JP2006103571A - Traveling device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a traveling device having a steering mechanism capable of adequately adjusting the braking pressure of a turning clutch during the traveling in a standard mode and the braking pressure of the turning clutch during the traveling in a wet paddy mode. <P>SOLUTION: As shown in Fig. 4, in the traveling device during the traveling in a wet paddy mode (in which the number of rotation of a traveling drive body 3 on the inner turning side during the turn is higher than the set value in the standard mode), and/or during the traveling in the standard mode (in which the number of rotation of the traveling drive body 3 on the inner turning side during the turn is set to be zero or substantially zero), the braking pressure of the traveling drive bodies on the inner turning side and the outer turning side is respectively controlled, and the braking pressure of a turning clutch 82 in the standard mode is used when the threshing clutch is coupled. When the threshing clutch is uncoupled, the traveling steerability of a combine is improved by controlling the braking pressure by using the braking pressure of the turning clutch 82 in the standard mode. In addition, any defective turn can be avoided, and the safety is improved even when the change to the standard mode when traveling on the road is forgotten, or adjustment of the braking pressure in the wet paddy mode is forgotten. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a traveling device such as a combine.

  For example, as a work vehicle using a crawler as a traveling device, a conventional technique will be described using an agricultural combine as an example. The combine has an endless belt-like crawler, and can run freely even in a soft field such as paddy fields to enable agricultural work such as mowing.

  The combine is equipped with an engine as a power source, and the power generated by the engine is used for traveling, harvesting, threshing, etc. of the combine. The crawler drives the engine power by shifting it with a traveling transmission device. The traveling transmission is composed of a hydrostatic continuously variable transmission, a gear train mechanical transmission means, a differential gear device, a clutch means, a brake means, etc., and a slow turning mechanism and a brake turning mechanism by operating a steering lever. A mechanism for selecting a quick turning mechanism is provided.

In order to improve the turning performance, there is a traveling vehicle having a configuration in which the braking pressure can be changed with a manual dial so that the braking pressure of the crawler inside the turning can be changed and adjusted according to the inclination angle of the steering lever. Are known.
JP 2000-226256 A

  In the invention described in Japanese Patent Laid-Open No. 2000-226256, a wetland switch is turned on during traveling in a traveling mode suitable for wetland traveling (sometimes referred to as a wetland mode), and manual operation is performed to optimize the turning performance in that case. The brake pressure of the turning clutch of the traveling device was adjusted with the dial. Also, when driving on relatively hard fields other than wet fields (sometimes referred to as standard mode), turn off the wet field switch and adjust the braking pressure of the turning clutch using the manual dial to optimize turning performance. Was.

As described above, conventionally, the braking pressure of the turning clutch has been adjusted by the manual dial independently during traveling in the wet field and during traveling in other fields.
For this reason, when the braking pressure of the turning clutch set by the manual dial is too small, the turning radius becomes larger than expected by the operator, and it is necessary to make adjustment again with the manual dial each time.

  In wet field mode driving, the turning performance is ensured by lowering the braking pressure of the turning clutch than in standard mode driving, but depending on the adjustment amount of the two manual dials, When traveling, the braking pressure of the turning clutch was even higher than when traveling in the standard mode.

  Furthermore, in wet fields, even when the braking pressure of the turning clutch is relatively high in order to increase the turning force, the maximum operation of the steering steering tool is possible when the crawler inside the turning is not rotating in a field where the running resistance is large. The turning force may not be improved even at the position, and if the braking pressure of the turning clutch is excessively increased, the turning radius of the steering wheel suddenly increases before reaching the maximum operating position. It may become smaller and shock may occur.

  Accordingly, an object of the present invention is to provide a traveling device having a steering mechanism that can appropriately adjust the braking pressure of the turning clutch when traveling in the standard mode and the braking pressure of the turning clutch when traveling in the wet paddy mode. It is.

According to the first aspect of the present invention, there is provided an engine provided on a vehicle body, and a turnable travel drive body that is provided with a power obtained by shifting a driving force from the engine and that is provided to the left and right in a travel direction. 3, a steering operation tool 21 that adjusts the steering operation amount of the traveling drive body 3, and the rotation speed of the traveling drive body 3 on the inside of the turn is adjusted by a braking pressure according to the operation amount of the steering operation tool 21. A traveling device including a turning device 14 having a turning clutch 82 that changes the turning performance.
Either a standard mode in which the traveling drive body 3 on the inner side of the turning is zero or substantially zero rotation at the time of turning and a wetland mode in which the rotation speed of the traveling driving body 3 on the inner side of the turning during turning is higher than the set value of the standard mode. A mode changeover switch 104, adjusting means 68, 69 for changing the braking pressure of the swing clutch 82 in the standard mode and the wet paddy mode, the threshing device 10 driven by the engine, and the threshing device 10 A threshing clutch that turns on and off the engine power, and controls the braking pressures of the traveling drive bodies 3 and 3 on the inside and outside of the turn when traveling in the wet field mode and / or when traveling in the standard mode, Sometimes the braking pressure control using the braking pressure of the swing clutch 82 in the wet paddy mode is performed, and when the threshing clutch is disengaged, the swing clutch in the standard mode is controlled. A traveling device and a control device 100 for control braking pressure using a braking pressure of the pitch 82.

According to the second aspect of the present invention, an engine provided in the vehicle body and a traveling drive body capable of turning which is provided on the left and right in the traveling direction to which the power obtained by shifting the driving force from the engine is transmitted. 3, a steering operation tool 21 that adjusts the steering operation amount of the traveling drive body 3, and the rotation speed of the traveling drive body 3 on the inside of the turn is adjusted by a braking pressure according to the operation amount of the steering operation tool 21. A traveling device including a turning device 14 having a turning clutch 82 that changes the turning performance.
Either a standard mode in which the traveling drive body 3 on the inner side of the turning is zero or substantially zero rotation at the time of turning and a wetland mode in which the rotation speed of the traveling driving body 3 on the inner side of the turning during turning is higher than the set value of the standard mode. A mode change-over switch 104 that can set the pressure, adjusting means 68 and 69 for changing the braking pressure of the swing clutch 82 in the standard mode and the wet field mode, and the inside of the turn when traveling in the wet field mode and / or when traveling in the standard mode. And a control device 100 for controlling the braking pressure of the traveling drive units 3 and 3 outside the turn, and feedback control of the speed ratio between the traveling drive units 3 and 3 inside the turn and the turning outside during traveling, The travel device includes a control unit 112 that controls the feedback control of the control device 100 during travel.

