JP2000318661A - Body horizontality control device for working vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To perform a stable control by subtracting the shaking-back component due to shaking of a body from the inclination signal detected by an inclination detecting means to perform the attitude control of the body to a horizontal state. SOLUTION: A shaking extracting means 58a and an inclination extracting means 58b are connected between a lateral inclination sensor 2b and a controller 54. The measurement of shaking of a body and the calculation of its period are performed by these means, and an ON delay value for removing the shaking- back component due to the body shaking is calculated to measure the inclination of the body. A horizontal state for retaining the inclination of the body within a preset neutral area or not is checked from the result. According to this, since the attitude control can be performed while separating the shaking-back component included in the body lateral inclination signal, a trouble such as an excess of regulation by the addition of the shaking back of the body can be prevented at the time of regulation, and the control can be stably performed.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an apparatus for controlling the level of a vehicle body such as a working vehicle, and more particularly to an apparatus for controlling the attitude of a vehicle body to a horizontal state by detecting an inclination angle of the vehicle body on a running soil surface by means of a tilt detecting means. It belongs to the technical field and can be used for combine vehicles and tractors as work vehicles.

[0002]

2. Description of the Related Art Conventionally, when a work vehicle or the like travels on a soil surface, a tilt signal detected by a tilt detection means detects a tilt state of a vehicle body.
Attitude control is performed to maintain the inclination of the vehicle body in the preset neutral region.However, during this posture control, periodic swings particularly to the left and right occur due to the mass in the height direction of the vehicle body. It is easy to cause rebound due to the inertial force caused by the repulsion.If the control output is performed without considering this component without knowing the component of the reversion, the control output is added in addition to the self-returning force due to the reversion. As a result, control becomes excessive, and problems such as hunting occur.

Accordingly, the present invention controls the attitude of the vehicle body to a horizontal state by removing the component of the backlash from the tilt signal of the vehicle body.

[0004]

SUMMARY OF THE INVENTION The present invention relates to a work vehicle or the like having an inclination detecting means 2 for detecting an inclination state of a vehicle body 1, and to an inclination signal W detected by the inclination detecting means 2.
Therefore, the configuration of the vehicle body level control device is characterized in that the posture control to the horizontal state is performed excluding the component of the reversal due to the vibration of the vehicle body 1.

[0005]

With the above arrangement, when traveling on a soil surface in a work vehicle or the like, the inclination angle of the vehicle body 1 is detected by the inclination detecting means 2, and the posture control is performed by the detected inclination signal W. Since the tilt signal W includes a swinging component generated by the periodic swinging due to the mass of the vehicle body 1 in the height direction, the swinging, the period, and the like in the swinging component are calculated. This calculation result is excluded from the tilt signal W, and the attitude control to the horizontal state is performed by the tilt signal W of only the pure tilt component after the self-return of the swinging component.

[0006]

As described above, when the work vehicle or the like travels on the soil surface, when the attitude control is performed by the tilt signal W obtained by detecting the tilt angle of the vehicle body 1 by the tilt detecting means 2, the tilt signal W Of the vehicle body 1 generated by the periodic vibration of the vehicle body 1 contained in the vehicle, and the attitude control to the horizontal state is performed by the inclination signal W of only the pure inclination component after the self-recovery of the vibration component. Since the control output can be performed, as in the conventional case where the control output is performed without considering the component of the swinging back, the control output is added in addition to the self-returning force due to the swinging back, and the control becomes excessive, resulting in a problem such as hunting. Stable control can be performed by separating the swinging component included in the tilt signal W of the vehicle body 1 and performing the attitude control without causing the occurrence.

[0007]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to the accompanying drawings.
FIG. 43 shows the overall structure of the combine, in which a traveling device 7 having a pair of left and right traveling rollers 6 traveling on the soil surface is provided below the traveling frame 5.
The grain culm supplied by being sandwiched between the feed chains 8 is threshed, and the threshed grains are selectively collected and temporarily stored in a Glen tank 9, and the drainage for discharging the grains in the tank 9 to the outside of the machine. A threshing device 11 including a grain auger 10 is mounted and configured.

