JPH0260529B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a deceleration control device for a work traveling machine such as a combine harvester.

[Prior art and problems to be solved by the invention]

Conventionally, in this type of work traveling machine, when an intermittent clutch such as a traveling clutch that connects and disconnects power transmission is disengaged, a transmission mechanism that changes gears according to the shift lever position is changed to a preset deceleration state. There is a device that is controlled to a set state, and when the intermittent clutch is engaged, the speed is increased from this deceleration set state to the original speed, and the aircraft runs smoothly without impact. However, conventionally, in such a deceleration control device, even if the transmission lever is operated with the intermittent clutch disengaged to bring the transmission mechanism to a low speed below the deceleration setting value, the transmission mechanism will not perform the deceleration regardless of the position of the transmission lever. As a result, if the intermittent clutch is engaged in this state, the deceleration will start from the set speed, which is faster than the gear shift lever position, and then decelerate to the speed corresponding to the gear shift lever position, which is extremely unreasonable. This has become a problem because it results in a shift state that is extremely unsafe, resulting in a significant lack of safety.

[Means to solve the problem]

In view of the above-mentioned circumstances, the present invention was devised for the purpose of providing a deceleration control device for a work traveling aircraft that can eliminate these drawbacks, and the present invention has been devised for the purpose of providing a deceleration control device for a work traveling aircraft that can eliminate these drawbacks. In a working traveling aircraft, the work vehicle is provided with a deceleration control mechanism that controls a speed change mechanism to be in a deceleration setting state in conjunction with a disengagement operation of an intermittent clutch that connects and disconnects power transmission. Low-speed control that detects that the shift lever position is operated to a lower speed than the deceleration setting state when the clutch is disengaged, and issues a control command so that the transmission mechanism is in a low-speed shift state according to the shift lever position. The device is characterized in that a means is provided.

With this configuration, when the transmission lever is operated to a lower speed side than the deceleration setting position while the intermittent clutch is disengaged and the transmission mechanism is controlled to the deceleration setting value, the transmission mechanism is decelerated. Priority is given to control to the set value, and control is given to a low speed shift state according to the shift lever, so that operation can be resumed safely when the intermittent clutch is engaged.

〔Example〕

Next, embodiments of the present invention will be described based on the drawings. In the drawing, reference numeral 1 denotes a traveling body of a combine harvester, and the traveling body 1 includes a pre-processing section 2 for reaping stem culms to be planted in a field, a threshing section 3 for threshing the harvested stem culms, and a threshing section 3 for threshing the harvested stem culms. It is composed of a post-processing section 4 that performs processing such as tying the processed culms and discharges them outside the machine, and a storage section 5 that stores the threshed and sorted grains in grain bags. , and driver's seat 6
The clutch pedal 7, the continuously variable speed lever 8, the main speed change lever 9, etc. are all provided within the range that can be operated from the front.

FIG. 2 shows the power transmission mechanism and control mechanism of the traveling system of the aircraft 1, including the clutch pedal 7, levers 8, 9, etc., where 10 is the engine, and 11 is the engine 10 and transmission. 12 is a continuously variable transmission mechanism provided between the transmission 12 and the continuously variable transmission mechanism 11; 13 is a crawler type traveling body that operates in response to the driving force from the transmission 12; 14 is a driven pulley of the transmission 12 and the continuously variable transmission mechanism 11; A traveling clutch is an example of an intermittent clutch provided between the two, and a motor 15 acts on the split pulley 11a on the driving side of the continuously variable transmission mechanism 11 to perform continuously variable speed. When the clutch pedal 7 is depressed, the travel clutch 14 is disengaged, which is detected by a detection switch 17 provided opposite to the clutch pedal 7, and the detection signal is input to the microcomputer 16. Furthermore, by operating the continuously variable speed lever 8, the detection signal value P1 from the potentiometer 18 provided on the continuously variable speed lever 8 is detected.
is input to the microcomputer 16. On the other hand, numeral 19 is a potentiometer provided in the continuously variable transmission mechanism 11, and the potentiometer 19 inputs a detected value P2 corresponding to the speed change state of the continuously variable transmission mechanism 11 to the microcomputer 16. ing.