According to a third aspect of the present invention, there is provided an engine provided on a vehicle body, and a turnable travel drive body that is transmitted left and right in a travel direction to which power obtained by shifting the driving force from the engine is transmitted. 3, a steering operation tool 21 that adjusts the steering operation amount of the traveling drive body 3, and the rotation speed of the traveling drive body 3 on the inside of the turn is adjusted by a braking pressure according to the operation amount of the steering operation tool 21. A traveling device including a turning device 14 having a turning clutch 82 that changes the turning performance.
Either a standard mode in which the traveling drive body 3 on the inner side of the turning is zero or substantially zero rotation at the time of turning and a wetland mode in which the rotation speed of the traveling driving body 3 on the inner side of the turning during turning is higher than the set value of the standard mode. A mode changeover switch 104 for adjusting the braking pressure of the turning clutch 82 in the standard mode and the wet field mode, and a braking pressure of the traveling drive body 3 inside the turning at the time of turning when the wet field mode is set. Of the turning driving force increase means 105 that makes the braking force larger than the maximum braking pressure that can be set by the adjusting means 69, and the traveling driving bodies 3 and 3 on the inside and outside of the turning when traveling in the wet field mode and / or when traveling in the standard mode. The steering pressure is controlled by the steering operation tool 21 from the maximum steering operation amount by controlling the braking pressure and the braking pressure of the traveling drive body 3 inside the turning by the turning force increasing means 105. Until reaching a small predetermined position, it is increased with a braking pressure larger than the maximum braking pressure that can be set by the adjusting means 69 according to the operation amount of the steering operation tool 21, and from the predetermined position, the maximum of the steering operation tool 21 is increased. Up to the steering operation amount, the traveling device includes a control device 100 that sets the maximum braking pressure allowed for the traveling drive body 3 inside the turn.

  According to the first aspect of the present invention, when the wet paddy mode is selected, the following effects can be obtained by setting the braking pressure of the turning clutch 82 when the threshing clutch is turned on and off, respectively.

(1) Combine operability is improved, and even when you forget to switch to the standard mode when driving on the road, or forgetting to adjust the braking pressure in the wet field mode, you can avoid poor turning and improve safety. (2) If the standard mode is set, almost the same effect can be obtained with respect to the brake feeling when traveling on the road, and (3) the braking pressure of the turning clutch 82 can be adjusted in the field work in the wet field mode. Therefore, field adaptability and running performance are improved. Further, it is possible to cope with a change in braking force due to wear of the clutch portion of the turning clutch 82.

  According to the second aspect of the present invention, when the wet paddy mode is selected, when the feedback check switch 112 provided on any one of the steering lever 21, the auxiliary transmission lever 22, the main transmission lever 23, etc. is turned on, the turning outer side and the inner side are turned on. The speed ratio of the crawler 3 can be fixed by feedback control, and turning failure due to delay in response of feedback control during high speed traveling can be prevented. Moreover, it becomes possible to use feedback control at the time of low-speed driving | running | working, and the turning property in a wet field improves.

  According to the third aspect of the present invention, when it is desired to increase the turning force when traveling in the wet paddy mode in a field with a large traveling resistance, as the tilting operation angle of the steering lever 21 increases, for example, from the line A in FIG. When the tilting operation angle and the braking pressure of the steering lever 21 are set along the line B, a feeling of increasing the turning force can be obtained. In addition, it is possible to prevent a sudden change in the turning state when the turning force is increased, and to safely turn the combine to turn the combine while increasing the turning force.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
FIG. 1 is a left side view of the combine of the present invention.
As shown in FIG. 1, a traveling device body 4 having a pair of left and right traveling devices (hereinafter referred to as traveling crawlers) 3 traveling on the soil surface is disposed on the lower side of the body frame 2 of the combine 1. A cutting device 9 having a weed pod 8 is provided on the front end side of 2. The reaping device 9 is supported by the reaping device support frame 7 that moves up and down around the upper fulcrum of the vehicle body frame 2, so that the operator boarding the combine 1 tilts the steering lever 21 of the cockpit 20 back and forth. It is the structure which moves up and down with the reaping device support frame 7 by operating.

  Above the body frame 2, a threshing device 10 that takes over and transports cereals that are conveyed from the reaping device 9, and a grain tank 13 that temporarily stores grains threshed and selected by the threshing device 10. The auger 15 is connected to the rear part of the grain tank 13 and the grains in the grain tank 13 are discharged to the outside of the combine 1.

  That is, in the combine 1, the operator operates the main transmission HST lever 23 and the auxiliary transmission lever 22 at the cockpit 20 to drive the power of the engine (not shown) for the main transmission in the traveling transmission case 12 shown in FIG. 2. The speed is changed via the HST 18 and the gear speed changing means of the auxiliary transmission 24, and is transmitted to the left and right traveling crawlers 3 and 3 to travel at an arbitrary speed.

  Further, the combine 1 can travel in various turns by the operator tilting the steering lever 21 left and right in the cockpit 20. That is, when the steering lever 21 is tilted in a direction to turn the combine 1, the side clutch 44 and the turning clutch 82 in the traveling mission case 12 shown in FIG. 2 are operated, and the left and right crawler drive sprockets 16L are operated. , 16R is selectively transmitted to the left and right traveling crawlers 3 and 3 so that the traveling direction is changed by giving a speed difference.

FIG. 2 shows a cross-sectional view of the traveling mission device 14 of the combine 1 according to the present embodiment. FIG. 3 shows a relationship diagram of the rotation speed of the gear of the differential gear device. FIG. 4 shows an enlarged view of the clutch shaft 70 portion.
The traveling mission device 14 is composed of an output shaft 17, a mission input shaft 27, a mission counter shaft 33, a side clutch shaft 41, and traveling shafts 11L and 11R of the hydraulic continuously variable transmission (traveling HST) 18 shown in FIG. A transmission basic transmission system and a traveling transmission differential transmission system (auxiliary transmission system) including a clutch shaft 70 and a differential gear mechanism support shaft 50 are provided.

First, the traveling transmission basic transmission system of the traveling mission apparatus 14 will be described mainly with reference to FIG.
A rotational driving force from an engine (not shown) is transmitted to the traveling HST 18 so that forward / reverse switching and variable speed rotational power are output from the output shaft 17. The main transmission lever 23 is configured to be capable of switching between increasing / decreasing shifting and forward / reverse (forward / reverse switching) of the traveling HST 18.
Then, the steering lever 21 is operated to shift the “on” / “off” of the side clutch 44 described later and the differential gear device 6 to perform a turning operation.

