JP2009078773A - Combined travel transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a traveling transmission device for a combine which is easy to perform a shifting operation at the time of cutting and harvesting, traveling on a headland and traveling on a road.
SOLUTION: A hydrostatic continuously variable transmission 11 for traveling speed change capable of adjusting the capacity of each of a hydraulic pump 11P and a hydraulic motor 11M is provided, and the capacity of the hydraulic pump 11P is adjusted by a main transmission operation tool 61. The sub-transmission operation tool 84 can be moved and moved to the side away from the return-biased neutral position. The higher the rotation speed of the hydraulic motor 11M is, the more the sub-transmission operation tool 84 is away from the neutral position. In this way, the capacity is adjusted.
[Selection] Figure 5

Description

  The present invention relates to a combined traveling transmission device provided with a hydrostatic continuously variable transmission device for traveling speed change capable of adjusting the capacity of each of a hydraulic pump and a hydraulic motor.

Such a combined traveling transmission device is configured to change and adjust the traveling speed of the combine by adjusting the capacity of both the hydraulic pump and the hydraulic motor in the hydrostatic continuously variable transmission. .
In such a combined traveling transmission device, conventionally, the hydraulic pump and the hydraulic motor are configured such that the capacity is adjusted by the speed change operation tool, and the hydraulic motor and the speed change operation tool are linked. Switching means capable of switching between a state and an association release state in which the association is released is provided (see, for example, Patent Document 1).
In other words, in the conventional combine traveling transmission, the hydraulic pump and the hydraulic motor are a shift operation tool that can be moved to the side away from the neutral position. The shift operation tool rotates faster as the shift operation tool moves away from the neutral position. The capacity is adjusted so as to be in a state, and after the shifting operation tool is moved to the neutral position, the switching means is switched to the linkage release state to move the shifting operation tool away from the neutral position. The capacity is adjusted so that the hydraulic pump is in a high-speed rotation state while the hydraulic motor is kept in a low-speed rotation state as it is moved to the side, making it suitable for harvesting and harvesting operations when harvesting and harvesting work. By moving the shifting operation tool to the neutral position and then switching the switching means to the linked state. As the speed operating tool is moved away from the neutral position, the capacity is adjusted so that each of the hydraulic pump and the hydraulic motor rotates at high speed. It is comprised so that it can be made to drive | work at speed higher than the time of cutting and harvesting work.
JP 2000-118255 A

However, in the above-described conventional combined traveling transmission device, the switching means is switched to the linked state so that the hydraulic motor is brought into a high-speed rotation state by moving the shift operating tool away from the neutral position. Although the capacity can be adjusted, when the switching means is switched to the linked state as described above, the capacity of the hydraulic pump is adjusted together with the hydraulic motor by moving the speed change operation tool. Therefore, the capacity of only the hydraulic motor cannot be adjusted.
In short, the capacity of the hydraulic pump and the hydraulic motor can be changed and adjusted with the speed change operation tool when traveling at a headland or on the road from the state of running at a low speed where the capacity of the hydraulic pump is changed and adjusted with the speed change operation tool. In order to make the vehicle travel at a high speed, the shifting operation tool is temporarily moved to the neutral position, the switching means is switched from the harvesting and harvesting work state to the moving traveling state, and then the shifting operation tool is moved to the neutral position again. Since it is necessary to perform a moving operation away from the vehicle, it is difficult to perform a shifting operation during cutting and harvesting operations, headland travel, and road travel.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a combined traveling transmission device that can easily perform a shifting operation at the time of cutting and harvesting, traveling on a headland, and traveling on a road. .

In order to achieve this object, a traveling traveling transmission device according to the present invention is provided with a hydrostatic continuously variable transmission device for traveling shifting in which the capacity of each of a hydraulic pump and a hydraulic motor can be adjusted. The first characteristic configuration is
The hydraulic pump is configured such that the capacity is adjusted by a main transmission operation tool, and the hydraulic motor is operated by a sub-transmission operation tool that is movable to a side away from the neutral position where the return bias is applied. The capacity is adjusted so that the auxiliary transmission operating tool is rotated at a higher speed as it moves away from the neutral position.

That is, the capacity of the hydraulic pump is adjusted by the main transmission operating tool, the capacity of the hydraulic motor is adjusted by the auxiliary transmission operating tool, and the hydraulic motor capacity is adjusted by the auxiliary transmission operating tool. Since the capacity of the hydraulic pump is adjusted so that the hydraulic motor is rotated at a higher speed as the auxiliary gear shifter is moved further away from the neutral position where the return gear is biased, the capacity of the hydraulic pump is adjusted to the main gear shifter. The capacity of the hydraulic motor can be adjusted by the auxiliary transmission operating tool, and the capacity of the hydraulic pump and the capacity of the hydraulic motor can be individually adjusted.
Therefore, it is possible to run at a low speed suitable for harvesting and harvesting work by changing and adjusting the capacity of only the hydraulic pump with the main transmission operating tool, and at a high speed when running on headland or on the road. In this case, in addition to the change adjustment of the hydraulic pump capacity by the operation of the main transmission operation tool, the auxiliary transmission operation tool can be operated at high speed by simply moving the auxiliary transmission operation tool away from the neutral position against the return biasing force. It is possible to travel at a speed, and by simply releasing the operation of the auxiliary transmission operation tool, the auxiliary transmission operation tool can be returned to the neutral position by the return bias and can be driven at a lower speed. Provided is a combined traveling transmission device that is easy to perform a gear shifting operation at the time of work, headland traveling, and road traveling, and that is easy to perform gear shifting operation at the time of cutting harvesting, headland traveling, and road traveling. It led to the can.

  According to a second characteristic configuration of the traveling traveling transmission of the present invention, in the first characteristic configuration, the auxiliary transmission operating tool is returned to a position where the stepping as the neutral position is released at the foot portion of the driver's seat. It is in the point that it is a stepping-operated stepping pedal provided in a state where it is energized.

In other words, since the sub-shift operating tool is a stepping-operated stepping pedal provided at the foot of the driver's seat in a state of being biased back to the position where the stepping is released as the neutral position, the work seated on the driver's seat The person can change and adjust the capacity of the hydraulic motor by depressing the depression pedal and adjusting the depression amount.
Thus, since the capacity of the hydraulic motor can be changed and adjusted by operating the stepping pedal, the operator sitting on the driver's seat by using the main transmission operation tool as a manually operated operation tool, While adjusting the hydraulic pump capacity by manually operating the main gear shifter, it is possible to satisfactorily adjust and adjust the hydraulic motor capacity by operating the auxiliary gearshift with the foot. Thus, it has become possible to provide a combined travel transmission that can satisfactorily change and adjust the capacity of the hydraulic motor while performing the change adjustment.

