JP2001132837A - Display device for work vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent impartment of a sense of unease and an unpleasant feeling to an operator, and to indicate so that the operator can properly perform shift operation to a sub-transmission by restraining a shock caused by the shift operation by the sub-transmission to the possible minimum level. SOLUTION: When detecting whether or not a travel state of a work vehicle is a shift allowable state being a stopping state or a low speed travel state lower than a preset speed, and when detecting that the travel state is not the shift allowable state, shift operation of a sub-transmission is checked, and when detecting that the travel state is not the shift allowable state, and when the shift operation of the sub-transmission is commanded, deceleration operation information is indicated for shifting a main transmission to a neutral shift state or a low speed shift state being the low speed travel state.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a main transmission device and a subtransmission device which are provided so as to be capable of performing a speed change operation by means of a manually operated main transmission device and an auxiliary transmission device provided separately for each. The present invention relates to a display device of a working vehicle.

[0002]

2. Description of the Related Art In a work vehicle as described above, a hydraulic continuously variable transmission in which a hydraulic pump driven by an engine and a hydraulic motor driving a traveling device are connected in a closed circuit as a main transmission is conventionally used. A hydraulic pump is provided by switching a solenoid-operated shift control valve based on a command from a sub-transmission switch, which is a sub-transmission operation means provided separately from the main transmission operation means such as a main transmission lever for the main transmission, provided on a pair of left and right sides. A sub-transmission that can switch between two high and low gear stages by changing the oil flow from the hydraulic motor to the hydraulic motor in two high and low stages is provided. Each time, the shift state is alternately switched between a high-speed state and a low-speed state (for example, see Japanese Patent Application Laid-Open No. 9-76782).

[0003]

Accordingly, conventionally, regardless of the traveling state of the work vehicle, the sub-shift state is alternately switched between a high-speed state and a low-speed state every time a shift is commanded by the sub-shift switch. For example, when the main shift lever is operated in a state where the sub-shift state is switched to the low-speed state, the sub-shift switch switches the sub-shift state from low to high when the work vehicle is traveling in the high-speed traveling state. Then, as a result of the speed change operation, the traveling speed of the work vehicle increases sharply and greatly, and as a result, there is a possibility that a shock may act on the driving operator, causing anxiety or discomfort.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and has as its object to solve the above-mentioned disadvantages of the prior art by minimizing the impact caused by a shift operation by a subtransmission, and providing an operator with An object of the present invention is to provide a display device of a work vehicle that prevents anxiety and discomfort from being given, and instructs a worker to appropriately perform a shift operation on a subtransmission device.

[0005]

According to a first aspect of the present invention, a shift allowable state detection for detecting whether a traveling state of a work vehicle is a stop state or a shift allowable state of a low speed running state lower than a set speed. Means, if the shift allowable state detecting means detects that the gear is not in the shift allowable state, a check means for restraining a shift operation of the auxiliary transmission, and the shift allowable state detecting means by the shift allowable state detecting means. Is not detected, and when the shift operation of the sub-transmission is commanded by the sub-shift operation means, the main transmission is shifted to a neutral shift state or a low-speed shift state in which the low-speed running state is established. And deceleration operation instructing means for instructing deceleration operation information for performing the operation. Therefore, when the traveling state of the work vehicle is a stop state or a shift allowable state that is a low-speed traveling state lower than the set speed, the shift operation of the auxiliary transmission is permitted, and the traveling state of the work vehicle is in the shift allowable state. Otherwise, the speed change operation of the auxiliary transmission is suppressed, so if the speed change operation of the auxiliary transmission is performed while the work vehicle is traveling in a high-speed traveling state faster than the set speed, the traveling speed suddenly increases. In addition, it is possible to appropriately prevent a problem that gives a shock to the worker due to a large change and gives anxiety and discomfort to the worker. When the shift operation of the auxiliary transmission is instructed by the means, deceleration operation information for shifting the main transmission to a neutral shift state or a low-speed shift state in which the low-speed traveling state is set is instructed. There will shift allowable state by shifting operation to the neutral shifting state or the slow speed state of the main speed change device in accordance with the instruction, it is possible to properly perform the speed change operation for the auxiliary speed change device.

According to a second aspect, in the first aspect, there is provided a driving means for performing a shift operation of the auxiliary transmission, and a shift control means for controlling an operation of the driving means, wherein the auxiliary transmission operation means comprises The shift control means is configured to instruct a shift command. Accordingly, the sub-transmission is driven to change the speed only by instructing the shift control means to the shift control means by the manually operated sub-shift operation means. In the gear shifting operation of the sub-transmission, the operator's operation load can be reduced as much as possible, as compared with the case where the operator's operation force is required to be large and the operation load is increased. In the sub-shift operation configuration of the type, since the sub-shift operation is performed within a short time by, for example, hydraulic pressure, the worker who performs the sub-shift operation in a high-speed running state is compared with the case where the sub-shift operation is performed by the operator's operating force. The impact on the operator increases, and the anxiety and discomfort given to the operator also increases.
As described above, by restraining the sub-shift operation in the high-speed running state, it is possible to appropriately prevent problems in such a drive-type sub-shift operation configuration.

According to a third aspect, in the first or second aspect, the deceleration operation instruction means includes an image display unit for displaying the deceleration operation information as image information. Therefore,
Since the deceleration operation information is displayed and instructed as image information, the deceleration operation information can be more clearly instructed than when deceleration operation information is instructed by, for example, turning on a display lamp or the like.

According to a fourth aspect, in the third aspect, the image display section is configured to display the deceleration operation information in text. Accordingly, since the deceleration operation information is displayed as an image as a sentence and instructed, the instruction is given in a state that allows the deceleration operation information to be understood quickly and easily, compared to a case where the deceleration operation information is indicated by an image such as a symbol or a number. be able to.

According to a fifth aspect of the present invention, in the third or fourth aspect, the image display unit displays normal information, which is normal information to be notified to a worker when driving a work vehicle, and displays the deceleration operation information. Is displayed, the deceleration operation information is displayed instead of the normal information. Therefore, in the normal driving state, the normal information is displayed on the image display unit to notify the worker, and when it is necessary to display the deceleration operation information, the deceleration operation information is displayed instead of the normal information. Since the display on the image display section is switched, when the operator sees the normal information and performs the normal driving operation appropriately, and when the deceleration operation information is displayed, the operator sees the display and appropriately performs the shift operation on the auxiliary transmission. Can be done.

[0010]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS [First Embodiment] Hereinafter, a case where a first embodiment of the invention relating to a display device of a work vehicle is applied to a combine as a work vehicle will be described with reference to the drawings. As shown in FIGS. 1 to 3, the combine harvester is mounted on a front portion of a body V having a pair of right and left crawler traveling devices 30 in a state where the harvester can be vertically oscillated around a horizontal axis X by a harvester lifting cylinder 5. 1, a driving unit 31, a threshing unit 2 for threshing and sorting the harvested culm,
A tank 3 for storing grains supplied from the threshing unit 2 and an unloader 32 for discharging grains from the tank 3 for storing grains are mounted thereon.

As shown in FIG. 2, the reaper 1 has a weeding tool 33 attached to the tip, a grain stalk raising device 34, a cutting blade 35 for cutting the root of the raised grain stalk, and a reaper. Auxiliary transport device 3 that collects and transports culms to the rear
7, a vertical transport device 36 for receiving the harvested culm on the tip side and transferring it to the feed chain 52 of the threshing unit 2. Also provided are an ultrasonic sensor S6 for detecting the height of the cutting unit 1 with respect to the ground, and a stock sensor S2 for turning on when the grain stem touches to detect that the cutting operation is being performed. Then, based on the information of the ultrasonic sensor S6, the cutting height control for controlling the operation of the cutting and lifting cylinder 5 is executed so that the ground height of the cutting unit 1 is maintained at the target set height.

