JP4886608B2 - Traveling vehicle - Google Patents

Description

  The present invention relates to a traveling vehicle such as a farm work machine such as a combine machine or a special work machine such as a crane truck.

  Conventionally, a combine as a crawler type traveling vehicle is configured to transmit power from an engine mounted on a traveling machine body to left and right traveling crawlers via a hydraulic continuously variable transmission.

  An example of a combine having such a configuration is disclosed in Patent Document 1. The combine disclosed in Patent Document 1 shuts off the power transmission to the traveling crawler on the inside of the turn or puts the traveling crawler on the inside of the brake in a braking state according to a command from the controller when the operation lever for turning operation is tilted to the left or right. In this way, a speed difference is given to the left and right traveling crawlers to turn the traveling body left and right.

In addition, the combine disclosed in Patent Document 1 is a selection switch for switching the operation mode of the operation lever between a first turning mode in which a spin turn is possible and a second turning mode in which only a normal turn is performed (no spin turn). It has the advantage that the steering control suitable for the field situation etc. can be executed by the switching operation of the selection switch.
JP 7-47973 A

  However, as described above, the combine disclosed in Patent Document 1 can reduce the speed difference between the left and right traveling crawlers by interrupting the transmission of power to the traveling crawler on the inside of the turn or putting the traveling crawler on the inside of the turning into a braking state. It is a structure to provide, and the problem of power loss due to slipping of the clutch and brake cannot be avoided. For this reason, the power loss caused by the combine disclosed in Patent Document 1 consists of both the clutch and brake slip described above and the normal hydraulic power transmission loss in the hydraulic pump and hydraulic motor. ) Was large.

  Therefore, the present invention has a technical problem to provide a traveling vehicle that solves the above problems.

In order to solve this technical problem, the invention of claim 1 uses the power of the engine (17) mounted on the traveling machine body (1) as a hydraulic power transmission mechanism for straight running (53) and a hydraulic transmission mechanism for turning (54). is configured to transmit the travel section of the left and right (2) through, the subtransmission mechanism to the shift output range of the rectilinear hydraulic transmission mechanism (53) switched in a plurality of steps (51), the traveling machine body Switching operation is performed between the rectilinear operation body (13) for changing the rectilinear speed of (1), the turning operation body (10) for changing the advancing direction of the traveling machine body (1), and the auxiliary transmission mechanism (51). A straight traveling electric motor (151) connected to an adjustment section (150) for adjusting a shift output of the straight traveling hydraulic transmission mechanism (53) , the vehicle comprising a sub-transmission operation body (14) ; Shifting out of the turning hydraulic transmission mechanism (54) Adjusting the adjusting part (160) linked rotating electric motor (161), and the linear electric motor (151) and a vehicle speed control means for controlling the driving of the turning electric motor (161) (170), the two operation body (13) (10) operation amount and speed Bei example and memory means (172) which were pre-storing a plurality of shift output pattern indicating the relationship between the left and right traveling unit (2) of the speed change output The pattern is set corresponding to at least two types of modes of dry paddy and wet paddy. When the auxiliary transmission operating body (14) is operated to the high speed side, a shift output pattern of dry paddy mode is selected and the turning operation is performed. The swing electric motor (161) is set so as to produce a speed difference between the left and right traveling parts (2) in a direction in which the vehicle speed of the traveling machine body (1) decelerates in proportion to the operation amount of the body (10). While driving When the auxiliary transmission operating body (14) is operated to the low speed side, a shifting output pattern in the wet paddy mode is selected, and the traveling section (2 on the outside of the turn is proportional to the operation amount of the turning operation body (10). ) And the turning electric motor (161) are driven so that the speed difference between the left and right traveling parts (2) is increased in a state where the amount of acceleration of the traveling part (2) inside the turning is substantially equal. That's it.

According to the present invention, the power of the engine (17) mounted on the traveling machine body (1) is transferred to the left and right traveling parts (2) via the straight traveling hydraulic transmission mechanism (53) and the turning hydraulic transmission mechanism (54). A sub-transmission mechanism (51) configured to transmit and to change the speed change output range of the straight-travel hydraulic transmission mechanism (53) in a plurality of stages; A body (13), a turning operation body (10) for changing the traveling direction of the traveling machine body (1), and a sub-transmission operation body (14) for switching the sub-transmission mechanism (51). A traveling vehicle, which is a linear electric motor (151) connected to an adjustment unit (150) for adjusting a shift output of the straight hydraulic shift mechanism (53), and a shift output of the turning hydraulic transmission mechanism (54). Adjuster (160) to adjust Of the connected turning electric motor (161), the vehicle speed control means (170) for controlling the drive of the linear electric motor (151) and the turning electric motor (161), and the two operating bodies (13) (10). Storage means (172) in which a plurality of shift output patterns indicating the relationship between the operation amount and the speeds of the left and right traveling units (2) are stored in advance, and the shift output patterns include at least two types of dry fields and wet fields. When the auxiliary speed change operation body (14) is operated to the high speed side, the speed change output pattern of the dry rice field mode is selected and proportional to the operation amount of the turning operation body (10). The turning electric motor (161) is driven so as to cause a speed difference between the left and right traveling parts (2) in a direction in which the vehicle speed of the traveling machine body (1) decelerates, while the auxiliary transmission operating body ( 14) before When operating on the low speed side, the shift output pattern in the wet paddy mode is selected, and the speed increase amount of the traveling unit (2) outside the turn and the travel inside the turn are proportional to the operation amount of the turning operation body (10). Since the turning electric motor (161) is driven so as to increase the speed difference between the left and right traveling parts (2) in a state where the amount of deceleration of the part (2) is substantially equal , the turning operation body (10), straight ahead In accordance with the operating state of the operating body (13) and the auxiliary transmission operating body (14), a shift output without excess or deficiency can be transmitted to the left and right traveling sections (2). For this reason, there exists an effect that it can contribute to the improvement of the travel performance of a traveling body (1).

In addition, since the straight electric motor (151) and the swing electric motor (161) adjust the shift output of the straight hydraulic shift mechanism (53) and the swing hydraulic transmission mechanism (54) , the straight drive In the hydraulic transmission mechanism (53) for turning and the hydraulic transmission mechanism (54) for turning, there is no power loss due to slipping of the clutch or brake as in Patent Document 1, and only normal hydraulic power transmission loss occurs. It is. For this reason, there exists an effect that loss horsepower (energy loss) can be reduced significantly.

The shift output pattern is set corresponding to at least two modes of dry paddy and wet paddy field. When the auxiliary shift operation body (14) is operated to the high speed side, the shift output pattern of the dry paddy mode is selected. The swing electric motor is configured so as to generate a speed difference between the left and right traveling parts (2) in a direction in which the vehicle speed of the traveling machine body (1) is reduced in proportion to the operation amount of the turning operation body (10). Since the motor (161) is driven , when turning the traveling machine body (1) to turn the centrifugal force acting on the operator or the like to improve the ride comfort, to the high speed side of the auxiliary transmission operation body (14). The shifting output pattern of the dry paddy mode may be selected by the above operation. Then, in a state where the straight operation body (13) is operated forward or backward, the vehicle speed (turning speed) of the traveling machine body (1) decreases as the operation amount of the turning operation body (10) increases. Thus, an insensitive turning feeling can be obtained.