  According to a third feature configuration of the combine traveling transmission apparatus according to the present invention, in the first or second feature configuration, position detecting means for detecting an operation position of the auxiliary transmission operating tool, speed for detecting a rotational speed of the hydraulic motor. Detection means, drive means for adjusting the capacity of the hydraulic motor, and shift control means for controlling the operation of the drive means are provided, and the shift control means corresponds to the operation position of the sub-shift operation tool. The operation of the driving means is controlled based on the detection information of the position detecting means and the speed detecting means so that the hydraulic motor rotates at a predetermined rotational speed.

That is, when the auxiliary transmission operating tool is operated away from the neutral position against the return biasing force, the detection information of the position detecting means for detecting the operating position of the auxiliary transmission operating tool and the speed detection for detecting the hydraulic motor rotation speed Based on the detection information of the means, the hydraulic motor rotates at a predetermined rotational speed corresponding to the operation position of the subtransmission operation tool. It can be driven at a rotational speed.
Accordingly, it has become possible to provide a combined traveling transmission that can drive the hydraulic motor at an appropriate rotational speed corresponding to the operation position of the auxiliary transmission operating tool.

  According to a fourth aspect of the present invention, there is provided a mode selection means for commanding a shift mode in which the operation of the hydraulic motor by the auxiliary transmission operation tool is permitted and a stop mode in which the operation is not permitted. And when the gear change mode is commanded by the mode selection means, the rotation speed of the hydraulic motor is adjusted in accordance with the operation of the sub-shift operation tool, and the mode selection means When the stop mode is commanded at, the drive means is operated so as to maintain the state in which the hydraulic motor rotates at a rotational speed corresponding to the rotational speed when the auxiliary transmission operating tool is located at the neutral position. In that it is configured to control.

  That is, when the transmission mode is commanded by the mode selection means, the displacement of the hydraulic motor is increased as the auxiliary transmission operation tool moves away from the neutral position by moving the auxiliary transmission operation tool away from the neutral position. When the stop mode is commanded by the mode selection means when the adjustment operation is performed so as to be in the rotation state, the sub-shift operation can be performed even if the sub-shift operation tool is moved away from the neutral position. Since the tool is maintained in a state corresponding to the rotational speed when the tool is located at the neutral position, when the headland travels or the road travels, by switching the mode selection means to command the shift mode, The hydraulic motor can rotate at high speed by switching the mode selection means to command the stop mode during harvesting and harvesting while being able to travel on the road at high speed. It is possible to run at a speed suitable for the harvesting and harvesting work, and to properly perform the harvesting and harvesting work, so that the harvesting and harvesting work can be done while traveling at high speed on the headland and the road Thus, it has become possible to provide a combined travel transmission that can appropriately perform the above.

  According to a fifth feature configuration of the traveling speed change mechanism of the combine according to the present invention, in the fourth feature configuration, a work state detection unit that detects whether or not the state is a harvesting and harvesting work state is provided, and the shift control unit includes the work shifting mechanism. When the harvesting / working state is detected by the state detecting means, the rotational speed corresponding to the rotational speed when the auxiliary transmission operating tool is positioned at the neutral position is given priority over the command of the mode selecting means. The operation of the drive means is controlled so as to maintain the state of rotating at the same time.

  That is, it is detected by the work state detecting means whether the state is the harvesting and harvesting work state. If the work state detecting means is in the state of the harvesting and harvesting work, the hydraulic motor is sub-shifted in preference to the command of the mode selection means. In order to maintain the rotation speed corresponding to the rotation speed when the operation tool is located at the neutral position, it is ensured that the hydraulic motor is rotated at a high speed during the harvesting and harvesting operation, and the combine is traveling at a high speed. Thus, it is possible to provide a combined traveling transmission that can perform the harvesting and harvesting operation at an appropriate traveling speed, and can perform the harvesting and harvesting operation at an appropriate traveling speed.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
As shown in FIG. 1, a cutting part 4 is supported at a front part of a vehicle body supported by right and left crawler travel devices 1 and 1 by a lifting cylinder 3 so as to be driven up and down around a horizontal axis P1. A driving unit 5 is provided on the right side of the front part of the vehicle, an engine 7 is provided on the lower side of the driving seat 6 of the driving unit 5, a threshing device 8 is provided on the left side of the rear part of the vehicle body, and a glen on the right side of the rear part of the vehicle body. A tank 9 is provided to constitute a self-removing combine that is an example of a work vehicle.

  The harvesting unit 4 is provided with a transport device 4a that transports the harvested cereal rice cake toward the rear side of the vehicle body while changing the posture to the sideways posture. And the stock origin sensor S1 as a working state detection means which contacts the stock origin of the harvested cereal cocoon to be conveyed and detects the presence or absence of the harvested cereal cocoon is provided in the conveyance start end side location of the conveying device 4a. The stock sensor S1 is configured to detect whether or not it is in the harvesting and harvesting work state where the harvested cereals are present in the harvesting unit 4.

  As shown in FIG. 2, the power of the engine 7 is transmitted to the transmission belt 19, the input pulley 17, the input shaft 16, and the input shaft 11 b of the hydrostatic continuously variable transmission 11 for traveling speed change. Is transmitted to the cutting part 4 through the transmission belt 20 and the hydrostatic continuously variable transmission 21 for cutting and shifting.

Next, the transmission mechanism inside the mission case will be described with reference to FIG.
An input shaft 22 is supported on the upper portion of the transmission case 10, and transmission gears 23 and 24 are fixed to the input shaft 22 by a spline structure. An output shaft 11c of the hydrostatic continuously variable transmission 11 for traveling speed change is inserted into the transmission case 10 and connected to the transmission gear 24 (input shaft 22) by a spline structure. Further, a high-speed gear 25 meshed with the transmission gear 23 and a low-speed gear 26 meshed with the transmission gear 24 are externally fitted to the sub-transmission transmission shaft 27 supported on the upper part of the transmission case 10 so as to be relatively rotatable, and are shifted. The member 28 is externally fitted by a spline structure so as to be integrally rotatable and slidable. The transmission gears 23 and 24, the high speed gear 25, the low speed gear 26, and the shift member 28 constitute an auxiliary transmission.
This sub-transmission device can be switched to a high-speed state in which the shift member 28 is engaged with the high-speed gear 25 or a low-speed state in which the shift member 28 is engaged with the low-speed gear 26 using a sub-transmission operation tool (not shown). In this configuration, the power of the input shaft 22 is shifted to high and low two stages (low speed and high speed position) and transmitted to the sub-transmission transmission shaft 27.