The vertical transport device 36 (in FIG. 2, there is a part that is partially different from that in FIG. 1 in order to explain the function of the vertical transport device 36). It is composed of a stock feeder 36a for nipping and conveying, a head conveying device 36b for locking and conveying the front side of the grain culm, and a head guide plate 36c, and is swingable about the same axis as the swing axis X of the cutting unit 1. It is supported and is provided so as to be swingably adjustable by a handling depth motor M1, whereby the pinching point of the grain culm received from the auxiliary transport device 37 is changed in the culm length direction, and the handling depth in the threshing unit 2 is adjusted. It is configured to be able to. Also, in the transporting path of the harvested grain culm, it is juxtaposed at intervals in the culm length direction on the lower side in the conveying direction from the handling depth adjustment point by the handling depth motor M1 and swings when the grain culm contacts. Switch-type pair of tip sensors S8a, S8
b is provided. Then, the pair of head sensors S
The state in which the tip of the grain stem is located between 8a and S8b (the state in which the stock sensor S8b is on and the tip sensor S8a is off) is set as an appropriate handling depth state, and is maintained in the appropriate handling depth state. As described above, the depth control for controlling the operation of the depth motor M1 is executed. The auxiliary transport device 37
Also, a cutting jam detection switch S14 for detecting clogging of the grain stalk is provided in the grain stalk transport path such as the vertical transport device 36 (see FIG. 13).

As shown in FIG. 3, the second weeding tool 33 from the left as viewed from the front of the fuselage has a body lateral direction of the machine V with respect to a grain stalk row introduced between the plurality of weeding tools 33. A pair of left and right direction sensors S1 provided with a detection bar that abuts on the grain stalk and swings rearward of the machine body in order to detect the position at the position. Then, based on the information from the pair of direction sensors S1, the right and left rectilinear clutches 26L that turn on and off the power transmission to the left and right crawler traveling devices 30 so that the traveling machine V automatically travels along the planted grain culm. , 26R (see FIG. 6). That is, since the machine body V turns to the side of the left and right crawler traveling devices 30 to which power transmission is cut off, if the machine body V is displaced from an appropriate position, the vehicle V moves to the crawler traveling device 30 on the opposite side to the above displacement. The traveling direction is corrected by operating the straight traveling clutches 26L and 26R so as to cut off the power transmission.

Each of the left and right crawler traveling devices 30 has a left and right track frame 30d having a driving sprocket 30a, a tension wheel 30b, and a plurality of driven wheels 30c.
And the left and right track frames 30d
Is provided with a rolling cylinder 30e for individually driving the body V up and down, and the body V is provided with a rolling sensor S4 for detecting the inclination of the body with respect to the horizontal plane. Then, horizontal control for controlling the operation of the left and right rolling cylinders 30e is performed based on the information of the rolling sensor S4 so as to maintain the body attitude in a predetermined attitude such as a horizontal attitude regardless of the state of the ground. .

The unloader 32 has a discharge port 32a with a downward attitude at the distal end, and is supported by a support portion 32b so that the base end side can swing up and down around a horizontal axis Z.
An unloader hydraulic cylinder 62 is provided for the vertical swing drive, and the support portion 32b is pivotally supported by the body V in a state where the support portion 32b can be turned around the vertical axis Y. Motor M3 is provided. or,
A potentiometer type unloader position sensor S3 for detecting the turning position of the support portion 32b is provided. FIG. 3 shows a state where the unloader 32 is operated to a storage position for storing the unloader 32 during a mowing operation or the like. Then, an unloader control for controlling the operation of the unloader 32 is performed based on information such as the unloader position sensor S3 and a limit switch (not shown) for detecting a limit position of the turning operation in the ascending direction or the left and right direction. .

As shown in FIG. 4, the threshing unit 2 includes
A, a feed chain 52 that transports the stalks supplied from the reaper 1, a turtle 53 and a rocking sorter 5
And a second port 56 for collecting a mixture of grains and straw waste (secondary material), and the like. Then, among the processed products threshed in the handling room A, the single-grained products are leaked to the sorting device B from the receiving net 57 provided at the lower part of the handling room A, and the other processed products are received by the receiving net 57. From the rear end to the sorting device B.
The kernel collected at the first port 55 is transported to the tank 3 by a screw-type transport device (not shown), and the second product recovered at the second port 56 is a screw-type secondary. The second transport device 63 is configured to be returned to the start end side of the swing sorting plate 54 by the transport device 63.
Is provided with a second rotation sensor S16 that detects the number of rotations. Further, on the rear side of the threshing unit 2, a waste straw cutter unit 64 for cutting the waste discharged from the threshing unit 2 is provided, and a cutter clogging detection switch S15 for detecting clogging of the waste straw cutter is provided. (See FIG. 1).

As shown in FIG. 2, a pinch rail 52a is disposed on the feed chain 52 so as to be opposed to the feed chain 52 in a state where the pinch rail 52a is pressed and urged toward the feed chain 52, and the feed chain 52 and the pinch rail 52a are driven to rotate. Thus, the base of the culm is held and transported. However, the holding rail portion located on the front side of the handling room A is configured to be movable to an upper position separated from the feed chain 52 by the rail lifting motor M2 or the like. Thereby, together with the normal state of threshing while nipping and transporting the cut culm on the lateral side of the handling room A, and when the culm length of the cut grain culm is extremely short, the entire culm of the grain culm is transferred to the handling room A. It is configured such that rail control for driving the rail raising motor M2 and the like can be executed so as to be turned on.

The swinging sorting plate 54 of the sorting device B is
3 is provided with a Glen pan 58 located above, a chaff sheave 59 located behind, and a Glen sheave 61 located below. The chaff sheave 59 is composed of a plurality of band-shaped members arranged side by side in the processing object transfer direction, and the interval (chaff opening) between the adjacent band-shaped members is changed by the chaff opening adjustment motor M4. Have been. S10 is a sheave sensor that detects the thickness of the processed material on the swing sorting plate 54. The toumi 53 is for blowing off the straw debris on the swing sorting plate 54, and the rear fan case cover 53a is attached to the toumi wind power adjusting motor M.
By performing the opening / closing operation at 5, the wind force (Tomi wind force) applied to the processed material on the swing sorting plate 54 is changed. In other words, the larger the degree of opening of the cover, the smaller the wind force on the front side, and accordingly, the smaller the wind power of the toumi.

Then, according to the amount of the material to be leaked from the handling room A, so that the sorting process in the sorting device B is properly performed,
Chaff opening degree adjusting motor M4 and Toumi wind force adjusting motor M
The threshing control for controlling the operation of No. 5 is executed. Here, when the traveling speed increases, the amount of cut cereal culm supplied to the handling room A increases, and the amount of treated material leaking from the handling room A increases.
The control is performed such that the greater the amount of grain culm supplied to the handling room A, which is determined based on the information from the vehicle speed sensor S7 described later, the greater the chaff opening and the turtle wind force.

Next, FIG. 5 shows a power transmission system. The output of the engine E mounted on the body V is transmitted to the threshing unit 2 via the threshing clutch 37 and the traveling clutch 38
The transmission is transmitted to the transmission section 40 via the continuously variable transmission 39. The output transmitted to the transmission unit 40 is transmitted to the left and right crawler traveling devices 30 via the auxiliary transmission device FH and the steering device 9 (see FIG. 6) provided in the transmission unit 40, and is also transmitted via the reaping clutch 16. It is transmitted to the reaper 1. S9 is a threshing switch for detecting the on / off state of the threshing clutch 37, and S7 is a transmission unit 40.
S5 is a vehicle speed sensor for detecting the traveling speed based on the input rotation speed to the engine, and S5 is an electromagnetic pickup type engine rotation speed sensor. Further, a speed change motor M6 for performing a speed change operation of the continuously variable transmission 39 is provided, and the speed change motor M6 is operated in accordance with the operation of the manual speed change lever 7 provided in the operation section 31.
6 is driven to change the traveling speed. A neutral switch S17 is provided to detect whether the manual shift lever 7 is operated in a neutral state (see FIG. 6). The engine speed decreases as the load on the engine E increases, and the load on the engine E is determined based on the amount of decrease in the engine speed from the engine speed at no load (reference speed). In order for the vehicle speed to be used as effectively as possible, the engine load determined based on the information of the engine speed sensor S5 is appropriate under the condition that the traveling speed detected by the vehicle speed sensor S7 does not exceed the set upper limit speed. Transmission motor M so as to be maintained in the range.
The vehicle speed control for controlling the operation of Step 6 is executed.

