JP3662458B2 - Crawler work vehicle - Google Patents

Description

【０００１】
【発明の属する技術分野】
本発明は車速を変速する変速レバー並びに機体の旋回を行う操向ハンドルなどを備えたコンバインなどのクローラ作業車に関する。
【０００２】
【発明が解決しようとする課題】
従来、左右走行クローラを駆動して前後進及び旋回移動させるコンバインなどがあるが、方向転換時、旋回内側の走行クローラを停止させる構造では、運転操作が面倒であり、スムーズな旋回移動を容易に行い得ない不具合がある。そこで、操向操作によって旋回内側の走行クローラを減速させかつ旋回外側の走行クローラを増速させることにより、運転操作の簡略化並びにスムーズな旋回移動を図れるが、エンジン動力を伝える変速機構と操向機構の両方で走行クローラを駆動する場合、操向操作だけで操向機構により走行クローラが駆動されるから、変速中立操作によって走行クローラを停止させていても、操向操作だけで移動する不具合があり、旋回操作の簡略化並びに走行性の向上などを容易に図り得ない等の問題がある。
【０００３】
【課題を解決するための手段】
そこで、本発明は、左右走行クローラを同一方向に同一速度で駆動する変速機構と、左右走行クローラを逆方向に同一速度で駆動する操向機構を設け、変速機構による走行クローラ変速制御が中立時に操向機構による走行クローラ操向制御を直進状態に保つように構成したクローラ作業車において、車速を変更する変速具の操作に基づき変速機構を作動させる変速操作部材と、進路を変更する操向具の操作に基づき操向機構を作動させる操向操作部材を設けると共に、操向具は上記変速操作部材に連動連結して、同操向具の操向量に比例させて変速操作部材を低速側に変位させるようにし、操向操作時には移動速度が減速されるようにしたことを特徴とするクローラ作業車を提供するものである。
【０００６】
【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は走行変速及び操向操作部の説明図、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。
【０００７】
図４に示す如く、前記走行クローラ（２）を駆動する運転駆動部であ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）からなる主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。
【０００８】
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。
【０００９】
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。
【００１０】
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）を有する車速センサ軸（４９）とを備え、副変速軸（４７）とセンサ軸（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。また前記センサ軸（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。
【００１１】
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。
【００１２】
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）の外歯を対しては直接的に、また右側のリングギヤ（３８）の外歯に対しては逆転軸（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。
【００１３】
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。
【００１４】
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。
【００１５】
図１、図５乃至図１２に示す如く、前記走行用の油圧式無段変速機構（２５）に連結する運転操作部である主変速レバー（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。
【００１６】
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。
【００１７】
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）を中心とした走行操作部材（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。
【００１８】
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。
【００１９】
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。
【００２０】
ところで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。
【００２１】
そして図８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９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にも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。）
【００２２】
