JP2010004847A - Working vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a working vehicle capable of adjusting controlling sensitivity of various kinds of automatic controllers. <P>SOLUTION: The working vehicle includes a sensitivity adjusting switch 191 (increase/decrease switch 191a, 191b) for increasing or decreasing the amount of adjustment of the controlling sensitivity of a regulating function part according to the working conditions, kinds of works including a vertical control of the implement R, a drive control of a transmission G, and a level control of the implement R, connecting switches 192-195 of the regulating function part of the adjusting targets, and a display part H monitoring the amount of the adjustment of the controlling sensitivity of the regulating function parts, which are installed on an automatic adjustment part 202 of a single adjusting operation-displaying part 180, and in carrying out various works there are various working conditions, kinds of works or kinds of implements, and the delicate adjustment to match to the work can be delicately performed on a single operation-displaying part 180. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a work vehicle, and more particularly, to an energy-saving work vehicle that saves energy waste.

In recent years, work vehicles such as tractors have been equipped with various automatic control devices. There is a configuration in which the operation of the automatic control device is performed according to control sensitivity. For example, Japanese Patent Laid-Open No. 8-103104 discloses a tractor invention that adjusts the control sensitivity of a tilling depth automatic control device to change the operation speed at the start of operation.
JP-A-8-103104

  The invention described in Patent Document 1 is an apparatus that performs tilling depth control by raising and lowering the tillage working unit by operating control sensitivity adjusting means. However, in the invention described in Patent Document 1, the control sensitivity can be adjusted only at the time of automatic tilling control, and other controls such as shift control, horizontal control, and auto rotary sensitivity cannot be adjusted.

  The subject of this invention is providing the work vehicle which can adjust the control sensitivity of various automatic control apparatuses.

The above-mentioned problem of the present invention is solved by the following means.
According to the first aspect of the present invention, the engine (62) and the engine power are shifted by the transmission (G) and output to the traveling wheels (61, 63) of the traveling machine body (T) and the work machine (R) is mounted. In the working vehicle, the sensitivity adjustment switch (191) for increasing or decreasing the adjustment amount of the control sensitivity of the control function member that controls at least the transmission (G) and the work machine (R) and the control of the adjustment target The connection switch (192 to 195) for adjusting the connection sensitivity of the functional member and the display unit (H) for monitoring the control sensitivity adjustment amount of the control function unit are arranged in a single automatic control adjustment unit (202). Work vehicle.

  According to the second aspect of the present invention, the automatic control adjustment unit (202) is a switch that can be switched more than two times. When the switch is switched to at least one, it operates at a standard control sensitivity and switches to the other. If there is, the work vehicle according to claim 1, further comprising a selection switch (S) that operates at a sensitivity corresponding to an adjustment amount in the automatic control adjustment unit (202).

  According to the first aspect of the present invention, when the work machine (R) is attached to the rear part of the traveling vehicle body (T) (including towing) and various work is performed, the work condition / work type or work machine (R) Since there are many types and there are many cases where subtle adjustments match the work, there are at least cases where the control consisting of the various adjustments of the work implement (R) is performed, and transmission control of the transmission (G). When the control is performed, the adjustment amount of the connection sensitivity selected by the connection switch (192 to 195) of the single automatic control adjustment unit (202) is increased or decreased by the sensitivity adjustment switch (191). Adjustment can be made delicately, and the adjustment result can be displayed, so that the range of adaptation to the work of the traveling vehicle is expanded, and fine adjustment of control according to the user's preference becomes possible.

  According to the second aspect of the present invention, the adjustment values of the various controls adjusted in the first aspect of the invention can be switched to the standard operation state setting by the selection switch (S). Even if the setting operation cannot be performed by a simple operator, it can be used as it is.

Embodiments of the present invention will be described with reference to the drawings.
FIG. 1 shows a side view of the tractor of this embodiment.
The tractor traveling machine body T having a traveling form of riding four-wheel drive travels while steering the front wheels 61 with the steering handle 73. A work machine R such as a rotary tiller can be mounted on the rear part of the traveling machine body T so as to be able to move up and down, and the ground work can be performed. This traveling machine body T has an engine 62 mounted on the front end through an engine bracket supported by a front axle housing, and a transmission case in which a clutch housing and a gear type transmission (transmission) G are housed on the rear side of the engine 62. 65 and the like are integrally connected, a rear axle housing 75 is provided at the rearmost portion of the transmission case 65, and rear wheels 63 are mounted on both left and right sides.

FIG. 2 shows a power transmission system diagram of the tractor of this embodiment.
In this embodiment, the left and right sides are referred to as left and right, respectively, and the front and rear are referred to as front and rear, respectively, in the forward direction of the tractor.
The input shaft 2 of the clutch housing portion is driven by the driving force from the engine 62. The rear output shaft 3 and the PTO shaft 14 are interlocked with each other via a transmission mechanism in the mission case 65, and the front wheel output shaft 5 provided at the lower portion of the mission case 65 is interlocked. The output shaft 3 is supported along the front-rear direction at a substantially central portion of the rear portion of the transmission case 65, has a drive pinion gear 53 at the rear end, meshes with the diff ring gear 46 of the rear differential 45, and extends along the rear axle housing 75. The rear differential shaft 10 and the rear wheel shaft 11 that are axially mounted are interlocked via a planetary reduction mechanism 16. The front wheel output shaft 5 is connected to the input shaft 26 of the front differential 47 provided at the center of the front axle housing from the lower portion of the transmission case 65 through the lower portion of the engine 62, and is mounted along the front axle housing. The front differential shaft 12 and the planetary reduction mechanism are connected to the front wheel shaft 13.

  The transmission G of this embodiment drives the PTO counter shaft 9 (having the PTO speed change counter gear 44) from the input shaft 2 driven by the engine 62 via the input gear 31. A PTO clutch pack 66 is provided on the PTO counter shaft 9. Further, the input shaft 2 is provided with forward / reverse switching gears 42, 42 for forward / reverse switching in a free-wheeling state, while the reverse-side forward / reverse switching gear 42 has a back counter shaft 8 arranged in parallel with the input shaft 2. A back counter gear 43 provided on the main transmission shaft 19 is meshed, and the other forward-side forward / reverse switching gear 42 is provided with an input gear 48 fixed on the main transmission shaft 19 and an effective free rotation on the main transmission shaft 19. Four main transmission gears 33 having different diameters are provided. These four main transmission gears 33 are configured as a four-stage transmission, and are switched and shifted by the clutches Y3 and Y4. The transmission including the four main transmission gears 33 is referred to as a main transmission A.

  On the main transmission shaft 19, of the four main transmission gears 33 of the main transmission A, the main transmission gear 33 (for first speed) having the smallest effective diameter and the main transmission gear having the third smallest effective diameter are provided. 33 (for the third speed) is fixedly provided with the clutch Y3, the second main transmission gear 33 having the smallest effective diameter (for the second speed) and the main transmission gear 33 having the largest effective diameter (the fourth speed). And the clutch Y4 is fixedly provided. The two clutches Y3 and Y4 are provided with friction clutches for connecting the main transmission gears 33 so as to rotate integrally with the main transmission shaft 19, respectively.

The input gear 48 that can mesh with the forward gear of the forward / reverse switching gear 42 meshes with the back counter gear 43 on the back counter shaft 8 with both the reverse gear of the forward / reverse switching gear 42 and the front / rear switching gear 42. The forward-side gear 42 and the reverse-side gear 42 of the forward / reverse switching gears 42 are alternatively integrated with the input shaft 2 by switching between the two forward / reverse switching clutch packs 60 comprising front and rear independent friction clutches. In this configuration, the vehicle can be switched between forward travel and reverse travel. A configuration including these gears 42 and a forward / reverse switching clutch pack 60 including a hydraulic cylinder 85 (FIG. 3) described later is referred to as a forward / reverse clutch D.
Further, a forward / reverse switching lever 115 for manually switching the forward / reverse clutch D is provided at the post portion of the steering handle.

