JP3609558B2 - Combine operating device - Google Patents

Description

【０００１】
【発明の属する技術分野】
本発明は変速レバーで油圧変速機構を変速操作して走行速度の変速を、また操向ハンドルで油圧操向機構を操向操作して機体の旋回をそれぞれ行うようにしたコンバインの操作装置に関する。
【０００２】
【発明が解決しようとする課題】
エンジンからの駆動力を、油圧変速機構及びギヤ差動機構を介しクローラなど走行部に伝達して機体の走行を行うと共に、操向ハンドルの操作力を油圧操向機構を介しギヤ差動機構に伝達して機体の旋回を行う手段のものにあって、サンギヤ・プラネタリギヤ・リングギヤから成る遊星ギヤで前記ギヤ差動機構を構成し、例えば変速機構からの変速出力をサンギヤに、操向機構からの旋回出力をリングギヤに入力して、プラネタリギヤに連結する出力軸からの出力でもって機体の走行及び旋回を行うようにしたクローラ式の走行装置にあっては、前進時と後進時とで変速出力を正逆に逆転させた場合、操向機構の作動方向は逆となって前進時と後進時では旋回方向が一致せず、したがって旋回方向を一致させるためには操向ハンドルの操作方向を前進時と後進時では逆とさせる操作上の不具合があった。
【０００３】
【課題を解決するための手段】
そこで、本発明では、エンジンからの駆動力を変速機構及び差動機構を介し左右走行部に伝達して機体を変速自在に走行すると共に、操向操作力を操向機構を介して差動機構に伝達して、左右走行部の回転を異ならせて機体の旋回を行うようにし、かつ、前記変速機構の回転出力の正逆の切換えに応じて、前記操向機構の回転出力を正逆に切換える操向切換部材を操向操作系に設け、前後進切換と連動して操向機構の旋回出力方向を切換えるようにしたコンバインの操作装置において、変速機構に連結する主変速レバーと、操向機構に連結する操向ハンドルとを、連動手段である変速及び旋回連動機構に連動連結すると共に、該変速及び旋回連動機構を走行変速リンク機構を介して変速機構のコントロールレバーに連動連結すると共に、操向リンク機構を介して操向機構のコントロールレバーに連動連結し、前記変速及び旋回連動機構は、主変速レバーを左右方向の第１枢軸を介して回動自在に支持する固定取付板と、該固定取付板に前記第１枢軸とは直交する方向の第２枢軸にその軸回りに回動自在に設けた変速操作部材と、操向ハンドルに連結すると共に前記固定取付板に第２枢軸を介してその軸線廻りに回動自在に設けた操向操作部材とを備え、変速操作部材の操作出力部を、自在継手軸を介して変速アームに連結し、該変速アームを前記変速リンク機構に連動連結する一方、操向操作部材の操作出力部を、自在継手軸を介して操向切換部材に連結し、該操向切換部材を前記操向リンク機構に連動連結し、操向ハンドルは、変速操作部材に連動連結して、走行状態で走行ハンドルの操作量を大とする程走行速度を減速させるように構成し、自在継手軸は、主変速レバー及び操向ハンドルの中立保持時に、これら何れか一方が操作されても、各操作部材を第１及び第２枢軸の軸回りに回動させるのみとさせて、各自在継手軸には操作力を作用させないように配置したことを特徴とするコンバインの操作装置を提供するものである。
【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はエンジンの制御回路図、図２はコンバインの全体側面図、図３は同平面図であり、図中（１）は走行クローラ（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機である脱穀部、（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）などを備える運転キャビン、（２１）は運転キャビン（１８）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。
【０００５】
図４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）からなる変速機構である走行用の油圧式無段変速機構（２５）と、１対の第２油圧ポンプ（２６）及び第２油圧モータ（２７）からなる操向機構である旋回用の油圧式無段変速機構（２８）とを備え、前記エンジン（２１）の出力軸（２１ａ）に第１油圧ポンプ（２３）の入力軸（２３ａ）を伝達ベルト（２９）を介し連動連結させると共に、第２油圧ポンプ（２６）の入力軸（２６ａ）を伝達ベルト（３０）を介し前記第１油圧ポンプ（２３）の入力軸（２３ａ）に連動連結させている。
【０００６】
そして前記第１油圧モータ（２４）の出力軸（３１）に、副変速機構（３２）及び差動機構（３３）を介し走行クローラ（２）の駆動輪（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（３６）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。
【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）とは同一軸芯状に配置させ、キャリヤ軸（４０）に回転自在に軸支させている。
【０００８】
また、走行用の油圧式無段変速機構（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（４５）を有する副変速軸（４７）と、前記センタギヤ（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）（４８）・中速用ギヤ（５１）（５２）・高速用ギヤ（５３）（５４）を設けて、中央位置のギヤ（５１）のスライド操作によってこれら低速・中速・高速の切換えを可能とさせる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ものである）。また前記ブレーキ軸（４９）には車速検出ギヤ（５５）を設けると共に、該ギヤ（５５）の回転数より車速を検出する車速センサ（５６）を設けている。なお、作業機などに回転力を伝達するＰＴＯ軸（５７）のＰＴＯ入力ギヤ（５８）に、ＰＴＯ伝達ギヤ機構（５９）を介し前記出力軸（３１）を連動連結させている。
【０００９】
そして、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）を介しキャリヤ軸（４０）に伝達させると共に、該キャリヤ軸（４０）に伝達された回転を左右各一対の減速ギヤ（６０）（６１）を介し左右の駆動輪（３４）の左右輪軸（３４ａ）にそれぞれ伝えるように構成している。
【００１０】
さらに、旋回用の油圧式無段変速機構（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、第２油圧モータ（２７）の出力軸（６２）の出力ギヤからギヤ伝達機構（６３）を介し旋回入力軸（６４）の入力ギヤ（６５ａ）（６５ｂ）に回転出力を伝達し、左側のリングギヤ（３８）の外歯（３８ｂ）を対しては直接的に、また右側のリングギヤ（３８）の外歯（３８ｂ）に対しては逆転軸（６６）の逆転ギヤ（６７）を介し伝えて、第２油圧モータ（２７）の正転時に左右のリングギヤ（３８）を左右同一回転数で左ギヤ（３８）を逆転、右ギヤ（３８）を正転とさせるように構成している。
【００１１】
而して旋回用の第２油圧ポンプ（２６）の駆動を停止させ左右リングギヤ（３８）を静止固定させた状態で、走行用の第１油圧ポンプ（２３）の駆動を行うと、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）及び減速ギヤ（６０）（６１）を介し左右の輪軸（３４ａ）に左右同回転方向の同一回転数で伝達されて、機体の前後直進走行が行われる。一方、走行用の第１油圧ポンプ（２３）の駆動を停止させ左右のサンギヤ（３６）を静止固定させた状態で、旋回用の第２油圧ポンプ（２６）を正逆回転駆動すると、左側の遊星ギヤ機構（３５）が逆或いは正回転、また右側の遊星ギヤ機構（３５）が正或いは逆回転して、左右走行クローラ（２）の駆動方向を前後逆方向とさせて機体を左或いは右にその場でスピンターンさせるものである。
【００１２】
また走行用の第１油圧ポンプ（２３）を駆動させながら、旋回用の第２油圧ポンプ（２６）を駆動して機体を左右に旋回させる場合には旋回半径の大きい旋回を可能にできるもので、その旋回半径は左右走行クローラ（２）の速度に応じ決定される。
【００１３】
図６乃至図１４に示す如く、前記走行用の油圧式無段変速機構（２５）に連結する主変速レバー（６８）と、旋回用の油圧式無段変速機構（２８）に連結する操向ハンドル（１９）とを、連動手段である変速及び旋回連動機構（６９）に連動連結させると共に、該連動機構（６９）を走行変速及び操向リンク機構（７０）（７１）介し走行及び操向用の無段変速機構（２５）（２８）のコントロールレバー（７２）（７３）に連動連結させている。