  A linear transmission shaft 29 is supported at the lower part of the transmission case 10, and a transmission gear 31 is fixed to the linear transmission shaft 29. The transmission gear 31 is engaged with a transmission gear 30 fixed to the auxiliary transmission transmission shaft 27. Yes. Also, a pair of left and right output gears 32R and 32L are fitted on the linear transmission shaft 29 so as to be relatively rotatable, and a pair of left and right occlusion portions 33R and 33L are integrally rotated with the linear transmission shaft 29 by a spline structure. It is slidably fitted outside. And the right side clutch 34 is comprised between the right output gear 32R and the right occlusion part 32R, and the left side clutch 34 is comprised between the left output gear 32L and the left occlusion part 32L.

Next, the right and left side clutches 34 will be described.
Spline portions are formed on the outer surfaces of the right and left side portions of the straight transmission shaft 29, and the right occlusion portion 33R and the left occlusion portion 33L are externally fitted to the spline portion of the straight movement transmission shaft 29 so as to be integrally rotatable and slidable. The receiving member 40 is externally fitted to the spline portion of the linear transmission shaft 29 so as to be integrally rotatable. The right and left occlusal portions 33R and 33L are urged by the receiving member 40 and the spring 41 to the occlusal side of the right and left output gears 32R and 32L. The right and left occlusal portions 33R and 33L are engaged with the right and left output gears 32R and 32L, so that the right and left side clutches 34 are in a transmission state. And the left and right crawler travel devices 1 and 1 via the left side clutch 34.

  Further, by supplying hydraulic oil into the oil chambers formed between the right and left output gears 32R and 32L and the right and left occlusion portions 33R and 33L, the right and left occlusion portions 33R and 33L The right and left occlusal portions 33R and 33L are slid to the side where they are separated against the biasing force of the spring 41, and the right and left side clutches 34 are in a clutch disengaged state (disengaged state). When the hydraulic oil is discharged, the right and left side clutches 34 are engaged (transmission state) by the biasing force of the spring 41.

  The left and right transmission shafts 35 are supported on the same axis so as to be arranged side by side on the same axis, and the left and right transmission gears 36 fixed to the left and right transmission shafts 35 are connected to the right output gear 32R and the left. The left and right transmission gears 37 fixed to the left and right transmission shafts 35 are engaged with the transmission gears 39 fixed to the right and left axles 38, respectively. The right and left axles 38 are connected to the sprockets of the right and left crawler travel devices 1 and 1.

  If both the left and right side clutches 34 are engaged, the power of the input shaft 22 is transmitted to the sub-transmission transmission shaft 27, the transmission gears 30 and 31, the straight transmission shaft 29, the right and left side clutches 34, When transmitted to the right and left crawler travel devices 1 and 1 via the right and left output gears 32R and 32L, the transmission gear 36, the transmission shaft 35, the transmission gears 37 and 39, and the right and left axles 38, the machine body Becomes a transmission state in which the vehicle travels straight.

Next, the structure of the turning transmission system for turning the vehicle body will be described.
A transmission shaft 44 is supported in the transmission case 10, and a transmission gear 45 fitted on the transmission shaft 44 so as to be relatively rotatable is engaged with a gear portion on the outer periphery of the right occlusion portion 33 </ b> R. A slow turning clutch 46 is provided between the gear 45. The slow swing clutch 46 is configured as a friction multi-plate type, and is operated to a transmission state (on state) when hydraulic oil is supplied, and is operated to a cut-off state (off state) when the hydraulic oil is discharged. .

  A revolving clutch case 47 is fitted on the linear transmission shaft 29 so as to be relatively rotatable, and a transmission gear 48 fixed to the transmission shaft 44 and a transmission gear 47 a on the outer periphery of the revolving clutch case 47 are engaged with each other. The turning clutch case 47 is configured to be bilaterally symmetrical, and a right and left turning clutch 49 is formed between the turning clutch case 47 and the right and left output gears 32R and 32L. The right and left turning clutch 49 is configured as a friction multi-plate type, and is operated in a transmission state by supplying hydraulic oil. The right and left turning clutches 49 are arranged so that the friction plates are dense with each other, and the right and left turning clutches 49 are in a semi-transmission state even when the hydraulic oil is discharged. .

  When the slow swing clutch 46 is operated in the transmission state, the power of the straight drive shaft 29 is used for the straight drive via the right occlusal portion 33R, the transmission gear 45, the slow swing clutch 46, the transmission shaft 44, and the transmission gear 48. Rotation in the same direction as the transmission shaft 29 is transmitted to the turning clutch case 47 as power lower than that of the linear transmission shaft 29. When one of the right and left side clutches 34 is operated in a disconnected state and the one of the right or left turning clutch 49 on the side where the side clutch 34 is disconnected is operated in a transmission state, a transmission state is established. Through the turning clutch 49, the power in the same direction as that of the straight transmission shaft 29 is transmitted to one of the right and left output gears 32R and 32L by the rotation in the same direction as that of the straight transmission shaft 29. Low speed power is transmitted to the traveling device 1. At that time, the power of the straight drive shaft 29 is transmitted as it is to the other of the right or left output gears 32R, 32L.

  The transmission shaft 44 is provided with a frictional multi-plate hydraulic brake 50. The hydraulic brake 50 is operated in a braking state (on state) when hydraulic oil is supplied, and the hydraulic oil is discharged. The brake is released (disengaged). When the hydraulic brake 50 is operated to a braking state, the turning clutch case 47 is brought into a braking state via the transmission shaft 44 and the transmission gear 48. When one of the right and left side clutches 34 is operated to the disconnected state, and the one of the right or left turning clutch 49 on the side where the side clutch 34 is disconnected is operated to the transmission state, the right or left side clutch 34 is operated. Of the output gears 32R and 32L, the side where the side clutch 34 is not disengaged is in a braking state, and the power on the opposite side transmits the power of the straight transmission shaft 29 as it is.

  Further, a transmission gear 52 is fitted on the transmission shaft 44 so as to be relatively rotatable, and the transmission gear 51 is engaged with a transmission gear 51 provided so as to be integrally rotatable with the sub-transmission transmission shaft 27. A reverse clutch 53 is provided between the transmission shaft 44 and the transmission gear 52. The reverse clutch 53 is configured as a frictional multi-plate type, and is operated to a transmission state (on state) when hydraulic oil is supplied, and is operated to a cut-off state (off state) when the hydraulic oil is discharged.

  When the reverse clutch 53 is operated in the transmission state, the power of the sub-transmission transmission shaft 27 is reverse to the linear transmission shaft 29 via the transmission gears 51 and 52, the reverse clutch 53, the transmission shaft 44 and the transmission gear 48. It is transmitted to the turning clutch case 47 as directional rotation power. When one of the right and left side clutches 34 is operated in a disconnected state and the one of the right or left turning clutch 49 on the side where the side clutch 34 is disconnected is operated in a transmission state, a transmission state is established. The rotational power in the direction opposite to that of the straight transmission shaft 29 is transmitted to one of the right or left output gears 32R and 32L via the turning clutch 49, and the reverse rotation is transmitted to the traveling device 1 on the corresponding side. Power is transmitted. At that time, the power of the straight drive shaft 29 is transmitted as it is to the other of the right or left output gears 32R, 32L.

