JPH02215311A - Car speed-controller in harvester - Google Patents

Abstract

PURPOSE:To make possible to control car speed of high responsibility by calculating new load characteristics according to details of a case of controlling from present traveling speed step to new traveling speed step and thereafter controlling according to the new load characteristics. CONSTITUTION:In a car speed-controlling device of combine, for a case of controlling from present traveling speed step to new traveling speed step having load of engine to be fixed objective value, new load characteristic curve is calculated in RAM 10b of the car speed controlling part 10 according to details of the process and stored in RAM 10a. Then, previously selected load characteristics are changed to new load characteristics and thereafter variation controlling of the car speed is performed according to new load characteristics stored in the RAM (10a) until electric source is cut-off.

Description

Detailed Description of the Invention (Industrial Application Field) The present invention provides a vehicle speed control device for a harvester that changes the running speed in response to an increase or decrease in load on working sections such as a threshing section or a reaping section. Regarding.

(Prior art) Conventionally, vehicle speed control devices for this type of harvester have been disclosed in, for example, Japanese Patent Application Laid-open No. 8
As described in Publication No. 3-123371, it is equipped with an isochronous engine that can rotate at a constant speed regardless of the size of the load by adjusting the amount of fuel supplied in response to increases and decreases in load. The engine drives the working part and the traveling part, and the load on the engine is detected by the position of the rack that adjusts the amount of fuel supplied to the engine. The relationship between the vehicle speed and the engine load is stored in advance as a plurality of load characteristics, and based on the engine load detection result and the current traveling speed stage, the engine load after shifting is determined based on the load characteristics. The vehicle speed of the traveling section is adjusted by selecting the highest running speed where engine load is below a preset upper limit of engine load, and controlling the transmission to select the selected running speed as a target. I try to do that.

(Problem to be Solved by the Invention) However, in the above-described vehicle speed control device, when the load (engine load) on the working section fluctuates due to work conditions, etc., the load characteristics stored in advance are sequentially selected each time. , the traveling speed stage is controlled to change so that the engine load becomes a preset target value. For example, due to load fluctuation, the speed range changes from the (M3) position to the (H2) position in Fig. 2, which will be described in detail later. In the case of changing the running speed, a plurality of the load characteristics are selected and the speed is changed from the (M3) position to (M4) and (H).
The speed change control is performed through the 1) position to the (H2) position, and the same speed change control as described above is repeated in the subsequent work.Therefore, there is a problem of poor responsiveness of vehicle speed control.

The present invention was made in view of the above-mentioned problems, and its purpose is to control the current speed range to a new speed range where the engine load reaches a predetermined target value. A new load characteristic is calculated based on the history, and control is thereafter performed based on this new load characteristic, thereby increasing the responsiveness of the vehicle speed.

(Means for Solving the Problems) In order to achieve the above object, the present invention includes an engine that maintains the rotational speed at a set rotational speed regardless of the magnitude of the load, and the engine drives the traveling section and the working section. At the same time, the relationship between the vehicle speed and the engine load corresponding to the traveling speed stage is stored in advance as a plurality of load characteristics, and one of the pre-stored load characteristics is selected from the engine load detection result and the traveling speed stage, A vehicle speed control device for a harvester that adjusts the vehicle speed by controlling the vehicle speed to a maximum traveling speed such that the engine load reaches a preset target value, wherein If the engine load has not reached the target value, the previously selected load characteristic is changed to a new load characteristic based on the engine load and traveling speed at this time, the process is memorized, and the power is turned off. The present invention is characterized in that it includes means for adjusting the vehicle speed based on newly stored load characteristics until the load characteristic is newly stored.

(Function) In the vehicle speed control Htll described above, when controlling from the current speed stage to a new speed stage where the engine load reaches a predetermined target value, a new load characteristic is calculated based on the process. The previously selected load characteristic is changed to the new load characteristic, and from then on, the vehicle speed is controlled based on the new load characteristic until the power is turned off, resulting in highly responsive vehicle speed control. It will be destroyed.