  In the traveling mission case 12, an auxiliary transmission device 24, a side clutch device 25, and a differential gear device 6 are provided, and left and right traveling shafts 11L, 11R on the lower transmission side of these devices are connected via drive sprockets 16L, 16R. Thus, the left and right traveling crawlers 3 and 3 are driven.

  The power from the wide transmission gear 26 of the output shaft 17 of the traveling HST 18 is transmitted to the counter gear 61 of the HST counter shaft 60, and the power is transmitted from the counter gear 61 to the transmission gear 62 on the transmission input shaft 27 of the auxiliary transmission 24. Be transmitted.

  The large gear 28, the middle gear 29, the small gear 30, and the large transmission gear 34, the medium shifting gear 35, and the small transmission gear provided on the transmission input shaft 27 of the auxiliary transmission 24 are integrally provided. 36. Gears 28 to 30 integrally provided on the mission input shaft 27 are configured to be slidable in the axial direction of the mission input shaft 27 by operation of the auxiliary transmission lever 22 so as to be capable of shifting. The transmission input shaft 27 extends from the traveling mission case 12 to the outer side, and a cutting transmission pulley (not shown) is pivotally attached to the rotating power of the cutting device 9 and the like to rotate the rotating power synchronized with the vehicle speed. The configuration is such that input is possible.

  The mission counter shaft 33 is mounted on the lower transmission side of the mission input shaft 27, and a large transmission gear 34, a shifting gear 35, a small transmission gear 36, and a transmission gear 37 are respectively attached thereto. The gears 34 to 37 of the mission counter shaft 33 do not move, and the large gear 28, the middle gear 29, and the small gear 30 that are integrally provided on the mission input shaft 27 slide with a shifter (not shown). The transmission large gear 34 meshes with the small gear 30 of the mission input shaft 27, the shifting gear 35 meshes with the middle gear 29 of the mission input shaft 27, and the transmission small gear 36 meshes with the large gear 28 of the mission input shaft 27. Engage with each other. Further, the transmission gear 37 is always meshed with the center gear 40 of the side clutch device 25.

  The side clutch device 25 is integrally provided with a side clutch shaft 41 that extends to the left and right with the center gear 40 as a substantial center. Sleeves 42L and 42R are loosely fitted on the side clutch shaft 41, and the center gear 40 is provided with claws 40bL and 40bR to which the clutch gears 43L and 43R can be engaged and released. The clutch gears 43L and 43R are integrally provided with the sleeves 42L and 42R.

  Since the clutch gears 43L and 43R are always meshed with the transmission gears 64L and 64R that are loosely fitted to the reduction shaft 63, the power from the clutch gears 43L and 43R passes from the transmission gears 64L and 64R to the gears 63aL and 63aR. Is transmitted to the wheel shaft gears 48L and 48R, is transmitted from the wheel shaft gears 48L and 48R to the left and right traveling crawlers 3 and 3 from the drive sprockets 16L and 16R via the traveling shafts 11L and 11R.

  The configurations composed of the clutch gears 43L and 43R meshed in the claw clutch type and the claw portions 40bL and 40bR of the center gear 40 will be referred to as side clutches 44L and 44R, respectively.

  Also, springs 46L and 46R are provided between the sleeves 42L and 42R and the traveling mission case 12 via bearing spacers 45L and 45R, respectively, and the sleeves 42L and 42R and the clutch gears 43L and 43R are always provided by the springs 46L and 46R. The center gear 40 is biased. And, when turning, the shifter 47L, 47R is operated by the hydraulic pressure, and it can move in the direction to overcome the urging force of the corresponding spring 46L, 46R. Thereby, the side clutch 44L or 44R inside the turning is disengaged.

  Since the shifters 47L and 47R do not operate during straight traveling and the side clutches 44L and 44R are both engaged, the left and right traveling crawlers 3 and 3 rotate at a constant speed through a transmission path described later. Further, by operating the steering lever 21 in a desired turning direction, the shifter 47L or 47R is operated, and the engagement and release of the side clutch 44L or 44R inside the turning are selected.

  The outer peripheral gear 40 a of the center gear 40 is always meshed with a gear 72 a of a cylindrical rotating body 72 that is loosely fitted on the clutch shaft 70. A rectilinear clutch 81 comprising a multi-plate friction plate is configured between the cylindrical body 72b engaged with the cylindrical rotor 72 and a cylindrical rotor 71 splined to the clutch shaft 70. Yes.

  A cylindrical rotating body 74 is loosely fitted on the outer periphery of the cylindrical rotating body 72, and a gear 74a that is always engaged with the third gear 40c of the center gear 40 is attached to the cylindrical rotating body 74. I have. Further, a turning clutch 82 composed of a multi-plate friction plate is formed between the cylindrical rotating body 74 and the cylindrical rotating body 71. A compression spring 75 is disposed between the rectilinear clutch 81 and the turning clutch 82, and the urging force of the compression spring 75 is set so that the rectilinear clutch 81 is “on”.

  A cylindrical body 76 having disk-like plates 76a and 76b for partitioning the linearly moving clutch 81, the compression spring 75, and the turning clutch 82, respectively, is integrally provided on the outer periphery of the cylindrical rotating body 71.

  When no pressure oil is introduced from the oil port 77, the compression spring 75 urges the cylinder rotation body 71 and the cylinder rotation body 72 to always engage with the “in” direction in which the straight-traveling clutch 81 is engaged. Yes. The rectilinear clutch 81 is always kept in the “on” state, and the turning clutch 82 is always kept in the “off” state.

  When pressure oil is introduced from the oil port 77, the piston 73 and the disk-like plates 76a and 76b of the cylindrical body 76 overcome the urging force of the spring 75 and shift to the left side in FIG. “OFF” state) and the turning clutch 82 is engaged (“ON” state).

  When the straight traveling clutch 81 is “ON”, the driving force from the auxiliary transmission 24 passes through the outer peripheral gear 40 a of the center gear 40 of the side clutch shaft 41 and the gear 72 a of the cylindrical rotating body 72, and the cylindrical rotating body 72. The cylindrical body 72b, the cylindrical body 76, the cylindrical rotating body 71, the linear clutch 81 and the clutch shaft 70 are rotated, and the transmission gear 78 integral with the clutch shaft 70 is always engaged with the transmission gear 78. The ring gear 53 of the differential gear mechanism 6 is rotated. At this time, since the turning clutch 82 is “disengaged”, the rotational power of the gear 74a of the cylindrical rotating body 74 that is always meshed with the third gear 40c of the center gear 40 is not transmitted to the clutch shaft 70 but is rotated in the cylindrical shape. The body 74 is idle.

