【０００１】
【発明の属する技術分野】
本発明は例えば苗載台及び苗植付爪を備えて連続的に苗植作業を行う田植機またはトラクタまたはコンバインまたは土木建機などの作業車に関する。
【０００２】
【発明が解決しようとする課題】
従来、作業速度を変速させる油圧式無段変速機（ＨＳＴ）を用いた構造の場合、無段変速機の油温が上昇すると油のリークが発生し無段変速機の効率が悪くなって出力が低下し、延いてはエンストを発生させるなどの恐れがあった。また同様に無段変速機の油圧が上昇した場合にも油温が上昇し油の内部リーク量を大とさせて無段変速機の効率を悪化させていた。
【０００３】
【課題を解決するための手段】
したがって本発明は、作業速度を変速させる油圧式無段変速機の油温を検出する油温検出手段を設け、油温検出手段の検出値が設定値以上となるとき無段変速機を低速側に減速制御させて、無段変速機の油温上昇を抑制させ、油のリークによる効率の悪化を防止させ、無段変速機の出力低下やエンジン停止などを回避させて作業能率を向上させるものである。
【０００４】
また、油温検出手段の検出値が設定以下となるとき無段変速機を設定値まで増速制御させて、油温の適正温度下で無段変速機を適正速比で常に駆動させる状態とさせて、無段変速機の出力性能を安定維持させて作業能率を向上させるものである。
【０００５】
さらに、作業速度を変速させる油圧式無段変速機の油圧を検出する油圧検出手段を設け、油圧検出手段の検出値が設定値以上を設定時間を越えて継続するとき、無段変速機を低速側に減速制御させて、無段変速機の油圧の上昇を抑制させ、油の内部リーク量や油温の上昇を低下させて、無段変速機の効率低下を防止しエンジンの馬力ロスを低減させ、走破性を向上させるものである。
【０００６】
また、油圧検出手段の検出値が設定値以下を設定時間を越えて継続するとき、無段変速機を元の設定値まで増速制御させて、無段変速機の効率を安定維持させ、作業能率を向上させ作業の信頼性を向上させるものである。
【０００７】
【発明の実施の形態】
以下、本発明の実施例を図面に基づいて詳述する。図１は全体の側面図、図２は同平面図、図３は車体フレームの側面図、図４は同平面図を示し、図中１は作業者が搭乗する走行車であり、エンジン２を車体フレーム３に搭載させ、ミッションケース４側方にフロントアクスルケース５を介して水田走行用前輪６を支持させると共に、前記ミッションケース４後方のリヤアクスルケース７に水田走行用後輪８を支持させる。そして前記エンジン２等を覆うボンネット９両側に予備苗載台１０を取付けると共に、作業者が搭乗する車体カバー１１によって前記ミッションケース４等を覆い、前記車体カバー１１後側上方にシートフレーム１２を介して運転席１３を取付け、その運転席１３の前方で前記ボンネット９後部に操向ハンドル１４を設ける。
【０００８】
また、図中１５は５条植え用の苗載台１６並びに複数の苗植付爪１７などを具備する植付部であり、前高後低の合成樹脂製の前傾式苗載台１６を下部レール１８及びガイドレール１９を介して植付ケース２０に左右往復摺動自在に支持させると共に、一方向に等速回転させるロータリケース２１を前記植付ケース２０に支持させ、該ケース２１の回転軸芯を中心に対称位置に一対の爪ケース２２・２２を配設し、その爪ケース２２・２２先端に苗植付爪１７・１７を取付ける。
【０００９】
