JP2002274421A - Crawler vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve the traveling and turning performance of a crawler by realizing constant theoretical turning radius. SOLUTION: This crawler vehicle provided with a continuously variable transmission mechanism for straight-ahead 25 to drive the crawler 2, a continuously variable transmission mechanism for swiveling 28 to drive the crawler 2, and a gear mechanism 35 for transmitting each of the driving force for straight-ahead and turning motions to left and right crawlers 2, is further provided with a straight-ahead operating mechanism 124 for connecting a straight- ahead gear change lever 73 to the continuously variable transmission mechanism for straight-ahead 25, and a turning operation mechanism 118 for connecting a steering handle 19 to the continuously variable transmission mechanism for turning 28 to keep a ratio of the controlled variable of the continuously variable transmission mechanism for straight-ahead 25 and that of the continuously variable transmission mechanism for turning 28 approximately constant even when a car speed is changed under a condition that an operating position of the steering handle 19 is approximately fixed.

Description

【発明の詳細な説明】DETAILED DESCRIPTION OF THE INVENTION

【０００１】[0001]

【発明の属する技術分野】本発明は例えば圃場の穀稈を
連続的に刈取って脱穀するコンバインまたはトラクタま
たは土工車輌などの履帯車輌に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a tracked vehicle such as a combine or tractor or earth moving vehicle for continuously cutting and threshing grain culms in a field.

【０００２】[0002]

【発明が解決しようとする課題】従来、左右の前輪及び
後輪を設ける四輪車輌では、前輪または後輪を操向ハン
ドル操作によって方向転換させる操舵制御により旋回さ
せるから、変速レバー操作により車速を変更させてもこ
の変速操作によって旋回半径が変化することがなく、旋
回半径が略一定維持され乍ら車速だけが変化する。しか
し乍ら、左右の履帯を設ける履帯車輌は、旋回内側の履
帯の走行駆動力を切断したり旋回外側の履帯よりも遅い
速度で駆動して旋回させるから、車速の変更に伴って旋
回半径が変化し易く、理論的旋回半径一定の実現が希望
されていた。Conventionally, in a four-wheeled vehicle provided with left and right front wheels and rear wheels, since the front wheels or the rear wheels are turned by steering control for changing the direction by operating a steering wheel, the vehicle speed is controlled by operating a shift lever. Even if it is changed, this turning operation does not change the turning radius, and only the vehicle speed changes while the turning radius is maintained substantially constant. However, the crawler vehicle provided with the left and right crawler belts cuts the traveling driving force of the inner crawler belt and turns at a lower speed than the outer crawler belt. It was easy to change, and realization of a constant theoretical turning radius was desired.

【０００３】[0003]

【課題を解決するための手段】然るに、本発明は、履帯
を駆動する直進用無段変速機構と、履帯を駆動する旋回
用無段変速機構と、直進用及び旋回用の各駆動力を左右
の履帯に伝えるギヤ機構を設ける履帯車輌において、操
向ハンドルの操作位置が略一定のとき、車速が変化して
も、直進用無段変速機構の制御量と、旋回用無段変速機
構の制御量との比が略一定になるように、直進変速レバ
ーを直進用無段変速機構に連結させる直進操作機構と、
操向ハンドルを旋回用無段変速機構に連結させる旋回操
作機構を構成したもので、車速の変更に伴って旋回半径
が変化する不具合をなくし、理論的旋回半径一定が具現
化し得、走行及び旋回機能を得る操作系を全てメカニカ
ルに構成し得、四輪車輌の運転感覚の操作性を容易に実
現し得るものである。SUMMARY OF THE INVENTION Accordingly, the present invention provides a continuously variable transmission mechanism for driving a crawler belt, a continuously variable transmission mechanism for turning a crawler belt, and a driving force for straight traveling and turning. When the operating position of the steering wheel is substantially constant and the vehicle speed changes, the control amount of the continuously variable transmission for straight traveling and the control of the continuously variable transmission for turning A straight-ahead operating mechanism that connects the straight-ahead speed change lever to the straight-ahead continuously variable transmission mechanism so that the ratio with the amount is substantially constant;
A turning operation mechanism that connects the steering wheel to the continuously variable transmission mechanism for turning eliminates the problem that the turning radius changes with a change in vehicle speed, realizes a theoretical turning radius constant, and enables running and turning. It is possible to mechanically configure the operation system for obtaining the functions, and to easily realize the operability of driving feeling of a four-wheeled vehicle.

【０００４】[0004]

【発明の実施の形態】以下、本発明の実施例を図面に基
づいて詳述する。図１はコンバインの全体側面図、図２
は同平面図であり、図中１は左右一対の走行クローラ２
を装設するトラックフレーム、３は前記トラックフレー
ム１に架設する機台、４はフィードチェン５を左側に張
架し扱胴６及び処理胴７を内蔵している脱穀部、８は刈
刃９及び穀稈搬送機構１０などを備える刈取部、１１は
刈取フレーム１２を介して刈取部８を昇降させる油圧シ
リンダ、１３は排藁チェン１４終端を臨ませる排藁処理
部、１５は脱穀部４からの穀粒を揚穀筒１６を介して搬
入する穀物タンク、１７は前記タンク１５の穀粒を機外
に搬出する排出オーガ、１８は丸形操向ハンドル１９及
び運転席２０などを備える運転台、２１は運転席２０下
方に設けるエンジンであり、連続的に穀稈を刈取って脱
穀するように構成している。Embodiments of the present invention will be described below in detail with reference to the drawings. Fig. 1 is an overall side view of the combine, Fig. 2
1 is a plan view of the same, in which 1 is a pair of left and right traveling crawlers 2.
3 is a machine frame installed on the track frame 1, 4 is a threshing unit in which a feed chain 5 is stretched to the left and a handling cylinder 6 and a processing cylinder 7 are built in, and 8 is a cutting blade 9. And a cutting unit 11 including a grain culm transport mechanism 10, a hydraulic cylinder 11 for raising and lowering the cutting unit 8 via a cutting frame 12, a straw processing unit 13 facing the end of a straw chain 14, and a cutting unit 15 from the threshing unit 4. A grain tank for carrying in the grains through the fryer cylinder 16, a discharge auger 17 for carrying out the grains in the tank 15 outside the machine, and a cab 18 having a round steering handle 19 and a driver's seat 20 and the like. Reference numeral 21 denotes an engine provided below the driver's seat 20 and is configured to continuously cut and thresh grain culms.

【０００５】さらに、図３に示す如く、前記走行クロー
ラ２を駆動するミッションケース２２は、１対の第１油
圧ポンプ２３及び第１油圧モータ２４を備えて走行主変
速用の油圧式無段変速機構を形成する変速部材２５と、
１対の第２油圧ポンプ２６及び第２油圧モータ２７を備
えて旋回用の油圧式無段変速機構を形成する操向部材２
８とを備え、前記エンジン２１の出力軸２１ａに第１及
び第２油圧ポンプ２３・２６の入力軸２９ａ・２９ｂを
伝達ベルト３０ａ・３０ｂによって連結させ、前記各油
圧ポンプ２３・２６を駆動するように構成している。Further, as shown in FIG. 3, a transmission case 22 for driving the traveling crawler 2 includes a pair of first hydraulic pumps 23 and a first hydraulic motor 24, and is a hydraulic stepless transmission for traveling main transmission. A transmission member 25 forming a mechanism;
A steering member 2 including a pair of second hydraulic pumps 26 and a second hydraulic motor 27 to form a hydraulic hydraulic continuously variable transmission mechanism for turning.
8, the input shafts 29a and 29b of the first and second hydraulic pumps 23 and 26 are connected to the output shaft 21a of the engine 21 by transmission belts 30a and 30b, and the hydraulic pumps 23 and 26 are driven. It is composed.

【０００６】また、前記第１油圧モータ２４の出力軸３
１に、副変速機構３２及び差動機構３３を介して左右走
行クローラ２の各駆動輪３４を連動連結させるもので、
前記差動機構３３は左右対称の１対の遊星ギヤ機構３５
・３５を有し、各遊星ギヤ機構３５は１つのサンギヤ３
６と、該サンギヤ３６の外周で噛合う３つのプラネタリ
ギヤ３７と、これらプラネタリギヤ３７に噛合うリング
ギヤ３８などで形成している。The output shaft 3 of the first hydraulic motor 24
1, the driving wheels 34 of the left and right traveling crawlers 2 are interlockingly connected via a subtransmission mechanism 32 and a differential mechanism 33.
The differential mechanism 33 includes a pair of symmetric planetary gear mechanisms 35.
35, and each planetary gear mechanism 35 has one sun gear 3
6, three planetary gears 37 meshing on the outer periphery of the sun gear 36, and a ring gear 38 meshing with the planetary gears 37.

【０００７】前記プラネタリギヤ３７はサンギヤ軸３９
と同軸線上とのキャリヤ軸４０のキャリヤ４１にそれぞ
れ回転自在に軸支させ、左右のサンギヤ３６・３６を挾
んで左右のキャリヤ４１を対向配置させると共に、前記
リングギヤ３８は各プラネタリギヤ３７に噛み合う内歯
３８ａを有してサンギヤ軸３９とは同一軸芯上に配置さ
せ、キャリヤ軸４０に回転自在に軸支させ、キャリヤ軸
４０を延設して車軸を形成して駆動輪３４を軸支させて
いる。The planetary gear 37 has a sun gear shaft 39.
The carrier 41 of the carrier shaft 40 is rotatably supported on the coaxial line, and the left and right carriers 41 are arranged to face each other across the left and right sun gears 36. The ring gear 38 meshes with each planetary gear 37. 38a, which is disposed on the same axis as the sun gear shaft 39, is rotatably supported by the carrier shaft 40, extends the carrier shaft 40 to form an axle, and supports the drive wheel 34. I have.

【０００８】また、走行用の油圧式無段変速部材２５
は、第１油圧ポンプ２３の回転斜板の角度変更調節によ
り第１油圧モータ２４の正逆回転と回転数の制御を行う
もので、第１油圧モータ２４の回転出力を出力軸３１の
伝達ギヤ４２より各ギヤ４３・４４・４５及び副変速機
構３２を介して、サンギヤ軸３９に固定したセンタギヤ
４６に伝達してサンギヤ３６を回転するように構成して
いる。前記副変速機構３２は、前記ギヤ４４を有する副
変速軸４７と、前記ギヤ４５を介してセンタギヤ４６に
噛合うギヤ４８を有する駐車ブレーキ軸４９とを備え、
副変速軸４７とブレーキ軸４９間に各１対の低速用ギヤ
５０・５１、中速用ギヤ５２・５３、高速用ギヤ５４・
４８を設けて、低中速スライダ５５及び高速スライダ５
６のスライド操作によって副変速の低速・中速・高速の
切換を行うように構成している。なお低速・中速間及び
中速・高速間には中立を有する。また前記ブレーキ軸４
９に駐車ブレーキ５７を設けると共に、刈取部８に回転
力を伝達する刈取ＰＴＯ軸５８にギヤ５９・６０及び一
方向クラッチ６１を介して副変速軸４７を連結させ、刈
取部８を車速同調速度で駆動している。Further, a hydraulic stepless transmission member 25 for traveling is provided.
Performs forward / reverse rotation and rotation speed control of the first hydraulic motor 24 by adjusting the angle of the rotary swash plate of the first hydraulic pump 23. The rotation output of the first hydraulic motor 24 is transmitted to the transmission gear of the output shaft 31. The transmission is transmitted from a gear 42 to a center gear 46 fixed to a sun gear shaft 39 via the respective gears 43, 44, 45 and the auxiliary transmission mechanism 32 to rotate the sun gear 36. The auxiliary transmission mechanism 32 includes an auxiliary transmission shaft 47 having the gear 44, and a parking brake shaft 49 having a gear 48 that meshes with a center gear 46 via the gear 45.
A pair of low-speed gears 50 and 51, medium-speed gears 52 and 53, and high-speed gears 54 and 51 are provided between the auxiliary transmission shaft 47 and the brake shaft 49.
48, a low-medium speed slider 55 and a high speed slider 5
The sub-shift is switched between low speed, medium speed, and high speed by the slide operation of No. 6. Note that there is neutrality between low and medium speeds and between medium and high speeds. The brake shaft 4
9, a parking brake 57 is provided, and a sub-transmission shaft 47 is connected via gears 59 and 60 and a one-way clutch 61 to a cutting PTO shaft 58 that transmits a rotating force to the cutting unit 8, and the cutting unit 8 is driven at the vehicle speed synchronization speed. It is driven by.