(Example) Fig. 6 shows a combine harvester as an example of a harvesting machine, in which the machine body (1) is equipped with a running part (2) in the lower part, a threshing part (3) in the upper part, and the machine body ( 1) On the front side of
A reaping section (4) equipped with a cutting blade (41), a culm lifting device (42), etc. is provided, and the working section of the reaping section (4) and threshing section (3) and the traveling section (2) are connected to each other. , respectively for the aircraft (
1) Isochronous engine (EN) mounted on top
It is driven by

In addition, a driver's seat (D
An operating column (6) is disposed near S), and the operating column (6) includes a main shift lever (51) for changing the running speed stage of the main transmission, and a main shift lever (51) for changing the running speed stage of the auxiliary transmission. A sub-shift lever (52) for changing the rotational speed of the engine (EN), an accelerator lever (53) for changing the rotational speed of the engine (EN), an automatic switch (9) to be described later, and the like are provided.

Further, a vertical conveyance cheno (7) is provided between the threshing section (3) and the reaping section (4), and the rear end side of the vertical conveyance chino (7) is connected to the side of the threshing section (3). The shell culm conveying device (8) consisting of a foot chain (81) and a crimp rod (82) provided oppositely in the section is placed facing the shell culm conveying device (8), which is made up of a foot chain (81) and a clamping rod (82), and the shell culm cut by the reaping section (4) is transferred to the threshing section ( In addition, a shell culm sensor (7) is provided near the front side of the threshing section (3) on the upper side of the conveying check 7 (7).
1) is arranged, and the conveying shell culm is detected by a detection rod (72) protruding from the lower side of the sensor (71).

The vehicle speed control device for the combine harvester described above is configured as follows.

Figure 1 shows a block diagram of the vehicle speed control device, in which (10) is the vehicle speed control section, (20) is the main gear shift lever (
51) is a shift motor for moving and operating the engine (EN), and (30) is a rotation control section of the engine (EN).

The vehicle speed control section (10) calculates the load of the engine (EN) using a signal corresponding to the target rack position output from the engine rotation control section (30), which will be described in detail later. The system determines a travel speed that does not exceed the upper limit, and controls the main transmission and sub-transmission to achieve the travel speed.

The vehicle speed control unit (10) also includes a CPU (10a) that gives an output instruction based on an input signal and performs arithmetic processing.
) and RA used for calculation processing of IcPU (10a)
It consists of a ROM (10b) and a ROM (10c) that stores various data and control programs necessary for arithmetic processing.

and an input port (a1) of the vehicle speed control section (10).
The automatic switch (9), which is turned on when the humbine is operated for work, is connected to the switch (9).
)(a1) is brought to a low level with the on-operation of the input capo (a1).

Also, other input capo) (a2+ a3+ a4)
includes a threshing switch (11) that is turned on when the threshing clutch is engaged, a reaping switch (12) that is turned on when the reaping latch is engaged, and a detection rod for the culm sensor (71). 72) is connected to a shell culm switch (13) which is turned on when detecting a shell culm, and by turning on these switches (11, 12, and 13), each of the input ports ( a2.a3e a
4) are each considered to be at a high level.

Further, the other input ports (a5*a8) are provided with two first and second sub-transmission switches (which are turned on and off depending on the locked position of the sub-transmission lever (52) that operates the sub-transmission). 14) and (15) respectively, and when the first switch (14) is turned on, the input capo (a5) becomes
In addition, when the second switch (15) is turned on, the input port (
a6) are respectively set to low level.

The auxiliary transmission is provided with three travel speed stages: "low speed,""middlespeed," and "high speed," and when the auxiliary speed change lever (52) is located at "low speed," When you are
When the first switch (14) is turned on and the sub-shift lever (52) is located at the "high speed",
The second switches (15) are turned on, and when these switches (14) and (15) are turned on, the input capacitors (a5*a6) are brought to a low level. As a result, it is recognized that the traveling speed stages of the sub-transmission are "low speed" and "high speed", and each input boat (a5+aθ) is set to a high level, so that "middle speed" is recognized. I'm trying to recognize that it's fast.

In addition, to the other input capo (a1), a shift sensor (18) consisting of a potentiometer 1 that outputs a level signal corresponding to the amount of rocking of the main shift lever (51) that operates the main transmission is connected. do.

The main transmission has six running speed stages: four forward speeds, one reverse speed, and neutral. It is designed to recognize which barking position the speed stage is located in.