At the front side of the threshing device 11, a weeding body 12 for weeding up-grown grain culm from the front end position, a raising part 13 for producing weeded grain culm, and a cutting blade part 14 for cutting the caused grain culm. The cutting device 16 having the grain stalk transport portion 15 for transferring the cut stalks to the feed chain 8 while transferring the harvested grain stalks rearward to the feed chain 8 is moved to the front end of the traveling frame 5. In addition to being suspended and supported, it is configured to be able to move up and down with respect to the soil surface by means of a hydraulically driven mowing cylinder 17.

An operating device 18 for controlling the operation of the combine is provided on one side of the reaper 16 and an operating seat 1 for this operation.
9, the Glen tank 9 is arranged behind the operation seat 19, an engine 20 is mounted below the Glen tank 9, and a cabin 21 that covers the operation device 18 and the operation seat 19.
Is provided. These traveling device 7 and threshing device 1
1, the reaper 16, the operating device 18, the engine 20, the cabin 21, and the like constitute the combined vehicle body 1.

The traveling device 7 is shown in FIGS. 39, 40 and 41.
As shown in the figure, a plurality of vertical and horizontal vertical middle frames 5b and 5c are respectively arranged at appropriate positions with respect to a substantially rectangular outer peripheral frame 5a formed by a square pipe or the like. 5 is constituted. At the front lower part of the left and right vertical middle frame 5b arranged at the center side of the traveling frame 5, there is provided a box-shaped support frame 22 formed by bending left and right sides. 2
3 and the left and right rolling metal 23
An upper arm 25a and a lower arm 25 are provided at the inner end and the outer end of the front rolling shaft 24 rotatably supported at
b and the left and right front rolling arms 25.

The positions of the lower ends of the lower arms 25b of the left and right front rolling arms 25 and the left and right vertical middle frames 5b
And the front side positions of the left and right wheel frames 26, which are respectively located below and outside of the vehicle, are rotatably connected by pins 26a. A pitching shaft 28 is rotatably supported on a pitching metal 27 fixed to the lower rear portion of the left and right vertical middle frame 5b, and one end of each of left and right pitching arms 29 is attached to the left and right ends of the pitching shaft 28. , And the other end and one end on the left and right sides of the connecting arm 30 having an H shape in plan view are rotatably connected by pins 31 respectively.

An upper arm 33a and a lower arm 33b are divided at the inner end and the outer end of the left and right rear rolling shafts 32 so as to be shaped in a side view to form left and right rear rolling arms 33, respectively. The other end on the left and right sides of the connecting arm 30 is rotatably supported between the upper arm 33a and the lower arm 33b of the rear rolling shaft 32, and the lower end position of the lower arm 33b of the rear rolling arm 33 is ,
The left and right wheel frames 26 are rotatably connected to rear portions of the wheel frame 26 by pins 26b.

The other end of the right pitching arm 29 is extended upward, and is extended and retracted by hydraulic pressure or the like so that the extended upper end is substantially parallel to the upper side of the running frame 5 at a rear position. The tip of the piston of the pitching cylinder 34 that acts is pin-connected, and the fixed side of the pitching cylinder 34 is rotatably pin-connected to a mounting part 35 fixed above the horizontal middle frame 5c.

The upper and lower connecting arms 36a and 36b of the upper arm 25a of the left and right front rolling arms 25 and the middle of the upper arm 33a of the left and right rear rolling arms 33 can form four parallel links. The upper arm 33a of the left and right rear rolling arms 33 is further extended above the connecting position of the connecting rod 36, and the upper and lower ends of the right and left rear rolling arms 33 are expanded and contracted by hydraulic pressure or the like. Each of the rolling cylinder 37 and the tip of the piston is connected with a pin.

The fixed sides of the left and right rolling cylinders 37 and the projections protruding from the other ends of the left and right pitching arms 29 are rotatable while being sandwiched from both sides by band-shaped holding plates 38. The fixed side connecting portion is swingably connected to the horizontal middle frame 5c via a link 39 so as to be connected to each other by a pin 29a. Rear rolling bearings 40a for rotatably supporting the left and right rear rolling wheels 40 on the rear end upper side of the left and right rolling frame 26, and supporting arms for supporting the rear rolling bearings 40a in a front-rear adjustable manner. 41 are fixed rearward, and a plurality of grounding wheels 42 are rotatably supported at lower portions on the outer surfaces of the left and right wheel frames 26 at predetermined intervals.