【０００９】上記のように、前記センタギヤ４６を介し
サンギヤ軸３９に伝達された第１油圧モータ２４からの
駆動力を、左右の遊星ギヤ機構３５を介して左右キャリ
ヤ軸４０に伝達させると共に、左右キャリヤ軸４０に伝
達された回転を左右の駆動輪３４にそれぞれ伝え、左右
走行クローラ２を駆動するように構成している。As described above, the driving force from the first hydraulic motor 24 transmitted to the sun gear shaft 39 via the center gear 46 is transmitted to the left and right carrier shafts 40 via the left and right planetary gear mechanisms 35 and The rotation transmitted to the carrier shaft 40 is transmitted to the left and right drive wheels 34, respectively, and the left and right traveling crawlers 2 are driven.

【００１０】さらに、旋回用の油圧式無段変速機構で形
成する操向部材２８は、第２油圧ポンプ２６の回転斜板
の角度変更調節により第２油圧モータ２７の正逆回転と
回転数の制御を行うもので、操向出力ブレーキ６２を有
するブレーキ軸６３と、操向出力クラッチ６４を有する
クラッチ軸６５と、前記の左右リングギヤ３８の外歯３
８ｂに常時噛合させる左右入力ギヤ６６・６７を設け、
第２油圧モータ２７の出力軸６８に前記ブレーキ軸６３
及び操向出力クラッチ６４を介してクラッチ軸６５を連
結させ、クラッチ軸６５に正転ギヤ６９を介して右入力
ギヤ６７を連結させ、またクラッチ軸６５に正転ギヤ６
９及び逆転ギヤ７０を介して左入力ギヤ６６を連結させ
ている。そして、副変速スライダ５５・５６の中立によ
って前記ブレーキ６２を入にしかつクラッチ６４を切に
する一方、前記中立以外の副変速出力時にブレーキ６２
を切にしかつクラッチ６４を入にし、右側のリングギヤ
３８の外歯３８ｂに正転ギヤ６９を介してモータ２７回
転力を伝え、また左側のリングギヤ３８の外歯３８ｂに
正転ギヤ６９及び逆転ギヤ７０を介してモータ２７回転
を伝え、第２油圧モータ２７を正転（逆転）時、左右同
一回転数で、左リングギヤ３８を逆転（正転）させ、か
つ右リングギヤ３８を正転（逆転）とさせるように構成
している。Further, a steering member 28 formed by a hydraulic stepless speed change mechanism for turning is provided with a forward / reverse rotation of the second hydraulic motor 27 and a rotation speed of the second hydraulic motor 27 by adjusting the angle of the rotary swash plate of the second hydraulic pump 26. The control includes a brake shaft 63 having a steering output brake 62, a clutch shaft 65 having a steering output clutch 64, and external teeth 3 of the left and right ring gears 38.
8b are provided with left and right input gears 66 and 67 which are always engaged with each other.
The output shaft 68 of the second hydraulic motor 27 is connected to the brake shaft 63.
And a clutch shaft 65 is connected via a steering output clutch 64, a right input gear 67 is connected to the clutch shaft 65 via a forward rotation gear 69, and the forward rotation gear 6 is connected to the clutch shaft 65.
9 and a left input gear 66 via a reverse gear 70. The brake 62 is turned on and the clutch 64 is turned off by the neutral position of the sub-transmission sliders 55 and 56.
Is disengaged and the clutch 64 is engaged, the torque of the motor 27 is transmitted to the external teeth 38b of the right ring gear 38 via the forward rotation gear 69, and the forward gear 69 and the reverse rotation gear are transmitted to the external teeth 38b of the left ring gear 38. When the second hydraulic motor 27 is rotated forward (reverse rotation), the left ring gear 38 is rotated reversely (forward rotation) and the right ring gear 38 is rotated forward (reverse rotation) at the same left and right rotation speed. It is configured to be.

【００１１】而して、旋回用の第２油圧モータ２７を停
止させて左右リングギヤ３８を静止固定させた状態で、
走行用の第１油圧モータ２４を駆動すると、第１油圧モ
ータ２４からの回転出力はセンタギヤ４６から左右のサ
ンギヤ３６に同一回転数で伝達され、左右遊星ギヤ機構
３５のプラネタリギヤ３７、キャリヤ４１を介して左右
の走行クローラ２が左右同一回転方向で同一回転数によ
って駆動され、機体の前後方向直進走行が行われる。一
方、走行用の第１油圧モータ２４を停止させて左右のサ
ンギヤ３６を静止固定させた状態で、旋回用の第２油圧
モータ２７を正逆回転駆動すると、左側の遊星ギヤ機構
３５が正或いは逆回転、また右側の遊星ギヤ機構３５が
逆或いは正回転し、左右走行クローラ２を逆方向に駆動
し、機体を左或いは右に旋回させる。また、走行用の第
１油圧モータ２４を駆動させながら、旋回用の第２油圧
モータ２７を駆動することにより、機体が左右に旋回し
て進路が修正されるもので、機体の旋回半径は第２油圧
モータ２７の出力回転数によって決定される。With the second hydraulic motor 27 for turning stopped and the left and right ring gears 38 fixed and stationary,
When the first hydraulic motor 24 for traveling is driven, the rotational output from the first hydraulic motor 24 is transmitted from the center gear 46 to the left and right sun gears 36 at the same rotational speed, and is transmitted via the planetary gear 37 of the left and right planetary gear mechanism 35 and the carrier 41. The left and right traveling crawlers 2 are driven at the same rotational speed in the same rotational direction in the left and right directions, so that the body travels straight in the front-rear direction. On the other hand, when the first hydraulic motor 24 for traveling is stopped and the left and right sun gears 36 are stationary and the second hydraulic motor 27 for rotation is driven forward and reverse, the left planetary gear mechanism 35 is driven forward or backward. The reverse rotation and the right planetary gear mechanism 35 rotate in the reverse or forward direction, drive the left and right traveling crawlers 2 in the reverse direction, and turn the body to the left or right. Also, by driving the second hydraulic motor 27 for turning while driving the first hydraulic motor 24 for traveling, the aircraft turns left and right to correct the course, and the turning radius of the aircraft is It is determined by the output rotation speed of the two hydraulic motors 27.

【００１２】さらに、図２、図４乃至図１２に示す如
く、前記運転台１８の前部上面にステアリングコラム７
１を立設固定させ、ステアリングコラム７１上面上方側
に操向ハンドル１９を縦軸回りに回転自在に取付けると
共に、運転台１８左側にサイドコラム７２を設け、サイ
ドコラム７２下方にミッション２２を配設させ、主変速
レバー７３、副変速レバー７４、刈取クラッチレバー７
５、脱穀クラッチレバー７６を前記サイドコラム７２に
取付ける。また、前記ステアリングコラム７１は、アル
ミニウム合金鋳物を成形加工して形成し、左右に分割自
在な２つ割れ構造で複数のボルト７７で締結して箱形に
形成している。Further, as shown in FIGS. 2, 4 to 12, the steering column 7
The steering handle 19 is mounted on the upper side of the upper surface of the steering column 71 so as to be rotatable around the vertical axis, a side column 72 is provided on the left side of the cab 18, and the transmission 22 is provided below the side column 72. The main transmission lever 73, the sub transmission lever 74, the reaping clutch lever 7
5. Attach the threshing clutch lever 76 to the side column 72. The steering column 71 is formed by molding and processing an aluminum alloy casting, and is formed into a box shape by splitting right and left into two parts and fastening with a plurality of bolts 77.

【００１３】また、前記ステアリングコラム７１上部に
チルト台７８を一体形成し、チルト台７８に支点ボルト
７９を介してチルトブラケット８０を回転自在に軸支さ
せ、チルトレバー８１によってチルトブラケット８０を
角度調節自在に固定させる。前記チルトブラケット８０
に軸ケース８２下部を一体固定させ、コラム７１上面に
固定させる上面カバー８３上方に軸ケース８２を延設さ
せ、軸ケース８２内部に上ハンドル軸８４を回転自在に
軸支させ、上ハンドル軸８４上端に操向ハンドル１９を
固定させ、チルトレバー８１操作により支点ボルト７９
回りにハンドル１９を前後方向に移動調節して一定位置
に支持させ、ハンドル１９取付け位置を前後方向に調節
して作業者が操作し易い位置に固定させる。A tilt base 78 is integrally formed above the steering column 71, the tilt bracket 80 is rotatably supported on the tilt base 78 via a fulcrum bolt 79, and the tilt bracket 80 is angle-adjusted by a tilt lever 81. Fix freely. The tilt bracket 80
The lower part of the shaft case 82 is integrally fixed to the upper surface of the column 71, and the shaft case 82 is extended above the upper surface cover 83 to be fixed to the upper surface of the column 71. The upper handle shaft 84 is rotatably supported inside the shaft case 82, The steering handle 19 is fixed to the upper end, and the fulcrum bolt 79 is operated by operating the tilt lever 81.
The handle 19 is moved around in the front-rear direction and adjusted to be supported at a fixed position, and the position at which the handle 19 is mounted is adjusted in the front-rear direction and fixed at a position where the operator can easily operate.

【００１４】また、前記上ハンドル軸８４の下端部に自
在継手８５を介して下ハンドル軸８６上端側を連結さ
せ、下ハンドル軸８６をステアリングコラム７１上部に
回転自在に軸支させると共に、ステアリングコラム７１
上部に操向入力軸８７上端部を回転自在に軸支させ、下
ハンドル軸８６のギヤ８８と操向入力軸８７のセクタギ
ヤ８９を噛合させて各軸８６・８７を連結させ、ステア
リングコラム７１内部の略中央で上下方向に操向入力軸
８７を延設させる。An upper end of a lower handle shaft 86 is connected to a lower end of the upper handle shaft 84 via a universal joint 85 so that the lower handle shaft 86 is rotatably supported on an upper portion of the steering column 71. 71
The upper end of the steering input shaft 87 is rotatably supported on the upper portion, and the gear 88 of the lower handle shaft 86 and the sector gear 89 of the steering input shaft 87 are engaged with each other to connect the shafts 86 and 87 to each other. The steering input shaft 87 extends in the vertical direction substantially at the center.

