, when the meshed portion of the fixed-side rotator is worn, the wear is eliminated by temporarily removing the fixed-side rotator from the side clutch shaft and attaching it to the side clutch shaft again. be able to.

Therefore, the life of each fixed-side rotating body can be doubled, and the running cost required for each side clutch can be reduced.

In a preferred embodiment, each of the fixed-side rotating bodies is externally fitted to a portion of the side clutch shaft that is closer to the shaft end than the sliding unit.

According to this means, when performing maintenance on each fixed-side rotating body such as replacement of each fixed-side rotating body, it is possible to eliminate the need to attach and detach the sliding unit to the side clutch shaft.

Therefore, it is possible to improve the maintainability of each fixed side rotating body.

In one preferred embodiment, a drive gear is provided as the pair of interlocking rotating bodies,
The pair of side clutches are configured such that the moving-side rotating body functions as a driven-side rotating body, and the fixed-side rotating body functions as a driving-side rotating body, Is configured to include the corresponding drive gear as one of the components.

By the way, for example, when the interlocking rotating body is a driving pulley or a driving sprocket, when the sliding unit including the interlocking rotating body is attached to or detached from the side clutch shaft from the opening of the transmission case, the driving pulley or the drive is driven from the opening. Since it takes time to attach / detach the transmission belt or transmission chain to / from the sprocket, it becomes difficult to attach / detach the sliding unit to / from the side clutch shaft from the opening.

On the other hand, in this means, since the interlocking rotating body is a drive gear, the attachment / detachment from the opening of the transmission case to the side clutch shaft of the sliding unit including the drive gear is not required as described above. It can be done easily.

Therefore, the detachability from the opening of the transmission case to the side clutch shaft of the sliding unit including the drive gear can be improved.

In one preferred embodiment, each of the sliding units is equipped with the drive gear on the cylindrical shaft.

For example, when the driving gear is provided on the moving side rotating body, the driving gear slides with respect to the driven gear that meshes with the driving gear and interlocks with the sliding displacement of the moving side rotating body due to the on / off operation of the side clutch. Due to the displacement, wear due to the sliding displacement occurs between the drive gear and the driven gear.

On the other hand, in this means, since the drive gear is provided on the cylindrical shaft that slidably supports the moving side rotating body, the above-described wear can be avoided in advance.

Therefore, it is possible to improve the durability of the drive gear provided in the sliding unit and the driven gear meshing with and interlocking with the drive gear.

In one preferred embodiment, the transmission case is equipped with a multi-plate side brake that brakes the corresponding traveling device on the outer peripheral side of each sliding unit on the axis of the side clutch shaft,
Each of the sliding units includes a corresponding brake hub of the side brake as one of the component parts so as to rotate integrally with the cylindrical shaft.

According to this means, it is possible to improve the assembling property of each side brake while configuring so that the braking device can perform the braking turning that brakes the traveling device inside the turning by the side brake.

In one preferred embodiment, each of the sliding units includes a spline boss that rotates integrally with the cylindrical shaft,
Each of the spline bosses is configured as a combination part in which one end side functions as the drive gear and the other end side functions as the brake hub.

According to this means, since each spline boss is a dual-purpose part that serves both as a drive gear and a brake hub, the structure can be simplified and the assembly can be improved by reducing the number of parts.

In one preferred embodiment, each of the spline bosses has a spline hole portion fitted on a spline shaft portion provided on one end side of the corresponding cylindrical shaft on the inner peripheral surface on the drive gear side, and a brake hub. The inner peripheral surface on the side is provided with an enlarged diameter portion that forms a storage space for a compression spring between the cylinder shaft.

According to this means, the spline boss can be removably fitted to the cylinder shaft by using the drive gear side of each spline boss that becomes longer in the axial direction by serving as the drive gear and the brake hub. it can. As a result, when wear or the like occurs in the drive gear or the brake hub, only the spline boss can be replaced. Compared to the case where the spline boss is integrally formed on the cylinder shaft, the wear of the drive gear or the brake hub is reduced. Maintenance costs can be reduced.

Also, using the brake hub side of each spline boss, it is possible to equip the cylinder shaft, the compression spring, and the spline boss in a state where they are overlapped in the radial direction of the cylinder shaft. As a result, the length in the axial direction of each sliding unit can be shortened as compared with the case where the compression spring and the spline boss are arranged side by side in the axial direction of the cylinder shaft. It is possible to reduce the size of the transmission device by narrowing the left and right widths of the transmission device together with the shortening of the length.

In one preferred embodiment, each of the cylindrical shafts constitutes the spring receiver with a stepped portion provided on the outer peripheral portion thereof, and the spline shaft portion extends from the stepped portion to the shaft end on the large diameter side. Formed into
Each of the spline shaft portions is provided with an engagement portion formed in a substantially annular recess on the outer peripheral side thereof, and a C-shaped retaining ring is fitted on the engagement portion.
Each of the spline bosses has the spline hole portion extending from the retaining ring to the stepped portion and the enlarged diameter portion extending from the stepped portion to the boss end on the brake hub side. Yes.

According to this means, the spline boss can be easily and reliably fixed at a predetermined position with respect to the cylinder shaft with a simple configuration using the step portion of the cylinder shaft, the retaining ring, and the compression spring.

In a preferred embodiment, each of the side brakes slides a plurality of brake disks and a plurality of separator plates alternately arranged in the axial direction of the side clutch shaft in the axial direction of the side clutch shaft. Equipped in a state that can be removed laterally outward of the transmission case by
Each of the openings is sized to allow passage of the brake disc and the separator plate.

According to this means, in addition to each sliding unit, a plurality of brake discs and a plurality of separator plates in each side brake can be easily attached and detached from each opening of the transmission case.

Therefore, it is possible to facilitate maintenance of each side brake such as assembly of each side brake and replacement of a brake disk and a separator plate.

In one preferred embodiment, each of the moving side rotating bodies includes a pressing portion acting on the brake disc and the separator plate on an outer peripheral portion thereof,
For each of the side brakes, the corresponding moving-side rotating body is moved from the cut position where the meshing portion of the moving-side rotating body and the meshed portion of the fixed-side rotating body release the meshing, The brake disc and the separator are released from the brake release state in which the brake disc and the separator plate release the pressure contact due to the action of the pressing portion as they slide toward the braking position located in the opposite direction. Each of the plates is switched to a braking state in which the plate is pressed by the action of the pressing portion, and the corresponding moving-side rotator slides from the braking position toward the cutting position. It is configured to switch to the brake release state.

According to this means, the moving side rotating body of each side clutch can be used as a side brake operating tool, and accordingly, the side clutch and the side brake can be appropriately interlocked.

Therefore, it is possible to improve the turning operability of the vehicle body while simplifying the configuration required for the turning operation of the vehicle body.

In one preferred embodiment, each of the fixed-side rotating bodies can be attached to and detached from the side clutch shaft by sliding in the axial direction of the side clutch shaft, and from the sliding unit on the side clutch shaft. Is also fitted around the shaft end side,
Each of the cover members includes an auxiliary opening that allows passage of the fixed-side rotator, and is detachably equipped with an auxiliary cover member that closes the auxiliary opening, and is a shaft that supports an end portion of the side clutch shaft. A branch is provided in the auxiliary cover member.

According to this means, by removing each auxiliary cover member, it is possible to remove the fixed-side rotating body in a state in which removal of each sliding unit and each brake disc and separator plate of each side brake is prevented by the cover member. Can do.

Therefore, it is possible to improve workability when performing maintenance on the fixed side rotating body.

In one preferred embodiment, each of the auxiliary openings is formed in a circular shape centered on the axis of the side clutch shaft,
Each of the auxiliary cover members includes a large-diameter portion that fits in the auxiliary opening, and a small-diameter portion that forms an annular space between the auxiliary opening, and the small-diameter portion is located on the inner side of the transmission case. Ready to
Each of the sliding units is equipped on the side clutch shaft in a state where the moving side rotating body faces the space,
A state in which an annular piston that slides the moving-side rotating body is fitted into the space in a state in which it can slide in the axial direction of the side clutch shaft, and the space functions as an oil chamber for operating the piston. It is configured.

According to this means, the hydraulic operation section for the side clutch and the side brake can be configured using the space between the cover member and the auxiliary cover member. Then, by removing the cover member or the auxiliary cover member, the hydraulic operation unit can be removed, and maintenance on the hydraulic operation unit can be easily performed.

Therefore, the operability of the side clutch and the side brake can be improved by the hydraulic operation part while suppressing the complication of the configuration, and the maintainability for the hydraulic operation part can be improved.

In a preferred embodiment, each of the moving side rotating bodies includes an enlarged diameter portion that allows the stopper to enter at the entering position on the inner peripheral surface on the stopper side.

According to this means, the length of each sliding unit in the axial direction can be further shortened as compared with the case where the enlarged diameter portion is not formed. As a result, it is possible to reduce the size of the transmission device by shortening the side clutch shaft and reducing the lateral width of the transmission device.

In one preferred embodiment, the stopper is constituted by a C-shaped retaining ring that is detachably fitted in an engagement groove that is annularly recessed and formed on the outer peripheral side of the cylindrical shaft.
The enlarged diameter portion for the stopper is formed to a size that prevents the stopper from being detached from the engaging groove.

According to this means, for example, when the stopper is not completely engaged with the engaging groove of each cylindrical shaft and the stopper is lifted from the engaging groove, the moving side rotating body is brought into the entering position by the action of the compression spring. When sliding, sliding to the entry position is prevented by contact with the stopper.

That is, the assembled state of the stopper with respect to the engagement groove of each cylinder shaft can be easily determined by sliding of the moving side rotating body by the action of the compression spring after the assembly. If the engagement of the stopper with the groove is incomplete, the engagement can be improved immediately.

[3] Solutions proposed in response to the problem [3] are as follows.

It is provided outside the transmission case and has an output shaft that passes through the side wall on one end side of the transmission case from the outer side of the case to the inner side of the case. A main transmission that outputs from the output shaft;
A gear-type sub-transmission device that is internally mounted in the transmission case and that shifts the power transmitted from the output shaft to a high and low two-stage according to a working state and transmits it to the traveling device;
The output shaft passes through the transmission case and is inserted into the side wall on the other end side so that the shaft end is exposed to the outside of the case. The side wall on the one end side and the side wall on the other end side And harvester that is provided in a state of being rotatably supported by each.

According to this configuration, the output shaft of the main transmission is provided in a state where the side wall on one end side of the transmission case is inserted from the case outer side toward the case inner side. The output shaft passes through the transmission case, passes through the side wall on the other end side, and the shaft end portion is exposed to the outside of the case, and between the side wall on the one end side and the side wall on the other end side. Each is provided in a state of being rotatably supported.

As described above, the output shaft is rotatably supported on each of the side wall on one end side and the side wall on the other end side in the transmission case, so that the drive reaction force from the lower transmission side to the output gear causes The possibility that the output shaft is bent and deformed is reduced, and a good gear meshing state can be maintained. As a result, it was easy to maintain a good transmission state.

Also, since the output shaft is inserted through the side wall on the other end side and the shaft end on the other end side is exposed outside the case, whether the output shaft is rotating from the outer side of the mission case or not Can be visually confirmed. Then, for example, when adjusting the operation state when the main transmission is operated to the neutral position with the shift operation tool, whether or not the main transmission is in the neutral state, that is, whether the output shaft is in the rotation stop state or not. The adjustment work can be performed with high accuracy while visually confirming.

Therefore, it is possible to provide a harvesting machine that can maintain a good gear meshing state and can display an appropriate neutral state and can maintain a good transmission state for a long time in the transmission mechanism. It came to.

Further, it is preferable that an input gear for input on the input side of the auxiliary transmission is provided with an input gear that meshes with and interlocks with an output gear provided on the output shaft.

According to this configuration, the output gear provided on the output shaft and the input gear provided on the input shaft for shifting of the auxiliary transmission are meshed with each other, and the output of the main transmission is transmitted to the auxiliary transmission. Due to the driving reaction force from the lower transmission side, the output shaft is less likely to bend and deform even when force is applied in the direction where the output gear and input gear are engaged. It became easy to maintain a good transmission state without any disadvantages such as meshing with each other.

Further, it is preferable that the transmission input shaft is provided with a high-speed transmission drive gear on the side closer to the input gear and a low-speed transmission drive gear on the side far from the input gear.

According to this configuration, when the auxiliary transmission is switched to the high speed state, power is transmitted via the high speed transmission drive gear, and when the auxiliary transmission is switched to the low speed state, the transmission is for low speed transmission. Power is transmitted through the drive gear.

By the way, when the auxiliary transmission is in a high speed state, the driving load is large, such as performing a cutting operation at a high speed, and when the auxiliary transmission is in a low speed state, the driving load is performed, for example, performing a cutting operation at a low speed. Is considered to be small. In other words, a relatively large driving reaction force acts on a portion where a high-speed transmission drive gear is provided, and a relatively small driving reaction force acts on a portion provided with a low-speed transmission drive gear. I think that.

Since the high-speed transmission drive gear is provided on the side close to the input gear, the power can be transmitted with minimal torsional deformation of the transmission input shaft when it is in a high-speed state. In the low speed state, even if the low speed transmission drive gear is provided on the side far from the input gear, the torsional deformation of the transmission input shaft is small.

Therefore, it is easy to maintain a good transmission state with as little twist deformation as possible on the input shaft for shifting.

Preferably, the low-speed transmission drive gear is provided with a space in the axial direction between the shift input shaft and a shaft support member that rotatably supports the shift input shaft on the side wall on the other end side. It is.

According to this configuration, since there is a space in the axial direction between the drive gear for low speed transmission and the shaft support member, the space between them is used for the drive gear for low speed transmission and the shaft support member. Lubricating oil can be appropriately supplied to each.

As a result, each of the low-speed transmission drive gear and the shaft support member can be continuously operated smoothly by appropriately supplying the lubricating oil, and it is easy to maintain a good transmission state. .

Further, it is preferable that the high-speed transmission drive gear is provided with an interval in the axial direction between the input gear and the input gear.

According to this configuration, since there is a space in the axial direction between the high-speed transmission drive gear and the input gear, the space between them is used to each of the high-speed transmission drive gear and the input gear. On the other hand, lubricating oil can be supplied appropriately.

As a result, each of the drive gear for high speed transmission and the input gear can be continuously operated smoothly by appropriately supplying the lubricating oil, and it is easy to maintain a good transmission state.

Further, a high-speed transmission driven gear in which the high-speed transmission drive gear meshes and interlocks with an output-side shift output shaft in the sub-transmission device, and a low-speed transmission driven gear in which the low-speed transmission drive gear meshes and interlocks, It is preferable that a driving gear that meshes with and is interlocked with a lower transmission gear positioned on the lower transmission side of the auxiliary transmission is provided.

According to this configuration, the power of the transmission input shaft in the auxiliary transmission is transmitted via the high-speed transmission drive gear and the high-speed transmission driven gear, or via the low-speed transmission drive gear and the low-speed transmission driven gear. It is transmitted to the shift output shaft. The power of the transmission output shaft is transmitted to the lower transmission side of the auxiliary transmission device via a drive gear provided separately from the high-speed transmission driven gear and the low-speed transmission driven gear and the lower transmission gear meshing with the drive gear. The

By the way, instead of such a configuration, for example, a configuration in which power is transmitted from the transmission input shaft side to the lower transmission side of the auxiliary transmission device, that is, a driven gear, A configuration in which the drive gear is shared is also conceivable. However, in such a configuration, the driving force from the speed change input shaft side and the driving reaction force from the lower transmission side are applied to the gear, respectively, and the load of the traveling device is normal. Even if it exists, there exists a possibility that a heavy load may be applied to a gear and durability may fall.

In contrast, according to this configuration, only the power from the transmission input shaft side is transmitted to the high-speed transmission driven gear and the low-speed transmission driven gear, and the drive gear transmits power to the lower transmission side. Since it is a drive-dedicated gear to be transmitted, it is possible to avoid applying a large load due to sharing the driven gear and the driving gear, and it is possible to prevent a decrease in durability.

Further, it is preferable that the driving gear is provided in a state of being positioned between the high-speed transmission driven gear and the low-speed transmission driven gear.

According to this configuration, the driving gear is provided between the high-speed transmission driven gear and the low-speed transmission driven gear on the transmission output shaft.
The gear-type auxiliary transmission includes a switching operation mechanism for switching between a state where power is transmitted to the driven gear for high speed transmission and a state where power is transmitted to the driven gear for low speed transmission. This switching operation mechanism is provided at a corresponding location between the high-speed transmission driven gear and the low-speed transmission driven gear.

Therefore, in order to provide the operation mechanism for switching as described above, the space between the driven gear for high speed transmission and the driven gear for low speed transmission provided in a state of being separated in the axial direction is compactly driven. Gears can be deployed.

Further, it is preferable that the driving gear is provided at a position close to the high-speed driven gear.

According to this configuration, since the driving gear is provided at a position close to the high-speed transmission driven gear, the power transmitted to the high-speed transmission driven gear is transmitted to the high-speed transmission driven gear when the driving load is high. Power can be transmitted to the lower transmission side through the drive gear located near the gear as much as possible with little torsional deformation of the output shaft for shifting. In the low speed state, the driving load is often small, and even if the driving gear is provided at a position far from the low speed driven gear, the torsional deformation of the transmission output shaft is small.

The auxiliary transmission includes an input-side transmission input shaft, an output-side transmission output shaft, a high-speed transmission drive gear and a low-speed transmission drive gear that are provided so as to be rotatable relative to the transmission input shaft. And a driven gear for high speed transmission and a driven gear for low speed transmission provided in a fixed state on the output shaft for shifting,
The high-speed transmission drive gear and the low-speed transmission drive gear are configured so as to be non-slidable in the axial direction in a state where they are always meshed with the high-speed transmission driven gear and the low-speed transmission driven gear, respectively. ,
Between the high-speed transmission drive gear and the low-speed transmission drive gear, a spline is externally fitted to the transmission input shaft, and the high-speed transmission drive gear is provided rotatably relative to the transmission input shaft. A shifter that is slidable between a high-speed transmission operation position that meshes with the spline portion and a low-speed transmission operation position that meshes with and interlocks with the spline portion of the low-speed transmission drive gear that is relatively rotatable with respect to the transmission input shaft. It is suitable if it is provided with.

According to this configuration, when the shifter is slid to the high-speed transmission operation position, the shifter meshes with and interlocks with the spline portion of the high-speed transmission drive gear, so that the high-speed transmission drive gear rotates integrally. Then, the high-speed power shifted by the high-speed transmission drive gear and the high-speed transmission driven gear meshing and interlocking with each other is transmitted to the traveling device via the transmission output shaft.

On the other hand, when the shifter is slid to the operation position for low-speed transmission, the shifter meshes with the spline portion of the low-speed transmission drive gear, so that the low-speed transmission drive gear rotates integrally. Then, the low-speed power that is shifted by the low-speed transmission drive gear and the low-speed transmission driven gear meshing and interlocking with each other is transmitted to the traveling device via the transmission output shaft.

Therefore, the auxiliary transmission can be switched between the high speed state and the low speed state by sliding the shifter.

Further, a drive gear that meshes with and engages with a lower transmission gear located on the lower transmission side of the auxiliary transmission is provided between the high-speed transmission driven gear and the low-speed transmission driven gear on the transmission output shaft. And
It is preferable that a shift fork for sliding the shifter is provided in a state of passing through a space between the shifter and the driving gear.

According to this configuration, the shifter is provided between the high-speed transmission drive gear and the low-speed transmission drive gear on the transmission input shaft, and between the high-speed transmission driven gear and the low-speed transmission driven gear on the transmission output shaft. Is provided with a driving gear. A shift fork for sliding the shifter is provided in a state of passing through a space between the shifter and the driving gear.

In this way, the space between the shifter and the driving gear is effectively used while the space between the driven gear for high speed transmission and the driven gear for low speed transmission is effectively utilized to provide a compact driving gear. Therefore, the shift fork can be satisfactorily deployed in a state where there is little risk of interference with other transmission shafts.

Further, it is preferable that the shift fork is configured to engage with a region equal to or more than a half circumference in an engagement circumferential groove provided on an outer periphery of the shifter.

According to the present configuration, the shifter is slid by the shift fork in a state where it is engaged with a region equal to or more than a half circumference in the engagement circumferential groove provided on the outer periphery of the shifter. As a result, when the shifter is operated to slide by the shift fork, the shift fork operating force acts on the shifter over a wide area that is more than half the circumference of the shifter, and the shift fork operating force acts locally on the shifter. The shifter is less likely to tilt with respect to the input shaft for shifting, and smoothly slides in a state where there is no risk of dripping.

Further, it is preferable that the shift fork is configured to be engaged with two positions located on a diameter of an engagement circumferential groove provided on an outer periphery of the shifter.

According to this configuration, the shifter is slid with the shift fork while engaged with two positions located on the diameter of the engaging circumferential groove provided on the outer periphery of the shifter. As a result, when the shifter is slid by the shift fork, the shifter is not easily acted upon to tilt the shifter with respect to the slide movement direction, and the shifter is smoothly slid in a state where there is no fear of dripping. be able to.

Further, it is preferable that the output shaft is provided with a pair of divided transmission shafts which are divided along the axial direction and linked together so as to be integrally rotatable.

According to this configuration, since the output shaft is constituted by a pair of divided transmission shafts divided along the axial direction, for example, one of the output rotating shafts extending in a cantilever manner from the main transmission is provided. By providing the other divided transmission shaft in a state of being linked along the axial direction of one of the divided transmission shafts and being linked and interlocked so as to be integrally rotatable, the output shaft Can be configured. That is, it is not necessary to significantly improve the structure of the main transmission by effectively utilizing the configuration of the existing cantilevered output rotating shaft.

An output gear for transmitting power from the output shaft to the auxiliary transmission is externally fitted to each of the pair of split transmission shafts so as to be integrally rotatable, and the pair of split transmission shafts are driven by the output gear. It is preferable to be linked and linked.

According to this configuration, the output gear for transmitting power to the auxiliary transmission is effectively used, and each of the pair of split transmission shafts is linked and interlocked so as to be integrally rotatable. Therefore, the pair of transmission shafts are linked and linked. Thus, the output shaft can be constituted by the pair of split transmission shafts in a state where there is no disadvantage such as making the structure complicated by using a dedicated connecting member.

Further, the main transmission case that covers the periphery of the main transmission and the transmission case are connected in a flange-coupled state,
A concentric fitting groove centered on the axis of the output shaft is formed in each of the connection surfaces of the main transmission case and the connection surface of the transmission case where the output shaft is inserted,
It is preferable that a collar member for axial alignment is provided in a state of fitting into the fitting groove of the main transmission case and the fitting groove of the transmission case.

According to this configuration, the main transmission case that covers the periphery of the main transmission and the transmission case are flange-connected, and the side wall of the transmission case on the side to which the main transmission case is connected is outside the case, that is, inside the main transmission case. The output shaft is provided so as to be inserted from the inner side toward the inner side of the case.

A concentric fitting groove centering on the axis of the output shaft is formed in each of the connection surface of the main transmission case and the connection surface of the transmission case where the output shaft is inserted. A collar member for axial alignment is provided in a state of fitting into the fitting groove of the transmission case and the fitting groove of the transmission case.

That is, since the same collar member is mounted in a state of fitting into the fitting groove of the main transmission case and the fitting groove of the transmission case, the center of the fitting groove of the main transmission case and the fitting groove of the transmission case are fitted. The main transmission case and the transmission case are flange-coupled with each other in a state in which the center of the gear is aligned.

As a result, the output shaft provided in a state of being inserted from the inside of the main transmission case toward the inner side of the transmission case is positioned at the axial center position by the main transmission case and the transmission case in which the fitting grooves are aligned. It can be rotatably supported in a good state with little deviation.

In addition, a pair of left and right axles for separately transmitting the power shifted by the auxiliary transmission to the left and right traveling devices are provided in a state of being inserted through the left and right axle cases fixedly extending from the transmission case. ,
Each of the pair of left and right axles is configured with a small-diameter power transmission portion at an end on the inner side in the lateral direction of the fuselage, and a laterally extending portion with a large diameter on the outer side in the lateral direction of the fuselage, and
The connecting portion between the small-diameter power transmission portion and the large-diameter laterally extending portion is formed in a tapered shape so that the diameter increases from the small-diameter power transmission portion toward the outer side in the lateral direction of the fuselage. It is preferable that

According to this configuration, the pair of left and right axles transmits the motive power after the shift to the power transmission unit inside the transmission case, and the traveling device via the laterally extending portion that inserts the power into the axle case. To communicate. In a harvesting machine in which the left-right distance between the left and right traveling devices is set to be large, it is necessary to increase the support strength by forming a laterally extending portion that passes through the axle case with a large diameter.

Then, the connecting portion between the small-diameter power transmission portion and the large-diameter laterally extending portion is formed in a tapered shape such that the diameter increases from the small-diameter power transmission portion toward the outer side in the lateral direction of the fuselage. Therefore, at the end of the axle case on the inner side in the lateral direction of the fuselage, the inner side in the lateral direction of the fuselage is wider between the inner surface of the axle case and the tapered connecting portion, and the outer side in the lateral direction of the fuselage. A narrowing gap is formed.

As a result, the lubricating oil supplied from the mission case side is introduced from the wide inner side end portion in the gap toward the outer side in the lateral direction of the fuselage, so that the lubricating oil can be supplied satisfactorily. It can be carried out.

[4] Solutions proposed in response to the problem [4] are as follows.

A main transmission that shifts the driving force from the engine continuously in a forward and reverse direction;
The gear case is provided with a gear train that can be combined in a plurality of combinations, and the driving force output from the main transmission is shifted to a plurality of stages according to the working state and transmitted to the traveling device. A transmission,
A working clutch that turns on and off the transmission of driving force to the working part;
A main speed changer for shifting the main speed change device;
A sub-transmission operating tool for performing a shift operation on the sub-transmission device;
A clutch operating tool for performing on / off operation of the working clutch;
A check mechanism that checks that when the work clutch is engaged and operated, the main transmission operating tool is operated to a speed increasing side from a predetermined command position in the forward operation path of the main transmission operating tool. It is in the point.