The right and left rear wheels 40 and a plurality of ground wheels 42, and driving wheels 44 for transmitting power from a traveling transmission case 43 mounted on the front end of the traveling frame 5 are provided with the above-mentioned components. The left and right traveling crawlers 6 are wound and stretched respectively. Reference numeral 45 denotes an auxiliary wheel. A front / rear stroke sensor 46 for detecting the expansion / contraction stroke of the pitching cylinder 34 is provided at the lower side of the cylinder 34, and the working arm of this sensor 46 and the vicinity of the upper end of the pitching arm 29 are connected by a lot 47. A left and right stroke sensor 48 for detecting the expansion / contraction stroke of the rolling cylinder 37 is provided above the left and right cylinders 37, and the working arm of the sensor 48 and the upper end connecting portion of the rear rolling arm 33 are connected by a lot 49.

A front and rear inclination sensor 2a and a left and right inclination sensor 2b as inclination detecting means 2 for detecting the front and rear and left and right inclination of the vehicle body 1 are arranged at appropriate positions on the traveling frame 5, and the front and rear and left and right inclination sensors 2a, A front / rear switch 50 and a left / right switch 51 for automatically performing the horizontal control of the vehicle body 1 by detecting the inclination state by 2b;
And a manual vehicle height switch 53 for raising and lowering the vehicle.

The left and right front and rear rolling arms 25 and 33, the right and left rolling cylinders 37 act to move the vehicle body 1 up and down or to the left and right, a rolling mechanism, the pitching arm 29 and the pitching cylinder 3
By the operation of 4, a controller 54 mainly configured with a CPU for performing arithmetic control with a pitching mechanism for tilting the vehicle body 1 back and forth is provided.

As shown in FIG. 42, the front and rear inclination sensor 2a, the left and right inclination sensor 2b,
Front / rear stroke sensor 46, left / right stroke sensor 4
8, the front / rear switch 50, the left / right switch 51, the tilt switch 52, the vehicle height switch 53 and the like are connected to each other. An extension-side pitching solenoid valve 55 for operating the pitching cylinder 34 is provided on the output side of the controller 54.
a and the shortening-side pitching solenoid valve 55b, the extension-side rolling solenoid valve 56a and the shortening-side rolling solenoid valve 56b that operate the left and right rolling cylinders 37, respectively.
And the unload valve 57 and the like are connected to each other.

When the vehicle body 1 rolls and tilts to the left or right side when performing horizontal control of the vehicle body 1 in the front / rear and left / right directions, the controller 54 is turned on by turning on the left / right switch 51 and detecting the tilt by the left / right tilt sensor 2b. The right or left rolling cylinder 37 is operated by the control of, and the left or right wheel frame 26 is moved up and down in parallel by the parallel link action of the front and rear rolling arms 25 and 33 and the connecting rod 36 to travel. By raising and lowering the traveling crawler 6 on the left or right with respect to the frame 5, the vehicle body 1 can be tilted relatively to the left and right and adjusted to a horizontal state.

When the vehicle body 1 is pitched and tilts forward and backward, the pitching cylinder 34 is operated under the control of the controller 54 by turning on the front and rear switch 50 and detecting the tilt by the front and rear tilt sensor 2a. The right and left rear rolling arms 33 are moved up and down via the connecting arm 30 by the vertical turning action of. By raising and lowering the rear rolling arm 33, the rear side of the left and right wheel frames 26 is moved up and down with the front rolling shaft 24 as a fulcrum, and the right and left traveling crawlers 6 are simultaneously moved up and down with respect to the traveling frame 5. The vehicle body 1 can be tilted forward and backward to adjust the horizontal state.

When the vehicle body 1 is raised and lowered in parallel with the traveling crawler 6, the left and right rolling cylinders 37 are simultaneously operated by the same amount by turning on the vehicle height switch 53, and the left and right front and rear rolling arms 25 and 33 are moved. By moving the left and right wheel frames 26 up and down in parallel by the up-and-down rotation action, the left and right traveling crawlers 6 are moved up and down in the same manner with respect to the traveling frame 5, so that the vehicle body 1 can be moved up and down relatively in parallel. it can.