Furthermore, other input ports in the vehicle speed control section (10)
(a8) includes an engine rotation control section (30) to be described later.
An output signal from is given.

Further, the signals input to each of the input ports (a7+a8) are processed by the input interface of the vehicle speed control section (10), and are converted into digital data according to the respective signal levels. CPU (10a
) is entered.

On the other hand, two output ports in the vehicle speed control section (10)
) (bl, b2) is connected to the shift motor (20) of the main gear shift lever (51), and each of the output couplers)
Due to the high level signal output from (bl, b2),
The motor (20) is rotated in forward and reverse directions to swing the main shift lever (51) toward high speed or low speed.

Furthermore, the output port (b3) of the pond is equipped with a notification lamp (21) for notifying the operator that vehicle speed control operation is being performed, and the other output ports (b4, b5) are Instruction lamps (22) (23) for instructing the operator to operate the sub-shift lever (52) to increase or decrease speed.
are connected respectively, and each output capo) (bl, b4
．． Each of the lamps (21), (22), and (23) is turned on by a low level signal output from b5).

Further, an alarm buzzer (24) for outputting various alarms is connected to the other output port (be), and the buzzer (24) is activated by the noise level signal output from the output port (be). ) is set to sound.

Further, another output port (b1) is connected to the input side of an engine rotation control section (30), which will be described later, and the rotation control section (30) is connected to the input side of the engine rotation control section (30), which will be described later. ) control operations.

On the other hand, the rotation control section (30) controls the engine (EN).
), and adjusts the fuel supply amount by moving and adjusting the rack of the fuel injection pump in order to match the detection result with the set rotation speed, and performs so-called isochronous control. On the input side of the control unit (30),
A rack position detection sensor (31) comprising, for example, an operating transformer, which detects the position of the rack, and an engine rotation sensor (32), which is provided near the engine (EN) and detects its rotation speed, are connected to each other. is,
Further, an operation command signal is outputted from the output capacitor (b1) of the vehicle speed control section (10) mentioned above to the input side of the rotation control section (30).

Further, a rack actuator (33) using, for example, a near solenoid for driving the rack is connected to the output side of the rotation control unit (30), and a rack actuator (33) using, for example, a near solenoid for driving the rack is connected to
The position of the rack is adjusted via the actuator (33) by an output signal from the engine (EN).
The rotation control section (
30) is transmitted to the vehicle speed control section (10) described above.
I try to give it to (a7).

The rotation control section (30) includes a component necessary for returning the rotation speed to the set rotation speed when the rotation speed detected by the engine rotation sensor (32) differs from the set rotation speed due to load fluctuations in the working section, etc. A numerical table or calculation formula for calculating the corrected set rotation speed, a numerical table or calculation formula for calculating the rack equivalent position of the engine (EN) when no load is applied, and a calculation table or calculation formula for calculating the rack equivalent position when the engine (EN) is not loaded. Numerical tables or arithmetic expressions for determining the required target rack position and the maximum permissible values of the rack at the various rotational speeds are stored.

When the detected rotation speed input from the engine rotation sensor (32) differs from the set rotation speed due to load fluctuations in the working section, the rotation control section (30)
Calculate the correction setting rotation speed, read the no-load equivalent rack position corresponding to this correction setting rotation speed, and calculate the correction rotation from this read position and the actual rack position input from the rack position sensor (31). A target rack position necessary to obtain the number is calculated, a signal corresponding to this target rack position is output to the actuator (33), and the actuator (33) adjusts the movement of the rack to the target rack position. Then, the amount of fuel supplied to the engine (EN) is adjusted and its rotation is controlled to maintain a constant rated rotation speed regardless of the magnitude of the load.

In Figure 2, the horizontal axis shows the traveling speed (V) of the combine when the engine speed is the rated speed, and the vertical axis shows the load factor (V) for the maximum load of the engine (E N ).
The curves F1 to Fn shown in the figure are load characteristic curves obtained under various different working conditions, and these load characteristic curves (Fl
~Fn) is the ROM (10c) of the vehicle speed control section (10)
is stored in

In the figure, the symbols L, M, and H indicate that the traveling speed stages of the sub-transmission are located at "low speed,""middlespeed," and "high speed," respectively. , 2, and 3.4 indicate that the traveling speed stage of the main transmission is "
This indicates that the combine harvester is in 1st forward speed, 2nd forward speed, 3rd forward speed, and 4th forward speed. The traveling speed is controlled over multiple stages of Ll to L4, Ml to M4, Hl, and H2.