Further, when the auxiliary transmission operating body (14) is operated to the low speed side, a shifting output pattern in the wet paddy mode is selected, and the traveling unit outside the turn is proportional to the operation amount of the turning operation body (10). The swing electric motor (161) is set so that the speed difference between the left and right travel parts (2) is increased in a state where the acceleration amount of (2) and the deceleration amount of the travel part (2) inside the turn are substantially equal. In order to improve the turning performance in the wet field, it is only necessary to select the shift output pattern in the wet field mode by operating the auxiliary transmission operating body (14) to the low speed side. Then, regardless of the amount of operation of the turning operation body (10), a vehicle speed (turning speed) proportional to the operation amount of the straight operation body (10) is maintained, and an agile turning feeling is achieved. can get.

That is, according to the present invention, the shift output pattern at the time of dry field or road travel and the shift output pattern at the time of wet field travel can be set differently, and the shift output pattern can be set by the operation of the auxiliary transmission operating body (14). Therefore, the operator can easily select an appropriate traveling characteristic (turning characteristic) suitable for the field condition and the like.

  Hereinafter, an embodiment embodying the present invention will be described with reference to the drawings (FIGS. 1 to 10) when applied to a combine as a traveling vehicle. 1 is a side view of the combine, FIG. 2 is a plan view of the combine, FIG. 3 is a skeleton diagram of the power transmission system, FIG. 4 is a skeleton diagram inside the transmission case, and FIG. FIG. 6 is a side cross-sectional view of the steering handle, FIG. 7 is a side cross-sectional view of the side column, FIG. 8 is an explanatory diagram of the dry rice speed change output pattern, and FIG. FIG. 10 is an explanatory diagram showing a side slip mode.

(1). First, the schematic structure of the combine will be described with reference to FIGS. 1 and 2.

  The combine of the embodiment includes a traveling machine body 1 supported by a pair of left and right traveling crawlers 2 and 2 as traveling portions. At the front part of the traveling machine body 1, a pre-cutting processing device 3 that takes in planted cereal pods (uncut cereal potatoes) in the field is mounted by a single-acting hydraulic cylinder 4 so as to be adjustable up and down.

  A threshing device 5 with a feed chain 6 and a glen tank 7 for storing grain after threshing are mounted on the traveling machine body 1 side by side. In this case, the threshing device 5 is disposed on the left side in the traveling direction of the traveling machine body 1, and the Glen tank 7 is disposed on the right side in the traveling direction of the traveling machine body 1. A discharge auger 8 is provided at the rear of the traveling machine body 1 so as to be able to turn. The grain in the Glen tank 7 is carried out from the tip culling port of the discharge auger 8 to, for example, a truck bed or a container.

  A control unit 9 is provided between the pre-cutting processing device 3 and the Glen tank 7. A steering handle 10 as a turning operation body for changing the traveling (turning) direction and turning speed of the traveling machine body 1, a control seat 11 on which an operator is seated, and the like are disposed in the control unit 9. A side column 12 disposed on one side of the control seat 11 has a predetermined speed and a rotational speed of a main transmission lever 13 as a linear operation body for performing a speed change operation of the traveling machine body 1 and a hydraulic continuously variable transmission 50 described later. A sub-transmission lever 14 as a sub-transmission operation body set and held in the range, a mowing clutch lever 15 for power cutting operation to the pre-cutting processing device 3, and a threshing clutch lever for power cutting operation to the threshing device 5 16 is provided so as to tilt forward and backward.

  An engine 17 as a power source is disposed below the control unit 9. A transmission case 18 is disposed in front of the engine 17 for appropriately shifting the power from the engine 17 and transmitting it to the left and right traveling crawlers 2. A diesel engine is employed as the engine 17 of the embodiment.

  The pre-harvest processing device 3 includes a clipper-type cutting blade device 19, a culm pulling device 20 for four strips, a culm conveying device 21, and a weed body 22. The cutting blade device 19 is disposed below the cutting frame 41 (see FIG. 1) that constitutes the framework of the pre-cutting processing device 3. The grain raising apparatus 20 is disposed above the cutting frame 41. The corn straw transporting device 21 is disposed between the corn straw pulling device 20 and the feed start end of the feed chain 6. The weed body 22 is provided in front of the lower part of the grain raising device 20. The traveling machine 1 continuously cuts the uncut grain culm in the field by driving the pre-cutting processing device 3 while driving the left and right traveling crawlers 2 by the engine 17 and moving in the field.

  The threshing device 5 includes a handling cylinder 23 for threshing the harvested cereal, a swing sorting mechanism 24 and a wind sorting mechanism 25 arranged below the handling cylinder 23, and a threshing taken out from the rear part of the handling cylinder 23. And a dust-feed port processing cylinder 26 for reprocessing. The handling cylinder 23 is arranged in the handling chamber of the threshing device 5. The swing sorting mechanism 24 is for swinging and sorting the cereals threshed by the handling cylinder 23, and the wind sorting mechanism 25 is for wind sorting the threshing.

  The stocker side of the harvested cereal meal sent from the pre-harvest processing device 3 is inherited by the feed chain 6. Then, the tip side of the harvested cereal culm is carried into the threshing device 5 and threshed by the handling cylinder 23. In addition, the rotating shaft 95 (refer FIG. 3) of the handling cylinder 23 is extended along the feed direction (the advancing direction of the traveling body 1) of the harvested cereal meal by the feed chain 6.

  In the lower part of the threshing device 5, there are a first receiving bowl 27 where most of the grains selected from the two sorting mechanisms 24, 25 are collected, a grain with a branch stem, a grain of ears, etc. There is provided a second receiving bowl 28 where second things gather. The two receiving rods 27 and 28 of the embodiment are horizontally provided above the rear portion of the traveling crawler 2 in a side view in order of the first receiving rod 27 and the second receiving rod 28 from the front side in the traveling direction of the traveling machine body 1.

  The first thing such as the fine grains collected in the first receiving bowl 27 through the sorting by both sorting mechanisms 24 and 25 is the first conveyor 29 in the first receiving bowl 27 and the cereal in the milling cylinder 31. It is sent to the Glen tank 7 via the conveyor 32 (see FIG. 3).

  The second item such as grain with branch stems is collected in the second receiving rod 28 behind the first receiving rod 27, and from here the second conveyor 30 in the second receiving rod 28 and the reducing conveyor in the reducing cylinder 33. 34 (see FIG. 3) and sent to the second processing cylinder 35. And after the second thing is rethreshed in the second treatment cylinder 35, it is returned to the threshing apparatus 5 and reselected. The sawdust is sucked into the dust exhaust fan 36 and discharged out of the machine from a discharge port (not shown) provided in the rear part of the threshing device 5.

  A waste chain 37 is disposed on the rear side (feed end side) of the feed chain 6. The waste (granulated soot) inherited from the rear end of the feed chain 6 to the waste chain 37 is discharged to the rear of the traveling machine body 1 in a long state, or the waste cutter 38 at the rear of the threshing device 5. After being cut to a short length as appropriate at, it is discharged to the rear of the traveling machine body 1.

(2). Next, the power transmission system of the combine will be described with reference to FIGS. 3 and 4.