According to the present invention, the forward speed range by the main transmission is different between when the work clutch is engaged and when it is disengaged. That is, two types of speed regions appear on condition that the work clutch is turned on and off. Therefore, the combine is capable of revealing an appropriate traveling speed region twice as many as the number of shifting regions of the auxiliary transmission. Moreover, it is only necessary to check the operation of the main transmission operation tool, it is not necessary to increase the number of parts and space in the transmission case, and compared to increasing the number of gear combinations of the auxiliary transmission, can do. In addition, since the space does not increase, it is possible to increase the durability of the auxiliary transmission by using that amount to increase the gear thickness.

Furthermore, when the work clutch is engaged and operated, the check mechanism controls the operation of the main transmission operating tool from the predetermined command position in the forward operation path to the speed increasing side, so that the working unit is driven. In this state, the traveling speed is not changed beyond a certain traveling speed. Accordingly, it is possible to prevent the traveling device from exceeding the appropriate traveling speed due to an erroneous operation.

Further, even if the operation clutch is engaged, the operation of the main transmission operating tool in the path between the predetermined command position and the neutral position in the forward operation path and the reverse operation path can be freely performed. It is preferable.

According to this configuration, the gear is not shifted beyond a certain traveling speed that is the state in which the working unit is driven, but the shifting to the low speed side including the backward traveling is possible. Therefore, in the middle of the current work, when it is necessary to perform a work with an appropriate travel speed equal to or lower than the appropriate travel speed for the current work or a reverse travel, the travel speed can be smoothly changed.

Further, it is preferable that the predetermined command position is set to a position on the speed increasing side with respect to the intermediate position in the forward operation path.

によ According to this configuration, the operable region of the main transmission operating tool at the time of check is set to more than half of the forward operation path. That is, the difference in the upper limit speed between the check state and the non-check state is relatively small, which is effective when the difference in the appropriate traveling speed is small between the working state and the non-working state.

Further, the auxiliary transmission can be switched between two states, a high speed shift state and a low speed shift state,
When the operation clutch is engaged and operated in both the state in which the auxiliary transmission is operated in the high speed shift state and the state in which the sub transmission is operated in the low speed shift state, the check mechanism is It is preferable to check that the engine is operated to the speed increasing side from the predetermined command position in the forward operation path.

With this configuration, when the auxiliary transmission is in a high speed shift state and the engine is in a high load state where a working unit that requires a large driving force is driven, the main transmission shifts to the high speed shift side. It is possible to prevent a situation where the engine is further loaded by being operated.

In addition, when the sub-transmission device is operated in the low speed shift state and travels at a low speed, the work unit is driven and the transition to the state of traveling at a considerably higher speed than the current speed is performed. When the sub-transmission device is operated to the high-speed shift state after being operated to the state, the speed can be efficiently increased to the appropriate traveling speed. However, it is conceivable that the user forgets to operate the auxiliary transmission device in the high speed transmission state. In this case, with this configuration, even if the driver operates the main transmission operating tool to increase the speed, the driver cannot operate the speed higher than the predetermined command position, and the travel speed is the appropriate travel speed. Will be lower. As a result, the driver becomes aware that the auxiliary transmission is in the low speed shifting state.

Thus, with this configuration, it is possible to prevent an erroneous operation of the main transmission operating tool beyond the appropriate traveling speed and to make the driver aware of an erroneous operation such as forgetting to operate the auxiliary transmission.

Further, the auxiliary transmission can be switched between two states, a high speed shift state and a low speed shift state,
The check mechanism is configured such that when the work clutch is engaged and operated in a state in which the sub-transmission device is operated in the high-speed shift state, the main transmission operating tool is moved from the predetermined command position in the forward operation path. It is preferable to check the operation to the speed increasing side.

With this configuration, the main transmission is operated to the high-speed transmission side when the sub-transmission is in a high-speed shift state and the engine load is high, such as when a working unit that requires a large driving force is driven. Thus, it is possible to prevent the engine load from further increasing.

Thus, with this configuration, erroneous operation of the main transmission operating tool beyond the appropriate traveling speed is prevented in advance.

In addition, as the main transmission operating tool, a main transmission lever of a swinging operation type is provided, and as a clutch operation tool, a clutch lever of a swinging operation type is provided.
The check mechanism is provided with a check portion that can be moved back and forth with respect to the forward operation path, and a link portion that links the check portion and the clutch lever.
When the clutch lever is operated to the clutch engagement position, it is preferable that the check portion protrudes to a position corresponding to the predetermined command position in the forward operation path.

According to this configuration, since the main transmission operating tool is a forward / backward swing type main transmission lever, when the check portion protrudes to a position corresponding to a predetermined command position, the main transmission lever is operated to the speed increasing side and the main transmission lever is operated. When the lever and the check portion come into contact with each other, it is possible to reliably prevent the main transmission lever from being further operated to the speed increasing side. Further, according to this configuration, the clutch operating tool is a forward / backward swing type clutch lever, and the movement is simple, and the check portion is moved back and forth with respect to the forward operation path, and the movement is simple. As a result, the link portion that links the clutch lever and the check portion can have a simple structure.

The main transmission lever is provided on a side panel of the driving unit,
The clutch lever is provided behind the main transmission lever in the side panel,
It is preferable that the check portion is slidable along the front-rear direction, and is retracted to the front side of the forward operation path when the clutch lever is operated to the clutch disengagement position.

According to this configuration, the main swing lever and the clutch lever of the front / rear swing type are arranged in the front / rear direction on the side panel, and the check portion slides in the front / rear direction from the front of the forward operation path to perform the forward operation. Project into the path. That is, since the movement of all the members is along the front-rear direction, the link portion can have a shape along the front-rear direction and a movement along the front-rear direction. As a result, the check mechanism is simple in structure and compact in the left-right direction.

And a restricting portion for restricting movement of the clutch lever from the clutch engaged position to the opposite side of the clutch disengaged position.
An arm member that swings integrally with the clutch lever around the swing axis of the clutch lever is linked to the link portion, and one end thereof is linked to the arm member so as to be rotatable around the first axis. And a rod member whose other end is linked to the check portion so as to be rotatable around the second axis, and
When the clutch lever is operated from the clutch disengagement position to the clutch engagement position, the link portion is configured such that the first axis is a rear side of the swing axis when viewed along the direction of the swing axis. And a straight line connecting the first axis and the second axis is preferably configured to move across the swing axis.

According to this configuration, when the clutch lever is operated from the clutch disengagement position to the clutch engagement position, the straight line connecting the first axis and the second axis moves across the swing axis. In addition, since the restriction portion is provided, the operation of the link portion when the work clutch is operated to be engaged with the clutch and the operation of the link portion when the work clutch is operated to be disengaged are not opposite operations. Don't be. In other words, the work clutch is only disconnected when the link unit operates so that the first axis follows the path followed when the work clutch is engaged and operated.

Therefore, when the main speed change lever is being restrained by the restraining mechanism, for example, even if the driver forcibly tries to move the main speed change lever to the speed increasing side, the link mechanism moves unexpectedly due to that force. Thus, the clutch lever is not moved to the disengaged position.

Further, the check portion is provided with a guide member that extends along the forward operation path at a position deviated from the forward operation path and is slidable along the front-rear direction.
Support brackets are provided at two different positions along the front-rear direction,
The guide member is preferably supported by the support bracket.

According to this configuration, since the guide member is supported and guided by the support bracket at two locations aligned in the moving direction, the movement of the guide member becomes stable and smooth.

Further, the support bracket is provided with two through holes located at two different positions along the front-rear direction,
It is preferable that the guide member is supported through the through hole.

According to this configuration, it is only necessary to provide one support bracket as a member for guiding and supporting the guide member. In addition, since the two through holes arranged in one support bracket are provided, unlike the case where one through hole is provided in each of the two brackets, the alignment operation of the through holes is unnecessary.

In addition, the restraining portion is provided with a protruding member that is provided at the distal end portion of the guide member and that can protrude into the forward operation path.
A support bracket different from the support bracket is provided,
The other support bracket is formed with a long hole through which the projecting member is penetrated to allow the projecting member to slide in the front-rear direction.
The another support bracket is preferably provided on the opposite side of the support bracket across the forward operation path.

According to this configuration, the projecting member is supported by the support bracket on one side and the other side is supported by another support bracket across the portion that contacts the main transmission lever. That is, the protruding member is stably supported on both end sides with the abutting portion interposed therebetween. Therefore, in this configuration, the guide member is stably supported as a whole, and when the main transmission lever is restrained, the main transmission lever is hardly deformed or twisted even if the main transmission lever comes into contact. It is possible to reliably check the movement to the speed increasing side.

Further, it is preferable that the working unit is a reaping portion and the working clutch is a reaping clutch.

In the case of this configuration, the upper limit speed is lowered during the cutting operation and the upper limit speed is increased during the non-cutting operation, so that an optimum speed region can be obtained with a simple configuration.

The main transmission is preferably a hydrostatic continuously variable transmission.

When a hydrostatic continuously variable transmission is adopted as the main transmission as in this configuration, the transmission becomes a compact transmission, and in the neutral state, the same effect as when the brake is applied is obtained, and the operability is high. It becomes.

Other features and advantageous effects to be obtained will be clarified by reading the following description with reference to the accompanying drawings.

It is a figure which shows 1st Embodiment (following, it is the same also to FIG. 16), and is a right view of a normal type combine. It is a hydraulic circuit diagram which shows a part of hydraulic structure. It is a front view of a hydrostatic continuously variable transmission and a transmission. It is a left view of a hydrostatic continuously variable transmission and a transmission. It is a right view of a hydrostatic continuously variable transmission and a transmission. It is the partially broken front view of a hydrostatic continuously variable transmission, and the longitudinal cross-sectional front view of a transmission. It is a longitudinal front view of a part of the hydrostatic continuously variable transmission and the upper side of the transmission. It is a vertical front view of the lower part side in a transmission. It is a vertical left side view of a transmission. It is sectional drawing of the transmission in a transmission. It is a longitudinal front view of a pair of side clutch brake units and the like in the transmission. It is a vertical front view of the principal part in the transmission which shows the state which removed the auxiliary | assistant cover member and the stationary-side rotary body. It is a vertical front view of the principal part in the transmission which shows the state which removed the cover member, the sliding unit, etc. It is a vertical front view of the principal part in the transmission which shows the state which removed the traveling drive shaft and the drive shaft case. It is a vertical left view of the principal part which shows arrangement | positioning etc. of each axis | shaft in a transmission. It is a vertical front view of the principal part which shows the structure of the oil suction inlet and internal oil path in a transmission case. It is a figure which shows 2nd Embodiment (following, it is the same also to FIG. 22), and is the whole combine side view. It is a whole top view of a combine. It is a figure which shows a transmission structure. It is a longitudinal front view of a mission case. It is a partially longitudinal front view of a mission case. It is a partially vertical side view of a mission case. It is a figure which shows 3rd Embodiment (following, it is the same also to FIG. 30), and is a left side view of a combine. It is a top view of a combine. It is a diagram which shows typically the internal structure of HST and a transmission. It is a partial cross section top view of the periphery of a side panel. It is the vertical left side view which shows the inside of a side panel, Comprising: (a) shows the state when a cutting clutch lever is in a cut position, (b) shows the state when a cutting clutch lever is in an engagement position. It is a perspective view which shows the mechanism of the check of a check mechanism. It is a figure which shows the change of the speed area | region by a check mechanism. It is a figure which shows the change of the speed area | region by the check mechanism in another embodiment.

[First Embodiment]
First, the first embodiment will be described with reference to FIGS.

First, the basic configuration of a transmission device for a work machine (more specifically, for a harvester) will be described with reference to the drawings.

As shown in FIGS. 6 to 10, the transmission device 13 for the harvester includes a left and right driven shaft 45 adjacent to the input shaft 44 in a parallel posture, and an output gear 81 (an output rotating body of the output rotating body) provided on the driven shaft 45. An example, hereinafter referred to as “output rotator 81”), and a side clutch shaft 46 facing left and right provided with a transmission gear 82 (an example of a transmission rotator, hereinafter also referred to as “transmission rotator 82”). A transmission 47 of a selection gear type that shifts the power from the input shaft 44 and a transmission from the transmission rotating body 82 to the left and right crawlers (an example of a traveling device) 7 positioned on the side clutch shaft 46 are individually provided. A pair of side clutches 83 that are intermittently connected to each other are built in the transmission case 43. The input shaft 44 is provided on a left-right output shaft 34 provided in the external device A connected to the transmission case 43 so as to rotate integrally with the output shaft 34 around the axis of the output shaft 34. Further, the transmission 47 is configured to transmit from the input shaft 44 to the driven shaft 45 and is provided across the input shaft 44 and the driven shaft 45.

The transmission rotating body 82 is arranged at the center of the side clutch shaft 46. The pair of side clutches 83 are distributed on the left and right of the transmission rotor 82. The output rotator 81 is disposed at the center of the driven shaft 45.

The transmission 47 is equipped with the driven gears 63 and 65 on the driven shaft 45 in a state adjacent to both sides of the output rotating body 81. Each driven

gear

63, 65 includes

gear portions

63A, 65A on one end thereof, and a gear selection linkage portion Ba on the other end thereof, and is linked to a shift mechanism 66 for gear selection operation. The linkage gear B is configured. These gear portions 63 A and 65 A are mounted on the driven shaft 45 in a state adjacent to the output rotating body 81.

The transmission 47 is configured as a constant mesh type. Further, as the linkage gear B, a linkage gear B (driven gear 61) different from the linkage gear B (driven gears 63, 65) adjacent to the output rotating body 81 is provided. Each linkage gear B includes

spline boss portions

61B, 63B, and 65B as the linkage portion Ba. Another linkage gear B is located between the spline boss portion 65B of the linkage gear B (driven gear 65) adjacent to the output rotating body 81 and the spline boss portion 61B of another linkage gear B (driven gear 61). The driven shaft 45 is equipped with a spline shaft portion 45 A that rotates integrally with the driven shaft 45.

Of the linking gears B, the linking gear B (driven gear 63) located at the end of the driven shaft 45 opposite to the input side end of the input shaft 44 has the linking portion Ba as the input shaft of the driven shaft 45. 44 is mounted on the driven shaft 45 in a state of being located at the end opposite to the input side end of 44.

The transmission 47 is configured such that a driven shaft 45 equipped with a plurality of linkage gears B so as to be relatively rotatable is positioned below the input shaft 44. The driven shaft 45 is integrated with

spline shaft portions

45A and 45B that enable linkage with the adjacent

spline boss portions

61B, 63B, and 65B via the shift mechanism 66 at adjacent portions to the

spline boss portions

61B, 63B, and 65B. It is prepared in a rotating state. Then, among the

spline shaft portions

45A and 45B, a plurality of splines 74a for linking are formed only on one end side of the outer peripheral surface of a predetermined spline shaft portion 45B for which a single linkage gear B is to be linked. In this state, the spline boss 74 is detachably fitted to the driven shaft 45.

The transmission case 43 includes an opening 43 A that exposes an end of the input shaft 44 opposite to the input side.

The transmission 13 is an oil passage 137 that supplies oil returned to the inside of the transmission case 43 from a hydraulic device (for example, the valve unit 107; see FIGS. 3 to 5) provided in the transmission case 43 to each linkage gear B of the transmission 47. It has.

The transmission 13 decelerates and transmits power to the traveling drive shaft 50 via the left and right traveling drive shafts 50 extending from the transmission case 43 to the corresponding crawler 7 (see FIG. 1) and the corresponding side clutch 83. A left and right speed reduction mechanism 49 (hereinafter also referred to as “transmission mechanism 49”) is provided.

The transmission case 43 includes a laterally extending relay shaft 119 between the side clutch shaft 46 and the left and right traveling drive shafts 50. Each speed reduction mechanism 49 travels from a side reduction shaft 122 extending from the side clutch shaft 46 to the relay shaft 119 (an example of a first transmission portion; hereinafter, also referred to as “first transmission portion 122”) and the relay shaft 119. A second speed reduction portion 123 (an example of a second transmission portion; hereinafter, also referred to as “second transmission portion 123”) over the drive shaft 50 is provided.

The first speed reduction part 122 and the second speed reduction part 123 are each configured as a gear transmission type in which a pair of

gears

92 and 124 to 126 are engaged with each other. Then, the relay shaft 119 including the driven gear (an example of a driven rotor) 124 of the first reduction part 122 and the drive gear (an example of a drive rotor) 125 of the second reduction part 123 is connected to the second reduction part 123. A side clutch shaft 46 provided at a front upper position with respect to the travel drive shaft 50 including a gear (an example of a driven rotor) 126 and including a drive gear 92 of the first reduction gear 122 is disposed at a rear upper position with respect to the relay shaft 119. Deployed in position.

The output rotator 81 and the transmission rotator 82 are constituted by gears that mesh and interlock with each other. The driven shaft 45 including the driven gears 61, 63, 65 and the output rotating body 81 is disposed at a front upper position with respect to the side clutch shaft 46 including the transmission rotating body 82, and each driven gear of the driven shaft 45 is provided. An input shaft 44 including drive gears 60, 62, and 64 that mesh with and interlock with 61, 63, and 65 is disposed at a rear upper position with respect to the driven shaft 45.

The side clutch shaft 46 is disposed at a position behind the input shaft 44 and the travel drive shaft 50. Further, the relay shaft 119 is arranged at a position ahead of the driven shaft 45.

As shown in FIGS. 6 to 9 and FIGS. 11 to 13, the transmission device 13 for the work machine includes a pair of drive gears (an example of an interlocking rotating body) 92 individually interlocked and connected to the left and right crawlers 7 (see FIG. 1). And a pair of side clutches 83 for individually connecting and disconnecting transmission to the pair of drive gears 92 are provided on the side clutch shaft 46 built in the transmission case 43 in the left-right direction.

Each side clutch 83 includes a cylindrical shaft 85 that is fitted on the side clutch shaft 46 so as to be rotatable relative to the side clutch shaft 46 in a state in which the side clutch shaft 46 can be attached and detached by sliding in the axial direction of the side clutch shaft 46. The moving-side rotating body 86 provided with the meshing portion 86A, the fixed-side rotating body 87 provided with the meshed portion 87A at one end, and the moving side toward the entering position where the meshing portion 86A and the meshed portion 87A mesh. A compression spring 88 that biases the rotating body 86, a stopper 89 that receives the moving-side rotating body 86 at the entry position, and a spring receiver 90 that receives one end of the compression spring 88.

In each side clutch 83, the moving side rotating body 86, the compression spring 88, the stopper 89, and the spring receiver 90 are arranged on the outer peripheral portion of the cylindrical shaft 85 and between the stopper 89 and the spring receiver 90. 86 and the compression spring 88 are positioned so that the moving side rotating body 86 can rotate integrally with the cylinder shaft 85 in a state in which it can slide in the axial direction of the side clutch shaft 46 with respect to the cylinder shaft 85. Equipped with the cylinder shaft 85, the moving side rotating body 86, the compression spring 88, the stopper 89, and the spring receiver 90 so as to be detachably integrated with the side clutch shaft 46 in the axial direction of the side clutch shaft 46. The sliding unit 91 is configured.

In the transmission device 13, a transmission rotating body 82 that is transmitted to each drive gear 92 via a pair of side clutch 83 is provided in the center portion of the side clutch shaft 46. Then, a pair of drive gears 92 and a pair of side clutches 83 are dispersedly arranged on the left and right of the transmission rotating body 82 so that the pair of side clutches 83 are transmitted from the transmission rotating body 82 to the drive gear 92 located on the same left and right side. Is configured to be intermittent.

Each side clutch 83 is configured so that the moving-side rotating body 86 functions as a driven-side rotating body and the fixed-side rotating body 87 functions as a driving-side rotating body. The driving gear 92 (interlocking rotating body) is configured as one of the components.

The transmission case 43 includes an opening 43B that allows the sliding unit 91 to pass therethrough at a position facing each of the pair of side clutches 83 in the axial direction of the side clutch shaft 46, and covers the opening 43B. The sliding units 91 are configured to be detachable from the outside of the transmission case 43 with respect to the side clutch shaft 46.

Each cover member 102 includes a shaft support portion 105 that supports the end portion of the side clutch shaft 46.

Each fixed-side rotating body 87 is externally fitted to the side clutch shaft 46 so as to be attachable to and detachable from the side clutch shaft 46 by sliding in the axial direction of the side clutch shaft 46. And each opening 43B of the transmission case 43 is formed in the magnitude | size which accept | permits passage of the fixed side rotary body 87. As shown in FIG.

Each side clutch 83 is provided with a spur gear having a tooth width that is at least twice as long as the meshing length with the meshing portion 86A of the movable rotating body 86 as the stationary rotating body 87.

Each fixed-side rotating body 87 is externally fitted to a portion of the side clutch shaft 46 that is closer to the shaft end than the sliding unit 91.

The transmission device 13 includes a drive gear 92 as a pair of interlocking rotating bodies, and each sliding unit 91 includes the corresponding drive gear 92 as one of the components on the cylindrical shaft 85.

The transmission case 43 is equipped with a multi-plate side brake 84 for braking the corresponding crawler 7 on the outer peripheral side of each sliding unit 91 on the side clutch shaft 46. Each sliding unit 91 includes a brake hub 94 of the corresponding side brake 84 as one of the components in a state of rotating integrally with the cylindrical shaft 85.

Each sliding unit 91 includes a spline boss 99 that rotates integrally with the cylinder shaft 85. Each spline boss 99 is configured as a dual-purpose part whose one end functions as the drive gear 92 and whose other end functions as the brake hub 94. Further, the inner peripheral surface on the drive gear side is provided with a spline hole portion 99A fitted on the spline shaft portion 85A provided on one end side of the corresponding cylindrical shaft 85, and the inner peripheral surface on the brake hub side is provided with a cylindrical shaft. An enlarged diameter portion 99B that forms a storage space 100 for the compression spring 88 is provided.

Each cylindrical shaft 85 forms a spring receiver 90 with a stepped portion 85C provided on the outer peripheral portion thereof, and the spline shaft portion 85A is formed with a length extending from the stepped portion 85C to the shaft end on the large diameter side. ing. Each spline shaft portion 85A includes an engagement portion 85E that is formed in a substantially annular recess on the outer peripheral side thereof, and a C-shaped retaining ring 101 is fitted on the engagement portion 85E. Each spline boss 99 has a spline hole 99A formed in a length extending from the retaining ring 101 to the stepped portion 85C, and an enlarged diameter portion 99B formed in a length extending from the stepped portion 85C to the boss end on the brake hub side. ing.

Each side brake 84 includes a plurality of brake disks 96 and a plurality of separator plates 95 arranged alternately in the axial direction of the side clutch shaft 46, and the transmission case 43 by sliding in the axial direction of the side clutch shaft 46. Equipped in a state that can be removed laterally.
Each opening 43 B of the transmission case 43 is formed in a size that allows passage of the brake disk 96 and the separator plate 95.

Each moving-side rotating body 86 includes a rim portion 86C (an example of a pressing portion; hereinafter, also referred to as “pressing portion 86C”) that acts on the brake disk 96 and the separator plate 95 on the outer peripheral portion thereof. Each side brake 84 is moved from the cut position where the corresponding moving-side rotating body 86 releases the meshing portion 86A of the moving-side rotating body 86 and the engaged portion 87A of the fixed-side rotating body 87 to the entering position. As the brake disk 96 and the separator plate 95 are slid toward the braking position located in the opposite direction, the brake disk 96 and the separator plate 95 are released from the brake release state in which the pressure contact due to the action of the pressing portion 86C is released. Each of 95 is switched to a braking state in which it is pressed by the action of the pressing portion 86C, and as the corresponding moving-side rotating body 86 slides from the braking position to the cutting position, it changes from the braking state to the braking release state. It is configured to switch.

Each fixed-side rotating body 87 is externally fitted to a portion of the side clutch shaft 46 that is closer to the shaft end than the sliding unit 91. Each cover member 102 is provided with an auxiliary opening 102A that allows passage of the fixed-side rotator 87, and an auxiliary cover member 103 that closes the auxiliary opening 102A is detachably provided. The auxiliary cover member 103 is provided with a shaft support portion 105 that supports the shaft.

Each auxiliary opening 102 A is formed in a circular shape centered on the axis of the side clutch shaft 46. Each auxiliary cover member 103 includes a large-diameter portion 103A that fits in the auxiliary opening 102A and a small-diameter portion 103B that forms an annular space 104 between the auxiliary opening 102A, and the small-diameter portion 103B is located inside the transmission case 43. It is prepared in the state located in. Each sliding unit 91 is equipped on the side clutch shaft 46 in a state in which the moving side rotating body 86 faces the space 104. Then, an annular piston 106 for sliding the corresponding moving side rotating body 86 is fitted in each space 104 in a state in which it can slide in the axial direction of the side clutch shaft 46, and each space 104 is operated for piston operation. (Hereinafter, the annular space is also referred to as “oil chamber 104”).

In each sliding unit 91, the stopper 89 is constituted by a C-shaped retaining ring that is detachably fitted in an engaging groove 85D that is formed in an annular recess on the outer peripheral side of the cylindrical shaft 85. The moving-side rotator 86 is provided with an enlarged diameter portion 86E that allows the stopper 89 to enter at the insertion position on the inner peripheral surface on the stopper side. The enlarged diameter portion 86E is formed in a size that prevents the stopper 89 from being detached from the engagement groove 85D.

Next, an embodiment in which a transmission device for a working machine (here, a harvesting machine) is applied to a normal combine (an all-fired combine combine) that is an example of a harvesting machine will be described with reference to the drawings.

As shown in FIG. 1, the ordinary combine illustrated in the present embodiment harvests unharvested cereals to be harvested that are located in front of the vehicle body at the left side of the front end portion of the traveling vehicle body 1 to the rear. A cutting and conveying device 2 as a harvesting device to be conveyed is connected so as to be movable up and down in a state of extending toward the front of the traveling vehicle body 1. In addition, a threshing device 3 is mounted on the left half of the traveling vehicle body 1 to perform a handling process on the harvested cereal mash conveyed by the harvesting conveyance apparatus 2 and to perform a sorting process on a processed product obtained by the handling process. Furthermore, the grain lifted from the bottom of the threshing device 3 via the lifting conveyor (not shown) is temporarily stored in the hopper 4A in the rear region of the right half of the traveling vehicle body 1, and the grain of the grain is stored. A bagging device 4 that enables packing into the bag 5 is mounted. By these, grains such as rice, wheat, and soybean are harvested, and the bagging specifications that enable bagging of the harvested grains are configured.