  Therefore, each of the slow swing clutch 46, the hydraulic brake 50, and the reverse clutch 53 corresponds to a plurality of frictional hydraulic clutches M, and the plurality of frictional hydraulic clutches M and a pair of left and right traveling devices are driven. The transmission mechanism provided in the transmission case 10 as described above, which includes the left and right side clutches 34 for switching the state between the straight drive state and the turning drive state as main components, is the drive state of the pair of left and right traveling devices 1. Can be switched between a straight drive state and a turning drive state, and a plurality of hydraulically operated frictional hydraulic clutches M are selectively turned on in the turning drive state to switch to a plurality of turning states. It corresponds to the travel driving means 100 configured.

Next, hydraulic oil is supplied to and discharged from the right and left side clutches 34 (right and left occlusal portions 33R and 33L), right and left turning clutch 49, slow turning clutch 46, hydraulic brake 50, and reverse clutch 53. The hydraulic unit 57 will be described.
As shown in FIG. 4, the hydraulic unit 57 includes a right turn control valve 67, a left turn control valve 68, a relief valve 69, an unload valve 70, a proportional control valve 71, a turn switching control valve 72, a belief turn. Pilot valve 73 and super-revolution pilot valve 74 are provided. The external pipe 58 from the pump 56 driven by the output shaft 11 c of the hydrostatic continuously variable transmission 11 for traveling speed change is connected to the hydraulic unit 57, and the right turn control valve 67 is connected to the straight transmission shaft 29. An oil passage 29 b is connected to the right side clutch 34 and the right turning clutch 49, and the left turning control valve 68 is connected to the left side clutch 34 and the left turning clutch 49 via the oil passage 29 b of the straight traveling transmission shaft 29. It is connected to the.

  The right turn control valve 67 and the left turn control valve 68 are configured by electromagnetic operation that can be switched to two positions of supply positions 67a and 68a and discharge positions 67b and 68b, respectively. The return is energized. The unload valve 70 is configured in an electromagnetic operation type that can be switched between two positions of a blocking position 70a and a discharging position 70b, and is urged to return to the blocking position 70a. A proportional control valve 71 and a turning switching control valve 72 are connected in series to an oil passage 75 branched from between the right and left turning control valves 67 and 68 and the oil passage 29b of the transmission shaft 29 for straight travel. The switching control valve 72 is connected to the slow turning clutch 46 and the reverse rotation clutch 53 via the oil passage 44 a of the transmission shaft 44, and the turning switching control valve 72 is connected to the hydraulic brake 50 via the oil passage 76 of the hydraulic unit 57. Yes.

  The proportional control valve 71 is constituted by an electromagnetic proportional pressure reducing valve, and changes and adjusts a control current supplied from the control device 64 as will be described later, whereby the friction type hydraulic clutches M ( The supply pressure to the slow swing clutch 46, the hydraulic brake 50, and the reverse clutch 53) can be changed and adjusted. Accordingly, the proportional control valve 71 constitutes a supply pressure adjusting means for changing and adjusting the supply pressure of the pressure oil supplied from the hydraulic source to the friction hydraulic clutch M.

  The turning switching control valve 72 is configured as a pilot operated type that can be operated at a slow turning position 72a, a trust turning position 72b, and a super turning position 72c, and is urged to return to the slow turning position 72a. A pilot turning pilot valve 73 is configured so that pilot hydraulic oil branched from the oil passage 75 is supplied to the turning switching control valve 72 and operated to the trust turning position 72b, and the pilot hydraulic oil branched from the oil passage 75 is supplied. A super pivot pilot valve 74 is configured to be supplied to the pivot switching control valve 72 and operated to the super pivot position 72c. The pivot switch pilot valve 73 and the super pivot pilot valve 74 each stop the supply position for supplying pilot hydraulic oil to the swing switching control valve 72 and the supply of pilot hydraulic oil, and the swing switching control valve. It is configured as an electromagnetic operation type that can be switched to two positions of a stop position for returning 72 to neutral, and is urged to return to the stop position.

  The right turn control valve 67, the left turn control valve 68, the unload valve 70, the proportional control valve 71, the pivot pilot valve 73, and the super pivot pilot valve 74 are controlled by a control device 64 as described later. Controlled.

  Then, as shown in FIG. 5, the return command is urged to return to the straight command position N, and the turn command operation region extends from the straight command position N to the maximum operation position Rm on the right side and the maximum operation position Lm on the left side. A swing lever 77 capable of swinging operation is provided in the operation unit 5, and a swing lever sensor 80 is provided as a turn command position detecting means for detecting an operation position of the swing lever 77. It is input to the control device 64.

  The swivel lever 77 can be freely moved over the straight command position N and the swivel command operation area connected thereto, and the swivel lever sensor 80 has a maximum operation position (Rm, The detection information corresponding to the target turning force that increases as the movement to Lm) is commanded to the control device 64, and the steering command means 200 is constituted by the turning lever 77 and the turning lever sensor 80.

  Further, a turning mode switch 78 is provided in the operation unit 5 for instructing to switch the turning state to a gentle turning state, a trust turning state, and a super turning state, and the operation position of the turning mode switch 78 is set to the control device 64. This turning mode switch 78 is freely switchable between a slow turning position corresponding to the gentle turning state, a trust turning position corresponding to the trust turning state, and a super turning position corresponding to the super trust turning state. The frictional hydraulic clutch M corresponding to the turning mode selected from the slow turning clutch 46, the hydraulic brake 50, and the reverse rotation clutch 53 according to the operation position of the turning mode switch 78. The turning state of the travel drive means 100 is switched by setting the to the on state.

  When the turning lever 77 is operated to the rectilinear command position N, the right and left turning control valves 67 and 68 are operated to the discharge positions 67b and 68b, the unload valve 70 is operated to the discharge position 70b, and the right and left The hydraulic oil is discharged from the side clutch 34 and the right and left turning clutch 49, the right and left side clutch 34 are operated to the transmission state, and the right and left turning clutch 49 are operated to the half transmission state. Since the right and left turning control valves 67 and 68 are operated to the discharge positions 67b and 68b and the unload valve 70 is operated to the discharge position 70b, the hydraulic oil from the pump 56 is returned to the mission case 10 through the unload valve 70. It is.

