JPH0318069B2 - - Google Patents

Description

[Detailed description of the invention] (a) Industrial application field The present invention relates to a vehicle speed control device for a work vehicle such as a combine harvester, and more specifically, a vehicle speed control device equipped with a continuously variable speed lever that can be operated in both forward and reverse directions. Regarding equipment.

(B) Conventional technology Generally, a combine harvester has a main speed change lever in addition to the continuously variable speed lever, and the main speed change lever switches forward, neutral, and reverse, and the continuously variable speed lever changes the forward speed steplessly. It's shifting.

In recent years, hydraulic continuously variable transmissions (HSTs) have been designed to use a continuously variable transmission lever to steplessly change forward and reverse speeds, and cut off power transmission at the neutral position. A combine harvester has been devised that reduces the shift shock when switching forward and smoothly turns and runs.

(c) Problems to be solved by the invention By the way, although the above-mentioned combine harvester having the continuously variable speed lever can perform fine speed control depending on the reaping situation, etc., For combine harvesters with a gear shift lever, when the machine turns, the gear lever is first set to reverse and then switched to forward again to begin work on the next stroke.
While operating the hydraulic lever, side clutch lever, etc., the operator must set the continuously variable transmission lever to the appropriate vehicle speed immediately after starting the next stroke. This has to be done while visually checking, which makes the operation very troublesome and reduces the operator's attention to the front, leading to erroneous operations.

SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to provide a vehicle speed control device that solves the above-mentioned problems by automatically setting the continuously variable transmission to the appropriate shift position when the continuously variable transmission lever is put into the forward range again. This is the purpose.

(d) Means for solving the problem The present invention has been made in view of the above-mentioned circumstances, and as shown in FIG. It is equipped with a continuously variable transmission 2 such as a belt-type continuously variable transmission operated by means 3, and a signal from a lever position detection means 4 such as a potentiometer that detects the position of the continuously variable transmission lever 1 and a continuously variable transmission. The control section C compares the signal from the shift position detecting means 5, which also detects the shift position of the transmission 2, such as a potentiometer, and detects the shift position of the continuously variable transmission 2.
This relates to a work vehicle in which the speed is controlled to correspond to the operating position of the continuously variable transmission lever 1.

A shift position determining means 6 such as a push button switch that determines the shift position based on the continuously variable shift lever 1 in the forward range is installed in the driver's seat, and the shift position determined by the shift position determining means 6 is further installed. Shift storage means C2 and lever position detection means 4 for storing
A forward determining means C2 is disposed within the control section C for determining whether or not the continuously variable speed lever 1 is in the forward range based on a signal from the control section C. As a result, continuously variable speed lever 1
When the vehicle moves out of the forward range and enters the forward range, the continuously variable transmission 2 is controlled to shift so that it reaches the shift position stored in the shift storage means C1, regardless of the position of the continuously variable transmission lever 1. It is characterized by

Furthermore, when the work vehicle is a combine harvester, a reaping clutch switch 7 and a main handling depth sensor 9 are provided.
It is desirable that the speed change storage means C1 be connected to the control section C so that the vehicle speed control by the speed change storage means C1 is performed only when the switch 7 and the sensor 9 are on, that is, when the combine harvester is in operation.

(E) Effect Based on the above configuration, a work vehicle, such as a combine harvester, operates the continuously variable transmission lever 1 to control the continuously variable transmission 2 to reach an appropriate vehicle speed in one stroke of work, and the work proceeds. When the operator determines that the vehicle speed is appropriate for the field by looking at the cutting situation, etc., the operator operates the shift position determining means 6 and stores the shift position in the shift storage means C1. Then, when the vehicle reaches the edge of the field, the operator operates the hydraulic lever and side clutch lever and moves the continuously variable transmission lever 1 to the reverse range, and the combine moves backward at a speed based on the position of the transmission lever 1. turn around As shown in the table, after the aircraft turns, the continuously variable speed lever 1 is returned to the forward range again to start the next stroke.At this time, when the continuously variable speed lever 1 is returned to the forward range, the speed change memory means automatically The continuously variable transmission 1 is set to the appropriate speed stored in C1, and work proceeds at the appropriate speed immediately after the start of the next stroke. If the continuously variable transmission 2 is a belt-type continuously variable transmission, the V-belt will rise smoothly from low speed to a predetermined speed, so the vehicle will smoothly reach the predetermined speed with proper acceleration without starting suddenly. reach

(f) Examples Examples of the present invention will be described below with reference to the drawings.