In addition, although illustration is abbreviate | omitted, instead of a bagging specification, a normal type combine is replaced with the bagging apparatus 4, for example, the grain tank which stores the grain lifted by the lifting conveyor, and grain You may comprise in the grain tank specification equipped with grain discharging apparatuses, such as a screw conveyance type or a bucket conveyance type, which enables discharge | emission of the grain stored in the grain tank out of the machine.

As shown in FIGS. 1, 3, 4, and 6, the traveling vehicle body 1 includes a vehicle body frame 6 configured by connecting a plurality of steel materials such as a square pipe material. The left and right crawlers 7 are arranged as full crawler specifications. A boarding operation unit 8 is formed in the front half region of the right half of the vehicle body frame 6, and a water-cooled diesel engine (hereinafter referred to as an engine) 10 is provided below a driver seat 9 provided on the rear side of the boarding operation unit 8. Etc. are deployed. A belt-type transmission mechanism 11 that enables transmission from the output shaft (not shown) of the engine 10 to the left and right crawlers 7 at the front left and right central positions of the body frame 6, and an external device A A hydrostatic continuously variable transmission (hereinafter referred to as HST) 12 and a transmission 13 are provided.

In addition, although illustration is abbreviate | omitted, instead of the full crawler specification, the traveling vehicle body 1 is equipped with left and right front wheels and left and right rear wheels as left and right crawlers 7, or left and right crawlers 7 as left and right crawlers 7, respectively. A semi-crawler specification equipped with front wheels and left and right rear crawlers may be configured. Further, instead of the water-cooled diesel engine 10, for example, an air-cooled diesel engine or a water-cooled or air-cooled gasoline engine may be provided. Furthermore, a hybrid specification including the engine 10 and an electric traveling motor, or an electric specification including an electric traveling motor instead of the engine 10 may be configured. Further, the boarding operation unit 8 may be formed at the front side portion of the left half of the vehicle body frame 6 or the like. Furthermore, you may equip the cabin which covers the boarding operation part 8. FIG.

As shown in FIG. 1, the vehicle body frame 6 includes a pedestal portion 6A in the boarding operation portion formation region. By forming the boarding operation portion 8 on the pedestal portion 6A, the entire boarding operation portion 8 is made HST12. And it arrange | positions in the position above the transmission device 13. FIG.

The boarding operation unit 8 includes a front panel 14 erected at the front end portion of the pedestal portion 6A, a side panel 15 erected in a state connected to the left end portion of the front panel 14 at the left end portion of the pedestal portion 6A, and the like. A boarding space that allows passengers to enter and exit from the right side of the vehicle is formed. In addition, on the upper part of the front panel 14, a control lever 16 that is configured to be a cross swing type and a neutral return type is provided. Further, a main transmission lever 17 and a sub transmission lever 18 that are configured to be position-holding and swinging back and forth are provided on the upper portion of the side panel 15. Furthermore, a brake pedal 19 configured as a self-returning type capable of maintaining the position at the depressed position against the spring bias to the depressed position is provided at the foot portion.

The reaping and conveying apparatus 2 reapers the harvested culm and collects it at a predetermined position, and directs the harvested cereal collected at the predetermined position toward the culm input (not shown) of the threshing device 3. It is equipped with a feeder 21 consisting of a slat conveyor for conveying.

The harvesting and collecting unit 20 distributes left and right dividers 22 at both the left and right ends of the front end of the front and rear parts to separate the uncut harvested potatoes into harvested and unharvested grains. is doing. In addition, a rotating reel 23 is disposed at an upper portion of the front portion, and the tip of the harvest target grain culm divided by the left and right dividers 22 is scraped back. Furthermore, the bottom is equipped with a clipper-shaped cutting mechanism 24 that cuts the stock source side of the harvested cereal, and the harvested cereal after cutting by the cutting mechanism 24 is placed in the left-right direction at the rear portion of the cutting mechanism 24. An auger drum 25 that is gathered at a predetermined position and sent from the predetermined position toward the rear feeder 21 is provided.

The feeder 21 is configured to extend from a cereal feed outlet (not shown) formed immediately behind a predetermined position in the harvesting and collecting unit 20 to a cereal inlet (not shown) of the threshing apparatus 3. The rear end portion is equipped with a left-right feeder drive shaft 26 that also serves as an input shaft of the cutting and conveying device 2, and the feeder drive shaft 26 is connected to the front wall of the threshing device 3 so as to be relatively rotatable.

As shown in FIG. 2, the cutting and conveying apparatus 2 is configured to move up and down with the feeder drive shaft 26 as a fulcrum by the operation of a hydraulic control unit 27 for lifting and lowering. The oil stored in the oil tank 28 is supplied to the hydraulic control unit 27 by the operation of the first hydraulic pump 29. The hydraulic control unit 27 includes a hydraulic lift cylinder (not shown) installed over the vehicle body frame 6 and the feeder 21, a lift valve unit (not shown) for changing the operating pressure on the lift cylinder, and the like. It has. The raising / lowering valve unit is linked to the control lever 16 via a raising / lowering mechanical linkage mechanism (not shown). Based on the swinging operation of the control lever 16 in the front-rear direction, the flow of oil between the oil tank 28, the first hydraulic pump 29, and the lifting cylinder is controlled to change the operating pressure on the lifting cylinder. It is configured as follows.

From this configuration, by swinging the control lever 16 in the front-rear direction, the cutting and conveying device 2 is moved up and down to a lower work area for harvesting unharvested cereal to be harvested and an upper non-work position for not harvesting. Can be made. In the work area, the cutting height can be adjusted by changing the height position of the cutting mechanism 24 with respect to the harvest target cereal, thereby setting the work position of the cutting and conveying device 2 to an arbitrary height position. Can be changed.

That is, the cutting and conveying apparatus 2 is configured to be displaced up and down over an arbitrary work position in the lower work area and an upper non-work position by a swinging operation of the control lever 16 in the front-rear direction.

As shown in FIG. 1, when the cutting and conveying apparatus 2 is located at an arbitrary work position, the cutting and conveying apparatus 2 is in a state of covering at least the front of the upper portion of the transmission device 13 (state indicated by a solid line in FIG. 1) When located at the position, the transmission device 13 is configured to open the front in the entire vertical direction (state indicated by a two-dot chain line in FIG. 1).

For example, the cutting and conveying apparatus 2 may be configured to move up and down based on operations such as an operation lever dedicated to the lifting operation or a switch dedicated to the lifting operation that is configured to swing back and forth and to be in a neutral return type. Good. Moreover, you may comprise so that a sliding displacement or a rocking | displacement displacement may be carried out laterally over a working position and the non-working position which open | releases the front of the transmission device 13. FIG.

As shown in FIGS. 3 to 7, the HST 12 is configured by incorporating a hydraulic pump 31 and a hydraulic motor 32 in a speed change case 30. Further, the pump shaft of the hydraulic pump 31 is configured as the input shaft 33 of the HST 12, and the motor shaft of the hydraulic motor 32 is configured as the output shaft 34 of the HST 12. The traveling vehicle body 1 is mounted in a vertically long and horizontal posture in which the hydraulic motor 32 is positioned directly below the hydraulic pump 31 with the input shaft 33 and the output shaft 34 being left and right.

The transmission case 30 includes a case body 35 having a recess 35A that houses the hydraulic pump 31 and the hydraulic motor 32, a port block 36 that closes the recess 35A, and the like. As the hydraulic pump 31, an axial plunger type variable displacement pump is adopted. The hydraulic motor 32 is an axial plunger type fixed capacity motor. The input shaft 33 and the output shaft 34 of the HST 12 pass through the port block 36 and protrude out of the case. The output pulley 37 of the belt-type transmission mechanism 11 is integrally rotated with the input shaft 33 of the HST 12 around the axis of the input shaft 33 via the relay shaft 38 and the like. Linked to the state. The port block 36 includes an input portion through which the input shaft 33 penetrates at an upper portion thereof, and an output portion through which the output shaft 34 penetrates at a lower portion thereof. And the one end part of the cylindrical input case 39 which encloses the input shaft 33, the relay shaft 38, etc. is bolt-connected to the input part. Further, the output portion is connected to the upper portion of the right side surface of the transmission device 13 in a state where the output portion is connected to the input portion of the transmission device 13.

The HST 12 includes a speed change operation shaft 40 for operating a pump swash plate (not shown) of the hydraulic pump 31 so as to protrude forward from the front wall of the speed change case 30. The speed change operation shaft 40 has its front end so that the operation angle of the pump swash plate is changed to an angle corresponding to the operation position of the main speed change lever 17 in conjunction with the swinging operation of the main speed change lever 17 in the front-rear direction. The linkage arm 41 provided in the section is linked to the main transmission lever 17 via a main transmission mechanical linkage mechanism 42.

That is, the HST 12 is mounted on the traveling vehicle body 1 in a state where it is configured to function as a main transmission.

As shown in FIG. 2, the HST 12 is configured to replenish oil stored in the oil tank 28 by operation of a charge pump (not shown) provided therein.

Although not shown in the drawings, the HST 12 is, for example, a vertically long posture in which the hydraulic motor 32 is positioned directly below the hydraulic pump 31 with the input shaft 33 and the output shaft 34 facing forward or backward, or its input. The traveling vehicle body 1 may be mounted in a laterally long posture before and after the hydraulic pump 31 and the hydraulic motor 32 are arranged in the front-rear direction with the shaft 33 and the output shaft 34 facing left-right. Further, an axial plunger type variable capacity motor may be provided as the hydraulic motor 32.

Next, the overall configuration of the transmission device 13 and the configuration of the transmission case 43 will be described.

As shown in FIGS. 3 to 9, the transmission 13 includes a castable transmission case 43, a left-right input shaft 44, a driven shaft 45, a side clutch shaft 46, and a constant mesh type selection gear type transmission. 47, a pair of side clutch brake units 48, left and right transmission mechanisms 49, and the like. The left and right traveling drive shafts 50 extending from the lower portion of the transmission case 43 to the corresponding crawlers 7 on the left and right sides, and the left and right drive shafts that rotatably support the left and right traveling drive shafts 50 in an individually enclosed state. Case 51 is provided.

The transmission case 43 includes a main case part 52 and left and right auxiliary case parts 53. The main case component 52 has a left and right divided structure that can be divided into a left case member 54 and a right case member 55. The left and

right case members

54 and 55 are connected to each other by bolts so that the first space 56 and the auxiliary space 57 are provided as internal spaces. In addition, on the lower side of the left and right side walls, a recessed portion 52A that is recessed toward the inside of the main case component 52 is provided. Then, the left and right auxiliary case parts 53 are bolted to the left and right side walls of the main case part 52 so as to cover the recessed portions 52A, so that the left and right side case and the left and right auxiliary case parts 53 are left and right. A second space 58 is provided.

That is, the transmission case 43 includes a first space 56, an auxiliary space 57, and left and right second spaces 58 as internal spaces.

As shown in FIGS. 3 to 7, 9, and 10, the transmission case 43 includes an input unit connected to the output unit provided in the port block 36 of the HST 12 on the upper portion of the right side wall on the boarding operation unit side. ing. And with the output part of the port block 36 connected to the input part, the HST 12 is equipped on the upper part of the right side wall by bolt connection.

The input shaft 44 of the transmission device 13 is spline-fitted via the cylindrical shaft 59 to the output shaft 34 of the HST 12 provided with the right end portion serving as the input side end portion thereof as the external device A connected to the transmission case 43. Thus, the output shaft 34 is configured to rotate integrally with the output shaft 34 around the axis. The transmission case 43 includes a first opening 43 A that exposes a left end portion that is an end portion of the input shaft 44 opposite to the input side end portion on the upper side of the left side wall.

As a result, when the neutral adjustment of the HST 12 is performed, it is exposed from the first opening 43A whether or not the output shaft 34 of the HST 12 is stopped when the main transmission lever 17 is operated to the neutral position. This can be easily performed by visually observing the left end portion of the input shaft 44. That is, neutral adjustment of the HST 12 can be performed easily and reliably.

The external device A connected to the transmission case 43 includes, for example, a belt-type continuously variable transmission, a hydraulic mechanical continuously variable transmission (HMT), a belt-type transmission mechanism, or an electric motor. It may be.

Next, a configuration related to the transmission 47 in the transmission device 13 will be described.

As shown in FIGS. 6, 7, 9, and 10, the transmission 47 is provided at the upper portion of the first space portion 56 in the transmission case 43 for low-speed transmission that is least frequently used when traveling over a bridge. The low-speed drive gear 60 and the low-speed driven gear 61, the medium-speed drive gear 62 and the medium-speed driven gear 63 for medium-speed transmission, which are used relatively frequently during work travel, and the like during work travel and travel travel. A high-speed drive gear 64 and a high-speed driven gear 65 for high-speed transmission, which are used most frequently, and a shift mechanism 66 that enables gear selection operation thereof are provided, and the gear selection operation of the shift mechanism 66 is performed. It is configured so that a three-stage shift is possible.

The drive gears 60, 62, 64 integrally form the low-speed drive gear 60 on the cylindrical shaft 59 that is spline-fitted to the input shaft 44 of the transmission device 13, and connect the medium-speed drive gear 62 and the high-speed drive gear 64 to the transmission device 13. By spline fitting to the input shaft 44, the input shaft 44 of the transmission device 13
It equips with the input shaft 44 of the transmission 13 rotating integrally with the shaft center as a center. Further, the low speed drive gear 60 is positioned on the right end side of the input shaft 44, the medium speed drive gear 62 is positioned on the left end side of the input shaft 44, and the high speed drive gear 64 is positioned on the center side of the input shaft 44. It is set. That is, the input shaft 44 of the transmission device 13 is configured to also serve as the drive shaft of the transmission 47 that supports the drive gears 60, 62, and 64 so as to rotate together.

Each driven

gear

61, 63, 65 is externally fitted to a driven shaft 45 disposed adjacently below the input shaft 44 so as to be relatively rotatable. Further,

gear portions

61A, 63A, and 65A that are always meshed with the corresponding drive gears 60, 62, and 64 are provided at one end side thereof, and a spline boss is provided at the other end side as a gear selection linkage portion Ba. The parts 61 B, 63 B, and 65 B are provided, and the linkage gear B is linked to the shift mechanism 66. The low-speed driven gear 61 is disposed on the right end side of the driven shaft 45 with the gear portion 61A positioned on the right end side of the driven shaft 45 and the spline boss portion 61B positioned on the center side of the driven shaft 45. is doing. Further, the medium-speed driven gear 63 is moved to the center side of the driven shaft 45 with the gear portion 63A positioned on the center side of the driven shaft 45 and the spline boss portion 63B positioned on the left end side of the driven shaft 45. Have deployed. Further, the high-speed driven gear 65 is arranged on the center side of the driven shaft 45 with the gear portion 65A positioned on the center side of the driven shaft 45 and the spline boss portion 65B positioned on the right end side of the driven shaft 45. is doing.

The shift mechanism 66 includes a first spline shaft portion 45A and a second spline shaft portion 45B provided on the driven shaft 45 in a state of rotating integrally with the driven shaft 45, a first shifter 67 that is spline-fitted to the first spline shaft portion 45A, Shift fork 69, shift fork 69 provided with second shifter 68 that is spline fitted to second spline shaft portion 45B, first fork portion 69A for operating the first shifter, and second fork portion 69B for operating the second shifter The left and right shift support shafts 70 that support the slidable movement, the shift fork 69 and the position maintaining detent mechanism 71 interposed between the shift support shafts 70 and the shift forks 69 are slid in the left and right directions. An operation arm 72, a front-rear shift operation shaft 73 that supports the operation arm 72, and the like are provided.

The first spline shaft portion 45 A is integrally formed on the right side portion of the driven shaft 45 located between the low speed driven gear 61 and the high speed driven gear 65. The spline boss portion 61B of the low-speed driven gear 61 and the spline boss portion 65B of the high-speed driven gear 65 are adjacent to the left and right sides, so that the two driven

gears

61 and 65 for low-speed and high-speed use are linked. It is configured in the state.

The second spline shaft portion 45B is configured by a spline boss 74 that is detachably splined to the left end portion of the driven shaft 45. And the spline boss | hub part 63B of the medium speed driven gear 63 adjoins the right side, and it is comprised in the state which makes only the medium speed driven gear 63 the object of a cooperation.

The first shifter 67 and the second shifter 68 change the shift state of the transmission 47 as the shift fork 69 slides along the shift support shaft 70 on the shift support shaft 70. The spline boss portion 61B of the low speed driven gear 61 is splined to the first spline shaft portion 45A of the driven shaft 45 and the spline boss portion 63B of the medium speed driven gear 63 is driven to the driven shaft by the second shifter 68. The medium-speed transmission state in which the second spline shaft portion 45B of the driven shaft 45 is spline-coupled, and the high-speed transmission in which the spline boss portion 65B of the high-speed driven gear 65 is spline-coupled to the first spline shaft portion 45A of the driven shaft 45 by the first shifter 67. It is configured to switch to three stages with the state.

As shown in FIGS. 9 and 10, the detent mechanism 71 includes a ball 75 and a compression spring 76 provided in the recess 69 C of the shift fork 69, and three engagement grooves formed annularly on the outer peripheral surface of the transmission support shaft 70. 70A, 70B, 70C, etc., to shift the shift fork 69 at a low speed position corresponding to the low speed transmission state of the transmission 47, a medium speed position corresponding to the medium speed transmission state of the transmission 47, and a high speed transmission of the transmission 47. It is configured to engage and hold at a high speed position corresponding to the state.

As shown in FIGS. 3 to 5, 9, and 10, the operation arm 72 of the transmission 47 swings in the left-right direction around the axis of the speed change operation shaft 73, and the free end thereof is shifted to the shift fork 69. Is engaged with the shift fork 69 in a state in which the relative displacement is allowed.

The speed change operation shaft 73 passes through the front wall of the transmission case 43, has an operation arm 72 at the inner end located inside the transmission case 43, and has an outer end protruding forward from the front wall of the transmission case 43. The operation arm 72 and the linkage arm 77 are interlocked and connected to each other.

The linkage arm 77 has its free end so that the operation position of the shift fork 69 is changed to a position corresponding to the operation position of the sub transmission lever 18 in conjunction with the swinging operation of the sub transmission lever 18 in the front-rear direction. This portion is linked to the auxiliary transmission lever 18 via a mechanical linkage mechanism 78 for auxiliary transmission.

That is, the transmission 47 is built in the transmission case 43 in a state configured to function as an auxiliary transmission.

From the above configuration, the transmission 47 is equipped across the input shaft 44 and the driven shaft 45 of the transmission device 13 in a state where the transmission 47 is transmitted from the input shaft 44 of the transmission device 13 to the driven shaft 45. Then, by selecting the driven gears 61, 63, 65 linked to the driven shaft 45 by the gear selection operation of the shift mechanism 66 that is linked to the operation of the auxiliary transmission lever 18, the transmission state is changed from the output shaft 34 of the HST 12. Is transmitted to the driven shaft 45 via the low-speed drive gear 60 and the low-speed driven gear 61, and is transmitted to the driven shaft 45 via the medium-speed drive gear 62 and the medium-speed driven gear 63. It is configured to selectively switch between a state and a high-speed transmission state that is transmitted to the driven shaft 45 via the high-speed drive gear 64 and the high-speed driven gear 65.

In this transmission 47, since the input shaft 44 of the transmission 13 is also used as the drive shaft of the transmission 47, for example, a dedicated drive shaft different from the input shaft 44 is parallel to the input shaft 44. Compared with the case where it is provided, a transmission structure such as a gear that transmits from the input shaft 44 to the drive shaft can be eliminated. As a result, it is possible to facilitate manufacture by simplifying the transmission structure in the transmission case and reduce the size and weight of the transmission device 13.

Further, the driven shaft 45 that supports the driven gears 61, 63, 65 so as to be relatively rotatable and supports the first shifter 67 and the second shifter 68 so as to be relatively slidable is located at a position below the input shaft 44. By deploying, the surface height of the lubricating oil stored in the transmission case 43 can be reduced, and the amount of oil stored in the transmission case 43 can be reduced. As a result, it is possible to shorten the work time required for the oil change, reduce the cost, and reduce the weight of the transmission device 13.

Furthermore, since the low-speed driven gear 61 and the high-speed driven gear 65 are configured to be linked with the first spline shaft portion 45A provided on the driven shaft 45, for example, the low-speed driven gear 61 is linked. Compared with the case where the driven shaft 45 has a spline shaft portion dedicated to low speed and a spline shaft portion dedicated to high speed driven gear 65, the spline shaft portion and shifter in the transmission 47 Can be reduced, and the length of the driven shaft 45 can be shortened. As a result, the configuration of the transmission 47 can be simplified, the transmission 47 can be reduced in size and weight, and the assembling property to the transmission case 43 can be improved.

In addition, among the driven gears 61, 63, 65, the medium-speed driven gear 63 disposed at the position farthest from the right end portion that is the input side end portion of the input shaft 44 is used. Since the driven shaft 45 is mounted on the driven shaft 45 with the spline boss portion 63B positioned on the left end side of the driven shaft 45, the medium speed driven gear 63 is driven by the gear portion 63A. Compared with the case where the driven shaft 45 is mounted in the opposite direction in which the spline boss portion 63B is located on the left end side of the shaft 45 and located on the center side of the driven shaft 45, the medium speed driven gear 63 is The medium speed drive gear 62 that meshes with each other can be arranged on the right side. Thereby, the length of the input shaft 44 extending to the left can be made shorter than the driven shaft 45. Further, the position of a shaft support portion such as a bearing 79 provided on the left side wall of the transmission case 43 to support the left end portion of the input shaft 44, and the left side of the transmission case 43 to support the left end portion of the driven shaft 45 below it. It can be biased to the right side of a shaft support such as a bearing 80 provided on the wall. As a result, it is possible to reduce the size of the transmission device 13 by narrowing the left-right width at the top of the transmission device 13.

In the input shaft 44, the high-speed drive gear 64 having the highest use frequency among the drive gears 60, 62, 64 is arranged on the center side of the input shaft 44, and the use frequency is lower than that of the high-speed drive gear 64. Since the low-speed drive gear 60 and the medium-speed drive gear 62 are arranged on the shaft end side of the input shaft 44, the torque applied to the input shaft 44 in the high-speed transmission state in which the high-speed drive gear 64 with the highest use frequency is used. In order to support both ends of the input shaft 44, it can be received in a balanced manner by shaft support portions such as left and right bearings 79 provided on the left and right side walls of the transmission case 43. That is, it is possible to increase the time during which the torque applied to the left and right shaft support portions is equal or substantially equal, and as a result, it occurs when the high-speed drive gear 64 having the highest use frequency is provided on the shaft end side of the input shaft 44. Since the time required for the torque applied to one shaft supporting portion supporting the shaft end side to be larger than the torque applied to the other shaft supporting portion is increased, the durability of the one shaft supporting portion is lowered and replaced. The possibility of increasing the frequency can be suppressed.

In the driven shaft 45, the low-speed driven gear 61 having the lowest usage frequency among the driven gears 61, 63, 65 is arranged on the right end side of the driven shaft 45, and the usage frequency is higher than that of the low-speed driven gear 61. Since the medium-speed driven gear 63 and the high-speed driven gear 65 are arranged on the center side of the driven shaft 45, the medium-speed transmission state and the high-speed transmission using the medium-speed driven gear 63 or the high-speed driven gear 65 that are frequently used are used. In this state, the torque applied to the driven shaft 45 can be received in a well-balanced manner by shaft support portions such as left and right bearings 80 provided on the left and right side walls of the transmission case 43 in order to support both ends of the driven shaft 45. That is, it is possible to lengthen the time during which the torque applied to the left and right shaft support portions is equal or substantially equal, and as a result, drive one or both of the medium-speed driven gear 63 and the high-speed driven gear 65 that are frequently used. Due to the fact that the time required for the torque applied to one shaft support part supporting the shaft end side to be larger than the torque applied to the other shaft support part, which occurs when the shaft 45 is arranged on the shaft end side, is longer. It is possible to suppress the possibility that the durability of one of the shaft support portions is reduced and the replacement frequency is increased.

By the way, in this transmission 47, the spline boss 74 constituting the second spline shaft portion 45B includes, for example, each spline 74a linked to the medium speed driven gear 63 formed on the outer peripheral surface of the spline boss 74 over both ends of the spline boss 74. When the spline boss 74 is formed to have a length, when the spline boss 74 is fitted to the driven shaft 45 by spline, the spline can be easily fitted without considering the direction of the spline boss 74. On the other hand, regardless of the orientation of the spline boss 74, in order to smoothly perform the linkage operation with respect to the medium speed driven gear 63 by the sliding of the second shifter 68, the processing cost is high at both ends of each spline 74a. Chamfering needs to be performed, and there is room for improvement in reducing processing costs.

Therefore, in the spline boss 74, a plurality of splines 74a for linking are formed only on one end side of the outer peripheral surface, and the chamfering process described above is performed only on one end portion of the spline 74a located at the end portion of the spline boss 74. (See FIGS. 7 and 10).

As a result, when the spline boss 74 is fitted to the driven shaft 45 while the chamfering process is performed on both ends of each spline 74a, it is possible to reduce the machining cost. Appropriate orientation of the spline boss 74 can be easily seen from the appearance of the spline boss 74, and the spline boss 74 can be mistakenly assembled to the driven shaft 45 with the spline boss 74 in the wrong direction. Can be prevented.

Although not shown, the following [1] to [7] illustrate other embodiments of the configuration related to the transmission 47.

