JP2000185662A - Running driving device of work vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To drive running devices at a low speed and a high torque by performing a speed adjustment of a left radial piston motor and a right radial piston motor that respectively drive a left running device and a right running device. SOLUTION: A driving device body 20 for running drives a driving shaft 11a of a left running device 10a using a left hydraulic motor 21 comprising a radial piston motor, and drives a driving shaft 11b of a right running device 10b using a right hydraulic motor 22 comprising a radial piston motor. In addition, it drives a car body straight by equalizing driving speeds of both running devices 10a, 10b by adjusting the speeds so that a driving rotation speed of the left hydraulic motor 21 is equal to a driving rotation speed of the right hydraulic motor 22. Speed difference between the both running devices 10a, 10b is adjusted so that the driving speed of the left, running device 10a is lower than that of the right running device 10b, and the car body runs left.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a driving device for a working vehicle such as an agricultural machine such as a combine or a construction machine such as a dozer, and more specifically, a vehicle body is operated by a speed difference between a left traveling device and a right traveling device. The present invention relates to a drive device for traveling of a working vehicle configured to be oriented.

[0002]

2. Description of the Related Art Conventionally, in a combine, for example, as disclosed in Japanese Patent Application Laid-Open No. Hei 10-84753, the rotational output of an axial plunger type hydraulic motor is transmitted to each of a left traveling device and a right traveling device via a deceleration transmission. The speed difference between the left hydraulic motor and the right hydraulic motor is expressed to give a speed difference between the left traveling device and the right traveling device, and the vehicle is turned rightward or leftward by this speed difference. There was something to operate.

[0003]

In the case of a combine, while working while traveling at a low speed, a large traveling load is applied particularly when working in wet fields. In addition, it is also possible to perform a sharp turning operation in which one of the left and right traveling devices is driven and the other is driven to change the vehicle body with a small turning radius. It is also necessary to be able to perform a gentle turning operation to change the direction of the vehicle body with a large turning radius by driving. In other words, the sharp turning operation of the vehicle body at the levee or the like can promptly move to the harvesting work of the next work row. By performing a gentle turning operation on the vehicle body, it is easy to perform the operation of traveling along the grain culm row, and it is possible to change the traveling direction while making the field less rough.

For this reason, even though the axial plunger type motor conventionally used as a traveling motor is a high-speed low-torque motor, it is provided with a deceleration transmission for decelerating the output of the motor and transmitting it to the traveling device. Could be driven with low speed and high torque. In this case, the deceleration transmission becomes large in view of the deceleration ratio and the like, and the entire driving device for driving becomes large or heavy, and the cost is high.

SUMMARY OF THE INVENTION An object of the present invention is to provide a driving device for a working vehicle that can drive a traveling device at low speed and high torque, and is relatively small, lightweight and inexpensive.

[0006]

The constitution, operation and effect of the invention according to claim 1 are as follows.

[Structure] In a traveling drive device for a working vehicle configured to steer a vehicle body by a speed difference between a left traveling device and a right traveling device, a left driving device for separately driving the left traveling device and the right traveling device. A radial piston motor and a right radial piston motor are provided, and the speed of the left radial piston motor and the right radial piston motor is adjusted to adjust the speed difference between the left traveling device and the right traveling device. .

[Operation] The radial piston motors for driving the left traveling device and the right traveling device are low-speed and high-torque motors, and the speed difference between the two traveling devices is adjusted by adjusting the speeds of the left motor and the right motor. By adjusting, it is possible to drive both traveling devices at low speed and high torque while having a small reduction ratio even if equipped with a deceleration mission that reduces the rotational output of the motor and transmits it to the traveling device. At the same time, the driving can be performed while the speed difference between the two traveling devices is large or small.

[Effect] Even when working in a wet field,
The traveling device can be driven at low speed and high torque to smoothly travel the vehicle body and to perform steering operation as desired, so that work can be performed efficiently. For this reason, it is advantageous to produce a traveling drive device that does not require a deceleration mission or that it is relatively small, compact, lightweight and inexpensive, and that the work vehicle can be made small, easy to operate, and inexpensive. Can be something.

The construction, operation and effect of the invention according to claim 2 are as follows.

In the structure according to the first aspect of the present invention, a gear interlocking mechanism for interlocking an output shaft of the left radial piston motor with a drive shaft of a left traveling device and a right radial piston motor having a right output shaft A gear interlocking mechanism for interlocking with the drive shaft of the traveling device is provided.

[Operation] A motor is disposed in a space that is displaced from the drive shaft of the traveling device between the left traveling device and the right traveling device to the front, rear, or upper side of the vehicle body. The output shaft of the motor is geared so that the motor can drive the traveling device even if the shaft is not directly connected to the traveling device drive shaft, such as if it is perpendicular to or parallel to the traveling device drive shaft. An interlocking mechanism is interlocked with the drive shaft of the traveling device.

[Effect] The motor is compactly arranged by utilizing the space between the left traveling device and the right traveling device at a position deviated from the traveling device drive shaft, and the traveling device is driven at a low speed by a relatively small driving device. A work vehicle that can be driven by torque can be obtained compactly in terms of motor installation.

The structure, operation and effect of the invention according to claim 3 are as follows.

[0015] In the configuration of the invention according to claim 2, the output shaft of the left radial piston motor is located in a direction perpendicular to the drive shaft of the left traveling device, and the output shaft of the right radial piston motor is A left radial piston motor and a right radial piston motor are arranged in a state of being located in a direction perpendicular to the drive shaft of the right traveling device.

[Operation] The output shaft of the motor is interlocked with the drive shaft of the traveling device by a gear interlock mechanism while the motor is arranged in a space between the left traveling device and the right traveling device, which is separated from the traveling device drive shaft. Moreover, since the length in the direction perpendicular to the output shaft of the motor is generally shorter than the length in the direction along the output shaft, the motor is driven in the direction perpendicular to the drive shaft of the traveling device. The two motors should be placed between the two traveling devices while minimizing the length of the space required for placing the pair of left and right motors between the left and right traveling devices in the lateral direction of the vehicle body. Is what makes it possible.

[Effect] The length of the space required for the motor arrangement in the left-right direction of the vehicle body is made as short as possible. Even in the case of a work vehicle in which the distance between the left and right traveling devices is relatively narrow, both motors and the gear interlocking mechanism are used. It can be compactly arranged between them and can be driven at low speed and high torque.

The structure, operation and effect of the invention according to claim 4 are as follows.