【００１４】
前記連動機構（６９）は、主変速レバー（６８）の基端折曲部（６８ａ）を筒軸（７４）に左右揺動自在に支持する回動板（７５）と、機体側の本機フレーム（７６）に固設して前記回動板（７５）を左右方向の第１枢軸（７７）を介し前後回動自在に支持する固定取付板（７８）と、前記枢軸（７７）とは直交する前後方向の第２枢軸（７９）を介して回動板（７５）に連結させて該軸（７９）回りに回動自在に設ける変速操作部材（８０）と、前記第２枢軸（７９）の軸回りに回動自在に連結させる操向操作部材（８１）とを備え、変速及び操向操作部材（８０）（８１）の第２枢軸（７９）とは偏心位置の各操作出力部（８０ａ）（８１ａ）を変速及び操向リンク機構（７０）（７１）に連動連結させている。
【００１５】
前記変速及び操向リンク機構（７０）（７１）は、連動機構（６９）後方位置で本機フレーム（７６）側に揺動軸（８２）外側の揺動筒軸（８３）を介し支持する変速アーム（８４）と、前記揺動軸（８２）に基端を固設する操向切換部材である操向アーム（８５）と、前記出力部（８０ａ）（８１ａ）の各操作出力軸（８６）（８７）と各アーム（８４）（８５）間を連結する自在継手軸（８８）（８９）と、前記筒軸（８３）及び揺動軸（８２）の右端に固設する変速及び操向出力アーム（９０）（９１）と、前記運転キャビン（１８）の回動支点軸（９２）の支点軸受（９３）に取付ける中間軸（９４）に回転自在に設ける変速及び操向用第１揺動アーム（９５）（９６）と、前記出力アーム（９０）（９１）と第１揺動アーム（９５）（９６）の各先端間をそれぞれ連結する変速及び操向用自在継手形第１ロッド（９７）（９８）と、前記中間軸（９４）に設けて第１揺動アーム（９５）（９６）に一体連結する変速及び操向用第２揺動アーム（９９）（１００）と、前記ミッションケース（２２）上部の軸受板（１０１）に取付ける支軸（１０２）に回動自在に支持させる変速及び操向用筒軸（１０３）（１０４）と、該筒軸（１０３）（１０４）に基端を固設する第１揺動アーム（１０５）（１０６）と前記第２揺動アーム（９９）（１００）の各先端間を連結する変速及び操向用自在継手形第２ロッド（１０７）（１０８）と、前記筒軸（１０３）（１０４）に基端を固設する第２揺動アーム（１０９）（１１０）と前記コントロールレバー（７２）（７３）の各先端間を連結させる変速及び操向用自在継手形第３ロッド（１１１）（１１２）とを備え、前記第１枢軸（７７）を中心とした変速操作部材（８０）の回動によって走行用のコントロールレバー（７２）を、また走行中の第２枢軸（７９）を中心とした操向操作部材（８１）の回動によって操向用のコントロールレバー（７３）を操作して変速及び操向制御を行うように構成している。
【００１６】
一方前記操向ハンドル（１９）下端のハンドル操作軸（１１３）にギヤ（１１４）を設けて、この後方の回転軸（１１５）に取付けるセクタギヤ（１１６）に前記ギヤ（１１４）を噛合せると共に、前記主変速レバー（６８）位置下方に配設する操向軸（１１７）の第１揺動アーム（１１８）と、前記回転軸（１１５）に基端を固設する出力アーム（１１９）との各先端間を操向リンク機構である自在継手形操向第１ロッド（１２０）を介して連結させ、操向軸（１１７）の第１揺動アーム（１１８）と一体の第２揺動アーム（１２１）を、前記自在継手軸（８９）の前端に自在継手形操向第２ロッド（１２２）を介して連結させ、前記ハンドル（１９）の回動操作によって前記第２枢軸（７９）を中心として操向操作部材（８１）を回動するように構成している。
【００１７】
また、前記ハンドル操作軸（１１３）のギヤ（１１４）下方に中立位置決め板（１２３）を設けていて、該位置決め板（１２３）下面の突出軸（１２４）に操向検出リンク（１２５）の一端を連結させ、前記回転軸（１１５）の右側に配設する減速アーム軸（１２６）の第１揺動アーム（１２７）と前記検出リンク（１２５）の他端長孔（１２５ａ）とを軸（１２８）を介し連結させると共に、前記操向軸（１１７）の減速アーム（１２９）と減速アーム軸（１２６）の第２揺動アーム（１３０）との各先端間を減速リンク機構である自在継手形第１減速ロッド（１３１）で連結させ、前記変速操作部材（８０）の最右端の減速伝達軸（１３２）と第２揺動アーム（１３０）の他端間を自在継手形第２減速ロッド（１３３）で連結させて、走行状態で前記ハンドル（１９）の操向量を大とする程第２減速ロッド（１３３）を下方に引張って走行速度を減速させるように構成している。
【００１８】
而して、前記変速及び操向操作部材（８０）（８１）を軸回りに回動可能とさせる第２枢軸（７９）と、操向アーム（８５）と継手軸（８９）との自在継手部（８９ａ）とを前後方向の水平ライン（Ｌ１）上に位置させ、また前記操作出力軸（８６）（８７）と自在継手軸（８８）（８９）との自在継手部（８８ｂ）（８９ｂ）と、第１枢軸（７７）とを前記ライン（Ｌ１）に直交させる左右水平ライン（Ｌ２）上に位置させ、さらに前記変速アーム（８４）と継手軸（８８）との自在継手部（８８ａ）と前記継手部（８９ａ）とを前記ライン（Ｌ２）と平行な左右水平ライン（Ｌ３）上に位置させ、且つ継手部（８９ａ）に継手部（８８ａ）を可及的に接近（最大限近い位置）させて、主変速レバー（６８）及び操向ハンドル（１９）の中立保持時に、これら何れか一方が操作されても、各操作部材（８０）（８１）を第１及び第２枢軸（７７）（７９）の軸回りに回動させるのみとさせて、継手軸（８８）（８９）には操作力を作用させないものである。
【００１９】
そして図１０にも示す如く、主変速レバー（６８）の前後進操作で、第１枢軸（７７）を中心として操作部材（８０）を前後に角度（α１）（α２）傾けるとき前記継手軸（８８）を引張って或いは押して変速アーム（８４）を動作させて走行速度の前後進の切換えを行うと共に、図１１に示す如くこの状態中（主変速レバー（６８）が中立以外のとき）に操向ハンドル（１９）の回動操作で第２枢軸（７９）を中心として操作部材（８１）を上下に角度（β１）（β２）傾けるとき継手軸（８９）を引張って或いは押して操向アーム（８５）を動作させて機体の左及び右旋回を行うものである。（主変速の中立時に旋回操作を行っても継手軸（８９）はライン（Ｌ１）を中心とした円錐面上で移動する状態となって継手部（８９ａ）（８９ｂ）間の距離は変化しない。）
【００２０】
ところで、走行用の第１油圧ポンプ（２３）の正回転時を前進時とすると、逆回転時の後進時には旋回用の第２油圧モータ（２７）による遊星ギヤ機構（３５）の作用は前進時と後進時では逆となるもので、前進時と後進時のハンドル（１９）操作による機体の旋回方向を一致させるため、第１油圧ポンプ（２３）の逆回転（後進）時には第２油圧ポンプ（２６）の斜板角度を逆方向に切換えて（第１及び第２油圧ポンプ（２３）（２６）の入力軸（２３ａ）（２６ａ）の回転方向は一定）、第２油圧モータ（２７）の回転を前進時と後進時では逆方向とさせるものである。
【００２１】
つまりこの場合、前進操作時の操作部材（８０）が中立より前方の角度（α１）側に傾いて、ハンドル（１９）の右回動操作によって第２ロッド（１２２）を引張り操作部材（８１）を下方向の角度（β２）側に傾けるとき、操作部材（８１）の出力部（８１ａ）を操向アーム（８５）側に近づけて、揺動軸（８２）を中心として操向アーム（８５）を操作部材（８１）より遠ざける方向（図６中反時計方向）に回転させ、前記第１及び第２ロッド（９８）（１０８）などを介しコントロールレバー（７３）を下方向に回転させて、旋回用の第２油圧ポンプ（２６）を正回転させる。即ち、機体を前進で右旋回（走行クローラ（２）の速度を左側が大、右側が小）させる。
【００２２】
また、上述の前進操作時で、ハンドル（１９）の左回動操作によって第２ロッド（１２２）を押し上げ操作部材（８１）を上方向の角度（β１）側に傾けるとき、操作部材（８１）の出力部（８１ａ）を操作アーム（８５）側より遠ざけて、揺動軸（８２）を中心として操向アーム（８５）を操作部材（８１）側に近づける方向（図６中時計方向）に回転させ、前記コントロールレバー（７３）を上方向に回転させて、前記第２油圧ポンプ（２６）を逆回転させる。即ち、機体を前進で左旋回（走行クローラ（２）の速度を右側が大、左側が小）させる。
【００２３】
さらに、後進操作時の操作部材（８０）が中立より後方の角度（α２）側に傾いて、ハンドル（１９）の右回動操作によって第２ロッド（１２２）を引張り操作部材（８１）を下方向の角度（β２）側に傾けるとき、操作部材（８１）の出力部（８１ａ）を操向アーム（８５）側より遠ざけて、揺動軸（８２）を中心として操向アーム（８５）を操作部材（８１）側に近づける方向（図６中時計方向）に回転させ、前記コントロールレバー（７３）を上方向に回転させて、前記第２油圧ポンプ（２６）を逆回転させる。即ち、機体を後進で右旋回（走行クローラ（２）の速度を左側が大、右側が小）させる。
【００２４】