【００１５】さらに、前記ステアリングコラム７１の左
側面で上下幅略中間に軸受部材９０を着脱自在に固定さ
せ、変速入力軸９１の一端部を軸受部材９０にベアリン
グ９２を介して回転自在に片持ち支持させ、変速入力軸
９１を左右方向に略水平に軸支させると共に、操向入力
軸８７下端に自在継手９３を介して入力支点軸９４上端
側を連結させ、入力支点軸９４に操向入力部材９５を固
定させ、変速入力軸９１に操向入力部材９５を回転自在
に取付けると共に、操向入力部材９５に入力連結体９６
を着脱自在に固定させ、連係ボルト９７によって前記操
向入力部材９５と入力連結体９６を連結させ、また変速
入力軸９１にベアリング９５ａを介して操向入力部材９
５を回転自在に軸支させ、操向入力部材９５を操向入力
軸８７回りに回転自在に支持させる。また、前記操向入
力軸８７の正逆転によって操向入力部材９５を略垂直な
入力軸８７芯線回りに正逆転させると共に、前記変速入
力軸９１の正逆転によって略水平な左右方向の入力軸９
１芯線回りに入力支点軸９４及び操向入力部材９５を前
後方向に傾動させるもので、垂直方向の操向入力軸８７
芯線と左右水平方向の変速入力軸９１芯線とが直角交叉
する交点に自在継手９３を取付け、操向ハンドル１９の
操向入力軸８７正逆転操作により操向入力軸８７芯線回
りに操向入力部材９５と入力連結体９６を正逆転させ
る。Further, a bearing member 90 is detachably fixed to the left side surface of the steering column 71 substantially at the middle of the vertical width, and one end of the speed change input shaft 91 is rotatably cantilevered to the bearing member 90 via the bearing 92. The transmission input shaft 91 is supported substantially horizontally in the left-right direction, and the lower end of the steering input shaft 87 is connected to the upper end of the input fulcrum shaft 94 via a universal joint 93, so that the steering input shaft 94 can receive steering input. The member 95 is fixed, the steering input member 95 is rotatably mounted on the speed change input shaft 91, and the input connecting body 96 is connected to the steering input member 95.
Is detachably fixed, the steering input member 95 and the input connecting body 96 are connected by a linkage bolt 97, and the steering input member 9 is connected to the speed change input shaft 91 via a bearing 95a.
5 is rotatably supported, and the steering input member 95 is rotatably supported around the steering input shaft 87. The forward / reverse rotation of the steering input shaft 87 causes the steering input member 95 to rotate forward / reverse about a substantially vertical axis of the input shaft 87, and the forward / reverse rotation of the speed change input shaft 91 causes the input shaft 9 in a substantially horizontal left / right direction.
The input fulcrum shaft 94 and the steering input member 95 are tilted in the front-rear direction around one core line.
A universal joint 93 is mounted at the intersection of the center line and the shift input shaft 91 in the left and right horizontal direction at a right angle, and the steering input member 87 is rotated around the core line of the steering input shaft 87 by a forward / reverse operation of the steering input shaft 87 of the steering handle 19. 95 and the input connector 96 are reversed.

【００１６】さらに、前記ステアリングコラム７１の下
部前側に主変速軸９９を回転自在に軸支させ、左右方向
に略水平に横架させる主変速軸９９の左側端をステアリ
ングコラム７１の左側外方に突設させると共に、サイド
コラム７２下方の機台３に回転自在に設ける中介軸１０
０に、リンク１０１・１０２並びに長さ調節ターンバッ
クル１０３付きロッド１０４を介して主変速軸９９を連
結させる。また、図４の如く、レバー支点軸１０５を介
して機台３に回転自在に支点板１０６を取付け、支点板
１０６に筒軸１０７を介して主変速レバー７３基部を左
右方向に揺動自在に取付けると共に、支点板１０６にリ
ンク１０８・１０９を介して中介軸１００を連結させ、
主変速レバー７３をレバー支点軸１０５回りに前後方向
に揺動させる変速操作によって主変速軸９９を正逆転さ
せる。また、ロッド形主変速部材１１０及び上連結板１
１１及び下リンク１１２を介して変速入力軸９１に主変
速軸９９を連結させ、主変速レバー７３の主変速軸９９
正逆転操作により前記操向入力部材９５を変速入力軸９
１芯線回りに前後に傾動させる。Further, a main transmission shaft 99 is rotatably supported on the lower front side of the steering column 71, and the left end of the main transmission shaft 99, which is laid substantially horizontally in the left-right direction, is located on the left outside of the steering column 71. The intermediate shaft 10 which is protruded and rotatably provided on the machine base 3 below the side column 72.
0, the main transmission shaft 99 is connected via the links 101 and 102 and the rod 104 with the length adjusting turnbuckle 103. As shown in FIG. 4, a fulcrum plate 106 is rotatably mounted on the machine base 3 via a lever fulcrum shaft 105, and the base of the main transmission lever 73 is swingably movable in the left-right direction via the cylinder shaft 107 on the fulcrum plate 106. Attach and attach the intermediate shaft 100 to the fulcrum plate 106 via links 108 and 109,
The speed change operation of swinging the main speed change lever 73 in the front-rear direction around the lever fulcrum shaft 105 causes the main speed change shaft 99 to rotate forward and reverse. In addition, the rod-type main transmission member 110 and the upper connecting plate 1
The main transmission shaft 99 is connected to the transmission input shaft 91 via the lower transmission link 11 and the lower link 112.
By the forward / reverse operation, the steering input member 95 is moved to the speed change input shaft 9.
Tilt back and forth around one core wire.

【００１７】さらに、筒軸形の操向出力軸１１３を前記
主変速軸９９に回転自在に取付け、リンク形操向出力部
材１１４を操向出力軸１１３に固定させると共に、ロッ
ド形操向結合部材１１５の上端部を前記入力連結体９６
に自在継手形操向入力連結部１１６を介して連結させ、
球関継手形操向出力連結部１１７を介して操向結合部材
１１５の下端部を操向出力部材１１４に連結させ、走行
進路を変更させる操向機構１１８を構成している。Further, a cylindrical steering output shaft 113 is rotatably mounted on the main transmission shaft 99, and a link steering output member 114 is fixed to the steering output shaft 113, and a rod-shaped steering connecting member is provided. 115 is connected to the input connector 96
To a universal joint type steering input connecting portion 116,
A lower end portion of the steering connection member 115 is connected to the steering output member 114 via a ball-and-joint joint type steering output connection portion 117 to constitute a steering mechanism 118 for changing the traveling course.

【００１８】さらに、前記操向出力軸１１３の上方で該
軸１１３と略平行に変速出力軸１１９をステアリングコ
ラム７１内部に回転自在に軸支させ、リンク形変速出力
部材１２０を変速出力軸１１９に固定させると共に、ロ
ッド形変速結合部材１２１の上端部を前記入力連結体９
６に自在継手形変速入力連結部１２２を介して連結さ
せ、球関継手形変速出力連結部１２３を介して変速結合
部材１２１の下端部を変速出力部材１２０に連結させ、
走行速度の変更並びに前後進の切換を行う変速機構１２
４を構成している。Further, a speed change output shaft 119 is rotatably supported inside the steering column 71 above the steering output shaft 113 and substantially parallel to the shaft 113, and a link type speed change output member 120 is attached to the speed change output shaft 119. At the same time, the upper end of the rod-shaped speed change coupling member 121 is
6 through a universal joint type shift input connecting portion 122, and a lower end portion of the shift coupling member 121 via a ball joint type shift output connecting portion 123 to the shift output member 120;
Transmission mechanism 12 for changing running speed and switching between forward and reverse
4.

【００１９】さらに、互に回転自在な二重軸構造の内側
の操向操作軸１２５並びに外側の変速操作軸１２６をス
テアリングコラム７１の下部後側で左右幅中央の軸受部
１２７に回転自在に取付けるもので、長さ調節自在な球
関継手軸１２８及び変速リンク１２９・１３０を介して
前記変速出力軸１１９に変速操作軸１２６上端部を連結
させると共に、長さ調節自在な球関継手軸１３１及び操
向リンク１３２・１３３を介して前記操向出力軸１１３
に操向操作軸１２５上端部を連結させる。Further, an inner steering operation shaft 125 and an outer speed change operation shaft 126 having a double shaft structure rotatable with each other are rotatably mounted on a bearing portion 127 in the left and right center at the lower rear side of the steering column 71. The upper end of the speed change operation shaft 126 is connected to the speed change output shaft 119 via the ball joint shaft 128 of which length is adjustable and the speed change links 129 and 130, and the ball joint shaft 131 of which length is adjustable. The steering output shaft 113 is provided via steering links 132 and 133.
To the upper end of the steering operation shaft 125.

【００２０】また、前記各操作軸１２５・１２６は同一
軸芯上に略垂直にステアリングコラム７１底部に立設さ
せ、各操作軸１２５・１２６上端部をステアリングコラ
ム７１内部に延設させて各出力軸１１３・１１９に連結
させると共に、ステアリングコラム７１底面下方に各操
作軸１２５・１２６下端部を突設させ、前記運転台２０
の作業者搭乗ステップ１３４下面側に各操作軸１２５・
１２６下端側を延設させるもので、前記変速部材２５の
出力制御軸１３５に車速制御アーム１３６を固定させ、
ターンバックル１３７付き長さ調節自在車速ロッド１３
８及び車速リンク１３９を介して前記変速操作軸１２６
下端部に車速制御アーム１３６を連結させ、出力制御軸
１３５の正逆転操作により第１油圧ポンプ２３斜板角調
節を行って第１油圧モータ２４の回転数制御及び正逆転
切換を行い、走行速度（車速）の無段階変更並びに前後
進の切換を行う。また、前記操向部材２８の出力制御軸
１４０に操向制御アーム１４１を固定させ、ターンバッ
クル１４２付き長さ調節自在旋回ロッド１４３及び旋回
リンク１４４を介して操向操作軸１２５下端部に操向制
御アーム１４１を連結させ、出力制御軸１４０の正逆転
操作により第２油圧ポンプ２６斜板角調節を行って第２
油圧モータ２７の回転数制御及び正逆転切換を行い、操
向角度（旋回半径）の無段階変更並びに左右旋回方向の
切替を行う。Each of the operating shafts 125 and 126 is erected substantially vertically on the same axis at the bottom of the steering column 71, and the upper end of each of the operating shafts 125 and 126 is extended inside the steering column 71 so that each of the output shafts 125 and 126 is output. In addition to being connected to the shafts 113 and 119, the lower ends of the operation shafts 125 and 126 are projected below the bottom surface of the steering column 71, and the cab 20
Each operation shaft 125.
The lower end side of the transmission 126 is extended, and a vehicle speed control arm 136 is fixed to an output control shaft 135 of the transmission member 25.
Adjustable length vehicle speed rod 13 with turnbuckle 137
8 and the speed change operation shaft 126 via the vehicle speed link 139.
The vehicle speed control arm 136 is connected to the lower end, the swash plate angle of the first hydraulic pump 23 is adjusted by the forward / reverse operation of the output control shaft 135, and the rotation speed control and forward / reverse switching of the first hydraulic motor 24 are performed. Stepless change of (vehicle speed) and switching between forward and backward. Further, the steering control arm 141 is fixed to the output control shaft 140 of the steering member 28, and the steering control arm 141 is steered to the lower end of the steering operation shaft 125 via the turning adjustable pivot rod 143 with the turnbuckle 142 and the pivot link 144. The control arm 141 is connected, the swash plate angle of the second hydraulic pump 26 is adjusted by the forward / reverse operation of the output control shaft 140, and the second
The rotation speed control and forward / reverse switching of the hydraulic motor 27 are performed, and the steering angle (turning radius) is steplessly changed and the left / right turning direction is switched.

【００２１】さらに、前記ステアリングコラム７１の右
側外面にアクセルレバー１４５を前後方向回転自在に設
け、エンジン２１にアクセルレバー１４５を連結させる
アクセルワイヤ１４６をステアリングコラム７１前面内
側に沿わせて下方から延出させ、アクセルレバー１４５
によってエンジン２１回転数を手動調節すると共に、前
記ステアリングコラム７１後面にメンテナンス窓１４７
を開設させ、着脱自在な蓋１４８によってメンテナンス
窓１４７を閉鎖している。Further, an accelerator lever 145 is provided on the right outer surface of the steering column 71 so as to be rotatable in the front-rear direction, and an accelerator wire 146 connecting the accelerator lever 145 to the engine 21 extends from below along the inside of the front surface of the steering column 71. Let the accelerator lever 145
The rotation speed of the engine 21 is adjusted manually by the operator, and a maintenance window 147 is provided on the rear surface of the steering column 71.
And the maintenance window 147 is closed by a detachable lid 148.