The sub-transmission shaft 20 provided coaxially with the main transmission shaft 19 is provided with two high / low-speed switching gears 34 having different effective diameters that are switched and shifted by the clutch Y8, so that the driving force after the main transmission is further increased. Decelerate and switch between high speed and low speed. The gear configuration that can be switched between high speed and low speed will be referred to as a high / low transmission B.
Further, an output shaft 3 having three auxiliary transmission gears 35 having different effective diameters is arranged coaxially with the auxiliary transmission shaft 20. The output shaft 3 is configured to be shifted in three stages by the auxiliary transmission gear 35. The configuration of the gear 35 capable of three-speed shifting is referred to as an auxiliary transmission device C.

  Further, a creep counter shaft 21 having a creep counter gear 49 that meshes with the auxiliary transmission gear 35 is provided in parallel with the output shaft 3. A travel counter shaft 6 having a main transmission counter gear 39 and a high / low speed switching gear 40 meshing with the main transmission gear 33 and the high / low speed switching gear 34 is arranged in parallel with the main transmission shaft 19 and the auxiliary transmission shaft 20. Rotation transmitted from the main transmission shaft 19 is changed by the main transmission gear 33, and the rotation is switched between high and low speeds provided on the auxiliary transmission shaft 20 via the main transmission counter gear 39 and the high and low speed switching gear 40 in sequence. It is transmitted to the gear 34. The power transmitted to the high / low speed switching gear 34 is transmitted to the output shaft 3 through a clutch Y8 and through a transmission mechanism by a sub transmission gear 35 provided on the sub transmission shaft 20.

In the traveling power transmission system of the present embodiment, a function of shifting the PTO shaft 14 and a function of rotating the PTO shaft 14 forward and backward are provided.
Further, the auxiliary transmission counter shaft 27 of the auxiliary transmission counter gear 38 that meshes with the auxiliary transmission gear 35 is rotatably supported, and the front wheel interlocking gear 51 that is interlocked from the output shaft 3 via the front wheel take-out gear 36 is rotatable. A supporting PTO interlocking shaft 4 is provided.

  A PTO forward / reverse switching shaft 22 is provided on the front extension axis of the PTO interlocking shaft 4. Further, a front wheel interlocking shaft 28 is provided at a parallel position of the PTO interlocking shaft 4, and a PTO forward / reverse switching gear 37 for switching the front wheel interlocking shaft 28 between forward rotation and reverse rotation is provided on the PTO forward / reverse switching shaft 22. A PTO transmission shaft 18 provided with a PTO forward rotation gear 32 is disposed on the front extension shaft core of the shaft 22.

A reduction shaft 23 having a PTO reduction gear 50 meshing with the PTO forward / reverse switching gear 37 is arranged in parallel with the PTO forward / reverse switching shaft 22.
A shift shifter gear 15 for shifting the PTO shaft 14 is provided on the PTO counter shaft 9, and the gear 15 includes a shifter 15 a that is always meshed with the gear 15. Further, a forward / reverse shifter gear 17 for switching forward / reverse rotation of the PTO shaft 14 is provided on the PTO transmission shaft 18, and the gear 17 includes a shifter 17 a that meshes with the gear 17 at all times.

  Therefore, first, in the case of the first speed forward rotation of the PTO shaft 14, the shifter 15a is slid to the left in FIG. 2 to connect the shift shifter gear 15 and the first speed forward gear 29, and the shifter 17a is slid to the left in FIG. Then, the forward / reverse shifter gear 17 is connected to the PTO forward rotation gear 32.

  In order for the engine power to operate the PTO shaft 14, first, the power from the engine input shaft 2 passes through the PTO clutch pack 66 linked to the input gear 31 to the shift shifter gear 15 on the PTO counter shaft 9 to the shifter 15 a. The PTO speed change counter gear on the PTO speed change counter shaft 58 arranged in parallel with the PTO counter shaft 9 via the connected first speed gear 29 and the second first speed gear normal rotation gear 29 that rotates integrally with the gear 29. 44, the second PTO shift counter gear 68 on the PTO shift counter shaft 58 is driven. The driving force of the second PTO shift counter gear 68 is transmitted to the PTO transmission shaft 18 via the PTO forward rotation gear 32, and the PTO forward / reverse switching gear 37, the PTO reduction gear 50, and the second PTO reduction gear are transmitted from the transmission shaft 18. 50, the second PTO forward / reverse switching gear 77 and the PTO forward / reverse switching shaft 22 are output to the PTO shaft 14.

  Next, in the case of the first speed reverse rotation of the PTO shaft 14, the shifter 15a is slid to the left in FIG. 2 to connect the shift shifter gear 15 and the first speed forward rotation gear 29, and the shifter 17a is slid to the right in FIG. The forward / reverse shifter gear 17 is connected to the PTO reverse rotation gear 71. In this case, until the power from the engine input shaft 2 drives the second PTO shift counter gear 68 on the PTO shift counter shaft 58, it is the same as in the case of the first speed forward rotation of the PTO shaft 14, and the second PTO shift The driving force of the counter gear 68 is transmitted to the PTO reverse rotation gear 69 on the PTO reverse rotation shaft 70 via the PTO normal rotation gear 32, and is transmitted from the PTO reverse rotation gear 69 to the PTO reverse rotation shaft 70, and on the PTO reverse rotation shaft 70 Second PTO reverse gear 74, PTO reverse gear 71, second PTO reverse gear 71, shifter 17a, forward / reverse shifter gear 17, PTO transmission shaft 18, PTO forward / reverse switching gear 37, PTO reduction gear 50, second PTO reduction gear 50, the second PTO forward / reverse switching gear 77 and the PTO forward / reverse switching gear 22 are output to the PTO shaft 14.

  Further, in the case of the second speed forward rotation of the PTO shaft 14, the shifter 15a is slid to the right side in FIG. 2 to connect the shift shifter gear 15 and the second speed forward rotation gear 30, and the shifter 17a is moved to the left side in FIG. By sliding, the forward / reverse shifter gear 17 is connected to the PTO forward rotation gear 32.

  The motive power from the engine input shaft 2 passes through the PTO clutch pack 66 linked to the input gear 31 and the second-speed forward rotation gear 30 connected to the shifter 15a from the transmission shifter gear 15 on the PTO countershaft 9 and the second gear. This is transmitted to the PTO shift counter gear 44 on the PTO shift counter shaft 58 via the second speed forward rotation gear 30, and the second PTO shift counter gear 68 on the PTO shift counter shaft 58 is driven. The driving force of the second PTO transmission counter gear 68 is transmitted to the PTO transmission shaft 18 via the PTO transmission gear 32 and the forward / reverse shifter gear 17, and from the transmission shaft 18 to the PTO forward / reverse switching gear 37, PTO reduction gear 50, second The PTO reduction gear 50, the second PTO forward / reverse switching gear 77, and the PTO forward / reverse switching shaft 22 are output to the PTO shaft 14.

  Further, in the case of the second speed reverse rotation of the PTO shaft 14, the shifter 15a is slid to the right side in FIG. 2 to connect the shift shifter gear 15 and the second speed forward gear 30, and the shifter 17a is slid to the right side in FIG. Then, the forward / reverse shifter gear 17 is connected to the PTO reverse gear 71.