またさらに、上述とは逆に後進操作時で、ハンドル（１９）の左回動操作によって、操作部材（８１）を上方向の角度（β１）側に傾けるとき、操作部材（８１）の出力部（８１ａ）を操作部材（８１）側に近づけて、揺動軸（８２）を中心として操向アーム（８５）を操作部材（８１）より遠ざける方向（図６中反時計方向）に回転させ、前記コントロールレバー（７３）を下方向に回転させて、前記第２油圧ポンプ（２６）を正回転させる。即ち、機体を後進で左旋回（走行クローラ（２）の速度を右側が大、左側が小）とさせる。
【００２５】
このように前進及び後進時における旋回操作にあっては、操向アーム（８５）の動きを逆方向とさせて、前後進の何れにおいても操向ハンドル（１９）の回動操作方向と機体の旋回方向とを一致させるものである。
【００２６】
また図１３にも示す如く、前記操向ハンドル（１９）に設ける検出リンク（１２５）は中立位置より右或いは左旋回操作の何れにおいても第１揺動アーム（１２７）を同一方向に角度（θ）の範囲で回動させて第２減速ロッド（１３３）を常に引張る状態とさせて、前進操作時の操作部材（８０）が角度（α１）側に傾いてるときには、継手部（８８ａ）（８８ｂ）間の距離を縮め、また後進操作時の操作部材（８０）が角度（α２）側に傾いているときには、継手部（８８ａ）（８８ｂ）間の距離を大きくして、変速アーム（８４）をそれぞれ中立方向の低速側に変位させて、その旋回量に応じた減速を行うものである。
【００２７】
さらに、変速及び操向の操作力を伝達する前記第１ロッド（９７）（９８）と揺動アーム（９５）（９６）の自在継手部（９７ａ）（９８ａ）の中心を、運転キャビン（１８）の回動支点軸（９２）位置に一致させて、変速及び操向の中立保持においてはこれらの操作系を取外すことなく運転キャビン（１８）の前方向への回動を可能とさせるように構成している。
【００２８】
ところで、図４乃至図５に示す如く、前記第１及び第２油圧モータ（２４）（２７）の出力軸（３１）（６２）には、電磁ブレーキ（１３４ａ）（１３５ａ）の作動によって出力軸（３１）（６２）を静止保持する走行停止及び直進固定手段である走行及び旋回用ブレーキ装置（１３４）（１３５）を設けると共に、前記駐車ブレーキ軸（４９）には電磁ブレーキ（１３６ａ）の作動によってブレーキ軸（４９）を静止保持する伝動固定手段である駐車ブレーキ装置（１３６）を設けている。
【００２９】
また図１５に示す如く、走行及び旋回用の変速機構（２５）（２８）を構成するら第１油圧ポンプ（２３）と油圧モータ（２４）及び第２油圧ポンプ（２６）と油圧モータ（２７）間にソレノイド（１３７）で操作される２位置式アンロード弁（１３８）を介設していて、該アンロード弁（１３８）でもって機体の走行及び旋回をそれぞれ停止可能とさせるように構成している。
【００３０】
そして、図１に示す如く、主変速機構を構成する変速機構（２５）の中立位置或いは前記主変速レバー（６８）の中立位置を検出する主変速中立センサ（１３９）と、前記変速機構（２８）の中立位置或いは操向ハンドル（１９）の中立位置を検出する操向中立センサ（１４０）と、機体の直進走行状態を表示する直進表示手段である直進表示ランプ（１４１）とを備え、前記センサ（１３９）（１４０）をコントローラ（１４２）に入力接続させると共に、前記各ブレーキ装置（１３４）（１３５）（１３６）と表示ランプ（１４１）にコントローラ（１４２）を出力接続させて、各中立センサ（１３９）（１４０）の検出に基づいて各ブレーキ装置（１３４）（１３５）（１３６）におけるブレーキ（１３４ａ）（１３５ａ）（１３６ａ）の作動や表示ランプ（１４１）の点灯を行うように構成している。
【００３１】
而して図１６に示す如く、前記操向ハンドル（１９）の中立操作時においては、旋回用油圧モータ（２７）の出力軸（６２）にブレーキ（１３５ａ）を作動させて、操向の中立を維持させ、直進表示ランプ（１４１）を点灯させ、またこの操向中立時に主変速レバー（６８）で中立以外の変速位置に操作されるときには、各変速位置に応じた車速で前後方向の直進走行のみが行われると共に、主変速レバー（６８）も中立操作時のときには、走行用油圧モータ（２４）の出力軸（３１）にもブレーキ（１３４ａ）を作動させて、旋回及び走行とも停止状態を維持させるものである。またこのような各油圧モータ（２４）（２７）の出力軸（３１）（６２）にブレーキ（１３４ａ）（１３５ａ）が作動する主変速レバー（６８）及び操向ハンドル（１９）の中立操作時には、前記センサ（１３９）（１４０）によって前記アンロード弁（１３８）のソレノイド（１３７）が励磁操作されて、油圧モータ（２４）（２７）への油圧供給を停止させて油圧によるこれらモータ（２４）（２７）の回転駆動を停止させるものである。
【００３２】
図１７は前記駐車ブレーキ軸（４９）に設ける駐車ブレーキ装置（１３６）によって、前記油圧モータ（２４）のブレーキ装置（１３４）を不要とさせる構成を示すもので、前記エンジン（２１）がオフの駆動停止時や、主変速レバー（６８）の中立操作時に、駐車ブレーキ軸（４９）に駐車ブレーキ（１３６ａ）を作動させて傾斜地や負荷変動などでクローラ（２）が回転するなどして機体が移動するのを防止するように構成したものである。前記ブレーキ装置（１３４）（１３６）は何れか一方或いは両方とも設置の何れでも良い。
【００３３】
【発明の効果】
本発明では、変速機構に連結する主変速レバーと、操向機構に連結する操向ハンドルとを、連動手段である変速及び旋回連動機構に連動連結すると共に、該変速及び旋回連動機構を走行変速リンク機構を介して変速機構のコントロールレバーに連動連結すると共に、操向リンク機構を介して操向機構のコントロールレバーに連動連結し、前記変速及び旋回連動機構は、主変速レバーを左右方向の第１枢軸を介して回動自在に支持する固定取付板と、該固定取付板に前記第１枢軸とは直交する方向の第２枢軸にその軸回りに回動自在に設けた変速操作部材と、操向ハンドルに連結すると共に前記固定取付板に第２枢軸を介してその軸線廻りに回動自在に設けた操向操作部材とを備え、変速操作部材の操作出力部を、自在継手軸を介して変速アームに連結し、該変速アームを前記変速リンク機構に連動連結する一方、操向操作部材の操作出力部を、自在継手軸を介して操向切換部材に連結し、該操向切換部材を前記操向リンク機構に連動連結し、操向ハンドルは、変速操作部材に連動連結して、走行状態で走行ハンドルの操作量を大とする程走行速度を減速させるように構成し、自在継手軸は、主変速レバー及び操向ハンドルの中立保持時に、これら何れか一方が操作されても、各操作部材を第１及び第２枢軸の軸回りに回動させるのみとさせて、各自在継手軸には操作力を作用させないように配置している。
このように、自在継手軸は、主変速レバー及び操向ハンドルの中立保持時に、これら何れか一方が操作されても、各操作部材を第１及び第２枢軸の軸回りに回動させるのみとさせて、各自在継手軸には操作力を作用させないように配置しているため、主変速レバーを中立状態に操作することにより、変速機構と操向機構とを中立状態となして、機体を停止させることができ、また、操向ハンドルを中立状態となすことにより、操向機構を中立状態に保持して、機体の直進性を良好に確保することができる。
【図面の簡単な説明】
【図１】ブレーキの制御回路図である。
【図２】コンバインの全体側面図である。
【図３】コンバインの全体平面図である。
【図４】ミッション駆動系の説明図である。
【図５】ミッション駆動系の部分説明図である。
【図６】走行変速及び操向操作部の説明図である。
【図７】操作部の正面説明図である。
【図８】操作部の平面説明図である。
【図９】操作部の側面説明図である。
【図１０】操作部材の側面説明図である。
【図１１】操作部材の正面説明図である。
【図１２】操作部材の平面説明図である。
【図１３】操向ハンドル部の平面説明図である。
【図１４】リンク機構部の平面説明図である。
【図１５】油圧回路図である。
【図１６】フローチャートである。
【図１７】フローチャートである。
【符号の説明】
（１９） 操向ハンドル
（２１） エンジン
（２５） 変速機構
（２８） 変速機構（操向機構）
（３３） 差動機構
（８５） 操向アーム（切換部材）[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a combine operating device that shifts a traveling speed by shifting a hydraulic transmission mechanism with a shift lever, and performs turning of a machine body by operating a hydraulic steering mechanism with a steering handle.
[0002]