【００２２】上記のように、変速機構１２４動作量に比
例させて操向機構１１８操向量を変化させるもので、高
速側走行変速によって操向量を自動的に拡大させ、かつ
低速側走行変速によって操向量を自動的に縮少させ、操
向ハンドル１９の一定量の操作によって走行速度に関係
なく左右走行クローラ２の旋回半径を略一定に維持さ
せ、農作業走行速度の変更並びに作物列などに機体を沿
わせる進路修正などを行わせると共に、逆円錐形の変速
機構１２４並びに操向機構１１８を形成し、操向操作に
よって操向入力軸８７を回転させて操向入力部材９５を
作動させ、例えば旋回させ乍ら走行速度を減速させる動
作を行わせ、変速操作によって変速入力軸９１を回転さ
せて操向入力部材９５を作動させ、走行変速による旋回
半径の拡大縮少並びに走行変速中立による旋回出力の中
止などの操作を行わせる。As described above, the steering amount is changed in proportion to the operation amount of the speed change mechanism 124. The steering amount is automatically enlarged by the high speed side shift, and the steering amount is increased by the low speed side shift. The amount of direction is automatically reduced, the turning radius of the left and right traveling crawlers 2 is maintained substantially constant irrespective of the traveling speed by a fixed amount of operation of the steering handle 19, and the aircraft is changed in the agricultural work traveling speed and the crop row. Along the course correction, the reverse input conical transmission mechanism 124 and the steering mechanism 118 are formed, and the steering input shaft 87 is rotated by the steering operation to operate the steering input member 95, for example, turning. Then, an operation of reducing the traveling speed is performed, and the speed change input shaft 91 is rotated by the speed change operation to operate the steering input member 95, thereby increasing or decreasing the turning radius due to the speed change. To perform operations such as discontinuation of the turning output by the running gear neutral.

【００２３】また、操向入力部材９５と操向結合部材１
１５を連結させる操向入力連結部１１６を変速入力軸９
１芯線上に配設させ、変速入力部材９６と変速結合部材
１２１を連結させる変速入力連結部１２２を、変速入力
軸９１芯線と交叉する直線Ｘ上に配設させ、操向入力軸
８７及び変速入力軸９１を中心とする操向入力部材９５
の相対的な運動を容易に設定でき、設計及び組立及び構
造の簡略化並びに動作の信頼性向上などを図れると共
に、変速入力軸９１芯線と操向入力軸８７芯線が交叉す
る軸芯交点Ｏを中心とする円周Ｃ上に、変速入力連結部
１２２並びに操向入力連結部１１６を配設させ、操向入
力部材９５などの構造の簡略化及びコンパクト化などを
図るもので、変速出力部材１２０と変速結合部材１２１
を連結させる変速出力連結部１２３と、操向出力部材１
１４と操向結合部材１１５を連結させる操向出力連結部
１１７を、操向入力軸８７芯線上に配設させ、前進時と
後進時の変速切換による逆ハンドル現像を防止し、変速
出力部材１２０及び操向出力部材１１４の設計及び組立
及び構造の簡略化並びに動作の信頼性向上などを図ると
共に、変速入力軸９１と操向入力軸８７の軸芯交点Ｏに
対する変速出力連結部１２３の距離と、操向出力連結部
１１７の距離を異ならせ、変速出力連結部１２３と操向
出力連結部１１７を同一直線Ｄ上で離間させることによ
って各連結部１１７・１２３の干渉防止並びに移動範囲
の設定などを容易に行え、変速結合部材１２１及び操向
結合部材１１５を狭少場所に設置できるように構成して
いる。Further, the steering input member 95 and the steering coupling member 1
15 is connected to the speed change input shaft 9.
A shift input connecting portion 122 that is arranged on one core line and connects the shift input member 96 and the shift coupling member 121 is arranged on a straight line X that intersects with the shift input shaft 91 core line. Steering input member 95 centered on input shaft 91
Can be easily set, simplification of design and assembly and structure, improvement of operation reliability, etc. can be achieved. In addition, a shaft intersection point O at which the transmission input shaft 91 core line and the steering input shaft 87 core line intersect can be set. The transmission input connecting portion 122 and the steering input connecting portion 116 are disposed on the center circle C to simplify and reduce the structure of the steering input member 95 and the like. And the speed change coupling member 121
Output connecting portion 123 for connecting the steering output member 1
A steering output connecting portion 117 for connecting the steering coupling member 115 to the steering connecting member 115 is disposed on the core line of the steering input shaft 87 to prevent reverse handle development due to shifting between forward and reverse shifting, and to provide a shifting output member 120. In addition to simplifying the design, assembly and structure of the steering output member 114 and improving the reliability of operation, the distance between the transmission output connecting portion 123 with respect to the axis O intersection of the transmission input shaft 91 and the steering input shaft 87 is determined. By changing the distance of the steering output connecting portion 117 and separating the transmission output connecting portion 123 and the steering output connecting portion 117 on the same straight line D, the interference of the connecting portions 117 and 123 and the setting of the movement range are performed. And the speed change coupling member 121 and the steering coupling member 115 can be installed in a small place.

【００２４】また、変速入力連結部１１６と、操向入力
連結部１２２を、変速入力軸９１と操向入力軸８７の軸
芯交点Ｏを中心とする円周Ｃ上で約９０度離間させ、変
速入力軸９１の回転によって操向入力連結部１１６を一
定位置に維持させかつ変速入力連結部１２２の変位量を
最大にして走行変速を行わせると共に、前記各入力連結
部１１６・１２２を移動させる平面上に変速入力軸９１
を配置させる構造で各連結部１１６・１２２の移動量を
容易に確保し、コンパクトで機能的に操向入力部材９５
を配置させるもので、操向入力軸８７回りに約９０度の
範囲内で変速入力連結部１２２及び操向入力連結部１１
６を移動させ、前後進切換による逆ハンドル現像の防止
並びに各入力連結部１１６・１２２の移動量の確保と共
に、操向入力軸８７を回転させる操向角度に応じて変速
入力連結部１２２を減速方向に移動させる動作と、旋回
内側の走行クローラ２を逆転させるスピンターン動作を
容易に行わせ、コンパクトな構造で機能的に構成してい
る。また、前記スピンターン動作は、操向部材２８の出
力により差動機構３３を介して左右走行クローラ２の一
方を正転させかつもう一方を逆転させ、左右走行クロー
ラ２の前後及び左右中心点回りに旋回させる動作であ
り、前後進走行と旋回とが同時に行われて前後進出力で
ある変速部材２５の回転と旋回出力である操向部材２８
の回転の割合により旋回半径が決定される。さらに、変
速出力軸１１９及び操向出力軸１１３を変速入力軸９１
と略平行に設け、前記各出力軸１１３・１１９を複数に
分割自在なケースを形成するコラム７１に高精度で軸支
させると共に、変速入力軸９１並びに前記各出力軸１１
３・１１９を左右方向に延設させることによって機体前
後方向の連結構造を容易に得られ、主変速レバー７３と
変速入力軸９１の連結、並びに変速部材２５及び操向部
材２８と前記出力軸１１３・１１９との連結を容易に行
え、操作構造の簡略化並びに取扱い性向上などを図れる
ように構成している。Further, the shift input connecting portion 116 and the steering input connecting portion 122 are separated from each other by about 90 degrees on a circumference C around the axis O of the shift input shaft 91 and the steering input shaft 87. The steering input connecting portion 116 is maintained at a fixed position by the rotation of the shift input shaft 91, the traveling shift is performed by maximizing the displacement amount of the shift input connecting portion 122, and the input connecting portions 116 and 122 are moved. Transmission input shaft 91 on a plane
, The moving amounts of the connecting portions 116 and 122 are easily secured, and the steering input member 95 is compact and functional.
The transmission input connecting portion 122 and the steering input connecting portion 11 are provided within a range of about 90 degrees around the steering input shaft 87.
6 to prevent reverse handle development by forward / reverse switching, secure the amount of movement of each input connecting portion 116/122, and decelerate the speed change input connecting portion 122 according to the steering angle at which the steering input shaft 87 is rotated. The operation of moving the crawler 2 in the direction and the spin turn operation of reversing the traveling crawler 2 on the inner side of the turn are easily performed, and the apparatus is functionally configured with a compact structure. In addition, the spin turn operation is performed by rotating one of the left and right traveling crawlers 2 forward and the other by the output of the steering member 28 via the differential mechanism 33 to rotate the left and right traveling crawlers 2 around the front and rear and left and right center points. In this operation, forward and backward traveling and turning are performed simultaneously, and the steering member 28 which is the rotation of the speed change member 25 which is the forward and backward output and the turning output.
The turning radius is determined by the rate of rotation. Further, the transmission output shaft 119 and the steering output shaft 113 are connected to the transmission input shaft 91.
And the output shafts 113 and 119 are supported with high precision on a column 71 forming a case that can be divided into a plurality of parts.
3 and 119 are extended in the left-right direction to easily obtain a connection structure in the longitudinal direction of the fuselage. The connection between the main transmission lever 73 and the transmission input shaft 91, the transmission member 25, the steering member 28, and the output shaft 113 are easily achieved. -It is configured so that it can be easily connected to the 119, and the operation structure can be simplified and the handleability can be improved.

【００２５】さらに、図１２に示す如く、前記旋回ロッ
ド１４３中間部に伸縮ダンパ１４９を設け、操向ハンド
ル１９の操向操作による押し方向と引き方向の双方向で
前記ロッド１４３に一定以上の押引力が作用したとき、
即ち、操向ハンドル１９の切角１１６度（８５パーセン
ト）操作により、操向制御アーム１４１が最高出力位置
に移動したとき、前記ダンパ１４９が圧縮してロッド１
４３を伸縮させ、第２油圧ポンプ２６を最高出力維持し
た状態で操向ハンドル１９をさらに旋回方向に回転操作
させ、操向ハンドル１９を切角１１６度から切角１３５
度まで操作するように構成している。Further, as shown in FIG. 12, a telescopic damper 149 is provided at an intermediate portion of the turning rod 143, and the rod 143 is pushed more than a certain amount in both the pushing direction and the pulling direction by the steering operation of the steering handle 19. When gravitation is applied,
That is, when the steering control arm 141 moves to the maximum output position by operating the steering handle 19 at a turning angle of 116 degrees (85%), the damper 149 is compressed and the rod 1
When the steering handle 19 is further rotated in the turning direction while the second hydraulic pump 26 is maintained at the maximum output, the steering handle 19 is turned from the turning angle of 116 degrees to the turning angle of 135.
It is configured to operate up to a degree.

【００２６】さらに、図１２に示す如く、前記車速制御
アーム１３６にピン１５０を固定させ、前記ピン１５０
を摺動自在に貫挿させる長孔１５１を前記車速ロッド１
３８端部に形成し、車速ロッド１３８を車速制御アーム
１３６に長孔１５１及びピン１５０を介して連結させ、
前記アーム１３６が中立で主変速レバー７３が中立操作
位置のときに前記長孔１５１の長手方向の略中央にピン
１５０を位置させ、前記ロッド１３８の押引による前後
進変速の両方に略等しいストロークがピン１５０に対し
て形成され、前後進変速の両方で前記アーム１３６が略
対称（正逆転）動作を行うように構成している。Further, as shown in FIG. 12, a pin 150 is fixed to the vehicle speed control arm 136, and
The vehicle speed rod 1 has a long hole 151 through which the vehicle speed rod 1 is slidably inserted.
38, the vehicle speed rod 138 is connected to the vehicle speed control arm 136 via the elongated hole 151 and the pin 150,
When the arm 136 is neutral and the main speed change lever 73 is in the neutral operation position, the pin 150 is located substantially at the center of the long hole 151 in the longitudinal direction, and the stroke is substantially equal to both forward and backward shifts by pushing and pulling the rod 138. Are formed with respect to the pin 150 so that the arm 136 performs a substantially symmetrical (forward / reverse) operation in both forward and backward shifts.

【００２７】そして、中立位置の主変速レバー７３を変
速操作して変速開始位置に移動させることにより、車速
ロッド１３８の押引によって長孔１５１の長手方向端部
にピン１５０が当接し、主変速レバー７３と車速制御ア
ーム１３６が連結させると共に、主変速レバー７３をさ
らに変速操作して変速部材２５の最高出力位置までの間
に傾倒支持させることにより、中立位置の車速制御アー
ム１３６を最高出力位置までの変速ゾーンに主変速レバ
ー７３操作量に比例させて移動させ、変速部材２５の第
１油圧モータ２４を無段階に変速出力させ、左右走行ク
ローラ２を等速度で同一方向に駆動して前後進させるよ
うに構成している。When the main shift lever 73 in the neutral position is shifted to the shift start position by shifting the speed, the pin 150 comes into contact with the longitudinal end of the long hole 151 by pushing and pulling the vehicle speed rod 138, and the main shift is performed. The lever 73 and the vehicle speed control arm 136 are connected to each other, and the main speed change lever 73 is further operated to incline and support the transmission member 25 to the maximum output position so that the vehicle speed control arm 136 in the neutral position is at the maximum output position. The first hydraulic motor 24 of the speed change member 25 is steplessly output to the speed change zone up to the speed change zone, and the left and right traveling crawlers 2 are driven at the same speed in the same direction to move back and forth. It is configured to advance.