  One of the motive power from the engine 17 is branched and transmitted in two directions of the pre-cutting processing device 3 and the threshing device 5. Other power from the engine 17 is transmitted to the discharge auger 8. The branching power from the engine 17 toward the cutting pretreatment device 3 is once transmitted to the hydraulic continuously variable transmission 50 of the transmission case 18 via the pulley / belt transmission system and the cutting clutch 89. In this case, the branch power from the engine 17 is appropriately shifted by the hydraulic continuously variable transmission 50 or the like of the mission case 18 and the left and right drive wheels 90 via the drive output shaft 77 projecting left and right outward from the mission case 18. It is configured to output to.

  The transmission case 18 includes the hydraulic continuously variable transmission 50 described above, a sub-transmission mechanism 51 having a plurality of shift stages, and a differential mechanism 52 having a pair of left and right planetary gear mechanisms 68 (see FIG. 4). ). The hydraulic continuously variable transmission 50 includes a straight advance HST mechanism 53 (straight forward hydraulic speed change mechanism) including a first hydraulic pump 55 and a first hydraulic motor 56, and a turning purpose including a second hydraulic pump 57 and a second hydraulic motor 58. The HST mechanism 54 (turning hydraulic transmission mechanism) is configured.

  Power from the output shaft 49 of the engine 17 toward the hydraulic continuously variable transmission 50 via the cutting clutch 89 is transmitted to a common pump shaft 59 that passes through the first hydraulic pump 55 and the second hydraulic pump 57. In the straight traveling HST mechanism 53, hydraulic oil is appropriately fed from the first hydraulic pump 55 toward the first hydraulic motor 56 with the power transmitted to the common pump shaft 59. Similarly, in the turning HST mechanism 54, hydraulic oil is appropriately sent from the second hydraulic pump 57 toward the second hydraulic motor 58 with the power transmitted to the common pump shaft 59.

  Although not shown in detail, a charge pump for supplying hydraulic oil to the hydraulic pumps 55 and 57 and the hydraulic motors 56 and 58 is attached to the common pump shaft 59. The charge pump can be interlocked with the common pump shaft 59 and is driven by the power of the engine 17.

  In the straight-travel HST mechanism 53, the inclination angle of the rotary swash plate in the first hydraulic pump 55 is changed and adjusted according to the operation amount of the main transmission lever 13 and the steering handle 10 arranged in the control unit 9, By changing the discharge direction and discharge amount of the hydraulic oil to the first hydraulic motor 56, the rotation direction and the rotation speed of the linear motor shaft 60 protruding from the first hydraulic motor 56 are arbitrarily adjusted. .

  The rotational power of the linear motor shaft 60 is transmitted from the linear transmission gear mechanism 62 to the sub-transmission mechanism 51, which is a conventionally known gear mechanism, while the transmission case is transmitted via the linear transmission gear mechanism 62 and the one-way clutch 63 described above. It is also transmitted to the cutting PTO shaft 64 projecting from 18. The power transmitted to the pruning PTO shaft 64 is transmitted to each of the pre-cutting processing devices 3 via the cutting input shaft 43 in the horizontally long cutting input pipe 42 (see FIG. 1) constituting the framework of the pre-cutting processing device 3. Is transmitted to the devices 19-21. For this reason, each apparatus 19-21 of the cutting pre-processing apparatus 3 will drive with a vehicle speed synchronous speed.

  The sub-transmission mechanism 51 is a two-stage shift in which the adjustment range of the rotational power (rotation direction and number of rotations) from the linear motor shaft 60 is adjusted to low speed and high speed by operating the sub transmission lever 14 disposed in the control unit 9. It is for switching to a stage. Note that a neutral position (a position where the output of the sub-shift is 0 (zero)) exists between the low speed and the high speed of the sub-shift. A parking brake shaft 65 that is a component of the auxiliary transmission mechanism 51 is provided with a parking brake 66 such as a wet multi-disc.

  The rotational power from the auxiliary transmission mechanism 51 is transmitted to the differential mechanism 52 from an auxiliary transmission output gear 67 fixed to the parking brake shaft 65. The differential mechanism 52 includes a pair of planetary gear mechanisms 68 arranged in a symmetrical manner and a relay shaft 69 located between the planetary gear mechanism 68 and the parking brake shaft 65. The auxiliary transmission output gear 67 of the parking brake shaft 65 is engaged with an intermediate gear 70 attached to the relay shaft 69, and the intermediate gear 70 is engaged with a center gear 76 (details will be described later) fixed to the sun gear shaft 75. Yes.

  Each planetary gear mechanism 68 includes one sun gear 71, a plurality of planetary gears 72 that mesh with the outer periphery of the sun gear 71, a ring gear 73 that meshes with the outer periphery of these planetary gears 72, and a plurality of planetary gears 72 on the same radius. And a carrier 74 that is rotatably supported. The carriers 74 of both planetary gear mechanisms 68 are arranged so as to oppose each other at an appropriate interval on the same axis. A center gear 76 that meshes with the intermediate gear 70 is fixed to the center of the sun gear shaft 75 located between the planetary gear mechanisms 68. Sun gears 71 are fixed to both sides of the sun gear shaft 75 with the center gear 76 interposed therebetween.

  Each ring gear 73 having inner teeth on the inner peripheral surface and outer teeth on the outer peripheral surface is arranged concentrically on the sun gear shaft 75 with the inner teeth meshing with the plurality of planetary gears 72. Each ring gear 73 is rotatably supported by a drive output shaft 77 that protrudes left and right outward from the outer surface of the carrier 74. A drive wheel 90 is attached to the tip of the drive output shaft 77. Accordingly, the rotational power transmitted from the auxiliary transmission mechanism 51 to the left and right planetary gear mechanisms 68 is transmitted to the drive output shaft 77 of each carrier 74 and thus to the left and right drive wheels 90 at the same rotational speed in the same direction, so The crawler 2 is driven.

  In the turning HST mechanism 54, the inclination angle of the rotary swash plate in the second hydraulic pump 57 is changed and adjusted according to the turning operation amount of the steering handle 10, and the hydraulic oil is discharged to the second hydraulic motor 58. By changing the direction and the discharge amount, the rotational direction and the rotational speed of the turning motor shaft 61 protruding from the second hydraulic motor 58 are arbitrarily adjusted.

  In the embodiment, a steering brake shaft 78 having a steering brake 79, a steering clutch shaft 80 having a steering clutch 81, and a left input coupled to the left ring gear 73 via a reverse gear 84 are provided in the transmission case 18. A gear mechanism 82 and a right input gear mechanism 83 that always meshes with the external teeth of the right ring gear 73 are provided. The rotational power of the turning motor shaft 61 is transmitted from the turning transmission gear mechanism 85 to the steering clutch shaft 80 via the steering brake shaft 78 and the steering clutch 81. A pair of left and right transmission gears 86 and 87 are fixed to the steering clutch shaft 80, and the rotational power transmitted to the steering clutch shaft 80 is input from the left and right transmission gears 86 and 87 to the corresponding left and right input. It is transmitted to the gear mechanisms 82 and 83.