[Problems to be solved by the invention]
The driving force from the engine is transmitted to a traveling part such as a crawler via a hydraulic transmission mechanism and a gear differential mechanism to travel the aircraft, and the operating force of the steering handle is transmitted to the gear differential mechanism via the hydraulic steering mechanism. The gear differential mechanism is constituted by a planetary gear composed of a sun gear, a planetary gear, and a ring gear. For example, a shift output from the speed change mechanism is used as a sun gear, and a steering gear is used. In a crawler type traveling device in which the turning output is input to the ring gear and the aircraft travels and turns with the output from the output shaft connected to the planetary gear, the shift output is generated during forward and reverse travel. When reversing forward and backward, the direction of operation of the steering mechanism is reversed and the turning direction does not match between forward and reverse movements. Therefore, in order to match the turning direction, The at the time of backward and forward at the time there was a failure on the operation to be reversed.
[0003]
[Means for Solving the Problems]
Therefore, in the present invention, the driving force from the engine is reduced. It transmits to the left and right traveling parts via the speed change mechanism and the differential mechanism so that the aircraft can travel freely, and the steering operation force is transmitted to the differential mechanism via the steering mechanism to vary the rotation of the left and right traveling parts. The steering operation system is provided with a steering switching member that switches the rotational output of the steering mechanism forward and backward according to the forward / reverse switching of the rotational output of the transmission mechanism. In a combined operation device that switches the turning output direction of the steering mechanism in conjunction with forward / reverse switching, a main transmission lever that is connected to the transmission mechanism and a steering handle that is connected to the steering mechanism are connected to each other. The shift and turn interlocking mechanism is interlocked and connected to the control lever of the speed change mechanism via the travel shift link mechanism and the steering mechanism is controlled via the steering link mechanism. Les The shift and turn interlocking mechanism is linked to the fixed mounting plate that rotatably supports the main shift lever via the first pivot in the left-right direction, and the fixed mounting plate is orthogonal to the first pivot. A shift operating member provided on the second pivot in a direction to be rotated about the axis, and connected to the steering handle and provided on the fixed mounting plate so as to be rotatable about the axis via the second pivot. A steering operation member, and an operation output portion of the speed change operation member is connected to the speed change arm via a universal joint shaft, and the speed change arm is interlocked and connected to the speed change link mechanism. Are connected to the steering switching member via the universal joint shaft, the steering switching member is linked to the steering link mechanism, and the steering handle is linked to the speed change operation member in the traveling state. As the operating amount of the traveling handle increases, the traveling speed decreases. The universal joint shaft is configured to rotate each operation member about the first and second pivot axes even when either one of them is operated during neutral holding of the main speed change lever and the steering handle. And arranged so that no operating force is applied to each universal joint shaft. The present invention provides a combine operating device.