As shown in FIG. 6, the continuously variable transmission 39
Is mounted on the transmission section 40 with its output shaft 39A inserted. The transmission section 40 includes a gear pair 12, an output shaft 39 A of the continuously variable transmission 39.
An intermediate transmission shaft 14 to which power is transmitted via the shaft 13 is supported with one end of the intermediate transmission shaft 14 protruding to the outside, and an outer end of the intermediate transmission shaft 14 for transmitting power to the reaper 1. A cutting output pulley 15 is mounted, and the unidirectional cutting clutch 16 that transmits only the forward rotation of the intermediate transmission shaft 14 to the cutting output pulley 15 is interposed between the intermediate transmission shaft 14 and the cutting output pulley 15. Have been.

The power of the intermediate transmission shaft 14 is transmitted to the input shaft Fa of the auxiliary transmission FH via a pair of gears 17 and 18, and a low-speed transmission is provided between the input shaft Fa and the output shaft Fa. , A transmission system for medium-speed transmission, and a transmission system for high-speed transmission, three transmission systems with different transmission ratios are interposed, and each transmission system can be selected and used alternatively. By
A three-stage auxiliary shift is performed.

The transmission system for low-speed transmission includes the input shaft F
a, the first transmission gear G1 is mounted so as to rotate integrally therewith, and the output shaft Fb is mounted with the first passive gear g1, which meshes with and interlocks with the first transmission gear G1, so as to be rotatable with respect to the output shaft Fb. Between the first passive gear g1 and the output shaft Fb, there is provided a wet multiple disc type first hydraulic clutch C1 for intermittently transmitting power from the first passive gear g1 to the output shaft Fb.

The transmission system for medium-speed transmission includes the input shaft F
a, the second transmission gear G2 is attached to the output shaft Fb so as to rotate integrally therewith, and the output shaft Fb is fitted with a second passive gear g2 which meshes with the second transmission gear G2 so as to be rotatable with respect to the output shaft Fb; Between the second passive gear g2 and the output shaft Fb, there is provided a wet-type multi-plate type second hydraulic clutch C2 for interrupting transmission from the second passive gear g2 to the output shaft Fb.

The transmission system for high-speed transmission includes the input shaft F
a, a third transmission gear G3 is mounted on the output shaft Fb so as to rotate integrally therewith, and a third passive gear g3 meshing with the third transmission gear G3 is mounted on the output shaft Fb so as to be rotatable with respect to the output shaft Fb. A wet multi-plate type third hydraulic clutch C3 for intermittently transmitting power from the third passive gear g3 to the output shaft Fb is provided between the third passive gear g3 and the output shaft 8Fb.

Therefore, the subtransmission FH supplies <1> hydraulic oil to the first hydraulic clutch C1 to switch the clutch to the engaged state, and the second and third hydraulic clutches C3,
By draining oil from C3 and switching these two hydraulic clutches C2 and C3 to the clutch disengaged state, a low speed transmission state F1 (falling speed) is achieved in which only the low speed transmission transmission system is switched to the transmission state. By supplying pressure oil to the hydraulic clutch C2 and switching to the clutch engaged state, and draining oil from the first and third hydraulic clutches C1 and C3, and switching both of the hydraulic clutches C1 and C3 to the clutch disengaged state, A medium speed transmission state F2 (standard speed) where only the transmission system for the medium speed transmission is switched to the transmission state, <3>
Pressure oil is supplied to the third hydraulic clutch C3 to switch to the engaged state, and oil is discharged from the first and second hydraulic clutches C1 and C2 to release the two hydraulic clutches C1 and C2.
Is switched to the clutch disengaged state, so that only the transmission system for high-speed transmission is switched to the transmission state.
3 (moving traveling speed). <4> By draining oil from the first, second, and third hydraulic clutches C1, C2, and C3 and switching these hydraulic clutches C1, C2, and C3 to the clutch disengaged state, , The entire transmission system is switched to the non-transmission state.

The low-speed transmission state F1 is a transmission state for performing a cutting operation at a low speed, which is used when a grain stem to be cut is lying down or the like. Medium speed transmission state F
Reference numeral 2 denotes a transmission state for executing a cutting operation at a medium speed (standard speed) used when the cutting target culm is upright. The high-speed transmission state F3 is a transmission state used, for example, when the vehicle travels on a road at high speed in a non-working state. The neutral shift state N
Is used, for example, in a case where the mowing unit 1 is driven to perform a maintenance operation while the running of the machine is stopped.

As shown in FIG. 7, each hydraulic clutch C1 is provided between the hydraulic pump P and each of the hydraulic circuits Y1, Y2, Y3 for the first, second and third hydraulic clutches C1, C2, C3. , C2, C3, and a shift control valve B1 for supplying pressure oil to any one of them and switching to a state in which oil is drained from the remaining hydraulic clutches, and the shift control valve for supplying pressure oil from a hydraulic pump P to the shift control valve. Pressure oil supply state to be supplied to B1,
A neutral switching valve B2 is provided, which is capable of stopping the supply of pressure oil to the shift control valve B1 and switching to a draining state in which the hydraulic oil is drained from each of the hydraulic clutches C1, C2, and C3. B2 and each hydraulic clutch C1, C
Drive means KS for shifting the sub-transmission FH is constituted by 2 and C3.

Here, the shift control valve B1 is a three-position switching type solenoid valve, and has solenoids sb1 and sb2 for switching operation on the left and right sides. When both of the solenoids sb1 and sb2 are not energized, the oil path switching spool is set so that the hydraulic oil is supplied to the hydraulic circuit Y2 of the second hydraulic clutch C2 (for standard speed). When the spring is biased to return to the center position by the spring and the left solenoid sb1 is energized, the state is switched to a state in which pressure oil is supplied to the first hydraulic clutch C1 (for the falling speed), and the right solenoid sb2 is energized. Then, it is configured to switch to a state in which pressure oil is supplied to the third hydraulic clutch C3 (for traveling speed). The neutral switching valve B2 is
The solenoid valve is configured as a two-position switching type solenoid valve, is urged to return to the pressure oil supply state by a spring, and is configured to switch to the oil discharge state by energizing the solenoid.

Therefore, the state in which the driving power is not supplied to the shift control valve B1 and the neutral switching valve B2, for example, disconnection of the electric wiring or abnormality of the electric control operation of the control device to be described later, etc. Is configured to be urged to return to the medium-speed transmission state F2, which is a shift state for normal work, in the event that a failure occurs in the electrical system. After that, the mowing operation can be continued at the normal running speed for the mowing operation.

Then, the neutral shift state N and the low speed transmission state F
The four sub-shift operation switches SN, SA, SB, and SC corresponding to the respective sub-shift states of 1 (down), medium-speed transmission state F2 (standard), and high-speed transmission state F3 (running) are provided by a display module described later. The sub-shift control which is provided on the side of the MU 4 (see FIG. 12) and drives the shift control valve B1 and the neutral switching valve B2 based on a sub-shift command instructed by each of the switches SN, SA, SB, SC. Be executed. That is, when the low-speed switch SA is pressed, the state is switched to the low-speed transmission state F1.
When the middle speed switch SB is pressed, the mode is switched to the medium speed transmission state F2, when the high speed switch SC is pressed, the mode is switched to the high speed transmission state F3, and when the neutral switch SN is pressed, the mode is switched to the neutral speed change state N. Is controlled. As described above, the continuously variable transmission 39 and the auxiliary transmission FH as the main transmission are respectively provided with the manual transmission lever 7 and the manually operated transmission as the manually operated main transmission operation means provided separately. The sub shift operation switches SN, SA, SB, and SC as the sub shift operation means FS are provided so as to be capable of performing a shift operation individually.

As shown in FIG. 6, there is provided a wet multi-plate parking brake 19 for applying a brake to the output shaft Fb of the auxiliary transmission FH to stop and hold the traveling device 30. As shown in FIG. 7, the parking brake 19 performs a braking action by the urging force of a spring 19b provided therein, and the spring 19b
It is constituted by a negative type brake cylinder 19a which releases the braking state by extending operation against the urging force of the engine, and automatically returns to the braking state when the engine stops in the middle of a slope or the like. It is configured to be.