  When the subtransmission mechanism 51 is neutral, the steering brake 79 is engaged, and the steering clutch 64 is disengaged, power transmission from the second hydraulic motor 58 to the left and right planetary gear mechanisms 68 is blocked. . When the steering brake 79 is turned off and the steering clutch 64 is engaged at the time of sub-shift output other than neutral, the rotational power of the second hydraulic motor 58 is transmitted via the left input gear mechanism 82 and the reverse gear 84. Is transmitted to the left ring gear 73, and is transmitted to the right ring gear 73 via the right input gear mechanism 83. As a result, when the second hydraulic motor 58 is forwardly rotated (reversely rotated), the left ring gear 73 is reversely rotated (forward) and the right ring gear 73 is normally rotated (reversely rotated) at the same number of rotations in the opposite directions. .

  As can be seen from the above configuration, the shift output from each of the motor shafts 60 and 61 is transmitted to the drive wheels 90 of the left and right traveling crawlers 2 via the auxiliary transmission mechanism 51 and the differential mechanism 52. As a result, the vehicle speed (traveling speed) and traveling direction of the traveling machine body 1 are determined.

  That is, when the first hydraulic motor 56 is driven in a state where the second hydraulic motor 58 is stopped and the left and right ring gears 73 are stationary, the rotation output from the linear motor shaft 60 is the same from the center gear 76 to the left and right sun gears 71. The left and right traveling crawlers 2 are driven at the same rotational speed in the same direction via the planetary gear 72 and the carrier 74 of both planetary gear mechanisms 68, and the traveling machine body 1 travels straight.

  Conversely, when the second hydraulic motor 58 is driven while the first hydraulic motor 56 is stopped and the left and right sun gears 71 are stationary, the left planetary gear mechanism 68 is driven by the rotational power from the turning motor shaft 61. The right planetary gear mechanism 68 rotates in the reverse or forward direction. Then, one of the drive wheels 90 of the left and right traveling crawlers 2 rotates forward and the other rotates backward, so that the traveling machine body 1 spin-turns on the spot.

  Further, when the second hydraulic motor 58 is driven while the first hydraulic motor 56 is driven, a difference occurs between the speeds of the left and right traveling crawlers 2, and the traveling machine body 1 moves forward or backward while turning larger than the spin turn turning radius. Will turn left or right. The turning radius at this time is determined according to the speed difference between the left and right traveling crawlers 2.

  Now, as shown in FIG. 3, the branching power toward the threshing device 5 among the power from the engine 17 is transmitted to the threshing input shaft 92 via the threshing clutch 91. A part of the power transmitted to the threshing input shaft 92 is transmitted to the rotating shaft 94 of the dust feeding port processing cylinder 26, the rotating shaft 95 of the handling cylinder 23, and the waste chain 37 via the threshing drive mechanism 93. The

  In addition, from the threshing input shaft 92, through the pulley and the belt transmission system, the Kara fan shaft 96 of the wind sorting mechanism 25, the first conveyor 29 and the cereal conveyor 32, the second conveyor 30 and the reduction conveyor 34, and the second processing. Power is also transmitted to the barrel 35, the swing shaft 97 of the swing selection mechanism 24, the dust discharge shaft 98 of the dust exhaust fan 36, and the waste cutter 38. The branching power via the dust removal shaft 98 is transmitted to the feed chain 6 via the FC clutch 99 and the feed chain shaft 100.

  The power from the threshing input shaft 92 can also be transmitted to the cutting input shaft 43 via the pouring clutch 101. That is, by directly transmitting the power from the engine 17 to the pre-cutting processing device 3 without going through the mission case 18, the pre-cutting processing device 3 is forcibly driven at a constant high speed regardless of whether the vehicle speed is fast or slow. It is the composition which can be made to do.

  The power directed from the engine 17 to the discharge auger 8 is transmitted to the bottom conveyor 104 in the Glen tank 7 and the vertical conveyor 105 in the vertical auger cylinder in the discharge auger 8 through the Glen input gear mechanism 102 and the auger clutch 103 for power transmission. Then, the power is transmitted to the discharge conveyor 107 in the horizontal auger cylinder of the discharge auger 8 through the transfer screw 106.

(3). Configuration for Shift Steering Control Next, a configuration for shift steering control for adjusting the vehicle speed and the traveling direction of the traveling machine body 1 will be described mainly with reference to FIGS.

  As shown in FIGS. 5 and 6, a substantially box-shaped steering column 111 is attached to the side of the control seat 11 of the front mask 110 erected on the control unit 9. Above the steering column 111, a steering handle 10 is disposed so as to be horizontally rotatable. In the embodiment, a long bar-like handle shaft 113 is pivotally supported by a cylindrical case 112 protruding upward from the upper surface of the steering column 111. Both end portions of the handle shaft 113 protrude further up and down from the cylindrical case 112, and a handle wheel 114 of the steering handle 10 is attached to the upper end portion of the handle shaft 113. The periphery of the cylindrical case 112 is covered with a boot body 115 made of soft rubber having flexibility and stretchability.

  A pair of left and right return springs 116 (for returning the steering handle 10 to the neutral position (the position when the vehicle is traveling straight)) are disposed between the lower portion of the handle shaft 113 protruding into the steering column 111 and the inner surface of the steering column 111. 5 and 6 show only the left return spring). Therefore, when the hand is released from the handle wheel 114, the steering handle 10 is automatically returned to the neutral position by the action of the return spring 116. Note that the steering handle 10 of the embodiment is configured to be capable of rotating to an angle of about 135 ° to the left and right across the neutral position.

  A steering position sensor 117 is provided at the lower end portion of the handle shaft 113 as a turning detection means for detecting a rotation operation angle (operation amount) of the steering handle 10. The steering position sensor 117 is electrically connected to a controller 170 as vehicle speed control means described later, and detection information thereof is appropriately input to the controller 170. As the steering position sensor 117, for example, a rotary encoder or a rotary potentiometer is sufficient.

  In the embodiment, a tilt bracket 119 having a U-shape in plan view that fixes the support bracket 118 fixed to the front mask 110 from the left and right is fixed to the front surface of the steering column 111, and the tilt bracket 119 is a horizontal tilt shaft. The support bracket 118 is pivotally supported via 120. For this reason, the steering handle 10 can be tilted and rotated about the tilt shaft 120 together with the steering column 111.

  A tilt bolt 121 with a head passes through the support bracket 118 and the tilt bracket 119, and a tilt nut 122 with an operation lever 123 is screwed and fitted to the tip of the tilt bolt 121. The tilt bracket 119 is formed with a guide slot 124 whose center of curvature is the tilt shaft 120. The shaft portion of the tilt bolt 121 passes through the guide slot 124.

  As a procedure for adjusting the tilt position of the steering handle 10, the steering column 111 is rotated around the tilt shaft 120 while the tilt nut 122 is loosened by rotating the operation lever 123, and the tilt bolt 121 is moved to the tilt bracket. 119 is relatively moved along the guide slot 124. When the steering handle 10 is moved to a predetermined tilt position, the tilt nut 122 is tightened by rotating the operation lever 123, and the support bracket 118 and the tilt bracket 119 are sandwiched between the tilt nut 122 and the head of the tilt bolt 121. Press. As a result, the steering handle 10 is held unrotatable.

  On the other hand, as shown in FIGS. 5 and 7, the column frame 125 that supports the side column 12 of the control unit 9 spans between the four front and rear columns 126 to 129 and the upper ends of these columns 126 to 129. And a transverse beam member 130 attached thereto. The main transmission lever 13 is pivotally attached to a mounting plate 127 a fixed to the second support column 127 so as to be able to turn back and forth with a lateral lever shaft 131.