上記から明らかなように、車速を変更する変速具である主変速レバー（６８）の操作に基づき変速機構である走行用油圧式無段変速機構（２５）を作動させる変速制御部材である変速アーム（８４）と、進路を変更する操向具である操向ハンドル（１９）の操作に基づき操向機構である旋回用油圧式無段変速機構（２８）を作動させる操向制御部材である操向アーム（８５）を設けると共に、変速軸である第１枢軸（７７）回りに回転自在な回転体である変速操作部材（８０）と操向操作部材（８１）を操向軸である第２枢軸（７９）軸芯上に回転自在に取付け、第２枢軸（７９）を中心とする同一円周上で変速操作部材（８０）と操向操作部材（８１）に連結させる結合体である自在継手軸（８８）（８９）を設け、第２枢軸（７９）軸芯線上で各自在継手軸（８８）（８９）に変速アーム（８４）と操向アーム（８５）を夫々連結させ、主変速レバー（６８）によって第１枢軸（７７）回りに変速操作部材（８０）と操向操作部材（８１）を回転させる一方、操向ハンドル（１９）によって第２枢軸（７９）回りに変速操作部材（８０）と操向操作部材（８１）を回転させる。そして、前記各操作部材（８０）（８１）と各自在継手軸（８８）（８９）を円錐形軌跡上で移動させ、前記走行用変速機構（２５）と旋回用変速機構（２８）の相互に関連させて作動させる制御構造の簡略化及びコンパクト化を行うと共に、旋回時の左右走行クローラ（２）の速度比の一定維持並びに旋回時の移動速度減速制御並びに走行変速中立時の旋回動作阻止などを行い、変速及び旋回操作構造の簡略化並びに旋回操作の簡略化並びに走行性の向上などを図る。
【００２３】
また、十字方向に延設させる第１枢軸（７７）と第２枢軸（７９）を設け、前記第１枢軸（７７）回りに回転可能に第２枢軸（７９）を取付けると共に、前記第２枢軸（７９）を中心に回転可能な変速及び操向操作部材（８０）（８１）を走行用変速機構（２５）並びに旋回用変速機構（２８）に変速連結点である自在継手部（８８ｂ）並びに操向連結点である自在継手部（８９ｂ）を介して連結させ、前記第１枢軸（７７）軸芯上に操向用自在継手部（８９ｂ）を配設させ、前記第２枢軸（７９）を中心とする同一円周上に前記各自在継手部（８８ｂ）（８９ｂ）を配設させる。そして、前記第１枢軸（７７）回りに変速及び操向操作部材（８０）（８１）を回転させる変速操作を行っているとき、前記第２枢軸（７９）回りに変速及び操向操作部材（８０）（８１）を回転させて行う操向用変速機構（２８）の制御を可能とし、停止しているときの旋回動作を阻止すると共に、左右走行クローラ（２）の速度比を略一定に保ち乍ら操向量に比例させて移動速度を自動的に減速させ、旋回操作の簡略化並びに走行性の向上などを図る。
【００２４】
さらに、左右走行クローラ（２）を同一方向に同一速度で駆動する変速機構（２５）と、左右走行クローラ（２）を逆方向に同一速度で駆動する操向機構（２８）を設けるクローラ作業車において、操向機構（２８）の操向量の変更によって変速機構（２５）の変速量を自動的に変化させ、旋回半径に比例して車速を自動的に減速または増速し、操向操作だけで旋回半径に適した車速を容易に得られ、操向操作の簡略化並びに変速及び操向制御機能の向上などを図ると共に、変速機構（２５）による走行クローラ（２）変速制御が中立時に操向機構（２８）による走行クローラ（２）操向制御を直進状態に保ち、走行変速が中立の状態で走行クローラ（２）を停止させているとき、操向機構（２８）が単独で操作されても、操向機構（２８）による走行クローラ（２）の駆動を防止し、操向操作の簡略化並びに操向制御機能の向上などを図る。
【００２５】
また図１１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。
【００２６】
さらに図１３にも示す如く、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）の回動支点である回動支点軸（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。つまり機台（３）上の前支点受台（１３４）に固設する支点軸受（９３）に、前記中間軸（９４）を一体的に支持させていて、変速及び操向の中立状態時には第１ロッド（９７）（９８）と揺動アーム（９５）（９６）の自在継手部（９７）（９８）中心を、支点軸（９２）の軸芯線上に一致させて、支点軸（９２）を中心とした運転キャビン（１８）の前方への回動時にも、中間軸（９４）を中心として第１ロッド（９７）（９８）を一体に回動させて、揺動アーム（９５）（９６）との関係を損なうことのない運転キャビン（１８）の開放を可能とさせるもので、したがってキャビン（１８）内の操作部とミッションケース（２２）の各変速機構（２５）（２８）とがロッド（９７）（９８）（１０７）（１０８）など用いたリンク機構（７０）（７１）でありながら、これらをその都度取外す必要のない運転キャビン（１８）の開放を可能とさせることができると共に、リンク機構（７０）（７１）を介し伝わる運転キャビン（１８）の振動も最小限に抑制できるものである。
【００２７】
【発明の効果】
本発明では、車速を変更する変速具の操作に基づき変速機構を作動させる変速操作部材と、進路を変更する操向具の操作に基づき操向機構を作動させる操向操作部材を設けると共に、操向具は上記変速操作部材に連動連結して、同操向具の操向量に比例させて変速操作部材を低速側に変位させるようにし、操向操作時には移動速度が減速されるようにしているため、旋回操作の簡略化並びに走行性の向上などを容易に図ることができる。
【図面の簡単な説明】
【図１】走行変速及び操向操作部の説明図。
【図２】コンバインの全体側面図。
【図３】コンバインの全体平面図。
【図４】ミッション駆動系の説明図。
【図５】操作部の正面説明図。
【図６】操作部の平面説明図。
【図７】操作部の側面説明図。
【図８】操作部材の側面説明図。
【図９】操作部材の正面説明図。
【図１０】操作部材の平面説明図。
【図１１】操向ハンドル部の平面説明図。
【図１２】リンク機構部の平面説明図。
【図１３】運転キャビン部の側面説明図。
【符号の説明】
（１９） 操向ハンドル（操向具）
（２５） 変速機構（走行用油圧式無段変速機構）
（２８） 操向機構（旋回用油圧式無段変速機構）
（６８） 主変速レバー（変速具）
（７７） 第１枢軸（変速軸）
（７９） 第２枢軸（操向軸）
（８０） 変速操作部材（回転体）
（８１） 操向操作部材（回転体）
（８４） 変速アーム（変速制御部材）
（８５） 操向アーム（操向制御部材）
（８８）（８９） 自在継手軸（結合体）
（８８ｂ） 自在継手部（変速連結点）
（８９ｂ） 自在継手部（操向連結点）[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a crawler work vehicle such as a combine equipped with a shift lever for shifting the vehicle speed and a steering handle for turning the vehicle body.