In the configuration according to the second aspect of the present invention, the output shaft of the left radial piston motor is positioned parallel to the drive shaft of the left traveling device, and the output shaft of the right radial piston motor travels right. A left radial piston motor and a right radial piston motor are arranged in a state of being parallel to the drive shaft of the apparatus.

[Operation] The output shaft of the motor is interlocked with the drive shaft of the traveling device by a gear interlocking mechanism while the motor is arranged in a space between the left traveling device and the right traveling device, which is separated from the traveling device drive shaft. Moreover, since the length in the direction perpendicular to the output shaft of the motor is generally shorter than the length in the direction along the output shaft, the motor is driven in a direction in which the output shaft of the motor is parallel to the drive shaft of the traveling device. The space required for placing a pair of left and right motors between the left and right traveling devices is reduced by as little as possible in the direction perpendicular to the traveling shaft of the traveling device. It is possible to arrange between them.

[Effect] The length of the space required for the motor arrangement in the direction perpendicular to the drive shaft of the traveling device, such as the length in the vehicle longitudinal direction or the length in the vehicle vertical direction, is reduced as much as possible. The gear interlocking mechanism can be compactly arranged between the left and right traveling devices in the longitudinal direction of the vehicle and in the vertical direction of the vehicle, and can be driven at a low speed and a high torque.

The structure, operation and effect of the invention according to claim 5 are as follows.

[Configuration] In the configuration of the invention according to any one of claims 1 to 4, the left radial piston motor and the right radial piston motor are connected to a hydraulic pump via a flow divider, and A state in which both radial piston motors are driven by a hydraulic pump, and a drive shaft of the left traveling device and a drive shaft of the right traveling device are connected and integrally rotated, and a state in which the two drive shafts are disconnected. And a clutch mechanism that can be switched between and the clutch mechanism is set to the engaged state, and the left radial piston motor and the right radial piston motor are driven to cause the vehicle body to travel straight, and the clutch mechanism is set to the disengaged state. And a speed difference is applied between the left radial piston motor and the right radial piston motor to drive the vehicle. It is configured so as to change the direction.

[Operation] When the drive shafts of the left traveling device and the right traveling device are driven by separate motors interlocked with each other while the drive shafts of the right traveling device are relatively rotatable, the rotational speeds of both motors are detected. Then, the detection result is fed back to the motor control mechanism to control the speeds of the motors so that the rotation speeds of the two motors are equal, so that the driving load applied to the left traveling device and the driving load applied to the right traveling device are different. Even so, the driving speeds of both traveling devices can be made equal. On the other hand, in the case of claim 5, when the clutch mechanism is switched to the engaged state, the drive shafts of the left and right traveling devices are connected for the clutch mechanism and rotate integrally. Then, even if the driving loads applied to the two traveling devices are different, the two motors can be driven so that the driving speeds of the left and right traveling devices are equal, without performing the above-described motor speed control.

Since a single hydraulic pump drives both motors, for example, as in the case of a 2-pump / 2-motor drive mode in which both motors are driven by separate hydraulic pumps, the hydraulic pump itself is Differences in characteristics due to differences,
A difference in characteristic change over time does not affect the flow rate control.

[Effect] While the two traveling devices are driven by a motor and the traveling direction is changed by the speed difference between the two traveling devices, the two traveling devices are connected by a clutch mechanism when the vehicle goes straight because the driving shaft is connected by a clutch mechanism. The driving speed can be made equal and the vehicle can travel straight ahead with high accuracy. In addition, the above-mentioned motor speed control is not required, and the structure is simple and inexpensive. In addition, by adopting the one-pump / two-motor drive mode, it is possible to reduce the size and simplification of the portion of the pressure oil supply device and to reduce the difference in pump characteristics seen in the two-pump / two-motor drive mode. There is no need to consider it, and the flow control can be stabilized.

The structure, operation and effect of the invention according to claim 6 are as follows.

[Structure] In the structure of the invention according to claim 5, a brake is attached to one of the left traveling device and the right traveling device.

[Operation] The drive shafts of the two traveling devices are connected to each other by a clutch mechanism, and the brake is turned on. Then, the brake acts on the traveling device on which it is attached and also on the traveling device on which it is not attached via the clutch mechanism, and the brakes are applied to both traveling devices.

[Effect] Even on a slope, etc., both the left and right traveling devices can be braked to stop traveling reliably.
You can park. In addition, the brake is attached to only one of the left and right traveling devices, and the clutch mechanism for straight traveling can be simplified in structure using the brake, so that it can be obtained at low cost.

The structure, operation and effect of the invention according to claim 7 are as follows.

[Structure] In the structure of the invention according to any one of claims 1 to 6, a direction sensor for detecting a running direction of the vehicle body and the left radial piston motor are automatically provided based on information from the direction sensor. And a steering control means for automatically performing a steering operation of the vehicle body by adjusting the speed of the right radial piston motor.

[Operation] The speed of both motors is adjusted by the automatic operation of the steering control means based on the information from the direction sensor to adjust the driving speed of the traveling device. Drive in the direction. Both traveling devices are driven by a radial piston motor with a high torque even at a low speed, and perform a steering operation so that the vehicle body travels along the control target direction with high accuracy even in a wetland or the like.

[Effect] By the automatic operation by the steering control means and the driving of the traveling device by the radial piston motor, the steering operation is automatically performed with high accuracy even on uneven terrain, and the vehicle body is automatically moved along the grain culm row. It is possible to work easily and with a high degree of accuracy while performing automatic control such as running the vehicle with high precision.

[0035]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS As shown in FIG. 1, an engine E, which is self-propelled by a pair of left and right crawler traveling devices 10a and 10b, is provided with a driving seat 1 and the like, and is located below the driving seat 1. A threshing device 3 and a grain tank 4 are mounted on a body frame 2 of a self-propelled vehicle body having a driving portion provided with a motor, and a pre-processing device 5 is mounted on a front end side of the body frame 2 of the self-propelled vehicle body with a lift cylinder. Axis 5 by C
A combine is constructed by swinging around a to connect the lift and lower operation.

That is, the pretreatment device 5 causes the planted grain culm of rice, wheat, etc. to be raised and processed by the device 6 and the mowing process by the clipper-type cutting device 7 to lock and transport the cut grain culm to the tip side. It is conveyed to the rear side of the machine body by a vertical conveyance device 8 comprising a head-side conveyance device that performs a pinch-side conveyance device and a stock-source-side conveyance device that functions to pinch and convey the stock to the supply end of the threshing feed chain 3a of the threshing device 3. The threshing device 3 supplies the tip side of the harvested grain culm to the handling room by the threshing feed chain 3a, performs threshing by a handling cylinder that rotates around a longitudinal axis of the vehicle body, and carries out threshing grain from the sorting unit. It is supplied to the grain tank 4.