[1] The transmission 47 replaces the constant mesh type with each driven

gear

61, 63 on a cylindrical shaft that is externally fitted so as to rotate integrally with the driven shaft 45 while being slidable relative to the driven shaft 45, for example. , 65 and a gear selection linking portion linked to the gear selection operation shift mechanism 66, and the driven gears 61, 63, 65 are slid integrally by operation of the shift mechanism 66. In the state, the linkage gear B is linked to the shift mechanism 66, and the gear selection operation by the shift mechanism 66 causes the shift state to be a low-speed transmission state in which the low-speed drive gear 60 and the low-speed driven gear 61 are engaged with each other. A slurry that is selectively switched between a medium-speed transmission state in which the medium-speed drive gear 62 and the medium-speed driven gear 63 are engaged and interlocked, and a high-speed transmission state in which the high-speed drive gear 64 and the high-speed driven gear 65 are engaged and interlocked. It may be configured to loading mesh type.

[2] Instead of the constant mesh type, for example, the transmission 47 is equipped with each driven

gear

61, 63, 65 so as to rotate integrally with the driven shaft 45 while being individually slidable on the driven shaft 45. In addition, each driven

gear

61, 63, 65 is provided with a gear selection linking portion linked to the gear selection operation shift mechanism 66, and each driven

gear

61, 63, 65 is linked to the shift mechanism 66. The linked gear B is configured so that the driven gears 61, 63, 65 are linked to the shift mechanism 66 so that they are integrally slid by the operation of the shift mechanism 66, and the gear selection operation by the shift mechanism 66 is performed. The low-speed drive gear 60 and the low-speed driven gear 61 are meshed and interlocked with each other, the medium-speed drive gear 62 and the medium-speed driven gear 63 are meshed and interlocked, In the high-speed transmission state where the driving gear 64 and the high-speed driven gear 65 is interlocked engagement, it may be configured to sliding mesh type switching to alternative.

[3] The transmission 47 is replaced with, for example, the

spline boss portions

61B, 63B, 65B of the driven gears 61, 63, 65, and the first spline shaft portion 45A or the second spline adjacent thereto, instead of the constant mesh type. You may comprise in the synchromesh system provided with the synchronous part which synchronizes those peripheral speeds between the axial parts 45B.

[4] The transmission 47 may be configured as a two-speed transmission that can be switched between a low-speed transmission state for work travel and a high-speed transmission state for mobile travel instead of the three-speed transmission. Further, it may be configured as a multi-stage transmission type that can be switched at four or more stages with a low-speed transmission state that is slower than the low-speed transmission state.

[5] The transmission 47 replaces the configuration in which each driven

gear

61, 63, 65 is mounted on the driven shaft 45 as a linkage gear B that can be selected by the shift mechanism 66, and each

drive gear

60, 62, 64 is provided. May be provided on the input shaft 44 as a linkage gear B that allows a gear selection operation by the shift mechanism 66. In this configuration, the input shaft 44 may be arranged adjacently below the driven shaft 45.

[6] The first spline shaft portion 45A in the transmission 47 may be constituted by a spline boss that is detachably splined to the driven shaft 45. Further, the second spline shaft portion 45 B in the transmission 47 may be integrally formed with the driven shaft 45.

[7] The arrangement of the drive gears 60, 62, 64 and the driven gears 61, 63, 65 on the input shaft 44 or the driven shaft 45 can be variously changed according to the frequency of use of the gears 60 to 65. . For example, when the low-speed drive gear 60 and the low-speed driven gear 61 are used frequently, the low-speed drive gear 60 and the low-speed driven gear 61 may be arranged on the center side of the input shaft 44 or the driven shaft 45. Further, when the high-speed drive gear 64 and the high-speed driven gear 65 are used less frequently, the high-speed drive gear 64 and the high-speed driven gear 65 may be arranged on the input shaft 44 or the driven shaft 45 on the shaft end side.

Next, a transmission structure from the driven shaft 45 of the transmission 47 to the side clutch shaft 46 in the transmission device 13 will be described.

As shown in FIGS. 6 to 11, the driven shaft 45 has a small-diameter output gear that functions as an output rotating body 81 of the transmission 47 at a central portion between the medium-speed driven gear 63 and the high-speed driven gear 65. 81 is spline-fitted so that the driven shaft 45 and the output gear 81 rotate together. The side clutch shaft 46 is disposed in the upper and lower intermediate portions of the first space portion 56 in the transmission case 43. Then, a large-diameter transmission gear 82 as a transmission rotating body 82 meshing with and interlocking with the output gear 81 is integrally rotated at the left and right intermediate positions in a state where the side clutch shaft 46 and the transmission gear 82 are not relatively slidable. Is fitted with a spline. That is, the transmission structure from the driven shaft 45 to the side clutch shaft 46 is configured as a gear transmission type by the output gear 81 and the transmission gear 82, and the power after the shift by the transmission 47 is transferred from the driven shaft 45 to the side clutch shaft 46. It is configured to transmit deceleration.

Although illustration is omitted, the transmission structure from the driven shaft 45 to the side clutch shaft 46 is replaced with a gear transmission type, for example, a small-diameter sprocket provided on the driven shaft 45 as the output rotating body 81, and the side clutch shaft 46. Alternatively, a large-diameter sprocket provided as a transmission rotating body 82 and a transmission chain wound around these sprockets may be configured as a chain transmission type. Further, a belt transmission type includes a small-diameter pulley provided as an output rotator 81 on the driven shaft 45, a large-diameter pulley provided as a transmission rotator 82 on the side clutch shaft 46, and a transmission belt wound around these pulleys. You may comprise. Further, the output rotating body 81 may be integrally formed with the driven shaft 45, for example, or may be connected to the driven shaft 45 via a key so as to rotate integrally with the driven shaft 45. On the other hand, the transmission rotating body 82 may be formed integrally with the side clutch shaft 46, for example, or may be connected to the side clutch shaft 46 via a key so as to rotate integrally with the side clutch shaft 46. The side clutch shaft 46 may be externally fitted so as to be relatively rotatable.

Next, the structure regarding the left and right side clutch brake units 48 in the transmission 13 will be described.

As shown in FIGS. 6 to 9 and FIGS. 11 to 13, each side clutch brake unit 48 includes a meshing side clutch 83 for intermittently transmitting power from the transmission gear 82 to the corresponding crawler 7, and the corresponding crawler 7. And a multi-plate type side brake 84 for braking the vehicle. Then, on the side clutch shaft 46, the left side clutch brake unit 48 is arranged on the left side in a distributed manner so as to be symmetric with respect to the transmission gear 82. The left crawler 7 acts on the left crawler 7 via the transmission mechanism 49 and the left traveling drive shaft 50, and the right side clutch brake unit 48 is connected to the right crawler via the right transmission mechanism 49 and the right traveling drive shaft 50. 7 is configured to act.

Each side clutch 83 has a cylindrical shaft 85 that is externally fitted to the side clutch shaft 46 so as to be rotatable relative to the side clutch shaft 46 in a state in which the side clutch shaft 46 can be attached and detached by sliding in the axial direction of the side clutch shaft 46. The moving-side rotating body 86 provided with the meshing portion 86A, the fixed-side rotating body 87 provided with the meshed portion 87A, and the moving-side rotating body 86 is biased toward the entering position where the meshing portion 86A and the meshed portion 87A mesh. A compression spring 88, a stopper 89 made of a C-shaped retaining ring that receives the moving side rotating body 86 at the entry position, a spring receiver 90 that receives one end of the compression spring 88, and the like. Then, when the corresponding moving side rotating body 86 slides to the entry position by the action of the compression spring 88, the meshing portion 86A of the moving side rotating body 86 and the engaged portion 87A of the fixed side rotating body 87 are engaged with each other. By switching to the state and sliding to the cutting position against the action of the compression spring 88, the meshing portion 86A of the moving side rotating body 86 and the meshed portion 87A of the fixed side rotating body 87 release the meshing. It is configured to switch to the shut-off state.

Each cylindrical shaft 85 includes a first spline shaft portion 85A having a large diameter on the inner end side close to the transmission gear 82. Further, a small-diameter second spline shaft portion 85B is provided on the outer end side away from the transmission gear 82. The step portion 85C located at the inner end of the first spline shaft portion 85A is configured to function as the spring receiver 90. Further, an annular engagement groove 85D into which the stopper 89 is detachably fitted is formed at the outer end portion of the second spline shaft portion 85B.

Each moving-side rotating body 86 is configured such that its inner peripheral portion functions as a spline boss portion 86B that is spline-fitted to the second spline shaft portion 85B of the cylindrical shaft 85 so as to be relatively slidable. Also, by forming a plurality of internal teeth at a constant pitch in the circumferential direction on the inner peripheral portion on the outer end side of the rim portion 86C that forms the outer peripheral portion, the inner peripheral portion of the rim portion 86C functions as the meshing portion 86A. It is configured to do.

Each fixed-side rotating body 87 is configured by a spur gear provided with a plurality of external teeth so that the outer peripheral portion functions as a meshed portion 87A. Then, the side clutch shaft 46 has a shaft more than the corresponding cylindrical shaft 85 so as to rotate integrally with the side clutch shaft 46 in a state where the side clutch shaft 46 can be attached and detached by sliding in the axial direction of the side clutch shaft 46. Spline fitting is performed at both end portions on the end side so as to be adjacent to the cylindrical shaft 85. Thus, each fixed-side rotating body 87 is configured to function as a driving-side rotating body that rotates integrally with the transmission gear 82 via the side clutch shaft 46 in the left and right side clutches 83.

As shown in FIGS. 11 to 13, in each side clutch 83, the moving side rotating body 86, the compression spring 88, the stopper 89, and the spring receiver 90 are disposed on the outer periphery of the cylindrical shaft 85. The moving-side rotating body 86 and the compression spring 88 are arranged side by side between the moving-side rotating body 86 and the moving-side rotating body 86 can slide in the axial direction of the side clutch shaft 46 with respect to the cylinder shaft 85. The cylinder shaft 85, the moving side rotating body 86, the compression spring 88, the stopper 89, and the spring receiver 90 are mounted on the side clutch shaft 46 with respect to the side clutch shaft 46. The sliding unit 91 is configured to slide integrally in a detachable manner in the axial direction.

Each sliding unit 91 is provided with a drive gear 92 as an interlocking rotating body interlockingly connected to the corresponding crawler 7 so as to rotate integrally with the cylinder shaft 85 as one of the components. Thereby, the moving side rotating body 86 provided in each sliding unit 91 is configured to function as a driven side rotating body that rotates integrally with the drive gear 92 via the cylindrical shaft 85 in each side clutch 83. .

A thrust collar 93 is interposed between the transmission gear 82 and the left and right sliding units 91 on the side clutch shaft 46 to receive the force acting in the axial direction of the side clutch shaft 46 therebetween. .

The side brakes 84 are alternately arranged in the axial direction of the brake hub 94 that rotates integrally with the sliding unit 91, the plurality of separator plates 95 that are externally fitted to the brake hub 94, and the plurality of separator plates 95 and the side clutch shaft 46. A plurality of brake disks 96 and a single pressure plate 97, a brake housing 98 that supports the plurality of brake disks 96 and the single pressure plate 97, and the like are configured.

Each brake hub 94 is fitted on the corresponding sliding unit 91 as one of its components. The plurality of separator plates 95 are supported so as to rotate integrally with the sliding unit 91 in a state in which the separator plates 95 can slide in the axial direction of the side clutch shaft 46.

Each brake housing 98 has a substantially cylindrical shape that surrounds the separator plate 95, the brake disc 96, and the like, and is integrally formed at the upper and lower intermediate portions of the left and right side walls of the transmission case 43. A plurality of brake discs 96 and a single pressure plate 97 are supported in a non-rotatable manner while being slidable in the axial direction of the side clutch shaft 46. In addition, a receiving portion 98A for receiving the separator plate 95 and the brake disc 96 that slides inward of the transmission case 43 along the axis of the side clutch shaft 46 is provided at the inner end portions thereof.

Each sliding unit 91 includes a spline boss 99 that rotates integrally with the cylinder shaft 85. Each spline boss 99 serves as a dual-purpose part whose inner end located on the left and right center side in the transmission case functions as the drive gear 92 and whose outer end located on the left and right ends in the transmission case functions as the brake hub 94. It is composed. The drive gear side has an inner peripheral surface provided with a spline hole 99A that fits outside the first spline shaft portion 85A provided on the inner end side of the corresponding cylinder shaft 85, and on the inner peripheral surface on the brake hub side. A diameter-expanded portion 99B that forms a storage space 100 for a compression spring is provided between the cylindrical shaft 85 and the cylindrical shaft 85.

Each cylindrical shaft 85 has a first spline shaft portion 85A formed from the stepped portion 85C of the cylindrical shaft 85 to a length extending from the shaft end on the large diameter side. Then, an engagement portion 85E is formed on the outer peripheral side of the first spline shaft portion 85A at the shaft end portion on the large diameter side, and the C-shaped retaining ring 101 is attached to and detached from the engagement portion 85E. Equipped with external fitting as possible.

Each spline boss 99 has its spline hole 99A formed in a length extending from the retaining ring 101 to the stepped portion 85C, and the enlarged diameter portion 99B from the stepped portion 85C to the boss end on the brake hub side (the side far from the retaining ring 101). The boss end).

Each moving-side rotating body 86 is formed with a ring-shaped recess 86D that allows the end of the spline boss 99 on the brake hub side to be engaged between the spline boss portion 86B and the rim portion 86C. Thereby, when each moving side rotating body 86 is moved to the spline boss side, the inner end side of the spline boss portion 86B is engaged with the enlarged diameter portion 99B of the corresponding spline boss 99, and the rim The inner end side of the portion 86C is externally fitted to the spline boss 99, and the inner end of the rim portion 86C is a plurality of separator plates 95 and brake discs 96 that are externally fitted to the brake hub side of the spline boss 99. It is comprised so that it may press toward the receiving part 98A of the brake housing 98.

That is, the rim portion 86 C of each moving-side rotating body 86 is configured to function as a pressing portion 86 C that acts on the separator plate 95 and the brake disc 96 of the corresponding side brake 84. As a result, each side brake 84 slides from the cut position described above to the braking position located in the direction opposite to the entry position, against the action of the compression spring 88 by the corresponding moving side rotating body 86. As a result, the brake in which the plurality of separator plates 95 and the brake disc 96 are pressed by the action of the pressing portion 86C from the braking release state in which the pressure contacts by the action of the pressing portion 86C are released. It is configured to switch from the braking state to the braking release state as it switches to the state and slides from the braking position to the cutting position by the action of the compression spring 88.

As shown in FIGS. 2 to 8 and FIGS. 11 to 13, the transmission case 43 has sliding units 91 at positions facing the side clutch brake units 48 in the axial direction of the side clutch shaft 46 on the left and right side walls. The separator plate 95, the brake disc 96, the pressure plate 97, and the like are provided with a second opening 43B that allows passage, and the cover member 102 that closes the second opening 43B is detachably provided by bolt connection. Yes.

Each cover member 102 includes an auxiliary opening 102A that allows passage of the fixed-side rotator 87, and an auxiliary cover member 103 that closes the auxiliary opening 102A is detachably attached by bolt connection. Each auxiliary opening 102 A is formed in a circular shape centered on the axis of the side clutch shaft 46. Each auxiliary cover member 103 includes a large-diameter portion 103A that fits in the auxiliary opening 102A and a small-diameter portion 103B that forms an annular space 104 between the auxiliary opening 102A, and the small-diameter portion 103B is located inside the transmission case 43. It is prepared in the state located in. The small-diameter portion 103B is provided with a shaft support portion 105 such as a bearing that supports the end portion of the side clutch shaft 46.

Each sliding unit 91 is mounted on the side clutch shaft 46 in a state where the rim portion 86C of the moving side rotating body 86 faces the annular space 104 provided in the cover member 102. Each cover member 102 is fitted and fitted with an annular piston 106 that slides the moving side rotating body 86 in the annular space 104 so as to be slidable in the axial direction of the side clutch shaft 46. . The annular space 104 is configured to function as an oil chamber 104 for operating the piston.

Each piston 106 slides in the axial direction of the side clutch shaft 46 by the operation of the steering valve unit 107, and by this sliding, the corresponding moving side rotating body 86 is slid in the axial direction of the side clutch shaft 46. It is configured to be operated dynamically. Specifically, as the pressure of the oil chamber 104 is increased by the operation of the valve unit 107, it slides along the axis of the side clutch shaft 46 toward the center side of the side clutch shaft 46. The side rotating body 86 is slid from the entry position to the cut position against the action of the compression spring 88, and then slid from the cut position to the braking position. Further, as the oil chamber 104 is depressurized by the operation of the valve unit 107, it slides along the axis of the side clutch shaft 46 toward the shaft end side of the side clutch shaft 46, and this sliding causes the corresponding movement side rotation. The body 86 is slid from the braking position to the cutting position by the action of the compression spring 88, and then slid from the cutting position to the entry position.

The steering valve unit 107 is linked to the steering lever 16 via the steering mechanical linkage mechanism 108 so that the operating state is switched based on the swinging operation of the steering lever 16 in the left-right direction. Specifically, in a state where the control lever 16 is positioned at the neutral position, a reduced pressure state in which the operation pressure on each piston 106 is reduced is maintained. When the control lever 16 is swung to the left from the neutral position, the pressure is switched from the reduced pressure state to the left pressure increasing state in which the operating pressure on the left piston 106 is increased. When the control lever 16 is swung rightward from the neutral position, the pressure is switched from the reduced pressure state to the right pressure increasing state in which the operating pressure on the right piston 106 is increased. When the control lever 16 is swung to the neutral position, the left pressure increasing state or the right pressure increasing state is switched to the pressure reducing state.

With this configuration, by holding the control lever 16 in the neutral position, the valve unit 107 for steering can be maintained in a reduced pressure state, whereby each moving-side rotating body 86 can be maintained in the entering position. As a result, the traveling state can be maintained in a straight traveling state in which the left and right crawlers 7 are driven at a constant speed. Further, by swinging the control lever 16 to the left from the neutral position, the steering valve unit 107 can be switched from the reduced pressure state to the left increased pressure state. While maintaining the position, the left-side moving rotating body 86 can be slid from the entering position to the cutting position or the braking position. As a result, the left crawler 7 is driven or braked from the straight traveling state to the vehicle body. Can be switched to a left-turning state in which the is turned leftward. Conversely, by swinging the control lever 16 to the right from the neutral position, the steering valve unit 107 can be switched from the reduced pressure state to the right increased pressure state. While maintaining the entering position, the right moving rotator 86 can be slid from the entering position to the cutting position or the braking position. As a result, the right crawler 7 is driven or braked from the straight running state. It is possible to switch to a right turn state in which the vehicle body turns rightward. Then, by swinging the control lever 16 to the neutral position in the left turn state or the right turn state, the steering valve unit 107 can be switched from the left boosted state or the right boosted state to the reduced pressure state. Accordingly, either the left or right moving side rotating body 86 located at the cutting position or the braking position can be slid to the entering position, and as a result, the traveling state is switched from the left turning state or the right turning state to the straight traveling state. be able to.

In other words, each side clutch brake unit 48 employs a shared structure in which each moving side rotating body 86 is also used as an operating tool for both the side clutch 83 and the side brake 84, thereby simplifying the configuration by reducing the number of parts. The side clutch 83 and the side brake 84 can be appropriately interlocked with each other so that the traveling state by the left and right crawlers 7 can be changed from a straight traveling state to a left turning state or a right turning state, It is possible to smoothly shift from the turning state or the right turning state to the straight traveling state.

From the above configuration, in each side clutch brake unit 48, the moving side rotating body 86 and the fixed side rotation with respect to the side clutch shaft 46 built in the transmission case 43 and each brake housing 98 provided in the transmission case 43. The body 87, the separator plate 95, the brake disk 96, and the like can be attached and detached from the openings 43A of the transmission case 43. Further, the operation piston 106 for each side clutch brake unit 48, the shaft support portion 105 for the side clutch shaft, and the like can be attached to and detached from the transmission case 43 together with the cover member 102 that closes each opening 43A. Accordingly, when performing maintenance work such as replacement of the moving-side rotating body 86, the fixed-side rotating body 87, the separator plate 95, the brake disk 96, the piston 106, and the shaft support portion 105, the transmission case 43 is connected to each cover member. By removing 102, it can carry out easily, without requiring the effort which disassembles the transmission case 43. FIG. Further, regarding the maintenance work for the fixed side rotating body 87, the piston 106, and the shaft support portion 105, the moving side rotating body 86, the separator plate 95, and the brake disk 96 are removed by removing the auxiliary cover member 103 from the cover member 102. , And the like can be maintained in the transmission case by the cover member 102, and maintenance work can be performed on the fixed-side rotating body 87, the piston 106, and the shaft support portion 105.

Further, the cylindrical shaft 85 of the side clutch 83, the moving side rotating body 86, the compression spring 88, the stopper 89, the spring receiver 90, the drive gear 92, the brake hub 94 of the side brake 84, and the like are attached to the side clutch shaft 46. Since the sliding unit 91 is detachably integrated as a unit, the side clutch shaft is compared with the case where the moving side rotating body 86 and the compression spring 88 are individually attached to and detached from the side clutch shaft 46. The detachability with respect to 46 can be improved.

In particular, when the moving side rotating body 86, the compression spring 88, and the like are individually attached to and detached from the side clutch shaft 46, a large force that resists the action of the compression spring 88 from each opening 43A of the narrow transmission case 43, Since it is necessary to attach / detach the moving side rotating body 86, the stopper 89, and the like to / from the side clutch shaft 46, it becomes difficult to attach / detach the moving side rotating body 86, the stopper 89, etc. to / from the side clutch shaft 46. On the other hand, in the side clutch brake unit 48, the moving side rotating body 86 and the compression spring 88 are attached to and detached from the side clutch shaft 46 in a united state, so that the movement against the action of the compression spring 88 is achieved. The side rotator 86, the stopper 89, and the like may be attached to and detached from the cylindrical shaft 59 outside the transmission case 43 where the work area is not limited. As a result, the moving side rotator 86, the stopper 89, etc. with respect to the side clutch shaft 46 The detachability of the can be greatly improved.

Furthermore, in each sliding unit 91, since the spline boss 99 that rotates integrally with the cylinder shaft 85 is a dual-purpose part that also serves as the drive gear 92 and the brake hub 94, the structure can be simplified and assembled by reducing the number of parts. Can be improved. Further, the spline boss 99 has an enlarged diameter portion 99B that forms a storage space 100 for the compression spring between the inner surface of the brake hub side of the spline boss 99 and the cylindrical shaft 85 and the compression spring 88. The spline boss 99 can be equipped in a state where the spline boss 99 is overlapped in the radial direction of the cylinder shaft 85. As a result, the sliding units 91 can be prevented from becoming longer in the axial direction. As a result, the side clutch shaft 46 is shortened and the left and right widths at the upper and lower intermediate portions of the transmission device 13 are reduced. Therefore, the transmission device 13 can be downsized.

As shown in FIGS. 11 to 13, each moving side rotating body 86 is inserted into the stopper 89 on the inner peripheral surface of the spline boss portion 86B when the moving side rotating body 86 slides to the entering position. An allowed enlarged diameter portion 86E is formed. Each enlarged diameter portion 86E is formed in a size that prevents the stopper 89 from being detached from the engaging groove 85D.

Thereby, for example, when the engagement of the stopper 89 with the engagement groove 85D of each cylindrical shaft 85 is incomplete and the stopper 89 is lifted from the engagement groove 85D, the moving side rotating body is operated by the action of the compression spring 88. When 86 is slid into the entry position, sliding into the entry position is prevented by contact with the stopper 89. That is, the assembled state of the stopper 89 with respect to the engaging groove 85D of each cylindrical shaft 85 can be easily determined by the sliding of the moving side rotating body 86 due to the action of the compression spring 88 after the assembly. Thereby, when the engagement of the stopper 89 with the engagement groove 85D of each cylindrical shaft 85 is incomplete, the engagement can be immediately improved.

Further, the length of each sliding unit 91 in the axial center direction can be further shortened as compared with the case where the diameter-expanded portion 86E is not formed, thereby shortening the side clutch shaft 46 and transmitting power. It is possible to further reduce the size of the transmission device 13 by narrowing the left and right widths at the upper and lower intermediate portions of the device 13.

As shown in FIG. 7 and FIGS. 11 to 13, each fixed-side rotating body 87 has a meshing length of 2 with the meshing portion 86A of the moving-side rotating body 86. The tooth width is more than doubled.

As a result, when the ratchet occurs between the meshing portion 86A of the moving side rotating body 86 due to wear of the meshed portion 87A of the fixed side rotating body 87, the auxiliary cover member 103 is removed and the auxiliary opening 102A is removed. The fixed-side rotating body 87 removed from the side clutch shaft 46 using the auxiliary opening 102A is reversed and then reassembled from the auxiliary opening 102A to the side clutch shaft 46. It is possible to eliminate rattling with the meshing portion 86 A of the moving-side rotator 86 without exchanging the rotator 87.

That is, the life of the fixed side rotating body 87 can be doubled, and the running cost required for the side clutch brake unit 48 can be reduced.

As shown in FIG. 2, in the oil chamber 104 of each side clutch brake unit 48, the lubricating oil stored in the transmission case 43 is used for operation, and the steering valve unit 107 is operated by the operation of the second hydraulic pump 109. Is supplied through. The steering valve unit 107 is based on the switching valve 110 that switches the flow of oil to the oil chamber 104 of each side clutch brake unit 48 based on the operation of the control lever 16 in the left-right direction, and on the operation of the control lever 16. A variable relief valve 111 for changing the relief pressure for the oil chamber 104 of the left and right side clutch brake units 48 is provided.

Although not shown in the drawings, the following [1] to [17] illustrate another embodiment of the configuration relating to the steering such as the pair of side clutch brake units 48.

[1] The pair of side clutch brake units 48 may be configured such that the operating state is switched based on an operation of a steering-dedicated operation lever or a steering wheel that is configured to be a left-right swinging and neutral return type. Good.

[2] The pair of side clutch brake units 48 may be configured to be, for example, an electric type that switches the operating state of the side clutch 83 and the side brake 84 by operating an electric cylinder.

[3] Instead of the pair of side clutch brake units 48, only a pair of side clutches 83 may be provided.

[4] A pair of side clutches 83 are arranged side by side on the side clutch shaft 46 side by side without the transmission rotating body 82 interposed therebetween, and the power from the side clutch shaft 46 is intermittently configured. The body 82 may be arranged on the left and right ends of the side clutch shaft 46.