[0004]
DETAILED DESCRIPTION OF THE INVENTION
Embodiments of the present invention will be described below in detail with reference to the drawings. FIG. 1 is a control circuit diagram of the engine, FIG. 2 is an overall side view of the combine, FIG. 3 is a plan view thereof, in which (1) is a track frame on which a traveling crawler (2) is installed, and (3) is the aforementioned A machine base erected on the track frame (1), (4) a threshing unit which is a threshing machine with a feed chain (5) stretched to the left and a handling cylinder (6) and a processing cylinder (7) built in ( 8) is a cutting part provided with a cutting blade (9) and a grain transporting mechanism (10), (11) is a hydraulic cylinder for raising and lowering the cutting part (8) via a cutting frame (12), and (13) is an exhaust cylinder. A waste disposal processing section facing the end of the straw chain (14), (15) a grain tank for carrying the grain from the threshing section (4) through the milled cylinder (16), and (17) the tank (15 ), A discharge auger that carries the grain out of the machine, (18) is a round steering handle (19) and driver's seat ( 0) operation cabin provided with such, are configured to threshing harvests (21) the driver cabin (18) an engine provided below, continuously culms.
[0005]
As shown in FIG. 4, the transmission case (22) for driving the traveling crawler (2) is a hydraulic pressure for traveling which is a speed change mechanism comprising a pair of first hydraulic pump (23) and first hydraulic motor (24). A continuously variable transmission mechanism (25) and a hydraulic continuously variable transmission mechanism (28) for turning which is a steering mechanism including a pair of second hydraulic pump (26) and a second hydraulic motor (27). The input shaft (23a) of the first hydraulic pump (23) is linked to the output shaft (21a) of the engine (21) via the transmission belt (29), and the input shaft of the second hydraulic pump (26) ( 26a) is linked to the input shaft (23a) of the first hydraulic pump (23) via a transmission belt (30).
[0006]
The drive shaft (34) of the traveling crawler (2) is interlockedly connected to the output shaft (31) of the first hydraulic motor (24) via the subtransmission mechanism (32) and the differential mechanism (33). The differential mechanism (33) has a pair of left and right symmetrical planetary gear mechanisms (35) and (35). Each planetary gear mechanism (35) has one sun gear (36) and an outer periphery of the sun gear (36). Are formed by three planetary gears (37) meshed with each other and a ring gear (38) meshed with these planetary gears (37).
[0007]
The planetary gear (37) is rotatably supported by the carrier (41) of the carrier shaft (40) coaxial with the sun gear shaft (39), and the left and right sun gears (36) (36) are sandwiched between the left and right carriers. The ring gear (38) has an inner tooth (38a) that meshes with each planetary gear (37), and is arranged on the same axis as the sun gear shaft (39). ) Is rotatably supported.
[0008]
The traveling hydraulic continuously variable transmission mechanism (25) performs forward / reverse rotation and rotation speed control of the first hydraulic motor (24) by adjusting and changing the angle of the rotary swash plate of the first hydraulic pump (23). Thus, the rotational output of the first hydraulic motor (24) is transmitted from the transmission gear (42) of the output shaft (31) through the gears (43) (44) (45) and the auxiliary transmission mechanism (32) to the sun gear shaft ( The sun gear (36) is rotated by being transmitted to the center gear (46) fixed to 39). The auxiliary transmission mechanism (32) includes an auxiliary transmission shaft (47) having the gear (45) and a parking brake shaft (49) having a gear (48) meshing with the center gear (46). A pair of low speed gears (50) (48), medium speed gears (51) (52), and high speed gears (53) (54) are provided between the shaft (47) and the brake shaft (49). It is configured to enable switching between low speed, medium speed, and high speed by sliding the gear (51) at the center position (note that it has neutrality between low speed and medium speed and between medium speed and high speed). is there). The brake shaft (49) is provided with a vehicle speed detection gear (55) and a vehicle speed sensor (56) for detecting the vehicle speed from the rotational speed of the gear (55). Note that the output shaft (31) is interlocked and connected to a PTO input gear (58) of a PTO shaft (57) that transmits rotational force to a work machine or the like via a PTO transmission gear mechanism (59).
[0009]
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 carrier shaft (40) via the left and right planetary gear mechanisms (35). The rotation transmitted to the carrier shaft (40) is transmitted to the left and right wheel shafts (34a) of the left and right drive wheels (34) via a pair of left and right reduction gears (60) and (61), respectively.
[0010]
Further, the turning hydraulic continuously variable transmission mechanism (28) controls the forward and reverse rotation of the second hydraulic motor (27) and the rotational speed by adjusting the angle change of the rotary swash plate of the second hydraulic pump (26). The rotation output is transmitted from the output gear of the output shaft (62) of the second hydraulic motor (27) to the input gears (65a) and (65b) of the turning input shaft (64) via the gear transmission mechanism (63). Is transmitted directly to the outer teeth (38b) of the ring gear (38) and to the outer teeth (38b) of the right ring gear (38) via the reverse gear (67) of the reverse shaft (66). Thus, when the second hydraulic motor (27) is rotating forward, the left and right ring gears (38) are configured to rotate the left gear (38) reversely and the right gear (38) forward rotating at the same left and right rotational speed.
[0011]
Thus, when the driving of the first hydraulic pump (23) for driving is performed in a state where the driving of the second hydraulic pump (26) for turning is stopped and the left and right ring gears (38) are fixed stationary, the first hydraulic pressure is obtained. The rotational output from the motor (24) is transmitted from the center gear (46) to the left and right sun gears (36) at the same rotational speed, and the planetary gear (37), carrier (41) and reduction gear (60) of the left and right planetary gear mechanism (35). ) (61) is transmitted to the left and right wheel axles (34a) at the same rotational speed in the same direction of left and right, so that the airframe travels straight forward and backward. On the other hand, when the second hydraulic pump (26) for rotation is driven to rotate in the forward and reverse directions with the driving of the first hydraulic pump (23) for traveling stopped and the left and right sun gears (36) stationary and fixed, The planetary gear mechanism (35) is reverse or forward rotation, and the right planetary gear mechanism (35) is forward or reverse rotation, so that the left and right traveling crawler (2) is driven backward and forward, and the aircraft is left or right. Spin-turn on the spot.
[0012]
Further, when driving the first hydraulic pump (23) for driving and driving the second hydraulic pump (26) for turning to turn the body left and right, it is possible to turn with a large turning radius. The turning radius is determined according to the speed of the left and right traveling crawler (2).
[0013]
As shown in FIGS. 6 to 14, the main transmission lever (68) connected to the traveling hydraulic continuously variable transmission mechanism (25) and the steering connected to the turning hydraulic continuously variable transmission mechanism (28). The steering wheel (19) is linked and linked to a shift and turning linkage mechanism (69) which is linkage means, and the linkage mechanism (69) is driven and steered via a running shift and steering link mechanism (70) (71). Are connected to the control levers (72) and (73) of the continuously variable transmission mechanism (25) and (28).