As shown in FIG. 2 and FIG.
a, a driving drive main body 20 including a pair of traveling hydraulic motors 21 and 22 located between the front end sides of
And a hydraulic device 31 configured to be driven by the engine E in a driving unit and a hydraulic device 30 that drives the hydraulic motors 21 and 22 by the hydraulic pump 31, and is located in the operating unit. A control lever 41 and a direction sensor 42 located in the pre-processing device 5 are provided.
The traveling control device 40 that performs the drive control of the a and 10b constitutes a traveling drive device that enables the traveling and the steering operation of the vehicle body.

As shown in FIGS. 2 to 4, the traveling drive device main body 20 includes a transmission case 23 supported by a transmission mounting bracket 9 connected to a vehicle body front end portion 2a of the vehicle body frame 2. Pump casings 21a, 22 are provided on the outer peripheral surface side of the transmission case 23.
a is connected to the pair of hydraulic motors 21 and 22, a pair of gear interlocking mechanisms 24 and 25 located inside the transmission case 23, and one clutch mechanism 26.

The transmission case 23 includes a transmission case body 23a to which the pair of hydraulic motors 21 and 22 are connected, and a drive shaft case 23b to both lateral sides of the transmission case body 23a. The drive shaft 11a is rotatably supported by the left drive shaft case portion 23b of the pair of drive shaft case portions 23b, 23b, and the drive shaft 11b is rotatably supported by the right drive shaft case portion 23b. A pair of drive shafts 11a, 1
Crawler drive sprockets 12a, 12b are attached to ends protruding out of the respective transmission cases so as to rotate integrally by spline engagement, and one of the pair of drive shafts 11a, 11b has one left drive shaft 11a. Provided crawler drive sprocket 12
a meshes with the crawler belt of the left traveling device 10a of the pair of traveling devices 10a and 10b, and drives the crawler belt. The driving sprocket 12b of the other right driving shaft 11b is driven by the pair of traveling devices 10a and 10b. 10a, 1
0b, and is engaged with the crawler belt of the right traveling device 10b to drive this crawler belt.

As shown in FIGS. 4 and 6, both of the two hydraulic motors 21, 22 are provided with the pump casings 21a, 22a, and the pump casings 21a, 22a.
Output shafts 21b and 22b rotatably supported by the output shafts 21b and 22b.
Cylinder blocks 21c and 22c which rotate together for spline engagement with 2b,
c, 22c, hydraulic pistons 21d, 22d supported at a plurality of locations in the circumferential direction, the pump casing 21
The cam rings 21e and 22e are fixed to the a and 22a non-rotatably by mounting bolts. That is, the slide valves 21f and 22f located in the pump casing
The supply of pressure oil to the oil chambers 21g and 22g provided with the hydraulic pistons 21d and 22d of c and 22c, and the supply and discharge control of the pressure oil so as to discharge the pressure oil from the oil chambers 21g and 22g are performed. . Each hydraulic piston 21
d, 22d slide back and forth in a direction perpendicular to the rotation axes of the cylinder blocks 21c, 22c and the output shafts 21b, 22b, in a direction protruding from the cylinder blocks 21c, 22c, and in a direction retreating to the cylinder blocks 21c, 22c. ,
The cylinder blocks 21c, 22c rotate relative to the pump casings 21a, 22a by the cam action of the cam surfaces K on the inner peripheral side of the cam rings 21e, 22e with which the heads of the hydraulic pistons 21d, 22d abut, and the output shaft 21b. , 2
2b is rotated. By switching a speed switching valve (not shown), the plurality of hydraulic pistons 21
d and 22d are all activated to operate the syringe blocks 21c and 2c.
2c is rotating at a high speed and a plurality of hydraulic pistons 21
Only half of the cylinders d and 22d operate to switch to a state in which the syringe blocks 21c and 22c rotate at low speed. In other words, the two hydraulic motors 21 and 22 are configured as rotary cylinder type multi-stroke radial piston motors capable of switching between high speed and low speed.

The two hydraulic motors 21 and 22 are separated from the two drive shafts 11a and 11b on the vehicle body rear side and the vehicle body front side.
b and 22b are attached to the transmission case 23 in an assembling posture in which they face in a direction perpendicular to both drive shafts 11a and 11b. One of the first gear interlocking mechanisms 24 of the pair of gear interlocking mechanisms 24 and 25 is connected to an end of the output shaft 21b of one of the left motor 21 of the two motors 21 and 22 and the output shaft 21b. A first bevel gear 24a formed as an integral part, and a second bevel gear 24b formed to engage with the end of the left drive shaft 11a so as to rotate integrally with the end of the left drive shaft 11a by spline engagement and to mesh with the first bevel gear 24a. The rotational power of the output shaft 21b of the left motor 21 is converted into rotational power around an axis perpendicular to the axis of the output shaft 21b and transmitted to the left drive shaft 11a. The rotational power of the output shaft 21b is reduced and transmitted to the left drive shaft 11a by the diameter difference. The other second gear interlocking mechanism 25 of the pair of gear interlocking mechanisms 24, 25
A first bevel gear 25a formed as an integral part of the output shaft 22b at the end of the output shaft 22b of the other right motor 22, and an integral rotation by spline engagement with the end of the right drive shaft 11b. And a second bevel gear 25b formed so as to be engaged with the first bevel gear 25a so as to engage with the first bevel gear 25a, and the rotational power of the output shaft 22b of the right motor 22 is perpendicular to the axis of the output shaft 22b. The power is converted into a rotational force around and transmitted to the right drive shaft 11b, and the rotational force of the output shaft 22b is reduced and transmitted to the right drive shaft 11b due to an outer diameter difference between the two bevel gears 25a and 25b.

The clutch mechanism 26 includes the right drive shaft 1
A movable clutch body 26a fitted to the end of the first gear interlocking mechanism 24 so as to rotate integrally with the end of the first bevel gear 24b so as to rotate integrally with the end of the first bevel gear 24b. And a clutch pawl 26b formed as an integral part of a two-bevel gear 24b. As shown in FIG. 5, the movable clutch body 26a is connected to the right drive shaft 11b via an operation fork 28 by a clutch piston 27 supported by the transmission case main body 23a. The sliding operation is performed in accordance with the conditions described above, so that the left driving shaft 11a and the right driving shaft 11b are allowed to rotate integrally with each other, or are switched to the cutting state and the left driving shaft 11a and the right driving shaft 11b are rotated. And enable relative rotation.