  When the turning clutch 82 is “ON”, the straight-traveling clutch 81 is “OFF”, and the cylindrical rotating body 72 loosely fitted to the clutch shaft 70 is idled. The driving force from the three gears 40c rotates the cylindrical rotating body 71 from the cylindrical rotating body 74 through the turning clutch 82 and the cylindrical body 76 via the gear 74a of the cylindrical rotating body 74, and the rotating body. The clutch shaft 70 is driven by the rotation of 71. As a result, the transmission gear 78 fixed to the clutch shaft 70 rotates, and the ring gear 53 of the differential gear device 6 that is always engaged with the transmission gear 78 is rotated.

  The differential gear device 6 is provided with a ring gear 53 integrated with a differential case 54 provided on the outer periphery of the intermediate bevel gear 52, and side bevel gears 51L and 51R are rotatably supported on the support shaft 50. The left and right side gears 55L and 55R are fixed to the outside of the side bevel gears 51L and 51R, respectively.

  The side gear 55L always meshes with the transmission gear 64L, the side gear 55R constantly meshes with the transmission gear 64R, the transmission gear 64L and the gear 63aL are integral, and the transmission gear 64R and the gear 63aR are integral.

  As can be seen from FIG. 2, since the straight clutch 81 and the turning clutch 82 are provided on the clutch shaft 70 which is the same shaft, both the clutches 81 and 82 can be operated alternatively. become. Further, since the switching timing of both clutches 81 and 82 can be mechanically adjusted, complicated control is not required.

  In the gear mechanism of the traveling mission device 14 configured as described above, the left and right side clutches 44L and 44R of the side clutch device 25 remain engaged when the combine is traveling straight, and the engine power is transmitted to the mission counter shaft of the auxiliary transmission 24. 33 and transmitted to the center gear 40 via the output gear 37 of the mission counter shaft 33. Since the side clutch shaft 41 is engaged with the center gear 40, the rotational force of the center gear 40 is transmitted to the clutch gears 43L and 43R via the clutches 44L and 44R, and is always transmitted to the clutch gears 43L and 43R. The transmission gears 64L and 64R are engaged, and the left and right traveling crawlers 3 are rotated from the transmission gears 64L and 64R through the gears 63aL and 63aR of the reduction shaft 63 and the wheel gears 48L and 48R, respectively.

  By operating the auxiliary transmission lever 22, the auxiliary transmission shifter stay 32 corresponds to the gears 28, 29, 30 of the transmission input shaft 27 of the auxiliary transmission 24 and the gear 34, 35, 36 of the gear of the mission counter shaft 33, respectively. By engaging each other, it is possible to travel straight at an appropriate speed stage.

At this time, the rectilinear clutch 81 is “on” and the turning clutch 82 is “disengaged”, and the state of the differential gear device 6 during rectilinear advance is as follows.
(A) The driving force of the transmission counter shaft 33 is transmitted via the side clutches 44L and 44R of the side clutch device 25 and the clutch gears 43L and 43R of the side clutch shaft 41 via the pawl gears 40bL and 40bR of the center gear 40. Since the gears 64L and 64R are both rotating, the side gears 55L and 55R of the differential gear device 6 with which the transmission gears 64L and 64R are engaged respectively rotate at the same speed in the same direction. Accordingly, the differential case 54 and the ring gear 53 integrated with the differential case 54 rotate in the same direction via the side bevel gears 51L and 51R that rotate integrally with the side gears 55L and 55R, respectively, and mesh with the side bevel gears 51L and 51R. The intermediate bevel gears 52 and 52 a rotate around the support shaft 50.

  (B) The driving force of the mission counter shaft 33 is transmitted from the outer peripheral gear 40a of the center gear 40 to the rotating cylindrical body 72, and the cylindrical body 72b engaging with the rotating cylindrical body 72, the linear clutch 81, and the plate 76a of the cylindrical body 76 The power is sequentially transmitted to the cylindrical rotating body 71, the clutch shaft 70, the transmission gear 78, and the ring gear 53, and the bevel gear 52 also rotates in the same rotational direction as the ring gear 53.

  Since the ring gear 53 is thus rotated from the two systems (A) and (B), the gear ratios from the two systems (A) and (B) to the ring gear 53 are set to be the same. Therefore, when the side clutch 44L or 44R is turned off, the power from the transmission system (b) is transmitted from the ring gear 53 to the side gears 55L and 55R, the transmission gears 64L and 64R, the counter gears 63aL and 63aR, and the wheel shaft gear 48L. , 48R, the shock is prevented. The turning power transmitted from the third gear 40 c integrated with the center gear 40 to the gear 74 a and the cylindrical rotating body 74 is rotated by the turning clutch 82.

Next, the operation of the gear mechanism when turning left will be described.
By tilting the steering lever 21 to the left, the shifter 47L is operated and the side clutch 44L is turned off, pressure oil is introduced from the oil port 77 by a mechanism (not shown), and the piston 73 and the cylindrical body 76 are shown in FIG. Move to the left of 2. By this movement, the straight traveling clutch 81 is set to “disengaged” and the turning clutch 82 is set to “on”. The rotational force of the center gear 40 and the third gear 40c integrally formed by welding is the corresponding gear 74a provided on the outer periphery of the cylindrical rotating body 74 of the turning clutch 82, the turning clutch 82, the cylindrical body 76, and the cylinder. Via the rotating body 71, the clutch shaft 70, the transmission gear 78, the ring gear 53, the side bevel gear 51L, the side gear 55L, the transmission gear 64L of the reduction shaft 63, the gear 63aL, the wheel shaft gear 48L, and the crawler drive sprocket 16L. The left traveling crawler 3 is driven. At this time, the power of the center gear 40 drives the right traveling crawler 3 on the outer side of the turn from the clutch gear 43R through the transmission gear 64R, the gear 63aR, the wheel gear 48R, and the crawler driving sprocket 16R of the reduction shaft 63, respectively.

  The turning clutch 82 can control the multi-plate friction plate to a turning mode in which the oil pressure is set steplessly (continuously). The hydraulic pressure of the friction plate of the turning clutch 82 can be controlled by controlling the tilt angle detected by a potentiometer (not shown) attached to the steering lever 21 provided in the cockpit 20.

  Due to the relationship between the gear ratio of the third gear 40c of the center gear 40 and the gear 74a of the cylindrical rotating body 74, for example, when the turning clutch 82 is completely connected, the rotational speed of the side gear 55L is the side gear on the side clutch 44R side. Since it is set to be -1/3 of the rotational speed of 55R and a sudden turn (spin turn) state is established, it is possible to shift from a gentle turn to a brake turn and a sudden turn.