[5] The pair of side clutches 83 may be configured such that the moving side rotating body 86 functions as a driving side rotating body and the fixed side rotating body 87 functions as a driven side rotating body.

[6] The side clutch shaft 46 is fixedly installed, and on the shaft of the side clutch shaft 46, the pair of side clutches 83 intermittently transmit power from the transmission rotating body 82 to the corresponding drive gear (interlocking rotating body) 92. It may be configured.

[7] After each sliding unit 91 is arranged on the side clutch shaft 46 so that the moving-side rotator 86 is adjacent to the transmission rotator 82, the transmission rotator 82 includes an engaged portion 87A. The fixed side rotating body 87 is also used and the moving side rotating body 86 provided with the meshing portion 86A is also used as the interlocking rotating body so that the configuration can be simplified by reducing the number of parts. Good. Further, instead of the configuration in which the transmission rotating body 82 also serves as the fixed-side rotating body 87, the fixed-side rotating body 87 that is detachably fitted to the side clutch shaft 46 is rotated in a state of rotating integrally with the transmission rotating body 82. The body 82 may be configured to be engaged and connected.

[8] Each sliding unit 91 may be configured to include the drive gear 92 and the brake hub 94 individually. Moreover, you may comprise so that either one or both of the drive gear 92 and the brake hub 94 may not be included as the component.

[9] Each sliding unit 91 may be configured such that a spline boss 99 serving as the drive gear 92 and the brake hub 94 is integrally formed on the cylindrical shaft 85. In addition, either one of the drive gear 92 and the brake hub 94 may be formed integrally with the cylinder shaft 85.

[10] Each sliding unit 91 may be configured such that the compression spring 88 and the spline boss 99 are arranged side by side in the axial direction of the cylindrical shaft 85 without providing the storage space 100.

[11] A stepped portion that functions as a stopper 89 for receiving the moving side rotating body 86 at the entering position may be formed on each cylindrical shaft 85. Further, each moving-side rotating body 86 may not include the enlarged diameter portion 86E that allows the stopper 89 to enter.

[12] The spring receiver 90 that receives one end of the compression spring 88 may be configured by a C-shaped retaining ring that is externally fitted to each cylindrical shaft 85. Further, a step portion located at the boundary between the spline hole 99A and the enlarged diameter portion 99B on the inner peripheral surface of the spline boss 99 may function as the spring receiver 90.

[13] As each fixed-side rotating body 87, a spur gear having the same tooth width as the meshing length with the meshing portion 86A of the moving-side rotating body 86 may be adopted.

[14] The cover member 102 may not be provided with the auxiliary opening 102A and the auxiliary cover member 103.

[15] A shaft support portion 105 may be provided between the transmission case 43 and each cover member 102.

[16] The transmission case 43 may include an annular piston 106 for slidingly operating each moving-side rotating body 86 and an oil chamber 104 for operating the piston.

[17] As the interlocking rotating body, a drive sprocket or a drive pulley may be provided instead of the drive gear 92.

Next, a configuration related to the parking brake 112 in the transmission device 13 will be described.

As shown in FIGS. 3, 5 to 7, and 11, in each side clutch brake unit 48, the side brake 84 provided in the right side clutch brake unit 48 located on the boarding operation unit side functions as the parking brake 112. In this way, the right side brake 84 is linked to the brake pedal 19 via the parking brake operating mechanism 113 and the parking brake mechanical linkage mechanism 114.

The parking brake operating mechanism 113 rotates the ring-shaped operating member 115 and the operating member 115 fitted in the right cover member 102 around the axis of the side clutch shaft 46 so as to act on the pressure plate 97. The brake operation shaft 116 to be operated, the linkage arm 117 connected to the right end of the brake operation shaft 116, and the right cover member 102 so as to convert the rotation of the operation member 115 into the sliding of the operation member 115 in the left-right direction. And an operating member 115 are provided.

The mechanical linkage mechanism 114 for parking brake links the free end portion of the linkage arm 117 in the operation mechanism 113 for parking brake to the brake pedal 19. When the depression operation of the brake pedal 19 from the depression release position to the depression position is performed by this linkage, the braking operation shaft 116 is rotated forward in conjunction with the operation, and the operation member 115 is moved in conjunction with the forward rotation. By rotating forward and sliding in the left direction and pressing the right pressure plate 97, the right side brake 84 is configured to switch from the brake released state to the brake state. Further, when the depression release operation from the depression position of the brake pedal 19 to the depression release position is performed, the braking operation shaft 116 reverses in conjunction with the operation, the operation member 115 reverses in conjunction with the reverse rotation, and the right direction The right side brake 84 is configured to be switched from the braking state to the braking release state by releasing the pressure applied to the right pressure plate 97 by sliding to the right side.

When the brake pedal 19 is depressed to the depressed position, the brake pedal 19 is held at the depressed position against the spring bias to the depressed release position by the action of a holding mechanism (not shown) linked to the operation. be able to. Further, when the brake pedal 19 is depressed in this position holding state, the holding of the brake pedal 19 at the depressed position can be released by the action of a holding mechanism linked to the operation, and spring bias is used. The depression release operation from the depressed position of the brake pedal 19 to the depressed release position can be performed.

That is, in the straight traveling state in which the control lever 16 is held at the neutral position, the brake pedal 19 can be held at the depressed position by depressing the brake pedal 19 to the depressed position, and the brake on the right side brake 84 is released. The braking state can be switched from the state to the braking state, and the braking force by the right side brake 84 can be applied to the left and right crawlers 7 via the left and right side clutch brake units 48. As a result, the right side brake 84 can function as the parking brake 112.

Although not shown in the drawings, the following [1] to [4] illustrate another embodiment of the configuration related to the parking brake 112.

[1] The left side brake 84 may function as the parking brake 112. Further, both the left and right side brakes 84 may function as the parking brake 112.

[2] A dedicated parking brake 112 that brakes the left and right crawlers 7 via the left and right side clutch brake units 48 may be provided.

[3] The parking brake operation mechanism 113 is an electric type that switches the right side brake 84 from the brake released state to the braked state by turning off the power supply, or the right side brake 84 is changed from the brake released state to the braked state by depressurization. You may comprise the hydraulic type to switch.

[4] Instead of the brake pedal 19, a brake lever configured to be able to switch and hold between a parking position and a parking release position, a switch for operating a parking brake, or the like may be provided.

Next, the configuration related to the left and right transmission mechanisms 49 and the left and right traveling drive shafts 50 in the transmission device 13 will be described.

As shown in FIGS. 3 to 9 and 14, the transmission case 43 corresponds to the first space 56 with the left and right relay shafts 119 at positions between the side clutch shaft 46 and the left and right travel drive shafts 50. It is deployed in a left-right orientation across the second space 58. The left and right side walls of the main case component 52 are provided with first shaft support portions 120 such as bearings that support inner end portions of the corresponding relay shaft 119 located on the left and right center sides of the transmission case 43. In addition, each auxiliary case component 53 includes a second shaft support portion 121 such as a bearing that supports outer end portions of the corresponding relay shaft 119 positioned on the left and right ends of the transmission case 43. Thereby, each relay shaft 119 can be supported in a stable manner so as to be rotatable in a both-side supported state in which both end portions thereof are supported.

Each transmission mechanism 49 is positioned at the first transmission portion 122 extending across the side clutch shaft 46 and the relay shaft 119 corresponding to the side clutch shaft 46 in the first space portion 56 positioned on the left and right center side of the transmission case 43, and on both left and right ends of the transmission case 43. The left and right second space portions 58 are provided with corresponding relay shafts 119 and second transmission portions 123 extending across the travel drive shaft 50. The first transmission unit 122 is configured to be symmetrical with respect to the transmission gear 82 in a state where the first transmission unit 122 is positioned above the second transmission unit 123.

Each first transmission section 122 includes a drive gear 92 provided in the corresponding sliding unit 91 and a driven gear 124 as a driven rotating body that is larger in diameter than the drive gear 92 and rotates integrally with the corresponding relay shaft 119. In addition, the

gears

92 and 124 are engaged with each other, and are configured so as to function as a first reduction unit that decelerates the power via the corresponding side clutch brake unit 48. Each driven gear 124 is spline-fitted to the inner end portion of the relay shaft 119 located in the first space portion 56.

Each of the second transmission parts 123 includes a small-diameter drive gear 125 as a driving rotary body integrally formed with the corresponding relay shaft 119 and a large-diameter driven gear 126 as a driven rotary body that rotates integrally with the corresponding traveling drive shaft 50. The

gears

125 and 126 are meshed and interlocked with each other, and function as a second reduction gear that decelerates from the corresponding first transmission portion 122 to the travel drive shaft 50.

That is, each transmission mechanism 49 is configured to function as a deceleration mechanism that decelerates the power that has passed through the corresponding side clutch brake unit 48 in two stages and transmits it to the corresponding travel drive shaft 50.

The transmission case 43 includes support portions 127 such as bearings that rotatably support the boss portions 126A on the main case component side of the corresponding driven gear 126 on the left and right side walls of the main case component 52. In addition, each auxiliary case component 53 includes a support portion 128 such as a bearing that rotatably supports the boss portion 126B on the auxiliary case component side in the corresponding driven gear 126. Thereby, each driven gear 126 can be supported in a stable manner so as to be rotatable in a both-side supported state in which both end portions thereof are supported.

Each driven gear 126 is provided with a spline hole portion 126C as a spline fitting portion that enables interlocking connection with the corresponding traveling drive shaft 50 at the center thereof. Each traveling drive shaft 50 includes a spline shaft portion 50A as a spline fitting portion that enables interlocking connection with the corresponding driven gear 126 at the end portion on the transmission case side thereof. As a result, the corresponding driven gear 126 and the travel drive shaft 50 can be linked and connected in a state where the drive drive shaft 50 can be attached and detached by sliding in the axial direction of the travel drive shaft 50.

The traveling drive shafts 50 are fixed to the outer ends of the traveling drive shafts 50 so that the drive sprockets 129 of the corresponding crawlers 7 are spline-fitted. Each drive shaft case 51 supports the corresponding travel drive shaft 50 so that it can rotate and cannot slide in the axial direction of the travel drive shaft 50.

Each auxiliary case component 53 is detachably bolted to an opening 53A through which the traveling drive shaft 50 linked to the driven gear 126 passes and a flange portion 51A provided at the end of the corresponding drive shaft case 51 on the transmission case side. Connected portion 53B.

From the above configuration, when performing maintenance on the second transmission portion 123 of each transmission mechanism 49 provided in each second space portion 58, the bolt connection of each auxiliary case component 53 to the main case component 52 is released. Then, the auxiliary case parts 53 are separated from the left and right side walls of the main case part 52 laterally outward of the main case part 52, so that the drive gear 125 and the driven gear 126 of each second transmission portion 123 are connected to the main case part 52. The traveling drive shaft 50 and the drive shaft case 51 can be removed from the main case component 52 together with the auxiliary case components 53 while remaining in the respective recessed portions 52A. Thereby, each 2nd transmission part 123 can be exposed comparatively easily, without requiring big effort like the case where the main case component 52 is divided | segmented into right and left. As a result, it is possible to easily perform maintenance on each second transmission portion 123 and the like, in particular, replacement of the driven gear 126 or the second shaft support portion (bearing) 121 and the support portion (bearing) 128 on the auxiliary case component side.

Even in the state where each second transmission portion 123 is exposed, the driving gear 125 and the driven gear 126 of each relay shaft 119 and each second transmission portion 123 are placed at appropriate positions in the respective recessed portions 52A of the main case component 52. Further, it can be stably supported by the first shaft support portions 120 or the support portions 127 on the main case component side. As a result, the spline fitting of the travel drive shaft 50 to the driven gear 126 and the support of the relay shaft 119 and the driven gear 126 by the second shaft support portion 121 or the support portion 128 on the auxiliary case component side are performed. Assembling work for bolting the part 53 to the left and right side walls of the main case part 52 can be easily performed.

Further, when removing each drive shaft case 51 from the transmission case 43, the bolt connection of each drive shaft case 51 to each auxiliary case component 53 is released, and each drive shaft case 51 is covered with the corresponding auxiliary case component 53. The travel drive shaft 50 can be easily removed from the transmission case 43 together with each drive shaft case 51 by separating the auxiliary case part 53 from the connecting portion 53B to the laterally outward direction. Conversely, when each drive shaft case 51 is attached to the transmission case 43, the drive shaft case 51 is placed at an appropriate position with respect to each auxiliary case component 53 by spline fitting each travel drive shaft 50 to the corresponding driven gear 126. Can be positioned stably. Thereby, the bolt connection of each drive shaft case 51 to each auxiliary case component 53 can be easily performed, and the corresponding traveling drive shaft 50 and the driven gear 126 can be maintained in the spline fitting state by this connection. it can.

That is, each traveling drive shaft 50 and each drive shaft case 51 can be easily attached to and detached from the transmission case 43. As a result, when transporting the transmission device 13, each traveling drive shaft 50 and each drive shaft case 51 are removed from the transmission case 43, so that the transmission device 13 is connected to each traveling drive shaft 50 and each drive shaft case 51. It is possible to achieve a compact state with no overhang in the left-right direction, which is advantageous in terms of transportation. In addition, by replacing the traveling drive shafts 50 and the drive shaft cases 51 with different lengths, the tread width of the left and right crawlers 7 can be easily adjusted according to the model while using the same transmission device 13. Can be changed.

Further, since the left and right transmission mechanisms 49 are configured symmetrically, the drive gears 92 and 125, the driven

gears

124 and 126 used for the left and right transmission mechanisms 49, and the relay shaft 119 are shared. Can be a part. As a result, it is possible to facilitate the parts management and improve the assembling performance due to the same assembling process of each transmission mechanism 49.

In addition, by providing a transmission mechanism 49 that functions as a speed reduction mechanism on the lower side in the transmission direction with respect to each side clutch brake unit 48, torque applied to each side clutch brake unit 48 can be reduced, and each side clutch brake unit 48. It is possible to facilitate the operation. In addition, a large torque can be generated in the left and right traveling drive shafts 50 even though the speed reduction mechanism is not provided between the input shaft 44 and the transmission 47.

Although not shown in the drawings, each transmission mechanism 49 is configured such that the drive gear 125 of the second transmission portion 123 that rotates integrally with the corresponding relay shaft 119 is detachably fitted to the relay shaft 119. Also good. In addition, a single relay shaft 119 is fixed to the transmission case 43 in the lateral direction, and the driven gear 124 of the first transmission portion 122 and the drive gear 125 of the second transmission portion 123 are integrally formed on the relay shaft 119. You may comprise so that a cylindrical shaft may be externally fitted so that relative rotation is possible.

As shown in FIGS. 3 to 6, 8 and 14, the left and right auxiliary case parts 53, the left and right traveling drive shafts 50, and the left and right drive shaft cases 51 have the same left and right shapes that can be used both left and right. Consists of common parts. Thereby, compared with the case where the left and right auxiliary case parts 53, the left and right traveling drive shafts 50, and the left and right drive shaft cases 51 are individually configured in a shape unique to the left and right, parts management is facilitated, etc. It is possible to prevent the left and right from being combined with each other.

Next, the configuration related to the transmission case 43 of the transmission device 13 will be described.

As shown in FIGS. 3, 6, 8, and 9, the transmission case 43 has a left and right central side portion located between the left and right second transmission portions 123 at the bottom thereof, An upward concave portion 43 C that is brought close to the first transmission portion 122 is provided, and its bottom portion is formed in an inverted U shape. In addition, the concave end side of the concave portion 43 C is located between the left and right traveling drive shafts 50 at the bottom of the transmission case 43 and extends across the left and right side walls of the main case component 52. As a result, in traveling in a deep mud work area, mud etc. coming into contact with the transmission case 43 can be smoothly removed, and traveling resistance acting on the transmission case 43 can be reduced. In addition, the bottom of the transmission case 43 that supports the left and right travel drive shafts 50 can be effectively reinforced in an appropriate state in consideration of the support position of the travel drive shaft 50.

Next, a configuration related to transmission of the transmission device 13 will be described.

As shown in FIGS. 8, 9, and 15, the transmission device 13 has the relay shafts 119 disposed at the front upper position with respect to the travel drive shaft 50. Further, the side clutch shaft 46 is disposed at a rear upper position with respect to each relay shaft 119. As a result, as shown by the solid line in FIG. 15, during forward traveling with high use frequency, the driving force F1 from the side clutch shaft 46 applied to each relay shaft 119 and the driving reaction force F2 from each traveling drive shaft 50 are: While the vertical components F1a and F2a are reduced by canceling each other, the driven gear 124 of each relay shaft 119 and each drive gear 92 of the side clutch shaft 46, and the drive gear 125 and each travel drive shaft of each relay shaft 119 are reduced. The side clutch shaft 46 and the travel drive shafts 50 are distributed via the 50 driven gears 126. Conversely, as shown by the broken line in FIG. 15, during reverse travel that is less frequently used, the driving force F 1 and the driving reaction force F 2 applied to each relay shaft 119 decrease as the vertical components F 1 a and F 2 a cancel each other. However, only the relay shaft 119 is applied. As a result, compared to a case where the driving force F1 and the driving reaction force F2 are applied only to each relay shaft 119 during forward traveling with high use frequency, each shaft supporting portion (bearing) supporting each relay shaft 119 is compared. ) The load on 120, 121 can be reduced, and the durability of each

pivotal support

120, 121 can be improved.

As shown in FIGS. 7, 9, and 15, the transmission device 13 is provided with a driven shaft 45 of the transmission 47 at a front upper position with respect to the side clutch shaft 46. In addition, an input shaft 44 that also serves as a drive shaft of the transmission 47 is disposed at a rear upper position with respect to the driven shaft 45. As a result, as shown by the solid line in FIG. 15, during forward traveling with high use frequency, the driving force F3 from the input shaft 44 applied to the driven shaft 45 and the driving reaction force F4 from the side clutch shaft 46 are perpendicular to each other. The driven gears 61, 63, 65 of the driven shaft 45 and the drive gears 60, 62, 64 of the input shaft 44, and the output gear 81 of the driven shaft 45 and the side are lowered while the components F 3 a, F 4 a are canceled out. The input shaft 44 and the side clutch shaft 46 are dispersed via the transmission gear 82 of the clutch shaft 46. Conversely, as shown by the broken line in FIG. 15, during reverse travel that is less frequently used, the driving force F3 and the driving reaction force F4 applied to the driven shaft 45 decrease as the vertical components F3a and F4a cancel each other. However, only the driven shaft 45 is applied. As a result, each shaft support (bearing) 80 that supports the driven shaft 45 is compared with a case where the driving force F3 and the driving reaction force F4 are applied only to the driven shaft 45 during forward traveling with high use frequency. Load can be reduced, and the durability of each shaft support can be improved.

As shown in FIGS. 9 and 15, the transmission device 13 has the side clutch shaft 46 disposed behind the input shaft 44 and each travel drive shaft 50. Further, each relay shaft 119 is arranged at a position ahead of the driven shaft 45. Thereby, while suppressing that the vertical length of the transmission device 13 becomes long, the separation distance between the side clutch shaft 46 and each relay shaft 119, and between each relay shaft 119 and each travel drive shaft 50. The separation distance can be increased. As a result, the reduction ratio between each drive gear 92 and each driven gear 124 between the side clutch shaft 46 and each relay shaft 119, and each drive between each relay shaft 119 and each travel drive shaft 50. The reduction ratio between the gear 125 and each driven gear 126 can be increased, and a large torque can be generated in the left and right traveling drive shafts 50.

Next, the peripheral structure of the transmission case 43 related to the transmission device 13 will be described.

As shown in FIG. 1 to FIG. 5 and FIG. 9, the cutting and conveying device 2 has a working position covering the front of the transmission device 13 and the transmission device 13 by swinging the control lever 16 in the front-rear direction as described above. It is configured to move up and down over a non-working position where the front is opened.

In the transmission case 43, the relay shafts 119 including the large-diameter driven gears 124 are arranged at positions ahead of the input shaft 44, the driven shaft 45, the side clutch shaft 46, and the travel drive shafts 50, The lower side of the front wall that corresponds to the location of each relay shaft 119 is bulged forward. Thereby, the upper side of the front wall has a shape that is biased rearward than the lower side. An oil filter 130 that filters the oil stored in the transmission case and the steering valve unit 107 that controls the oil from the oil filter 130 are installed on the front side of the front wall. In such a state that the valve unit 107 is positioned on the right side, the left and right sides are arranged detachably.

The steering valve unit 107 is equipped with the valve operating shaft 131 in a state of protruding forward from the front wall of the valve case 132 on the upper side of the valve unit 107. Then, a linkage arm 133 that moves integrally with the valve operating shaft 131 is mounted on the front end portion that is the protruding end portion of the valve operating shaft 131 in a state of extending to the right side that is the boarding operation portion side. The end side is linked to the control lever 16 through a mechanical linkage mechanism 108 for steering.

As described above, the HST 12 is provided on the upper portion of the right side wall of the transmission case 43 on the boarding operation unit side, and is equipped with the speed change operation shaft 40 so as to protrude forward from the front wall of the speed change case 30. Yes. The linkage arm 41 provided at the front end portion which is the protruding end portion of the speed change operation shaft 40 is linked to the main speed change lever 17 via a main gear shift mechanical linkage mechanism 42.

In the transmission 47, the speed change operation shaft 73 passes through an upper portion of the oil filter 130 on the front wall of the transmission case 43, and the front end portion serving as the protruding end portion of the speed change operation shaft 73 is more than the valve unit 107 for steering. It is configured to be located in the front. Then, a linkage arm 77 that moves integrally with the speed change operation shaft 73 is provided at the front end portion of the speed change operation shaft 73 so as to extend to the right side, which is the boarding operation portion side, and the extension end side is sub-shifted. The lever 18 is linked via a mechanical linkage mechanism 78 for auxiliary transmission.

The parking brake 112 is configured by using a side brake 84 provided in the right side clutch brake unit 48 located on the boarding operation unit side. Then, the braking operation shaft 116 provided in the parking brake operating mechanism 113 is protruded from the right side wall of the transmission case 43 located on the boarding driving part side to the right outer side on the boarding driving part side, The linkage arm 117 provided at the right end portion is linked to the brake pedal 19 via a mechanical linkage mechanism 114 for parking brake.

From the above configuration, the oil filter 130 and the steering valve unit 107 can be replaced, or the mechanical linkage mechanism 108 for steering, the mechanical linkage mechanism 42 for main transmission, and the mechanical linkage mechanism 78 for auxiliary transmission. When performing maintenance work such as adjustment of the oil pressure, the cutting and conveying device 2 is raised to the non-working position, whereby the oil filter 130, the steering valve unit 107, the steering mechanical linkage mechanism 108, and the main transmission The front of the mechanical linkage mechanism 42 and the mechanical linkage mechanism 78 for sub-transmission can be opened, and the above-described maintenance work can be easily performed from the front thereof.

Further, the mechanical linkage mechanism 42 for main transmission, the mechanical linkage mechanism 78 for auxiliary transmission, the mechanical linkage mechanism 108 for steering, and the mechanical linkage mechanism 114 for parking brake are respectively connected to the boarding operation unit 8. And the transmission case 43 can be configured in a state in which their linkage length is shortened as much as possible. Since each of the speed

change operation shafts

40 and 73 and the valve operation shaft 131 protrude forward, the main gear shift mechanical linkage mechanism 42 and the sub gear shift mechanical linkage with respect to the

operation shafts

40, 73, and 131 are provided. The mechanism 78 or the mechanical linkage mechanism 108 for steering can be easily connected from the front thereof.

In addition, since the transmission operation shaft 73 of the transmission 47 is positioned above the oil filter 130, the auxiliary transmission lever 18 and the transmission operation shaft 73 of the transmission 47 are connected via the mechanical linkage mechanism 78 for the auxiliary transmission. The linkage can be easily performed without being obstructed by the oil filter 130.

Furthermore, adhesion of mud or the like to the oil filter 130 and the steering valve unit 107 can be suppressed by the lower side of the transmission case 43 that bulges forward. Compared with the case where the oil filter 130 and the steering valve unit 107 are arranged on the lower side of the transmission case 43, the working posture when the oil filter 130 and the steering valve unit 107 are replaced is excessive. It can be a less comfortable posture. As a result, the maintainability of the oil filter 130 and the steering valve unit 107 can be improved.

As shown in FIGS. 1 to 5, the transmission case 43 includes the side clutch brake units 48 at positions behind the steering valve unit 107. The left and right cover members 102 that are the left and right case portions covering the side clutch brake units 48 are provided with pipe connection portions 102 B communicating with the oil chambers 104 of the side clutch brake units 48. Each connection part 102B is arranged at a position below the oil filter 130 in the left and right cover members 102. The steering valve unit 107 includes a pipe connection 107A for the left side clutch brake unit 48 on the left side wall, and a pipe connection 107B for the right side clutch brake unit 48 on the upper side wall. I have. The left side hydraulic pipe 134 extending between the transmission case side connecting portion 102 B and the valve unit side connecting portion 107 A to the left side clutch brake unit 48 does not protrude forward from the front wall of the valve unit 107. Piping to pass below. Further, the right hydraulic pipe 135 extending between the transmission case side connecting portion 102B and the valve unit side connecting portion 107B with respect to the right side clutch brake unit 48 does not protrude forward from the front wall of the valve unit 107. Piping to pass right side of.

This makes it possible to make the

hydraulic pipes

134 and 135 for the side clutch brake unit less susceptible to resistance from mud and the like in the work place when working in a deep work place and the like. As a result, it is possible to suppress the possibility that the

hydraulic pipes

134 and 135 are deformed by being pushed by mud or the like. Further, the left hydraulic pipe 134 can be piped in a state that does not hinder the attachment / detachment of the oil filter 130, and the right hydraulic pipe 135 is disposed behind the mechanical linkage mechanism 108 for steering. It is possible to perform piping in a state where the linkage between the control lever 16 and the valve operating shaft 131 by the mechanical linkage mechanism 108 is not hindered. In other words, the

hydraulic pipes

134 and 135 for the side clutch brake unit can be satisfactorily piped without impairing the maintainability of the oil filter 130 and the mechanical linkage mechanism 108 for steering.