As shown in FIG. 5, the combine 11 has a machine body 13 supported by crawlers 12. The machine body 13 has an engine 14 mounted at the rear on one side, and is operated at the front on one side. Seats 15 are arranged, and a grain tank 16 is also installed. Further, a preprocessing section 17 is disposed at the front of the body 13 so as to be movable up and down. And driver's seat 15
The driver's seat frame 18 is mounted on the fuselage frame 13a.
Further, a step surface 18a is fixed to the front part of the frame 18, and as shown in FIG. 4, a seat 19 is installed at the rear part via a seat frame 19a. Furthermore, a fuel tank 20 is disposed within the driver's seat frame 18, and a valve body V in which each valve is integrated is disposed on the frame 18 below the seat 19, and a seat cover An electric control panel CU is installed on the front side.

On the other hand, as shown in FIG. 3 and FIG.
It's becoming 2. A monolever 23 is provided upright on the right side of the operation panel 22, and various operation switches, meters, and display lamps are also provided. The monolever 23 is configured to be able to swing in two steps only in the left and right direction, with the first step controlling the left and right side clutches, and the second step controlling the left and right side clutches. It is designed to control the brake control pressure. On the other hand, left and right side clutch levers 25 and 26 are supported on the operating table 21 so as to be rotatable in the front and rear directions, and the base ends of the levers 25 and 26 are connected to the transmission case 3 through link mechanisms.
9 (see Figure 4) is linked to the side clutch/brake. Further, the distal ends of the left and right side clutch levers 25 and 26 protrude from the opening of the operation console 21 toward the driver's seat 15 side, and further extend upward through the outer side of the operation panel 22 on the driver's seat side. The grip portions 25a and 26a are bent and extended inwardly at positions higher than the grip portion of the monolever 23, respectively.
It consists of Therefore, the grip portions 25a and 26a of the left and right side clutch levers are wide open and do not obstruct visual viewing of the various meters and display lamps on the operation panel 22 or the operation of various switches, and the right side clutch lever The grip portion 26a of the lever 26 is positioned to cover the monolever 23 when viewed from the front, and the grip portion 26a serves as an armrest when the monolever 23 is operated and is configured to serve as a protective frame for the monolever 23. Furthermore, hooks that constitute a locking means facing the left and right side clutch levers 25 and 26 are fixed with bolts to the driver's side side plate of the operation console 21, and these hooks lock the side clutch levers 25 and 26. Stop・
When fixed, these levers serve as handles for stabilizing the operator.

On the other hand, a side operation panel 29 is arranged adjacent to the inside of the aircraft body of the driver's seat 20, and a hydraulic lever 30, an F/R continuously variable transmission lever 1, and an auxiliary transmission lever 31 are arranged on the panel 29. Further, an engine control lever 32 is arranged at the front end of the panel 29, and a threshing clutch lever 33 and a pre-processing section clutch lever 35 are arranged side by side at the far side of the seat. The hydraulic lever 30, the continuously variable speed lever 1, and the auxiliary speed change lever 31 are arranged as shown in FIGS. 3 and 4 in detail.
Hydraulic lever 3 from the front of the aircraft in the longitudinal direction of the aircraft
0, the continuously variable transmission lever 1, and the auxiliary transmission lever 31, and the auxiliary transmission lever 31, the continuously variable transmission lever 1, and the hydraulic lever 30 are located in this order from the driver's seat 20 side in the left-right direction of the aircraft. The gear lever 31, the continuously variable gear lever 1, and the hydraulic lever 30 are configured to be higher in this order. Further, as shown in detail in FIG. 4, the hydraulic lever 30 is swingably supported by a pin 52 and controls the valve of the valve body V via a link mechanism 54.
The pre-processing section 17 can be controlled to move up and down. Further, the F/R continuously variable transmission lever 1 is supported by a pivot plate 1a so as to be able to freely swing in the left and right directions and be in an upright position. It is supported so as to be swingable in the longitudinal direction of the fuselage, and can therefore be operated along the crank-shaped guide hole 40 to a forward range F, a reverse range R, and a neutral position N. Further, a potentiometer 4 is interlocked with the pivot plate 1a of the continuously variable speed lever 1.
Belt type continuously variable transmission 2 and transmission case 3
The forward/reverse hydraulic multi-disc clutch in 9 is controlled to perform stepless speed change control in forward and reverse directions, and both the forward and reverse clutches are disengaged at the neutral position N to bring them into a neutral state. In addition, the sub-shift lever 3
1 is pivotally supported by a pin 59, and is further interlocked with a sub-transmission gear arm 61 of the transmission case 39 via a link mechanism 60, so that the sub-transmission gear can be switched between high speed and low speed. Further, a pre-processing section shift lever 62 is pivotally supported on the pivot pin 59 of the sub-shift lever 31, and the lever 62 is connected to the pre-processing section shift gear arm 65 of the transmission case 39 via a link mechanism 63.
In conjunction with this, the pre-processing section transmission gear can be switched. Note that the stepped portion 40a of the guide hole 40 of the continuously variable transmission lever 1 at the neutral position N is set in a direction in which the forward range F and the hydraulic lever 30 are separated, and the reverse range R and the sub-shift lever 31 are separated. In FIG. 3, reference numeral 55 denotes a brake/travel clutch pedal, which discharges the hydraulic oil of the left and right side clutches to release the clutches, and is mechanically connected to the brakes to brake and operate the left and right brakes.