  That is, as shown in FIG. 2, when turning left, the side clutch 44R outside the turn is in the “on” state, so that the rotation of the wheel shaft gear 48R is transmitted from the clutch gear 43R at a constant rotation, and the clutch gear 43R The rotation transmits the side gear 55R at a constant rotation. On the other hand, when the rotational speed of the ring gear 53 is decelerated as the frictional force of the turning clutch 82 increases, the rotational speed of the side gear 55L decreases in proportion thereto. When the rotation speed of the ring gear 53 becomes 1/2 of the side gear 55R, the side gear 55L becomes zero rotation, the rotation speed from the side gear 55L via the wheel shaft gear 48L becomes zero, and the left traveling crawler 3 is braked. Although it is not, the so-called brake turning, in which the left traveling crawler 3 does not rotate, is performed.

  When the ring gear 53 further decelerates, the side gear 55L rotates in the reverse direction with respect to the rotation direction of the side gear 55R, and the left traveling crawler 3 rotates in the reverse direction, so that a so-called sharp turn is performed.

The reverse rotation speed of the side gear 55L with respect to the rotation speed of the side gear 55R is such that when the gear ratio of the gear 40c and the gear 74a is set to the point X in FIG. 3, the side gear 55L is −1/3 spin relative to the side gear 55R. It is possible to set up to the reverse rotation speed that can be executed until turn.
Further, when the right turn is selected, the side transmission 44R is set to “OFF”, so that the traveling mission device 14 performs an operation completely opposite to the left turn.

  A gear transmission 19 having a relatively simple configuration is interposed between the auxiliary transmission 24 and the turning clutch 82 as described above, and the engagement pressure of the friction plate of the turning clutch 82 is adjusted, thereby reducing the speed. It is possible to switch to a state in which execution is possible from turning to braking turning and -1/3 sudden turning.

  The turning control of the combine of this embodiment provided with the transmission equipped with the differential gear mechanism 6 in the control block diagram shown in FIG. 5 is based on the braking pressure of the turning clutch 82 in the standard mode and the turning clutch 82 in the wet paddy mode. Braking pressure adjustment dials 68 and 69 for controlling the maximum braking pressure of each, a power steering position sensor 101 for detecting the tilt angle of the steering lever 21, the rotation detection sensors 102 and 103 for the left and right crawlers, and a turning mode The left and right side clutch solenoids 108 are used to control the operating hydraulic pressures of the side clutches 44L and 44R based on detection values of the changeover switch 104, the turning force up switch 105, the engine speed detection sensor 106, and the side clutch shaft speed detection sensor 107. 109, the hydraulic pressure of the swing clutch 82 according to the inclination angle of the steering lever 21 Each proportional pressure solenoid 110 for adjusting can provide appropriate output.

As shown in the partial cross-sectional view of the traveling mission case 12 in FIG. 6, the side clutch shaft rotational speed detection sensor 107 magnetically rotates the gear 107a provided at one end of the side clutch shaft 41 in the traveling mission case 12. It is a sensor gear to detect. The rotation speed detection sensor 107 is disposed in an isolation chamber 12 a attached to the case 12, and the isolation chamber 12 a is separated from the main body of the traveling mission case 12 by an oil seal 84.
Therefore, iron powder or the like in the oil in the traveling mission case 12 does not adhere to the rotation speed detection sensor 107, and the sensor performance is stabilized. In addition, with the above configuration, when the rotation speed detection sensor 107 is maintained, oil does not leak from the case 12, so that maintenance workability is good.

  Further, as shown in the side view of the traveling mission case 12 in FIG. 7, the rotational speed detection sensor 107 is provided below the oil level (which can be confirmed at the oil detection port 85 of the traveling mission case 12).

  Switching between a standard turning mode (standard mode) during traveling on the field and road and a mode during swiveling (wet field mode) in the paddy field is performed by the changeover switch 104, and the steering control device 100 operates the steering lever during slow turning. When 21 is operated, the following control can be performed.

  Basically, as shown in FIG. 8 (a), the relationship between the inclination angle of the steering lever 21 and the braking pressure of the turning clutch 82 is provided with respective reference pressure values in the standard mode and the wet field mode, and the wet field is set more than the standard mode. The reference pressure value of the mode is configured to be low.

  Then, each braking pressure of the turning clutch 82 in the standard mode and the wet paddy mode can be adjusted by respective maximum braking pressure adjusting dials 68 and 69 (provided in the cockpit 20) as shown in FIG. The value is set to an intermediate value between the installation ranges of the pressure adjustment dials 68 and 69.

  Further, the relationship between the tilt angle of the steering lever 21 and the braking pressure of the turning clutch 82 can be changed and set as follows according to the turning traveling condition and the state in the field.

FIG. 9 shows the relationship between the operation (tilt angle) of the steering lever 21 and the various braking pressures of the turning clutch 82 in the wet paddy mode.
As shown in FIG. 9, when the steering lever 21 is tilted, the braking pressure of the swing clutch 82 in the wet field mode can be adjusted by the wet field mode pressure adjusting dial 69, and the swing braking pressure of the swing clutch 82 in the wet field mode is further controlled. It can be increased by turning on the turning force up switch 105 provided in the direction lever 21.

In FIG. 9, the tilting operation angle of the steering lever 21, the reference value of the braking pressure of the turning clutch 82 in the wet field mode (line D: maximum braking pressure = X ₀ ), and the upper limit setting value of the wet field mode pressure adjustment dial 69 ( Line E: Maximum braking pressure = X ₁ ) and the lower limit set value (Line F: Maximum braking pressure = X ₂ ) are shown.
FIG. 9 shows the relationship between the tilting operation angle of the steering lever 21 and the braking pressure of the turning clutch 82 when the turning force up switch 105 is turned on in the wet paddy mode.

When the turning force is increased in the wet paddy mode, the relationship between the tilting operation angle of the steering lever 21 and the braking pressure of the turning clutch 82 is set as follows.
First, when the braking pressure of the swing clutch 82 is equal to or higher than the upper limit setting value (X ₁ ) of the wetland mode pressure adjustment dial 69, the tilt angle before a predetermined amount when the steering lever 21 is operated maximum (maximum tilt angle). The relationship between the tilting operation angle of the steering lever 21 indicated by line A and the braking pressure of the turning clutch 82 so that the turning pressure is higher by + α than the upper limit setting value (X ₁ ) of the wet field mode pressure adjustment dial 69 at (θ). Set. In addition, after the tilting operation angle of the steering lever 21 reaches a predetermined tilting angle (θ) before the maximum tilting operation angle, the braking pressure of the swing clutch 82 is increased to the maximum tilting angle of the steering lever 21 along the line B. Is rapidly increased so as to be the total pressure (pressure for rapid turning in which the crawler inside the turning reverses) that is the maximum braking pressure.