  The motive power from the engine input shaft 2 passes through the PTO clutch pack 66 linked to the input gear 31 and the second-speed forward rotation gear 30 connected to the shifter 15a from the transmission shifter gear 15 on the PTO countershaft 9 and the second gear. The second PTO shift counter gear 68 on the PTO shift counter shaft 58 is driven by being transmitted to the second PTO shift counter gear 44 on the PTO shift counter shaft 58 via the second speed forward gear 30. The driving force of the second PTO speed change counter gear 68 is transmitted to the PTO reverse rotation gear 69 on the PTO reverse rotation shaft 70 via the PTO normal rotation gear 32, and is transmitted from the PTO reverse rotation gear 69 to the PTO reverse rotation shaft 70. 70, second PTO reverse gear 74, PTO reverse gear 71, second PTO reverse gear 71, shifter 17a, forward / reverse shifter gear 17, PTO transmission shaft 18, PTO forward / reverse switching gear 37, PTO reduction gear 50, second It is output to the PTO shaft 14 via the PTO reduction gear 50, the second PTO forward / reverse switching gear 77 and the PTO forward / reverse switching shaft 22.

  Further, the front wheel take-out gear 36 at the rear end portion of the output shaft 3 meshes with the first front wheel interlocking gear 51 that is rotatably provided on the auxiliary transmission countershaft 27, and meshes with the first front wheel interlocking gear 51. The driving force of the output shaft 3 transmitted to the front wheel interlocking shaft 28 via the auxiliary transmission counter shaft 27 is transmitted to the front wheel driving shaft 7 that rotates integrally with the front wheel interlocking shaft 28 via the coupling K.

  Couplings K are also provided between the counter shaft 59 and the front wheel output shaft 5, between the front wheel output shaft 5 and the front wheel interlocking shaft 25, and between the front wheel interlocking shaft 25 and the front wheel input shaft 26, and rotate integrally therewith. . The spline on the inner diameter side of the coupling K and the spline on the shaft side are engaged to transmit power.

  Further, the front wheel output shaft 5 arranged at the lower stage in the transmission case 65 is mounted on the bottom of the rear portion of the transmission case 65 and is connected to the input shaft of the front differential 47 through the front wheel interlocking shaft 25 and the coupling K. 26.

  A front wheel drive clutch pack 67 is provided on the front wheel drive shaft 7, and the gear is linked from the drive shaft 7 to the front wheel output shaft 5. Further, two front wheel drive switching gears 41 having different effective diameters are arranged on the left and right sides of the front wheel drive clutch pack 67. The two front wheel drive switching gears 41 are connected to a counter shaft 59 arranged in parallel with the front wheel drive shaft 7. Each of the two switching drive counter gears 56 having different effective diameters is meshed with each other, and the front wheel drive clutch pack 67 is selectively connected, so that the front wheel output shaft can be driven at one of the two reduction ratios. 5 can be driven.

  When the front wheel drive clutch pack 67 is shifted to the neutral position, the front wheel 61 is not driven, and a rear wheel drive two-wheel drive mode is adopted. When the front wheel drive clutch pack 67 is switched by a hydraulic operation to shift to the low speed position, the front wheel 61 is moved to the rear. A four-wheel drive configuration in which the wheel 63 is driven at a constant speed of about one time with respect to the wheel 63 is used. When the front wheel drive clutch pack 67 is switched by a hydraulic operation and shifted to a high speed position, the front wheel 61 is moved to the rear wheel 63 by about It is possible to travel by adopting a four-wheel drive mode in which the driving speed is doubled.

  With the meshing transmission G having the above-described configuration, the rotational power of the engine 62 is transmitted through the forward / reverse clutch D that constitutes the main clutch, so that the main transmission A that has four speeds and the high speed that has two speeds. The low transmission B and the sub-transmission C comprising three speeds are shifted to any one of a total of 24 speeds, and the obtained rotational power is driven through the rear differential 45 to drive the rear wheels 63. . The rotational power changed by the auxiliary transmission C is also transmitted to a front wheel drive clutch pack (two-wheel drive / four-wheel drive switching clutch) 67, and the clutch pack 67 makes the front wheels 61 "constant speed" or "acceleration". After switching, the front wheel 61 is driven through the front differential 47.

  The transmission of the traveling system is interlocked with the drive pinion gear 53 via the main transmission gear 33, the high / low speed switching gear 34, the double transmission gear 35, and the like arranged on the axis of the output shaft 3 from the input shaft 2. The PTO gear shift is linked via a PTO forward rotation gear 32 provided at the front end of the PTO interlocking shaft 4.

Next, FIG. 3 shows a hydraulic circuit diagram of the tractor of this embodiment.
In the hydraulic circuit diagram of FIG. 3, the left and right brake cylinders 83 that brake the left and right rear wheels 63 independently, the four-wheel drive clutch cylinder 99 that switches the power transmitted to the front wheels 61 to “constant speed” or “acceleration”, steering A power steering device 103, a PTO clutch cylinder 104, PTO clutch pressure control valves 105, 106, and the like that are operated by rotating the handle 73 are provided. In addition, the circuit 101 of the dashed-dotted line portion is a main hydraulic circuit (working machine lifting / lowering, horizontal working machine extraction, external hydraulic pressure taking out, etc.) and has little relation to sub-circuits (running / brake / diff lock / PTO side circuit). Is omitted.

  The hydraulic oil discharged from the hydraulic pump 80 is supplied to the hydraulic clutch cylinder 87 and the hydraulic clutch that operate the fourth speed gear 2 and the second speed gear 33 of the main transmission A via the clutch Y4 via the pressure reducing valve 81a. A hydraulic clutch cylinder 91 and a hydraulic clutch cylinder that are supplied to a shift control valve 89 for switching the 4-2 speed for switching the cylinder 88 and further operate the first speed gear 3 and the third speed gear 33 of the main transmission A, respectively. Is supplied to a shift control valve 93 for switching the first to third speeds.

The hydraulic fluid that passes through the pressure reducing valve 81 a is supplied to the switching valve 86 that switches between the forward clutch and the reverse clutch D of the forward / reverse clutch cylinder 85 via the on / off control valve 129 of the forward / reverse clutch cylinder 85. It can be detected by the forward clutch pressure sensor 110 and the reverse clutch pressure sensor 111 which hydraulic fluid is supplied to the forward clutch D of the forward / reverse clutch cylinder 85.
Similarly, the hydraulic oil supplied to the hydraulic clutch cylinders described above and below can be detected by a pressure sensor provided in an oil passage on the inlet side to each hydraulic clutch cylinder.

  The hydraulic oil discharged from the hydraulic pump 80 is branched and supplied to the left and right brake cylinders 83 via the pressure reducing valve 81b and the brake valve 82a. The brake valve 82a is a switching control valve that selects the rear wheel 63, and the brake valve 82a is integrated with a pressure control valve 82b that adjusts the braking force.

  Further, the hydraulic oil passing through the pressure reducing valve 81b is transmitted to the clutch Y3 in one of the two gears 40 of "high speed" and "low speed". It is supplied to control valves 96a and 96b for switching the high / low hydraulic clutch cylinder 95 operated via Y4.

Further, the hydraulic oil passing through the pressure reducing valve 81 b is branched into the front-wheel differential lock cylinder 98 a for the front differential 47 and the rear-difference lock cylinder 98 b for the rear differential 45 through the differential lock control valve 97.
Further, hydraulic oil 99 for switching the gear 41 of the front wheel drive clutch pack 67 is supplied with hydraulic oil via the pressure reducing valve 81b via the switching control valve 94.