また、前記植付ケース２０前側のヒッチブラケット２３をトップリンク２４及びロワーリンク２５を含む昇降リンク機構２６を介し走行車１後側に連結させ、前記リンク機構２６を介して植付部１５を昇降させる油圧昇降シリンダ２７をロワーリンク２５に連結させ、前記前後輪６・８を走行駆動して移動すると同時に、左右に往復摺動させる苗載台１６から一株分の苗を植付爪１７によって取出し、連続的に苗を植える田植作業を行うように構成する。
【００１０】
また、図中２８は主変速レバー、２９は植付部１５の昇降・植付クラッチの入切・マーカ操作を行う植付操作レバー、３０はブレーキペダル、３１は変速ペダル、３２はデフロックペダル、３３は感度調節レバー、３４は植付部１５を任意高さ位置に停止させるストップレバー、３５はユニットクラッチレバー３５であり、操向ハンドル１４位置近傍に変速及び昇降レバー２８・２９やブレーキ及び変速ペダル３０・３１を配設すると共に、運転席１３位置近傍に感度調節及びストップ及びユニットクラッチの各レバー３３・３４・３５を配設している。
【００１１】
さらに、図中３６は１条分均平用センタフロート、３７は２条分均平用サイドフロート、３８は肥料ホッパ３９内の肥料を送風機４０の送風力でフレキシブル形搬送ホース４１を介しフロート３６・３７の側条作溝器４２に排出させる５条用側条施肥機である。
【００１２】
図３乃至図５に示す如く、前記車体フレーム３は前部フレーム４３と中間フレーム４４と後部フレーム４５とに３分割させ、左右一対の前部フレーム４３にエンジン２を、左右一対の中間フレーム４４にフロントアクスルケース５を、左右一対の後部フレーム４５にリヤアクスルケース７及びエンジン２に燃料を供給する燃料タンク４６などを設けるもので、前部フレーム４３の前側と中間に前フレーム４７とベースフレーム４８を連結させて平面視４角枠状に形成し、固定ブラケット４９とベースフレーム４８に防振ゴムを介しエンジン２を上載させる。
【００１３】
また図１０にも示す如く、前記後部フレーム４５の中間立上り部５０間をパイプフレーム５１と門形フレーム５２とで略平行に連結させると共に、リヤアクスルケース７に左右下端を固設する門形フレーム５３の後端を一体連結させ、前記の左右の立上り部５０間に燃料タンク４６を配設する。
【００１４】
さらに、前部フレーム４３後端と後部フレーム４５前端に左右中間フレーム４４の前後端をボルト５４を介して取外し自在に固定させると共に、左右中間フレーム４４の下面にボルト５５を介して左右フロントアクスルケース５を取外し自在に固定させ、前記ミッションケース４に左右フロントアクスルケース５を接続固定させる。
【００１５】
図６乃至図１０に示す如く、前記ミッションケース４の前面左側にパワーステアリングケース５６を設け、かつケース４の右側に無段油圧変速機５７を設け、油圧変速機５７の変速入力用ポンプ軸５８を車体前方向に突出させ、エンジン２下側で前後方向の伝達軸５９にポンプ軸５８を連結させると共に、エンジン２の出力軸６０に伝達ベルト６１を介して前記伝達軸５９を連結させ、エンジン２出力を油圧変速機５７に伝達する。
【００１６】
また、前記ミッションケース４とリヤアクスルケース７を車体の前後方向の中心ライン上でパイプ状の連結フレーム６２によって一体連結させ、ミッションケース４後方にリヤ出力軸６３及びＰＴＯ出力軸６４を突出させ、リヤアクスルケース７前方に突出させるリヤ入力軸６５にリヤ伝達軸６６を介し前記リヤ出力軸６３を連結させ、走行出力軸６３から左右の後輪８に動力を伝える。またリヤアクスルケース７上部の軸受６７に設ける仲介軸６８に自在継手軸６９を介して前記ＰＴＯ出力軸６４を連結させ、前記植付ケース２０の入力軸に自在継手軸を介して中介軸６８を連結させ、ＰＴＯ出力軸６４から植付部１５に動力を伝える。