As shown in FIGS. 2, 9, and 16, the transmission case 43 sucks oil stored in the transmission case 43 by the operation of the second hydraulic pump 109 on the inner surface of the lower side of the front wall of the main case part 52. The oil suction port 43D that enables the above is formed. Further, an internal oil passage 43 E extending from the oil suction port 43 D to the oil inlet 130 A of the oil filter 130 is formed on the front wall of the main case part 52. As a result, for example, an oil outlet that enables the oil stored in the transmission case 43 to be taken out is formed in the transmission case 43, and a hydraulic pipe extending from the oil outlet to the oil inlet 130 A of the oil filter 130 is connected to the transmission case 43. Compared to the case of piping outside, it is possible to simplify the piping structure by reducing the number of parts and reduce the labor required for piping.

The oil suction port 43 D and the internal oil passage 43 E are provided with a groove 55 B that is recessed and formed in the mating surface 55 A of the right case member 55 of the transmission case 43 with the left case member 54. By closing with the surface 54A, the mating surfaces 55A and 55B of the left case member 54 and the right case member 55 are formed. Thereby, it is not necessary to consider the shape of the groove 55B formed in the mating surface 55A of the right case member 55 for the gasket 136 interposed between the mating surfaces 55A and 55B of the left case member 54 and the right case member 55. It can be formed in a simple shape that is bonded to the entire mating surface 54A of the case member 54. That is, for example, the left case member 54 and the right case member 43D and the inner oil passage 43E are formed by recessing both the mating surface 54A of the left case member 54 and the mating surface 55A of the right case member 55. When the mating surfaces 55A and 55B with 55 are formed across the mating surfaces 55A and 55B, it is necessary to provide the gasket 136, and there is no need for an elongated hole for communicating the groove on the left case member side and the groove on the right case member side. can do. As a result, the sealing property of the gasket 136 with respect to the mating surfaces 54A and 55A between the left case member 54 and the right case member 55 and the strength of the gasket 136 can be easily ensured.

The oil suction port 43 D is formed between the left and right driven gears 126 having the lowest rotation speed in the first space 56 between the left and right transmission mechanisms 49. That is, since the left and right driven gears 12 have the lowest rotation speed in the first space portion 56, the number of bubbles generated along with the rotation at the time of driving thereof is reduced. Since the oil suction port 43D is formed between the left and right driven gears 126 that are separated from each other, it is possible to effectively prevent the occurrence of inconvenience that bubbles generated along with the rotation of each driven gear 12 are sucked from the oil suction port 43D together with oil. Can be suppressed.

As shown in FIG. 3 and FIG. 9, the transmission case 43 utilizes the fact that the lower side is bulged forward, and receives the oil at the lower part of the oil filter 130 on the front wall to transmit the transmission case 43. An oil guide 43F is formed to guide the left side wall of 43. Thereby, when the oil filter 130 is removed, the oil leaked from the oil inlet 130 A of the oil filter 130, the internal oil passage 43 E of the transmission case 43, etc. can flow down along the left side wall of the transmission case 43. Thereby, compared with the case where the leaked oil flows down to the front wall and the left and right side walls of the transmission case 43 over a wide area, the cleaning work after the oil filter 130 is replaced can be facilitated. it can.

As shown in FIGS. 2, 3, 5 to 7 and 10, the transmission case 43 supplies oil returned from the steering valve unit 107, which is a hydraulic device, to the inside of the transmission case 43. The oil passage 137 for lubrication is provided to each of the driven gears 61, 63, 65 rotating relative to the motor 45. The lubricating oil passage 137 is formed by a hydraulic pipe 138 extending from the steering valve unit 107 to the transmission case 43, an internal oil passage 45C formed in the driven shaft 45, and the like. Thereby, for example, even if the surface height of the oil stored in the transmission case 43 is lower than the lower ends of the driven gears 61, 63, 65 by neglecting oil supply to the transmission case 43, Oil from the steering valve unit 107 can be supplied to each driven

gear

61, 63, 65, and seizure of each driven

gear

61, 63, 65 with respect to the driven shaft 45 can be prevented.

In addition, you may comprise so that the oil from hydraulic equipments, such as a valve unit for raising / lowering or HST, may be supplied to the driven shaft 45 and each driven

gear

61, 63, 65 via the oil path 45C for lubrication.

As shown in FIGS. 4, 6, 7, and 9, the transmission case 43 can incorporate an auxiliary space portion 57 provided in the upper portion thereof and an auxiliary transmission mechanism (not shown) for the working device. It is formed into a shape. And the 4th opening 43H which enables taking out of auxiliary power from an auxiliary power transmission mechanism is formed in the predetermined position in the left side wall opposite to the right side wall provided with the 3rd opening 43G for input, and this A lid member 139 that closes the fourth opening 43H is detachably mounted. Thereby, this transmission apparatus 13 employ | adopts the structure which takes out the motive power branched from the input shaft 44 of the transmission apparatus 13, for example from the 4th opening 43H of the transmission case 43, and transmits it to the cutting conveyance apparatus which is an example of a working device. When applied to a self-removing combine, etc., the auxiliary space 57 has a built-in auxiliary transmission mechanism for power distribution to the cutting and conveying device, so that the specification can be easily changed to a transmission structure suitable for self-removing combine. can do. That is, it is possible to obtain a highly versatile transmission 13 that can be applied to a self-removing combine. When applied to a self-removing combine, etc., the interference between the work transmission system that transmits the power extracted from the fourth opening 43H of the transmission case 43 to the work apparatus and the HST 12 that is the input system to the transmission apparatus 13 or the like It becomes easy to avoid. In addition, as described above, the extension length of the input shaft 44 to the left in the transmission 47 is shorter than the driven shaft 45, and the left-right width at the top of the transmission 13 is narrowed to the right. An arrangement space for a work transmission system that is generally arranged on the upper left side of the transmission device 13 because the power extracted from the fourth opening 43H formed on the upper side of the left side wall of the transmission case 43 is transmitted to the work device. Is easily secured on the upper left side of the transmission device 13. As a result, it is possible to promote the application to a self-removing combine.

As shown in FIG. 1 and FIGS. 3 to 5, the HST 12 is detachably equipped with an oil filter 140 at the upper part of the case main body 35. When the cutting and conveying device 2 is raised to the non-working position, the front of the oil filter 140 can be opened, and maintenance work for the oil filter 140 such as replacement of the oil filter 140 can be performed from the front. It can be done easily.

The transmission device for the working machine according to the first embodiment described above is used in, for example, harvesting machines such as ordinary combine harvesters, self-removing combine harvesters, carrot harvesters, corn harvesters, and transport vehicles, tractors, and the like. Can be applied.

[Second Embodiment]
Hereinafter, an example in which the second embodiment of the present invention is applied to an ordinary combine as a harvester will be described with reference to FIGS.

〔overall structure〕
As shown in FIGS. 17 and 18, the combine is supported by a self-propelled traveling machine body 201 having a pair of left and right crawler-type traveling devices 202 and on the front part of the traveling machine body 201 so as to be swingable up and down. The reaping unit 203, the threshing device 204 for threshing the harvested cereal, the Glen tank 205 for storing the threshed grain, and the grains stored in the Glen tank 205 connected to the lower rear part of the Glen tank 205 An unloader 206 for discharging to the outside is provided.

The cutting part 203 is a reel 207 that scrapes the planted cereal toward the machine, a cutting device 208 that cuts the stock of the planted cereal and reaps the planted cereal, and feeds the harvested cereal to the feed. An auger 209 that collects and feeds backwards, and a feeder 210 that conveys the harvested cereals fed from the auger 209 toward the entrance of the threshing device 204 at the rear upper side of the machine body. The harvested culm is threshed and sorted by the threshing device 204, and the threshed grain is conveyed to the Glen tank 205 and stored. The stored grain can be discharged to the outside by the unloader 206.

As shown in FIG. 18, the driving unit 211 is arranged on one side (right side) of the front part of the traveling machine body 201. The threshing device 204 is disposed on the opposite side of the driving unit 211 in the rear part of the traveling machine body 201, the Glen tank 205 is disposed on the same side as the driving unit 211, and the threshing device 204 and the Glen tank 205 are arranged side by side. It is out. In the threshing device 204, the front end portion of the threshing device 204 overlaps with the rear portion of the operation unit 211.

In this embodiment, when defining the direction (right side or left side) in the aircraft width direction, it is defined as the corresponding direction in the aircraft traveling direction view. Therefore, the orientation in the drawing (right side or left side) may be different.

As shown in FIGS. 17 and 18, an engine 212 is provided in the lower part of the driving unit 211, and a transmission 213 is provided in front of the engine 212. As shown in FIG. 19, the transmission 213 is connected to a main transmission 214 composed of a hydrostatic continuously variable transmission (HST) and a transmission case 216 in which an auxiliary transmission 215 and other reduction gears are housed. It is configured.

The power from the engine 212 is shifted continuously in the forward and reverse directions by the main transmission 214 and further shifted by the auxiliary transmission 215 built in the transmission case 216 and then provided on the lower transmission side of the auxiliary transmission 215. The steering transmission mechanism 219, the intermediate gear mechanism 220, and the pair of left and right axles 221 are transmitted to the left and right traveling devices 202.

Further, the power of the engine 212 is configured to be transmitted to the threshing device 204 via the threshing clutch 223 that can be intermittently operated by the threshing clutch lever 222 provided in the operation unit 211, and further transmitted to the threshing device 204. The motive power is transmitted to the cutting unit 203 via a cutting clutch 225 that can be intermittently operated by a cutting clutch lever 224 provided in the operation unit 211.

[Main transmission]
As shown in FIG. 20, the main transmission 214 is entirely covered with a main transmission case 226, and is provided outside the transmission case 216 on the right side (left side in the drawing) on the upper side. The transmission case 216 is flange-connected. In other words, the main transmission case 226 and the transmission case 216 are connected by connecting a plurality of locations with the bolts 227 in a state in which the connection surfaces in the vertical orientation are in contact with each other.

The main transmission 214 transmits the power of the engine 212 to the input shaft 228. The transmission case 216 has an output shaft 229 through which the right side wall 216A as a side wall on one end side of the transmission case 216 is inserted from the outer side of the case toward the inner side of the case. Then, it is configured to output from the output shaft 229.

20 and 21, as shown in FIG. 20 and FIG. 21, a portion where the main transmission case 226 and the transmission case 216 are flange-connected to each other, that is, the left side wall 226A as one end side of the main transmission case 226, and

Insertion holes

230 and 231 are formed in the right side wall 216A of the transmission case 216, and the output shaft 229 of the main transmission 214 is inserted into the insertion holes 230 and 231 formed in the main transmission case 226 and the transmission case 216, respectively. And extending from the inside of the main transmission case 226 toward the inside of the transmission case 216.

Further, concentric fitting grooves M1 and M2 are formed at connecting portions of the

cases

226 and 216 in the insertion holes 230 and 231 formed in the main transmission case 226 and the transmission case 216, respectively. A collar member 280 for axial alignment is provided in a state in which the fitting groove M1 and the fitting groove M2 of the transmission case 216 are fitted. The collar member 280 aligns the axes of the insertion holes 230 and 231 of both cases, and can support the output shaft 229 with high accuracy.

As described above, the output shaft 229 is rotatably supported by the right side wall 216A by the bearing 232 provided in the insertion hole 230 formed in the right side wall 216A of the mission case 216. Further, the transmission case 216 It extends to the left side wall 216B as the other end side through the inside.

The output shaft 229 is further rotatably supported by a bearing 233 as a shaft support member provided in the insertion hole 231 formed in the left side wall 216B, and the shaft end portion 229a is exposed to the outside of the case. It is prepared in the state to do. Therefore, the output shaft 229 is rotatably supported on the right side wall 216A and the left side wall 216B via the

bearings

232 and 233, respectively.

The output shaft 229 is configured to include a pair of

split transmission shafts

229A and 229B that are divided along the axial direction and linked together so as to be integrally rotatable. Power is transmitted from the output shaft 229 to the auxiliary transmission 215. The output gear 234 is fitted to the pair of

split transmission shafts

229A and 229B so as to be integrally rotatable, and the pair of

split transmission shafts

229A and 229B are linked and linked by the output gear 234.

That is, the output shaft 229 extends from the first split transmission shaft 229A extending from the inside of the main transmission 214 and is positioned on the same axis in a state of being in contact with the shaft end of the first split transmission shaft 229A. The second split transmission shaft 229B is provided.

Spline portions

235 and 236 are formed on the outer peripheral portions of the first divided transmission shaft 229A and the second divided transmission shaft 229B, and the

spline portions

235 and 236 of the first divided transmission shaft 229A and the second divided transmission shaft 229B, respectively. An output gear 234 that is externally fitted in a meshed state is provided.

The second split transmission shaft 229B has one end on the first split transmission shaft 229A meshing with the output gear 234 and the other end inserted through an insertion hole 231 formed in the left side wall 216B of the transmission case 216. The shaft end 229a is rotatably supported on the left side wall 216B via a bearing 233 as a shaft support member in a state where the shaft end 229a is exposed to the outside (outside) of the mission case 216.

Since the shaft end 229a of the output shaft 229 is exposed to the outside of the transmission case 216 as described above, when the main transmission lever 237 is operated to the neutral position, the main transmission 214 is in the neutral state (the output shaft 229 rotates). When adjusting the mechanical linkage mechanism with the main speed change lever 237 so that it is in the stop state), it is possible to perform the adjustment work while visually confirming whether or not it is in the neutral state Therefore, proper adjustment work can be performed.

As shown in FIG. 21, the output gear 234 is provided in a state of being located at an end portion of the output shaft 229 on the main transmission device 214 side, and an output shaft 229 has an output at a position opposite to the main transmission device 214. A collar 238 for holding the gear 234 in a state where the gear 234 is positioned at the end on the main transmission 214 side is extrapolated.

Accordingly, the output shaft 229 of the main transmission 214 passes through the transmission case 216 and is inserted through the left side wall 216B so that the shaft end 229a is exposed to the outside of the case, and the

bearings

232 and 233 are disposed. Via the right side wall 216A and the left side wall 216B.

[Sub-transmission device]
The sub-transmission device 215 is a gear-type transmission that shifts the power transmitted from the output shaft 229 to two steps according to the working state and transmits it to the traveling device 202. A shift-side input shaft 239 and an output-side shift output shaft 240 are provided.
As shown in FIGS. 20 and 21, the transmission input shaft 239 is supported by the transmission case 216 so as to be rotatable in a state along the vehicle body lateral direction (the horizontal direction in the drawing of FIG. 21). The speed change input shaft 239 is provided with an input gear 241 that meshes with and interlocks with the output gear 234 provided on the output shaft 229 in a state where the input shaft 239 rotates integrally and cannot slide. Further, the transmission input shaft 239 has a low-speed transmission drive gear (hereinafter referred to as a low-speed drive gear) 242 and a high-speed transmission drive gear (referred to as a high-speed drive gear) in a state in which the input shaft 239 is relatively rotatable and cannot slide. Each of 243 is provided.

The transmission output shaft 240 is supported by the transmission case 216 so as to be rotatable in a state along the lateral width direction of the vehicle body in a posture parallel to the transmission input shaft 239. The transmission output shaft 240 is in a state of being integrally rotated and incapable of sliding movement, and a low-speed transmission driven gear (hereinafter referred to as a low-speed driven gear) 244 and a high-speed transmission driven gear (hereinafter referred to as a high-speed driven gear). ) 245 and drive gear 246 are provided.

The low-speed drive gear 242 and the low-speed driven gear 244 are set in the vehicle width direction so that they are always engaged, and the high-speed drive gear 243 and the high-speed driven gear 245 are set in the vehicle width direction so that they are always engaged. Yes.

A shifter 247 is spline-fitted between the low-speed drive gear 242 and the high-speed drive gear 243 of the transmission input shaft 239 so as to be integrally rotatable and slidable. The shifter 247 moves in the left-right direction and engages with a spline portion 248 formed on the low-speed drive gear 242, a high-speed position P3 meshed with the spline portion 249 formed on the high-speed drive gear 243, and the low-speed drive gear 242. And a neutral position P2 that does not mesh with any of the high-speed drive gear 243.

A shift fork 250 for sliding the shifter 247 is supported so as to be slidable in a state parallel to the speed change input shaft 239 along the left-right direction. The shift fork 250 is supported by the three positions (low speed position P1, It is configured to be switchable between a high speed position P3 and a neutral position P2) and to be able to hold a position at each position.

That is, as shown in FIG. 21 and FIG. 22, the three circumferential grooves 253 formed on the outer peripheral portion of the shaft member and the balls which are held by the ball holding portions 250 b of the shift fork 250 and enter the circumferential grooves 253 and can be freely engaged. 254 and a spring 255 that presses and urges the ball 254 in a direction to enter the circumferential groove 253.

In addition, as shown in FIG. 21, when the swing arm 258 is operated through an interlocking operation mechanism 257 including a link mechanism or the like in accordance with the operation of the auxiliary transmission lever 256 provided in the operation unit 211, for example. A locking tool 260 provided on an operation arm 259 that swings integrally with the swing arm 258 is provided in a state of engaging with an engagement groove 261 formed on the shift fork 250, and the swing arm 258 swings. Accordingly, the shift fork 250 is configured to slide along the axial direction of the shaft member 251.

The position of the shift fork 250 is maintained when the ball 254 enters and engages with one of the circumferential grooves 253. When the shift fork 250 slides in accordance with the operation of the auxiliary transmission lever 256, the ball 254 follows the sliding movement and climbs over a mountain between the circumferential groove 253 and the circumferential groove 253 and is positioned in another circumferential groove 253. Thus, the shift fork 250 can be held at that position after being changed to a desired position.

As shown in FIG. 22, the shift fork 250 is configured to engage at two positions located on the diameter of the engaging circumferential groove 262 of the shifter 247. Further, it is provided in a state of passing through a space between a shifter 247 provided on the transmission input shaft 239 and a driving gear 246 provided on the transmission output shaft 240.

The shift fork 250 is formed with an engagement action portion 250c having a substantially C-shape in a side view of the machine body in a state of extending integrally from the slide support portion 250a. The engaging action portion 250c enters and engages with the engaging circumferential groove 262 formed on the outer peripheral portion of the shifter 247, and slides the shifter 247 in the axial direction in accordance with the sliding operation.

The engaging action portion 250c engages with two locations where the pair of tip portions are located on the diameter of the engaging circumferential groove 262 of the shifter 247, and pushes these two locations in the axial direction, thereby shifting the shifter 247. Is configured to slide. In this way, by pushing the two locations located on the diameter of the engaging circumferential groove 262, the shifter 247 can be smoothly slid in a state where there is little fear of twisting.

As shown in FIG. 21, a high speed drive gear 243 is provided on the side near the input gear 241 and a low speed drive gear 242 is provided on the side far from the input gear 241 in the speed change input shaft 239. The high-speed drive gear 243 is provided in a state of being spaced apart from the input gear 241 in the axial direction. That is, a collar 281 is provided between the high-speed drive gear 243 and the input gear 241 so as to maintain the distance between the high-speed drive gear 243 and the input gear 241.

Further, the low-speed drive gear 242 is provided with a space in the axial direction between the transmission input shaft 239 and a bearing 233 for rotatably supporting the left side wall 216B of the transmission case 216. That is, a collar 282 is provided between the low-speed drive gear 242 and the bearing 233 so as to maintain the distance between the low-speed drive gear 242 and the bearing 233 so that the distance between the two is maintained at the set value.

With the above configuration, the sub-transmission device 215 switches the power, which is shifted by the main transmission device 214 and input to the transmission input shaft 239 by the movement of the shifter 247, to high and low two stages via the shifter 247. Is possible. If the shifter 247 is in the neutral position P2, the power transmission is cut off and the neutral state is established. If the auxiliary transmission 215 is operated in the high speed shifting state, the cutting operation can be performed at high speed, and if it is operated in the low speed shifting state, the cutting operation can be performed at low speed. That is, by operating the auxiliary transmission 215 to change the traveling speed, the traveling speed can be changed to a speed according to the working state.

Also, when traveling on a road or on a road without cutting, it is configured to be able to travel at a speed higher than the working speed. That is, when the cutting clutch lever 224 is operated to the clutch engagement position in order to perform the cutting operation, the main transmission lever 237 for shifting the main transmission 214 is prevented from being operated in a high speed range that is equal to or higher than the set value. When the cutting clutch lever 224 is operated to the clutch disengagement position, there is provided a checking means (not shown) that releases the check and allows the main transmission lever 237 to be operated to a high speed range equal to or higher than a set value. ing.

That is, during the cutting operation, the main speed change lever 237 is not operated in the high speed range above the set value by the check operation by the check means, and the speed change operation can be performed in the operation range lower than the set value. In this state, if the sub-transmission lever 256 is operated to operate the sub-transmission device 215 to the high-speed shift state, the cutting operation on the high-speed side is possible. Work is possible. When traveling on the road, the main speed change lever 237 can be operated in a high speed range that is equal to or higher than the set value, and can travel at a speed higher than the work speed.

[Steering transmission mechanism]
The steering transmission mechanism 219 will be described.
As shown in FIGS. 19 and 20, the steering transmission mechanism 219 rotates integrally with the side clutch shaft 263 supported by the transmission case 216 in a posture parallel to the transmission output shaft 240 and near the center of the side clutch shaft 263. The center gear 264 is fixed to the left and right sides, the left and right clutch sleeves 265 inserted on the side clutch shaft 263 so as to be relatively rotatable and slidable on both the left and right sides of the center gear 264, and the clutch sleeve 265 being pressed. And a shifter 267 that moves the left and right clutch sleeves 265 separately or simultaneously to the friction disk 266 side. The center gear 264 is engaged with the driving gear 246 in the auxiliary transmission 215 and interlocked with the center gear 264 to transmit the power after shifting. Accordingly, the center gear 264 corresponds to the lower transmission gear.

A meshing portion 268 is formed on the inner end side of the clutch sleeve 265 (the left and right center side of the transmission case 216) and on both sides of the center gear 264, and the meshing portions 268 on both sides constitute a so-called dog clutch. Further, the left and right clutch sleeves 265 are provided with side gears 270 that always mesh with an intermediate gear 272 (described later) of the intermediate gear mechanism 220. When the meshing portion 268 of the clutch sleeve 265 meshes with the meshing portion 268 of the center gear 264, a “clutch engaged state (transmission state)” is established, and the clutch sleeve 265 rotates integrally with the center gear 264 to perform main shift. The power shifted by the device 214 and the auxiliary transmission 215 is transmitted to the traveling device 202 via the intermediate gear mechanism 220.

On the contrary, the clutch sleeve 265 slides in a direction away from the center gear 264, and the engagement between the center gear 264 and the clutch sleeve 265 is released, so that a "clutch disengaged state (disengaged state)" Transmission of power to the traveling device 202 is cut off. Further, when the clutch sleeve 265 presses the friction disk 266, a braking force is applied to the clutch sleeve 265, and the traveling device 202 is braked.

Therefore, the vehicle body can be turned by sliding the left or right clutch sleeve 265, and the travel can be stopped by simultaneously sliding the left and right clutch sleeves 265.

[Intermediate gear mechanism]
As shown in FIGS. 19 and 20, the intermediate gear mechanism 220 has an intermediate shaft 271 supported by the transmission case 216 in a posture parallel to the side clutch shaft 263, and an intermediate shaft 271 that is relatively rotatable and non-slidable. The left and right intermediate gears 272 are provided. The left and right intermediate gears 272 include a large-diameter gear portion 272A that always meshes with the left and right side gears 270, and a small-diameter gear portion 272B that meshes with a final gear 276 provided on the axle 221. The power transmitted from the steering transmission mechanism 219 is transmitted to the left and right traveling devices 202 via the left and right intermediate gears 272.

[Axle]
As shown in FIGS. 19 and 20, a pair of left and right axles 221 that transmit the power shifted by the main transmission 214 and the auxiliary transmission 215 to the left and right traveling devices 202 are fixedly extended from the transmission case 216. It is provided in a state of being inserted through the axle cases 273 on the left and right sides.

As shown in FIG. 20, the pair of left and right axles 221 includes a small-diameter power transmission portion 221A at the inner side in the lateral direction of the fuselage, and a large-diameter laterally extending outwardly in the lateral direction of the fuselage. The portion 221C is configured to include the portion 221B, and the continuous portion 221C between the power transmission portion 221A and the laterally extending portion 221B has a larger diameter from the power transmission portion 221A toward the outer side in the lateral direction of the body. It is formed in a taper shape.

A spline portion 274 is formed on the outer periphery of the power transmission portion 221A, and a final gear 276 that meshes with a small-diameter gear 275 that rotates integrally with the intermediate gear 272 is externally attached to the spline portion 274. Further, the laterally extending portion 221 B is provided with a large diameter in order to increase the support strength, and the gap between the inner peripheral surface of the axle case 273 is narrow.

Since the connecting portion 221C between the power transmission portion 221A and the laterally extending portion 221B is formed in a tapered shape, the circulating oil stored in the transmission case 216 is supported by the bearing 277 that supports the axle 221. From the wide space between the power transmission part 221A and the axle case 273, the taper-like gap makes it easy to flow into the gap between the laterally extending part 221B and the inner peripheral surface of the axle case 273. ing.

[Another embodiment of the second embodiment]
(1) The output shaft 229 of the main transmission 214 may be integrally formed over the entire length in the axial direction.

(2) The arrangement configuration of the input gear 241, the high-speed drive gear 243, and the low-speed drive gear 242 provided in the transmission input shaft 239 is not limited to the configuration of the above embodiment, and is close to the input gear 241, for example. The low speed drive gear 242 may be provided on the side, and the high speed drive gear 243 may be provided on the side far from the input gear 241. In accordance therewith, the arrangement configuration of the high-speed driven gear 245, the low-speed driven gear 244, and the driving gear 246 provided in the transmission output shaft 240 may be changed as appropriate.

(3) The auxiliary transmission 215 includes the high-speed drive gear 243 and the low-speed drive gear 242 that are not provided with the shifter 247, but are provided on the transmission input shaft 239 so as to be integrally rotatable and slidable integrally in the axial direction. It is good also as a structure which performs gear shifting by sliding these gears. In this case, the transmission output shaft 240 is provided with the high-speed driven gear 245 and the low-speed driven gear 244 so that they can rotate integrally and cannot slide in the axial direction.