Similarly, the hydraulic fluid passing through the pressure reducing valve 81b is supplied to the PTO clutch cylinder 104 via the PTO valves 105 and 106, and adjusts the pressure of the PTO clutch.
Further, the hydraulic pressure from the hydraulic pump 80 shown in FIG. 3 is configured to supply hydraulic oil to the power steering hydraulic valve 107 that is operated by operating the power steering handle 73.

  FIG. 4 is a block diagram showing input and output of control signals to the control devices 100a to 100c, and controls the traveling system controller 100a for controlling the traveling speed, the engine controller 100b for controlling the output of the engine 62, and the elevation of the work implement. A work machine lifting / lowering system controller 100c is connected via a communication line to communicate control signals.

  First, the running system controller 100a receives on / off information of each clutch of the first speed / third speed switching first transmission clutch Y3 and the second speed / fourth speed switching second transmission clutch Y4 and the transmission 1 clutch pressure sensor 136. Shift / clutch pressure sensor 137, shift 3 clutch pressure sensor 138 and shift 4 clutch pressure sensor 139 are input, and high / low speed switching clutch Y8 on / off information is input from Hi clutch pressure sensor 140 and Lo clutch pressure sensor 141. The on / off information of the clutch pack 60 of the forward / reverse switching clutch D is input from the forward clutch pressure sensor 142 and the reverse clutch pressure sensor 143, and the shift position of the forward / reverse lever 115 for shifting the forward / reverse switching clutch D is detected. Sub-shift for detecting the shift position of the forward / reverse lever operation position sensor 144 and the sub-transmission clutch G40 Shift position information is input to the travel system controller 100a from the bar operation position sensor 145.

  Further, the travel system controller 100a receives a travel speed from a vehicle speed sensor 146 that detects the number of revolutions of the rear wheel 63, an oil temperature in the mission case 65 is input from a mission oil temperature sensor 147, and a clutch pedal operation position. The position of the clutch pedal is input from the sensor 148, and engine power setting information is input from the engine power selection switch 149.

  Further, the accelerator shift information is input from the accelerator shift setting switch 150, the setting information is input from the main shift acceleration / deceleration operation switch 151, and the accelerator setting information is input from the accelerator sensor 152 to the travel system controller 100a. Setting information is input from the lever 153, and output torque line setting information of the engine 62 is input from the torque selection switch 134. The accelerator fine adjustment lever 153 is a rebound type push switch, and the adjustment value changes step by step each time it is pressed.

  The control signal output from the traveling system controller 100a includes a switching signal to the forward / reverse switching solenoid 154 of the hydraulic valve 86 that operates the clutch pack 60 of the forward / reverse switching clutch D, a switching boost signal to the linear boost solenoid 155, and a clutch solenoid. A neutral operation signal to 156, a switch signal to the shift 1-3 switching solenoid 157 of the hydraulic valve 93 that operates the first speed / three-speed switching first shift clutch Y3, and a boost signal to the shift 1-3 boost solenoid 158, A switching signal to the shifting 2-4 switching solenoid 159 and a boosting signal to the shifting 2-4 boosting solenoid 160 of the hydraulic valve 89 for operating the second speed / fourth speed switching second shifting clutch Y4, and a high / low speed switching clutch Y8 are provided. Hi clutch switching solenoid 161 and Lo clutch switching solenoid of hydraulic valves 96a and 96b to be operated It is a high and low switching signal into Ido 162.

  The information signal input to the engine controller 100b includes the exhaust temperature from the engine exhaust temperature sensor 164, the rotational speed from the engine rotation sensor 165, the oil pressure from the engine oil pressure sensor 166, and the cooling from the engine water temperature sensor 167. The control signal output from the engine controller 100b at the water temperature and the common rail pressure from the rail pressure sensor 168 is a pressurization signal to the fuel high pressure pump 169 and a fuel injection signal to each high pressure injector 170.

The information signal input to the work implement lifting system controller 100c is arm position information from the lift arm sensor 172, and the control signal output from the work implement lifting system controller 100c is not shown for operating the left and right lift arms 52, 52. This is a raising / lowering signal to the main raising solenoid 173 and the main lowering solenoid 174 of the hydraulic cylinder valve.
The meter panel 175 displays detection information of each sensor and switch setting information, and various setting signals are input through the operation panel 176.

FIG. 5 is a flowchart of automatic control at the time of shifting of the auxiliary transmission clutch G40. In step S1, it is determined whether the clutch pedal provided at the foot of the driver's seat is depressed (ON), and if NO, the auxiliary transmission lever ( If it is determined that the clutch switch 135 provided in (not shown) is ON and the determination in step S2 is YES or the clutch pedal is ON in step S1, the forward / reverse switching clutch D and the first-speed / third-speed switching first are selected in step S3. All the hydraulic clutches of the first transmission clutch Y3, the second / fourth speed switching second transmission clutch Y4, and the high / low speed switching clutch Y8 are neutralized so that the rotation of the engine 62 is not transmitted to the auxiliary transmission clutch G40.
Further, if the shift of the auxiliary transmission clutch G40 is a shift from a high speed to a medium speed in step S4, the first speed / third speed switching first transmission clutch Y3 and the second speed / fourth speed switching second speed change are performed in step S5. The clutch Y4 is engaged at a low pressure to cause double engagement and completely stop the transmission shaft from rotating.

  FIG. 6 is a plan view of the adjustment operation / display unit 180 arranged on the right side of the seat, showing a part of the operation panel 176 for performing various settings shown in FIG. A meter panel 175 shown in FIG. 4 displays a liquid crystal panel for displaying various information, an engine tachometer, a water temperature gauge, a fuel gauge, a pilot lamp, and the like. The meter panel 175 is disposed in front of the handle 73.

  Adjusting the tillage depth of the rotary tiller and the accelerator memory 179 that stores two types of engine 62 rotational speed, the position control lever 181 that raises and lowers the work implement, and the adjustment operation / display unit 180 including the work implement. A plowing depth adjustment dial 182 is provided, an elevating control unit 200 for controlling elevating of the left and right lift arms 52, 52 and an automatic control setting unit 201 are provided in the center, and an automatic control adjusting unit 202 and a horizontal control adjusting unit are provided on the rear side. 203 is provided.

  The elevation control unit 200 is provided with an automatic control sensitivity standard input switch 204, an automatic control type display unit 183, an automatic control changeover switch 205, a lowered position adjustment dial 184, and a lowering speed adjustment dial 185. Each time the automatic control changeover switch 205 is pressed, the auto rotary (the setting position of the tilling depth adjustment dial 182 and the rear cover sensor (not shown) provided on the rear cover 24 (FIG. 1)) of the automatic control type display unit 183 are compared. This is a function for raising / lowering the working machine (rotary) R according to the change of the sensor.), Mixed auto (setting position of the working depth adjustment dial 182 and the raising / lowering control of the rotary R by the rear cover sensor, working depth adjustment dial 182 and lift The lift control is performed by mixing the position control determined by comparing the arm sensors.) Load auto (the lift arm 52 is controlled to be lifted by position control determined by comparing the working depth adjustment dial setting position and the lift arm sensor) When the load is large according to the engine load, the lift arm 52 is raised. Control function to lower the lift arm 52 to the position setting position when the load is lighter) or draft (when a load exceeding a predetermined level acts on the work implement, the work equipment such as a rotary tiller is moved up and down in order to make the load lighter than the working depth. Each lamp (LED) of the function for controlling the cylinder to be slightly raised is turned on and switched to the control.

  In addition, as shown below according to the position of the tilling depth adjustment dial 182, priority is given to the "raising", "neutral" and "lowering" requests determined respectively by the auto rotary and position control, and the lifting output of the lift arm 52 is given. Do.