That is, as shown in FIG. 5, the fork portion 28a at one end of the operation fork 28 rotates relative to the boss portion of the movable clutch body 26a, and is attached to the right drive shaft 11b together with the movable clutch body 26a. The boss 28b on the other end is connected to the clutch piston 27 so as to slide integrally with the clutch piston 27 by a connecting screw. The clutch piston 27 is slidably supported on a wall member of the transmission case main body 23a by a support block 29 formed as an integral part thereof.
This support block 29 connects a clutch operation oil passage CL to an oil chamber 29 a formed on one end side of the clutch piston 27.

The oil chamber 2 is provided by the clutch operating oil passage CL.
When the operating oil is discharged from 9a, the coil spring type piston spring 27 attached to the clutch piston 27
The clutch piston 27 is operated by the operating force of the urging force a.
Slides toward the position where the oil chamber 27a is located with respect to the support block 29, and the operation fork 28 slides together with the clutch piston 27 to move the movable clutch body 26a to the second bevel gear 24.
The second bevel gear 24b is moved to a position where the clutch pawl included in the movable clutch body 26a meshes with the clutch pawl 26b of the second bevel gear 24b. Then, the movable clutch body 2
6a and the second bevel gear 24b are meshed and connected so as to rotate integrally, the second bevel gear 24b is connected to the left drive shaft 11a, and the movable clutch body 26a is connected to the right drive shaft 11b.
Are engaged with each other so that they can rotate
The clutch mechanism 26 enters the state in which the left drive shaft 11a and the right drive shaft 11b are integrally rotatably connected.

When the operation oil is supplied to the oil chamber 29a from the clutch operation oil passage CL, the clutch piston 27 elastically deforms the piston spring 27a to the side opposite to the side where the oil chamber 27a is located in the support block 29 for the operation oil. The operating fork 28 slides with the clutch piston 27 to slide the movable clutch body 26a in a direction away from the second bevel gear 24b, and as shown in FIG. Operate to the disengaged cutting position. Then, the engagement between the movable clutch body 26a and the second bevel gear 24b is released, and both members 26a
When the relative rotation between the left and right drive shafts 11a and 24b becomes possible, the clutch mechanism 26 is turned off so as to release the connection between the left drive shaft 11a and the right drive shaft 11b.

As a result, the traveling drive device body 20
The drive shaft 11a of the left traveling device 10a is driven by a left hydraulic motor 21 composed of a radial piston motor, and the drive shaft 11b of the right traveling device 10b is driven by a right hydraulic motor 22 composed of a radial piston motor. The driving rotation speed of the left hydraulic motor 21 and the right hydraulic motor 22
By adjusting the speed so that the driving rotational speed of the vehicle becomes equal, the driving speeds of the two traveling devices 10a and 10b are made equal and the vehicle body travels straight. At this time, the clutch mechanism 2
6 is switched to the on state, the two traveling devices 10
Even if the driving loads applied to a and 10b are different, both hydraulic motors 21 and 22 can be driven such that the driving speeds of both traveling devices 10a and 10b are equal. Both hydraulic motors 21 and 22
One of them is driven and the other is stopped, or the driving rotational speed of one of the hydraulic motors 21 and 22 is increased while driving the two hydraulic motors 21 and 22.
1. Both hydraulic motors 2
By adjusting the speeds so that the driving rotational speeds of the vehicle 1 and 22 are different, a speed difference between the left traveling device 10a and the right traveling device 10b appears to change the traveling direction of the vehicle body.

As shown in FIG.
The left traveling device 1 of the left and right traveling devices 10a and 10b is disposed inside the transmission case body 23a.
The parking brake 50 attached to the drive shaft 11a of the vehicle 0a is provided. The brake 50 is externally fitted to the boss portion of the second bevel gear 24b of the first gear interlocking mechanism 24 so as to rotate integrally with the second bevel gear 24b by spline engagement so that the brake 50 integrally rotates with the drive shaft 11a. The attached brake body 51, this brake body 51
Friction plates 52 located between the transmission case 11 and the transmission case main body 23a, and slidably supported by the transmission case main body 23a in a direction parallel to the axis of the drive shaft 11a on the side of the friction plates 52. Let the brake piston 53,
Each of the brake pistons 53 is constituted by a coil spring type brake spring 54 attached to an installation hole provided in the brake piston 53, and supplies and discharges operation oil to and from an oil chamber 55 formed by the transmission case main body 23a, so that the brake is turned on. And the braking operation is performed on the left traveling device 10a, or the braking operation is released and the braking operation is released. That is, when the operation oil is discharged from the oil chamber 55, the brake piston 53 is slid toward the receiving body 56 supported by the transmission case body 23a by the operation force of the urging force of the brake spring 54, and a plurality of brake pistons 53 are moved. The friction plate 52 is pressed against the receiving member 56 to generate a frictional force on each friction plate 52. Then, since the inner peripheral side of each friction plate 52 is engaged with the outer peripheral portion of the brake body 51 so as not to rotate relatively, the friction plate 52 exerts a frictional braking force on the drive shaft 11a via the brake body 51 and the second bevel gear 24b. And the brake is applied to the left traveling device 10a. And the oil chamber 55
Is supplied to the brake piston 53, the brake piston 53 is slid to the side away from the receiving body 56 while compressively elastically deforming the brake spring 54 for the operating oil, and presses the friction plates 52 against the receiving member 56. Cancel the operation. Then, the friction braking action of the friction plate 52 on the brake body 51 is released, and the brake on the left traveling device 10a is released.

As shown in FIG. 7, the hydraulic device 30
The hydraulic pump 31 is connected to a control valve mechanism 35 of the left motor 21 and a control valve mechanism 36 of the right motor 22 by an oil supply path 34 provided with a pair of flow dividing valves 32 and 33. .

The upstream one of the pair of split valves 32, 33 receives the pressure oil from the hydraulic pump 31 through the first output port 32 a and the second output port 32.
b from the first output port 32a to the second
It is supplied to the input port of the flow dividing valve 33 and the second output port 32
b, the raising device 6 of the pre-processing device 5 and the mowing device 7
And a pre-processing drive motor 37 that transmits power to each of the vertical conveyance devices 8. The second flow dividing valve 33 divides the pressure oil from the first flow dividing valve 32 into the first output port 33a and the second output port 33b at a ratio of 1: 1. The power is supplied to the input port of the control valve mechanism 35, and is supplied from the second output port 33b to the input port of the control valve mechanism 36 of the right motor 22.