(4) The auxiliary transmission 215 is provided with a high-speed driven gear 245 and a low-speed driven gear 244 that are not provided with the shifter 247 but are provided on the transmission output shaft 240 so as to be integrally rotatable and slidable in the axial direction. It is good also as a structure which shifts by sliding. In this case, the speed change input shaft 239 is provided with the high speed drive gear 243 and the low speed drive gear so as to be integrally rotatable and not slidable in the axial direction.

(5) In the above-described embodiment, the collar member 280 for axial alignment is provided in the connection surface of the main transmission case 226 and the connection surface of the transmission case 216 at the position where the output shaft 229 is inserted. A configuration without the collar member 280 may also be adopted.

(6) In the above-described embodiment, the continuous portion 221C between the small-diameter power transmission portion 221A and the large-diameter laterally extending portion 221B in the axle 221 is formed in a tapered shape. Instead of the configuration, a stepped stepped portion may be formed.

(7) In the above embodiment, the hydrostatic continuously variable transmission is used as the main transmission 214, but the present invention is not limited to this. The main transmission 214 may be a hydraulic mechanical continuously variable transmission (HMT) or other CVT.

(8) In the above embodiment, a normal combine is shown as the harvesting machine, but a self-removing combine may be used, and other types of harvesting machines such as a corn harvesting machine may be used.

[Third Embodiment]
Hereinafter, a third embodiment of the present invention will be described with reference to FIGS. In the following description, reference is made to an all-throw-in type combine that is one of the specific embodiments.

[About overall configuration]
As shown in FIG. 23, the combine includes a self-propelled traveling machine body 301, a crawler-type traveling apparatus 302 that enables self-running, and a cutting part that is supported on the front part of the traveling machine body 301 so as to be swingable up and down. 303, a threshing device 304, a Glen tank 305 arranged next to the threshing device 304, and an unloader 306 connected to the rear lower part of the Glen tank 305.

The cutting unit 303 includes a reel 303A, a reel 303A, an auger 303C, and a feeder 303D. The planted cereal is scraped by the reel 303A and cut by the reel 303A. The harvested grains are collected in front of the feeder 303D by the auger 303C, scraped into the feeder 303D, and conveyed to the threshing device 304 by the feeder 303D. The harvested culm is threshed and sorted by the threshing device 304, and the threshed grain is conveyed to the glen tank 305 and stored. The stored grain is discharged to the outside by the unloader 306.

24, the driving unit 307 is disposed on one side (right side) of the front portion of the traveling machine body 301. The threshing device 304 is disposed on the opposite side of the driving unit 307 in the rear part of the traveling machine body 301, the Glen tank 305 is disposed on the same side as the driving unit 307, and the threshing device 304 and the Glen tank 305 are arranged side by side. It is out. The front end portion of the threshing device 304 overlaps the rear portion of the operation unit 307 in the front-rear direction.

23 and 24, an engine 308 is provided in the lower part of the driving unit 307, and a transmission 309 is provided in front of the engine 308. As shown in FIG. 25, the transmission 309 is equipped with a hydrostatic continuously variable transmission 309A (hereinafter referred to as “HST 309A”) as a main transmission of the present invention, an auxiliary transmission 309C, and other reduction gears. The transmission case 309B is connected to the transmission case 309B. The driving force from the engine 308 is input to the HST 309A from the HST input shaft 311 and is shifted forward and backward continuously by the HST 309A. The driving force shifted by the HST 309A is output from the HST output shaft 312 to the transmission case 309B, shifted by the auxiliary transmission 309C, and finally transmitted to the left and right driving sprockets 302A (see FIG. 23). The left and right traveling devices 302 are driven by the left and right sprockets.

Note that the driving force from the engine 308 is transmitted to the mowing unit 303 and the threshing device 304 through a route different from the transmission route to the HST input shaft 311.

[About the auxiliary transmission]
As shown in FIG. 25, the auxiliary transmission 309C is a two-stage switching and gear transmission. The auxiliary transmission 309C includes an auxiliary transmission input shaft 313, an auxiliary transmission output shaft 316, a small diameter gear 314, a large diameter gear 315, a large diameter fixed gear 317, and a small diameter fixed gear 318 that constitute the “gear train” of the present invention. And a shifter 319.

The sub-transmission input shaft 313 and the sub-transmission output shaft 316 are supported by the mission case 309B so as to be rotatable along the left-right direction. The small-diameter gear 314 and the large-diameter gear 315 are extrapolated to the auxiliary transmission input shaft 313 in a state in which they can rotate relative to each other but cannot slide. The large-diameter fixed gear 317 and the small-diameter fixed gear 318 are externally fitted to the auxiliary transmission output shaft 316 in a state where relative rotation is impossible and sliding is impossible. The small-diameter gear 314 and the large-diameter fixed gear 317 are positioned in the left-right direction so that they always mesh, and the large-diameter gear 315 and the small-diameter fixed gear 318 are positioned in the left-right direction so that they always mesh. Yes.

The shifter 319 is externally fitted (for example, spline fitted) to the auxiliary transmission input shaft 313 in a state where relative rotation is impossible and sliding is possible between the small diameter gear 314 and the large diameter gear 315. The shifter 319 moves in the left-right direction and meshes with the inner diameter portion of the small-diameter gear 314, meshes with the inner diameter portion of the large-diameter gear 315, or meshes with both the small-diameter gear 314 and the large-diameter gear 315. It is possible to switch to a state that is not.

With the above configuration, the sub-transmission device 309C causes the small-diameter gear 314 and the large-diameter fixed gear 317 to transmit the driving force that is shifted by the HST 309A and input to the sub-transmission input shaft 313 by the movement of the shifter 319 via the shifter 319. To the state ("low speed shift state" of the present invention) or the state of transmission to the combination of the large diameter gear 315 and the small diameter fixed gear 318 ("high speed shift state" of the present invention). The driving force can be switched in two stages. When the shifter 319 is not engaged with either the small-diameter gear 314 or the large-diameter gear 315, a “neutral state” in which the transmission of the driving force is cut off is obtained.

As described above, the traveling speed is changed within the respective speed regions by selecting the high speed shift state or the low speed shift state by the speed change operation of the sub-transmission device 309C and greatly changing the speed range (a large change in the reduction ratio). And appearing after speed adjustment. Therefore, if the sub-transmission device 309C is operated in the high speed shift state, the cutting operation can be performed at high speed, and if the sub transmission device 309C is operated in the low speed transmission state, the cutting operation can be performed at low speed. That is, the traveling speed can be efficiently changed to a speed corresponding to the working state by operating the auxiliary transmission device 309C.

[About the driving section]
As shown in FIGS. 23 and 24, the driver 307 includes a driver seat 323, a front panel 321 positioned in front of the driver seat 323, and a left side of the driver seat 323 from the left end of the front panel 321. And a side panel 322 extending rearward.

As shown in FIGS. 23 and 24, the front panel 321 is provided with a reel lifting / lowering lever 334, a steering lever 331, a meter panel 332, and a water temperature meter 333 in this order from the right outer side to the inner side of the body. Yes. When the steering lever 331 is swung left and right, the traveling machine body 301 turns left and right. When the steering lever 331 is swung back and forth, the cutting unit 303 swings up and down. When the reel lift lever 334 is swung back and forth, the reel 303A swings up and down.

As shown in FIG. 26, the water thermometer 333 is provided with a temperature indicator 333a as a region indicating the water temperature, and the water temperature is represented by the position where the needle 333c points to the temperature indicator 333a. Further, when the water temperature reaches an allowable upper limit temperature (for example, 115 ° C.), an alarm sound is generated from a buzzer (not shown). Further, a warning sign part 333b is provided adjacent to the high temperature side end of the temperature sign part 333a for performing a preliminary warning before the water temperature reaches the allowable upper limit temperature. The extreme end position of the warning sign portion 333b is set to the allowable upper limit temperature, and the needle 333c points to the area of the warning sign portion 333b to visually notify that the water temperature is approaching the allowable upper limit temperature. The

[About each operation tool]
As shown in FIGS. 24 and 26, the side panel 322 includes a lever guide 324, a lever guide 325, a lever guide 326, and a lever guide 327. The lever guide 324 is formed in the front part of the side panel 322 in a state located in the vicinity of the center in the left-right direction and substantially along the front-rear direction. The lever guide 325 is formed in the front portion of the side panel 322 in a state located right next to the lever guide 325 and along the front-rear direction. The lever guide 326 is formed in a state of being located behind the lever guide 325 and in a state along the front-rear direction at the center portion in the front-rear direction of the side panel 322. The lever guide 327 is formed at the center of the side panel 322 in the front-rear direction, in a state positioned behind the lever guide 324, in a state adjacent to the left side of the lever guide 326, and in a state along the front-rear direction.

A main transmission lever 341 as a “main transmission operation tool” of the present invention is inserted into the lever guide 324 so as to be able to swing back and forth. By the operation of the main transmission lever 341, a trunnion shaft (not shown) in the HST 309A is rotated, and a swash plate angle (not shown) is changed. That is, the HST 309A can be shifted by operating the main shift lever 341. As shown in FIG. 26, the lever guide 324 is displaced to the left in the left-right direction with respect to the forward-side operation path 324a on the forward-side operation path 324a along the front-rear direction and on the rear side of the forward-side operation path 324a. In addition, the reverse operation path 324c in the state along the front-rear direction, and the neutral path 324b (in the state along the left-right direction so as to connect the rear end of the forward operation path 324a and the front end of the reverse operation path 324c) The “neutral position” of the present invention is formed. As the main speed change lever 341 is operated to the front end side in the forward operation path 324a, the forward speed increases, and as the main speed change lever 341 is operated to the rear end side in the reverse operation path 324c, the reverse speed is increased. Increases speed. When the main transmission lever 341 is operated to the neutral path 324b, the speed becomes “0”.

In the lever guide 325, a sub-transmission lever 342 as the “sub-transmission operating tool” of the present invention is inserted so as to be swingable back and forth. The shifter 319 described above is operated by operating the auxiliary transmission lever 342. In other words, the auxiliary transmission 309C can be switched to the low speed shift state, the neutral state, and the high speed shift state.

In the lever guide 326, a “clutch operating tool” and a “clutch lever” 343 as a “clutch lever” of the present invention are inserted in a swingable manner. By operating the cutting clutch lever 343, the cutting clutch 310A (see FIG. 25) as the “working clutch” of the present invention can be switched between the on state and the off state. When the harvesting clutch 310 A enters the engaged state, the driving force of the engine 308 is transmitted to the harvesting unit 303. The mowing clutch lever 343 can swing back and forth around the swing axis X located at the lower end. A “clutch disengagement position (see FIG. 27A)” is set on the rear end side of the lever guide 326, and a “clutch engagement position (see FIG. 27B)” is on the front end side of the lever guide 326. Is set.

When the cutting clutch lever 343 is operated to the clutch engagement position, it moves further forward by contacting the front end 326a of the lever guide 326, that is, the clutch disengagement position from the clutch engagement position. Movement to the opposite side is restricted. That is, the front end portion 326a corresponds to the “restricting portion” of the present invention.

In the lever guide 327, a threshing clutch lever 344 is inserted so as to be able to swing back and forth. By operating the threshing clutch lever 344, the threshing clutch 310B (see FIG. 25) can be switched between the on state and the off state. When the threshing clutch 310B enters the engaged state, the driving force of the engine 308 is transmitted to the threshing device 304.

In addition, since the power transmission path to the mowing unit 303 is provided in series on the lower side of the power transmission path from the engine 308 to the threshing device 304, when the threshing clutch 310B is in the disengaged state, the mowing clutch 310A is Even in the on state, the cutting unit 303 is not driven. That is, when the “threshing clutch 310B is engaged and the reaping clutch 310A is engaged”, the threshing device 304 and the reaping portion 303 are driven, and “the threshing clutch 310B is engaged and the reaping clutch is disengaged”. In this case, only the threshing device 304 is driven, and when the threshing clutch 310B is in the disengaged state, the threshing device 304 and the reaping unit 303 are not driven regardless of the state of the reaping clutch.

[About check mechanism]
When the harvesting clutch 310A is engaged and operated by operating the harvesting clutch lever 343, the main transmission operating tool is operated to a speed increasing side from a predetermined command position (hereinafter referred to as “check position”) in the forward operation path 324a. A check mechanism 345 for checking the movement is provided. The check position is set to a position on the speed increasing side with respect to the intermediate position in the front-rear direction in the forward operation path 324a.

As shown in FIGS. 26 to 28, the check mechanism 345 is provided with a check portion 351 and a link portion 352. The check part 351 can be moved out and out of the forward operation path 324a. The link part 352 links the check part 351 and the cutting clutch lever 343, and when the cutting clutch lever 343 is operated to the clutch engagement position, the check part 351 moves to a predetermined command position in the forward operation path 324a. Project to the corresponding position. As a result, even if the main transmission lever 341 is moved further forward (front end side), it cannot be moved in contact with the check portion 351.

Hereinafter, the structure of the check mechanism 345 will be described in detail. The restraining portion 351 is provided with a guide member 351a and a protruding member 351b. The guide member 351a extends along the forward operation path 324a at a position deviated downward from the forward operation path 324a (lever guide 324) and is slidable along the front-rear direction. The protruding member 351b is provided at the distal end of the guide member 351a and can protrude into the forward operation path 324a. The guide member 351a and the protruding member 351b are formed by bending the tip of a single bar-like member (for example, a round bar).

A bracket 346 corresponding to the “support bracket” of the present invention and a bracket 347 corresponding to “another support bracket” of the present invention are attached to the bottom surface of the side panel 322. As shown in FIG. 26, the bracket 346 is provided between the lever guide 324 and the lever guide 325 in a plan view. As shown in FIGS. 27 and 28, the bracket 346 is formed by bending a single plate into a U shape when viewed from the side, and further bending both upper ends into a hook shape on the front side and the rear side. The bracket 346 is fixed to the bottom surface of the side panel 322 via the flanges at the front and rear ends. The front surface portion and the rear surface portion of the bracket 346 are located at different positions along the front-rear direction, and a through hole 346a is formed in each. The two through holes 346a are formed so as to overlap when viewed in the front-rear direction. The guide member 351a passes through the two through holes 346a, and is supported by the bracket 346 so as to be slidable in the front-rear direction (slidable).

As shown in FIG. 26, the bracket 347 is provided on the left side of the forward operation path 324a, that is, on the opposite side of the bracket 346 across the forward operation path 324a in plan view. As shown in FIGS. 27 and 28, the bracket 347 is formed by bending a single plate into an L shape in front view. The bracket 347 is fixed to the bottom surface of the side panel 322 via an L-shaped one side. A long hole 347a is formed in the L-shaped other side of the bracket 347 along the front-rear direction. The leading end of the projecting member 351b is penetrated through the long hole 347a, and one end of the projecting member 351b is supported by the guide member 351a, and the other end (tip section) is slidable in the front-rear direction (slidable). In this state, the bracket 347 is supported.

As shown in FIG. 27, the bracket 347 has a front end of the long hole 347a positioned at least ahead of the front end of the forward operation path 324a by at least the radial length of the protruding member 351b, and a rear end of the long hole 347a is restrained. It is configured and positioned so as to be positioned rearward by the radial length of the protruding member 351b from the position.

As shown in FIGS. 26 to 28, the link part 352 is provided with an arm member 352a and a rod member 352b. The arm portion is coupled and fixed to the lower end portion of the cutting clutch lever 343 and can swing around the swing axis X together with the cutting clutch lever 343. The rod portion extends in the front-rear direction, the rear end portion is linked to the arm member 352a so as to be rotatable about the first axis Y1, and the front end portion is a second axis center with respect to the rear end portion of the guide member 351a. It is linked so as to be rotatable around Y2. The rod member 352b is a rod-like member (for example, a round bar) that is bent downward at an intermediate portion slightly closer to the front end.

When the cutting clutch lever 343 is in the clutch disconnection position (see FIG. 5A), the arm portion extends downward and slightly forward from the swing axis X in the side view, and the cutting clutch lever 343 is When the clutch is engaged (see FIG. 27 (b)), it is in a state extending rearward and slightly upward from the swing axis X in a side view. On the other hand, the rod member 352b has a front end connected to a guide member 351a that slides in the front-rear direction, so that the cutting clutch lever 343 moves from the clutch disengagement position (see FIG. 27A) to the clutch engagement position (see FIG. 27). 27 (b)), it moves rearward while maintaining the vertical position of the front end, and the rear end swings upward about the second axis Y2.

In other words, the link portion 352 has a swinging axis X in a side view when the cutting clutch lever 343 is operated from the clutch disengagement position (see FIG. 27A) to the clutch engagement position (see FIG. 27B). The first axis Y1 passes the rear side of the swing axis X, and the straight line L connecting the first axis Y1 and the second axis Y2 is the swing axis. It is configured to move across the heart X. Accordingly, when the cutting clutch lever 343 is operated to the clutch engagement position (see FIG. 27B), when a force pulling forward is applied to the rod member 352b, the arm portion is moved by the rod member 352b. Pulled forward, trying to rotate counterclockwise in left side view. However, as described above, the cutting clutch lever 343 to which the arm member 352a is connected and fixed is in contact with the front end portion 326a of the lever guide 326 and cannot rotate counterclockwise. It cannot move further forward.

With the above configuration, the protruding member 351b is in a state of being retracted to the front side of the forward operation path 324a when the cutting clutch lever 343 is operated to the clutch disengagement position, and the cutting clutch lever 343 is operated to the clutch engagement position. Then, the guide member 351a is pulled backward by the swing of the arm member 352a via the rod member 352b and slides, and the protruding member 351b protrudes to the check position of the forward operation path 324a. Therefore, as shown in FIG. 28, in the state where the protruding member 351b protrudes to the check position (the cutting clutch 310A is in the engaged state), the main speed change lever 341 is checked even if it moves from the neutral path 324b side to the forward side. At the position, it abuts against the protruding member 351b and cannot be operated further forward. However, even when the cutting clutch 310A is operated, the main speed change lever 341 can be freely operated in the forward side operation path 324a between the check position and the neutral path 324b and in the reverse side operation path 324c.

Even when the main speed change lever 341 is forced to be moved forward from the check position during the check by the check mechanism 345, the mowing clutch lever 343 is in contact with the front end 326a of the lever guide 326, so that the main shift lever 341 is unexpectedly operated. The speed change lever 341 is not operated further forward than the check position.

[Relationship between check mechanism and running speed]
Based on FIG. 29, the relationship between the check mechanism 345 and travel speed is demonstrated. As described above, the check mechanism 345 follows the operation of the cutting clutch 310A in the engaged state regardless of the speed change state of the auxiliary transmission 309C (whether the speed change state or the low speed change state). Thus, the operation area on the forward side of the main transmission lever 341 is narrowed. As a result, the maximum output value by the main transmission is lowered, and as a result, the maximum speed that can be produced by the main transmission and the auxiliary transmission 309C is lowered.

Specifically, when the sub-transmission device 309C is in the “high speed shift state”, the traveling speed region on the forward side is that the cutting clutch 310A is in the “disengaged state” (the check mechanism 345 is in the “non-check state”). As shown as “Pattern A”, when “0” to “V1 (maximum speed)” are set and the reaping clutch 310A is in the “engaged state” (the restraining mechanism 345 is in the “restraining state”), “pattern C” is obtained. As shown, “0” to “V3 (maximum speed) = k × V1”. Here, “k” is a coefficient satisfying “0 <k <1”.

The same applies to the case where the auxiliary transmission 309C is in the “low speed shifting state”, and the traveling speed region on the forward side indicates that the cutting clutch 310A is in the “disengaged state” (the restraining mechanism 345 is in the “non-restraining state”). As shown as “pattern B”, “0” to “V2 (maximum speed)” are set, and when the cutting clutch 310A is in the “engaged state” (the restraining mechanism 345 is in the “restraining state”), it is represented as “pattern D”. In addition, “0” to “V4 (maximum speed) = k × V2”.

As described above, by providing the check mechanism 345, two types of speed regions appear on condition that the cutting clutch 310A is turned on and off, and four traveling speed regions that are twice the number of speed change regions of the auxiliary transmission 309C appear. It becomes possible to go out. Therefore, compared with the gear-type sub-transmission device 309C having four gear trains, the left and right widths of the transmission case 309B are designed to be smaller, and the gear thickness is increased to improve the durability of the sub-transmission device 309C. You can make it. Further, since the traveling speed is not shifted to a certain traveling speed (V3, V4) or more in a state where the cutting unit 303 is driven, the traveling device 302 does not exceed the appropriate traveling speed due to an erroneous operation. It is possible to prevent a high load on 308.

There are other ways to use the check mechanism 345. For example, when the sub-transmission device 309C is operated in the low speed shift state and travels at a low speed, the reaping clutch 303 is driven when the mowing unit 303 is driven and the travel speed is considerably higher than the current speed. When the auxiliary transmission device 309C is operated in the high speed shifting state after the 310A is operated in the on state, the speed can be efficiently increased to the appropriate traveling speed. However, it is conceivable that the user forgets to operate the auxiliary transmission 309C in the high speed transmission state. However, since the check mechanism 345 is provided, even if the main speed change lever 341 is operated forward to increase the speed, the speed change side cannot be operated from the check position, and the sub-transmission device 309C is provided to the driver. It can be noticed that it is in the low speed shift state, and can be urged to operate the auxiliary transmission 309C to the high speed shift state.

[Another embodiment of the third embodiment]
In the above-described embodiment, regardless of the speed change state of the sub-transmission device 309C (whether it is a high speed speed change state or a low speed speed change state), when the harvesting clutch 310A enters the engaged state, the check mechanism 345 is in the check state. However, the present invention is not limited to this example. For example, “the auxiliary transmission device 309 C is in a high-speed shift state” may be further added as a precondition for the check mechanism 345 to be in a check state.

In this case, although not particularly illustrated, for example, when the sub-transmission device 309C enters a low-speed transmission state by mechanical link or electrical control, the connection between the guide member 351a and the rod member 352b is disconnected, and the sub-transmission device 309C What is necessary is just to set it as the structure where the connection of the guide member 351a and the rod member 352b is connected if it will be in a low-speed gearshift state.

The relationship between the check mechanism 345 and the traveling speed in this another embodiment will be described with reference to FIG. When the sub-transmission device 309C is in the “high speed shift state”, the traveling speed region on the forward side is “pattern A” when the cutting clutch 310A is in the “disengaged state” (the restraint mechanism 345 is in the “non-restraint state”). As shown as “P”, when “0” to “V1 (maximum speed)” and the cutting clutch 310A is “ON” (the check mechanism 345 is “CHECK”), “0” to “V3 (maximum speed) = k × V1”. Here, “k” is a coefficient satisfying “0 <k <1”.

However, when the auxiliary transmission 309C is in the “low speed shift state”, the check mechanism 345 does not operate. Therefore, in the traveling speed range on the forward side, the cutting clutch 310A is in the “cut state” (the check mechanism 345 is in the “non-check state”). ) Or “entering state” (the restraining mechanism 345 is “restraining state”), as indicated by “pattern B”, “0” to “V2 (maximum speed)”.

In this case, in particular, when the sub-transmission device 309C is in a high-speed transmission state and the engine 308 is in a high-load state where a working unit that requires a large driving force is driven, the main transmission device is on the high-speed side. Thus, it is possible to prevent a situation in which the engine 308 is further loaded by the operation.

[Other Embodiments of Third Embodiment]
(1) In the above-described embodiment, the example in which the check mechanism 345 is configured by the check unit 351 and the link unit 352 is shown, but is not limited thereto. Depending on the distance between the main transmission lever 341 and the cutting clutch lever 343, for example, another link mechanism may be provided between the check portion 351 and the link portion 352.

(2) In the above-described embodiment, an example in which the harvesting clutch lever 343 and the restraining portion 351 are linked by a mechanical link is shown. For example, an operation to the position where the harvesting clutch lever 343 enters is electrically detected. In addition, the protruding member 351b may be configured to protrude into the forward operation path 324a by electrical control.

(3) In the above-described embodiment, an example in which the harvesting clutch 310A and the harvesting clutch lever are provided as the working clutch and the working clutch lever has been described. However, the present invention is not limited thereto. For example, the threshing clutch 310B and the threshing clutch lever 344 may be selected as the working clutch and the working clutch lever, and when there are other clutches and clutch levers, they may be selected.

(4) In the above-described embodiment, before the driving force from the engine 308 is input to the HST input shaft 311, the power transmission path to the traveling device 302, and the power transmission path to the mowing unit 303 and the threshing device 304. Although the example of branching and transmitting is shown, it is not limited to this. For example, the power transmission path to the traveling device 302 and the power transmission path to the reaping unit 303 and the threshing device 304 may be branched into two in the mission case 309B (for example, the HST output shaft 312). Furthermore, the power transmission path to the mowing unit 303 and the power transmission path to the threshing device 304 are not provided in series, and may be configured as different routes.

(5) In the above-described embodiment, an example in which the auxiliary transmission device 309C can be switched between the two states of the high speed shift state and the low speed shift state has been described. It may be configured to be switchable to a state.

(6) The magnitude relationship between the speeds “V1” to “V4” in the above-described embodiment (see FIG. 29 and FIG. 8) is not limited to that shown in FIG. 29 and FIG. In this example, “V2” may be a value greater than “V3”, or “V4” may be a value greater than “V3”. Further, the coefficient “k” is not necessarily a common value in the “high speed shift state” and the “low speed shift state”.

(7) In the above-described embodiment, an example in which one bracket 346 having two through-holes 346a is provided as the “support bracket” is shown. However, two brackets having one through-hole are arranged side by side. It may be installed.

(8) In the above-described embodiment, the example in which the HST309A (hydrostatic hydraulic continuously variable transmission) is provided as the main transmission is shown, but the present invention is not limited to this. The main transmission may be, for example, an HMT (hydraulic mechanical continuously variable transmission) or other CVT.

(9) In the above-described embodiment, the lever type is provided as the auxiliary transmission operation tool and the clutch operation tool. However, a push button type switch or the like may be used. Similarly, the main transmission operating tool may be a sliding lever or a switch instead of a rocking lever.
(10) The present invention can be applied not only to a full throw-in type combine, but also to a self-removing combine, and only a harvester that travels with a steering lever type harvester or a crawler type traveling device. In addition, the present invention can also be applied to a harvesting machine that travels by a steering wheel type harvesting machine or a wheel type traveling device.