【００２８】さらに、操向ハンドル１９の切角１５度以
内の操向操作によって機体中心速度を略一定に保って進
路を修正する。また、操向ハンドル１９をさらに操向操
作して操向部材２８の最高出力位置までの操向ハンドル
１９切角１１６度間で回転させることにより、操向ハン
ドル１９回転角度に比例して操向制御アーム１４１を最
高出力位置までの間で移動させ、操向部材２８の第２油
圧モータ２７を無段階に変速出力させ、左右走行クロー
ラ２の速度差を無段階に変更させると共に、操向ハンド
ル１９回転角度に比例して車速ロッド１３８及び車速制
御アーム１３６を変速中立方向に復動させ、左右走行ク
ローラ２の走行速度を無段階に減速させ、操向ハンドル
１９切角を大きくすることにより、旋回半径が小さくな
り、走行速度が遅くなり、左右旋回動作が行われる。ま
た、切角１１６度の操向ハンドル１９をさらに操向操作
してスピンターンゾーン内を切角１３５度の最大操向位
置までの間に回転させることにより、ダンパ１４９の伸
縮吸収動作によって旋回ロッド１４３（連結長さ）を伸
縮させ、操向制御アーム１４１を最高出力位置に維持し
た状態で、車速ロッド１３８及び車速制御アーム１３６
をさらに変速中立方向に復動させ、左右走行クローラ２
の左右幅中間に形成される旋回中心回りに方向転換する
スピンターン動作が行われるように構成している。Further, the course is corrected while the center speed of the fuselage is kept substantially constant by the steering operation of the steering handle 19 within the turning angle of 15 degrees. Further, the steering handle 19 is further steered to rotate the steering handle 19 to a maximum output position of the steering member 28 at a turning angle of 116 degrees, so that the steering is performed in proportion to the rotation angle of the steering handle 19. The control arm 141 is moved to the maximum output position, the speed of the second hydraulic motor 27 of the steering member 28 is steplessly output, and the speed difference between the left and right traveling crawlers 2 is changed steplessly. The vehicle speed rod 138 and the vehicle speed control arm 136 are moved back in the neutral direction of the gear shift in proportion to the 19 rotation angle, the traveling speed of the left and right traveling crawlers 2 is steplessly reduced, and the steering angle of the steering handle 19 is increased. The turning radius is reduced, the traveling speed is reduced, and a left-right turning operation is performed. Further, the steering handle 19 having a steering angle of 116 degrees is further steered to rotate the inside of the spin turn zone to a maximum steering position having a steering angle of 135 degrees, whereby the swiveling rod is absorbed by the expansion and contraction operation of the damper 149. With the steering control arm 141 maintained at the maximum output position, the vehicle speed rod 138 and the vehicle speed control arm 136 are extended and retracted.
Is further moved back in the neutral direction of the shift, so that the right and left traveling crawler 2
It is configured to perform a spin-turn operation for changing the direction around a turning center formed in the middle of the left and right widths of the.

【００２９】さらに、図１１、図１３、図１４に示す如
く、前記変速出力軸１１９に筒形の減速出力軸１５２と
直結出力軸１５３を回転自在に軸支させ、減速出力軸１
５２に変速出力部材１２０を固定させ、また変速出力軸
１１９にボス１５４を介して変速リンク１２９を固定さ
せると共に、前記主変速軸９９にボス１５５を介して直
結入力リンク１５６を固定させ、前記直結出力軸１５３
に直結出力リンク１５７を固定させ、入力リンク１５６
の軸１５８に設けるローラ１５９を出力リンク１５７の
長孔１６０に摺動自在に嵌入させ、各リンク１５６・１
５７を介して主変速軸９９に直結出力軸１５３を連結さ
せ、各軸９９・１５３を連動回転させる。Further, as shown in FIGS. 11, 13, and 14, the transmission output shaft 119 is rotatably supported with a cylindrical reduction output shaft 152 and a directly connected output shaft 153.
The speed change output member 120 is fixed to the speed change shaft 52, the speed change link 129 is fixed to the speed change output shaft 119 via the boss 154, and the direct connection input link 156 is fixed to the main speed change shaft 99 via the boss 155. Output shaft 153
Output link 157 is fixed to the input link 156.
A roller 159 provided on a shaft 158 of the output link 157 is slidably fitted into the long hole 160 of the output link 157, and each link 156.1
The direct-coupled output shaft 153 is connected to the main transmission shaft 99 via 57, and the shafts 99 and 153 are rotated in conjunction with each other.

【００３０】また、前記変速出力軸１１９の中空にクラ
ッチ軸１６１を出入自在に挿入させ、変速出力軸１１９
に係止させるクラッチピン１６２をクラッチ軸１６１挿
入端部に固定させると共に、前記クラッチピン１６２を
係脱自在に係止させるノッチ１６３・１６４を前記減速
出力軸１５２及び直結出力軸１５３に夫々形成し、クラ
ッチ軸１６１出入操作によりクラッチピン１６２及びノ
ッチ１６３・１６４を介して減速出力軸１５２または直
結出力軸１５３のいずれか一方を変速出力軸１１９に択
一的に連結させる。また、バネ１６５によって位置決め
ボール１６６を係脱自在に係入させる位置決め溝１６７
・１６８を前記クラッチ軸１６１に設け、前記ボール１
６６と各溝１６７・１６８のいずれかの係止によって各
出力軸１５２・１５３の各ノッチ１６３・１６４のいず
れかにクラッチピン１６２を係合維持させる。Further, the clutch shaft 161 is inserted into the hollow of the transmission output shaft 119 so as to be able to move in and out, and the transmission output shaft 119 is
The clutch pin 162 is fixed to the insertion end of the clutch shaft 161, and notches 163 and 164 are formed on the deceleration output shaft 152 and the directly-coupled output shaft 153, respectively. One of the deceleration output shaft 152 and the directly connected output shaft 153 is alternatively connected to the transmission output shaft 119 via the clutch pin 162 and the notches 163 and 164 by the operation of entering and leaving the clutch shaft 161. Further, a positioning groove 167 for removably engaging the positioning ball 166 with the spring 165.
168 is provided on the clutch shaft 161 and the ball 1
The engagement of the clutch pin 162 with one of the notches 163 and 164 of each of the output shafts 152 and 153 is maintained by locking either of the grooves 66 and one of the grooves 167 or 168.

【００３１】また、前記クラッチ軸１６１の突出端に緩
衝部材であるクラッチ操作バネ１６５の一端側を係合連
結させ、前記ステアリングコラム７１左外側の支軸１６
６に前記バネ１６５中間の巻回部を支持させ、スピンタ
ーンオンオフ機構１６７を形成する減速機付電動スピン
ターンモータ１６８のモータ軸１６９に揺動アーム１７
０を固定させ、該アーム１７０先端の係合軸１７１に前
記バネ１６５の他端側を連結させ、スピンターンモータ
１６８の正逆駆動によってバネ１６５を介してクラッチ
軸１６１を出入動作させ、クラッチピン１６２を減速側
のノッチ１６３或いは直結側のノッチ１６４に択一係合
させるように構成している。Further, one end of a clutch operating spring 165 as a buffer member is engaged and connected to the protruding end of the clutch shaft 161, so that the steering shaft 16 on the left outside of the steering column 71 is connected.
6 supports a winding portion in the middle of the spring 165, and a swing arm 17 is attached to a motor shaft 169 of an electric spin turn motor 168 with a reduction gear forming a spin turn on / off mechanism 167.
0 is fixed, the other end of the spring 165 is connected to the engagement shaft 171 at the tip of the arm 170, and the clutch shaft 161 is moved in and out via the spring 165 by forward / reverse driving of the spin turn motor 168, and the clutch pin 162 is selectively engaged with the notch 163 on the deceleration side or the notch 164 on the directly connected side.

【００３２】さらに、図１５、図１６、図１７に示す如
く、主変速レバー７３の操作量が一定のとき、操向ハン
ドル１９操向操作に対して変速部材２５の変速出力回転
数を比例して変化させ、図２３に示す如く、副変速レバ
ー７４が一定位置で副変速が同一速度に保たれていると
き、直進位置の操向ハンドル１９を左方向（右方向）に
約１５度回転させる刈取り進路修正範囲では、操向ハン
ドル１９の回転に対して変速部材２５が減速方向に微少
動作し、変速部材２５が直進と略同一出力状態に維持さ
れると共に、操向部材２８の第２油圧ポンプ２６によっ
て第２油圧モータ２７を正転（逆転）させる操向出力に
よって左方向（右方向）に旋回させ、未刈り穀稈（作
物）列の湾曲に合せる進路修正を行う。このとき、旋回
内側の走行クローラ２の減速量と、旋回外側の走行クロ
ーラ２の増速量が略等しくなり、機体中心速度が直進と
略同一速度に保たれる。また、操向ハンドル１９を直進
位置から１５度以上回転させると、操向ハンドル１９の
回転に比例して変速部材２５が減速方向に動作し、変速
部材２５が左旋回及び右旋回のいずれでも減速動作し、
第１油圧ポンプ２３及びモータ２４の走行変速出力を減
速させ、左右走行クローラ２を同一方向に回転駆動させ
て前進（または後進）させ、左右走行クローラ２の走行
速度差により左方向（右方向）に旋回するブレーキター
ン動作を行わせ、未刈り穀稈（作物）列から外れたとき
に元の列に戻したり隣の列に移動させる進路修正を行
う。さらに、操向ハンドル１９を約１１６度回転させる
と、旋回部材２８が最大出力になって旋回出力が最高出
力維持され、１３５度の切角範囲で機体中心速度が直進
時の約４分の１に減速され、旋回内側の走行クローラ２
が逆転駆動され、左右走行クローラ２の間の旋回中心回
りに機体が旋回するスピンターン動作が行われ、左右走
行クローラ２の左右幅だけ旋回方向にずらせて機体を１
８０度方向転換させるもので、ハンドル切角０度からハ
ンドル切角１３５度の範囲で操向ハンドル１９を回転さ
せて左または右方向の旋回操作を行い、直進位置を中心
とした左右１５度のハンドル１９回転範囲で未刈り穀稈
（作物）列に沿って移動する条合せ進路修正を、直進時
の走行速度を維持し乍ら行うと共に、左右１１６度乃至
１３５度のハンドル１９回転により、旋回部材２８を最
高出力維持し乍ら、圃場枕地で機体を方向転換させて次
作業工程に移動させるスピンターン動作を、直進時の約
４分の１の走行速度（減速率２５パーセント）に自動的
に減速して行う。Further, as shown in FIGS. 15, 16 and 17, when the operation amount of the main transmission lever 73 is constant, the transmission output rotation speed of the transmission member 25 is proportional to the steering operation of the steering handle 19. As shown in FIG. 23, when the sub-transmission lever 74 is in a fixed position and the sub-transmission is maintained at the same speed, the steering handle 19 in the straight-ahead position is rotated about 15 degrees to the left (right). In the reaping course correction range, the speed change member 25 slightly moves in the deceleration direction with respect to the rotation of the steering handle 19, the speed change member 25 is maintained in substantially the same output state as straight traveling, and the second hydraulic pressure of the steering member 28 is maintained. The second hydraulic motor 27 is turned leftward (rightward) by a steering output for rotating the second hydraulic motor 27 forward (reversely) by the pump 26, and the course is adjusted to match the curvature of the uncut cereal culm (crop) row. At this time, the deceleration amount of the traveling crawler 2 inside the turning is substantially equal to the speed increasing amount of the traveling crawler 2 outside the turning, and the center speed of the body is kept substantially the same as the straight traveling. Further, when the steering handle 19 is rotated by 15 degrees or more from the straight traveling position, the speed change member 25 operates in the deceleration direction in proportion to the rotation of the steering handle 19, and the speed change member 25 is turned in either the left turn or the right turn. Decelerates,
The traveling speed change output of the first hydraulic pump 23 and the motor 24 is reduced, and the left and right traveling crawlers 2 are driven to rotate forward in the same direction to move forward (or backward). To make a turning turn, and make a course correction to return to the original row or move to the next row when it comes off the row of uncut culms (crops). Further, when the steering handle 19 is rotated by about 116 degrees, the turning member 28 reaches the maximum output, and the turning output is maintained at the maximum output. Traveling crawler 2 inside the turn
Is rotated in the reverse direction, and a spin turn operation in which the body turns around the center of rotation between the left and right traveling crawlers 2 is performed.
By turning the steering wheel 19 in the range of 0 to 135 degrees, the driver turns left or right by turning the steering wheel 19 and turns 15 degrees left or right around the straight traveling position. In the range of rotation of the handle 19, the alignment path that moves along the row of uncut culms (crops) is corrected while maintaining the running speed at the time of straight traveling, and turning is performed by turning the handle 19 from left to right to 116 to 135 degrees. While maintaining the maximum output of the member 28, the spin-turn operation of turning the body on the field headland and moving to the next work process is automatically performed at a traveling speed of about one-fourth of straight traveling (25% deceleration rate). It is slowed down.