  As a result, the power of the input shaft 22 is transmitted to the sub-transmission transmission shaft 27, the transmission gears 30, 31, the linear transmission transmission shaft 29, the right and left side clutches 34 (the right and left occlusion portions 33R, 33L), the right and The aircraft is transmitted straight to the right and left crawler travel devices 1 via the left output gears 32R and 32L, the transmission gear 36, the transmission shaft 35, the transmission gears 37 and 39, and the right and left axles 38.

Next, the case where the turning lever 77 is operated to the turning command operation area when the turning mode switch 78 is operated to the slow turning position will be described.
When the turning mode switch 78 is operated to the slow turning position and the turning lever 77 is operated to the right from the straight command position N to move out of the dead zone, the right turning control valve 67 is operated to the supply position 67a to unload. The valve 70 is switched to the shut-off position 70a, hydraulic oil is supplied to the right side clutch 34 (right occlusion portion 33R) and the right turning clutch 49, and the right side clutch 34 (right occlusion portion 33R) is shut off. The hydraulic oil is supplied to the right turning clutch 49 and is operated to the transmission state.

  In this case, since the left turning clutch 49 is in a semi-transmission state, the power of the left side clutch 34 is transmitted from the left output gear 32L and the left turning clutch 49 to the right output gear 32R via the right turning clutch 49. The power slightly lower than that of the linear transmission shaft 29 is transmitted to the right output gear 32R by rotation in the same direction as the linear transmission shaft 29. As a result, the aircraft gently turns to the right.

  When the swivel lever 77 is operated rightward from the rectilinear command position N and moves out of the dead zone, the proportional control valve 71 and swivel switching are almost simultaneously with the right swivel control valve 67 being operated to the supply position 67a as described above. The hydraulic oil begins to be supplied to the slow swing clutch 46 via the control valve 72, and as the swing lever 77 is moved to the right in a direction away from the straight advance command position after moving out of the dead zone, the proportional control valve 71 becomes slower. The operation pressure of the swing clutch 46 is increased.

  As the operation pressure of the slow swing clutch 46 is increased by the proportional control valve 71 based on the operation position of the swing lever 77, the power of the straight transmission shaft 29 is changed to the right occlusal portion 32R, the transmission gear 45, Through the turning clutch 46, the transmission shaft 44, the transmission gear 48, the turning clutch case 47 and the right turning clutch 49, the motive power at a lower speed than the straight traveling transmission shaft 29 is rotated in the same direction as the straight traveling transmission shaft 29. It is transmitted to the output gear 32R.

  In this case, the power from the left side clutch 34 (the left occlusal portion 33L) and the power from the slow turning clutch 46 are transmitted to the right output gear 32R at the same time. In the range where the operation pressure is low, the power from the left side clutch 34 (the left occlusion portion 33L) overcomes the power from the slow swing clutch 46, and the power from the left side clutch 34 (the left occlusion portion 33L). As a result, the right output gear 32R is driven. As a result, when the operating pressure of the gentle turning clutch 46 is low, the aircraft gradually turns to the right.

  When the amount of movement of the turning lever 77 to the right increases and the operating pressure of the slow turning clutch 46 increases, the power from the slow turning clutch 46 overcomes the power from the left side clutch 34 (left occlusal portion 33L). Thus, the right output gear 32R is driven by the power from the slow turning clutch 46. In this state, the right output gear is driven by the power from the slow turning clutch 46 rather than the left output gear 32L driven by the power of the straight transmission shaft 29 via the left side clutch 34 (the left engagement portion 33L). 32R will be driven at low speed and the aircraft will turn slowly to the right.

  When the swivel lever 77 is operated to the left from the rectilinear command position N and moves out of the dead zone, the left swivel control valve 68 is operated to the supply position 68a, the unload valve 70 is held at the shut-off position 70a, and the left side The hydraulic oil is supplied to the clutch 34 (the left occlusion portion 33L) and the left turning clutch 49, the left side clutch 34 (the left occlusion portion 33L) is operated to be disconnected, and the left turning clutch 49 is operated with the hydraulic oil. Is operated in the transmission state. At the same time, the same operation as the left turn described above is performed, and the aircraft gradually turns to the left. Further, when the operation amount to the right side of the turning lever 77 increases and the operation pressure of the slow turning clutch 46 becomes high, the same operation as the right turning operation is performed, and the aircraft turns slowly to the left.

Next, the case where the turning lever 77 is operated to the turning command operation area when the turning mode switch 78 is operated to the conviction turning position will be described.
When the turning mode switch 78 is operated to the belief turning position and the turning lever 77 is operated to the right from the straight travel command position N to release the dead zone, the right turning control valve 67 is operated to the supply position 67a to unload. The valve 70 is switched to the shut-off position 70a, hydraulic oil is supplied to the right side clutch 34 (right occlusion portion 33R) and the right turning clutch 49, and the right side clutch 34 (right occlusion portion 33R) is shut off. The hydraulic oil is operated to the right turning clutch 49 in the transmission state. In this case, since the left turning clutch 49 is in a semi-transmission state, the aircraft gradually turns to the right.

  When the swivel lever 77 is operated rightward from the rectilinear command position N and moves out of the dead zone, the proportional control valve 71 and swivel switching are almost simultaneously with the right swivel control valve 67 being operated to the supply position 67a as described above. The hydraulic oil begins to be supplied to the hydraulic brake 50 via the control valve 72 (the pivot position 72b), and the pivot lever 77 is moved to the right in the direction away from the dead reckoning command position after leaving the dead zone. The operation pressure of the hydraulic brake 50 is increased by the proportional control valve 71.

  As the operation pressure of the hydraulic brake 50 is increased by the proportional control valve 71 in accordance with the operation of the turning lever 77, the transmission shaft 44, the transmission gear 48, the turning clutch case 47, and the right turning clutch 49 are used. A braking force is applied to the right output gear 32R.

  In this case, since the power from the left side clutch 34 (the left occlusal portion 33L) and the braking force of the hydraulic brake 50 are transmitted to the right output gear 32R at the same time, the operating pressure of the hydraulic brake 50 is increased. In the low pressure range, the power from the left side clutch 34 (left occlusion portion 33L) overcomes the braking force of the hydraulic brake 50, and the power from the left side clutch 34 (left occlusion portion 33L) The output gear 32R is driven. As a result, when the operating pressure of the hydraulic brake 50 is low, the aircraft gradually turns to the right.

  When the amount of movement of the swivel lever 77 to the right increases and the operating pressure of the hydraulic brake 50 becomes high, the braking force of the hydraulic brake 50 overcomes the power from the left side clutch 34 (left occlusal portion 33L). The right output gear 32R enters the braking state by the braking force of the hydraulic brake 50, and the aircraft turns right.