Next, the steering device 9 will be described with reference to FIG. On the output shaft Fb of the subtransmission FH,
A shift shaft 2 having a transmission gear 20 for forward transmission mounted integrally therewith and rotatably supported by the transmission section 40.
1, a forward rotation transmission passive gear 22 that meshes with and interlocks with the forward rotation transmission transmission gear 20 is mounted in an integrally rotating state.
Further, the shift shaft 21 has a pair of left and right passive passive steering gears 23L, 23R and wheel bearing dynamic gears 24L, 2 mounted on the axles 10L, 10R so as to rotate integrally therewith.
A pair of left and right shift gears 25 always meshing and interlocking with the 4R
L and 25R are rotatably mounted. Then, the left and right shift gears 25L, 25R move in the axial direction, so that the left and right wheel bearing moving gears 24L, 24R are interlocked with the forward transmission passive gear 22 via meshing type straight traveling clutches 26L, 26R. The connection state for straight traveling and the connection state for turning interlocked with the passive steering gears 23L and 23R via the meshing type steering clutches 27L and 27R are configured to be freely switchable.

A deceleration / reverse braking shaft 75 is rotatably supported by the transmission section 40, and a steering transmission for transmitting the rotation of the deceleration / reverse braking shaft 75 equally to each of the steering passive gears 23L and 23R. The gears 76L, 76R are mounted so as to rotate integrally with the deceleration / reverse rotation braking shaft 75, and mesh with a transmission gear portion 77 formed integrally with the forward transmission gear 22 so as to cooperate therewith.
The forward passive gear 78 to which the rotation of the second rotation is transmitted in a reduced manner is rotatably mounted on the reduced / reverse braking shaft 75. Then, between the forward passive gear 78 and the deceleration / reverse rotation braking shaft 75, the operation is performed via a spring in a clutch disengaged state in which transmission from the forward rotation passive gear 78 to the reduction / reverse rotation braking shaft 75 is cut off when the supply of the pressure oil is stopped. A deceleration wet-type multi-plate type hydraulic clutch 79 is provided which is urged and switches to a clutch-engaged state in which transmission is performed against the urging force with the supply of pressure oil. That is, when the hydraulic clutch 79 is engaged, the rotation of the forward transmission passive gear 22 is transmitted to the transmission gear portion 77.
-Forward rotation passive gear 78-Reduction clutch 79-Reduction / reverse rotation braking shaft 75-Steering transmission gears 76L, 76R-Steering passive gears 23L, 23R are transmitted to the vehicle bearing dynamic gears 24L, 24L.
24R is configured to be synchronously decelerated.

A reverse transmission passive gear 81 meshing with and interlocking with a reverse transmission transmission gear 80 mounted integrally with the output shaft Fb of the auxiliary transmission FH is rotatable with respect to the deceleration reverse rotation shaft 75. Attached, between the reverse transmission passive gear 81 and the reduction reverse braking shaft 75, the reverse transmission passive gear 81 is moved from the reduction transmission reverse braking shaft
5 is a wet multi-plate hydraulic clutch 82 for reverse rotation that is urged through a spring in a clutch disengaged state in which the transmission to the transmission 5 is interrupted, and switches to a clutch engaged state in which the transmission is performed in response to the urging force when the pressure oil is supplied. Is provided. That is, by operating the hydraulic clutch 82 to engage the clutch, the rotation of the transmission gear 80 for reverse transmission is controlled by the passive transmission gear 81.
The transmission is transmitted to the reverse clutch 82, the speed reduction / reverse braking shaft 75, the steering transmission gears 76L and 76R, and the steering passive gears 23L and 23R, so that the vehicle bearing dynamic gears 24L and 24R are synchronously and reversely driven.

Further, when the supply of the hydraulic oil is stopped, the deceleration / reverse braking shaft 75 is actuated via a spring in a clutch disengaged state for braking the deceleration / reverse braking shaft 75, and the deceleration / reverse rotation braking shaft 75 is pressed against the urging force with the supply of the hydraulic oil. A wet multi-plate type braking hydraulic brake 83 that performs reversible braking is provided. That is, the braking operation of the hydraulic brake 83 causes the deceleration reverse rotation shaft 7 to rotate.
5. Steering transmission gears 76L and 76R Steering passive gear 2
3L, 23R, and the wheel bearing dynamic gears 24L, 24R.
It is configured to brake R.

Therefore, the steering device 9 controls the rotation of the forward gear transmission passive gear 22 via both the shift gears 25L and 25R to cause the rotation of the both-wheel-bearing dynamic gear by <1> operating the rectilinear clutches 26L and 26R together. 24L, 24R
, The right and left traveling devices 30L and 30R are driven at a constant speed, and
The non-drive turning state in which the turning side of the left and right traveling devices 30L and 30R is turned off by driving the turning side of the left and right traveling devices 30L and 30R by turning on the clutch of the turning side of L and 27R, <3> steering The turning-side one of the clutches 27L, 27R is operated by engaging the turning-side one of the clutches 27L, 27R, and the deceleration hydraulic clutch 79 is operated by engaging the clutching operation. , Left and right traveling devices 30L, 30
A gentle turning state in which the driving speed of the turning side of R is smaller than the driving speed of the turning outer side to perform a gentle turning,
<4> The turning clutch of the steering clutches 27L and 27R is operated to engage the clutch, and the hydraulic brake 83 for braking is operated to brake the traveling device 30L or 30R on the inner side of the swing to drive the passive steering gear 23L. Or a pivot turning state in which braking is stopped via 23R to perform pivot turning, <5> the turning clutch of the steering clutches 27L and 27R is engaged and the hydraulic clutch 82 for reverse rotation is engaged. By activating,
By driving the traveling device 30L or 30R on the inner side of the turning with the one inside the turning among the passive steering gears 23L and 23R, the one on the inner side of the turning on the left and right traveling devices 30L and 30R is driven to rotate in the reverse direction, and It is configured to be able to perform a switching operation in each of a super-spinning state and a turning state.

As the operating means of the steering device 9, as shown in FIG. 7, the shift gears 25L, 25R are respectively set at the engagement positions of the linear clutches 26L, 26R.
A pair of left and right springs 85L, 85R that move and bias through the
The arm 8 is extended when the pressure oil is supplied to move the shift gears 25L, 25R against the urging forces of the springs 85L, 85R at the engagement positions of the steering clutches 27L, 27R.
A pair of left and right steering cylinders 90L and 90R that move via the 4L and 84R are provided, and a pair of left and right steering cylinders that can be switched between a state in which pressure oil is supplied to each of the left and right steering cylinders 90L and 90R and a state in which oil is drained. Of the electromagnetically operated directional switching valves 86L and 86R.

Further, the left and right steering cylinders 90L, 90
When any one of R is in the extension operation state, the pressure oil supplied from the steering cylinders 90L and 90R via the oil passage 87 is supplied to the deceleration hydraulic clutch 79 and the reverse rotation hydraulic pressure is supplied. An oil path switching steering control valve 88 is provided which can be switched between a reverse rotation state supplied to the clutch 82 and a braking state supplied to the hydraulic brake 83 for braking. still,
In the middle of the oil passage 87, a cutting height steering lever 8 described later is provided.
Each of the hydraulic clutches 79, 8
2, and a pressure adjusting valve 89 for adjusting the hydraulic pressure (that is, the turning force) of the working oil supplied to the hydraulic brake 83. The pressure adjusting valve 89 is configured by an electromagnetic proportional pressure control valve, and switches a spool that is urged to return to the oil discharge side by a spring to a pressure oil supply side by energizing an electromagnetic solenoid. By changing and adjusting the supply current to the solenoid, the position of the spool is changed and the hydraulic pressure of the working oil can be changed and adjusted.

Each of the direction switching valves 86L and 86R, the steering control valve 88, and the pressure adjusting valve 89 is controlled to be switched based on the operation of the cutting height steering lever 8 provided in the operating section 31. Is configured. More specifically, as shown in FIG. 14, a potentiometer-type steering operation detection sensor S13 for detecting the operation state is provided at the swing fulcrum of the cutting height steering lever 8, and based on the detection information. Thus, the steering operation position of the cutting height steering lever 8 is determined, and the valves are switched. In other words, as the cutting height steering lever 8 swings in either the left or right direction from the straight traveling command position TS, the non-drive turning positions (R1, L
1), gentle turning position (R2, L2), pivot position (R
3, L3) and the super turning position (R4, L4) are configured to be sequentially operable to be switched, and the cutting height steering lever 8 is swung in the left or right direction from the straight movement command position TS. Is controlled as follows. (1) When the cutting height steering lever 8 is located at the straight-ahead command position TS, the two-way switching valves 86L and 86R are switched to a draining state and the pressure adjusting valve 89 is switched to a non-operating state (a straight traveling state). (2) When the cutting height steering lever 8 is in the non-drive turning position (L1, R
When operated in 1), the direction switching valves (86L, 86R) on either the left or right side are switched to the pressure oil supply state, and the pressure adjustment valve 89 is switched to the non-operation state (non-drive turning state). (3) When the cutting height steering lever 8 is operated to the gentle turning position (L2, R2), the direction switching valve (86L, 86R) on the left or right side is switched to the pressure oil supply state and the pressure is adjusted. The valve 89 is switched to the operating state, and the steering control valve 8 is turned on.
8 is switched to a deceleration state (slow turning state). (4) The cutting height steering lever 8 is at the pivot position (L3, R3)
, The directional control valves (86L, 86R) on either the left or right side are switched to the pressure oil supply state, the pressure adjustment valve 89 is switched to the operating state, and the steering control valve 88 is switched to the braking state. (Shizen turning state). (5) The cutting height steering lever 8 is in the pivot position (L4, R
When operated in 4), the directional control valves (86L, 86R) on either the left or right side are switched to the pressure oil supply state, the pressure regulating valve 89 is switched to the operating state, and the steering control valve 88 is reversed. (Super turning state).