Next, when the braking pressure of the swing clutch 82 is equal to or lower than the lower limit setting value (X ₂ ) of the wetland mode pressure adjustment dial 69, the tilt angle (before the maximum operation (maximum tilt angle) of the steering lever 21 ( Up to θ), the braking pressure is increased to reach the lower limit setting value (X ₂ ) of the wetland mode pressure adjustment dial 69, and after the tilting operation angle of the steering lever 21 reaches the predetermined tilting angle (θ), Up to the maximum tilt angle of the direction lever 21, the braking pressure of the swing clutch 82 is rapidly increased along the line B so that the braking pressure of the swing clutch 82 becomes the total pressure that is the maximum braking pressure.

  When it is desired to increase the turning force in the wet paddy field in a field with a large running resistance, it may not be possible to obtain a feeling of increase in the turning force simply by increasing the braking pressure according to the line A as the tilting operation angle of the steering lever 21 increases. is there. This is because the crawler 3 inside the turning is not rotating, the turning force is increased according to the line A, and after the tilting operation angle of the steering lever 21 reaches the predetermined tilting angle (θ), the maximum tilting angle is reached. This is because even if the braking pressure of the swing clutch 82 is set to a constant value or increased according to the dotted line C, the braking pressure is insufficient and the turning performance is impaired.

  Further, when the inclination of the line A is made stronger than in the illustrated case, the turning radius may be suddenly reduced before the steering lever 21 is operated to the maximum tilt angle, and a traveling shock may occur in the combine.

  However, when the tilting operation angle of the steering lever 21 and the braking pressure are set along the line B from the line A in FIG. 9 as the tilting operation angle of the steering lever 21 increases, a feeling of increased turning force can be obtained. Moreover, if the braking pressure is increased according to line A as the tilting operation angle of the steering lever 21 is increased, the sudden turning state is prevented when the turning force is increased, and the turning force is safely increased to turn the combine. Can be operated.

  In this embodiment, when the wet paddy mode is selected, the control content of the braking pressure of the swing clutch 82 is determined when the threshing clutch (not shown) for turning on and off the engine power to the threshing device 10 is turned on and off. It was made different as follows.

  That is, as shown in the flowchart of FIG. 10, when the threshing clutch is engaged, the vehicle turns at the pressure set by the brake pressure (brake pressure) adjustment dial 69 in the wet paddy mode (the wetland mode initial pressure to the wetland mode brake pressure). The braking pressure of the clutch 82 is controlled, and when the threshing clutch is disengaged, the braking pressure of the turning clutch 82 is set by the pressure (standard mode initial pressure to standard mode brake pressure) set by the standard braking pressure (brake pressure) adjustment dial 68. Control.

The reason why the control content of the braking pressure of the turning clutch 82 is changed depending on whether the threshing clutch is on or off when the wet paddy mode is selected is as follows.
a) When the braking pressure (brake pressure) is set to a low value, the running performance is improved in the wet field, but when traveling on the road in this state, turning may be impossible due to insufficient braking pressure (brake pressure).

b) When the braking pressure (brake pressure) is set high, the crawler 3 is easily locked in the wet field and the running performance is lowered.
c) In order to perform the field work and road driving in a driving state that satisfies the operator, it is necessary to switch to the standard mode or adjust the braking pressure (brake pressure) in the wet paddy mode every time the field work and road driving. Be.

  As described above, when the wet paddy mode is selected, by automatically setting the braking pressure of the turning clutch 82 in conjunction with the on / off of the threshing clutch, the above-described problems can be solved and the following effects can be obtained.

(1) The traveling operability of the combine is improved, and further, even when forgetting to switch to the standard mode when traveling on the road and forgetting to adjust the braking pressure in the wet field mode, a turning failure can be avoided and safety is improved.
(2) About the brake feeling at the time of driving | running | working on a road, the effect substantially equivalent to the standard mode at the time of field driving | running | working is acquired.
(3) Since the braking pressure of the turning clutch 82 can be adjusted in the field work in the wet field mode, the field adaptability and the traveling performance are improved. Further, it is possible to cope with a change in braking force due to wear of the clutch portion of the swing clutch 82.

Further, as shown in the flowchart of FIG. 11, when the wet paddy mode is selected, a feedback check switch 112 is provided in any lever such as the steering lever 21, the auxiliary shift lever 22, or the main shift lever 23, and the feedback check switch 112 is provided. When is turned on, the speed ratio of the crawler 3 on the outside and inside of the turn can be fixed by feedback control.
As a result, it is possible to prevent the vehicle body from going straight for a while and causing poor turning due to a response delay in feedback control during high-speed traveling. Moreover, it becomes possible to use feedback control at the time of low-speed driving | running | working, and the turning property in a wet paddy improves.

  Conventionally, when the amount of dredging in the Glen tank 13 is small, the right Glen tank 13 side in the forward direction of the combine 1 is lighter than the threshing device 10 side on the left side in the forward direction of the combine 1, When there is a large amount of rice cake, the Glen tank 13 side becomes heavier than the threshing device 10 side. Therefore, a difference occurs in the driving force of the left and right crawlers 3 and the braking pressure of the turning clutch 82 is different.

  Therefore, in this embodiment, as shown in Tables 1 and 2, the braking pressure of the turning clutch 82 is changed by the amount of dredging in the Glen tank 13, and the braking pressure is automatically adjusted by the amount of dredging. Since the above problems are eliminated and a uniform braking force is obtained on the left and right, the turning performance is improved. Moreover, since the operator does not need to adjust the braking force, the operability of the combine 1 is improved.

  The combine of the present embodiment is equipped with a body wet field mode (ABU) function. In this embodiment, when the ABU function is turned on in the wet field mode, the direction control pressure is set by the conventional automatic direction control (ACD) function. Reduce time.

  In addition, if it moves backwards a little while performing the cutting work at the time of advancing, the combine front will fall, and there exists a possibility that the cutting blade of the cutting apparatus 9 may touch a farm field, and may be damaged. In order to prevent this, the car body wet field mode (ABU) function operates when the car body wet field mode switch 115 is on and the mowing cylinder (not shown) operates when the mowing operation is performed in reverse in the wet field. This means a function of raising the cutting device 9 by the solenoid 116 for use. The automatic direction control (ACD) function means that the forward directionality of the combine is determined by detecting the upright grain culm in the field with the left and right culm sensors 113a and 113b provided on the front side of the reaping device 9 when the ACD switch 117 is turned on. It is a function to control.