Auto rotary "Raise", position "Raise" = Increase with higher priority of higher speed request Auto rotary "Raise", position "Neutral" or "Lower" = Increase with auto rotary "Raise" request priority Auto rotary "Neutral" or "Lower", position "Raise" = Position "Raise" request priority up Auto rotary "Neutral", Position "Neutral" or "Lower" = Auto rotary "Neutral" demand prioritize lift stop Auto rotary "Lower", position " ”Neutral” = Position “neutral” request priority lift stop Auto rotary “down”, position “down” = lower speed lower speed priority

  The automatic control setting unit 201 includes an auto accelerator switch (which controls the engine speed in conjunction with the lifting / lowering operation of the work implement. The engine speed is decreased to a specified speed by a raising operation and lowered by a lowering operation. 186 and auto-lift switch (function to raise the work implement by turning the handle when turning, and lower the work implement when returning straight) 187 and backup switch (the machine moves backward) 188 and an auto brake switch (function to brake the tire on the inner side of the turn when the machine starts turning) 189 are provided.

The automatic control adjustment unit 202 is provided with a PTO intermittent automatic sensitivity switch 190 (a function for automatically turning on and off the working machine according to the raising and lowering of the working machine).
PTO connection switch (switch selected when adjusting the connection sensitivity of the PTO clutch) 192, shift connection switch (switch selected when adjusting the connection sensitivity of the clutch in the mission G) 193, and linear connection switch (forward / reverse clutch) D switch 194 and a brake weakening switch (when the auto brake switch 189 is turned on so that the brake is applied automatically to the inner tire when the aircraft turns) A switch 195 to be selected when adjustment is performed is provided.

Further, after selecting the sensitivity adjustment switch 191 (the PTO connection switch 192, the transmission connection switch 193, the linear connection switch 194, the brake weakening switch 195, the switch 191a for adjusting the sensitivity is increased, the switch 191b is decreased, and the display unit H (LED displays 5 levels of increase / decrease).
The selection switch S is a self-luminous switch that switches between the value adjusted by the sensitivity adjustment switch 191 and the display value at the time of shipment.

  The horizontal control unit 203 includes a horizontal sensitivity switch (function for adjusting the operating sensitivity of a hydraulic cylinder that performs horizontal control of the work machine R) 196, a horizontal changeover switch 197 that switches between tilt, parallel, manual, and automatic horizontal and a left-right tilt adjustment. A dial 198 and a horizontal changeover switch 199 for setting the tilt degree are provided. For example, when the horizontal changeover switch 197 is manually set and the work implement R is tilted to the left and right with the left / right tilt adjustment dial 198 and then automatically turned on again with the horizontal changeover switch 197, the work implement R is controlled to maintain the tilted state. This control is performed by adding / subtracting the correction value to the left / right sensor output values for detecting the left / right height of the work machine R by the work machine lifting / lowering system controller 100c.

  In addition to the above, the work implement lifting / lowering controller 100c may be provided with a control capable of setting the multi-work, but if the controller equipped with this control is shared with a truck or the like not equipped with the automatic multi-control, the control is provided on the panel. Do not display auto multi.

7 and 8 are control flowcharts of the adjustment switch and adjustment dial provided in the adjustment operation / display unit 180 including the work machine R. FIG.
In step S9, the detection value of each sensor and the setting value of each operation switch are read, and if the sensitivity adjustment switch 191 is being pressed for a long time in step S10, the linear connection between the PTO connection switch 192 or the speed change connection switch 193 is performed in step S11. When the switch 194 or the brake weakening switch 195 is pressed, the sensitivity of the control target selected is lit on the LED display unit H, and when the increase side switch (triangular switch) 191a is pressed with the sensitivity adjustment switch 191 in step S12, the step is performed. If the sensitivity is increased by one rank in S13 and the switch on the decrease side (inverted triangle switch) 191b is pressed, the sensitivity is decreased by one rank in step S15. If neither switch on the increase side or decrease is pressed, the current value is displayed in step S14. Sensitivity is set as control data, and feeling adjusted in step S16 Show the LED display unit H.

  For example, when the switch 191a on the increase side is pressed, the LED that is currently lit disappears, and the LED that is one level above it lights up, and when the switch 191b on the decrease side switch is pressed, the LED that is currently lit It disappears, and one LED below it lights up. If neither the increase side switch nor the decrease side switch is pressed, the currently lit LED continues to be lit.

If the sensitivity adjustment switch 191 is not being pressed for a long time in step S10, the process proceeds to step S17.
If the PTO connection switch 192 is turned on for a short time in step S17, it is determined in step S18 whether the PTO sensitivity immediately before the operation is standard. If YES, the PTO sensitivity switching monitor is turned off in step S19 and the PTO sensitivity switch is turned off. Set the connection sensitivity to the standard value. If NO, turn on the PTO sensitivity switch monitor in step S20, set the PTO sensitivity to the fine adjustment memory value, and display the adjustment LED display that the PTO sensitivity is in the fine adjustment state. To do. If the PTO connection switch 192 is not turned on for a short time in step S17, these processes are skipped and the process proceeds to the next step S21.

  If there is a short time ON operation of the linear connection switch 194 in step S21, it is determined in step S22 whether or not the connection sensitivity of the forward / reverse clutch D just before the operation is a standard sensitivity. If YES, a linear shift is performed in step S23. Turn off the sensitivity switching monitor and set the linear shift sensitivity to the standard value. If NO, turn on the linear shift sensitivity switching monitor in step S24 to set the linear shift sensitivity to the fine adjustment stored value and set the adjustment LED display to linear. Display that the shift sensitivity is fine-adjusted. If the linear connection switch 194 is not turned on for a short time in step S21, these processes are skipped and the process proceeds to the next step S25.

  If the shift connection switch 193 is turned on for a short time in step S25, it is determined in step S26 whether the shift sensitivity immediately before the operation is standard. If YES, the shift sensitivity switching monitor is turned off in step S27 and the shift is performed. If the sensitivity is set to the standard value, if NO, the shift sensitivity switching monitor is turned on in step S28, the shift sensitivity is set to the fine adjustment stored value, and the adjustment LED display indicates that the shift sensitivity is in the fine adjustment state. . If it is determined in step S25 that the shift connection switch 193 is not turned on for a short time, these processes are skipped and the process proceeds to the next step S29.

  If the horizontal sensitivity switch 196 is turned on for a short time in step S29, it is determined in step S30 whether the horizontal sensitivity immediately before the operation is standard. If YES, the horizontal sensitivity switching monitor is turned off in step S31 and the horizontal sensitivity is switched off. If the sensitivity is set to the standard value, if NO, the horizontal sensitivity switching monitor is turned on in step S32, the horizontal sensitivity is set to the fine adjustment stored value, and the adjustment LED display indicates that the horizontal sensitivity is in the fine adjustment state. . If the horizontal sensitivity switch 196 is not turned on for a short time in step S29, these processes are skipped, and the process proceeds to the operation step for the automatic control changeover switch 205 for the lifting system in the next step S33.

  If it is determined in step S33 that the automatic control changeover switch 205 is turned on for a short time, it is determined in step S34 whether or not the lift mode is the above-described auto rotary. If YES, the auto rotary sensitivity immediately before the operation is determined in step S35. It is determined whether it is standard. If YES, the auto rotary sensitivity switching monitor is turned off in step S36 to set the auto rotary sensitivity to the standard value. If NO, the auto rotary sensitivity switching monitor is turned on in step S37. The auto rotary sensitivity is set to the fine adjustment stored value, and the adjustment LED display indicates that the auto rotary sensitivity is in the fine adjustment state. Note that if the automatic control changeover switch 205 is not turned on for a short time in step S33, these processes are skipped and the process returns.