[0014]
The interlocking mechanism (69) includes a rotating plate (75) for supporting the base end bent portion (68a) of the main transmission lever (68) on the cylindrical shaft (74) so as to be swingable in the left-right direction, and the main body side machine. A fixed mounting plate (78) fixed to a frame (76) and supporting the rotating plate (75) through a first pivot (77) in the left-right direction so as to be capable of pivoting back and forth, and the pivot (77). A speed change operation member (80) that is connected to a rotating plate (75) through a second pivot (79) in the front-rear direction orthogonal to the shaft (79) and is rotatable about the shaft (79), and the second pivot (79) ) And a steering operation member (81) that is pivotally connected around the axis of the gear, and the second pivot (79) of the speed change and steering operation members (80) and (81) is each operation output portion at an eccentric position. (80a) (81a) are interlockingly connected to the speed change and steering link mechanism (70) (71).
[0015]
The shift and steering link mechanisms (70) (71) are supported on the frame (76) side of the machine mechanism (69) via the swinging cylinder shaft (83) outside the swinging shaft (82) at the rear position of the interlocking mechanism (69). A transmission arm (84), a steering arm (85) which is a steering switching member for fixing a base end to the swing shaft (82), and each operation output shaft (80a) (81a) 86) (87) and the universal joint shafts (88) (89) for connecting the arms (84) (85) to each other, and a shift gear fixed to the right ends of the cylindrical shaft (83) and the swing shaft (82) and A steering output arm (90) (91) and a first gear for shifting and steering provided rotatably on an intermediate shaft (94) attached to a fulcrum bearing (93) of a rotation fulcrum shaft (92) of the operating cabin (18). One swing arm (95) (96), the output arm (90) (91) and the first swing arm (95) (96) Universal joint-type first rods (97) (98) for shifting and steering that respectively connect the respective tips, and first swing arms (95) (96) provided on the intermediate shaft (94) The second swing arm (99) (100) for shifting and steering integrally connected to the shaft and the support shaft (102) attached to the bearing plate (101) above the transmission case (22) are rotatably supported. Further, the steering shafts (103) and (104), the first swing arms (105) and (106) whose base ends are fixed to the tube shafts (103) and (104), and the second swing arm (99). ) (100) connecting joints between the distal ends of the universal joint-type second rods (107) (108) and the second swing for fixing the base end to the cylindrical shafts (103) (104). Each end of arm (109) (110) and control lever (72) (73) And a universal joint-type third rod (111) (112) for shifting and steering, and a travel control by rotation of a speed change operating member (80) about the first pivot (77). Shifting and steering control is performed by operating the lever (72) and the steering control lever (73) by turning the steering operating member (81) around the second pivot (79) during travel. Configured to do.
[0016]
On the other hand, a gear (114) is provided on the handle operating shaft (113) at the lower end of the steering handle (19), and the gear (114) is engaged with a sector gear (116) attached to the rear rotating shaft (115). A first swing arm (118) of a steering shaft (117) disposed below the position of the main transmission lever (68), and an output arm (119) having a base end fixed to the rotating shaft (115). A second swinging arm integrated with the first swinging arm (118) of the steering shaft (117) is connected between the respective ends via a universal joint type steering first rod (120) which is a steering link mechanism. (121) is connected to the front end of the universal joint shaft (89) via a universal joint type steering second rod (122), and the second pivot (79) is connected by rotating the handle (19). The steering operation member (81) is rotated as the center. It is configured so as.
[0017]
Further, a neutral positioning plate (123) is provided below the gear (114) of the handle operating shaft (113), and one end of the steering detection link (125) is attached to the protruding shaft (124) on the lower surface of the positioning plate (123). And the first swing arm (127) of the reduction arm shaft (126) disposed on the right side of the rotation shaft (115) and the other end long hole (125a) of the detection link (125) are connected to the shaft ( 128), and a universal joint which is a speed reduction link mechanism between the tips of the speed reduction arm (129) of the steering shaft (117) and the second swing arm (130) of the speed reduction arm axis (126). The first speed reduction rod (131) is connected, and the rightmost speed reduction transmission shaft (132) of the speed change operation member (80) and the other end of the second swing arm (130) are connected with a universal joint type second speed reduction rod. Connect with (133) and run State is configured so as to decelerate the steering amount to pull the second reduction rod enough to a large (133) below the running speed of the handle (19).
[0018]
Thus, a universal joint of the second pivot (79) that allows the shifting and steering operation members (80) and (81) to rotate about the axis, the steering arm (85), and the joint shaft (89). And the universal joint portion (88b) (89b) between the operation output shaft (86) (87) and the universal joint shaft (88) (89). ) And the first pivot (77) are positioned on a horizontal horizontal line (L2) orthogonal to the line (L1), and a universal joint portion (88a) between the transmission arm (84) and the joint shaft (88). ) And the joint part (89a) are positioned on a horizontal horizontal line (L3) parallel to the line (L2), and the joint part (88a) is as close as possible to the joint part (89a) (maximum In the main shift lever (68) and the steering handle (19) Even if any one of these is operated during holding, each operating member (80) (81) is only rotated around the axis of the first and second pivots (77) (79). 88) (89) does not apply an operating force.
[0019]
As shown in FIG. 10, when the main transmission lever (68) is moved forward and backward, when the operation member (80) is tilted back and forth by an angle (α1) (α2) about the first pivot (77), the joint shaft ( 88) is pulled or pushed to operate the speed change arm (84) to switch the traveling speed forward and backward, and as shown in FIG. 11, it is operated during this state (when the main speed change lever (68) is other than neutral). When the operating member (81) is tilted up and down by an angle (β1) (β2) about the second pivot (79) by rotating the direction handle (19), the steering shaft (89) is pulled or pushed to operate the steering arm ( 85) is operated to turn the aircraft left and right. (Even when a turning operation is performed at the time of neutralization of the main speed, the joint shaft (89) moves on a conical surface centered on the line (L1) and the distance between the joint portions (89a) and (89b) does not change. .)
[0020]
By the way, when the forward rotation of the first hydraulic pump (23) for traveling is defined as forward travel, the planetary gear mechanism (35) by the second hydraulic motor (27) for rotation during reverse travel during reverse rotation is the forward travel. When the first hydraulic pump (23) is reversely rotated (reverse), the second hydraulic pump ( 26) by switching the swash plate angle to the opposite direction (the rotational directions of the input shafts (23a) and (26a) of the first and second hydraulic pumps (23) and (26) are constant)), and the second hydraulic motor (27) The rotation is reversed in the forward and reverse directions.
[0021]
That is, in this case, the operation member (80) during the forward operation is tilted to the angle (α1) ahead of the neutral position, and the second rod (122) is pulled by the right rotation operation of the handle (19), thereby operating the operation member (81). Is tilted to the downward angle (β2) side, the output portion (81a) of the operating member (81) is brought closer to the steering arm (85) side, and the steering arm (85) is centered on the swing shaft (82). ) In a direction away from the operation member (81) (counterclockwise in FIG. 6), and the control lever (73) is rotated downward via the first and second rods (98) (108). Then, the second hydraulic pump (26) for turning is rotated forward. That is, the aircraft is turned to the right (the speed of the traveling crawler (2) is large on the left side and small on the right side).