During the horizontal control of the vehicle body 1 in such a mowing operation, for example, when the inclination state of the vehicle body 1 to the left and right is detected by the left and right inclination sensor 2b, as shown in the diagram of FIG. The frequency of 2 Hz or more is removed from the obtained signal to extract the left / right tilt signal WR. As shown in FIG. 2, the left / right tilt signal WR is output from a swing extraction unit 58 connected between the left / right tilt sensor 2b and the controller 54.
As shown in the flow chart of FIG. 3, measurement of the sway of the vehicle body 1 and calculation of the cycle thereof are performed by the a and the inclination extracting means 58b, and an O for removing the swaying component due to the sway of the vehicle body 1 is obtained.
By calculating the N delay value and measuring the inclination angle of the vehicle body, it is checked from the result whether or not the vehicle is in a horizontal state in which the inclination of the vehicle body 1 is kept within a preset neutral region N.

When the vehicle body 1 is tilted as a result of this check, an ON delay of n seconds (for example, 0.3 seconds) is set, and a left / right tilt signal of only a pure tilt component after the self-recovery of the swaying component. By WR, the right-up output is performed by the action of the right rolling cylinder 37 in the right inclination,
When the vehicle is tilted to the left, the left rolling cylinder 37 outputs a left-up output by the action of the left rolling cylinder 37, thereby generating a left-right tilt signal WR of the vehicle body 1.
Therefore, stable control can be performed since the posture control can be performed by separating the swaying component included in.

Such attitude control can be applied not only to the front-back inclination of the combine, but also to a tractor or the like. Also, as shown in the diagram of FIG. 4 and the flowchart of FIG.
Left / right tilt signal WR detected by left / right tilt sensor 2b
When the measured left / right tilt signal WR is outside the neutral region N, the tilt state is determined, and
Set n seconds as ON delay.

The ON delay is reset by the time-out of this set, and the inclination state is further measured (for example, 2
The inclination direction is determined, and it is checked whether or not the inclination is outside the neutral region N. When the check is YES, the vehicle body 1 is inclined to the left, but is shifting to the right due to swinging back. In the case of, a lower left output is performed. Conversely, when the vehicle body 1 is inclined downward to the right, but is shifting to the downward left direction due to swinging, the vehicle 1 outputs downward to the right.

As described above, the vehicle body 1 is inclined downward to the left. When the vehicle body 1 is shifting to the lower right direction due to swinging, the left lowering adjustment is performed in the opposite direction to ease the shift (to the lower right angle). In this case, as in the prior art, the body 1 is adjusted to the opposite side where the vehicle body 1 is currently inclined regardless of the swinging. To prevent problems,
The shaking is reduced and the working environment can be improved.
(The present invention is also applicable to the front-back inclination) As shown in the diagram of FIG. 6 and the flowchart of FIG. 7, the left-right inclination sensor 2b detects the peak p or the bottom b of the left-right inclination signal WR excluding the extra vibration. Then, the cycle time t (T / 2) is calculated from the peak p or the bottom b, and since one peak p or the bottom b has symmetry, the cycle of the swing is calculated based on the time.
As shown in FIG. 8, the length of the period of this swing (short
The calculation is performed so that the ON delay time is changed to a long or short time by a fast swing.

As described above, since the ON delay time can be changed to be longer or shorter depending on the length of the vibration period of the vehicle body 1, it is not possible to determine the ON delay due to the vibration of the vehicle body 1 as in the prior art. Since the control is not stable due to the output in the direction to amplify the inclination because it does not match, the tilting state does not deviate in one direction and the control itself does not generate long-period shaking, and the work environment is stable and stable. Can be improved. (It is also applicable to a front-back inclination.) In addition, when working in a combine, the threshing device 1
1, the swing vibration of the swing sorting shelf 11a is weighted on the vehicle body 1, and the longitudinal tilt signal WP detected by the longitudinal tilt sensor 2a includes a vibration frequency corresponding to the rotational frequency of the swing. The diagram of FIG. 9 shows the state of the power spectrum in the frequency analysis of the front-back tilt signal WP, and the vibration spectrum (7.2 to 7.6 Hz) of the sorting shelf 11a having the largest value in this power spectrum value. Is shown.

When such a vibration frequency is converted into a tilt angle of the vehicle body 1 in the front-rear direction, it becomes about 1 degree as shown in the diagram of FIG. As shown in the diagram of FIG. 11, the frequency of 2 Hz or more is removed to remove the high-frequency noise signal W
P is extracted and controlled by the front-back tilt signal WP,
Stable attitude control can be performed by detecting the tilt state with high accuracy.