Next, information such as start commands for the above-described various controls (cutting height control, depth control, direction control, horizontal control, unloader control, rail control, threshing control, etc.) and control target values are input. Input means and various information display means will be described.

As shown in FIG. 8, the seat 31 of the driving unit 31
A basic switch module MU1 (see FIG. 9) provided with a start switch for each control and an adjustment volume and the like, and a start switch and a manual operation switch for horizontal control are provided on the left side of A in order from the side close to the seat. A horizontal control switch module MU3 (see FIG. 11), and the manual shift lever 7 for shifting the running speed is
The handle 7A is provided in a state where the handle 7A is located above the basic switch module MU1.

On the other hand, a loading / unloading section 31B is provided on the right front side of the seat 31A, and an unloader switch module MU2 (see FIG. 10) provided with a switch for operating the unloader 32 is provided on the right rear side of the seat. Are located.

On the right front side of the driving section 31, a cross-operated cutting mechanism configured to serve as a cutting and raising / lowering lever for manually raising and lowering the cutting section 1 and a steering lever for manually turning the traveling body V left and right. A high steering lever 8 is provided.
That is, when the cutting height steering lever 8 is pivoted rearward, the cutting unit 1 is raised, and when the cutting height steering lever 8 is pivoted forward, the cutting unit 1 is lowered. It should be noted that a potentiometer type harvesting elevation detection sensor S12 for detecting the swinging operation amount of the cutting height steering lever 8 in the harvesting elevation direction is provided (see FIG. 14).

The basic switch module MU1 includes:
As shown in FIG. 9, an operation unit 41 for threshing and handling depth control, an operation unit for vehicle speed control 42, an operation unit for direction control 43, an operation unit for cutting height control 44, an operation unit for rail control 45 and a spare operation unit 46 are provided. The spare operation unit 46 is used as an operation unit when control other than the above is added.

The threshing and handling depth control operation unit 41 includes a crop depth control start switch 41a configured as an illuminated push button switch, and one crop condition selected from wheat, rice, and wet. Select crop switching volume 41
b, chaff volume 41 for adjusting chaff opening
c and a toumi volume 41d for adjusting the toumi wind force are integrally formed. Here, in the one crop condition, as the chuff volume 41c is turned to the open side, the control state of the chaff opening degree with respect to the cereal culm supply amount is changed and adjusted as a whole to the open side, and
As 1d is turned to the higher side, the control state of the turtle wind with respect to the grain culm supply amount is changed and adjusted to the higher side as a whole.
Further, by selecting the crop condition, the control state of the chaff opening degree is changed and adjusted as a whole to the open side in the order of wheat, rice, and wetness, and the control state of the turtle wind is changed and adjusted as a whole to the strong side.

The vehicle speed control operation unit 42 is integrally formed with a vehicle speed control start switch 42a formed as an illuminated push button switch and a vehicle speed limit volume 42b for setting an upper limit vehicle speed. The direction control operation unit 43 is integrally formed with a direction control start switch 43a configured as an illuminated push button switch and a turning force switching volume 43b for adjusting the turning force. Here, when the turning force switching volume 43b is turned to the large side, the straight driving clutch 90 driven by the duty is driven.
The ratio of the on-time to the off-time of the L and 90R (duty ratio) is changed to the large side to increase the turning force, and when turned to the small side, the duty ratio is changed to the small side and the turning force is reduced. .

The cutting height control operation unit 44 includes a cutting height control start switch 44a formed as an illuminated push button switch, and a cutting height adjustment volume 44b for setting a target cutting height. It is formed integrally. The rail control operation unit 45 is integrally formed with a start switch 45a for turning on / off the rail control and a rail control lamp 45b for displaying the on / off state of the rail control. FIG. 9 exemplifies a case (with a click) in which the switching by the chaff volume 41c, the tongue volume 41d, the vehicle speed limiting volume 42b, the turning force switching volume 43b, and the cutting height adjusting volume 44b can be adjusted in seven stages.

As shown in FIG. 10, the unloader switch module MU2 includes an automatic / stop switch 50a for starting and stopping automatic operation of the unloader 32, which is configured as an illuminated push button switch, and an illuminated push button switch. And a manual operation switch 50d constituted by a cross operation key for manually operating the unloader 32 to raise, lower, turn right and turn left, and an unloader. A stop position selection volume 50e for selecting a target stop position as a work position for discharging kernels from among the left side of the machine, the rear side of the machine, and the right side of the machine is integrally formed.

The horizontal control switch module MU3 includes:
As shown in FIG. 11, an automatic switch 60a for starting horizontal control constituted by an illuminated push button switch, and a horizontal switch constituted by an illuminated push button switch for switching a horizontal control mode between an up reference and a down reference. A mode changeover switch 60b, a reverse body lift switch 60c configured as an illuminated push button switch, and a manual switch configured as a cross control key for operating the body posture to right up, left up, up and down states. An operation switch 60d and a horizontal adjustment volume 60e for setting a target tilt state when the horizontal control is activated (automatic mode) are integrally formed.

A display module MU4 for displaying various information is provided on the left front panel of the driving section 31. This display module MU4 includes FIG.
As shown in FIG. 3, an indicator-type fuel meter 70a, an indicator-type tachometer 70b, an LCD-type water temperature meter 70c, and a fir indicating the amount of fir in the tank 3 indicate the remaining amount of fuel in a fuel tank (not shown). LCD 70d and main LCD 7 for displaying image information such as various messages and graphs
0e are provided, and the left and right turn signal lamps 70f
And various alarm lamps for charging (charge) 70g4, brake 70g3, oil 70g2, and check 70g1, and indicating whether the speed change state of the auxiliary transmission FH is high speed, standard, lodging, or neutral. An auxiliary speed change lamp 70h is provided. The water temperature meter 70
The main LCD 70e and the main LCD 70e divide one horizontal LCD display screen on the left and right, and use the right part for displaying the water temperature meter 70c and use the left part for displaying the main LCD 70e.

In FIG. 12, the main LCD 70e has a bar graph indicating the load level of the engine on the upper side, and the swing sorting plate 5 of the threshing unit 2 detected by the sheave sensor S10.
4 illustrates bar graphs indicating the processed amount on the lower side, respectively. The display module M34
A check switch 71 and a display changeover switch 72 are provided on the right side of.
The push button switch is turned on only when the push operation is performed, and is turned off when the push operation is not performed. On the left side of the display module MU4, the four sub-transmission operation switches SN, SA, S
B and SC are arranged.

Then, as shown in FIGS. 13 and 14,
Central control unit C for centrally executing control of the entire combine
U, and a plurality of terminal control units LU (LU1 to LU) distributed to each part of the body such as the reaping unit 1, the threshing unit 2, the tank unit (including the tank 3 and the unloader 32), and the main unit 4.
5) and each module MU (MU1 to MU4) are communicably connected via a high-speed communication line T1 and a low-speed communication line T1. The central control unit CU can execute a plurality of controls (the above-described depth control, threshing control, vehicle speed control, direction control, cutting height control, rail control, unloader control, horizontal control, etc.) for operating the combine. It is configured.

The sensors SW for detecting control information and the actuators AK for work are provided with the plurality of terminal control units L.
U, and is configured to input and output signals to and from the connected terminal control unit LU.
The actuators AK include the hydraulic cylinders and electric motors for operating a working device provided in each part of the body, and the sensors SW turn on / off various control information.
, Etc., which are detected as binary information.