  In step S38, it is determined whether the elevating mode is load auto. If YES, it is determined in step S39 whether the load auto sensitivity immediately before the operation is standard. If YES in step S39, it is determined in step S40. Turn off the load auto sensitivity switching monitor and set the load auto sensitivity to the standard value. If NO, turn on the load auto sensitivity switching monitor in step S41 and set the load auto sensitivity to the fine adjustment memory value, and display the adjustment LED. Display that the load auto sensitivity is finely adjusted. If the determination is NO in step S38, these processes are skipped and the process proceeds to the next step S42.

In step S42, it is determined whether the lift mode is the draft. If YES, it is determined in step S43 whether the draft sensitivity immediately before the operation is standard. If YES in step S43, the draft is determined in step S44. The sensitivity switch monitor is turned off and the draft sensitivity is set to the standard value. If NO, the draft sensitivity switch monitor is turned on in step S45, the draft sensitivity is set to the fine adjustment stored value, and the adjustment LED display shows the draft sensitivity is fine. Displays that it is in the adjustment state. If the determination is NO in step S42, these processes are skipped and the process returns.
The sensitivity refers to the rate of pressure increase per hour in hydraulic pressure switching. When the sensitivity is high, the target value is quickly switched. When the sensitivity is low, it takes time to switch to the target value.

  FIG. 9 is an output control flowchart of the engine 62, and FIG. 10 is an output characteristic diagram of the engine 62. The control shown in FIGS. 9 and 10 is the output control of the engine 62 for the purpose of changing the output torque line in accordance with the instructed engine speed, and this control can improve the fuel consumption and secure the necessary horsepower. effective.

  In step S50, information signals of the sensors and operation switches are read. In step S51, control signals and the like of the traveling system controller 100a and the work implement lifting system controller 100c are read. In step S52, control data of the engine controller 100b is read. The rotational speed of the engine 62 is set according to an instruction from the accelerator sensor 152 by an accelerator lever or an accelerator pedal (not shown).

  In the next step S54, even if it is necessary to lower or raise the accelerator slightly to improve fuel efficiency, it is determined whether or not the accelerator fine adjustment lever 153 is finely adjusted to turn the engine at the last minute point where the engine does not stall. If there is, the instruction engine speed is changed in step S55 according to the operation direction and operation time of the accelerator fine adjustment lever 153. The change range is a maximum of ± 300 rpm. If there is no operation, step S55 is passed. Although not shown, if the engine speed instruction is given from the accelerator sensor 152 by the accelerator lever or the accelerator pedal after the instruction engine speed is changed, the engine speed is immediately changed.

  If YES in step S56 during the engine speed instruction change change, it is determined whether the instruction rotational speed of the accelerator sensor 152 has changed beyond the current instruction rotational speed in step S57. In S58, the engine speed instruction is changed to the instruction speed of the accelerator sensor 152. Then, the process proceeds to the next step S59. Even if the determination in step S56 or step S57 is NO, the process proceeds to the next step S59.

  In step S59, it is determined whether the torque lines A, B, and C shown in FIG. 10A are being selected. If NO, it is determined whether or not the torque selection switch 134 is operated in step S60. In S61, standard torque line control is automatically performed in accordance with the current accelerator sensor instruction rotational speed. In the standard torque line control, the A line is selected when the designated rotational speed is 2000 rpm or less, the B line is selected at 2200 rpm or higher, and the C line is selected when the command rotational speed is higher. If the determination in step S59 or step S60 is YES, control is performed using the torque line manually set in step S62.

  FIG. 10B is an output characteristic diagram by engine output control, which includes a low rotation high torque A line, a medium rotation high torque B line, and a high rotation high torque C line. There is an H line and an L line whose output is averaged in a high rotation range. The A line, B line, and C line of the torque have the same output torque at the minimum rotation speed and the maximum rotation speed, and the output torque at the minimum rotation speed is larger than the output torque at the maximum rotation speed. In addition, the output of the engine output H line and L line decreases at the maximum rotational speed.

  In the tractor of this embodiment, as described above, the switches 186, 187 and 189 provided in the automatic control setting unit 201 of the adjustment operation / display unit 180, the switch 190, the switch 191 and the switch 192 provided in the automatic control adjustment unit 202. , Switches 196, 194 and 195, and switches 196, 197, 198 and 199 provided in the horizontal control unit 203 are provided.

  In this embodiment, the sensitivity adjustment switch 191 (increase / decrease switches 191a and 191b) and the selection switch S (factory display state and values selected by the increase / decrease switches 191a and 191b) are switched to the automatic control adjustment unit 202 by a one-touch operation. Switch), a display device (LED) for monitoring the amount of adjustment is arranged, and a plurality of functions can be adjusted with a set of adjustment operation units and a display.

  When various work machines R are mounted on the rear with a tractor, it is necessary not only to set work conditions suitable for each work machine, but also to finely adjust the settings for each work machine. Often, the person who matches the task matches the work.

  However, in this embodiment, as described above, the single adjustment operation / display unit 180 is provided with the various automatic control setting units 201 to 203, the tilling depth adjustment dial 182 and the accelerator memory switch 179, so that various control operations can be performed. Subtle adjustments are possible, the range of adaptation to tractor work is expanded, and fine adjustments including user preferences are possible.

  Further, in this embodiment, the automatic control adjusting unit 202 selects the connection switch 192 selected when adjusting the connection sensitivity of the PTO clutch, the shift connection switch 193 selected when adjusting the connection sensitivity of the clutch in the transmission, and the forward / reverse clutch. When adjusting the braking force when the linear connection switch 194 and the auto brake switch 189 selected when performing the connection sensitivity adjustment of D are turned on and the brake is automatically applied to the inner tire when the aircraft turns. The brake weakening switch 195 to be selected is provided, and each of these connection switches 192 to 195 can be operated by a one-touch operation between the display state at the time of factory shipment by the selection switch S and the state selected by the increase / decrease switches 191a and 191b. Since it can be switched, the feeling according to the adjustment amount of each control object In which to work.

  For this reason, the adjustment operation / display unit 180 has an adjustment operation unit that can be selected by switching many operations, so that the panel 180 looks complicated, but it is possible to set a standard operation state. Therefore, even an unfamiliar operator can easily set the desired operation.

  As shown in the flowcharts of FIGS. 7 and 8, the control sensitivity is adjusted by changing the clutch connection method of the transmission device G at the time of traveling shift, the connection method when the work machine (PTO) R is engaged, and the work machine (PTO). The operation of changing the control sensitivity of the dead zone or the like of the lift control of R and the control sensitivity of the output delay of the horizontal control of the work machine R can be performed by the single adjustment operation / display unit 180. .

Further, in the lifting control of the working machine (PTO) R performed by operating the lifting control unit 200, when the working machine R is lifted, only a predetermined value can be selected as the lifting speed, and those that can be changed are raised. The height of the position can be changed with the dial 184. However, the lowering speed of the work machine R can be changed by the dial 185.
Specifically, the auto changeover switch 205 is pressed to select any one of auto-rotary, mixed auto, load auto and draft auto, and the dial 184 and dial 185 determine the PTO raising position and the descending speed in each selected auto.
In this manner, the lifting control unit 200 is operated to enable detailed lifting control of the work machine (PTO) R.