A transmission device for a working machine such as a transmission device for a harvester according to the present invention includes, for example, a harvester such as a normal combine harvester, a self-removing combine harvester, a carrot harvester, a corn harvester, a transport vehicle, and a tractor. , Etc.

[First Embodiment]
7 traveling device 34 output shaft 43 transmission case 43A opening 43B opening 44 input shaft 45 driven shaft 45A spline shaft portion 45B predetermined spline shaft portion 46 side clutch shaft 47 transmission 49 reduction mechanism 50 traveling drive shaft 61B spline boss portion 63 driven gear 63A gear portion 63B spline boss portion 65 driven gear 65A gear portion 65B spline boss portion 66 shift mechanism 74 spline boss 74a spline 81 output rotating body 82 transmission rotating body 83 side clutch 84 side brake 85 cylinder shaft 85A spline shaft portion 85C stepped portion

85D Engagement groove

85E Engagement part 86 Moving side Rolling body (driven rotating body)

86A Engagement part

86C Press part 86E Diameter expansion part 87 Fixed side rotary body (drive side rotary body)
87A Engaged part 88 Compression spring 89 Stopper (retaining ring)
90 Spring receiver 91 Sliding unit 92 Gear (drive gear, interlocking rotating body)
94 Brake hub 95 Separator plate 96 Brake disk 99 Spline boss 99A Spline hole 99B Expanded portion 100 Storage space 101 Retaining ring 102 Cover member 102A Auxiliary opening 103 Auxiliary cover member 103A Large diameter portion 103B Small diameter portion 104 Space (oil chamber)
DESCRIPTION OF SYMBOLS 105 Shaft support part 106 Piston 107 Hydraulic equipment 119 Relay shaft 122 1st reduction part 123 2nd reduction part 124 Gear 125 Gear 126 Gear 137 Oil path A External apparatus B Linking gear Ba Linking part

[Second Embodiment]
202 Traveling device 212 Engine 214 Main transmission 215 Sub transmission 216

Transmission case

216A, 216B Side wall 221 Axle 221A Power transmission unit 221B Lateral extension unit 221C Consecutive location 229

Output shaft

229A, 229B Split transmission shaft 229a Shaft end 233 Shaft Support member 234 Output gear 239 Shifting input shaft 240 Shifting output shaft 241 Input gear 242 Low speed drive gear (low speed drive gear)
243 High-speed drive gear (High-speed drive gear)
244 Low-speed driven gear (low-speed driven gear)
245 High-speed driven gear (High-speed driven gear)
246 Drive gear 247

Shifter

248, 249 Spline portion 250 Shift fork 262 Engaging circumferential groove 264 Lower transmission gear 273 Axle case 280 Collar member M1, M2 Fitting groove

[Third Embodiment]
302 traveling device 303 mowing unit (working unit)
307 Driving unit 308 Engine 309A HST (Main transmission)
309B Mission case 309C Subtransmission 310A Mowing clutch (working clutch)
314 Small diameter gear (gear train)
315 Large diameter gear (gear train)
317 Large diameter fixed gear (gear train)
318 Small diameter fixed gear (gear train)
322 Side panel 324a Forward side operation path 324b Neutral path (neutral position)
324c Reverse-side operation path 326a Front end (regulator)
341 Main transmission lever (Main transmission operation tool)
342 Sub-shift lever (sub-shift operating tool)
343 Mowing clutch lever (clutch operating tool / clutch lever)
345 Checking mechanism 346 Bracket (support bracket)
346a Through hole 347 Bracket (another support bracket)
347a Long hole 351 Checking part

351a Guide member

351b Protruding member 352 Link part 352a Arm member 352b Rod member X Oscillating axis Y1 First axis Y2 Second axis L Straight line

Claims

A left and right driven shaft adjacent in parallel to the input shaft of the transmission case, a left and right side clutch shaft having a transmission rotating body interlocked with an output rotating body provided on the driven shaft, and power from the input shaft And a pair of side clutches that are located on an axis of the side clutch shaft and individually connect and disconnect transmission from the transmission rotating body to the left and right traveling devices. Built-in,
The input shaft is provided on a left-right output shaft provided in an external device connected to the transmission case, in a state of rotating integrally with the output shaft around the axis of the output shaft,
A transmission device for a harvesting machine, wherein the transmission is configured to be transmitted from the input shaft to the driven shaft and is provided across the input shaft and the driven shaft.
The transmission rotor is arranged at the center of the side clutch shaft,
The transmission device for a harvesting machine according to claim 1, wherein the pair of side clutches are distributed on the left and right sides of the transmission rotating body.
The transmission device for a harvesting machine according to claim 2, wherein the output rotating body is arranged in a central portion of the driven shaft.
The transmission device for a harvesting machine according to any one of claims 1 to 3, wherein a driven gear of the transmission is mounted on the driven shaft in a state adjacent to the output rotating body.
The transmission device for a harvesting machine according to claim 4, wherein the driven gear is mounted on the driven shaft in a state adjacent to both side portions of the output rotating body.
The driven gear is provided with a gear portion on one end side, and the other end side of the driven gear is provided with a gear selection linkage portion, and the driven gear is configured as a linkage gear linked to a shift mechanism for gear selection operation. And
The transmission device for a harvesting machine according to claim 4 or 5, wherein the linkage gear is mounted on the driven shaft in a state where the gear portion is adjacent to the output rotating body.
The transmission is configured in a constant mesh type,
As the linkage gear, a linkage gear different from the linkage gear adjacent to the output rotating body is provided,
Each of the linkage gears includes a spline boss portion as the linkage portion,
A spline shaft portion that rotates integrally with the driven shaft between the spline boss portion of the linkage gear adjacent to the output rotating body and the spline boss portion of the another linkage gear. The transmission device for a harvesting machine according to claim 6, wherein the transmission shaft is mounted on the driven shaft in an intervening state.
The transmission includes a linkage gear provided at one end with a linkage portion linked to a shift mechanism for gear selection operation,
The linking gear is mounted on the input shaft or the driven shaft in a state where the linking portion is located at an end of the input shaft or the driven shaft opposite to the input side end of the input shaft. The transmission device for a harvesting machine according to any one of claims 1 to 7.
The transmission includes a linkage gear linked to a shift mechanism for gear selection operation,
Either one of the input shaft and the driven shaft is disposed below the other,
The transmission device for a harvesting machine according to any one of claims 1 to 8, wherein the linkage gear is mounted on the input shaft or the driven shaft disposed below.
The transmission is configured in a constant mesh type having a plurality of linkage gears having a spline boss portion on one end side as a linkage portion linked to a shift mechanism for gear selection operation,
The input shaft or the driven shaft equipped with the plurality of linkage gears so as to be relatively rotatable can be linked to the adjacent spline boss portion via the shift mechanism at the adjacent portion to the spline boss portion. Equipped with a spline shaft part that rotates integrally,
Among the spline shaft portions of each adjacent portion, with a predetermined spline shaft portion to be linked to a single linkage gear, a plurality of linkage splines are formed only on one end side of the outer peripheral surface, The transmission device for a harvesting machine according to any one of claims 1 to 9, comprising a spline boss detachably fitted to the input shaft or the driven shaft.
The transmission device for a harvesting machine according to any one of claims 1 to 10, wherein the transmission case includes an opening that exposes an end of the input shaft opposite to the input side.
The oil passage for supplying oil returned from the hydraulic device to the inside of the transmission case to a linkage gear linked to a shift mechanism for gear selection operation in the transmission. Transmission device for harvester.
A left and right travel drive shaft extending from the transmission case to the corresponding travel device, and a left and right speed reduction mechanism for decelerating and transmitting power via the corresponding side clutch to the travel drive shaft. Item 13. The transmission device for a harvesting machine according to any one of Items 1 to 12.
A relay shaft facing left and right is provided between the side clutch shaft and the left and right travel drive shafts,
The harvesting machine according to claim 13, wherein each of the left and right speed reduction mechanisms includes a first speed reduction portion extending from the side clutch shaft to the relay shaft, and a second speed reduction portion extending from the relay shaft to the travel drive shaft. Transmission device.
The first reduction part and the second reduction part are each configured in a gear transmission type in which a pair of gears are engaged and interlocked,
The transmission device for a harvester according to claim 14, wherein the relay shaft is disposed at a front upper position with respect to the traveling drive shaft, and the side clutch shaft is disposed at a rear upper position with respect to the relay shaft. .
The output rotator and the transmission rotator are configured by gears that mesh and interlock with each other,
The transmission device for a harvesting machine according to claim 15, wherein the driven shaft is disposed at a front upper position with respect to the side clutch shaft, and the input shaft is disposed at a rear upper position with respect to the driven shaft.
The transmission device for a harvester according to claim 16, wherein the side clutch shaft is disposed at a position rearward of the input shaft and the travel drive shaft.
The transmission device for a harvesting machine according to claim 16 or 17, wherein the relay shaft is arranged at a position ahead of the driven shaft.
A side clutch shaft having a pair of interlocking rotators that are individually interlocked and connected to the left and right traveling devices, and a pair of side clutches that individually connect and disconnect transmission to the pair of interlocking rotators in the transmission case. Equipped on the shaft,
Each of the pair of side clutches has a cylindrical shaft that is externally fitted to the side clutch shaft so as to be rotatable relative to the side clutch shaft in a state where the side clutch shaft can be attached and detached by sliding in the axial direction of the side clutch shaft. The moving-side rotating body having a meshing portion at a side end, a fixed-side rotating body having a meshed portion at one side end, and an entry position where the meshing portion and the meshed portion mesh with each other. A compression spring that biases the body, a stopper that receives the moving-side rotating body at the entry position, and a spring receiver that receives one end of the compression spring;
In each of the pair of side clutches, the moving side rotating body, the compression spring, the stopper, and the spring receiver are arranged on the outer periphery of the cylindrical shaft, and the moving side rotation is performed between the stopper and the spring receiver. An arrangement in which the body and the compression spring are positioned, and the moving-side rotating body rotates integrally with the cylinder shaft in a state in which the moving-side rotating body is slidable in the axial direction of the side clutch shaft with respect to the cylinder shaft. Equipped with the cylinder shaft, the moving-side rotating body, the compression spring, the stopper, and the spring receiver slidably and detachably with respect to the side clutch shaft in the axial direction of the side clutch shaft. A transmission device for a work machine configured as a sliding unit.
A transmission rotating body that is transmitted to the pair of interlocking rotating bodies via the pair of side clutches is arranged at the center of the side clutch shaft,
The pair of interlocking rotators and the pair of side clutches are distributed to the left and right of the transmission rotor, and the pair of side clutches are transmitted from the transmission rotor to the interlocking rotors on the same left and right sides. The transmission device for a working machine according to claim 19, wherein the transmission device is configured to be intermittent.
The pair of side clutches are configured such that the moving-side rotating body functions as a driven-side rotating body, and the fixed-side rotating body functions as a driving-side rotating body, 21. The transmission device for a working machine according to claim 19 or 20, wherein the corresponding rotating body is provided as one of the component parts.
The transmission case includes an opening that allows the sliding unit to pass through at a position facing each of the pair of side clutches in the axial direction of the side clutch shaft, and a cover member that closes the opening is attached and detached. 21. The transmission device for a working machine according to claim 20, wherein the transmission unit is configured to be detachable from the outside of the transmission case with respect to the side clutch shaft.
23. The transmission device for a working machine according to claim 22, wherein each of the cover members includes a shaft support portion that supports an end portion of the side clutch shaft.
Each of the fixed-side rotators is externally fitted to the side clutch shaft in a state where it can be attached to and detached from the side clutch shaft by sliding in the axial direction of the side clutch shaft,
The transmission device for a working machine according to claim 22 or 23, wherein each of the openings is formed in a size that allows passage of the fixed-side rotating body.
25. Each of the pair of side clutches includes, as the fixed-side rotator, a spur gear having a tooth width that is at least twice as long as a meshing length with the meshing portion of the moving-side rotator. Transmission device for work equipment.
26. The transmission device for a working machine according to claim 24 or 25, wherein each of the fixed-side rotating bodies is externally fitted to a portion of the side clutch shaft that is closer to the shaft end than the sliding unit.
A drive gear is provided as the pair of interlocking rotating bodies,
The pair of side clutches are configured such that the moving-side rotating body functions as a driven-side rotating body, and the fixed-side rotating body functions as a driving-side rotating body, 27. The transmission device for a working machine according to claim 22, wherein the corresponding drive gear is provided as one of the constituent parts.
28. The transmission device for a working machine according to claim 27, wherein each of the sliding units is equipped with the drive gear on the cylindrical shaft.
The transmission case is equipped with a multi-plate side brake that brakes the corresponding traveling device on the outer peripheral side of each sliding unit on the side clutch shaft,
29. The transmission device for a working machine according to claim 27 or 28, wherein each of the sliding units includes a corresponding brake hub of the side brake as a component part and integrally rotates with the cylindrical shaft.
Each of the sliding units includes a spline boss that rotates integrally with the cylindrical shaft,
30. The transmission device for a working machine according to claim 29, wherein each of the spline bosses is configured as a dual-purpose part in which one end side functions as the drive gear and the other end side functions as the brake hub.
Each of the spline bosses has a spline hole portion fitted on a spline shaft portion provided on one end side of the corresponding cylindrical shaft on the inner peripheral surface on the drive gear side, and on the inner peripheral surface on the brake hub side. The transmission device for a working machine according to claim 30, further comprising a diameter-expanding portion that forms a storage space for a compression spring between the cylindrical shaft and the cylindrical shaft.
Each of the cylindrical shafts constitutes the spring receiver with a stepped portion provided on the outer peripheral portion thereof, and the spline shaft portion is formed to have a length extending from the stepped portion to the shaft end on the large diameter side,
Each of the spline shaft portions is provided with an engagement portion formed in a substantially annular recess on the outer peripheral side thereof, and a C-shaped retaining ring is fitted on the engagement portion.
Each of the spline bosses has the spline hole portion extending from the retaining ring to the stepped portion and the enlarged diameter portion extending from the stepped portion to the boss end on the brake hub side. The transmission device for a working machine according to claim 31.
Each of the side brakes includes a plurality of brake discs and a plurality of separator plates that are alternately arranged in the axial direction of the side clutch shaft, and a lateral side of the transmission case by sliding in the axial direction of the side clutch shaft. Equipped in a state that can be removed to the outside,
The transmission device for a working machine according to any one of claims 29 to 32, wherein each of the openings is formed to a size allowing passage of the brake disc and the separator plate.
Each of the moving side rotating bodies includes a pressing portion acting on the brake disc and the separator plate on the outer peripheral portion thereof,
For each of the side brakes, the corresponding moving-side rotating body is moved from the cut position where the meshing portion of the moving-side rotating body and the meshed portion of the fixed-side rotating body release the meshing, The brake disc and the separator are released from the brake release state in which the brake disc and the separator plate release the pressure contact due to the action of the pressing portion as they slide toward the braking position located in the opposite direction. Each of the plates is switched to a braking state in which the plate is pressed by the action of the pressing portion, and the corresponding moving-side rotator slides from the braking position toward the cutting position. The transmission device for a working machine according to claim 33, wherein the transmission device is configured to be switched to a brake release state.
Each of the fixed-side rotating bodies can be attached to and detached from the side clutch shaft by sliding in the axial direction of the side clutch shaft, and the portion on the shaft end side of the sliding unit on the side clutch shaft Fitted outside,
Each of the cover members includes an auxiliary opening that allows passage of the fixed-side rotator, and is detachably equipped with an auxiliary cover member that closes the auxiliary opening, and is a shaft that supports an end portion of the side clutch shaft. 35. The transmission device for a working machine according to claim 33 or 34, wherein a support portion is provided in the auxiliary cover member.
Each of the auxiliary openings is formed in a circular shape centered on the axis of the side clutch shaft,
Each of the auxiliary cover members includes a large-diameter portion that fits in the auxiliary opening, and a small-diameter portion that forms an annular space between the auxiliary opening, and the small-diameter portion is located on the inner side of the transmission case. Ready to
Each of the sliding units is equipped on the side clutch shaft in a state where the moving side rotating body faces the space,
A state in which an annular piston that slides the moving-side rotating body is fitted into the space in a state in which it can slide in the axial direction of the side clutch shaft, and the space functions as an oil chamber for operating the piston. 36. The transmission device for a working machine according to claim 35, which is configured as follows.
The working machine according to any one of claims 19 to 36, wherein each of the moving-side rotators includes an enlarged-diameter portion that allows the stopper to enter the stopper at an inner peripheral surface on the stopper side. Transmission device.
The stopper is constituted by a C-shaped retaining ring that is detachably fitted in an engaging groove formed in an annular recess on the outer peripheral side of the cylindrical shaft,
The transmission device for a working machine according to claim 37, wherein the diameter-expanded portion for the stopper is formed to have a size that prevents the stopper from being detached from the engagement groove.
It is provided outside the transmission case and has an output shaft that passes through the side wall on one end side of the transmission case from the outer side of the case to the inner side of the case. A main transmission that outputs from the output shaft;
A gear-type sub-transmission device that is internally mounted in the transmission case and that shifts the power transmitted from the output shaft to a high and low two-stage according to a working state and transmits it to the traveling device;
The output shaft passes through the transmission case and is inserted into the side wall on the other end side so that the shaft end is exposed to the outside of the case. The side wall on the one end side and the side wall on the other end side And harvester that is provided in a state of being rotatably supported by each.
The harvesting machine according to claim 39, wherein an input gear for shifting on the input side of the auxiliary transmission device is provided with an input gear meshing with and interlocking with an output gear provided on the output shaft.
41. The harvesting machine according to claim 40, wherein, in the transmission input shaft, a high-speed transmission drive gear is provided on a side closer to the input gear, and a low-speed transmission drive gear is provided on a side far from the input gear.
42. The low-speed transmission drive gear is provided with a space in the axial direction between the low-speed transmission drive gear and a shaft support member that rotatably supports the shift input shaft on the side wall on the other end side. Harvesting machine.
43. The harvester according to claim 41 or 42, wherein the high-speed transmission drive gear is provided with an interval in the axial direction between the input gear and the input gear.
A high-speed transmission driven gear in which the high-speed transmission drive gear is meshed and interlocked with a transmission output shaft on the output side of the sub-transmission device, a low-speed transmission driven gear in mesh with the low-speed transmission drive gear, and the sub-transmission gear The harvester according to any one of claims 41 to 43, further comprising a driving gear that meshes with and engages with a lower transmission gear that is located on the lower transmission side of the transmission.
45. The harvester according to claim 44, wherein the drive gear is provided in a state of being positioned between the high-speed transmission driven gear and the low-speed transmission driven gear.
46. The harvester according to claim 45, wherein the driving gear is provided at a position close to the high-speed driven gear.
The auxiliary transmission is
An input-side shift input shaft, an output-side shift output shaft, a high-speed transmission drive gear and a low-speed transmission drive gear that are relatively rotatable with respect to the shift input shaft, and the shift output shaft A high-speed driven gear and a low-speed driven gear provided in a fixed state,
The high-speed transmission drive gear and the low-speed transmission drive gear are configured so as to be non-slidable in the axial direction in a state where they are always meshed with the high-speed transmission driven gear and the low-speed transmission driven gear, respectively. ,
Between the high-speed transmission drive gear and the low-speed transmission drive gear, a spline is externally fitted to the transmission input shaft, and the high-speed transmission drive gear is provided rotatably relative to the transmission input shaft. A shifter that is slidable between a high-speed transmission operation position that meshes with the spline portion and a low-speed transmission operation position that meshes with and interlocks with the spline portion of the low-speed transmission drive gear that is relatively rotatable with respect to the transmission input shaft. The harvester according to any one of claims 39 to 46, comprising:
A driving gear meshing with and interlocking with a lower transmission gear located on the lower transmission side of the auxiliary transmission is provided between the high-speed transmission driven gear and the low-speed transmission driven gear on the transmission output shaft;
48. The harvester according to claim 47, wherein a shift fork that slides the shifter is provided in a state of passing through a space between the shifter and the driving gear.
49. The harvesting machine according to claim 48, wherein the shift fork is configured to engage with a region equal to or more than a half circumference in an engagement circumferential groove provided on an outer periphery of the shifter.
49. The harvester according to claim 48, wherein the shift fork is configured to engage with two positions located on a diameter of an engagement circumferential groove provided on an outer periphery of the shifter.
51. The harvester according to any one of claims 39 to 50, wherein the output shaft includes a pair of divided transmission shafts that are divided along the axial direction and interlocked and linked so as to be integrally rotatable.
An output gear for transmitting power from the output shaft to the auxiliary transmission is externally fitted to each of the pair of split transmission shafts so as to be integrally rotatable, and the pair of split transmission shafts are linked and linked by the output gear. 52. The harvester according to claim 51, wherein:
The main transmission case that covers the periphery of the main transmission and the transmission case are connected in a flange-coupled state,
A concentric fitting groove centered on the axis of the output shaft is formed in each of the connection surfaces of the main transmission case and the connection surface of the transmission case where the output shaft is inserted,
An axis alignment collar member is provided in a state in which the fitting groove of the main transmission case and the fitting groove of the transmission case are fitted to each other. Harvesting machine.
A pair of left and right axles for separately transmitting power shifted by the auxiliary transmission to left and right traveling devices are provided in a state of being inserted through the left and right axle cases fixedly extended from the transmission case,
Each of the pair of left and right axles is configured with a small-diameter power transmission portion at an end on the inner side in the lateral direction of the fuselage, and a laterally extending portion with a large diameter on the outer side in the lateral direction of the fuselage, and
The connecting portion between the small-diameter power transmission portion and the large-diameter laterally extending portion is formed in a tapered shape so that the diameter increases from the small-diameter power transmission portion toward the outer side in the lateral direction of the fuselage. The harvesting machine according to any one of claims 39 to 53.
A main transmission that shifts the driving force from the engine continuously in a forward and reverse direction;
The gear case is provided with a gear train that can be combined in a plurality of combinations, and the driving force output from the main transmission is shifted to a plurality of stages according to the working state and transmitted to the traveling device. A transmission,
A working clutch that turns on and off the transmission of driving force to the working part;
A main speed changer for shifting the main speed change device;
A sub-transmission operating tool for performing a shift operation on the sub-transmission device;
A clutch operating tool for performing on / off operation of the working clutch;
A check mechanism that checks that when the work clutch is engaged and operated, the main transmission operating tool is operated to a speed increasing side from a predetermined command position in the forward operation path of the main transmission operating tool. Harvester.
Even if the work clutch is engaged, the main transmission operating tool can be freely operated in the path between the predetermined command position and the neutral position in the forward operation path and the reverse operation path. Item 55. The harvester according to Item 55.
57. The harvester according to claim 55 or 56, wherein the predetermined command position is set to a position on the acceleration side of the intermediate position in the forward operation path.
The auxiliary transmission can be switched between two states, a high speed shift state and a low speed shift state,
When the operation clutch is engaged and operated in both the state in which the auxiliary transmission is operated in the high speed shift state and the state in which the sub transmission is operated in the low speed shift state, the check mechanism is 58. The harvester according to any one of claims 55 to 57, which controls the operation of the engine at a higher speed side than the predetermined command position in the forward operation path.
The auxiliary transmission can be switched between two states, a high speed shift state and a low speed shift state,
The check mechanism is configured such that when the work clutch is engaged and operated in a state in which the sub-transmission device is operated in the high-speed shift state, the main transmission operating tool is moved from the predetermined command position in the forward operation path. 58. The harvester according to any one of claims 55 to 57, which controls operation to the speed increasing side.
As the main transmission operation tool, a front / rear swing operation type main transmission lever is provided, and as the clutch operation tool, a front / rear swing operation type clutch lever is provided,
The check mechanism is provided with a check portion that can be moved back and forth with respect to the forward operation path, and a link portion that links the check portion and the clutch lever.
The harvester according to any one of claims 55 to 59, wherein when the clutch lever is operated to a clutch engagement position, the check portion protrudes to a position corresponding to the predetermined command position in the forward operation path. .
The main transmission lever is provided on a side panel of the driving unit,
The clutch lever is provided behind the main transmission lever in the side panel,
61. The harvester according to claim 60, wherein the check portion is slidable along the front-rear direction, and retreats to the front side of the forward operation path when the clutch lever is operated to a clutch disengagement position.
A restriction portion for restricting movement of the clutch lever from the clutch engaged position to the opposite side of the clutch disengaged position;
An arm member that swings integrally with the clutch lever around the swing axis of the clutch lever is linked to the link portion, and one end thereof is linked to the arm member so as to be rotatable around the first axis. And a rod member whose other end is linked to the check portion so as to be rotatable around the second axis, and
When the clutch lever is operated from the clutch disengagement position to the clutch engagement position, the link portion is configured such that the first axis is a rear side of the swing axis when viewed along the direction of the swing axis. 61. The harvester according to claim 60, wherein a straight line passing through the first axis and connecting the first axis and the second axis moves across the swing axis.
The check portion is provided with a guide member that extends along the forward operation path at a position deviated from the forward operation path and is slidable along the front-rear direction.
Support brackets are provided at two different positions along the front-rear direction,
63. The harvester according to any one of claims 60 to 62, wherein the guide member is supported by the support bracket.
The support bracket is provided with two through holes located at two different positions along the front-rear direction,
64. The harvester according to claim 63, wherein the guide member is supported through the through hole.
The restraining portion is provided with a projecting member that is provided at a distal end portion of the guide member and can project into the forward operation path,
A support bracket different from the support bracket is provided,
The other support bracket is formed with a long hole through which the projecting member is penetrated to allow the projecting member to slide in the front-rear direction.
The harvesting machine according to claim 63 or 64, wherein the another support bracket is provided on the opposite side of the support bracket across the forward operation path.
66. The harvesting machine according to any one of claims 55 to 65, wherein the working unit is a harvesting unit, and the working clutch is a harvesting clutch.
67. The harvester according to any one of claims 55 to 66, wherein the main transmission is a hydrostatic continuously variable transmission.