Specifically, as shown in FIG. 13, a drive signal for the handling depth motor M1 is output from the terminal control unit LU3 disposed in the mowing unit 1, and the terminal control unit LU3 is Each detection signal of the direction sensor S1, the stock sensor S2, the tip sensors S8a and S8b, and the cutting jam detection switch S14 is input. From the terminal control unit LU4 arranged in the threshing unit 2, the rail raising motor M2, the chaff opening adjustment motor M4
A drive signal is output to the turtle wind adjustment motor M5, and a detection signal of the cutter clogging detection switch S15 is input to the terminal control unit LU4.

Two terminal control units L arranged in the main unit 4
Among U1 and U2, a drive signal for the speed change motor M6 is output from one terminal control unit LU2, and a signal from the threshing switch S9 is input to the terminal control unit LU2. Further, the other terminal control unit LU1 is configured as a terminal control unit dedicated to hydraulic output, and from the terminal control unit LU1, the cutting and raising / lowering cylinder 5, the steering cylinders 90L and 90R, the rolling cylinder 30e,
The unloader hydraulic cylinder 62 and the auxiliary transmission F
H hydraulic clutches C1, C2, C
3. Each drive signal for each solenoid for driving the hydraulic clutches 79, 82 for switching the turning state and the hydraulic brake 83 is output. A drive signal for the turning motor M3 is output from the terminal control unit LU5 arranged in the tank unit, and the terminal control unit LU5
The detection signal of the fir sensor S11 is input.

Terminal control units (hereinafter referred to as high-speed terminal units) LU1 to LU5 for inputting / outputting a signal requiring high-speed communication processing for driving the actuators AK are connected to the central control unit CU by a high-speed communication line T1. The switch modules MU1 to 3 and the display module MU4, which input and output signals that do not require high-speed communication processing.
Are connected to the central control unit CU by a low-speed communication line T2. Then, the central control unit CU sends the high-speed communication line T
1 performs high-speed communication processing with each of the high-speed terminal units LU1 to LU5 while performing multiplex communication with each of the high-speed terminal units LU1 to LU5 connected to the high-speed terminal unit LU1 to LU5 by a polling selecting method for specifying each address. It is configured as follows.

As shown in FIG. 14, the central control unit CU is provided with a microcomputer CPU for control processing, a communication driver DR for high-speed communication, and a communication driver DR 'for low-speed communication. I have. The control microcomputer CPU receives an analog input signal from an analog sensor that detects continuously changing information such as a potentiometer and a pulse input signal from a pulse sensor that detects the number of revolutions and the like. At the same time, a drive signal to an engine stop solenoid SOL for shutting off the fuel supply to the engine E and stopping the engine, a buzzer 48 for warning and a warning lamp 4
9 is output. As the analog input signal, respective detection signals from the unloader position sensor S3, the rolling sensor S4, the ultrasonic sensor S6, the sheave sensor S10, the cutting and lifting detection sensor S12, and the steering operation detection sensor S13 are input,
As the pulse input signal, detection signals from the vehicle speed sensor S7 and the second rotation sensor S16 are input, and further, a signal from a power-on main switch MW is input.

Microcomputer CPU for control
Includes a memory RA including a RAM for storing control data and the like.
M, a nonvolatile memory MEM such as an EEPROM is connected, and the memory RAM stores detection data of sensors and the like, and the switch modules MU1 to MU3.
Input data of switches and the like and the actuators A
Drive data and the like for K are stored, and various error information (self-diagnosis data to be described later) and the like generated during the operation of the machine are stored in the nonvolatile memory MEM.

The microcomputer CPU of the central control unit CU has a serial communication interface function as a standard function. On the other hand, as shown in FIG. 15 and FIG.
The controller 29 for input / output signal processing provided in
Similarly, it is composed of a one-chip microcomputer having a serial communication interface function as a standard function.
Then, by using both serial communication interface functions provided in the microcomputer CPU on the central side and the controller 29 on each module side, the central control unit CU
Each module MU1 is directly connected via the low-speed communication line T2.
4 is configured to execute low-speed communication processing. More specifically, the central control unit CU sequentially designates the addresses set for the modules MU1 to MU4 and sequentially receives data (such as manual switches and adjustments) from the modules MU1 to MU4 by the polling selecting method. Input of the volume MU1) and each module MU1
4 (display data of each lamp and display unit).

As shown in FIG. 16, the display module M
In U4, the controller 29 includes a fuel (fuel) sensor, a water temperature sensor, and the engine speed sensor S.
5, the respective detection signals from the oil switch, and the output voltage of the alternator are input. The controller 29 determines the fuel meter 70a, the tachometer based on these input signals and the display data transmitted from the central control unit CU. 7
0b, water temperature meter 70c, fir LCD 70d, main LCD
70e, auxiliary speed change lamp 70h, and check lamp 7
0g1 is displayed. The controller 29 transmits detection information from the engine speed sensor S5, the fuel sensor, the water temperature sensor, and the like in response to a transmission request from the central control unit CU.

On the other hand, the left and right turn signal lamps 70f are turned on by turning on each of the turn signal switches, the charge lamp 70g4 is turned off by the output voltage from the alternator, and the brake lamp 70g3 is turned on by the turn on operation of the brake switch. Oil lamp 70g2
Lights up when the oil switch is turned on. or,
Check switch 71, Display switch 7
2. The respective information of the sub-shift operation switches SN, SA, SB, SC is also input to the controller 29.
In addition, the display changeover switch 72 is used for operating time of the machine (hereinafter, referred to as “operation time”).
The information on the battery voltage and the battery voltage is displayed for a predetermined time (for example, 5 seconds) (FIG. 17 (a)).
), And is used to switch the display content of the main LCD 70e.

As described above, the speed change control means 100 for controlling the operation of the drive means KS for the auxiliary speed change operation using the central control unit CU, and the auxiliary speed change operation switches SN, SA, SB , SC is the central control unit C
It is configured to instruct U to issue a shift command.

A shift allowable state detecting means HK for detecting whether or not the traveling state of the combine is a stop state or a shift allowable state of a low speed running state lower than the set speed,
It is constituted by the neutral switch S17. That is,
When the neutral switch S17 is turned on and the continuously variable transmission 39 is operated in the neutral state, it is detected that the shift is permitted. Then, using the central control unit CU, the shift allowable state detecting means HK (neutral switch S1)
If it is detected in 7) that the transmission is not in the shift permissible state (the continuously variable transmission 39 is not operated in the neutral state), check means 101 for suppressing a shift operation of the sub-transmission FH; It is detected by the permissible state detecting means HK (neutral switch S17) that the shift is not in the permissible state, and the sub-transmission operation switches SN, SA, SB,
Deceleration operation instruction means 10 for instructing deceleration operation information for shifting the continuously variable transmission 39 to a neutral shift state when a shift operation of the auxiliary transmission FH is commanded at SC.
2 are constituted.

More specifically, when the neutral switch S17 is not in the ON state, the sub-shift operation from any one of the medium speed transmission state F2 and the low speed transmission state F1 to the high speed transmission state F3 will be described. , And a sub-shift operation from any of the high-speed transmission state F3, the medium-speed transmission state F2, and the low-speed transmission state F1 to the neutral transmission state N is controlled. Note that a shift operation between the medium speed transmission state F2 and the low speed transmission state F1 is permitted,
Normally, when a mowing operation is performed in a field or the like, the mowing traveling is mainly performed in a state set to the medium-speed transmission state F2.
By switching to the low-speed transmission state F1, the work traveling can be performed at a low speed, and the usability of the combine can be improved.

Next, the deceleration operation instructing means 102 will be described. The deceleration operation instructing means 102 includes the main LCD 70e as an image display section for displaying the deceleration operation information as image information. The deceleration operation information is configured to be displayed in text. Specifically, as shown in FIG.
On the display screen of e, the sentence "Make the main transmission neutral" is displayed, and neutral operation information for instructing the operation of the continuously variable transmission 39 to the neutral state is displayed.

Further, when the main LCD 70e displays normal information, which is normal notification information to be notified to the operator during the operation of the combine, and when the deceleration operation information is displayed, the displayed normal information is displayed. Instead, the deceleration operation information is displayed.
As the normal information, as shown in FIG. 17, information of an hour meter and a battery voltage, and information of an engine speed, or a bar graph indicating an engine load level as shown in FIG. For example, a bar graph indicating the amount of the processed material (sheave level) on the swing sorting plate 54 is displayed on the lower side.