  When the turning lever 77 is operated to the left from the rectilinear command position N to move out of the dead zone, the left turning control valve 68 is operated to the supply position 68a, the unload valve 70 is operated to the cutoff position 70a, and the left side clutch 34 (the left occlusion portion 33L) and the left turning clutch 49 are supplied with hydraulic oil, the left side clutch 34 (the left occlusion portion 33L) is operated to be disconnected, and the left turning clutch 49 is supplied with hydraulic oil. Operated in transmission state. At the same time, the same operation as described above is performed, and the aircraft gradually turns to the left. When the amount of movement of the turning lever 77 to the left increases and the operating pressure of the hydraulic brake 50 becomes high, the same operation as the right turning operation is performed, and the aircraft turns to the left.

Next, the case where the turning lever 77 is operated to the turning command operation area when the turning mode switch 78 is operated to the super turning position will be described.
When the turning mode switch 78 is operated to the super turning position, and the turning lever 77 is operated rightward from the straight travel command position N to move out of the dead zone, the right turning control valve 67 is operated to the supply position 67a and The load valve 70 is switched to the shut-off position 70a, hydraulic oil is supplied to the right side clutch 34 (right occlusion portion 33R) and the right turning clutch 49, and the right side clutch 34 (right occlusion portion 33R) is moved. The shut-off state is operated, and the right turning clutch 49 is operated in the transmission state. In this case, since the left turning clutch 49 is in a semi-transmission state, the aircraft gradually turns to the right.

  When the swivel lever 77 is operated rightward from the rectilinear command position N and moves out of the dead zone, the proportional control valve 71 and swivel switching are almost simultaneously with the right swivel control valve 67 being operated to the supply position 67a as described above. The hydraulic oil starts to be supplied to the reverse rotation clutch 53 via the control valve 72 (super pivot turning position 72c), and the proportional control valve is moved as the turning lever 77 moves to the right side out of the dead zone from the straight advance command position. 71 increases the operating pressure of the reverse clutch 53.

  As the operation pressure of the reverse clutch 53 is increased by the proportional control valve 71 in accordance with the operation of the turning lever 77, the power of the subtransmission transmission shaft 27 is transmitted to the transmission gears 51, 52, the reverse clutch 53, the transmission shaft. 44, the transmission gear 48, the turning clutch case 47, and the right turning clutch 49 are transmitted to the right output gear 32R as the rotational power in the direction opposite to that of the straight drive shaft 29.

  In this case, since the power from the left side clutch 34 (the left occlusal portion 33L) and the power from the reverse clutch 53 are simultaneously transmitted to the right output gear 32R, the operation pressure of the reverse clutch 53 is reached. In the low pressure range, the power from the left side clutch 34 (the left occlusion portion 33L) overcomes the power from the reverse clutch 53, and the power from the left side clutch 34 (the left occlusion portion 33L) The output gear 32R is driven. As a result, when the operating pressure of the reverse clutch 53 is in a low pressure range, the aircraft gradually turns to the right.

  Then, when the amount of movement of the turning lever 77 to the right increases and the operating pressure of the reverse clutch 53 becomes high, the power from the reverse clutch 53 becomes the power from the left side clutch 34 (the left occlusal portion 33L). The right output gear 32R is driven by the power from the reverse clutch 53 by overcoming it. In this state, the right output gear 32R is driven in the opposite direction with respect to the left output gear 32L, and the aircraft turns to the right.

  Next, when the turning lever 77 is operated leftward from the rectilinear command position N, when the dead zone is removed, the left turning control valve 68 is operated to the supply position 68a, and the unload valve 70 is moved to the cutoff position 70a. The hydraulic oil is supplied to the left side clutch 34 (left occlusion portion 33L) and the left turning clutch 49, and the left side clutch 34 (left occlusion portion 33L) is operated to be disconnected, The hydraulic oil is operated in the transmission state to the swing clutch 49. At the same time, the same operation as described above is performed, and the aircraft gradually turns to the left. When the amount of movement of the turning lever 77 to the left becomes large and the operating pressure of the reverse clutch 53 becomes high, the same operation as in the case of turning right is performed, and the aircraft turns superficially to the left.

  By the way, when the turning mode switch 78 is operated to the slow turning position and turning in the slow turning mode, or the turning mode switch 78 is operated to the trust turning position, the turning in the trust turning state is performed. When performing, in a turning state in which the turning lever 77 is operated rightward or leftward beyond the dead zone, it may be necessary to turn with a slightly smaller radius.

  Therefore, in this combine, as shown in FIG. 5, a turning state changeover switch 81 is provided at the grip portion of the turning lever 77. For example, in the slow turning mode, when the turning state changeover switch 81 is pushed while the turning lever 77 is operated to turn, the turning switching control valve 72 is changed from the slow turning position 72a to the trust turning position 72b. When operated, the aircraft can switch to a right or left turn. This belief turning state is only while the turning state changeover switch 81 of the turning lever 77 is pushed and operated. When the turning state release switch 81 of the turning lever 77 is released and returned, the turning changeover control valve 72 is turned on. The fuselage is operated from the pivot turn position 72b to the slow turn position 72a, and the aircraft returns to the slow turn state.

  Further, in the case of the pivoting state, if the turning state changeover switch 81 of the turning lever 77 is pushed and operated while the turning lever 77 is operated to turn, the turning switching control valve 72 is moved to the trust turning position 72b. , The aircraft turns to the left or right to turn to the right or left. This super-revolution turning state is only while the turning state changeover switch 81 of the turning lever 77 is being pushed. When the return operation is performed by releasing the turning state changeover switch 81 of the turning lever 77, the turning changeover control valve 72 is operated. Is operated from the super pivot position 72c to the pivot position 72b, and the airframe returns to the slow pivot state.

Next, the traveling speed change device for the combine will be described with reference to FIG.
As shown in FIG. 5, in the hydrostatic continuously variable transmission 11 for traveling speed change, the hydraulic pump 11P is driven by the rotational power of the input shaft 11b, and the hydraulic motor 11M is driven by the pressure oil discharged from the hydraulic pump 11P. Is configured to be driven. The hydraulic pump 11P is a variable displacement swash plate pump, and the hydraulic motor 11M is a variable displacement swash plate motor. The hydraulic pump 11P and the hydraulic motor in the hydrostatic continuously variable transmission 11 for traveling speed change. Each of 11M is comprised so that capacity | capacitance adjustment is possible.

  The hydraulic pump 11P adjusts its capacity so that the swing lever 61 is a swing operation type shift lever 61 as a main shift operating tool provided in the operation unit 5 so that the shift lever 61 is rotated at a higher speed as the shift lever 61 moves away from the neutral position. It is configured to be operated.