If the output time of the brake pressure of the turning control by the ACD function is set to be a constant value when the ABU function is executed by turning on the wet body mode switch 115 for the vehicle body, the field condition that matches the set value is limited. Therefore, the field condition adaptability is reduced. Therefore, in the case described above, by shortening the setting time of the directional control pressure by the ACD function, the adaptability of the automatic directional control with respect to the combine field condition is improved, and the shock to the aircraft can be reduced.
In this way, the number of fields in which the ACD function can be used increases, and the operator's workload is reduced.

The combine of the present embodiment has a conventionally well-known front / rear tilt function of the vehicle body in addition to the automatic direction control (ACD) function. Among the vehicle body front / rear tilt functions, the automatic front / rear tilt control function activates the vehicle body front tilt solenoid 121a or the vehicle body rear tilt solenoid 121b when the pitching sensor 122 detects the vehicle body front / rear tilt, thereby This is a function that keeps the vehicle body horizontal by driving the cylinder.
The vehicle body tilting switch 119a and the vehicle body tilting switch 119b are manual switches, and the vehicle body can be tilted forward or backward only when these switches 119a and 119b are pressed.

As shown in FIG. 12, the combine of this embodiment can be provided with a control mechanism that shortens the output time of the directional control pressure of the ACD function in accordance with an increase in the front-rear lean amount of the vehicle body.
If the pressure output time of automatic direction control is set to be constant, the field state that matches the set value is limited, and the adaptability to the field condition is reduced. However, according to the control mechanism of the present embodiment, for example, when the pitching sensor 122 detects that the degree of the vehicle body being lowered forward is large, it can be determined that the combine is traveling in the wet field. The output time of the directional control pressure of the ACD function is shortened according to the amount of forward / backward inclination.
Thus, the adaptability of the ACD function to the field conditions of the vehicle body is improved, the impact on the vehicle body is small, and the operability of the combine is improved.

In addition to the automatic direction control (ACD) function, the combine of this embodiment has a conventionally known vehicle height up / down function.
There is a case where it is desired to raise the vehicle body in order to prevent the transmission case or the like from receiving resistance due to mud in the wet field, etc., when the manual vehicle body right-up switch 124a or vehicle body right-down switch 124b is turned on. The height of the vehicle body can be raised or lowered on the right side in the direction of travel. Further, when it is desired to raise and lower the entire vehicle body rather than the left or right side of the vehicle body, the vehicle height raising switch 128a or the vehicle height lowering switch 128b can be manually turned on. This is called the vehicle height up / down function.

  For example, when the right raising switch 124a or the right lowering switch 124b is manually turned on, the corresponding vehicle body right raising solenoid 126a or the vehicle body right lowering solenoid 126b is operated to drive the corresponding cylinder (not shown). Can be moved up or down.

Further, as shown in FIG. 13, the combine of this embodiment can be provided with a control mechanism that adjusts the output time of the directional control pressure of the ACD function according to the vehicle height detected by the rolling sensor 129.
Thus, the application range of automatic direction control (ACD) is expanded with respect to the field conditions, and the operator's workload is reduced.

  Further, the present embodiment has a conventionally known vehicle body horizontal control function, but the operator turns on the vehicle body horizontal control switch 131 (the front / rear tilt control switch 131a and the left / right tilt control switch 131b) for selecting the horizontal control function. If it is, the output time of the automatic direction control pressure of the ACD function can be shortened.

When the forward / backward tilt control switch 131a is turned on, the vehicle body forward tilt solenoid 121a or the vehicle body rearward solenoid 121b is operated using the pitching sensor 122 to drive the corresponding cylinder (not shown) to tilt the vehicle body forward or backward. The body is leveled by automatically tilting. When the left / right tilt control switch 131b is turned on, the rolling sensor 129 is used,
The vehicle body right-up solenoid 126a or right-down solenoid 127a, or the vehicle body left-up solenoid 126b or left-down solenoid 127b operates to drive the corresponding cylinder (not shown) to automatically level the vehicle.

  In this case as well, when the front / rear tilt amount or the vehicle height up / down amount is increased, the automatic directional control (ACD) application range for the field conditions is the same as when the output time of the automatic directional control pressure of the ACD function is shortened. And the operator's workload is reduced.

  The present invention can be provided for a traveling mission device of a traveling vehicle such as a combine.

It is a left view of the combine of embodiment of this invention. It is a figure which shows a part of expanded sectional view of the traveling transmission apparatus of the combine of FIG. It is a related figure of the rotation speed of the gear of the differential gear apparatus of the traveling mission apparatus of FIG. FIG. 3 is an enlarged view of a clutch shaft portion of the traveling transmission device of FIG. 2. It is a control block diagram for steering control of the combine of FIG. FIG. 3 is a partial cross-sectional view of the traveling transmission device of FIG. 2. It is an external appearance side view of the traveling transmission apparatus of FIG. FIG. 8 is a diagram (FIG. 8A) showing a relationship between the turning clutch pressure when the steering lever of the embodiment of FIG. 1 is tilted and a plan view of the turning clutch braking pressure adjustment dial (FIG. 8B). is there. It is a figure which shows the relationship with the turning clutch pressure at the time of tilting of the steering lever of one Example of the combine of FIG. It is a flowchart for the braking pressure adjustment of the turning clutch at the time of the wet-field mode switch of the combine of FIG. It is a flowchart at the time of the feedback braking at the time of the wet-field mode switch of the combine of FIG. FIG. 2 is a relationship diagram between an automatic direction control output time of the combine of FIG. 1 and a longitudinal lean amount of a vehicle body. FIG. 2 is a relationship diagram between an automatic direction control output time of the combine of FIG. 1 and a raising amount of a vehicle body.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Combine 2 Body frame 3 Traveling crawler 4 Traveling device main body 6 Differential gear mechanism 7 Mowing device support frame 8 Weeding shear 9 Mowing device 10 Threshing device 11L, 11R Traveling shaft 12 Traveling transmission case 12a Isolation chamber 13 Glen tank 14 Traveling mission Device 15 Auger 16L, 16R Crawler drive sprocket 17 Output shaft 18 Traveling HST
DESCRIPTION OF SYMBOLS 19 Gear transmission 20 Steering seat 21 Steering lever 22 Sub transmission lever 23 Main transmission lever 24 Sub transmission 25 Side clutch device 26 Wide transmission gear 27 Mission input shaft 28 Large gear 29 Medium gear 30 Small gear 32 Sub transmission shifter stay 33 Mission Counter shaft 34 Large gear 35 Shifting gear 36 Small gear 37 Transmission gear 40 Center gear 40a Outer gear 40bL, 40bR Claw gear 40c Third gear 41 Side clutch shaft 42L, 42R Sleeve 43L, 43R Clutch gear 44L, 44R Side Clutch 45L, 45R Bearing spacer 46L, 46R Spring 47L, 47R Shifter 48L, 48R Wheel shaft gear 50 Differential gear mechanism support shaft 51L, 51R Side bevel gear 52 Intermediate bevel gear 53 Ring gear 4 Differential case 55L, 55R Side gear 60 HST counter shaft 61 Counter gear 62 Transmission gear 63 Reduction shaft 63aL, 63aR Counter gear 64L, 64R Transmission gear 68, 69 Pressure adjustment dial 70 Clutch shaft 71, 72, 74 Cylindrical rotating body 72a Cylindrical Rotating body gear 72b Cylindrical body 73 Piston 74a Gear 75 Compression spring 76 Cylindrical body 76a, 76b Plate 78 Transmission gear 77 Oil port 81 Clutch for straight movement 82 Clutch for turning 84 Oil seal 85 Oil detection port 100 Steering control device 101 Power steering position sensor 102 , 103 Left and right crawler rotation speed detection sensor 104 Brake rotation mode changeover switch 105 Turning force up switch 106 Engine rotation speed detection sensor 107 Side clutch shaft rotation speed 108, 109 Left and right support Clutch solenoid 110 Proportional pressure solenoid 112 Feedback check switch 113a, 113b Crop sensor 115 Car body wetland mode switch 116 Solenoid for actuating cutting cylinder 117 Automatic direction control (ACD) switch 119a Car body forward tilt switch 119b Car body rearward tilt switch 121a Car body Forward tilt solenoid 121b Car body rearward solenoid 122 Pitching sensor 124a Car body right up switch 124b Car body right down switch 125a Car body left up switch 125b Car body left down switch 126a Car body right up solenoid 126b Car body right down solenoid 127a Car body left up solenoid 127b Car body left lower switch Solenoid 128a Car body raising switch 128b Car body lowering switch 129 Rolling sensor 131a Car body longitudinal tilt control switch H 131b Body tilt control switch