The central control unit CU, when executing each of the above-mentioned controls, includes sensors SW, switches and the like transmitted from each of the high-speed terminal units LU1 to 5 and each of the modules MU1 to 4 via the communication lines T1 and T2. Based on each input data of
The proper drive contents for the actuators AK are determined, and the proper drive contents are used as drive data as communication data T1.
To the high-speed terminal unit LU to which the actuators AK are connected, and the high-speed terminal unit LU to which the actuators AK are connected outputs a drive signal to the actuators AK based on the received drive data. It is configured as follows.

For example, a specific description will be given of the case of the cutting height control. The central control unit CU activates the cutting height control provided in the cutting height control operation unit 44 by communicating with the basic switch module MU1. When it is determined that the switch 44a is ON, the cutting height is set to the target height based on the target height information input by the cutting height adjustment volume 44b and the ground height information of the ultrasonic sensor S6. The proper driving content for the cutting and lifting cylinder 5 to be maintained is determined, and the proper driving content is transmitted as control data to the high-speed terminal LU1 to which the cutting and lifting cylinder 5 is connected. Then, the high-speed terminal unit LU1
The mowing lift cylinder 5 is moved up and down according to the received control data.

The central control unit CU communicates with the communication line T from each of the high-speed terminal units LU1 to LU5 and each of the modules MU1 to MU4.
Based on the input data of the sensors SW and the switches transmitted via T1 and T2, the proper display contents to be displayed on various display means such as the lamp and the LCD are determined. As communication data for communication line T1
To each of the modules MU1 to MU4, while each of the modules MU1 to MU4 is configured to output a drive signal to the display means based on the display data received from the central control unit CU. Have been.

More specifically, the case of the cutting height control will be described. The central control unit CU checks the ON state of the cutting height control start switch 44a based on the data received from the basic switch module MU1. Command data for turning on the start switch 44a configured as an illuminated switch is transmitted to the MU1, and the main L is transmitted to the display module MU4.
A display command for displaying a cutting height control activation message is transmitted to the CD 70e. And the basic switch module MU
1 turns on the cutting height control start switch 44a in accordance with the lighting command data received from the central control unit CU, and the display module MU4 controls the main LCD 70e according to the display command received from the central control unit CU. The message "Cut height automatic [on]" is sent for a predetermined time (for example, 5
Display for seconds).

When the start switch 44a for cutting height control is turned off, a message of "cutting height automatic [off]" is displayed on the main LCD 70e for a predetermined time (for example, 5 seconds).
When the target height information is changed by operating the cutting height adjustment volume 44b, the central control unit C is displayed.
Based on the communication between U and the display module MU4, the value of the target cutting height changed by the cutting height adjustment volume 44b is displayed as a bar graph on the main LCD 70e.

Next, the control operation of the central control unit CU will be described with reference to the flowcharts shown in FIGS. In the main flow (FIG. 21), the main switch MW is operated from the off state to the on state to be turned on, and power is supplied to the central control unit CU (at this time, each of the high-speed terminal units LU1 to LU5 and Each module MU
Power is also supplied to 1-4. When the control is started, the on / off state of the check switch 71 is detected, and if the check switch 71 is on, the mode is started to the fine adjustment mode. On the other hand, if the check switch 71 is off, the normal mode is started. If the check switch 71 is turned on and off in this normal mode, the self-diagnosis mode is started if the check switch 71 changes to the on state. .

In the fine adjustment mode, the actual information of each machine section is obtained from the detected information of each sensor in correspondence with the detected information of each sensor when the machine sections such as the mowing section 1 and the threshing section 2 are in the reference state. Information (referred to as fine adjustment data) of a reference value for obtaining an operation state is stored in the memory MEM.
Specifically, fine adjustment data as exemplified below is stored. (1) The state where each of the left and right direction sensors S1 has returned to the aircraft lateral position is set as a reference state, and the detected value of each direction sensor S1 at that time. (2) The reaper 1 is raised to the upper limit position as a reference state. (3) The unloader position sensor S when the unloader 32 is turned to the home position as a reference state with respect to the unloader 32.
Detection value of 3 (4) Detection value of rolling sensor S4 when horizontal state is set as the reference state for body V

In the normal mode, as shown in FIG. 22, communication control processing for communicating with each of the high-speed terminal units LU1 to LU5 and each of the modules MU1 to MU4, management processing of the broadcast information, display control processing, And performing a work control process for executing the plurality of controls. In this work control process, the actual operation state of each part of the machine is obtained based on the detection information of each sensor and the information of the stored fine adjustment data, and the actuators A are used based on the information of the actual operation state.
Control the operation of K.

In the display control process, as shown in FIG.
First, it is determined whether alarm information has been generated. FIG. 18 shows a display example of the alarm information. FIG. 18A shows “cutting jam” indicating that clogging of the grain stalk in the cutting unit 1 is detected by the cutting jam detection switch S14, and FIG.
“Cutter clogging” indicating that clogging of straw is detected by the cutter clogging detection switch S15;
(C) “No. 2 clogging” indicating that the second rotation sensor S16 has detected the clogging of the second article in the second conveyance device 63, and (d) is the storage by the fir sensor S11. “Fir-full”, which indicates that the full state of the grains in the tank 3 has been detected, (E) indicates that the detection state of the tip sensors S8a and S8b is abnormal due to the attachment of straw chips and the like, and requires inspection. "Head sensor → check"
(F) is "Please decelerate" as a load alarm indicating that the engine E is in an overload state, or as a sheave alarm indicating that the amount of processed material detected by the sheave sensor S10 is excessive. "Please slow down"
In each display.

Next, after the main switch MW is turned on from off, until the engine E is started, the hour meter and the battery voltage information are displayed on the main LCD 70e. After the engine E is started, the engine speed is maintained at the main L
It is displayed on the CD 70e.
The load level and the sheave level are displayed on the main LCD 70e.

Next, it is determined whether or not the sub-shift operation has been instructed. When the sub-shift operation has been instructed, it is determined whether or not the neutral switch S17 is on, and the neutral switch S17 is on. Then, the sub-shift display corresponding to each sub-shift switching as shown in FIG.
The screen of e is displayed for a predetermined time (for example, 5 seconds), and the display of the sub-shift lamp 70h is switched in accordance with the sub-shift command. When the neutral switch S17 is not turned on when the sub-shift operation is commanded, the neutral operation information is displayed on the screen of the main LCD 70e for a predetermined time (for example, 5 seconds) and the display state of the sub-shift lamp 70h is displayed. Is maintained in the current display state.

In the self-diagnosis mode, the information of the self-diagnosis data stored in the memory MEM is read and displayed on the main LCD 70e. When the check switch 71 is pressed in the self-diagnosis mode, the self-diagnosis mode ends. The self-diagnosis data includes a detection error (for example, a detection error caused by a failure of the volume such as the crop switching volume 41b, the vehicle speed limiting volume 42b, the sheave sensor S10, and the like, such as the direction sensor S1 and the unloader position sensor S3). Such as an impossible value or no change at all)
Alternatively, information on an operation error (for example, when the operation is locked or does not operate at all) due to a failure of actuators such as the unloader turning motor M3 and the chaff opening adjustment motor M4 is stored.

[Second Embodiment] Next, a second embodiment of the invention relating to a display device of a working vehicle will be described. In the second embodiment, the configuration of the sub-shift operation commanding means FS is different from that of the first embodiment, but the other configuration is the same as that of the first embodiment. To be more specific, as shown in FIG. 24, as the sub-shift operation command means FS, the shift control valve B1 and the neutral switching valve B2 are sequentially switched from the low-speed side to the high-speed side each time the on-operation is performed. One switch SU,
A second switch SD for sequentially switching the shift control valve B1 and the neutral switching valve B2 from a high speed side to a low speed side each time the gear is turned on is provided in the grip portion 7A of the manual shift lever 7.