In other words, the shift lever 61 can be swung and moved over the maximum operating position on the front side F and the maximum operating position on the rear side R, which are away from the neutral position N located in the middle of the swing operation range. In addition, the operating unit 5 is provided in a state where it is held by a holding mechanism (not shown) at the neutral position N or a position swinging from the neutral position N to the front side F or the rear side R. Yes. In addition, a hydraulic cylinder 59 that adjusts the capacity of the hydraulic pump 11P by operating the swash plate of the hydraulic pump 11P, and a control that mechanically links the hydraulic lever 59 to and from the hydraulic lever 59 and that is mechanically linked to the shift lever 61. A valve 60 is provided.
The hydraulic pump 11P has a capacity so that the higher the speed change lever 61 is from the neutral position N to the front side F, the higher the forward rotation state, and the longer the speed change lever 61 is from the neutral position N to the rear side R, the higher the speed is. Is linked to the speed change lever 61 through the hydraulic cylinder 59 and the control valve 60 so that the adjustment is performed.

  The hydraulic motor 11M is configured such that a capacity is adjusted by a stepping pedal 84 that is a stepping operation type as a sub-shift operation tool so that the capacity of the hydraulic motor 11M is increased as the stepping pedal 84 moves away from the neutral position. Yes.

In other words, the stepping pedal 84 can be moved to the side away from the neutral position by a stepping operation, and the driving portion is in a state of being biased back to the position where the stepping as the neutral position is released by the spring 85. 5 at the foot of the driver's seat 6.
Further, a swash plate motor 62 as a driving means for adjusting the capacity of the hydraulic motor 11M by operating the swash plate of the hydraulic motor 11M, and a control as a shift control means for controlling the operation of the swash plate motor 62. A device 64 is provided.
The hydraulic motor 11M has a control device 64 and a swash plate motor 62 so that the capacity of the hydraulic motor 11M is adjusted so that the hydraulic motor 11M enters a high-speed rotation state as the stepping pedal 84 is depressed to move away from the neutral position. The pedal pedal 84 is linked to the pedal.

Next, control (shift control) of the operation of the swash plate motor 62 by the control device 64 will be described.
A stepping operation position sensor 86 as position detecting means for detecting the operation position of the stepping pedal 84 and a speed detection sensor 87 as speed detecting means for detecting the rotation speed of the hydraulic motor 11M are provided, and the control device 64 is based on the detection information of the stepping operation position sensor 86 and the speed detection sensor 87 so that the hydraulic motor 11M rotates at a predetermined rotational speed corresponding to the operation position of the stepping pedal 84. The operation of the plate motor 62 is controlled.

Further, a mode selection switch 61a as a mode selection means is provided at the grip portion of the speed change lever 61 so as to be switchable between two states of a shift state and a stop state. The mode selection switch 61a is switched to the shift state. A shift mode allowing operation of the hydraulic motor 11M by the stepping pedal 84 is commanded by operation, and a stop mode not allowing operation of the hydraulic motor 11M is commanded by switching to a stop state. Has been.
When the speed change mode is commanded by the mode selection switch 61a, the control device 64 adjusts the rotational speed of the hydraulic motor 11M in accordance with the operation of the stepping pedal 84, and the mode selection switch 61a. When the stop mode is commanded at, the swash plate motor 62 is maintained so that the hydraulic motor 11M is rotated at a rotational speed corresponding to the rotational speed when the stepping pedal 84 is positioned at the neutral position. It is comprised so that the action | operation of may be controlled.
Further, the control device 64 gives priority to the command of the mode selection switch 61a when the stock sensor S1 detects the cutting and harvesting work state, and the stepping pedal 84 is set to the neutral position in preference to the command of the mode selection switch 61a. The operation of the swash plate motor 62 is controlled so as to maintain a state of rotation at a rotational speed corresponding to the rotational speed at the time of positioning.
That is, when the gear change mode is instructed by the mode selection switch 61a and the cutting and harvesting work state is not detected by the stock sensor S1, the control device 64 performs the operation of the stepping pedal 84 to the hydraulic motor 11M. When the stop mode is commanded by the mode selection switch 61a, or when the cutting and harvesting work state is detected by the stock sensor S1, the hydraulic motor 11M is depressed to bring the pedal 84 to the neutral position. The operation of the swash plate motor 62 is controlled so as to maintain a state of rotation at a rotational speed corresponding to the rotational speed at the time of positioning.
Incidentally, the rotational speed corresponding to the neutral position of the stepping pedal 84 is the slowest rotational speed in the range of rotational speeds that can be changed by operating the stepping pedal 84.

Next, the shift control of the control device 64 will be described with reference to the flowchart shown in FIG.
It is determined whether or not the stock sensor S1 is in the harvesting and harvesting work state in which the stock sensor S1 is in the ON state. A standard traveling process for maintaining a state of rotating at a rotational speed corresponding to the speed is executed (steps 21 and 23).
In the state where the stock sensor S1 determines that it is not in the cutting and harvesting work state, the mode selection switch 61a is not instructed to change the speed mode, that is, the mode selection switch 61a is instructed to stop. If it is, the standard running process is executed (steps 21, 22, and 23).
In the state where the stock sensor S1 determines that it is not in the harvesting and harvesting work state, if the speed change mode is commanded by the mode selection switch 61a, the hydraulic motor 11M is operated in accordance with the operation of the stepping pedal 84. A variable speed traveling process for adjusting the rotation speed of the vehicle is executed (steps 21, 22, and 24).

Next, turning control of the control device 64 will be described with reference to the flowchart shown in FIG.
If the turning lever 77 is within the dead zone of the straight travel command position N, the unload valve 70 is switched to the discharge position 70a (steps 1 and 2). Further, both the left turn control valve 68 and the right turn control valve 67 are kept in the shut-off state (steps 3 and 4). When the turning lever 77 deviates from the dead zone from the straight travel command position N, the left turn control valve 68 is switched to the supply position 68a if the operation direction is the left direction, and the right turn control valve 67 is turned if the operation direction is the right direction. Switching to the supply position 67a (steps 5, 6, 7), the unload valve 70 is switched to the shut-off position 70a (step 8).

  If the pivot mode switch 78 is set to the pivot turn mode, the pivot switch pilot valve 73 is switched to the supply position, and if the pivot mode switch 78 is set to the super pivot mode, the super trust is switched. The ground turning pilot valve 74 is switched to the supply position, and proportional valve operation control is executed (steps 10 and 11).

  Based on the correlation corresponding to the turning mode set by the turning mode switch 78 and the detection information of the turning lever sensor 80, a target current for the proportional control valve 71 is obtained by calculation, and the target current is supplied to the proportional control valve 71. Is executed (step 12).

[Another embodiment]
(1) In the above-described embodiment, the sub-transmission operation tool 84 is a step-on operation type pedal, but the sub-transmission operation tool 84 may be a swing operation type operation lever or a rotation operation type operation dial. Further, although the main transmission operation tool 61 is a swing operation type operation lever, it may be a stepping operation type depression pedal or a rotation operation type operation dial.