In addition, the straight line shown in % (Ecmax) in the figure is the maximum load rate indicating the load upper limit value for limiting the load applied to the engine (EN) during vehicle speed control operation to below this value, and is the actual maximum load rate. During work driving, the load factor is set to 0.95Ecmax or less, which is lower than the maximum load factor, and this set value is stored in the ROM (10c) of the vehicle speed control section (10).

Therefore, when the load of the working section fluctuates due to work conditions, etc., one of the load characteristic curves (Fl to Fn) is selected first, and the load of the engine (EN) is set to a preset target value. Even if the traveling speed stage is controlled so that the load becomes 0.95Ecmax at this target traveling speed stage,
If the load condition has not been reached, at this stage, the load condition is specified from the load factor for this traveling speed stage, and a load characteristic curve suitable for this load condition is selected.

That is, in the initial target value setting, the current load state is specified based on the input load factor and the travel speeds of the main gear and the g11 gear, and a load characteristic curve that matches this is selected. For example, if the current input load factor is ε,
If the traveling speed stage is "M," then point C8 in FIG.
and the load characteristic curve rFi in FIG.
J is selected.

However, based on this load characteristic curve rFiJ, 0.95Ec
Even if the control is set to the target traveling speed corresponding to a
If the value is lower than 5Ecmax, for example, the input load factor is ξ
2, the load condition is specified at point C2 from the input load factor ε2 and the target traveling speed stage "M4", the load characteristic curve rFjJ in FIG. 2 is selected, and this curve rFjJ is selected.
Based on F IJ, the vehicle is controlled to a target traveling gear position corresponding to 0.95Ec*ax, that is, "Hl".

In the vehicle speed control device for a combine harvester as described above, when controlling from the current speed stage to a new speed stage where the load of the engine (EN) reaches a predetermined target value, the process will be explained. Based on this, the previously selected load characteristic is stored in the RAM (10a) of the vehicle speed control unit (10), and the previously selected load characteristic is changed to a new load characteristic, and from then on, until the power is turned off,
The vehicle speed is controlled based on the new load characteristics stored in the RAM (10a). A plurality of the load characteristic curves (F1 to Fn) are selected, and the traveling speed stage changes from the (M3) position to (M4) and (H1).
The vehicle speed control has poor responsiveness because the same speed change control as described above is repeated in subsequent operations.However, in the present invention, the above speed change control When carrying out this process, a new load characteristic curve (S) shown in the figure is calculated and stored in the RAM (10b) of the vehicle speed control section (10) based on the circumstances, and from then on until the power is turned off. The responsiveness of vehicle speed control is improved by controlling the speed change from the (M3) position to the (H2) position based on the load characteristic curve (S) during the period.

Next, the above vehicle speed control device will be explained based on the flowcharts shown in FIGS. 3 to 5.

First, as is clear from FIG. 3, when the automatic switch (9) is turned on at the start of driving, the vehicle speed lamp (21
) lights up, the vehicle speed control section (10) is operated (step 1), and then, in step 2, the initial value is set as the coefficient (K) to be multiplied to set the standard of the maximum load factor (EcmaX). A value of 1 is given, and the traveling speed is thereafter controlled within a range that does not exceed this limit load factor (K@Ecmax).