As shown in FIG. 25, when the first switch SU is turned on when the auxiliary transmission FH is in the neutral shift state N, the first switch SU is set to the low speed transmission state F1, and when in the low speed transmission state F1, the first switch SU is turned on. When the SU is turned on, the vehicle enters the medium speed transmission state F2, and when the first switch SU is turned on while in the medium speed transmission state F2, the vehicle enters the high speed transmission state F3. On the other hand, when the second switch SD is turned on while in the high speed transmission state F3, the state becomes the medium speed transmission state F2, and when the second switch SD is turned on while in the medium speed transmission state F2, the state becomes the low speed transmission state F1, When the second switch SD is turned on while in the low-speed transmission state F1, the state becomes the neutral state N. In the early stage of operation when the drive power is turned on,
The shift control valve B1 is in a medium speed transmission state, and the neutral changeover valve B2
Are initially set to the pressure oil supply state.

[Another Embodiment] Next, another embodiment will be described. In the first and second embodiments, the shift allowable state detecting means HK is constituted by the neutral switch S17, and the shift allowable state is set when the main transmission 39 is in the neutral state, that is, when the traveling state of the work vehicle is in the stop state. However, besides this, the shift permission state may be set when the traveling state of the work vehicle is a low-speed traveling state lower than the set speed. Specifically, the shift allowable state detecting means HK is constituted by the vehicle speed sensor S7, and the set speed is set to a low speed close to the stop state, so that the traveling speed of the work vehicle is lower than the set speed. If it is a speed, it is assumed that a shift is permitted. Further, the shift allowable state detecting means HK is constituted by both the neutral switch S17 and the vehicle speed sensor S7,
The shift permission state may be set when the main transmission 39 is in the neutral state and the traveling speed of the work vehicle is lower than the set speed.

In the first and second embodiments, the deceleration operation information instructing means 102 is provided with the image display section 70e to display and instruct deceleration operation information as image information. A display lamp provided for an operation instruction may be provided, and this lamp may be turned on to instruct deceleration operation information. Further, in the first and second embodiments, the image display unit is constituted by the LCD type display 70e, but an image display device other than this may be used.

In the first and second embodiments, the deceleration operation instruction means 102 is configured to instruct the main transmission (the continuously variable transmission 39) to operate in the neutral state as the deceleration operation information. In addition, for example, the vehicle speed sensor S
Until the running speed detected in step 7 becomes lower than the above set speed, write a sentence such as "Please reduce the speed" on the main LCD.
The deceleration operation information for instructing the deceleration operation may be displayed on the screen 70e.

In the first and second embodiments, the central control unit CU for centrally controlling the entire machine while communicating with the terminal control unit LU and each module MU provided in each part of the work vehicle is provided. Utilizing the shift control means 100 and the restraint means 1
01, but each of these means 10
0 and 101 may be configured by a single control unit provided in the work vehicle.

In the first and second embodiments, the check means 1
Although the electronic control unit 01 is configured using an electrical control configuration, other than that, a mechanically configured check unit may be used.
Specifically, for example, the main shift operation can be performed by swinging a single manual shift lever in the front-rear direction, and swinging in the left-right direction is performed only when the manual shift lever is operated to the neutral position. The sub-shift state can be switched by permitting a dynamic operation. When the manual shift lever is not operated to the neutral position and the swing operation is performed in the left-right direction, the deceleration operation instruction means 102 instructs the aforementioned deceleration operation information.

In the first and second embodiments, the auxiliary transmission FH is configured as a gear-type auxiliary transmission, and the gear-type auxiliary transmission FH is configured to selectively use a plurality of hydraulic clutches C1, C2, and C3. Although the gear shift operation is performed to a desired gear shift state by turning over and off, it is not limited to such a structure, for example,
A so-called hydrostatic stepless transmission (HST), which includes a hydraulic pump and a hydraulic motor as main transmissions and changes and adjusts a traveling speed by changing a swash plate angle, is provided for the left and right traveling devices 30. The transmission may be provided independently, and the subtransmission may be configured to switch the transmission state between a plurality of high and low levels by changing the oil flow rate for each continuously variable transmission (HST).

In the first and second embodiments, the auxiliary transmission FH is electrically operated by the driving means KS controlled by the shift control means 100 based on the shift operation command. Alternatively, the shift operation of the sub-transmission device FH may be performed using the operating force of the operator operating the sub-transmission lever or the like as it is.

In the first and second embodiments, the main transmission is constituted by the continuously variable transmission 39. In addition, the main transmission is constituted by a multi-stage transmission and the main transmission is operated. For example, the gear position of the main transmission may be switched according to the operating position of the shift lever 7 as the means. Also, the sub-transmission FH is not limited to a three-stage transmission,
For example, it may be a two-stage type.

In the above embodiment, the present invention is applied to a combine for harvesting and harvesting as a work vehicle. However, the present invention can be applied to work vehicles other than the combine. Then, in a work vehicle (such as a tractor) other than the combine, the deceleration operation information and the normal information are appropriately changed.

[Brief description of the drawings]

FIG. 1 is an overall side view of a combine.

FIG. 2 is a front side view of the combine.

FIG. 3 is a schematic plan view of the combine.

FIG. 4 is a longitudinal side view of the threshing unit.

FIG. 5 is a power transmission diagram of the combine.

FIG. 6 is a view showing a traveling transmission structure.

FIG. 7 is a hydraulic circuit diagram for traveling transmission.

FIG. 8 is a plan view of the driving unit.

FIG. 9 is a front view of a basic switch module.

FIG. 10 is a front view of an unloader switch module.

FIG. 11 is a front view of the horizontal control switch module.

FIG. 12 is a front view of a display module.

FIG. 13 is a block diagram showing the entire control configuration of the combine.

FIG. 14 is a circuit block diagram showing a main part of a combine control configuration.

FIG. 15 is a block diagram showing a control configuration of a switch module.

FIG. 16 is a block diagram showing a control configuration of a display module.

FIG. 17 is a diagram of a display screen for displaying normal information.

FIG. 18 is a diagram of a display screen displaying alarm information.

FIG. 19 is a diagram of a display screen displaying deceleration operation information.

FIG. 20 is a diagram of a display screen displaying sub-shift operation information.

FIG. 21 is a flowchart showing a control operation.

FIG. 22 is a flowchart showing a control operation.

FIG. 23 is a flowchart showing a control operation.

FIG. 24 is a front view and a side view showing an auxiliary speed change operation command means according to the second embodiment.

FIG. 25 is a diagram showing a change order of the sub-shift state in the second embodiment.

[Explanation of symbols]

 7 Main transmission operation means 39 Main transmission device 70e Image display unit 100 Transmission control means 101 Checking means 102 Deceleration operation instruction means FH Secondary transmission device FS Sub transmission operation means HK Transmission allowable state detection means KS Drive means

 ────────────────────────────────────────────────── ─── Continued on the front page (72) Inventor Tetsuya Nakajima 64 Ishizu-Kitacho, Sakai-shi, Osaka F-term in Kubota Sakai Works Co., Ltd. (Reference) 2B076 AA03 DA02 EB03 EB05 EC09 ED22 ED23 ED30 3D036 AA09 CA05 CA15 DA03

Claims (5)

[Claims] 1. A work vehicle in which a main transmission and a sub transmission are provided so as to be capable of performing a shift operation by manually operated main transmission operation means and auxiliary transmission operation means provided separately for each. A shift permission state detecting means for detecting whether a traveling state of the work vehicle is a stop state or a shift allowable state that is a low-speed traveling state lower than a set speed; and If it is detected that the transmission is not in the shift allowable state, a check means for restraining a shift operation of the subtransmission is detected by the shift allowable state detection means to be not in the shift allowable state, and When a shift operation of the auxiliary transmission is instructed by the shift operation means, deceleration operation information for shifting the main transmission to a neutral shift state or a low-speed shift state in which the low-speed traveling state is set is instructed. A display device of a work vehicle provided with a deceleration operation instruction means. And a shift control means for controlling an operation of the drive means. The sub-shift operation means instructs a shift command to the shift control means. The display device for a work vehicle according to claim 1, wherein the display device is configured as follows. 3. The work vehicle display device according to claim 1, wherein the deceleration operation instruction means includes an image display unit that displays the deceleration operation information as image information. 4. The work vehicle display device according to claim 3, wherein the image display unit is configured to display the deceleration operation information in text. 5. The image display unit displays normal information which is normal notification information to be notified to a worker when driving a work vehicle, and when displaying the deceleration operation information, the image display unit replaces the normal information. The display device for a work machine according to claim 3, wherein the display device is configured to display the deceleration operation information.