[0022]
Further, during the forward operation described above, when the second rod (122) is pushed up by the left turning operation of the handle (19) and the operation member (81) is tilted to the upward angle (β1) side, the operation member (81) The output portion (81a) is further away from the operation arm (85) side, and the steering arm (85) is moved closer to the operation member (81) side about the swing shaft (82) (clockwise in FIG. 6). The second hydraulic pump (26) is rotated reversely by rotating the control lever (73) upward. In other words, the aircraft is turned leftward (the speed of the traveling crawler (2) is large on the right side and small on the left side).
[0023]
Further, the operation member (80) during the backward operation is inclined toward the angle (α2) behind the neutral position, and the second rod (122) is pulled by the right rotation operation of the handle (19) to lower the operation member (81). When tilting to the direction angle (β2) side, the output portion (81a) of the operating member (81) is moved away from the steering arm (85) side, and the steering arm (85) is centered on the swing shaft (82). The second hydraulic pump (26) is rotated in the reverse direction by rotating in the direction approaching the operating member (81) (clockwise in FIG. 6) and rotating the control lever (73) upward. That is, the aircraft turns backward and turns right (the speed of the traveling crawler (2) is large on the left side and small on the right side).
[0024]
Furthermore, contrary to the above, when the operation member (81) is tilted to the upward angle (β1) side by the left rotation operation of the handle (19) during the reverse operation, the output portion of the operation member (81) (81a) is moved closer to the operating member (81) side, and the steering arm (85) is rotated in the direction away from the operating member (81) (counterclockwise in FIG. 6) about the swing shaft (82). The control lever (73) is rotated downward to rotate the second hydraulic pump (26) forward. In other words, the aircraft is turned backward to turn left (the speed of the traveling crawler (2) is large on the right side and small on the left side).
[0025]
Thus, in the turning operation at the time of forward and backward movement, the movement of the steering arm (85) is reversed, and the turning operation direction of the steering handle (19) and the direction of the machine body are both forward and backward. This is to match the turning direction.
[0026]
Further, as shown in FIG. 13, the detection link (125) provided on the steering handle (19) allows the first swing arm (127) to be angled in the same direction (θ) in either the right or left turn operation from the neutral position. ), The second deceleration rod (133) is always pulled, and when the operation member (80) during forward operation is inclined to the angle (α1) side, the joint portions (88a) (88b) ), And when the operation member (80) during reverse operation is inclined to the angle (α2) side, the distance between the joint portions (88a) (88b) is increased to increase the speed change arm (84). Are respectively displaced toward the low speed side in the neutral direction, and the vehicle is decelerated in accordance with the turning amount.
[0027]
Further, the center of the universal joints (97a) and (98a) of the first rods (97) and (98) and the swing arms (95) and (96) for transmitting the operating force for shifting and steering are arranged in the driving cabin (18 ) To coincide with the position of the pivot fulcrum shaft (92) so that the driving cabin (18) can be rotated in the forward direction without removing these operating systems in the neutral holding of shifting and steering. It is composed.
[0028]
By the way, as shown in FIGS. 4 to 5, the output shafts (31) and (62) of the first and second hydraulic motors (24) and (27) are connected to the output shaft by the operation of the electromagnetic brakes (134a) and (135a). (31) Traveling and turning brake devices (134) and (135), which are travel stopping and linearly moving fixing means for holding stationaryly (62), are provided, and an electromagnetic brake (136a) is operated on the parking brake shaft (49). Is provided with a parking brake device (136) as transmission fixing means for holding the brake shaft (49) stationary.
[0029]
As shown in FIG. 15, the first hydraulic pump (23), the hydraulic motor (24), the second hydraulic pump (26), and the hydraulic motor (27) are configured when the speed change mechanism (25) (28) for traveling and turning is configured. ) Is provided with a two-position unloading valve (138) operated by a solenoid (137), and the unloading valve (138) can stop the traveling and turning of the aircraft. doing.
[0030]
As shown in FIG. 1, a main transmission neutral sensor (139) for detecting a neutral position of the transmission mechanism (25) constituting the main transmission mechanism or a neutral position of the main transmission lever (68), and the transmission mechanism (28). A steering neutral sensor (140) that detects a neutral position or a neutral position of the steering handle (19), and a straight-ahead display lamp (141) that is a straight-ahead display means for displaying a straight traveling state of the aircraft, The sensors (139) and (140) are connected to the controller (142), and the controllers (142) are connected to the brake devices (134), (135), and 136 and the indicator lamps (141). The brakes (134a) (135a) (136a) in the brake devices (134) (135) (136) based on the detection of the sensors (139) (140). It is configured to perform the lighting of the operating and indicator lamps (141).
[0031]
Thus, as shown in FIG. 16, during the neutral operation of the steering handle (19), the brake (135a) is operated on the output shaft (62) of the turning hydraulic motor (27) to neutralize the steering. Is maintained, the straight drive indicator lamp (141) is lit, and when the main shift lever (68) is operated to a shift position other than neutral at the neutral position of the steering, the vehicle travels straight in the front-rear direction at the vehicle speed corresponding to each shift position. When only traveling is performed and the main transmission lever (68) is also in the neutral operation, the brake (134a) is also actuated on the output shaft (31) of the traveling hydraulic motor (24) to stop both turning and traveling. Is to maintain. Further, during neutral operation of the main transmission lever (68) and the steering handle (19) for operating the brakes (134a) (135a) on the output shafts (31), (62) of the hydraulic motors (24), (27). Then, the solenoid (137) of the unload valve (138) is excited by the sensors (139) and (140) to stop the supply of hydraulic pressure to the hydraulic motors (24) and (27), and these motors (24 ) (27) is stopped.
[0032]
FIG. 17 shows a configuration in which the brake device (134) of the hydraulic motor (24) is made unnecessary by the parking brake device (136) provided on the parking brake shaft (49), and the engine (21) is turned off. When the drive is stopped or when the main speed change lever (68) is neutrally operated, the parking brake (136a) is actuated on the parking brake shaft (49) and the crawler (2) rotates due to sloping ground or load fluctuation. It is configured to prevent movement. Either one or both of the brake devices (134) and (136) may be installed.
[0033]
【The invention's effect】
In the present invention, A main transmission lever connected to the transmission mechanism and a steering handle connected to the steering mechanism are interlocked to the shift and turning interlocking mechanism as the interlocking means, and the shifting and turning interlocking mechanism is connected via the traveling shift link mechanism. Are linked to the control lever of the speed change mechanism, and are also linked to the control lever of the steering mechanism via the steering link mechanism. The shift and turn interlock mechanism has the main speed change lever connected to the left and right first pivot. A fixed mounting plate that is rotatably supported, a shift operation member that is provided on the fixed mounting plate so as to be rotatable about a second pivot in a direction perpendicular to the first pivot, and a steering handle. And a steering operation member provided on the fixed mounting plate so as to be rotatable about its axis via a second pivot, and an operation output portion of the transmission operation member is connected to the transmission arm via a universal joint shaft. Concatenate, The shift arm is linked to the shift link mechanism, and the operation output portion of the steering operation member is connected to the steering switching member via a universal joint shaft, and the steering switching member is linked to the steering link mechanism. The steering handle is linked to the speed change operation member so that the travel speed is reduced as the operation amount of the travel handle is increased in the running state. The universal joint shaft includes the main speed change lever and the control handle. Even when either one of these is operated when the direction handle is neutrally held, each operation member is only rotated around the first and second pivot axes, and no operation force is applied to each universal joint shaft. Arranged as ing.