Then, the vehicle speed control section (10) controls the rack position It.
(R), the main gear stage (A) of the main transmission, and the auxiliary gear stage (B) of the auxiliary transmission, respectively (step 3),
Based on the rack position (R), the vehicle speed control section (10
) R,OM (10c) to calculate the input load factor (E) based on the arithmetic expression stored in step 4).Next, in step 5, the input load factor (ε) is set to the limit load factor. It is determined whether or not the value is larger than (KeEcmax), and if no, control is performed in step 6 by a speed increase control subroutine that will be described in detail later. In addition, in the case of YES in step 5, a timer (t3) to be described later, which starts timing when the speed increase control operation by the speed increase control subroutine is completed, is set to a preset time (T3). It is determined whether the coefficient (K) is greater than (step 7), and if yes, a predetermined value of 0.05 is subtracted from the coefficient (K) in step 8, and if no, the coefficient (K) is (K) is left as is, it is determined whether the main gear (A) is 1 (step 9), and if the answer is no in step 8, that is, deceleration is possible by shifting the main gear. in case of,
In step 10, the shift motor (20) is reversed by a predetermined amount to change the main gear stage by one step. Also,
If the answer is YES in step 9, it is determined whether or not the auxiliary gear (B) is engaged (step 10).
), in the case of YES, that is, when deceleration is possible by shifting the auxiliary gear, the deceleration instruction lamp (23) is lit (step 12), and the auxiliary gear lever (52) is operated to the low speed side. In step 13, it is determined whether or not the traveling speed has been reduced as a result of this instruction. If no, the warning buzzer (24) is
) continues to ring for a predetermined time (T1) in step 14).
Step 15) of waiting in the range of 1 and prompting the operator to instruct the operator to decelerate; (23
) is turned off (step 16), and after waiting for a predetermined time (T2) (step 17), in step 18, it is determined whether the vehicle speed control section (10) satisfies various conditions for controlling the vehicle speed. If the answer is yes, the process returns to the position of step 3 and the same operation is repeated. If the answer is no, the vehicle speed control section (10) is put into standby mode and the various conditions are met. Vehicle speed control is suspended until the condition is satisfied.

Moreover, in the case of YES in step 11,
In other words, when the main gear (A) is 1 and the auxiliary gear (B) is set, and no further deceleration operation is possible,
Assuming that some abnormality has occurred in the working section, in step 19, the shift motor (20) is used to position the main gear in neutral, and in step 20,
After the warning lamp (24) is sounded for a certain period of time and the vehicle speed lamp (21) is turned off, the aircraft is stopped.

In step 5, if the answer is NO, that is, the input load factor (ε) is the limit load factor (K*Ec
max), control is performed according to the speed increase control subroutine shown in FIG.

In the speed increase control subroutine, as shown in FIG. 4, control is first performed in a switching control routine (step 21) to be described later, and after the load characteristic curve (Fi) is first selected, in step 22, The main gear (a) and the auxiliary gear (b), which are set to a -step higher speed side than the current main gear (A) and the auxiliary gear (B), are determined as target values, for example, the current main gear When the gear is (a=1) and the sub-gear is (b=L), the target main gear is (a
= 2), the sub-gear is determined to be (b=H), and then in step 23 it is determined whether the sub-gear (B) is the target gear (b), and if yes In step 24, it is determined whether the main gear (A) is the target gear (a), and if yes, that is, the main gear (A) and the sub gear (CB) are determined. When both are at the target gear speeds (a) and (b), vehicle speed control is stopped.

Further, if the answer is NO in each of the steps 23 and 24, the load factor (E i) corresponding to each traveling speed stage on this load characteristic curve (Fi) is calculated in step 25, and then the step 26, the load factor (Ei) is the limited load factor (K*Ecmax)
It is determined whether it is greater than or equal to.

If the determination result in step 26 is YES, step 27 determines that the gear position is (a=
1), and if the answer is no, control is performed to change the gear position (a) to a lower speed side in step 28, and if the judgment result in step 27 is yes, , control is performed to change the auxiliary gear stage (b) to the low speed side, and after the control in steps 28 and 29, the process returns to step 23.

Furthermore, if the determination result in step 26 is NO, a timer (t3) for measuring the elapsed time after the end of the speed increase control operation is reset (step 30);
Thereafter, in step 31, it is determined whether the sub-gear (B) is the target gear (b), and if no, in step 32, the speed increase instruction lamp ° (22) is
is lit, and then in step 33 it is determined whether or not the auxiliary gear has reached the target gear (b). If no, the alarm buzzer (24) is sounded and T1), and in the case of YES in step 33, that is, when the sub-gear has been shifted to the target gear (b), in step 36, the speed increase lamp (22) is lit.

Moreover, in the case of YES in step 31,
That is, when the auxiliary gear position (B) is shifted to the target gear position (b), the main gear position (A) is changed in step 37.
Control is performed to set the target gear position (a), and after waiting for a certain period of time (T2) (step 38), in step 39, a timer for measuring the elapsed time after the end of the speed increase control operation is performed. (t3) starts timing.