The vehicle body 1 is detected by the front-rear inclination sensor 2a.
The front-back tilt signal WP detecting the front-back swing of the vehicle body and the right-left tilt signal WR detecting the left-right swing of the vehicle body 1 by the left-right tilt sensor 2b have the frequencies shown in the diagrams of FIGS. 12 and 13, respectively. From the state of the power spectrum in the analysis, it can be determined that the front-back tilt signal WP has much lower frequency swings than the left-right tilt signal WR.

For this reason, as shown in the diagram of FIG. 14, the frequency is cut by a filtering process having a weighting characteristic obtained by multiplying a digital order and past data by a preset coefficient, and the cut frequency is inclined horizontally. Signal WR
Since the front-back inclination signal WP can be set lower, the front-back inclination signal WP and the left-right inclination signal WR by the filter processing as shown in the diagrams of FIGS.
The number of times of the adjustment output is reduced by the control according to the swing characteristics, and the riding comfort can be improved.

The front and rear and left and right tilt sensors 2a, 2
b, left and right tilt signals WP, WR detected by b
In FIG. 14, various accelerations, vibrations, and the like are synthesized together with the tilt state of the vehicle body 1. From the synthesized signals, the front-back and left-right tilt signals WP and WP of the vehicle body 1 are obtained by filter characteristics as shown in the diagram of FIG. A signal having a low frequency is extracted as WR to calculate a tilt value, and the posture control can be performed based on the calculated value.

As described above, since the signal in the inclined state can be extracted by the software processing, the extraction device is unnecessary and the processing can be performed at low cost. In addition, the same software processing is simple and the program is simple unlike the one based on the frequency analysis or the like. There is an advantage that it is not affected by the vehicle speed because the saved memory and real-time processing can be performed. In addition, FIG.
As shown in the flowchart, when the left and right tilt sensor 2b detects the peak p and the bottom b of the left and right tilt signal WR from which the extra vibration is removed, the peak p or the bottom b of the next swingback due to the swing of the vehicle body 1 is detected. The occurrence position is predicted by the prediction means, and when the predicted value exceeds a threshold value set at a position beyond the width of the neutral region N by a fixed amount, an adjustment output for controlling the attitude of the vehicle body 1 is permitted. If the threshold value is not exceeded, the control output is not permitted.

As described above, since stable control can be performed by the attitude control based on the inclination state and the degree of shaking of the vehicle body 1, the ON delay does not match because the turning back of the vehicle body 1 is not known as in the prior art. In addition, it is possible to prevent an excessive output with respect to a swing that is output in a direction in which the inclination is amplified, and it is possible to reduce the number of control outputs and perform efficient control. (It is also applicable to the front-back inclination) As shown in the diagram of FIG. 19 and the flowchart of FIG. 20, the left-right inclination sensor 2b detects the peak p and the bottom b of the left-right inclination signal WR excluding the extra vibration. Then, the occurrence position of the next peak p or bottom b due to the swing of the vehicle body 1 is predicted by the predicting means, and the predicted value is set at a position exceeding the width of the neutral region N by a certain amount. When the threshold value is exceeded, the adjustment output for controlling the attitude of the vehicle body 1 is permitted. When the threshold value is not exceeded, the adjustment output is not permitted.

Next, when the adjustment output for controlling the posture of the vehicle body 1 is permitted, the inclination angle is measured and the inclination direction is calculated. When the inclination exceeds the neutral region N, the left inclination direction is calculated. In this case, a lower right output is performed. Even in the case of the left tilt direction, a lower left output is performed during the transition to the opposite tilt direction due to swinging back. In this way, by controlling the inclination of the vehicle body 1 and the degree of the swing, the amplification of the inclination angle when the body 1 is tilted is suppressed, and when the vehicle 1 is turned back, the inclination is returned by the angle for suppressing the swing, and conversely, the body is returned. Since the swing of the vehicle body 1 can be reduced, the turning back of the vehicle body 1 is not known, as in the related art, so that the ON delay does not match, the amplification of the tilt is increased, the tilt is biased in one direction, and the control itself generates a long-period swing. Therefore, the working environment can be improved. (Applicable to front-back tilt)
As shown in the diagram of FIG. 21 and the flowchart of FIG. 22, the front and rear and left and right tilt sensors 2a and 2b use the front and rear and left and right tilt signals WP and WR to remove the peak and bottom of the tilt signal W based on the front and rear tilt signals WP and WR. When b is detected,
The cycle time t (T (T) of the swing from the previous peak p and bottom b
/ 2) is calculated, the inclination angle is measured, and the inclination angle is measured again after a lapse of a predetermined time by the timer setting.