  The shaft portion of the main transmission lever 13 passes through a guide groove 132 (see FIGS. 2 and 5) formed on the upper surface of the side column 12. For this reason, the main transmission lever 13 can be rotated back and forth along the guide groove 132 of the side column 12. The rotation range of the main transmission lever 13 is restricted by the guide groove 132. A plate-shaped main transmission arm operation plate 133 is provided on the lever shaft 131 of the main transmission lever 13 so as to rotate together with the main transmission lever 13 around the lever shaft 131. An operating pin 134 that abuts a sensing arm 136 of a main shift position sensor 135, which will be described later, is attached to the front end of the main shift arm operation plate 133.

  A main shift position sensor 135 is mounted on the mounting plate 126a fixed to the first support column 126 in front of the second support column 127. The main shift position sensor 135 has a sensing arm 136 that can rotate about the horizontal axis. . The main transmission position sensor 135 detects the front / rear rotation operation position (operation amount) of the main transmission lever 13 from the rotation angle of the sensing arm 136 due to contact with the operating pin 134 of the main transmission arm operation plate 133. Is. The main shift position sensor 135 is electrically connected to a controller 170, which will be described later, and detection information thereof is appropriately input to the controller 170.

  The auxiliary transmission lever 14 is pivotally attached to the mounting plate 128a fixed to the third support column 128 at the rear of the second support column 127 so as to be able to rotate back and forth with a horizontally-turning support shaft 141. The shaft portion of the auxiliary transmission lever 14 passes through a guide groove 142 (see FIG. 2) formed on the side of the guide groove 132 on the upper surface of the side column 12. For this reason, the auxiliary transmission lever 14 can be rotated back and forth along the guide groove 142 of the side column 12. The auxiliary transmission lever 14 and the main transmission lever 13 are arranged in the left-right direction in plan view so as not to interfere with each other (see FIG. 2). The rotation range of the auxiliary transmission lever 14 is restricted by the guide groove 142.

  A plate-shaped sub-shift arm operating plate 143 is provided on the rotation support shaft 141 of the sub-transmission lever 14 so as to rotate integrally with the sub-transmission lever 14 around the rotation support shaft 141. An operation pin 144 that contacts a sensing arm 146 of a sub-shift position sensor 145 to be described later is attached to the tip of the sub-shift arm operation plate 143.

  A sub shift position sensor 145 serving as a sub shift detection means having a sensing arm 146 that can be rotated about the horizontal axis is attached to the mounting plate 129a fixed to the fourth column 129 behind the third column 128. Yes. The sub shift position sensor 145 detects the front / rear rotation operation position (operation amount) of the sub shift lever 14 from the rotation angle of the sensing arm 146 caused by the contact of the sub shift arm operation plate 143 with the operation pin 144. Is. The auxiliary shift position sensor 145 is also electrically connected to the controller 170 described later, and the detection information is appropriately input to the controller 170.

  The auxiliary transmission lever 14 of the embodiment functions as means for selecting a transmission output pattern (details will be described later) corresponding to each mode in the transmission steering control. As each mode of the shift steering control, two types are set, a dry paddy mode suitable for traveling on a dry paddy field or on the road, and a wet paddy mode suitable for traveling on a wet paddy field. When the sub-shift lever 14 is tilted forward toward the high speed side, a shift output pattern (see FIG. 8) corresponding to the dry paddy mode is selected, and shift steering control based on the dry pad shift output pattern is executed. . When the sub-shift lever 14 is tilted backward toward the low speed side, a shift output pattern (see FIG. 9) corresponding to the wet paddy mode is selected, and shift steering control based on the shift output pattern for the wet paddy is executed. (Details of the shift steering control will be described later).

  Now, as shown in FIG. 5, in addition to the common pump shaft 59 and the rectilinear motor shaft 60, a rectilinear control shaft 150 projects from the rectilinear HST mechanism 53. The rectilinear control shaft 150 is for changing and adjusting the inclination angle of the rotary swash plate in the first hydraulic pump 55, and the rotational direction and the rotational speed of the rectilinear motor shaft 60, that is, the shift output of the rectilinear HST mechanism 53. It functions as an adjustment unit that adjusts.

  The rectilinear control shaft 150 is configured to be able to rotate forward and backward by a rectilinear electric motor 151 as an actuator and a rectilinear gear mechanism 152 for power transmission. In this case, a sector gear 155 as a driven side gear is interlocked and connected to the vehicle speed control arm 153 fixed to the rectilinear control shaft 150 via a relay link 154. A pinion gear 156 as a drive side gear is fixed to the motor output shaft of the linear electric motor 151. By meshing both the gears 155 and 156, the rotational driving force of the rectilinear electric motor 151 can be transmitted to the rectilinear control shaft 150. A combination of both gears 155 and 156 corresponds to the above-described straight gear mechanism 152. The rectilinear electric motor 151 is electrically connected to a controller 170 described later via a rectilinear motor drive circuit 157.

  By rotating the rectilinear control shaft 150 forward and backward by driving the rectilinear electric motor 151 and changing and adjusting the inclination angle of the rotary swash plate in the first hydraulic pump 55, the rotational speed control and forward / reverse switching of the first hydraulic motor 56 are performed. As a result, a stepless change of the vehicle speed of the traveling machine body 1 and a forward / reverse switching are performed.

  A rectilinear rotation angle sensor 158 such as a rotary encoder is attached to the rectilinear control shaft 150 (or the motor output shaft of the rectilinear electric motor 151). The rectilinear rotation angle sensor 158 detects the rotation angle of the linear control shaft 150 (or the motor output shaft of the rectilinear electric motor 151), and thus the shift output amount of the rectilinear HST mechanism 53. The rectilinear rotation angle sensor 158 is electrically connected to a controller 170, which will be described later, and detection information thereof is appropriately input to the controller 170.

  On the other hand, the turning HST mechanism 54 is provided with a turning control shaft 160 for adjusting the inclination angle of the rotary swash plate in the second hydraulic pump 57. The turning control shaft 160 functions as an adjusting unit that adjusts the rotation direction and the number of rotations of the turning motor shaft 61, that is, the shift output of the turning HST mechanism 54, and transmits power to the turning electric motor 161 as an actuator. And a revolving gear mechanism 162 for forward and reverse rotation.

  As can be seen from FIG. 5, the connecting structure between the turning control shaft 160 and the turning electric motor 161 is basically the same as the connecting structure between the rectilinear control shaft 150 and the straight electric motor 151. In this case, the sector gear 165 interlocked to the steering control arm 163 of the turning control shaft 160 via the relay link 164 and the pinion gear 166 fixed to the motor output shaft of the turning electric motor 161 are meshed so as to be able to transmit power. ing. The combination of both gears 165 and 166 corresponds to the above-described turning gear mechanism 162. The swing electric motor 161 is electrically connected to a controller 170 described later via a swing motor drive circuit 167.

  By rotating the swing control shaft 160 forward and backward by driving the swing electric motor 161 and changing and adjusting the tilt angle of the rotary swash plate in the second hydraulic pump 57, the rotational speed control and forward / reverse switching of the second hydraulic motor 58 are performed. As a result, stepless change of the turning angle (turning radius) of the traveling machine body 1 and switching of the left and right turning directions are performed.