The switching control routine (step 21) performed in the speed increase control subroutine is performed when the target vehicle speed setting number is 0, that is, when setting the target value for the first time, the current Identify the load status of
A load characteristic curve that matches this, for example, Fi, is selected, and vehicle speed control is performed based on steps 22 to 38 described above.

That is, first, in step 40, the vehicle speed and load factor are detected and their values are loaded into the RAM (10b), and in step 41, the number of target vehicle speed settings is determined as (n=o
), and if YES, that is, when setting the target vehicle speed for the first time, in step 42,
v in the ROM (j, oc) of the vehicle speed control section (10)
From the stored load characteristic curves (Fl to Fn), the load characteristic curve (Fi) is selected based on the current load condition. is,
Thereafter, in step 43, a target vehicle speed is determined based on the curve (F i), and then, in step 44, the set number of times (n) is set to (n+1).

In addition, in the case of No in step 41, that is, if (n=o) rotational target setting is performed, in step 45, the number of target setting times is (n=1).
If yes, in step 46, the load characteristic curve ( The variables α and β values for determining S) are calculated, and the RAM (10
From the vehicle speed and load factor taken in step b), the load characteristic curve (Fj) stored in the ROM (10c) is selected to determine the vehicle speed. Then, in step 48, the set number of times (n) is determined. (1'i 'r 1 ). Note that (d) in the above equation is a constant arbitrarily determined as a displacement value in the X-axis direction.

If the judgment result in step 45 is NO, it is judged in step 49 whether the target setting number of times is (n=2), and if YES, step 5
0, from the vehicle speed load factor taken into RAM (iob), based on the following calculation formula: ε1=α(vl-γ)1+β ε2=α(v2-γ)8+β ε3=α(v3-γ)+β Then, the variables α value, β value and σγ value for determining the load characteristic curve (S) are calculated, and the RAM
From the vehicle speed and load factor taken into (10b), the ROM (10c
), the vehicle speed at which the load characteristic curve (F k ) selected is determined is determined (step 51), and then, in step 52, the set number of times (n) is set to (n + 1).

Further, if the determination result in step 48 is no, that is, if the set number of times (n) is 2 or more, that is, 3 or more, in step 53, (ε1 to εn) and (v
The load characteristic curve (S) is calculated from each value of l to vn), and in step 54, this load characteristic curve (S)
A determination of vehicle speed is made based on.

After the vehicle speed is determined in the above switching control routine, the process returns to step 22 in FIG. 4, and the vehicle speed is thereafter controlled based on the flow described above.

(Effects of the Invention) As explained above, when the vehicle speed control according to the present invention is controlled to a new traveling speed stage that will reach a predetermined target value, a new load characteristic is calculated based on the process, The previously selected load characteristic is changed to a new load characteristic, and the vehicle speed is then controlled based on the new load characteristic until the power is turned off, which significantly improves the responsiveness of vehicle speed control. I ended up getting it.

[Brief explanation of the drawing]

FIG. 1 is a block diagram showing a vehicle speed control device according to the present invention, FIG. 2 is a load characteristic graph showing the relationship between traveling speed and engine load, and FIGS. 3 to 5 are flowcharts of the vehicle speed control device. FIG. 6 is a perspective view of the entire combine harvester shown as an example of a harvester. (2)......Traveling section (3) (4)...Working section (EN)-----Engine

Claims (1)

[Claims] 1) Equipped with an engine that maintains the rotational speed at a set rotational speed regardless of the magnitude of the load, the engine drives the traveling section and the working section, and the relationship between the vehicle speed corresponding to the traveling speed stage and the engine load is determined in advance. Stored as multiple load characteristics,
One of the pre-stored load characteristics is selected from the engine load detection result and the travel speed range, and the vehicle speed is adjusted by controlling the engine load to the highest travel speed range at which the engine load reaches the preset target value. In the vehicle speed control device for a harvester, if the engine load has not reached the target value at the vehicle speed corresponding to the highest traveling speed, A harvester characterized by having means for changing a selected load characteristic to a new load characteristic, storing the process, and adjusting vehicle speed based on the newly stored load characteristic until the power is turned off. vehicle speed control device.