Further, FIG. 11 shows a time change in pressure when the clutch PTO connection sensitivity of the tractor in FIG. 1 is set (FIG. 11A), a time change in pressure when the shift sensitivity is set (FIG. 11C), FIG. 11B shows changes over time in pressure during fine adjustment of sensitivity (FIG. 11B and FIG. 11D).
Generally, the largest number of rotary work machines R transmit power quickly by setting the pressure higher from the start of clutch connection, and the rotary can be used quickly even when PTO connection is started from the ground. Cheap. By setting this in the standard state and setting the sensitivity to the side where the adjustment can be changed as a standard, a line that gradually increases pressure from a low pressure is set, and this can be adjusted, When a user wears a pasture-type work machine, the best matching state can be easily achieved by fine adjustment.

  When the sensitivity is set by the various connection switches 192 to 195, the sensitivity is set in a mode in which the connection start pressure of each clutch (the clutch selected by the switches 192 to 195) is set high (FIG. 11 (a)). ) When setting the PTO connection sensitivity or when setting the shift (connection) sensitivity in FIG. 11C), on the other hand, when the control sensitivity adjustment switch 191 is switched to the increase side or the decrease side for fine adjustment, it is set to the higher value. Set a line to gradually increase the connection start pressure of the standard clutch connection pressure (equivalent to the standard pressure curve set at the time of factory collection, etc.) from a lower pressure to a higher pressure (the clutch connection start pressure is The pressure at the starting end where the gradient after the initial pressure (the convex portion of the pressure curve shown in FIGS. 11B to 11D) rises is increased. The pressure at the starting end is increased from a higher pressure state to a lower pressure. The standard clutch engagement pressure may be set higher because it can be changed to a state.) The control sensitivity selection switch 191 is used as an increase / decrease switch for adjustment, and this pressure line is moved up and down. The connection pressure is changed (when the PTO connection sensitivity change setting shown in FIG. 11B or the shift (connection) sensitivity change setting shown in FIG. 11D).

  In addition, when the shift (connection) sensitivity change setting of the traveling system of FIG. 11D is set, the increase / decrease switch 191 with respect to the standard value (standard pressure curve shown by a solid line) where the clutch engagement pressure is set to a low pressure as described above. Is changed to a line having a different gradient such as a dotted line, a pressure curve that is gradually increased is set, and the valve is adjusted by fine adjustment to switch the control sensitivity selection switch 191 to the increase side or the decrease side. The drive current was changed and the pressure curve was changed up and down (the whole area was raised or lowered) for adjustment. By gradually changing the clutch connection pressure in this way, the initial drive torque is changed, and the subsequent connection torque is also changed, so that the feeling difference can be easily understood and adjusted.

  Regarding the method of changing the fine-adjustable sensitivity, as shown in FIGS. 11 (b) and 11 (d), at least the change on the side that makes the clutch connection sensitive should be on the side that increases the pressure with respect to the specified line. The specified amount (specified current) is changed so as to move in parallel, and the change on the side that makes the connection insensitive is made to change the specified ratio so that the pressure gradient becomes loose with respect to the specified line.

For example, as shown in FIG. 11 (c), it is easier to achieve a smaller clutch output shaft angular speed change (= less pressure change) and a quicker connection is desired. Is easier to achieve by increasing the clutch output shaft angular velocity itself (= higher pressure), so adjusting it as shown in FIG. 11 (c) makes it easier to understand the effect of changing the clutch engagement pressure and achieves the purpose. Cheap.
In addition, the change to change the specified rate so that the pressure gradient becomes gentle with respect to the specified line on the side that makes the clutch connection insensitive also changes the time to the set ultimate pressure (for example, 20 kgf / cm ² ). I did it.

  When a gentle clutch connection is desired as described above, the working machine may be a working machine having a large inertial mass. If the pressure gradient is changed to change the clutch connection pressure without changing the pressurization time, the clutch shaft torque increases from a certain point in time, the clutch output shaft angular speed change increases, and the PTO shaft is overloaded. There is a fear. Therefore, the change in torque can be reduced by changing the clutch connection pressure so that the time required for the change is increased.

  Further, the switch (192 to 195) to be adjusted may have an increase / decrease switch function of the sensitivity adjustment switch 191. For example, when the PTO connection switch 192 is selected, when the switch 192 is pressed, the right LED 192a is lit to notify that the switch 192 has been selected. Thereafter, when the switch 192 is continuously pressed, the left-side display unit H of the five-step display is turned on, and the step display is switched every time the switch 192 is pressed. This eliminates the need for the switch 191 and provides a simple configuration.

  Further, any one of the switches to be adjusted for the various control sensitivities (PTO connection, shift control, linear connection, brake weak connection switches (192 to 195)) and a sensitivity adjustment switch for increasing / decreasing the control sensitivity. By operating 191 at the same time, the sensitivity fine adjustment of the controlled object is performed, so that the sensitivity of the controlled object can be finely adjusted without any erroneous operation.

  After the simultaneous operation of the two switches (one of the switch 191 and the switch 192 to 195) is completed, the fine adjustment mode side continues until the state of the connection switches 192 to 195 to be controlled is switched again. By holding it, it can be confirmed by moving as it is when the adjustment mode adjustment is completed.

  Further, since the shift connection switch 193 and the linear (forward / reverse) connection switch 194 are provided separately, the shift control during the forward / reverse operation of the vehicle and the shift control during the main shift operation during the traveling of the vehicle are performed independently. be able to. Therefore, in response to the difference in conditions between the start operation from the stopped state of the vehicle (back and forth) and the shift in the vehicle running state (main shift), it is possible for the operator's preference to make each shift control independent. It becomes possible to match with.

  The monitor display device (not shown) of the adjustment amounts of the various control sensitivities displays the setting (adjustment) position of the control object changed to the fine-adjustable side at the last sensitivity change, and is fine when fine adjustment is performed. It is desirable to display a setting state (adjustment state) during adjustment.

  In addition, even when the speed change (connection) sensitivity of the traveling system is set, even when the standard pressure curve is set at the factory before the clutch connection pressure is indicated by a solid line, the standard pressure curve is changed by the sensitivity adjustment switch 191 and is indicated by a dotted line and a broken line. Even in the pressure curve, a pressure curve is set for gradually increasing the pressure gradually from the low pressure to the pressure at which the clutch is completely met, as shown in the gradient line in FIG. 11, and the sensitivity adjustment switch 191 is increased or decreased. When adjusting the valve curve by changing the valve drive current by fine adjustment to switch to (up or down the whole area), change the fine adjustable speed as shown in FIG. Regarding the method, at least the change on the side that makes the connection sensitive is changed so that the specified line (the specified current) moves in parallel to the side that increases the pressure with respect to the specified line. Changing the side that desensitizes connection was to be defined ratio change such that the pressure gradient becomes loose with respect to the provision of the line.

  If you want to make a loose clutch connection like this, it is easier to achieve less clutch output shaft angular speed change (less pressure change). If you want to make a quick connection, increase the clutch output shaft angular speed itself (higher pressure). Since it is easier to achieve, changing the pressure as described above makes it easier to understand the effect of the change and achieve the purpose.

At this time, each time until the set ultimate pressure (for example, 20 kgf / cm ² ) is constant, the specified amount is changed in the increasing direction with respect to the specified line or the specified ratio is changed so as to loosen the pressure gradient. (Do not change). This is when the movement starts (the vehicle moves with the power transmission torque or the speed changes), and the longer the pressurizing time, the longer the sliding time and the shorter the clutch life. This is because the effect on feeling is small, and in the case of a traveling system, the boosting time is limited within a certain time.

  The tractor of the present invention can also be applied to vehicles for various works other than farm work.