  Here, in a state in which the main transmission lever 13 is tilted to a position other than the neutral position (a state in which the main steering lever 10 is moved forward or backward), even if the turning operation direction of the steering handle 10 is the same, the swing electric motor 161 is The turning control shaft 160 of the turning HST mechanism 54 is set so as to be rotated in the reverse direction when moving forward and when moving backward. Therefore, regardless of whether the traveling machine body 1 is moving forward or backward, the turning operation direction of the steering handle 10 coincides with the turning direction of the traveling machine body 1 (the traveling machine body can be turned by turning the steering handle 10 counterclockwise). 1 turns left, and if the steering handle 10 is turned to the right, the traveling machine body 1 turns right.) Even an unfamiliar operator can perform the steering operation of the combine without difficulty with the same operation feeling as a four-wheeled vehicle. Can be executed.

  A turning angle sensor 168 for turning such as a rotary encoder is attached to the turning control shaft 160 (or the motor output shaft of the turning electric motor 161). The turning angle sensor 168 for turning detects the turning angle of the turning control shaft 160 (or the motor output shaft of the turning electric motor 161), and hence the shift output amount of the turning HST mechanism 54. The turning angle sensor 168 for turning is also electrically connected to the controller 170 described later, and the detection information is appropriately input to the controller 170.

(4). Next, the configuration of the controller 170 as vehicle speed control means will be described with reference to FIG.

  A controller 170 as a vehicle speed control means mounted on the traveling machine body 1 is a linear motor based on detection information from the steering position sensor 117 and the main shift position sensor 135 and a shift output pattern (see FIGS. 8 and 9) described later. Shift steering control is performed in which the motor 151 and the turning electric motor 161 are operated to adjust the vehicle speed and the traveling direction of the traveling machine body 1. The controller 170 includes a CPU 171 for executing various arithmetic processes and controls, a PROM 172 as a storage means for storing control programs and data, a RAM 173 for temporarily storing control programs and data, sensors, actuators, and the like. An input / output interface for exchanging data is provided.

  The input interface of the controller 170 includes the steering position sensor 117 as the aforementioned turning detection means, the main transmission position sensor 135 as the straight movement detection means, the auxiliary transmission position sensor 145 as the auxiliary transmission detection means, and the straight rotation angle sensor. 158 and turning angle sensor 168 for turning, a vehicle speed sensor 175 as vehicle speed detecting means for detecting the vehicle speed of the traveling machine body 1 from the rotational speeds of the left and right drive output shafts 77, and a side slip detection for detecting a side slip of the traveling machine body 1 A gyro sensor 176 as a means is connected. The gyro sensor 176 detects the direction and size of the skid from the angular velocity when the traveling machine body 1 rotates horizontally (when skidding).

  On the other hand, as described above, the linear motor drive circuit 157 for driving the linear electric motor 151, the swing motor drive circuit 167 for driving the swing electric motor 161, and the like are connected to the output interface of the controller 170. .

  In the PROM 172 of the controller 170, a shift output pattern (see FIGS. 8 and 9) showing the relationship between the operation amount of the main shift lever 13 and the steering handle 10 and the speed of the left and right traveling crawlers 2 is, for example, a map format or a function table. Pre-stored in format. In addition, you may make it memorize | store the data of a pair of the operation amount of the main transmission lever 13 and the steering handle 10, and the speed of the left and right traveling crawlers 2 in the PROM 172 as a table map.

  8 and 9 show a part of the shift output pattern stored in the PROM 172 as a graph. FIG. 8A shows a shift output pattern during forward movement in the dry paddy mode, FIG. 8B shows a shift output pattern during reverse drive in the dry paddy mode, FIG. 9A shows a shift output pattern during forward movement in the wet paddy mode, and FIG. (B) is a shift output pattern during reverse travel in the wet paddy mode.

  Examples of these shift output patterns correspond to a case where the main shift lever 13 is tilted (forward or reverse) by a predetermined amount. In the graph of each shift output pattern, the horizontal rotation angle (operation amount) of the steering handle 10 is taken on the horizontal axis, and the speed of the traveling crawler 2 is taken on the vertical axis. In the graph of each shift output pattern, the thicker output lines L1, L2, L1 ', L2' represent the relationship when the sub-shift lever 14 is operated to the high speed side, and the narrower output lines L3, L4, L3. ', L4' represents the relationship when the auxiliary transmission lever 14 is operated to the low speed side.

  The output lines L1, L1 ′, L3, L3 ′ indicated by solid lines represent the relationship between the speed of the traveling crawler 2 on the outer side of the turn and the left and right rotation operation angles of the steering handle 10, and are indicated by two-dot chain lines. The illustrated output lines L2, L2 ′, L4, and L4 ′ represent the relationship between the speed of the traveling crawler 2 on the inside of the turn and the left and right turning operation angles of the steering handle 10. In addition, the broken line located between the output lines (for example, L1 and L2) of the same thickness is the average value of the speed of the traveling crawler 2 inside and outside the turn (left and right), and indicates the vehicle speed of the traveling machine body 1 at that time. Yes.

  The shift output pattern at the time of forward movement and the shift output pattern at the time of reverse movement in each mode are set to have a line-symmetric relationship with respect to the horizontal axis. Therefore, the following description will be made by using a shift output pattern (see FIGS. 8A and 9A) at the time of forward movement in each mode as a representative.

  In the shift output pattern during forward movement in the dry paddy mode (FIG. 8A), the solid output line L1 related to the traveling crawler 2 outside the turn is a gentle upward convex curved line that is almost horizontal. A two-dot chain line output line L2 related to the traveling crawler 2 inside the turn is inclined to the lower right as the left and right turning operation angle of the steering handle 10 increases, and the left and right turning operation angle is close to 100 °. The curved line penetrates the horizontal axis.

  For this reason, when the dry transmission mode is selected by operating the auxiliary transmission lever 14 to the high speed side and the main transmission lever 13 is operated forward, the larger the left and right rotation operation angle of the steering handle 10 is, A difference occurs in the speed of the traveling crawler 2, and the traveling machine body 1 turns left and right (brake turn) with a small turning radius, and the vehicle speed (turning speed) of the traveling machine body 1 is reduced. When the left and right turning operation angle of the steering handle 10 is increased to near the limit, the left and right traveling crawlers 2 are rotated forward, the inner ones are rotated backward, and the traveling machine body 1 is moved on the spot. It will be a spin turn. If the steering wheel 10 is not operated (if it is in the neutral position) in the state where the main transmission lever 13 is moved forward with the dry paddy mode selected, the left and right traveling crawlers 2 have the same rotational speed in the same direction. Needless to say, the traveling machine 1 travels straight ahead.

  In the shift output pattern during forward movement in the wet paddy mode (FIG. 9A), the solid output line L3 related to the traveling crawler 2 on the outside of the turn increases as the left and right turning operation angle of the steering handle 10 increases. It is a curved line that is slanted. An output line L4 of a two-dot chain line related to the traveling crawler 2 on the inner side of the turn is a curved line that is inclined to the lower right as the left and right turning operation angle of the steering handle 10 increases. The solid output line L3 and the two-dot chain line output line L4 are set in a line-symmetric relationship with a broken line located therebetween.