[0002]
[Problems to be solved by the invention]
Conventionally, there is a combine that drives the left and right traveling crawlers to move forward and backward and turn, but the structure that stops the traveling crawler inside the turning when turning the direction is troublesome and facilitates smooth turning movement There is a bug that cannot be done. Therefore, by decelerating the traveling crawler on the inside of the turn and increasing the speed of the traveling crawler on the outside by steering operation, the driving operation can be simplified and smooth turning movement can be achieved. When the traveling crawler is driven by both of the mechanisms, the traveling crawler is driven by the steering mechanism only by the steering operation. Therefore, even if the traveling crawler is stopped by the shift neutral operation, there is a problem that the traveling crawler moves only by the steering operation. There are problems such as simplification of the turning operation and improvement of traveling performance.
[0003]
[Means for Solving the Problems]
Therefore, the present invention is provided with a speed change mechanism that drives the left and right travel crawlers in the same direction and at the same speed, and a steering mechanism that drives the left and right travel crawlers in the reverse direction at the same speed, and when the travel crawler speed change control by the speed change mechanism is neutral. In a crawler work vehicle configured to keep the traveling crawler steering control by the steering mechanism in a straight traveling state, a speed change operating member that operates the speed change mechanism based on an operation of the speed change mechanism that changes the vehicle speed, and a steering tool that changes the course A steering operation member is provided for operating the steering mechanism based on the operation described above, and the steering tool is linked to the speed change operation member so that the speed change operation member is moved to the low speed side in proportion to the steering amount of the steering tool. The present invention provides a crawler work vehicle characterized in that the moving speed is decelerated during a steering operation .
[0006]
DETAILED DESCRIPTION OF THE INVENTION
Embodiments of the present invention will be described below in detail with reference to the drawings. FIG. 1 is an explanatory view of a traveling speed change and steering operation unit, FIG. 2 is an overall side view of the combine, FIG. 3 is a plan view thereof, and (1) is a track frame for mounting a traveling crawler (2), (3) is a machine base installed on the track frame (1), (4) 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. A threshing part, (8) a cutting part provided with a cutting blade (9) and a culm conveying mechanism (10), etc., (11) a hydraulic cylinder for raising and lowering the cutting part (8) via a cutting frame (12), (13) is a waste processing section that faces the end of the waste chain (14), (15) is a grain tank that carries the grain from the threshing section (4) through the milled cylinder (16), (17) Is a discharge auger for carrying the grain of the tank (15) out of the machine, (18) is a round steering handle (19) and Driver's seat (20) operating cabin comprising etc., are configured to threshing harvests (21) the driver cabin (18) an engine provided below, continuously culms.
[0007]
As shown in FIG. 4, a transmission case (22), which is an operation drive unit for driving the traveling crawler (2), is a main transmission mechanism comprising a pair of first hydraulic pump (23) and first hydraulic motor (24). A hydraulic continuously variable transmission mechanism (25) for traveling, and a turning hydraulic continuously variable transmission mechanism that is a steering mechanism including a pair of second hydraulic pump (26) and a second hydraulic motor (27). (28), 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 second hydraulic pump ( 26) is linked to the input shaft (23a) of the first hydraulic pump (23) via the transmission belt (30).