As described above, the universal joint shaft only rotates each operation member around the first and second pivot axes even when either one of the main transmission lever and the steering handle is held neutral. Since the operation force is not applied to each universal joint shaft, the transmission mechanism and the steering mechanism are neutralized by operating the main transmission lever to the neutral state. It can be stopped, and by making the steering handle in the neutral state, the steering mechanism can be held in the neutral state and the straightness of the airframe can be ensured satisfactorily.
[Brief description of the drawings]
FIG. 1 is a control circuit diagram of a brake.
FIG. 2 is an overall side view of the combine.
FIG. 3 is an overall plan view of the combine.
FIG. 4 is an explanatory diagram of a mission drive system.
FIG. 5 is a partial explanatory diagram of a mission drive system.
FIG. 6 is an explanatory diagram of a traveling speed change and steering operation unit.
FIG. 7 is an explanatory front view of an operation unit.
FIG. 8 is an explanatory plan view of an operation unit.
FIG. 9 is an explanatory side view of an operation unit.
FIG. 10 is an explanatory side view of an operation member.
FIG. 11 is a front explanatory view of an operation member.
FIG. 12 is an explanatory plan view of an operation member.
FIG. 13 is an explanatory plan view of a steering handle portion.
FIG. 14 is an explanatory plan view of a link mechanism unit.
FIG. 15 is a hydraulic circuit diagram.
FIG. 16 is a flowchart.
FIG. 17 is a flowchart.
[Explanation of symbols]
(19) Steering handle
(21) Engine
(25) Transmission mechanism
(28) Speed change mechanism (steering mechanism)
(33) Differential mechanism
(85) Steering arm (switching member)

Claims (1)

エンジン（２１）からの駆動力を変速機構（２５）及び差動機構（３３）を介し走行部（２）に伝達して機体を変速自在に走行すると共に、操向操作力を操向機構（２８）を介して差動機構（３３）に伝達して、左右走行部（２）（２）の回転を異ならせて機体の旋回を行うようにし、かつ、
前記変速機構（２５）の回転出力の正逆の切換えに応じて、前記操向機構（２８）の回転出力を正逆に切換える操向切換部材（８５）を操向操作系に設け、前後進切換と連動して操向機構（２８）の旋回出力方向を切換えるようにしたコンバインの操作装置において、
変速機構（２５）に連結する主変速レバー（６８）と、操向機構（２８）に連結する操向ハンドル（１９）とを、連動手段である変速及び旋回連動機構（６９）に連動連結すると共に、該変速及び旋回連動機構（６９）を走行変速リンク機構（７０）を介して変速機構（２５）のコントロールレバー（７２）に連動連結すると共に、操向リンク機構（７１）を介して操向機構（２８）のコントロールレバー（７３）に連動連結し、
前記変速及び旋回連動機構（６９）は、主変速レバー（６８）を左右方向の第１枢軸（７７）を介して回動自在に支持する固定取付板（７８）と、該固定取付板（７８）に前記第１枢軸（７７）とは直交する方向の第２枢軸（７９）にその軸回りに回動自在に設けた変速操作部材（８０）と、操向ハンドル（１９）に連結すると共に前記固定取付板（７８）に第２枢軸（７９）を介してその軸線廻りに回動自在に設けた操向操作部材（８１）とを備え、
変速操作部材（８０）の操作出力部（８０ａ）を、自在継手軸（８８）を介して変速アーム（８４）に連結し、該変速アーム（８４）を前記変速リンク機構（７０）に連動連結する一方、
操向操作部材（８１）の操作出力部（８１ａ）を、自在継手軸（８９）を介して操向切換部材（８５）に連結し、該操向切換部材（８５）を前記操向リンク機構（７１）に連動連結し、
操向ハンドル（１９）は、変速操作部材（８０）に連動連結して、走行状態で走行ハンドルの操作量を大とする程走行速度を減速させるように構成し、
自在継手軸（８８）（８９）は、主変速レバー（６８）及び操向ハンドル（１９）の中立保持時に、これら何れか一方が操作されても、各操作部材（８０）（８１）を第１及び第２枢軸（７７）（７９）の軸回りに回動させるのみとさせて、各自在継手軸（８８）（８９）には操作力を作用させないように配置したことを特徴とするコンバインの操作装置。The driving force from the engine (21) is transmitted to the traveling unit (2) via the transmission mechanism (25) and the differential mechanism (33) to travel the vehicle body in a freely variable manner, and the steering operation force is transmitted to the steering mechanism ( 28) to the differential mechanism (33) to rotate the left and right traveling parts (2) and (2) to rotate the aircraft, and
A steering switching member (85) for switching the rotational output of the steering mechanism (28) to forward / reverse according to the forward / reverse switching of the rotational output of the speed change mechanism (25) is provided in the steering operating system. In the combine operating device that switches the turning output direction of the steering mechanism (28) in conjunction with the switching,
The main transmission lever (68) connected to the transmission mechanism (25) and the steering handle (19) connected to the steering mechanism (28) are interlocked and connected to the shifting and turning interlocking mechanism (69) as the interlocking means. At the same time, the shift and turn interlocking mechanism (69) is interlocked and connected to the control lever (72) of the speed change mechanism (25) via the traveling speed change link mechanism (70) and operated via the steering link mechanism (71). Linked to the control lever (73) of the direction mechanism (28),
The shift and turn interlock mechanism (69) includes a fixed mounting plate (78) that rotatably supports the main transmission lever (68) via a first pivot (77) in the left-right direction, and the fixed mounting plate (78). ) To a second pivot (79) in a direction orthogonal to the first pivot (77), and a shift operating member (80) rotatably provided about the axis and a steering handle (19). A steering operation member (81) provided on the fixed mounting plate (78) via a second pivot (79) so as to be rotatable about its axis;
The operation output portion (80a) of the speed change operation member (80) is connected to the speed change arm (84) via the universal joint shaft (88), and the speed change arm (84) is linked to the speed change link mechanism (70). While
The operation output part (81a) of the steering operation member (81) is connected to the steering switching member (85) via the universal joint shaft (89), and the steering switching member (85) is connected to the steering link mechanism. (71)
The steering handle (19) is linked to the speed change operation member (80) and is configured to reduce the traveling speed as the operating amount of the traveling handle is increased in the traveling state.
The universal joint shafts (88) and (89) move the operation members (80) and (81) in the first position even when either one of them is operated when the main transmission lever (68) and the steering handle (19) are neutrally held. The combine is characterized in that the universal joint shafts (88) and (89) are arranged so as not to act on the universal joint shafts (88) and (89) only by rotating about the first and second pivot shafts (77) and (79). Operating device.

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