Next, when the inclination angle is re-measured, if there is change rate data, the change rate of the inclination angle is calculated and saved, and the flag is reset.
The change rate of the inclination angle is calculated and saved, and the inclination angle is measured from the beginning, and the inclination angle is also measured from the beginning even when the change rate is not constant by resetting the flag. When the change rate is constant, t ₁ Is calculated, a straight line (y = ax + b) is calculated from t ₁ and the rate of change, and the intersection X is calculated. The intersection X is corrected by m to obtain the predicted point Z.

Focusing on the fact that most of the peaks p and bottoms b of the tilt signal W due to the shaking of the vehicle body 1 have symmetry, the time when the next peaks p and bottom b occur and their magnitudes Can predict the occurrence position of the peak p and the bottom b from the rate of change of the inclination, so that the ON delay may not be able to adapt to the sway, because the sway of the vehicle body 1 is not known as in the related art. Stable control can be achieved by suppressing the swing by the optimal ON delay without becoming stable.

As shown in the diagram of FIG. 23 and the flow chart of FIG. 24, when the vehicle body 1 is inclined forward and the posture of the vehicle body 1 needs to be adjusted by the detection of the front-rear inclination sensor 2a, a timer is set. The adjustment output is performed for a certain period of time according to the setting. When the time is up after the lapse of the certain time, the front-rear tilt signal WP is made valid, and when the time is not up, the signal is made invalid.

As described above, a fixed time (for example, 0.2 to 0.2) after the start or stop of the adjustment output during the posture control of the vehicle body 1 is controlled.
During 0.3 seconds), the front-rear inclination sensor 2a receives a change in acceleration, outputs a signal different from the actual inclination, and performs control with a large error. During this period, data is not detected or detected. , It is possible to prevent excessive control and improve control stability. (It can also be applied to the left-right inclination.) Further, in a vehicle having a power steering (power steering) 59 for performing steering during combine running, as shown in the diagrams of FIGS. As shown in the diagrams of FIGS. 27 and 28, the front-rear and left-right tilt signals WP, WP, which have been removed from the power spectra obtained by frequency analysis of the front-rear and left-right tilt signals WP, WR detected by the left-right tilt sensors 2a, 2b respectively.
Each data based on the WR, the power steering 59 operation signal, and the vehicle speed S signal can be obtained.

From the state of such data, as shown in the flowchart of FIG.
When the timer and the flag are not set, the flag is set and the timer is started. When the operation time of the power steering 59 is longer than the set time, the ON delay is changed to a longer value. As described above, when the operation time of the power steering 59 becomes long, the period of shaking during this operation is disturbed, and as shown in the diagrams of FIGS. 27 and 28, the period of shaking of the vehicle body 1 becomes longer from a certain point in time. However, since this change can be dealt with by changing the ON delay, it is possible to appropriately process the inclination of the vehicle body 1 at the time of steering turning and the like, and perform a stable turning in a wet field or the like. The vehicle speed S and the grain amount of the Glen tank 9 may be combined.

The power spectrum as shown in the diagram of FIG. 25, the front-back tilt signal WP from which 2 Hz or more is removed as shown in the diagram of FIG. 26, the power steering 59 operation signal, and the data based on the vehicle speed S signal are used. As shown in the flowchart of FIG. 30, when the power steering 59 is operated, reading of the front-rear inclination sensor 2a is not permitted, and when the timer is reset by time-up due to the timer start, reading is permitted.

As described above, by operating the power steering 59,
For example, when the front-back tilt signal WP of the vehicle body 1 appears during 0.3 seconds, and during this time an adjustment timing based on the ON delay of the tilt adjustment occurs, the tilt control that gives an uncomfortable feeling to the operator is performed. Since the time during which the WP changes is as short as about 0.1 to 0.2 seconds, the front-rear tilt signal WP generated immediately after the operation of the power steering 59 is invalidated and unnecessary output is not performed. And the working environment can be improved.