  That is, in the shift output pattern at the time of forward movement in the wet paddy mode (FIG. 9A), the speed increase amount of the traveling crawler 2 on the outer side of the turning and the traveling on the inner side of the turning are increased as the left and right turning operation angle of the steering handle 10 is increased. The speed difference between the left and right traveling crawlers 2 is set to be large in a state where the amount of deceleration of the crawler 2 is substantially equal. For this reason, in the state where the main transmission lever 13 is moved forward after selecting the wet paddy mode by operating the auxiliary transmission lever 14 to the low speed side, the left and right turning operation angles of the steering handle 10 are not limited. Thus, the vehicle speed (turning speed) of the traveling machine body 1 is held at a speed proportional to the operation amount of the main transmission lever 13.

  Further, the two-dot chain output line L4 is a curved line extending above the horizontal axis without penetrating the horizontal axis. For this reason, when the wet paddy mode is selected, the left and right traveling crawlers 2 do not reverse each other and the traveling machine body 1 spin-turns even if the left and right turning operation angles of the steering handle 10 are increased to near the limit. There is no.

(5). Operation and Effect In the above configuration, when the auxiliary transmission lever 14 is tilted to the high speed side or the low speed side, the controller 170 selects the shift output pattern shown in FIG. 8 or 9 from the PROM 172 in accordance with the operation state. Then, the controller 170 detects the left and right of the steering handle 10 and the main transmission lever 13 in accordance with the operation state of the steering handle 10 and the main transmission lever 13 from the detection information of the steering position sensor 117 and the main transmission position sensor 135 and the previously selected transmission output pattern. The speed of the traveling crawler 2 is calculated, and the linear electric motor 151 and the swing electric motor 161 are driven so that the actual speed of the left and right traveling crawlers 2 matches the calculation result.

  For example, when the steering handle 10 is turned left (or right) with the main speed change lever 13 being operated forward, the controller 170 controls the turning control shaft in proportion to the left and right turning operation angles of the steering handle 10. The swing electric motor 161 is driven so that 160 rotates in the arrow L direction (or arrow R direction) in FIG. As a result, the left (or right) traveling crawler 2 is driven in the forward deceleration direction, while the right (or left) traveling crawler 2 is driven in the forward acceleration direction, and the traveling body 1 is turned in the left (or right) direction. Correct the driving path.

  At this time, if the shift output pattern for the dry paddy is selected by operating the sub-shift lever 14 to the high speed side, the controller 170 causes the straight-ahead control shaft to be proportional to the left and right rotational operation angles of the steering handle 10. The linear electric motor 151 is also driven so that 150 rotates in the direction of arrow B in FIG. 5, and the vehicle speed in the forward direction of the traveling machine body 1 is decelerated corresponding to the turning radius at that time.

  Conversely, when the steering handle 10 is turned left (or right) with the main shift lever 13 being operated backward, the controller 170 controls the turn in proportion to the left and right turning operation angles of the steering handle 10. The swing electric motor 161 is driven so that the shaft 160 rotates in the arrow R direction (or arrow L direction) in FIG. As a result, the left (or right) traveling crawler 2 is driven in the backward deceleration direction, while the right (or left) traveling crawler 2 is driven in the backward acceleration direction, and the traveling body 1 is turned in the left (or right) direction. Correct the driving path.

  At this time, if the shift output pattern for the dry paddy is selected by operating the sub-shift lever 14 to the high speed side, the controller 170 causes the straight-ahead control shaft to be proportional to the left and right rotational operation angles of the steering handle 10. The linear electric motor 151 is driven so that 150 rotates in the direction of arrow F in FIG. 5, and the vehicle speed in the backward direction of the traveling machine body 1 is decelerated corresponding to the turning radius at that time.

  When the steering handle 10 is in the neutral position with the main speed change lever 13 being operated forward (or reverse), the controller 170 is proportional to the operation amount of the main speed change lever 13 based on the speed change output pattern for dry fields or wet fields. Then, only the linear electric motor 151 is driven so that the linear control shaft 150 rotates in the direction of arrow F (or arrow B) in FIG. As a result, the left and right traveling crawlers 2 are driven at the same rotational speed in the same direction, and the traveling machine body 1 executes a forward (or reverse) operation proportional to the operation amount of the main transmission lever 13.

  When the main speed change lever 13 is in the neutral position, the controller 170 controls the straight electric motor 151 and the straight movement control shaft 150 and the turning control shaft 160 to return to the neutral position based on the dry paddy or wet paddy shift output pattern. The turning electric motor 161 is driven. As a result, both the rotary swash plates of the first and second hydraulic pumps 55 and 57 are in a neutral state, and the hydraulic continuously variable transmission 50, that is, both the straight-traveling and turning HST mechanisms 53 and 54 are stopped.

  As is clear from the above-described aspect, the controller 170 has the shift output pattern (FIG. 8 and FIG. 8) selected according to the detection information of the steering position sensor 117 and the main shift position sensor 135 and the operation state of the sub shift lever 14. Based on FIG. 9, the shift steering control is performed in which the linear electric motor 151 and the swing electric motor 161 are operated to adjust the vehicle speed and the traveling direction of the traveling machine body 1. In addition, in response to the operation state of the sub-shift lever 14, a shift output without excess or deficiency can be transmitted to the left and right traveling crawlers 2. For this reason, it can contribute to the improvement of the traveling performance of the traveling machine body 1.

  In particular, in the configuration of the embodiment, the rectilinear electric motor 151 operates the rectilinear control shaft 150 that is an adjustment unit of the rectilinear HST mechanism 53, and the swing electric motor 161 is a swing control shaft 160 that is an adjustment unit of the swing HST mechanism 54. Therefore, in both the straight and turning HST mechanisms 53 and 54, there is no power loss due to slippage of the clutch or brake as in the above-mentioned Patent Document 1, and the hydraulic pumps 55 and 57 and the hydraulic motor Only normal hydraulic power transmission losses at 56 and 58 occur. For this reason, loss horsepower (energy loss) can be greatly reduced.

  Further, for example, when traveling at a high speed on a dry paddy field or on a road where the farm scene is dry, it is preferable to suppress the centrifugal force generated when the traveling machine body 1 turns. In such a case, according to the embodiment, the shift steering control based on the shift output pattern (see FIG. 8) of the dry paddy mode suitable for traveling on the dry paddy or on the road can be performed only by tilting the auxiliary shift lever 14 to the high speed side. When the main shift lever 13 is operated forward (or reverse), the traveling machine body 1 turns left and right (brake turn) with a smaller turning radius as the left and right turning operation angle of the steering handle 10 increases. In addition, the smaller the turning radius, the slower the vehicle speed (turning speed) of the traveling machine body 1 is. That is, an insensitive turning feeling can be obtained and the centrifugal force acting on the operator can be suppressed.

  In order to improve the turning performance in the wet field, the auxiliary transmission lever 14 may be tilted to the low speed side. Then, the shift steering control based on the shift output pattern (see FIG. 9) in the wet paddy mode suitable for the wet paddy field is executed, and when the main shift lever 13 is operated forward (or reverse), the steering handle 10 The vehicle speed (turning speed) proportional to the amount of operation of the main speed change lever 13 is maintained regardless of the size of the left and right turning operation angles. That is, an agile turning feeling can be obtained.

  That is, according to the configuration of the embodiment, the shift output pattern during dry paddy or road driving and the shift output pattern during wet paddy driving can be set differently, and the shift output pattern can be switched by operating the sub shift lever 14. Therefore, the operator can easily select an appropriate traveling characteristic (turning characteristic) suitable for the field condition or the like.