The control valve mechanism 35 of the left motor 21 and the control valve mechanism 36 of the right motor 22 switch the hydraulic oil supply directions to the hydraulic motors 21 and 22 to advance the drive rotation directions of the hydraulic motors 21 and 22. Motors 21 and 22 by increasing and decreasing the flow rate of pressure oil supplied from the second branch valve 33 to the forward / reverse valves 35a and 36a.
The switching between the forward and backward valves 35a and 36a by supplying an operating current to the variable throttle valves 35b and 36b for adjusting the rotation speed of the motor and the electromagnetic operating portions of the forward and backward valves 35a and 36a, or by stopping this current supply. Drive circuits 35c and 36c that perform operations and supply an operation current to the electric actuators of the variable throttle valves 35b and 36b to adjust the throttles of the variable throttle valves 35b and 36b.

As shown in FIG. 7, the traveling control device 40
Is a control device main body 43 linked to the drive circuit portion 35c of the control valve mechanism 35 of the left motor 21 and the drive circuit portion 36c of the control valve mechanism 36 of the right motor 22, and the control lever 41 provided in the operation portion. A steering sensor 44 which detects the steering lever 41 and is linked to the control device main body 43; and the direction sensor 4 which is provided in the pre-processing device 5 and is linked to the control device main body 43.
2. The control lever 41 is supported by the control tower so as to be able to swing crosswise so that the control lever 41 can swing in both the front-rear direction and the lateral direction of the vehicle body. Operation sensor 44
Is composed of a potentiometer that is linked to the control lever 41, detects in which direction the control lever 41 is operated, and also detects the magnitude of the operation stroke, and converts each detection result into an electric signal to produce a control device main body 43. Output to

The direction sensor 42 includes sensor bars 42a and 42b extending from the weed support rod 45 to both lateral sides thereof so as to be swingable about a vertical axis of the vehicle body.
And a detection switch 42c for detecting the swing of the 2a and 42b, and the pair of sensor bars 42a and 42b are planted to enter the cereal stem raising path 46 located on the side of the weeding tool support rod 45. If you do not touch the culm a
It is detected that the traveling direction of the vehicle body is in the set direction, and one of the pair of sensor bars 42a, 42b abuts against the root of the planted cereal stem a coming into the route 46 by causing the cereal stem to swing toward the rear side of the body. When moved, it is detected that the traveling direction of the vehicle body is shifted from the set direction to the side where the sensor bars 42a and 42b abutting the planted grain culm a are located, and the detection result is output to the control device main body 43 as an electric signal. .

The control device main body 43 is composed of a microcomputer, and includes the steering sensor 44, the direction sensor 42,
By outputting a predetermined operation signal to both drive circuit units 35c and 36c based on information from the mode selection switch 47 located in the operation unit and operating both control valve mechanisms 35 and 36, both motors 21 and 22 are operated. And both traveling devices 10a and 10a so that the vehicle body travels in a predetermined direction.
The drive control of b is performed. That is, the mode selection switch 4
When the manual operation mode is selected by the user, the manual operation control means 43a, which is a program of the control device main body 43, operates, and the vehicle body moves in the direction corresponding to the operation direction of the control lever 41 in the direction corresponding to the operation stroke of the control lever 41. The two control valve mechanisms 35 and 3 are controlled based on information from the steering sensor 44 so that the vehicle travels straight or turns with a turning radius.
By operating the motor 6, the drive direction and the speed of both hydraulic motors 21 and 22 are controlled. When the automatic steering mode is selected by the mode selection switch 47, the automatic steering control means 43 constituted by a program of the control device main body 43 is provided.
By operating the two control valve mechanisms 35 and 36 based on information from the detection switch 42c of the direction sensor 42 so that b operates and the vehicle body travels between the rows of the planted grain culm a. The speed of both hydraulic motors 21 and 22 is adjusted.

That is, the hydraulic device 30 applies the pressure oil from the hydraulic pump 31 to the pre-processing drive motor 3 by the first branch valve 32.
7 and the second branch valve 33 and the second
The flow dividing valve 33 distributes and supplies the motors 37, 21, and 22 to the left motor 21 and the right motor 22.
The pre-processing drive motor 37 drives the raising device 6, the mowing device 7, and the vertical transport device 8 of the pre-processing device 5, the left motor 21 drives the left traveling device 10a, and the right motor 2
2 drives the right traveling device 10b. This allows the vehicle to travel while harvesting. Then, when traveling while working, if the automatic operation mode is selected by operating the mode selection switch 47, the vehicle is automatically operated so as to automatically travel along the rows of the planted grain culm a. You can run while.

That is, when one of the pair of left and right sensor bars 42a, 42b of the direction sensor 42 hits the planted grain culm a, the automatic steering control means 43ba switches the detection switch 42 of the direction sensor 42.
c) outputs a predetermined turning operation signal to both control valve mechanisms 35 and 36 based on the information from the sensor bar 4 and makes contact with the cereal stem.
The motors 21 and 22 that drive the traveling devices 10a and 10b on the side where the 2a and 42b are located maintain the driving speed during straight traveling, and the sensor bars 42b and 42a do not abut on the grain culm.
The speed of the left motor 21 and the right motor 22 is adjusted so that the motors 22 and 21 for driving the traveling devices 10b and 10a on the side where is located are decelerated more than when traveling straight. Thus, the driving speed of the traveling devices 10a, 10b on the side where the sensor bars 42a, 42b that do not abut on the grain stem is lower than the driving speed of the traveling devices 10b, 10a on the side where the sensor bars 42b, 42a abut on the grain stem. Also, the speed difference between the two traveling devices 10a and 10b is adjusted so that the vehicle speed becomes low, and the sensor bars 42a and 42b in which the vehicle body is in contact with the cereal stem change direction in the direction away from the cereal stem and travel. When both of the pair of sensor bars 42a and 42b come off from the planted grain culm a in accordance with the vehicle body steering, the automatic steering control means 43ba uses the two control valve mechanisms based on information from the detection switch 42c of the direction sensor 42. Motors 21 and 21 for driving predetermined traveling operation signals to 35 and 36 to drive both traveling devices 10a and 10b.
Motor 21 for the left so that 2 is the driving speed for straight running.
Then, the speed of the right motor 22 is adjusted. As a result, the driving speeds of the two traveling devices 10a and 10b become equal, and the vehicle body travels straight. When performing the straight running, the automatic steering control means 43b switches the clutch mechanism 26 to the engaged state by automatically switching the clutch piston 27 to the clutch engagement side.