As shown in FIG. 3, a vehicle speed memory switch 6 consisting of a push button switch is disposed at the front end of the continuously variable transmission lever guide hole 40 in the side operation panel 29. It is built-in and lights up when the switch 6 is turned on to inform the operator that the memory control is in operation.

Furthermore, as shown in FIG. 2, the signal from the vehicle speed memory switch 6 and the signal from the potentiometer 4 of the continuously variable transmission lever 1 are transmitted to the control section C in the electric control panel CU.
has been entered. The combine harvester 11 is also equipped with a reaping clutch 7' and a handling depth sensor, and a switch 7 is turned on when the clutch 7' is connected, and a handling depth sensor is turned on by detecting the flow of grain culms. A signal from the depth main sensor 9 is also input to the control section C. Further, the belt type continuously variable transmission 2 is provided with a potentiometer 5 for detecting the moving position l of the movable pulley, that is, the shift position, and a signal from the meter 5 is input. On the other hand, the continuously variable transmission 2 is controlled to change speed by the operation of the actuator 3A by the solenoid valve 3, and the solenoid valve 3 is controlled by a signal from the control section C.

Next, the operation of this embodiment will be explained.

When the operator moves the continuously variable speed lever 1 to the forward range F, the tilt angle θ of the lever 1 is detected by the potentiometer 4, and the detected voltage V1 of the meter is transmitted to the control unit C. Then, the control unit C determines that it is in the forward movement range F, and first the transmission case 39
Then, the actuator 3A is activated by appropriately controlling the solenoid valve 3 so that the detection voltage V2 of the continuously variable transmission potentiometer 5 corresponds to the detection voltage V1 of the potentiometer 4. It operates and controls the continuously variable transmission 2 to shift from low speed to high speed. Then, when the detected voltage V2 from the potentiometer 5 based on the shift position l matches the detected voltage from the potentiometer 4 based on the continuously variable shift lever angle
becomes the neutral position and the continuously variable transmission 2 is set to a predetermined speed. At the same time, move the continuously variable transmission lever 1 to reverse range R.
When it is pushed down, the reverse hydraulic clutch is connected and the continuously variable transmission 1 is set to correspond to the operating position of the gear shift lever 1. When the continuously variable transmission lever 1 is placed at the neutral position N, the forward and reverse hydraulic clutches are released, and the left and right side brakes are activated to bring the vehicle to a halt. At this time, the belt type continuously variable transmission 2 controls the speed change by moving the variable pulley while rotating the belt, so it has smooth speed change characteristics in order to follow the operating position of the continuously variable speed lever 1. Shift.

The vehicle speed control according to this embodiment will be explained with reference to FIG. 6. First, it is determined whether the combine harvester 11 is traveling forward based on the detection signal of the potentiometer 4 (S1). When the vehicle speed memory switch 6 is in the on state (S2) while driving forward, that is, when the continuously variable transmission lever 1 is in the forward range, it is determined whether or not the memory switch 6 has been pressed and turned on. It is determined whether the pulse is at the rising position (S3), and if it is at the rising position, the shift position based on the operation position of the shift lever 1 in that shift state is stored in the shift storage means C1 in the control section C (FIG. 1).
(S4). As a result, the continuously variable transmission 2 is set to the stored speed and the vehicle is controlled to travel at the stored speed (S6). After the gear shift position is stored, when the gear position is traveling forward, that is, when the continuously variable gear lever 1 is in the forward range F (S1), it is stored through path a regardless of the operating position of the continuously variable gear lever 1. It runs at speed. Note that step 55 prevents the vehicle from proceeding to step S6 via path a if the memory switch 6 is accidentally turned on during reverse and then switched to forward.Continuously variable transmission is performed only when the memory is set during forward motion. Machine 2 is set to memory speed. Therefore, when the continuously variable transmission lever 1 is operated to the reverse range R or the neutral position N when turning, etc. (S1),
The continuously variable transmission 2 passes through the path b to the continuously variable transmission lever 1.
(S7), and the combine harvester 11 moves backward at the instructed speed. After turning the aircraft, when the continuously variable transmission lever 1 is returned to the forward range to start the next stroke again, the aircraft travels at the speed stored by the speed change storage means C1, regardless of the operating position of the transmission lever 1. On the other hand, when the shift storage switch 6 is turned off in this state, the speed stored in the shift storage means C1 is reset (S8), and thereafter both forward and reverse movement is controlled at the speed instructed by the shift lever 1.