(6). Side Slip Control Now, the controller 170 according to the embodiment determines the steering position from the rotational operation angle (operation amount) of the steering handle 10 and the vehicle speed of the traveling machine body 1 during the execution of the shift steering control described above. Based on the detection information of the sensor 117 and the vehicle speed sensor 175, the target angular velocity ω ₀ corresponding to the target turning angle of the traveling machine body 1 is set as appropriate. In this case, the PROM 172 of the controller 170 stores in advance a table map for obtaining the target angular velocity ω ₀ from the turning operation angle of the steering handle 10 and the vehicle speed of the traveling machine body 1.

When the controller 170 determines that the detected angular velocity ω of the gyro sensor 176 does not match the target angular velocity ω ₀ and the traveling body 1 is skidding, the detected angular velocity ω of the gyro sensor 176 becomes the target angular velocity ω. _In order to change and adjust the speeds of the left and right traveling crawlers 2 so as to coincide with ₀ (cancel the side slip), a control for correcting the shift output pattern shown in FIGS. 8 and 9 is executed.

When the sub-shift lever 14 is operated to the high speed side with the shift output pattern in the dry paddy mode shown in FIG. 8A selected (see the thick solid output lines L1 and L2) as an example, the target angular velocity ω ₀ Is larger than the detected angular velocity ω (ω ₀ > ω, see FIG. 10A), the controller 170 is side-sliding so that the traveling machine body 1 turns smaller than the turning operation angle of the steering handle 10. Judge. Then, the controller 170 changes the shifting output pattern in the dry paddy mode shown in FIG. 8A to a thick solid output line so that the speed difference between the left and right traveling crawlers 2 is increased without changing the vehicle speed of the traveling machine body 1. Corrections are made so that L1 and L2 are graphs translated in the vertical direction away from the broken line therebetween (see arrow A1 direction).

On the other hand, when the target angular velocity ω ₀ is smaller than the detected angular velocity ω (ω ₀ <ω, see FIG. 10B), the controller 170 causes the traveling machine body 1 to rotate more than the turning operation angle of the steering handle 10. Judging that the skid is slippery. Then, the controller 170 changes the shifting output pattern of the dry paddy mode shown in FIG. 8A to a thick solid output line so that the speed difference between the left and right traveling crawlers 2 is reduced without changing the vehicle speed of the traveling machine body 1. Corrections are made so that L1 and L2 are graphs translated in the vertical direction approaching the broken line therebetween (see arrow A2 direction).

When such a skid control is executed, the shift output pattern can be changed to one adapted to the skid state by the above-described correction. Therefore, even if the operating state of the steering handle 10 or the main shift lever 13 is maintained, the gyroscope is maintained. The speeds of the left and right traveling crawlers 2 can be changed and adjusted so that the detected angular velocity ω of the sensor 176 coincides with the target angular velocity ω ₀ and the side slip is canceled. For this reason, when the traveling machine body 1 slides sideways, even if the operator does not operate the steering handle 10 or the main speed change lever 13, the skidding state can be easily eliminated and the grounding force of the left and right traveling crawlers 2 can be increased. Can be restored. Therefore, the behavior of the traveling machine body 1 is stabilized.

  The present invention is not limited to the above-described embodiment, and can be embodied in various forms. For example, the present invention is not limited to the above-described combine, but can be widely applied to various vehicles such as farm work machines such as tractors and rice transplanters and special work vehicles such as crane cars. The auxiliary transmission operating body is not limited to the lever type as in the embodiment, but may be a switch type. In addition, the structure of each part is not limited to embodiment of illustration, A various change is possible in the range which does not deviate from the meaning of this invention.

It is a side view of a combine. It is a top view of a combine. It is a skeleton figure of a power transmission system. It is a skeleton figure inside a mission case. It is a functional block diagram which shows typically the relationship between a main transmission lever and a steering handle, and a hydraulic continuously variable transmission. It is side surface sectional drawing of a steering handle. It is side surface sectional drawing of a side column. It is explanatory drawing of the shift output pattern for dry fields, (a) is the thing at the time of forward movement, (b) is the thing at the time of reverse drive. It is explanatory drawing of the speed change output pattern for wet fields, (a) is the thing at the time of advance, (b) is the thing at the time of reverse drive. It is explanatory drawing which shows the aspect of a skid, (a) is the case of the skid of the small turn tendency, (b) is the case of the skid of the large turn tendency.

DESCRIPTION OF SYMBOLS 1 Traveling machine body 2 Traveling crawler 9 Steering part 10 Steering handle 11 as turning operation body Steering seat 12 Side column 13 Main transmission lever 14 as linear operation body Subtransmission lever 17 as auxiliary transmission operation body 17 Engine 18 Transmission case 50 Hydraulic pressure Continuously variable transmission 51 Sub transmission mechanism 52 Differential mechanism 53 HST mechanism for rectilinear movement HST mechanism for turning 117 Steering position sensor 135 as turning detection means Main shift position sensor 145 as rectilinear detection means Sub shifting detection means as sub shifting detection means Shift position sensor 151 Linear electric motor 161 as actuator 161 Electric swing motor 170 as actuator 170 Controller 172 as vehicle speed control means PROM as storage means
175 Vehicle speed sensor 176 Gyro sensor as skid detection means

Claims (1)

The power of the engine (17) mounted on the traveling machine body (1) is transmitted to the left and right traveling units (2) via the straight traveling hydraulic transmission mechanism (53) and the turning hydraulic transmission mechanism (54). is, the subtransmission mechanism to the shift output range of the rectilinear hydraulic transmission mechanism (53) switched in a plurality of steps (51), the traveling machine body (1) straight operation body for operating the rectilinear speed of change (13) A turning operation body (10) for changing the traveling direction of the traveling machine body (1), and a sub-transmission operation body (14) for switching the sub-transmission mechanism (51). And
A rectilinear electric motor (151) connected to an adjustment unit (150) for adjusting a shift output of the straight hydraulic transmission mechanism (53), and an adjustment unit for adjusting a shift output of the turning hydraulic transmission mechanism (54). 160) a swing electric motor (161) connected to the vehicle 160, a vehicle speed control means (170) for controlling the drive of the straight electric motor (151) and the swing electric motor (161) , and both the operating bodies (13) ( operation amount and the left and right traveling unit 10) (2) storing means (172 to advance stores a plurality of shift output pattern indicating the relationship between the rate of) and Bei give a,
The shift output pattern is set corresponding to at least two modes of dry rice field and wet rice field,
When the auxiliary transmission operating body (14) is operated to the high speed side, a shifting output pattern in the dry rice field mode is selected, and the traveling machine body (1) is proportional to the operation amount of the turning operating body (10). While driving the turning electric motor (161) so as to produce a speed difference between the left and right traveling parts (2) in the direction in which the vehicle speed decelerates,
When the auxiliary transmission operating body (14) is operated to the low speed side, a shifting output pattern in the wet paddy mode is selected, and the traveling section (2 on the outside of the turn is proportional to the operation amount of the turning operation body (10). ) And the turning electric motor (161) are driven so that the speed difference between the left and right traveling parts (2) is increased in a state where the amount of acceleration of the traveling part (2) inside the turning is substantially equal. ,
Traveling vehicle.

Images