【００１７】
さらに、図１１乃至図１６に示す如く、前記ミッションケース４は、本体胴部７０と、前蓋部７１と、後蓋部７２を備え、前記胴部７０の前後に各蓋部７１・７２を着脱自在にボルト固定させ、密閉箱形に形成すると共に、前記胴部７０の内部を前後に分割する仕切り壁部７３を設ける。また、前蓋部７１前面に前記油圧変速機５７を取付け、ミッションケース４内に突出させるポンプ軸５８に小径の伝達ギヤ７４を係合軸支させ、伝達ギヤ７４を前蓋部７１にベアリング軸受し、後蓋部７２後面に固定させるチャージポンプ７５に伝達ギヤ７４の動力をパイプ軸７６を介して伝える。
【００１８】
また、前記ミッションケース４内に突出させる油圧変速機５７のモータ軸７７にサンギヤ７８を係合軸支させ、サンギヤ７８を前蓋部７１にベアリング軸受すると共に、前記の小径の伝達ギヤ７４に大径のキャリヤギヤ７９を常に噛合させ、サンギヤ７８のボス部にキャリヤギヤ７９を遊転軸支させるもので、キャリヤギヤ７９に３枚のプラネタリギヤ８０を軸８１を介して回転自在に設け、サンギヤ７８にプラネタリギヤ８０を噛合させると共に、プラネタリギヤ８０に噛合させるリングギヤ８２を設け、各ギヤ７８・８０・８２によって遊星ギヤ機構８３を形成する。
【００１９】
また、前記サンギヤ７８と後蓋部７２に合成出力軸８４の前後を回転自在に軸支させ、前記リングギヤ８２を合成出力軸８４に係合軸支させるもので、油圧変速機５７の油圧ポンプ８５及び油圧モータ８６の無段油圧変速出力である正逆回転出力と、伝達ギヤ７４及びキャリヤギヤ７９の減速回転出力（一方向の一定回転）とを、遊星ギヤ機構８３のデフ作用によって合成し、ゼロ乃至最大速の一方向の回転力として合成出力軸８４に伝える。即ち、油圧変速機５７の油圧ポンプ８５の斜板１０７を変更する油圧変速操作アーム１０９の角度を、例えば図１７（１）のように−１乃至０に変化させるときのモータ軸７７の回転を−１０００乃至０とさせ、図１７（２）のように、前記アーム１０９の角度に関係なくギヤ７４側を１０００回転させるときには、図１８のように、前記アーム１０９の角度に対して合成出力軸８４の回転を０乃至１０００とさせる。
【００２０】
さらに、前記合成出力軸８４に前進ギヤ８７と後進ギヤ８８を遊転軸支させ、合成出力軸８４に各ギヤ８７・８８をスライダ８９によって選択的に係合させ、前進または中立または後進の出力に切換えると共に、仕切り壁部７３と後蓋部７２に前記リヤ出力軸６３をベアリング軸受する。また、差動ギヤ９０を介して左右の前車軸９１に動力を伝えるフロント出力軸９２と、ＰＴＯ変速ギヤ９３を係合軸支させるカウンタ軸９４を設け、前記のリヤ及びフロント出力軸６３・９２に出力ギヤ９５・９６を介して後進ギヤ８８の後進動力を伝え、前後輪６・８を後進駆動させると共に、リヤ出力軸６３に移動ギヤ９７及び植付ギヤ９８を遊転軸支させ、副変速スライダ９９によって各ギヤ９７・９８をリヤ出力軸６３に選択的に係合させる。
【００２１】
また、カウンタ軸９４の高速用ギヤ１００ａ・１００ｂを介して前進ギヤ８７に移動ギヤ９７を常に噛合させると共に、カウンタ軸９４の低速用のＰＴＯ変速ギヤ９３に植付ギヤ９８を常に噛合させ、各ギヤ１００ａ・９３・９８を介して前進ギヤ８７の動力を前記各出力軸６３・９２に伝え、前後輪６・８を苗の植付け作業速度で前進駆動する。また、移動ギヤ９７と植付ギヤ９８の両方が遊転状態となり、植付爪１７などを作業者が手で回転させて詰った苗の除去などを行えるように、ＰＴＯ出力軸６４の手動回転を可能にすると共に、前進ギヤ８７の動力を各ギヤ１００ａ・１００ｂを介して各出力軸６３・９２に伝え、圃場間の路上移動などの高速の移動速度で前後輪６・８を前進駆動する。