When the vehicle is driven in a non-working state such as on a road, or when the vehicle is running while working, if the mode selection switch 47 is operated to select the artificial operation mode, the vehicle body is artificially operated by the operation lever 41. You can run while running. That is, when the steering lever 41 is swung from the neutral position N to the front side F of the vehicle body, the artificial steering control means 43a causes the two control valve mechanisms 35,
36, a predetermined forward operation signal is output to both motors 21 and
2 is driven at the same speed as the forward side. As a result, both traveling devices 10a and 10b are driven at the same speed as the forward side, and the vehicle body travels straight ahead.

When the control lever 41 is swung from the neutral position N to the rear side R of the vehicle body, the artificial steering control means 43a causes the two control valve mechanisms 35, 3 based on the information from the control sensor 44.
6 to output a predetermined reverse operation signal to both motors 21 and 22.
At the same speed as the reverse side. As a result, the two traveling devices 10a and 10b are driven at the same speed as the reverse side, and the vehicle body travels straight toward the reverse side.

Regardless of whether the vehicle body is traveling forward or backward, the larger the operation stroke from the neutral position N of the control lever 41 is, the more the artificial steering control means 43 a uses both of them based on information from the control sensor 44. The speed of the motors 21 and 22 is increased. As a result, the drive speeds of the traveling devices 10a and 10b increase, and the forward speed and the reverse speed of the vehicle body increase in proportion to the operation stroke of the control lever 41.

When the steering lever 41 is swung in the left lateral direction LT while the steering lever 41 is being moved forward or backward from the neutral position N, the artificial steering control means 43 a uses both control valves based on information from the steering sensor 44. A motor 2 that outputs a predetermined turning operation signal to the mechanisms 35 and 36 to drive the right traveling device 10b
2 maintains the driving speed during straight running, and the left running device 10a
The speed of the left motor 21 and the right motor 22 is adjusted such that the motor 21 for driving the motor 21 is decelerated as compared with the straight traveling.
Thereby, the two traveling devices 1 are driven so that the driving speed of the left traveling device 10a is lower than the driving speed of the right traveling device 10b.
The speed difference between 0a and 10b is adjusted, and the vehicle body runs leftward.

When the steering lever 41 is swung in the rightward lateral direction RT while operating the steering lever 41 from the neutral position N to the forward side or the reverse side, the artificial steering control means 43 a receives both control valves based on information from the steering sensor 44. A motor 2 that outputs a predetermined turning operation signal to the mechanisms 35 and 36 to drive the left traveling device 10a
1 maintains the driving speed during straight traveling, and the right traveling device 10b
The speed of the left motor 21 and the right motor 22 is adjusted so that the motor 22 for driving the motor is decelerated as compared with the straight traveling.
Thereby, the two traveling devices 1 are driven so that the driving speed of the right traveling device 10b becomes lower than the driving speed of the left traveling device 10a.
The speed difference between 0a and 10b is adjusted, and the vehicle runs rightward.

Regardless of whether the vehicle body is traveling leftward or rightward, the greater the operation stroke of the control lever 41 in the left lateral direction LT or the right lateral direction RT, the more the artificial steering control means 43a turns inside. Motor 21 located at
22 so that the driving speed of the motor 22 becomes low.
The speed difference between the two is greatly adjusted. As a result, the driving speed of the traveling devices 10a and 10b inside the turning becomes lower, and the vehicle body travels left or right with a smaller turning radius.

[Another Embodiment] FIGS. 8 and 9 show a traveling drive device body 20 having another embodiment. That is, the output shafts 21b and 22b of the left hydraulic motor 21 and the right hydraulic motor 22, which are rotary cylinder type multi-stroke radial piston motors, are located parallel to the drive shafts 11a and 11b of the traveling devices 10a and 10b. In this state, both hydraulic motors 21 and 22 are arranged. A first spur gear 24c, which is integrally rotatably connected to an output shaft 21b of the left motor 21 by spline meshing, and is engaged with an end of the drive shaft 11a of the left traveling device 10a so as to be integrally rotated by a key; A first gear interlocking mechanism 2 comprising a second spur gear 24d formed to mesh with the first spur gear 24c
4, the output shaft 21b of the left motor 21 is linked to the drive shaft 11a of the left traveling device 10a. Right motor 2
A first spur gear 25c that is rotatably connected to the second output shaft 22b by spline engagement with the second output shaft 22b;
The right motor is driven by a second gear interlocking mechanism 25 comprising a second spur gear 25d formed so as to be integrally engaged with the end of the drive shaft 11b by a key and to mesh with the first spur gear 25c. The output shaft 22b of 22 is linked with the drive shaft 11b of the right traveling device 10b.

Both the first gear interlocking mechanism 24 and the second gear interlocking mechanism 25 have the first spur gears 24c, 25c and the second spur gear 24c.
The rotational power of the output shafts 21b and 22b of the motors 21 and 22 is reduced and transmitted to the drive shafts 11a and 11b due to the difference between the outer diameters of d and 25d. At the end of the output shaft 21b of the left motor 21 opposite to the side where the first spur gear 24c is connected, a brake 60a for the left traveling device 10a is attached. A brake 60b for the right traveling device 10b is attached to the end opposite to the side where the first spur gear 25c is connected.

Both brakes 60a, 60b
A brake body 61 attached to the ends of the output shafts 21b and 22b so as to rotate integrally by spline meshing, a plurality of friction plates 62 whose inner circumferential side engages with the outer circumferential side of the brake rotating body 61 such that they cannot rotate relatively; Pump casing 21
a, the brake block 63 attached to the mounting hole of 22a
A plurality of friction plates 65 whose outer peripheral side engages with the inner peripheral surface side of a support 64 fixed to the base member so as to be relatively non-rotatable, and a brake piston slidably supported over the brake block 63 and the brake body 61 An oil chamber forming block 68 and a brake piston 66 which are each formed of a plate spring type brake spring 67 which slidably urges the brake piston 66 toward the friction plates 62 and 65. By operating and supplying the operating oil to and from the oil chamber 69 during the operation, the brake piston 66 is operated, so that the brake is turned on and the traveling devices 10a and 10b are braked or the brake is turned off. That is, when the operation oil is discharged from the oil chamber 69, the operation force of the brake spring 67 causes the brake piston 6 to move.
6 are slid toward the friction plates 62 and 65 so that each friction plate 6
2 and 65 are pressed against the brake block 63 to generate a frictional force on each of the friction plates 62 and 65. Then, since the inner peripheral side of each friction plate 62 is engaged with the brake body 61 so as to be relatively non-rotatable, the friction plates 62 and 65 are driven through the brake body 61 and the output shafts 21b and 22b to form the drive shafts 11a and 1b.
The friction braking force is applied to the traveling devices 10a and 10b by applying a friction braking force to 1b. Then, when the operation oil is supplied to the oil chamber 69, the bouquet piston 66 compresses and elastically deforms the brake spring 67 for the operation oil while the friction plates 62, 6
The operation of sliding the friction plates 62 and 65 against the brake block 63 is released by sliding operation to the side away from 5. Then, the friction braking action of the friction plates 62 and 65 on the brake body 61 is released, and the friction brake on the traveling devices 10a and 10b is released.