(2) In the above embodiment, based on the detection information of the position detection means 86 and the speed detection means 87 so that the hydraulic motor 11M rotates at a predetermined rotation speed corresponding to the operation position of the subtransmission operation tool 84. Thus, the speed change control means 64 controls the operation of the drive means 62. However, the sub motor is operated so that the hydraulic motor 11M rotates at a predetermined rotation speed corresponding to the operation position of the sub speed change operation tool 84. A transmission mechanism 84 and the hydraulic motor 11M may be configured to include a linkage mechanism that mechanically links the transmission operation tool 84 and the hydraulic motor 11M.
When the auxiliary transmission operating tool 84 and the hydraulic motor 11M are provided with a linkage mechanism that mechanically links, the linkage mechanism includes a hydraulic cylinder that operates the swash plate of the hydraulic motor 11M, and the hydraulic cylinder. And an electromagnetically operated control valve for supplying and discharging hydraulic oil.

(3) In the above embodiment, the mode selection means 61a for instructing the speed change mode that allows the operation of the hydraulic motor 11M by the auxiliary speed change operation tool 84 and the stop mode that is not allowed is provided, but the mode selection means 61a is not provided. May be.
If the mode selection means 61a is not provided, the shift control means 64 is operated by the hydraulic motor 11M in accordance with the operation of the subtransmission operation tool 84 when the cutting state is not detected by the work state detection means S1. When the cutting state is detected by the work state detection means S1, the rotation speed of the hydraulic motor 11M corresponding to the rotation speed when the auxiliary transmission operating tool 84 is positioned at the neutral position is detected. The operation of the driving means 62 is controlled so as to maintain the rotating state.

(4) In the above embodiment, the work state detection means S1 for detecting whether or not the state is the harvest harvesting work state is provided, but the work state detection means S1 may not be provided.
When the work state detection means S1 is not provided, the speed change control means 64 sets the rotation speed of the hydraulic motor 11M in accordance with the operation of the auxiliary speed change operation tool 84 when the speed selection mode is commanded by the mode selection means 61a. When the stop mode is instructed by the mode selection means 61a, the hydraulic motor 11M is maintained in a state of rotating at a rotation speed corresponding to the rotation speed when the auxiliary transmission operating tool 84 is located at the neutral position. Thus, the operation of the driving means 62 is controlled.

(5) In the above-described embodiment, the driving means is used to maintain the standard traveling process so that the hydraulic motor 11M rotates at a rotational speed corresponding to the rotational speed when the auxiliary transmission operating tool 84 is located at the neutral position. The operation of the hydraulic motor 11M is controlled in a state in which the adjustment of the rotational speed to the higher speed side than the present is regulated in accordance with the operation of the auxiliary transmission operation tool. You may comprise so that the action | operation of the drive means 62 may be controlled so that a rotational speed may be adjusted. In other words, in the state where the standard traveling process is being executed, the rotational speed of the hydraulic motor 11M is maintained and the sub-shift operation is performed even if the sub-shift operating tool 84 is adjusted to the side farther from the neutral position than the current operation position. If the tool 84 is adjusted to be closer to the neutral position than the current operation position, the rotational speed of the hydraulic motor 11M may be adjusted to the low speed side.

(6) There is provided command means for instructing a permissible mode for allowing the hydraulic motor to be operated by a sub-shift operating tool that is not provided in the above embodiment, and a high speed mode for which it is not permitted. When the permissible mode is commanded, the rotational speed of the hydraulic motor 11M is adjusted in accordance with the operation of the subtransmission operation tool 84. When the high speed mode is commanded by the command means, the operation of the subtransmission operation tool 84 is prioritized. Thus, the operation of the drive means 62 may be controlled so that the hydraulic motor is maintained at a rotational speed corresponding to a rotational speed higher than the rotational speed when the auxiliary transmission operating tool is positioned at the neutral position. .

Overall side view The figure which shows traveling drive means Control block diagram Hydraulic circuit diagram The figure which shows the correlation between the turning lever operation position and the target speed ratio Flow chart of control operation Flow chart of control operation

Explanation of symbols

6 Driver's seat 11 Hydrostatic continuously variable transmission for traveling speed change 11P Hydraulic pump 11M Hydraulic motor 61 Main transmission operation tool 61a Mode selection means 62 Drive means 64 Transmission control means 84 Sub-transmission operation tool (depression pedal)
86 Position detection means 87 Speed detection means S1 Work state detection means

Claims (5)

A traveling traveling transmission of a combine provided with a hydrostatic continuously variable transmission for traveling shifting, the capacity of each of the hydraulic pump and the hydraulic motor being adjustable,
The hydraulic pump is configured to adjust the capacity with a main transmission operating tool,
The hydraulic motor is operated to adjust the capacity so that the sub-transmission operation tool can be moved to the side away from the return-biased neutral position so that the sub-transmission operation tool is rotated at a higher speed as it moves away from the neutral position. Combined travel transmission configured as described above.   2. The traveling of a combine according to claim 1, wherein the auxiliary transmission operating tool is a stepping-operated stepping pedal provided at a step portion of a driver's seat in a state where the stepping-down as the neutral position is returned to the released position. Transmission device. Position detection means for detecting the operation position of the auxiliary transmission operating tool, speed detection means for detecting the rotational speed of the hydraulic motor, drive means for adjusting the capacity of the hydraulic motor, and operation of the drive means are controlled. Shift control means is provided,
The shift control means drives the drive based on detection information of the position detection means and the speed detection means so that the hydraulic motor rotates at a predetermined rotation speed corresponding to the operation position of the auxiliary transmission operation tool. The combined travel transmission of claim 1 or 2, wherein the operation of the means is controlled. Mode selection means is provided for instructing a shift mode in which the operation of the hydraulic motor by the auxiliary transmission operation tool is allowed and a stop mode in which the operation is not allowed;
When the speed change mode is commanded by the mode selection means, the speed change control means adjusts the rotational speed of the hydraulic motor in accordance with the operation of the auxiliary speed change operation tool, and the mode selection means sets the stop mode. When the command is issued, the operation of the drive means is controlled so as to maintain the state in which the hydraulic motor rotates at a rotation speed corresponding to the rotation speed when the auxiliary transmission operating tool is located at the neutral position. The combine traveling transmission apparatus according to claim 3, which is configured. Work state detecting means for detecting whether or not the harvesting and harvesting work state is provided,
When the shift control means detects that the harvesting and harvesting work state is detected by the work state detection means, the hydraulic motor is placed in the neutral position in priority to the command of the mode selection means. 5. The combined travel transmission device according to claim 4, wherein the operation of the drive means is controlled so as to maintain a state of rotation at a rotation speed corresponding to the rotation speed.

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