In the diagram of FIG. 31, the acceleration start area E, the acceleration area F, and the acceleration end area G according to the shift state of the vehicle speed S are shown.
For each change rate, the state of shifting at the actual vehicle speed and the state of forward and backward inclination of the vehicle body 1 with respect to the shifting are shown, and in the diagram of FIG.
3 shows a correction angle for correcting the front-back inclination angle of the vehicle body 1 with respect to the shift of the vehicle speed S. According to the diagrams of FIGS. 31 and 32, as shown in the flowchart of FIG. 33, the acceleration is measured based on the vehicle speed S. When the change rate of the vehicle speed S is equal to or more than e, the rear inclination angle of the vehicle body 1 is corrected. Further, the acceleration is measured, and when the rate of change of the vehicle speed S is equal to or less than f, control is performed to restore the correction amount of the rear inclination angle to the original amount. At the time of deceleration of the vehicle speed S, control is performed by the reverse operation.

As described above, the areas E, in which the vehicle speed S is changed,
By discriminating F and G and correcting the front-rear inclination angle of the vehicle body 1 in accordance with the acceleration, the vehicle body 1 can be constantly brought close to a horizontal state when the vehicle speed S is changed. The sorting accuracy of the threshing device 11 is stabilized, and the body 1 is brought close to a horizontal state, whereby the shaking to the operator can be reduced, and the working environment can be improved.

Further, as described above, the acceleration at the time of increasing and deceleration of the vehicle speed and the longitudinal inclination speed of the vehicle body 1 have a correlation as shown in the diagram of FIG. From the relationship of the angles, as shown in the flowchart of FIG. 35, the vehicle speed is measured at a plurality of points, the acceleration is calculated, the correction angle is calculated from the acceleration, and the inclination angle is measured. When the vehicle has a rearward inclination, the front inclination is output, and when the vehicle has a frontal inclination, the rear inclination is output.

As described above, by correcting the longitudinal inclination of the vehicle body 1 based on the acceleration based on the correlation between the vehicle speed S and the longitudinal inclination speed of the vehicle body 1, the vehicle body 1 can always be brought closer to a horizontal state. Accuracy can be stabilized. In addition, when inspecting the operation state of a traveling brake (not shown) for steering during combine traveling, FIG.
As shown in the diagram and the flowchart of FIG. 37, the left and right output signals RL and RR detected by the left and right inclination sensor 2b are measured in response to a constant operation output in which the left and right traveling brakes are actuated by the operation of the power steering 59. The ratio of the data of the left and right output signals RL and RR is checked by calculation as shown in the diagram of FIG. 38 to determine whether it is appropriate. If the ratio is not appropriate, notification and status display are performed.

As described above, when the result of comparison between the left and right output signals RL and RR is different from a predetermined ratio or more, a notification or the like is performed so that the degree of braking of the traveling brake can be easily determined in the market. In addition, the maintainability is improved, and the state of the traveling brake can be easily adjusted optimally, and problems such as disconnection during directional control of the harvesting operation can be reduced.

[Brief description of the drawings]

FIG. 1 is a diagram showing left and right tilt signals of a frequency from which 2 Hz or more has been removed and changes in tilt angle.

FIG. 2 is a block diagram showing an arithmetic circuit for extracting a shake and a tilt state of the vehicle body from a tilt signal.

FIG. 3 is a flowchart showing a procedure for performing attitude control in which swinging is separated from a tilt signal.

FIG. 4 is a diagram showing a tilt signal for performing adjustment in the reverse direction at the time of a reversal transition of the tilt state.

FIG. 5 is a flowchart showing a procedure for performing adjustment in the reverse direction during the swinging transition of the inclined state.

FIG. 6 is a diagram showing a state in which a period time of a swing is calculated from a peak or a bottom of a tilt signal.

FIG. 7 is a flowchart showing a procedure for calculating an ON delay based on a cycle of a swing of a tilt signal.

FIG. 8 is a table showing a calculation state of an ON delay time based on a length of a swing cycle of a tilt state.

FIG. 9 is a diagram showing a state of a power spectrum in frequency analysis of vibration of the swing sorting shelf.

FIG. 10 is a diagram showing a state in which a vibration frequency of a swing sorting shelf is represented by an inclination angle in the front-back direction.