【００２２】
さらに、図１１のように、ＰＴＯ変速軸１０１及びＰＴＯ変速機構１０２を介してＰＴＯ変速ギヤ９３の動力をＰＴＯ出力軸６４に伝え、株間変速自在に植付部１５を駆動すると共に、ミッションケース４に内設させるチェン１０３を介してＰＴＯ出力軸６４に施肥出力軸１０４を連結させ、植付部１５と同調させて施肥機３８を駆動する。また、図１３のように、ミッションケース４にオイルゲージ１０５を設けると共に、図１４のように、前記各スライダ８９・９９を同一のシフトフォーク１０６に係止させ、変速レバー２８の５位置切換によって前後進及び副変速（低高速）の切換を行う。
【００２３】
図１６に示す如く、前記油圧ポンプ８５の斜板１０７に制御軸１０８を介して油圧変速操作アーム１０９を連結させ、該アーム１０９に変速モータ１１０を連結させて、変速モータ１１０の正逆駆動で油圧モータ８６の回転出力を増減速させるように構成している。なお、変速モータ１１０は前部フレーム４３に連結させるモータ台１１０ａに設置させている。
【００２４】
また、前車軸９１に差動ギヤ９０を介し連結させるフロント出力軸９２に走行用ブレーキ１１１を設け、ミッションケース４上部に突出させるブレーキ操作軸１１２にブレーキロッド１１３を介しブレーキペダル３０を連結させて、ブレーキペダル３０の操作でブレーキ１１１を作動させて機体の走行を停止させるように構成している。
【００２５】
図１１、図１２、図１６に示す如く、前記合成出力軸８４のリングギヤ８２と前進ギヤ８７間にボールジョイント式主クラッチ１１４を介設させ、ミッションケース４外側へ突出させたクラッチ軸１１５にクラッチアーム１１６を介し前記ブレーキペダル３０を連結させて、機体を停止させるブレーキペダル３０の足踏み操作時にクラッチ軸１１５のシフトフォーク１０６を動作させて主クラッチ１１４を切とさせるように構成している。
【００２６】
図１９乃至図２２に示す如く、前記ブレーキペダル３０の右側に変速ペダル３１を配設させるもので、ペダル軸１１８にペダルアーム１１９を介し変速ペダル３１を揺動自在に支持させ、変速ペダル３１に一体連結するアーム１２０をペダル軸１１８に設け、前記アーム１２０に足踏み解除時ペダル３１を自動的に停止（速度ゼロ）位置に復帰させるバネ１２７とオイルダンパ１２８（ガススプリングでも良い）とを対向状に連結させ、踏み込んでいたペダル３１から足を離したとき、オイルダンパ１２８の抵抗とバネ１２７の復動力によりペダル３１が緩やかな略一定速度で戻って徐々に低速となるように構成している。
【００２７】
図２２に示す如く、前記ペダルアーム１１９の他端側には検出棒１３０を固設させ、ポテンショメータ形のペダル位置センサ１３１のセンサアーム１３２に検出棒１３０を当接させて、ペダルアーム１１９の足踏み操作位置をセンサ１３１で検出するように構成している。
【００２８】
また図２に示す如く、前記変速モータ１１０を駆動制御して走行速度など作業速度を一定保持させるオートクルーズ電気制御用のオートクルーズスイッチ１４０と、変速ペダル３１の同一操作量に対し変速機５７の速度（速比）の関係を変更させて作業速度を微速に切換える微速制御用の微速スイッチ１４１と、前記オートクルーズスイッチ１４０のオン操作時に点灯表示させるオートクルーズ制御表示用のオートクルーズランプ１４３と、前記微速スイッチ１４１のオン操作時に点灯表示させる微速制御用の微速設定表示ランプ１４４と、走行速度など作業速度の一定速度を設定するオートクルーズ設定器１４５とを設けるもので、前記運転席１３前方で操向ハンドル１４近傍の操作コラム９ａ上面にこれらスイッチ１４０・１４１と設定器１４５及びランプ１４３・１４４を配置させて、スイッチ１４０・１４１と設定器１４５の容易な操作や操作の確認などを可能とさせるように構成している。