The microcomputer 16 constituting the deceleration control mechanism outputs a deceleration control command to the motor 15 based on the input data to control the continuously variable transmission mechanism 11. That is, in the flowchart of the deceleration control mechanism shown in FIG. 3, it is first detected whether the travel clutch 14 is engaged (ON, detection switch 17 is OFF) or disengaged (OFF, detection switch 17 is ON). It is determined based on the detection signal from the switch 17, and if it is ON, the potentiometer 18 is activated according to the operating position of the continuously variable speed lever 8.
The detected value P1 of the continuously variable transmission mechanism 11 side is compared with the detected value P2 of the potentiometer 19 on the side of the continuously variable transmission mechanism 11, and both detected values
When P1 and P2 are equal (P1 = P2, when the operation position of the continuously variable transmission lever 8 and the speed change state of the continuously variable transmission mechanism 11 match), a drive command is not sent to the motor 15 and it remains stopped. However, if the detection value P1 on the continuously variable transmission lever 8 side is large (P1>P2, when the continuously variable transmission lever 8 is on the higher speed side than the continuously variable transmission mechanism 11), the motor 15 is A forward rotation command is issued and the continuously variable transmission mechanism 11 is controlled to be at high speed, and conversely, if the detected value P1 on the continuously variable transmission lever 8 side is small (P1<P2, the continuously variable transmission mechanism 11
is on the lower speed side than the continuously variable transmission mechanism 11 side), a reverse rotation command is issued to the motor 15 to control the continuously variable transmission mechanism 11 to a low speed, and in this way, The continuously variable transmission mechanism 11 is controlled to increase or decrease in accordance with the operating position of the continuously variable transmission lever 8.

On the other hand, when the clutch pedal 7 is depressed to disengage the travel clutch 14 (OFF), the microcomputer 16 first detects the detected value of the continuously variable speed lever 8.
P1 and deceleration lower limit P1A (no more than stepless variable speed lever 8)
is on the low speed side, the continuously variable transmission mechanism 1
1 with a value that does not require deceleration control (described later), and if the detected value P1 is smaller than or equal to the deceleration lower limit P1A (P1≦P1A), the detected value P1 and stepless value are compared as described above. Traveling control is performed by comparison with P2 on the transmission mechanism 11 side, and unnecessary deceleration control is omitted. Also, if the detected value P1 is larger than the deceleration lower limit value P1A (P1>P1A),
When the travel clutch 14 is disengaged (detection switch 17
Assuming that the detected value on the continuously variable transmission mechanism 11 side is P2a at the time when
1/2 of the value obtained by subtracting the preset minimum deceleration setting value P2min (a value close to zero) is calculated and set as the deceleration setting value P2A, and this deceleration setting value P2A (i.e.,
P2A=(P2a−P2min)/2≒P2a/2) is compared with the detected value P2 on the continuously variable transmission mechanism 11 side, and the detected value P2 is larger than the deceleration set value P2A (P2>P2A, no The speed change mechanism 11 sets the deceleration setting value P2A.
If the speed is higher than the deceleration setting value P2A), a reverse rotation command is issued to the motor 15, and the continuously variable transmission mechanism 11 is controlled to slow down. P2≦P2A, the continuously variable transmission mechanism 11 is at the same speed as the deceleration setting value P2A or is at a low speed), the detected values P1 and P2 of the continuously variable transmission lever 8 and the continuously variable transmission mechanism 11 described above is compared and judged, and the detected value P1 on the continuously variable speed lever 8 side is determined.
is equal to or greater than the detection value P2 on the continuously variable transmission mechanism 11 side (P1≧P2, the continuously variable transmission lever 8 is equal to the deceleration value of the continuously variable transmission mechanism 11 or on the high speed side)
In this case, the motor 15 is controlled to remain stopped, but the detected value P1 on the side of the continuously variable transmission lever 8 is small (P1<P2, the motor 15 is controlled to remain stopped).
If the speed is lower than that of the lower speed), the motor 15 is reversely rotated to control the continuously variable transmission mechanism 11 to the lower speed side, and thus constitutes the low speed control means of the present invention.