【００３３】また、上記の前進または後進走行させて旋
回するとき、スピンターン動作に移行するまでの間で、
旋回内側走行クローラ２の速度Ｖｉと旋回外側走行クロ
ーラ２の速度Ｖｏとの比を、操向ハンドル１９回転角度
が一定のとき、主変速レバー７３操作によって車速が変
更されても一定に保ち、主変速レバー７３の車速変更に
対して旋回半径Ｒを一定に保つもので、図１７に示す如
く、副変速レバー７４を操作して副変速機構３２を高速
または標準（刈取作業）または低速に切換えたとき、左
右走行クローラ２の速度差が略一定に保たれて車速が変
更され、車速の変更にともなって左右走行クローラ２の
旋回半径Ｒも変化する。When the vehicle is turned while the vehicle is traveling forward or backward, the operation proceeds to a spin turn operation.
When the turning angle of the steering handle 19 is constant, the ratio between the speed Vi of the turning inner traveling crawler 2 and the speed Vo of the turning outer traveling crawler 2 is kept constant even if the vehicle speed is changed by operating the main shift lever 73. The turning radius R is kept constant with respect to the change in the vehicle speed of the speed change lever 73. As shown in FIG. 17, the auxiliary speed change mechanism 32 is operated to switch the auxiliary speed change mechanism 32 between high speed, standard (cutting operation) and low speed. At this time, the speed difference between the left and right traveling crawlers 2 is kept substantially constant, the vehicle speed is changed, and the turning radius R of the left and right traveling crawlers 2 changes with the change of the vehicle speed.

【００３４】さらに、図３に示す強制デファレンシャル
方式では、機体の前後進操作を行う主変速レバー７３と
旋回操作を行うハンドル１９からの出力を、直接直進用
静油圧駆動変速部材２５（以下直進用ＨＳＴと称す）の
車速制御アーム１３６と、操向部材２８（以下旋回用Ｈ
ＳＴと称す）の操向制御アーム１４１に連結する旋回シ
ステムを採用すると、前進時と後進時で逆ハンドル操作
となる不具合、並びにハンドル１９切れ角に変化がなく
ても車速を変化させると旋回半径が異なる不具合、並び
に車速が速くなるとスピンターンしずらい不具合が生
じ、旋回操作が困難である。Further, in the forced differential system shown in FIG. 3, the output from the main shift lever 73 for operating the forward / backward movement of the body and the handle 19 for performing the turning operation is directly transmitted to the hydrostatic drive transmission member 25 (hereinafter, referred to as the straight traveling HST) and a steering member 28 (hereinafter referred to as a turning H).
If the turning system is connected to the steering control arm 141 of ST), the steering wheel is operated in reverse when the vehicle is moving forward and backward, and when the vehicle speed is changed without changing the turning angle of the steering wheel 19, the turning radius is reduced. However, when the vehicle speed is high, a spin turn is difficult to occur, and it is difficult to perform a turning operation.

【００３５】上記の問題を解決するためには、ハンドル
１９切れ角一定で車速を変化させても左右のクローラ２
の速度比を一定に保つこと、及びハンドル１９切れ角に
応じて車体中心速度を自動的に減速させることが必要で
あり、旋回システムに図５乃至図１１に示す円錐リンク
機構１１８・１２４を付加することで、これらの問題を
解決したもので、多くの特長を布しながら操作性が悪い
ため使用が難しかった強制デファレンシャル方式動力伝
達機構の搭載を容易にした。In order to solve the above-mentioned problem, the left and right crawlers 2 can be used even if the vehicle speed is changed while the steering angle of the steering wheel 19 is constant.
It is necessary to keep the speed ratio constant and to automatically reduce the center speed of the vehicle body according to the turning angle of the steering wheel 19, and to add the conical link mechanisms 118 and 124 shown in FIGS. 5 to 11 to the turning system. This solves these problems, and facilitates mounting of a forced differential type power transmission mechanism, which was difficult to use due to poor operability while providing many features.

【００３６】図１８は、円錐リンク形機構１１８・１２
４の旋回システムへの取り付け状態を示すもので、主変
速レバー７３の出力ロッドである主変速部材１１０とハ
ンドル１９の出力ロッドである操向入力軸８７を、円錐
リンク機構である変速機構１２４と操向機構１１８に接
続し、円錐リンク形機構１１８・１２４にて双方の出力
を演算した後、各ＨＳＴ２５・２８の制御アーム１３６
・１４１へと連結する。また、図１９は、円錐リンク形
機構１１８・１２４の機構と、主変速レバー７３の出力
ロッドである変速入力軸９１並びにハンドル１９の操向
入力軸８７並びに各ＨＳＴ２５・２８の制御アーム１３
６・１４１の連結状態を示すもので、主変速レバー７３
は停止（中立）位置、ハンドル１９は直進位置である。
主変速レバー７３の動きは、図５の円周Ｃで形成される
機構１１８・１２４の円錐底面の傾きの変化となる一
方、ハンドル１９の切れ角の変化は、前記機構１１８・
１２４の円錐の底円の回転に変換される。点Ａ（連結部
１１６）、点Ｂ（連結部１２２）は常に底円上に位置
し、∠ＡＯＢは常に９０度である。点Ａ（連結部１１
６）とロッド（結合部材１１５）で連結された点Ｐ（連
結部１１７）は円錐の頂点に位置し、点Ｐ（連結部１１
７）の垂線ＰＯ（直線Ｄ）上での動きが旋回用ＨＳＴ２
８の制御アーム１４１の動きに連動する。点Ｂ（連結部
１２２）とロッド（結合部材１２１）で連結された点Ｑ
（連結部１２３）はもうひとつの円錐の頂点に位置し、
点Ｑ（連結部１２３）の垂線ＰＯ（直線Ｄ）上での動き
が直進用ＨＳＴ２５の制御アーム１３６の動きに連動す
る。FIG. 18 shows a conical link mechanism 118/12.
4 shows a state in which the main transmission member 110, which is an output rod of the main transmission lever 73, and a steering input shaft 87, which is an output rod of the handle 19, are connected to a transmission mechanism 124 which is a conical link mechanism. After connecting to the steering mechanism 118 and calculating both outputs with the conical link type mechanisms 118 and 124, the control arm 136 of each HST 25 and 28 is controlled.
-Connect to 141. FIG. 19 shows a conical link type mechanism 118/124, a speed change input shaft 91 which is an output rod of the main speed change lever 73, a steering input shaft 87 of the handle 19, and a control arm 13 of each HST 25/28.
6 shows the connection state of the main transmission lever 73.
Is a stop (neutral) position, and the handle 19 is a straight-ahead position.
The movement of the main transmission lever 73 changes the inclination of the conical bottom surfaces of the mechanisms 118 and 124 formed by the circumference C in FIG.
It is converted into the rotation of the base circle of 124 cones. Point A (connection portion 116) and point B (connection portion 122) are always located on the bottom circle, and ∠AOB is always 90 degrees. Point A (connection part 11
6) and a point P (connecting portion 117) connected by a rod (connecting member 115) is located at the vertex of the cone, and the point P (connecting portion 11)
7) The movement on the perpendicular PO (straight line D) is the turning HST2.
8 in conjunction with the movement of the control arm 141. Point Q connected by point B (connecting part 122) and rod (connecting member 121)
(Connecting part 123) is located at the vertex of another cone,
The movement of the point Q (the connecting portion 123) on the perpendicular PO (straight line D) is linked to the movement of the control arm 136 of the HST 25 for straight traveling.

【００３７】また、車輌が停止状態にあるとき、円錐リ
ンク形機構１１８・１２４は図２０の状態にある。この
状態から、ハンドル１９を右旋回方向である矢印方向へ
とストロークエンドまで切ると、円錐底円上の点Ａ（連
結部１１６）並びに点Ｂ（連結部１２２）は、相対角度
９０度を保ちながら図２１の状態に移動する。このとき
円錐の頂点から底円までの距離は等しいために、点Ｐ
（連結部１１７）及び点Ｑ（連結部１２３）は移動しな
い。つまり直進用ＨＳＴ２５と旋回用ＨＳＴ２８の制御
アーム１３６・１４１はニュートラル位置から動かな
い。したがって、主変速レバー７３が停止状態にあれば
ハンドル１９を操作しても、車輌は旋回しない。When the vehicle is stopped, the conical link mechanisms 118 and 124 are in the state shown in FIG. In this state, when the handle 19 is turned to the stroke end in the direction of the right turning direction, the point A (connection portion 116) and the point B (connection portion 122) on the conical bottom circle have a relative angle of 90 degrees. It moves to the state of FIG. 21 while keeping it. At this time, since the distance from the apex of the cone to the base circle is equal, the point P
(Connecting part 117) and point Q (connecting part 123) do not move. That is, the control arms 136 and 141 of the HST 25 for straight traveling and the HST 28 for turning do not move from the neutral position. Therefore, if the main transmission lever 73 is in the stopped state, even if the handle 19 is operated, the vehicle does not turn.

【００３８】次に、図２０の車輌停止状態から主変速レ
バー７３を前進方向へ倒すと、図２２に示すように円錐
の底面が傾き、点Ｂ（連結部１２２）は主変速レバー７
３の動きに同期して移動する。ロッド長（ＢＱ）は一定
であるから、点Ｑ（連結部１２３）は円錐の垂線ＰＯ
（直線Ｄ）上を左方向へと移動する。これに伴い、直進
用ＨＳＴ２５の制御アーム１３６は前進側Ｆへと移動す
る。底円上のもう一つの点Ａ（連結部１１６）は、底面
の回動軸中心上に位置しているので移動しない。このた
め点Ｐ（連結部１１７）は移動せず、旋回用ＨＳＴ２８
の制御アーム１４１はニュートラル位置Ｎから移動しな
い。以上のことより、主変速レバー７３を操作しても旋
回用ＨＳＴ２８のモータ２７は回転せず、直進用ＨＳＴ
２５のモータ２４のみ回転するために、確実に前進速度
だけ変化させることができる。Next, when the main shift lever 73 is tilted in the forward direction from the vehicle stopped state in FIG. 20, the bottom of the cone is inclined as shown in FIG.
3 moves in synchronization with the movement. Since the rod length (BQ) is constant, the point Q (the connecting portion 123) is perpendicular to the cone PO.
(Line D) Moves leftward on the line. Along with this, the control arm 136 of the straight HST 25 moves to the forward side F. Another point A (the connecting portion 116) on the bottom circle does not move because it is located on the center of the rotation axis on the bottom surface. Therefore, the point P (the connecting portion 117) does not move, and the turning HST 28
Does not move from the neutral position N. As described above, even if the main shift lever 73 is operated, the motor 27 of the turning HST 28 does not rotate, and
Since only the 25 motors 24 rotate, the forward speed can be reliably changed.