It is a left view of the tractor of the Example of this invention. It is a power transmission diagram in the transmission of the tractor of FIG. FIG. 3 is a hydraulic circuit diagram of the power transmission diagram of FIG. 2. It is a block diagram which shows the input / output of the control signal to the control apparatus of the power transmission system of the tractor of FIG. FIG. 2 is a flowchart of automatic control during sub-shift clutch shifting of the tractor of FIG. 1. It is a top view of adjustment operation and a display part of the tractor of FIG. FIG. 2 is a control flowchart of various switches and dials provided in the adjustment operation / display unit of the tractor in FIG. 1. FIG. 2 is a control flowchart of various switches and dials provided in the adjustment operation / display unit of the tractor in FIG. 1. It is an output control flowchart of the engine of the tractor of FIG. It is a chart of torque (Drawing 10 (a)) and output (Drawing 10 (b)) corresponding to the number of rotations of the engine of the tractor of Drawing 1. FIG. 11 (a) showing the pressure change over time when the clutch PTO connection sensitivity of the tractor in FIG. 1 is set, FIG. 11 (c) showing the pressure change over time when the shift sensitivity is set, and each sensitivity. It is a figure (FIG.11 (b) and FIG.11 (d)) which shows the time change of the pressure at the time of this fine adjustment.

Explanation of symbols

2 Input shaft 3 Output shaft 4 PTO interlocking shaft 5 Front wheel output shaft 6 Traveling counter shaft 7 Front wheel drive shaft 8 Back counter shaft 9 PTO counter shaft 10 Rear differential shaft 11 Rear wheel shaft 12 Front differential shaft 13 Front wheel shaft 14 PTO shaft 15 Shift shifter gear 15a Shifter 16 Planetary reduction mechanism 17 Forward / reverse shifter gear 17a Shifter 18 PTO transmission shaft 19 Main transmission shaft 20 Sub transmission shaft 21 Creep counter shaft 22 PTO forward / reverse switching shaft 23 PTO reduction shaft 24 Rear cover 25 Front wheel interlocking shaft
26 Input shaft 27 Sub-transmission counter shaft 28 Front wheel interlocking shaft 29 First speed forward gear 30 Second speed forward gear 31 Input gear 32 PTO forward gear 33 Main transmission gear 34 High / low speed switching gear 35 Sub transmission gear 36 Front wheel take-out gear 37 PTO forward / reverse switching gear 38 Sub transmission counter gear 39 Main transmission counter gear 40 High / low speed switching gear 41 Front wheel drive switching gear 42 Forward / reverse switching gear 43 Back counter gear 44 PTO transmission counter gear 45 Rear differential 46 Differential ring gear 47 Front differential 48 Input gear 49 Creep counter gear 50 PTO reduction gear 51 Front wheel interlocking gear 52 Lift arm 53 Drive pinion gear 54 Front wheel interlocking gear 55 Front wheel gear 56 Switching drive counter gear 58 PTO shift countershaft 59 Countershaft 60 Forward / reverse switching clutch pack 61 Front wheel 62 Engine 63 Rear wheel 65 Transmission case 66 PTO clutch pack 67 Front wheel drive clutch pack 68 Second PTO shift counter gear 69 PTO reverse gear 70 PTO reverse shaft 71 PTO reverse gear 73 Steering handle 74 Second PTO reverse gear 75 Rear axle housing 77 PTO forward / reverse switching gear 80 Hydraulic pumps 81a, 81b Pressure reducing valve 82a Brake valve 82b Pressure control valve 83 Brake cylinder 85 Forward / reverse clutch cylinder 86 Switching valve 89 Shift control valve 87, 88, 91, 92 Hydraulic clutch cylinder 93 Shift control valve 94 Switch control valve 95 High Low hydraulic clutch cylinders 96a and 96b Control valve 97 Differential lock control valve 98a Front wheel differential lock cylinder 98b Rear wheel differential lock cylinder 99 Four-wheel drive clutch cylinder 100 Controller 1 0a traveling system ECU
100b Engine ECU 100c Work implement lifting system ECU
DESCRIPTION OF SYMBOLS 101 Main hydraulic circuit 103 Power steering apparatus 104 PTO clutch cylinder 105,106 PTO clutch pressure control valve 107 Power steering hydraulic valve 110 Forward side clutch pressure sensor 111 Reverse side clutch pressure sensor 115 Forward / reverse switching lever 118 Operation panel 119 Meter panel 129 Control Valve 134 Torque selection switch 135 Clutch switch 136 Shift 1 clutch pressure sensor 137 Shift 2 clutch pressure sensor 138 Shift 3 clutch pressure sensor 139 Shift 4 clutch pressure sensor 140 Hi clutch pressure sensor 141 Lo clutch pressure sensor 142 Forward clutch pressure sensor 143 Reverse clutch Pressure sensor 144 Forward / reverse lever operation position sensor 145 Sub-shift lever operation position sensor 147 Mission oil temperature sensor 148 Clutch pedal operation position sensor 149 Engine power selection switch 150 Acceleration shift setting switch 151 Main shift increase / decrease operation switch 152 Accelerator sensor 153 Accelerator fine adjustment lever 154 Forward / reverse switching solenoid 155 Linear boost solenoid 156 Clutch solenoid 157 Shift 1-3 switching solenoid 158 Shift 1-3 Boost Solenoid 159 Shift 2-4 Switch Solenoid 160 Shift 2-4 Boost Solenoid 161 Hi Clutch Switch Solenoid 162 Lo Clutch Switch Solenoid 164 Engine Exhaust Temperature Sensor 165 Engine Rotation Sensor 166 Engine Oil Pressure Sensor 167 Engine Water Temperature Sensor 168 Rail pressure sensor 169 Fuel high-pressure pump 170 High-pressure injector 172 Lift arm sensor 173 Main lift soreno 174 Main lowering solenoid 175 Meter panel 176 Operation panel 179 Accelerator memory 180 Adjustment operation / display unit 181 Position control lever 182 Plowing depth adjustment dial 183 Automatic control type display unit 184 Lowering position adjustment dial 185 Lowering speed adjustment dial 186 Auto accelerator switch 187 Auto lift switch 188 Backup switch 189 Auto brake switch 190 PTO intermittent automatic sensitivity switch 191 Sensitivity adjustment switch 192 PTO connection switch 193 Shift connection switch 194 Linear connection switch 195 Brake weakening switch 196 Horizontal sensitivity switch 197 Horizontal change switch 198 Horizontal tilt adjustment dial 199 Horizontal switch 200 Elevation control unit 201 Automatic control setting unit 202 Automatic control adjustment Unit 203 horizontal control adjusting unit 204 automatic control sensitivity standard input switch 205 automatic control changeover switch Y3 first speed change clutch Y4 for first speed / third speed change first shift clutch Y8 for second speed / four speed changeover high / low changeover clutch of auxiliary transmission A Main transmission B High / low transmission C Subtransmission D Forward / reverse clutch G Gear type (meshing) transmission G40 Subtransmission clutch K Coupling R Working machine T Traveling machine body

Claims (2)

In a work vehicle in which the engine (62) and the engine power are shifted by the transmission (G) and output to the traveling wheels (61, 63) of the traveling machine body (T) and the work machine (R) is mounted.
Sensitivity connection between the sensitivity adjustment switch (191) for increasing or decreasing the control sensitivity adjustment amount of the control function member that controls at least the transmission (G) and the work implement (R) and the control function member to be adjusted A connection switch (192 to 195) for adjustment and a display unit (H) for monitoring the control sensitivity adjustment amount of the control function unit are arranged in a single automatic control adjustment unit (202). Work vehicle.   The automatic control adjustment unit (202) is a switch that can be switched more than two times. When it is switched to at least one, it operates with a standard control sensitivity, and when it is switched to the other, the automatic control adjustment unit The work vehicle according to claim 1, further comprising a selection switch (S) that operates at a sensitivity corresponding to the adjustment amount in (202).

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