In the embodiment of the present invention configured as described above, as described above, when the aircraft is traveling, the microcomputer 16 configuring the deceleration control mechanism detects the potentiometer 19 on the side of the continuously variable transmission mechanism 11. A forward/reverse drive command is issued to the motor 15 so that the value P2 becomes equal to the detected value P1 of the potentiometer 18 on the side of the continuously variable speed lever 8, and in this way, the drive command is made to match the operating position of the continuously variable speed lever 8. The speed control will be performed accordingly.

While the aircraft is running like this, if you depress the clutch pedal 7 and disengage the travel clutch 14,
A detection signal from the detection switch 17 that detects this is input to the microcomputer 16.
Then, the microcomputer 16 calculates the deceleration setting value P2A based on the detected value P2a on the continuously variable transmission mechanism 11 side when the traveling clutch 14 is disengaged as described above, and calculates the deceleration setting value P2A and the continuously variable transmission. The detected value P2 on the mechanism 11 side will be compared and judged. Then, the continuously variable transmission mechanism 11 sets the deceleration setting value P2A.
(P2>P2A)
Then, the continuously variable transmission mechanism 11 is controlled by driving the motor 15 in the reverse direction so as to match the deceleration set value P2A. Then, when the clutch pedal 7 is released and the travel clutch 14 is engaged to resume travel, the aircraft starts from this deceleration setting value P2A.
The speed will be increased to a speed corresponding to the operating position of the continuously variable speed lever 8, and smooth resumption of running without sudden start will be possible.

In this way, in the present invention, when the traveling clutch 14 is disengaged, the continuously variable transmission mechanism 11 is set to the deceleration setting value P2A.
When the speed is higher than the deceleration setting value, the continuously variable transmission mechanism 11 is controlled by the command from the deceleration control mechanism
Although the system decelerates until it matches P2A and eliminates sudden start when restarting driving, the continuously variable speed lever 8 is not activated when the driving clutch 14 is in the disengaged state. When the operation is performed to a lower speed than the deceleration set value P2A, the continuously variable transmission mechanism 11 uses the low speed control means of the deceleration control mechanism to control the operation position of the continuously variable transmission lever 8, giving priority to control to the deceleration set value P2A. It is designed to be controlled to a low speed state according to the speed. That is, when the traveling clutch 14 is disengaged, regardless of the lever position of the continuously variable transmission lever 8, which has reached a high speed, the continuously variable transmission mechanism 11 uses the aforementioned deceleration control mechanism to adjust the detected value P2 to the deceleration set value P2A. controlled to match. In this state, the continuously variable transmission lever 8 and the continuously variable transmission mechanism 1
1 and the detected value P1>P2, so the motor 15 is stopped. When the traveling clutch 14 is in the disengaged state, when the continuously variable transmission lever 8 is operated to a lower speed than the deceleration setting value P2A, this is detected by the deceleration control means, and the continuously variable transmission lever 8 and the continuously variable transmission mechanism 11 are operated. The detected values are compared, and a reverse drive command is issued to the motor 15 so that the detected value P2 of the continuously variable transmission mechanism 11 matches the lower detected value P1 of the continuously variable transmission lever 8, and in this way, the continuously variable transmission mechanism 1
1 is controlled to a low speed state corresponding to the lever position of the continuously variable speed lever 8. Therefore,
When the continuously variable transmission mechanism 11 sets the continuously variable transmission lever 8 to a speed lower than the speed given by the deceleration setting value P2A, the continuously variable transmission mechanism 11 gives priority to the deceleration setting value P2A and changes the speed according to the operation position of the continuously variable transmission lever 8. As a result, safe running can be resumed at a speed corresponding to the operation position of the continuously variable transmission lever 8, which has become a low speed.