Claims (3)

An engine installed in the car body,
The motive power obtained by shifting the driving force from the engine is transmitted, and the traveling drive body 3 that can turn and is provided on the left and right in the traveling direction;
A steering operation tool 21 for adjusting a steering operation amount of the traveling drive body 3;
A traveling device including a turning device 14 having a turning performance having a turning clutch 82 that adjusts the number of rotations of the traveling drive body 3 inside the turning by a braking pressure in accordance with an operation amount of the steering operation tool 21;
Either a standard mode in which the traveling drive body 3 on the inner side of the turning is zero or substantially zero rotation at the time of turning and a wetland mode in which the rotation speed of the traveling driving body 3 on the inner side of the turning during turning is higher than the set value of the standard mode. A mode selector switch 104 that can set
Adjusting means 68 and 69 for changing the braking pressure of the swing clutch 82 in the standard mode and the wet field mode,
A threshing device 10 driven by the engine;
A threshing clutch for turning on and off the engine power to the threshing device 10;
When traveling in the wet field mode and / or when traveling in the standard mode, the braking pressures of the traveling drive bodies 3 and 3 on the inside and outside of the turn are controlled, respectively, and when the threshing clutch is engaged, the swing clutch 82 in the wet field mode is controlled. A travel device comprising: a control device 100 that performs a braking pressure control using a braking pressure and performs a braking pressure control that uses a braking pressure of the turning clutch 82 in a standard mode when the threshing clutch is disengaged. An engine installed in the car body,
The motive power obtained by shifting the driving force from the engine is transmitted, and the traveling drive body 3 that can turn and is provided on the left and right in the traveling direction;
A steering operation tool 21 for adjusting a steering operation amount of the traveling drive body 3;
A traveling device including a turning device 14 having a turning performance having a turning clutch 82 that adjusts the number of rotations of the traveling drive body 3 inside the turning by a braking pressure in accordance with an operation amount of the steering operation tool 21;
Either a standard mode in which the traveling drive body 3 on the inner side of the turning is zero or substantially zero rotation at the time of turning and a wetland mode in which the rotation speed of the traveling driving body 3 on the inner side of the turning during turning is higher than the set value of the standard mode. A mode selector switch 104 that can set
Adjusting means 68 and 69 for changing the braking pressure of the swing clutch 82 in the standard mode and the wet field mode,
When traveling in the wet field mode and / or when traveling in the standard mode, the braking pressures of the traveling drive bodies 3 and 3 on the inside and outside of the turn are controlled, respectively, and the traveling drive bodies 3 and 3 on the inside and outside of the turning are controlled. A control device 100 that feedback-controls the speed ratio of
A traveling device comprising: a control unit 112 that controls feedback control of the control device 100 when traveling in the wet paddy mode. An engine installed in the car body,
The motive power obtained by shifting the driving force from the engine is transmitted, and the traveling drive body 3 that can turn and is provided on the left and right in the traveling direction;
A steering operation tool 21 for adjusting a steering operation amount of the traveling drive body 3;
A traveling device including a turning device 14 having a turning performance having a turning clutch 82 that adjusts the number of rotations of the traveling drive body 3 inside the turning by a braking pressure in accordance with an operation amount of the steering operation tool 21;
Either a standard mode in which the traveling drive body 3 on the inner side of the turning is zero or substantially zero rotation at the time of turning and a wetland mode in which the rotation speed of the traveling driving body 3 on the inner side of the turning during turning is higher than the set value of the standard mode. A mode selector switch 104 that can set
Adjusting means 68 and 69 for changing the braking pressure of the swing clutch 82 in the standard mode and the wet field mode,
A turning force increasing means 105 for making the braking pressure of the traveling drive body 3 inside the turning at the time of turning when the wet field mode is set larger than the maximum braking pressure that can be set by the adjusting means 69;
When traveling in the wet field mode and / or during traveling in the standard mode, the braking pressures of the traveling drive bodies 3 and 3 on the inside and outside of the turn are controlled, respectively, and the traveling drive body 3 on the inside of the turn by the turning force increasing means 105 is controlled. The maximum braking pressure that can be set by the adjusting means 69 according to the operation amount of the steering operation tool 21 until the steering operation tool 21 reaches a predetermined position that is a predetermined amount less than the maximum steering operation amount. And a control device 100 that increases the brake pressure with a large braking pressure and sets the maximum braking pressure allowed for the traveling drive body 3 inside the turn from the predetermined position to the maximum steering operation amount of the steering operation tool 21. A traveling device characterized by that.

Images