[0008]
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).
[0009]
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 internal teeth that mesh with the planetary gears (37) and is arranged on the same axis as the sun gear shaft (39), and rotates on the carrier shaft (40). The shaft is supported freely.
[0010]
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 vehicle speed sensor 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 sensor shaft (49). Switching between the low speed, the medium speed, and the high speed is made possible by the sliding operation of the gear (51) at the center position. The sensor 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).
[0011]
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.
[0012]
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). The second hydraulic motor is transmitted directly to the external teeth of the ring gear (38) of the second ring motor and to the external teeth of the right ring gear (38) via the reverse gear (67) of the reverse rotation shaft (66). In the forward rotation of (27), the left and right ring gears (38) are configured to rotate the left gear (38) in the reverse direction and the right gear (38) in the normal direction at the same left and right rotational speed.
[0013]
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.
[0014]
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).
[0015]
As shown in FIGS. 1 and 5 to 12, a main transmission lever (68) which is a driving operation unit connected to the traveling hydraulic continuously variable transmission mechanism (25), and a hydraulic continuously variable transmission mechanism for turning. The steering handle (19) connected to (28) is linked and linked to the shift and turning interlocking mechanism (69) as the interlocking means, and the interlocking mechanism (69) is connected to the traveling shift and steering link mechanism (70). (71) are linked to the control levers (72) and (73) of the continuously variable transmission mechanism (25) and (28) for running and steering.
[0016]
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).
[0017]
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) having a base end fixed to the swing shaft (82), and each operation output shaft (86) (87) of the output sections (80a) (81a) Universal joint shafts (88) and (89) for connecting the arms (84) and (85), and a shift and steering output arm (90) fixed to the right ends of the cylindrical shaft (83) and the swing shaft (82). ) (91) and a first swing arm (95) for shifting and steering provided rotatably on an intermediate shaft (94) attached to a fulcrum bearing (93) of the pivot fulcrum shaft (92) of the operating cabin (18). ) (96), and tips of the output arms (90) (91) and the first swing arms (95) (96) And a universal joint-type first rod (97) (98) for shifting and steering, and a shift and steering gear connected to the first swing arm (95) (96) provided on the intermediate shaft (94). Shifting and steering cylinder shaft (100) that is rotatably supported by a second pivot arm (99) (100) for direction and a support shaft (102) attached to the bearing plate (101) above the transmission case (22). 103) (104), and the distal ends of the first swing arm (105) (106) and the second swing arm (99) (100), the base end of which is fixed to the cylindrical shaft (103) (104). Universal joint-type second rods (107) (108) for shifting and steering, and second swing arms (109) (110) having base ends fixed to the cylindrical shafts (103) (104) And control levers (72) and (73) are connected to each tip. And a steering universal joint type third rod (111) (112), and a travel control member (80) is rotated by a travel operation member (80) about the first pivot (77). Further, the steering control member (81) is operated by the rotation of the steering operation member (81) about the second pivot (79) during traveling to perform the shift and steering control. ing.
[0018]
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.
[0019]
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).
[0020]
By the way, a universal joint portion (89a) of the second pivot (79) that allows the shift and steering operation members (80) (81) to rotate about the axis, and the steering arm (85) and the joint shaft (89). ) On the horizontal line (L1) in the front-rear direction, and universal joint portions (88b) (89b) between the operation output shafts (86) (87) and the universal joint shafts (88) (89), The first pivot (77) is positioned on the left and right horizontal line (L2) orthogonal to the line (L1), and the universal joint portion (88a) between the transmission arm (84) and the joint shaft (88) When the joint portion (89a) is positioned on the left and right horizontal line (L3) parallel to the line (L2), when either the main transmission lever (68) or the steering handle (19) is held neutral, Even if operated, each operation member (80) (81) is set to the first. Beauty by only rotate around the axis of the second pivot (77) (79), the joint axis (88) (89) are those which do not act an operating force.
[0021]
As shown in FIG. 8, when the main transmission lever (68) is moved forward and backward, when the operating 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 shift arm (84) to switch the traveling speed between forward and backward, and as shown in FIG. 9, it is operated during this state (when the main shift 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 the turning operation is performed at the neutral position of the main speed, the joint shaft (89) also moves on the conical surface centered on the line (L1), and the distance between the joint portions (89a) and (89b) changes. do not do.)