FIG. 11 is a diagram showing a front-back tilt signal of a frequency from which 2 Hz or more has been removed and a change in the tilt angle.

FIG. 12 is a diagram showing a state of a power spectrum in frequency analysis of a front-back tilt signal.

FIG. 13 is a diagram showing a state of a power spectrum in frequency analysis of a left-right tilt signal.

FIG. 14 is a table showing output characteristics of a digital filter based on a front-back tilt signal and a left-right tilt signal.

FIG. 15 is a diagram showing changes in the front-back tilt signal and the tilt angle depending on the frequency processed by the filter.

FIG. 16 is a diagram illustrating a change in a left / right tilt signal and a tilt angle depending on a frequency processed by a filter.

FIG. 17 is a diagram showing a predicted position and an output state of a peak or a bottom of a swinging inclination signal.

FIG. 18 is a flowchart showing a procedure of predicting the occurrence position of a peak or a bottom and determining whether adjustment is possible.

FIG. 19 is a diagram showing a predicted position and an output state of a peak or bottom of a swinging inclination signal.

FIG. 20 is a flowchart showing a procedure for determining a tilt direction at a peak or bottom occurrence position.

FIG. 21 is a diagram showing a calculation state of a predicted position of occurrence of a peak or bottom of a swinging-back tilt signal.

FIG. 22 is a flowchart showing a procedure for calculating a predicted peak or bottom occurrence position.

FIG. 23 is a diagram showing a state of a front-back tilt signal affected by acceleration when adjusting the tilt of the vehicle body.

FIG. 24 is a flowchart showing a procedure for validating / invalidating a front-rear tilt signal at the time of tilt adjustment of the vehicle body.

FIG. 25 is a diagram showing the state of the power spectrum in the front-back tilt signal during the power steering operation.

FIG. 26 is a diagram showing a state of a power spectrum in a left / right tilt signal during a power steering operation.

FIG. 27 is a diagram showing a front-rear inclination signal, power steering and vehicle speed data from which 2 Hz or more has been removed.

FIG. 28 is a diagram showing left / right tilt signals, power steering and vehicle speed data from which 2 Hz or more has been removed.

FIG. 29 is a flowchart showing a procedure for changing an ON delay according to a power steering operation time.

FIG. 30 is a flowchart showing a procedure for invalidating the front-back tilt signal immediately after the power steering operation.

FIG. 31 is a diagram showing a lean state of a vehicle body and a shift state of a vehicle speed with respect to a change rate of a shift region.

FIG. 32 is a table showing a correction angle for correcting a front-back inclination angle of a vehicle body with respect to a shift in vehicle speed.

FIG. 33 is a flowchart showing a procedure for measuring an acceleration and correcting a tilt angle based on a vehicle speed change rate.

FIG. 34 is a diagram showing a correlation state between the acceleration of the vehicle speed and the front-rear inclination speed of the vehicle body.

FIG. 35 is a flowchart showing a procedure for correcting the front-back inclination of the vehicle speed from the acceleration and the inclination angle.

FIG. 36 is a diagram showing a state of a left-right inclination sensor signal with respect to an operation output of a left-right running brake.

FIG. 37 is a flowchart showing a procedure for comparing the inclination signals when the left and right traveling brakes are activated.

FIG. 38 is a table showing an appropriate area according to a ratio of output signals of the left and right tilt sensors.

FIG. 39 is a side view showing a relationship between a traveling crawler elevating mechanism in the traveling device.

FIG. 40 is a plan view showing a relationship between a traveling crawler elevating mechanism in the traveling device.

FIG. 41 is a perspective view showing the overall configuration of the traveling frame and the arrangement of the inclination sensor.

FIG. 42 is a block diagram showing an automatic circuit for left-right horizontal control and front-rear horizontal control of the vehicle body.

FIG. 43 is a side view showing the overall configuration of the combine.

[Explanation of symbols]

 1. Body 2. Tilt detecting means W. Tilt signal

Claims (1)

[Claims] 1. In a work vehicle or the like having an inclination detecting means 2 for detecting an inclination state of a vehicle body 1, a tilt signal W detected by the inclination detecting means 2 is removed from a tilt signal W detected by the inclination detecting means 2 by removing a component of a reversal caused by the vibration of the vehicle body 1. A vehicle body level control device for performing attitude control to a state.