Furthermore, if the traveling clutch 14 is disengaged in a low-speed traveling state where the continuously variable transmission lever 8 is positioned at a lower speed than the deceleration setting value P2A, then P2<P2A and P1
= P2, the motor 15 is controlled to remain stopped, and therefore the continuously variable transmission mechanism 11 does not reach the deceleration set value P2A higher than the continuously variable transmission lever 8 position. Furthermore, this deceleration setting value
P2A is not fixed to a constant value,
Continuously variable transmission mechanism 1 when the traveling clutch 14 is disengaged
Since the deceleration setting value P2A changes in accordance with the lever position of the continuously variable speed lever 8, the deceleration setting value P2A changes in accordance with the lever position of the continuously variable speed lever 8, and the deceleration setting value P2A changes in accordance with the lever position of the continuously variable speed lever 8. This means that the vehicle can resume running at a deceleration speed commensurate with its position.

It should be noted that the present invention is of course not limited to the above-mentioned embodiments, and the point is that the transmission mechanism, which is controlled to change gears according to the position of the transmission lever, is adapted to the disengagement operation of the intermittent clutch that connects and disconnects power transmission. In a working traveling aircraft, which is provided with a deceleration control mechanism that is connected to control the deceleration setting state to be set in advance, the deceleration control mechanism is configured such that when the intermittent clutch is disengaged, the shift lever position is lower than the deceleration setting state. If the device is equipped with a low-speed control means that detects that the shift lever has been operated to the low-speed side and issues a control command so that the shift mechanism changes to a low-speed shift state according to the position of the shift lever, the means may be used. In this case, the discontinuous clutch is not limited to an independent traveling clutch as in the embodiment, but may be a built-in discontinuous clutch such as in a hydraulic transmission, and when the discontinuous clutch is operated to the neutral position, power transmission is interrupted. In the case where the clutch is disconnected, the deceleration control of the present invention can be performed by detecting that the clutch has been operated to this neutral position, and furthermore, the left and right side clutches can be operated simultaneously to intermittent the power. The present invention can also be carried out by detecting simultaneous cutting operations.

[Effect]

In summary, since the present invention is constructed as described above, the continuously variable transmission mechanism is controlled to the deceleration set value in conjunction with the disengagement of the intermittent clutch. The mechanism's deceleration control is such that when the intermittent clutch is disengaged and the gear lever is positioned at a lower speed than the deceleration set value, the continuously variable transmission mechanism will respond to the gear lever position in priority over the deceleration set value. Therefore, when the intermittent clutch is engaged again, low speed operation is possible according to the shift lever position, which makes it possible to resume operation smoothly and with high safety. Become.

[Brief explanation of the drawing]

The drawings show an embodiment of the deceleration control device for a work traveling machine according to the present invention, in which FIG. 1 is an overall perspective view of a combine harvester, FIG. 2 is a block diagram of a power transmission control mechanism, and FIG. FIG. 3 is a flow chart of the deceleration control mechanism, and FIG. 4 is a time chart. In the figure, 8 is a continuously variable transmission lever, 11 is a continuously variable transmission, 14 is a traveling clutch, and 16 is a microcomputer.

Claims (1)

[Claims] 1. A work traveling machine equipped with a deceleration control mechanism that controls a speed change mechanism that is controlled to change speed according to the position of the speed change lever so that it is in a deceleration setting state in conjunction with the disengagement operation of an intermittent clutch that connects and disconnects power transmission. , the deceleration control mechanism detects that the shift lever position is operated to a lower speed than the deceleration setting state while the intermittent clutch is in the disengaged state, and the shift mechanism changes to a low speed shift state according to the shift lever position. What is claimed is: 1. A deceleration control device for a work traveling aircraft, characterized in that a low speed control means is provided for issuing a control command so that the following is achieved.