[0022]
As is apparent from the above, a shift arm that is a shift control member that operates a traveling hydraulic continuously variable transmission mechanism (25) that is a shift mechanism based on an operation of a main shift lever (68) that is a shifter that changes the vehicle speed. (84) and the steering control member that operates the turning hydraulic continuously variable transmission mechanism (28) that is the steering mechanism based on the operation of the steering handle (19) that is the steering tool that changes the course. A direction arm (85) is provided, and a speed change operation member (80) and a steering operation member (81), which are rotating bodies that are rotatable around a first pivot (77) that is a speed change shaft, are provided as second directions. Swivel mounted on the pivot (79) axis and freely coupled to the speed change operation member (80) and the steering operation member (81) on the same circumference around the second pivot (79). Joint shaft (88) (89) is provided, and the second pivot (79) shaft core Above, the speed change arm (84) and the steering arm (85) are connected to the universal joint shafts (88) and (89), respectively, and the speed change operation member (80) around the first pivot (77) by the main speed change lever (68). ) And the steering operation member (81), while the transmission handle (80) and the steering operation member (81) are rotated around the second pivot (79) by the steering handle (19). Then, the operating members (80) (81) and the universal joint shafts (88) (89) are moved on a conical locus so that the traveling speed change mechanism (25) and the turning speed change mechanism (28) are mutually connected. In addition to simplifying and compacting the control structure to be operated in relation to the vehicle, maintaining a constant speed ratio of the left and right traveling crawler (2) during turning, moving speed deceleration control during turning, and turning operation prevention during neutral travel Etc. to simplify the gear shifting and turning operation structure, simplify the turning operation, and improve traveling performance.
[0023]
Further, a first pivot (77) and a second pivot (79) extending in the cross direction are provided, and the second pivot (79) is attached to be rotatable around the first pivot (77). A variable speed and steering operation member (80) (81) rotatable around (79) is connected to a traveling speed change mechanism (25) and a turning speed change mechanism (28) by a universal joint portion (88b) as a speed change connection point, and It is connected via a universal joint (89b) that is a steering connection point, a steering universal joint (89b) is disposed on the first pivot (77) axis, and the second pivot (79). The universal joints (88b) and (89b) are arranged on the same circumference centered at the center. Then, when a speed change operation is performed to rotate the speed change and steering operation members (80) (81) around the first pivot (77), the speed change and steering operation members ( 80) The steering speed change mechanism (28) performed by rotating (81) can be controlled to prevent the turning operation when stopped, and the speed ratio of the left and right traveling crawler (2) is made substantially constant. While maintaining, the moving speed is automatically decelerated in proportion to the steering amount to simplify the turning operation and improve the traveling performance.
[0024]
Further, a crawler work vehicle provided with a speed change mechanism (25) for driving the left and right traveling crawler (2) in the same direction and at the same speed and a steering mechanism (28) for driving the left and right traveling crawler (2) in the opposite direction at the same speed. , The shifting amount of the speed change mechanism (25) is automatically changed by changing the steering amount of the steering mechanism (28), and the vehicle speed is automatically reduced or increased in proportion to the turning radius. Thus, the vehicle speed suitable for the turning radius can be easily obtained, the steering operation can be simplified, the speed change and the steering control function can be improved, and the traveling crawler (2) speed change control by the speed change mechanism (25) can be operated when neutral. When the traveling crawler (2) steering control by the direction mechanism (28) is kept straight and the traveling crawler (2) is stopped while the traveling shift is neutral, the steering mechanism (28) is operated alone. Even steering mechanism (28) The driving of the travel crawlers (2) to prevent by, achieving such improvement in simplicity and steering control function of a steering operation.
[0025]
Further, as shown in FIG. 11, the detection link (125) provided on the steering handle (19) has the first swing arm (127) 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.