Next, a partially modified embodiment will be described with reference to FIG. 7.

In the flow shown in FIG. 6, when the vehicle speed memory switch 6 is turned on, the vehicle speed is controlled at the memorized speed even if the combine harvester is not necessarily in operation.
Therefore, in this embodiment, steps S8 and S9 are added to apply only when the reaping clutch switch 7 is on and the reaping operation is in progress, and the handling depth main switch 9 is on and the threshing operation is in progress. , the vehicle speed memory switch 6 is configured to function.

(G) Effects of the Invention As explained above, according to the present invention, by operating the non-permanent shift lever 1 according to the field conditions, etc., and operating the shift position determining means 6 when the vehicle speed reaches the appropriate speed, Even if the unauthorized speed change lever 1 is moved due to turning the aircraft, etc., when the machine moves forward again and starts work, the speed is automatically set to the appropriate speed. It is easy to operate and improves operability, and the operator does not need to visually check the operation position of the continuously variable transmission lever 1, allowing the operator to concentrate on work and reduce erroneous operations.Furthermore, the machine can run at the appropriate speed immediately after turning around. Therefore, work efficiency can be improved.

Further, when the continuously variable transmission is the belt type continuously variable transmission 1, the belt smoothly rises from low speed to appropriate speed while running, so smooth acceleration and deceleration characteristics can be obtained without sudden start.

Furthermore, only when the reaping clutch switch 7 and the main handling depth sensor 9 are on, the speed change storage means C1
If configured to operate, the vehicle speed control is performed based on the storage means C1 only while the combine is in operation, and it is possible to prevent the combine 11 from unexpectedly running at the speed determined by the storage means C1 while driving on the road and causing an accident. It can be prevented.

[Brief explanation of the drawing]

Fig. 1 is a functional block diagram of the present invention, Fig. 2 is an electric circuit diagram showing an embodiment of the invention, Fig. 3 is a plan view showing the driver's seat of the combine harvester, and Fig. 4 is a sectional view seen from behind the seat. , FIG. 5 is an overall side view of the combine harvester. FIG. 6 is a diagram showing a flow of the present invention, and FIG. 7 is a diagram showing a partially modified flow. 1... Continuously variable speed lever, 2... (belt type) continuously variable transmission, 3... Speed change operating means (solenoid valve), 4... Lever position detection means (potentiometer), 5... Speed change position detection means (potentiometer), 6... transmission position determining means (vehicle speed memory switch), 7... reaping clutch switch, 9...
Handling depth sensor, C... control unit, C1... speed change storage means, C2... forward judgment means.

Claims (1)

[Scope of Claims] 1. A continuously variable transmission that is operated by a continuously variable speed lever that can be operated in forward and reverse directions and a continuously variable transmission operated by a speed change operation means, and includes lever position detection means that detects the position of the continuously variable speed lever. and a signal from a shift position detecting means for detecting the shift position of the continuously variable transmission, the work vehicle is configured to control the shift of the continuously variable transmission so as to correspond to the operating position of the continuously variable transmission lever, A shift position determining means for determining a shift position based on the continuously variable speed lever in the forward range is installed, and a shift storage means for storing the shift position determined by the shift position determining means, A forward judgment means is provided to determine whether or not the area is within the range.
When the continuously variable transmission lever once leaves the forward range and enters the forward range again, the continuously variable transmission is shifted to the shift position stored in the shift storage means, regardless of the position of the continuously variable transmission lever. A vehicle speed control device for a work vehicle, characterized in that: 2. The vehicle speed control device for a work vehicle according to claim 1, wherein the continuously variable transmission is a belt type continuously variable transmission. 3. The vehicle speed in the working vehicle according to claim 1, wherein the working vehicle is a combine harvester, and the speed change storage means is configured to operate only when a reaping clutch switch and a main handling depth switch are on. Control device.