FIGS. 10 (a) and 10 (b) show a traveling drive unit body 20 according to still another embodiment, in which a left hydraulic motor 21 and a right hydraulic motor which are a rotary cylinder type multi-stroke radial piston motor. The output shafts 21b and 22b of the motor 22 are arranged in parallel with the drive shafts 11a and 11b of the left and right traveling devices 10a and 10b, and the output shaft 21b of the left hydraulic motor 21 is connected to the first spur gear 24c and the second spur gear. 24d, the first gear interlocking mechanism 24 is interlocked with the drive shaft 11a of the left traveling device 10a, and the right motor 22
Of the first spur gear 25c and the second spur gear 25
d by the second gear interlocking mechanism 25 comprising
0b is linked to the drive shaft 11b. Left running device 10
A clutch mechanism 26 having a movable clutch body 26a supported by the right drive shaft 11b so as to rotate integrally and slidably is provided between the drive shaft 11a and the drive shaft 11a of the right traveling device 10b. The movable clutch body 26a is connected to the right drive shaft 11
b, the left drive shaft 11a is integrally rotatably engaged with the fixed clutch body which is rotatably supported by the left drive shaft 11b.
Into the connected state so that the two drive shafts 11a and 11b can be integrally rotated.
Release the connection of 11b. The brake 60a for the left traveling device 10a is applied to the output shaft 21b of the left motor 21, and the brake 60b for the right traveling device 10b is applied to the output shaft 22b of the right motor 22.

FIG. 11 shows a traveling drive unit body 20 according to still another embodiment, in which output shafts 21b of a left hydraulic motor 21 and a right hydraulic motor 22, each of which is a rotary cylinder type multi-stroke radial piston motor. , 22b
Drive shafts 11a, 11b of the left and right traveling devices 10a, 10b.
And the output shaft 2 of the left hydraulic motor 21
1b by the first gear interlocking mechanism 24
The output shaft 22 of the right hydraulic motor 22 is linked to the drive shaft 11b of the right traveling device 10b by the second gear link mechanism 25, respectively.

Both the first gear interlocking mechanism 24 and the second gear interlocking mechanism 25 slide the shift gears 24f, 25f supported by the intermediate transmission shafts 24e, 25e so as to rotate integrally with the intermediate transmission shafts 24e, 25e. Drive shafts 11a, 11
b is switched to a low-speed gear and a high-speed gear which are supported so as to be rotatable together, so that the output shafts 21 of the motors 21 and 22 can be changed.
b, 22b in two stages of high and low speed to drive shaft 1
1a and 12a. The brake 50 is configured to act on the right traveling device 10b by acting on the intermediate transmission shaft 25e of the second gear interlocking mechanism 25.
A clutch mechanism 26 is provided between the drive shafts 12a and 12b of the left and right traveling devices 10a and 10b. The clutch mechanism 26 is switched between an engaged state and a disengaged state by a sliding operation of a movable clutch body 26a that is integrally rotatively and slidably supported by the drive shaft 11b, and when the engaged state is reached, the two drive shafts 12a, 12b To enable the brake 50 to also act on the left traveling device 10a.

FIG. 12 shows a traveling drive unit main body 20 according to still another embodiment, in which output shafts 21b of a left hydraulic motor 21 and a right hydraulic motor 22 each comprising a rotary cylinder type multi-stroke radial piston motor. , 22b
Drive shafts 11a, 11b of the left and right traveling devices 10a, 10b.
The output shaft 21b of the left hydraulic motor 21 is connected to the drive shaft 11a of the left traveling device 10a by the first gear interlock mechanism 24, and the output shaft 22 of the right hydraulic motor 22 is connected to the second gear Right traveling device 10 by mechanism 25
b are linked to the drive shaft 11b.

Each of the first gear interlocking mechanism 24 and the second gear interlocking mechanism 25 has a bevel gear mechanism 24g, 25g.
g, and the intermediate transmission shafts 24e, 25e, and the shift gear 24 supported by the intermediate transmission shafts 24e, 25e for integral rotation.
f and 25f, and the shift gears 24f and 25f are slidably operated with respect to the intermediate transmission shafts 24e and 25e to switch between a low-speed gear and a high-speed gear that the drive shafts 11a and 11b rotatably support. As a result, the rotational power of the output shafts 21b and 22b of the motors 21 and 22 is transmitted to the drive shafts 11a and 11b while being shifted in two stages of high and low speeds. Brake 50,
By acting on the intermediate transmission shaft 25e of the second gear interlocking mechanism 25, it acts on the right traveling device 10b. Drive shaft 11 of left and right traveling devices 10a, 10b
A clutch mechanism 26 is provided between a and 11b. The clutch mechanism 26 is switched between an engaged state and a disengaged state by a sliding operation of a movable clutch body 26a that is integrally rotatively and slidably supported by the drive shaft 11b. To enable the brake 50 to also act on the left traveling device 10a.

FIGS. 13 (a) and 13 (b) show a traveling drive unit body 20 according to still another embodiment, in which a left hydraulic motor 21 and a right hydraulic motor, each of which is a rotary cylinder type multi-stroke radial piston motor. The output shafts 21b and 22b of the motors 22 are arranged in a direction parallel to the drive shafts 11a and 11b of the left and right traveling devices 10a and 10b, and the output shaft 21b of the left hydraulic motor 21 is moved leftward by the first gear interlocking mechanism 24. The output shaft 22 of the right hydraulic motor 22 is linked to the drive shaft 11b of the right traveling unit 10b by a second gear linkage 25 with the drive shaft 11a of the device 10a.