[0026]
Further, as shown in FIG. 13, the centers 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. Is made to coincide with the position of the rotation fulcrum shaft (92), which is the rotation fulcrum of the driving cabin (18), and in the neutral holding of the speed change and steering, the front of the driving cabin (18) is not removed without removing these operating systems. It is configured to enable rotation in the direction. In other words, the intermediate shaft (94) is integrally supported by the fulcrum bearing (93) fixed to the front fulcrum pedestal (134) on the machine base (3). 1 The center of the universal joints (97) (98) of the rods (97) (98) and the swing arms (95) (96) are aligned with the axis of the fulcrum shaft (92) so that the fulcrum shaft (92) Even when the driving cabin (18) pivots forward around the center, the first rod (97) (98) pivots integrally around the intermediate shaft (94), and the swing arm (95) ( 96), which enables the opening of the driving cabin (18) without impairing the relationship with the operation unit 96). Therefore, the operation unit in the cabin (18) and the transmission mechanisms (25) (28) of the transmission case (22) Link mechanism using rod (97) (98) (107) (108) 70) (71), it is possible to open the operating cabin (18) which does not need to be removed each time, and the operating cabin (18) transmitted via the link mechanism (70) (71). Vibration can also be minimized.
[0027]
【The invention's effect】
In the present invention, there are provided a speed change operating member that operates the speed change mechanism based on the operation of the speed changer that changes the vehicle speed, and a steering operation member that operates the direction control mechanism based on the operation of the direction changer that changes the course. The steering tool is linked to the speed change operation member so that the speed change operation member is displaced to the low speed side in proportion to the steering amount of the steering tool, and the moving speed is reduced during the steering operation. Therefore, simplification of the turning operation and improvement of traveling performance can be easily achieved.
[Brief description of the drawings]
FIG. 1 is an explanatory diagram of a traveling speed change and steering operation unit.
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 an explanatory front view of an operation unit.
FIG. 6 is an explanatory plan view of an operation unit.
FIG. 7 is an explanatory side view of an operation unit.
FIG. 8 is an explanatory side view of an operation member.
FIG. 9 is an explanatory front view of an operation member.
FIG. 10 is an explanatory plan view of an operation member.
FIG. 11 is an explanatory plan view of a steering handle portion.
FIG. 12 is an explanatory plan view of the link mechanism.
FIG. 13 is an explanatory side view of a driving cabin part.
[Explanation of symbols]
(19) Steering handle (steering tool)
(25) Transmission mechanism (traveling hydraulic continuously variable transmission mechanism)
(28) Steering mechanism (hydraulic continuously variable transmission mechanism for turning)
(68) Main transmission lever (transmission)
(77) First pivot (transmission shaft)
(79) Second axis (steering axis)
(80) Speed change operation member (rotating body)
(81) Steering operation member (rotating body)
(84) Shift arm (shift control member)
(85) Steering arm (steering control member)
(88) (89) Universal joint shaft (joint)
(88b) Universal joint (shift connection point)
(89b) Universal joint (steering connection point)

Claims (1)

左右走行クローラ（２）を同一方向に同一速度で駆動する変速機構（２５）と、左右走行クローラ（２）を逆方向に同一速度で駆動する操向機構（２８）を設け、変速機構（２５）による走行クローラ（２）変速制御が中立時に操向機構（２８）による走行クローラ（２）操向制御を直進状態に保つように構成したクローラ作業車において、
車速を変更する変速具（６８）の操作に基づき変速機構（２５）を作動させる変速操作部材（８０）と、進路を変更する操向具（１９）の操作に基づき操向機構（２８）を作動させる操向操作部材（８１）を設けると共に、
操向具（１９）は上記変速操作部材（８０）に連動連結して、同操向具（１９）の操向量に比例させて変速操作部材（８０）を低速側に変位させるようにし、操向操作時には移動速度が減速されるようにしたことを特徴とするクローラ作業車。A transmission mechanism left traveling crawlers (2) is driven at the same speed in the same direction (25), provided with a steering mechanism for driving left and right traveling crawlers (2) in the opposite direction at the same speed (28), the speed change mechanism (25 ) travel crawlers (2) shift control in the running crawlers (2) configured crawler work vehicle so as to keep the steering control in the straight state by the steering mechanism (28) during the neutral by,
A speed change operation member (80) that operates the speed change mechanism (25) based on the operation of the speed change tool (68) that changes the vehicle speed, and a steering mechanism (28) that is based on the operation of the operation tool (19) that changes the course. While providing the steering operation member (81) to be operated,
The steering tool (19) is linked to the speed change operation member (80) to displace the speed change operation member (80) to the low speed side in proportion to the steering amount of the speed control tool (19). A crawler work vehicle characterized in that the moving speed is decelerated during the direction operation.

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