【００３９】図２２の直進状態からハンドル１９を右へ
切ると、図２３に示す位置まで点Ａ（連結部１１６）並
びに点Ｂ（連結部１２２）は移動する。まず点Ａ（連結
部１１６）は、傾いた底円Ｃに沿って移動し、それにつ
れて円錐の頂点Ｐ（連結部１１７）は垂線Ｄ上を右へと
移動する。このため旋回用ＨＳＴ２８の制御アーム１４
１は「α」側へと移動する。次に点Ｂ（連結部１２２）
は、∠ＡＯＢが９０度に保持されているので底円Ｃ上を
移動し、それにつれて直進用ＨＳＴ２５の制御アーム１
３６は前進側Ｆの位置からニュートラル方向へ戻され
る。以上のことより、直進状態でハンドル１９を右へ切
ると、車速はハンドル１９切れ角に応じて自動的に減速
されながら、車輌は右方向へと旋回する。このとき旋回
用ＨＳＴ２８の制御アーム１４１の傾転方向は「α」方
向である。When the steering wheel 19 is turned to the right from the straight traveling state of FIG. 22, the points A (the connecting portion 116) and the point B (the connecting portion 122) move to the positions shown in FIG. First, the point A (the connecting portion 116) moves along the inclined bottom circle C, and accordingly, the vertex P (the connecting portion 117) of the cone moves rightward on the perpendicular D. Therefore, the control arm 14 of the turning HST 28
1 moves to the “α” side. Next, point B (the connecting portion 122)
Moves on the bottom circle C because ∠AOB is held at 90 degrees, and accordingly, the control arm 1 of the HST 25 for straight traveling
36 is returned from the position of the forward side F in the neutral direction. As described above, when the steering wheel 19 is turned right in a straight traveling state, the vehicle turns rightward while the vehicle speed is automatically reduced according to the steering angle of the steering wheel 19. At this time, the tilt direction of the control arm 141 of the turning HST 28 is the “α” direction.

【００４０】また、前記ハンドルを図２０または図２２
直進状態に戻して、主変速レバー７３を後進方向へ操作
すると、点Ｂ（連結部１２２）は、図２４のように移動
する。それに伴い直進用ＨＳＴ２５の制御アーム１３６
は、後進側Ｒへ移動するが、旋回用ＨＳＴ２８の制御ア
ーム１４１は図２２の説明と同様にニュートラル位置か
ら動かず旋回用ＨＳＴ２８のモータ２７は回転せず後進
速度だけを確実に変化させることができる。Further, the handle may be connected to the handle shown in FIG.
When returning to the straight traveling state and operating the main transmission lever 73 in the reverse direction, the point B (the connecting portion 122) moves as shown in FIG. Accordingly, the control arm 136 of the HST25 for straight traveling
Moves to the reverse side R, but the control arm 141 of the turning HST 28 does not move from the neutral position as in the description of FIG. 22, and the motor 27 of the turning HST 28 does not rotate, and only the reverse speed can be reliably changed. it can.

【００４１】後進状態から図２３の直進時と同様にハン
ドルを右へと操作すると、点Ａ（連結部１１６）並びに
点Ｂ（連結部１２２）は図２５に示す位置へ移動する。
点Ａ（連結部１１６）は傾いた底円Ｃに沿って前進時と
逆方向へ移動し、それにつれて垂線Ｄ上の点Ｐ（連結部
１１７）は図中の左方向へと移動する。すなわち旋回用
ＨＳＴ２８の制御アームは「β」側へと移動する。図２
４の前進時と同様に点Ｂ（連結部１２２）は∠ＡＯＢが
９０度に保持されているので、点Ｂ（連結部１２２）の
動きに伴い点Ｑ（連結部１２３）は図中の左方向へと移
動し、直進用ＨＳＴ２５の制御アーム１３６は後進側Ｒ
位置からニュートラル方向へと戻される。以上のことか
ら後進状態においても、ハンドル１９切れ角に応じて自
動減速されながら旋回する。ただし、前進時と違って旋
回用ＨＳＴ２８の傾転方向は「β」側となっている。こ
のことにより、前進時と後進時で旋回方向が逆転してし
まう問題が解消される。When the steering wheel is operated to the right from the backward traveling state as in the case of the straight traveling in FIG. 23, the point A (the connecting portion 116) and the point B (the connecting portion 122) move to the positions shown in FIG.
The point A (the connecting portion 116) moves along the inclined bottom circle C in the direction opposite to the forward direction, and the point P (the connecting portion 117) on the perpendicular D moves to the left in the drawing. That is, the control arm of the turning HST 28 moves to the “β” side. FIG.
As in the case of the forward movement of No. 4, point A (connecting portion 122) is held at 90 degrees in ∠AOB, so that point Q (connecting portion 123) moves to the left in the drawing with the movement of point B (connecting portion 122). The control arm 136 of the HST 25 for straight traveling moves to the reverse side R
It is returned from the position to the neutral direction. As described above, even in the reverse state, the vehicle turns while being automatically decelerated according to the turning angle of the steering wheel 19. However, unlike the forward movement, the tilt direction of the turning HST 28 is on the “β” side. This eliminates the problem that the turning direction is reversed between forward and reverse.

【００４２】さらに、ホイールトラクタ（四輪車輌）の
ように車速の変化にかかわらずハンドルの切れ角の変化
に応じて旋回半径を変化させるためには、第１報で報告
したように所定のハンドル切れ角における外側履帯速度
Ｖｏと内側履帯速度Ｖｉの比が一定でなければならな
い。図２６は、円錐リンク形機構１１８・１２４の各系
列の移動状態を示すもので、直進系の円錐頂点Ｑ（連結
部１２３）の直進系ニュートラル位置からの変化量をΔ
Ｑ、旋回系の円錐頂点Ｐ（連結部１１７）の旋回系ニュ
ートラル位置からの変化量をΔＰとする。ΔＱとΔＰ
は、直接直進用と旋回用ＨＳＴ２５・２８の制御アーム
１３６・１４１の移動量に比例しているので、ΔＱの値
が直進用ＨＳＴ２５のモータ２４の回転数Ｎ_Ｓの変化に
比例し、ΔＰの値が旋回用ＨＳＴ２８のモータ２７の回
転数Ｎ_Ｒの変化に比例する。また図２７においてプラネ
タリギヤ３７単列時の遊星ギヤ３５回転数の関係式はサ
ンギヤ３６の回転数をｎｓ、リングギヤ３８の回転数
をｎｒ、プラネタリギヤ３７の回転数をｎｃとする
とｎ ｒ＋ρｎｓ＝（１＋ρ）ｎｃ で表される。ここでρは遊星ギヤ３５部のサンギヤ３６
とリングギヤ３８の歯数の比（Ｚｓ／Ｚｒ）である。前
記の式より が成り立つ。よってプラネタリギヤ３７の回転数ｎｃ
はρｎｓとｎｒ、すなわち各ＨＳＴ２５・２８のモ
ータ２４・２７出力回転数Ｎ_Ｓ、Ｎ_Ｒに比例する。Further, in order to change the turning radius according to the change of the steering angle regardless of the change of the vehicle speed as in the case of a wheel tractor (four-wheel vehicle), a predetermined steering wheel is required as described in the first report. The ratio between the outer track speed Vo and the inner track speed Vi at the turning angle must be constant. FIG. 26 shows the movement state of each series of the conical link type mechanisms 118 and 124. The change amount of the straight-line conical vertex Q (the connecting portion 123) from the straight-line neutral position is represented by Δ.
Q, the amount of change of the conical vertex P (connection part 117) of the turning system from the turning system neutral position is ΔP. ΔQ and ΔP
Since proportional to the amount of movement of the control arm 136, 141 between the direct straight for turning HST25-28, the value of ΔQ is proportional to the change in the rotational speed _{N S} of the motor 24 of the rectilinear for HST25, the ΔP value is proportional to the change in the rotational speed _{N R} of the motor 27 of the rotation HST28. In FIG. 27, the relational expression of the planetary gear 35 rotation speed when the planetary gear 37 is in a single row is nr + ρns = (1 + ρ), where ns is the rotation speed of the sun gear 36, nr is the rotation speed of the ring gear 38, and nc is the rotation speed of the planetary gear 37. nc. Where ρ is the sun gear 36 of the planetary gear 35
And the ratio of the number of teeth of the ring gear 38 (Zs / Zr). From the above equation Holds. Therefore, the rotation speed nc of the planetary gear 37
The ρns and nr, i.e. the motor 24, 27 the output speed _N S of the HST25 · 28, is proportional to _{N R.}

【００４３】旋回時の外側クローラ２側のプラネタリギ
ヤ３７にはＮＲに比例した回転がプラスされ、内側クロ
ーラ２側のそれにはマイナスされるため、外側クローラ
２速度、内側クローラ２速度には、 Ｖｏα（Ｎ_Ｓ＋Ｎ_Ｒ） Ｖｉα（Ｎ_Ｓ−Ｎ_Ｒ） Ｖｏα（ΔＱ＋ΔＰ） Ｖｉα（ΔＱ−ΔＰ） の関係が成り立つ。ここでΔＱ／ΔＰ＝Ｋとおくと旋回
半径一定の条件は、 となる。The rotation in proportion to NR is added to the planetary gear 37 on the outer crawler 2 side during turning, and the rotation on the inner crawler 2 side is minus. Therefore, Voα ( _{N S + N R) Viα (} N relationship _{S -N R) Voα (ΔQ +} ΔP) Viα (ΔQ-ΔP) holds. Here, if ΔQ / ΔP = K, the condition of the constant turning radius is as follows. Becomes

【００４４】前記式より、Ｋの値が所定値であれば車輌
は車速の変化にかかわらず所定の旋回半径に保持され
る。From the above equation, if the value of K is a predetermined value, the vehicle is maintained at a predetermined turning radius regardless of a change in vehicle speed.

【００４５】図２６の中で、主変速レバー７３の傾転角
に比例する円錐の底円Ｃの傾き角をθａ、ハンドル１９
切れ角に比例する底円Ｃの回動角をθｂ、底円Ｃの半径
をＲａ、直進系のロッド１２１長をＬｔ、旋回系のロッ
ド１１５長をＬｓとすると、ΔＱ、ΔＰは次式で表され
る。 よって となる。In FIG. 26, the inclination angle of the bottom circle C of the cone proportional to the inclination angle of the main transmission lever 73 is θa, and the handle 19
Assuming that the rotation angle of the base circle C proportional to the cutting angle is θb, the radius of the base circle C is Ra, the length of the rod 121 of the linear system is Lt, and the length of the rod 115 of the turning system is Ls, ΔQ and ΔP are expressed by the following equations. expressed. Therefore Becomes

【００４６】円錐リンク形機構１１８・１２４の諸元
を、Ｒａ＝５５ｍｍ、Ｌｔ＝１６０ｍｍ、Ｌｓ＝２５４
ｍｍ、として構成したとき、ハンドル１９の切れ角であ
るθｂの値を設定した角度０〜７１゜の間で所定の値に
固定して、主変速レバー７３の傾転角θａの値を０〜２
６゜の間で増加させていくと、ハンドル１９切れ角にお
けるＫの値の最大値を１００としたときのＫの変化率
は、約８％の範囲の中に収まり、実用上の旋回半径一定
が実現した。なお、前記のＬｔ、Ｌｓの値は、長ければ
長い程、Ｋの値が一定に近づき、Ｋの変化率は０％に近
くなる。The specifications of the conical link type mechanisms 118 and 124 are as follows: Ra = 55 mm, Lt = 160 mm, Ls = 254
mm, the value of the turning angle θb of the steering wheel 19 is fixed at a predetermined value between the set angles 0 to 71 °, and the value of the tilt angle θa of the main shift lever 73 is set to 0 to 0 °. 2
When it is increased between 6 °, the rate of change of K when the maximum value of K at the turning angle of the handle 19 is 100 is within the range of about 8%, and the turning radius is practically constant. Was realized. Note that the longer the values of Lt and Ls are, the closer the value of K becomes to a constant value, and the rate of change of K becomes closer to 0%.