Both the first gear interlocking mechanism 24 and the second gear interlocking mechanism 25 are provided with shift gears 24f, 25f that the intermediate transmission shafts 24e, 25e and the drive shafts 11a, 11b support so as to be able to rotate integrally. Shift gear 24f,
The motors 21 and 25f are slidably operated with respect to the drive shafts 11a and 11b to switch to a low-speed gear and a high-speed gear that the drive shafts 11a and 11b rotatably support.
2 is transmitted to the drive shafts 11a and 11b by changing the rotational power of the output shafts 21b and 22b into two stages of high and low speeds. Brake 50
Is applied to the output shaft 22b of the right motor 22 to act on the right traveling device 10b. A clutch mechanism 26 is provided between the intermediate transmission shafts 24e, 25e of the first interlocking mechanism 24 and the second interlocking mechanism 25. The clutch mechanism 26 slides a movable clutch body 26a, which is rotatably supported by the intermediate transmission shaft 25e, with respect to the intermediate transmission shaft 25e. The clutch mechanism 26 has a fixed clutch body, which is rotatably supported by the intermediate transmission shaft 24e. The engagement state and the disconnection state are switched by engaging or releasing the engagement so as to be integrally rotatable. Clutch mechanism 2
6 is in the engaged state, the two shift gears 24f, 2
As long as 5f meshes with the high speed gear or the low speed gear of the drive shafts 11a, 11b, both drive shafts 11a, 11b
Are connected so as to be integrally rotatable. Output shaft 2 of right motor 22
The brake 50 is configured to act on 2b.

The left motor 21 and the right motor 22 are connected so that pressure oil is distributed and supplied to the same hydraulic pump 31. In addition, a dedicated hydraulic pump for supplying pressure oil to the left motor 21 and a right motor 22 are connected to the right motor 22. The present invention is also applicable to a case in which each is separately connected to a dedicated hydraulic pump for supplying hydraulic oil.

In addition to the combine, the present invention can be applied to a traveling drive device for various agricultural work vehicles such as agricultural tractors, various construction work vehicles such as backhoes and transport vehicles.

[Brief description of the drawings]

FIG. 1 is a side view of the entire combine.

FIG. 2 is a side view of a traveling drive device main body.

FIG. 3 is a plan view of a driving device body for traveling.

FIG. 4 is a cross-sectional view of a driving device body for traveling.

FIG. 5 is a sectional view of a clutch mechanism.

FIG. 6 is a sectional view of a traveling motor.

FIG. 7 is a block diagram of a hydraulic device and a travel control device.

FIG. 8 is a cross-sectional view of a traveling drive device main body including another embodiment.

FIG. 9 is an explanatory diagram of a gear arrangement of a traveling drive device main body including another embodiment.

FIG. 10 is a schematic view of a traveling drive device main body including still another embodiment.

FIG. 11 is a schematic diagram of a traveling drive device main body including still another embodiment.

FIG. 12 is a schematic diagram of a traveling drive device main body including still another embodiment.

FIG. 13 is a schematic diagram of a traveling drive device main body including still another embodiment.

DESCRIPTION OF SYMBOLS 10a Left traveling device 10b Right traveling device 11a Drive shaft of left traveling device 11b Drive shaft of right traveling device 21 Left radial piston motor 22 Right radial piston motor 24, 25 Gear interlocking mechanism 26 Clutch mechanism 31 Hydraulic pump 33 Current divider 42 Direction sensor 43b Steering control means 50 Brake

Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat II (Reference) F16H 61/40 F16H 61/40 F F15B 11/02 F (72) Inventor Norio Sachi 64 Ishizukita-cho, Sakai-shi, Osaka Stock (72) Inventor Satoshi Otsuka 3030 Kamiyori, Atsugi-shi, Kanagawa Prefecture Inside Okubo Tooth Vehicle Industry Co., Ltd. (Reference) 2B043 AA04 AB08 AB17 BA02 BA05 BB03 BB14 DB04 DB05 DB06 DC01 EA08 EB05 EB25 ED15 2B076 AA03 DA03 DA15 DB06 DB09 DC01 DD01 3D052 AA01 AA02 AA17 BB01 BB09 BB10 BB14 DD01 DD04 EE01 FF02 BB01 DD03 EE01 FF02 DA13 DB12 DB16 DB46 DB49 DB63 EE31 FF01 GG02 JJ01 JJ17 3J053 AA02 AA03 AB11 AB21 AB32 AB48 DA26 DA30 EA01 FB03 FC10

Claims (7)

[Claims] 1. A traveling drive device for a working vehicle configured to steer a vehicle body by a speed difference between a left traveling device and a right traveling device, wherein the left traveling device and the right traveling device are separately driven. It comprises a left radial piston motor and a right radial piston motor, and adjusts the speed of the left radial piston motor and the right radial piston motor to adjust the speed difference between the left traveling device and the right traveling device. A driving device for a traveling vehicle. 2. A gear interlocking mechanism for interlocking an output shaft of the left radial piston motor with a drive shaft of a left traveling device, and a gear interlocking mechanism for interlocking an output shaft of the right radial piston motor with a drive shaft of a right traveling device. The drive device for traveling of a work vehicle according to claim 1, further comprising a mechanism. 3. The output shaft of the left radial piston motor is located in a direction perpendicular to the drive shaft of the left traveling device, and the output shaft of the right radial piston motor is perpendicular to the drive shaft of the right travel device. 3. The traveling drive device for a working vehicle according to claim 2, wherein the left radial piston motor and the right radial piston motor are disposed in a state of being positioned in a direction in which the right piston moves. 4. The output shaft of the left radial piston motor is positioned parallel to the drive shaft of the left traveling device, and the output shaft of the right radial piston motor is positioned parallel to the drive shaft of the right travel device. 3. The traveling drive device for a working vehicle according to claim 2, wherein the left radial piston motor and the right radial piston motor are arranged in a state where the left and right radial piston motors are moved. 5. The apparatus according to claim 1, wherein the left radial piston motor and the right radial piston motor are connected to a hydraulic pump via a flow divider, and both radial piston motors are driven by the same hydraulic pump. A clutch mechanism that is switchable between an engaged state in which the drive shaft of the traveling device and the drive shaft of the right traveling device are connected and integrally rotated, and a disengaged state in which the two drive shafts are disconnected from each other; and In the engaged state, the left radial piston motor and the right radial piston motor are driven to drive the vehicle straight ahead, the clutch mechanism is in the disengaged state, and the left radial piston motor and the right radial piston motor are moved. And a speed difference is given to the vehicle body to change the traveling direction of the vehicle body. The driving device for traveling of a work vehicle according to claim 1. 6. The traveling drive device for a working vehicle according to claim 5, wherein a brake is attached to one of the left traveling device and the right traveling device. 7. A direction sensor for detecting a traveling direction of a vehicle body,
And a steering control means for automatically performing a steering operation of the vehicle body by automatically adjusting the speed of the left radial piston motor and the right radial piston motor based on information from a direction sensor. A driving device for traveling a working vehicle according to any one of claims 1 to 6.