【００４７】上記から明らかなように、履帯である走行
クローラ２を駆動する直進用無段変速機構である変速部
材２５と、走行クローラ２を駆動する旋回用無段変速機
構である操向部材２８と、直進用及び旋回用の各駆動力
を左右の走行クローラ２に伝える遊星ギヤ機構３５を設
ける履帯車輌において、操向ハンドル１９の操作位置が
略一定のとき、車速が変化しても、直進用無段変速部材
２５の制御量と、旋回用無段変速操向部材２８の制御量
との比が略一定になるように、直進用主変速レバー７３
を直進用無段変速部材２５に連結させる直進操作機構で
ある変速機構１２４と、操向ハンドル１９を旋回用無段
変速操向部材２８に連結させる旋回操作機構である操向
機構１１８を構成し、車速の変更に伴って旋回半径が変
化する不具合をなくし、理論的旋回半径一定が具現化
し、走行及び旋回機能を得る操作系を全てメカニカルに
構成し、四輪車輌の運転感覚の操作性を実現させたもの
で、円錐の頂点から底円までの距離は等しいという原理
を基に、円錐の底面の傾きを前後進用主変速レバー７３
の傾転操作と連動させ、ハンドル１９の切れ角を底円の
回転に変換させる円錐リンク形機構１１８・１２４を構
成し、走行クローラ車輌を自動車と同様に違和感なく旋
回操作させ、例えばコンバインの収穫作業などの作業効
率を向上するスピンターンも、どの速度域でも可能にす
ることができ、車輌の基本性能である「走る」「曲が
る」という機能の操作系を全てメカニカルに構成し、信
頼性を高められ、コンバインのみならず履帯車輌全般に
自動車感覚の操作性を実現できる。As is apparent from the above description, the transmission member 25 which is a continuously variable transmission mechanism for driving the traveling crawler 2 which is a crawler belt, and the steering member 28 which is a continuously variable transmission mechanism for turning which drives the traveling crawler 2. In a crawler vehicle provided with a planetary gear mechanism 35 that transmits the respective driving forces for traveling straight and turning to the left and right traveling crawlers 2, when the operation position of the steering handle 19 is substantially constant, the vehicle travels straight even if the vehicle speed changes. So that the ratio between the control amount of the continuously variable transmission member 25 and the control amount of the continuously variable steering member 28 for turning is substantially constant.
And a steering mechanism 118 that is a turning operation mechanism that connects the steering handle 19 to the turning continuously variable transmission steering member 28. This eliminates the problem that the turning radius changes with changes in vehicle speed, realizes a theoretical turning radius that is constant, and mechanically configures all operation systems that provide the traveling and turning functions, improving the operability of driving feeling of four-wheel vehicles. Based on the principle that the distance from the top of the cone to the bottom circle is equal, the inclination of the bottom of the cone is changed
In conjunction with the tilting operation of the steering wheel, conical link mechanisms 118 and 124 for converting the turning angle of the handle 19 into the rotation of the base circle are constituted, and the traveling crawler vehicle is turned like a motor vehicle without a sense of incongruity. Spin turns that improve work efficiency such as work can be made possible at any speed range, and the operation system of the basic functions of the vehicle, `` run '' and `` turn '', are all mechanically configured to improve reliability. It is possible to realize an automobile-like operability not only for the combine but also for the entire crawler vehicle.

【００４８】[0048]

【発明の効果】以上実施例から明らかなように本発明
は、履帯２を駆動する直進用無段変速機構２５と、履帯
２を駆動する旋回用無段変速機構２８と、直進用及び旋
回用の各駆動力を左右の履帯２に伝えるギヤ機構３５を
設ける履帯車輌において、操向ハンドル１９の操作位置
が略一定のとき、車速が変化しても、直進用無段変速機
構２５の制御量と、旋回用無段変速機構２８の制御量と
の比が略一定になるように、直進変速レバー７３を直進
用無段変速機構２５に連結させる直進操作機構１２４
と、操向ハンドル１９を旋回用無段変速機構２８に連結
させる旋回操作機構１１８を構成したもので、車速の変
更に伴って旋回半径が変化する不具合をなくし、理論的
旋回半径一定が具現化でき、走行及び旋回機能を得る操
作系を全てメカニカルに構成でき、四輪車輌の運転感覚
の操作性を容易に実現できるものである。As is apparent from the above embodiments, the present invention is directed to a continuously variable transmission mechanism 25 for driving the crawler belt 2, a continuously variable transmission mechanism for turning 28 for driving the crawler belt 2, In a crawler vehicle provided with a gear mechanism 35 that transmits each driving force to the left and right crawler belts 2, when the operation position of the steering handle 19 is substantially constant, even if the vehicle speed changes, the control amount of the straight-forward continuously variable transmission mechanism 25 is controlled. And a linear operation mechanism 124 that connects the linear transmission lever 73 to the linear continuously variable transmission mechanism 25 so that the ratio between the control amount and the control amount of the continuously variable transmission mechanism 28 is substantially constant.
And a turning operation mechanism 118 for connecting the steering handle 19 to the turning continuously variable transmission mechanism 28. This eliminates the problem that the turning radius changes with a change in vehicle speed, and realizes the theoretical turning radius constant. In addition, all the operation systems for obtaining the traveling and turning functions can be mechanically configured, and the operability of driving feeling of a four-wheel vehicle can be easily realized.

【図面の簡単な説明】[Brief description of the drawings]

【図１】コンバインの全体側面図。FIG. 1 is an overall side view of a combine.

【図２】コンバインの全体平面図。FIG. 2 is an overall plan view of the combine.

【図３】ミッション駆動系の説明図。FIG. 3 is an explanatory diagram of a mission drive system.

【図４】走行変速及び操向操作部の説明斜視図。FIG. 4 is an explanatory perspective view of a traveling speed change and steering operation unit.

【図５】同部の作動説明図。FIG. 5 is an operation explanatory view of the same part.

【図６】ステアリングコラムの側面図。FIG. 6 is a side view of the steering column.

【図７】同上部拡大側面図。FIG. 7 is an enlarged side view of the upper part.

【図８】同下部拡大側面図。FIG. 8 is an enlarged side view of the lower part.

【図９】ステアリングコラムの正面図。FIG. 9 is a front view of a steering column.

【図１０】同上部拡大正面図。FIG. 10 is an enlarged front view of the same.

【図１１】同下部拡大正面図。FIG. 11 is an enlarged front view of the lower part.

【図１２】図４の平面説明図。FIG. 12 is an explanatory plan view of FIG. 4;

【図１３】図１１の部分拡大断面図。FIG. 13 is a partially enlarged sectional view of FIG. 11;

【図１４】前回の分解説明図。FIG. 14 is an explanatory view of the previous disassembly.

【図１５】左右走行クローラの旋回説明図。FIG. 15 is an explanatory view of turning of the left and right traveling crawlers.

【図１６】操向及び主変速切換と走行クローラ回転の関
係を示す出力線図。FIG. 16 is an output diagram showing a relationship between steering and main speed changeover and traveling crawler rotation.

【図１７】操向及び副変速切換と走行クローラ回転の関
係を示す出力線図。FIG. 17 is an output diagram showing the relationship between steering and sub-transmission switching and traveling crawler rotation.

【図１８】走行変速及び旋回駆動説明図。FIG. 18 is an explanatory diagram of traveling speed change and turning drive.

【図１９】走行変速及び旋回操作説明図。FIG. 19 is an explanatory diagram of traveling speed change and turning operation.

【図２０】停止及び直進状態図。FIG. 20 is a stop and straight-ahead state diagram.

【図２１】停止状態での旋回操作説明図。FIG. 21 is an explanatory view of a turning operation in a stopped state.

【図２２】前進操作説明図。FIG. 22 is an explanatory view of a forward operation.

【図２３】前進及び右旋回操作説明図。FIG. 23 is an explanatory view of a forward and right turning operation.

【図２４】後進操作説明図。FIG. 24 is an explanatory view of a reverse operation.

【図２５】後進及び右旋回操作説明図。FIG. 25 is an explanatory diagram of a reverse and right turning operation.

【図２６】旋回及び走行変速操作出力説明図。FIG. 26 is an explanatory diagram of turning and traveling speed change operation outputs.

【図２７】走行クローラの走行変速及び旋回駆動説明
図。FIG. 27 is an explanatory diagram of traveling speed and turning drive of the traveling crawler.

【符号の説明】[Explanation of symbols]

２ 走行クローラ（履帯） １９ 操向ハンドル ２５ 変速部材（直進用無段変速機構） ２８ 操向部材（旋回用無段変速機構） ３５ 遊星ギヤ機構 ７３ 主変速レバー（直進変速レバー） １１８ 操向機構（旋回操作機構） １２４ 変速機構（直進操作機構） 2 Traveling Crawler (Crawler Track) 19 Steering Handle 25 Transmission Member (Continuously Variable Transmission Mechanism) 28 Steering Member (Continuously Variable Transmission Mechanism) 35 Planetary Gear Mechanism 73 Main Transmission Lever (Linear Transmission Lever) 118 Steering Mechanism (Turning operation mechanism) 124 Speed change mechanism (straight running operation mechanism)

───────────────────────────────────────────────────── フロントページの続き (51)Int.Cl.⁷ 識別記号 ＦＩ テーマコート゛(参考） Ｂ６０Ｋ 20/02 Ｂ６０Ｋ 20/02 Ｈ Ｂ６２Ｄ 55/06 Ｂ６２Ｄ 55/06 Ｆ１６Ｈ 61/42 Ｆ１６Ｈ 61/42 Ｂ Ｆターム(参考） 2B043 AA03 AB08 BA02 BA05 BB01 BB14 DA04 DB02 DC01 2B076 AA03 BA07 CC02 CD02 DA02 DB08 DC01 DD02 3D040 AA01 AB04 AB08 AC24 AC27 AC41 AC50 AD15 AE11 AF07 3D052 AA06 EE01 FF02 GG03 HH01 3J053 AB02 AB03 AB32 DA22 DA23 EA11 FC01 ──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification code FI Theme coat ゛ (Reference) B60K 20/02 B60K 20/02 H B62D 55/06 B62D 55/06 F16H 61/42 F16H 61/42 BF Terms (reference) 2B043 AA03 AB08 BA02 BA05 BB01 BB14 DA04 DB02 DC01 2B076 AA03 BA07 CC02 CD02 DA02 DB08 DC01 DD02 3D040 AA01 AB04 AB08 AC24 AC27 AC41 AC50 AD15 AE11 AF07 3D052 AA06 EE01 FF02 GG03 HH01 AB3 DA05

Claims (1)

【特許請求の範囲】[Claims] 【請求項１】 履帯を駆動する直進用無段変速機構と、
履帯を駆動する旋回用無段変速機構と、直進用及び旋回
用の各駆動力を左右の履帯に伝えるギヤ機構を設ける履
帯車輌において、操向ハンドルの操作位置が略一定のと
き、車速が変化しても、直進用無段変速機構の制御量
と、旋回用無段変速機構の制御量との比が略一定になる
ように、直進変速レバーを直進用無段変速機構に連結さ
せる直進操作機構と、操向ハンドルを旋回用無段変速機
構に連結させる旋回操作機構を構成したことを特徴とす
る履帯車輌。An infinitely variable transmission mechanism for driving a crawler belt;
In a crawler vehicle equipped with a continuously variable turning mechanism for driving the crawler belt and a gear mechanism for transmitting each driving force for straight ahead and turning to the left and right crawler belts, the vehicle speed changes when the operation position of the steering wheel is substantially constant. However, the straight-ahead operation of connecting the straight-ahead speed change lever to the straight-ahead continuously variable speed change mechanism such that the ratio between the control amount of the straight-ahead continuously variable speed change mechanism and the control amount of the turning continuously-variable speed change mechanism becomes substantially constant. A crawler vehicle comprising a mechanism and a turning operation mechanism for connecting a steering handle to a continuously variable turning mechanism.