【００２９】
さらに、図１６に示す如く、前記油圧変速機５７近傍位置に電動モータ駆動式の冷却ファン１４２を設置して、冷却ファン１４２からの冷却風でもって変速機５７を外部から冷却させ変速機５７内の油温の上昇を抑制するように構成している。
【００３０】
そして、図２３に示す如く、前記エンジン２の回転数を検出するエンジン回転センサ１３３と、リヤ或いはフロント出力軸６３・９２の回転より車速を検出する車速センサ１３４と、前記ブレーキペダル３０の足踏み操作（入）を検出するブレーキペダルスイッチ１３５と、前記主変速レバー２８による植付（低速前進）位置を検出する植付位置センサ１３６と、前記操作アーム１０９の変速位置を検出する変速位置センサ１３７と、前記油圧変速機５７の油温を検出する油温センサ（サーミスタなど）１３８と、前記油圧変速機５７の油圧力を検出する変速機油圧センサ１３９と、前記オートクルーズスイッチ１４０と、微速スイッチ１４１と前記設定器１４５とをコントローラ１４６に入力接続させると共に、前記変速モータ１１０の駆動回路１４７と冷却ファン１４２とオートクルーズランプ１４３と微速設定表示ランプ１４４にコントローラ１４６を出力接続させて、変速モータ１１０やファン１４２及びランプ１４３・１４４の駆動制御を行うように構成している。
【００３１】
なお、実施例にあってはブレーキペダル３０と走行用ブレーキ１１１とをブレーキロッド１１３など介し機械的に連結させる構成を示したが、走行ブレーキ１１１を電気的に作動させるブレーキ駆動機構を設けて、ペダル３０によるブレーキペダルスイッチ１３５の操作で走行ブレーキ１１１の作動や主クラッチ１１４の入切を行わせて良い。
【００３２】
本実施例は上記の如く構成するものにして、変速ペダル３１操作で変速モータ１１０を駆動制御しての走行作業中に作業速度が適正でこの作業速度を保持させるときには前記オートクルーズスイッチ１４０をオン（セット）操作することによって無段変速機５７の速比が固定され、以後この速比を保った車速を一定速度とさせた作業が行われるもので、このような変速機５７（車速）の定速駆動中に変速機５７の油温が設定上限値（略１００℃）より以上となるとき変速機５７を低速側に自動的に減速制御する。
【００３３】
例えば図２４乃至図２６に示す如く、前記変速機５７の変速比を最大とさせた駆動中で変速機５７の油温が設定値（略１００℃）以上となるとき最大値より略１０〜２０％の減速巾分減速制御し、油温が設定下限値（略９０℃）以下まで下がるとき設定速比まで増速制御するもので、図２６に示す如く油温の高温（速比の最大）時に減速させることによって、変速機５７の効率を最大とさせた良好な駆動を行う。また、油温が高温の自動減速時には冷却ファン１４２を駆動しても良く、減速することで走行負荷が減少し変速機５７の作用油圧力も低下して油温が下がる。
【００３４】
図２７、図２８に示す如く、前記変速機５７の油圧の変化でもっても変速機５７を増減速制御し車速を高低速に制御するもので、設定速比で駆動中の変速機５７の油圧が設定される設定値（略３０ＭＰａ）以上となる時間がＴ１時間以上続くとき変速機５７を低速側に略１０〜２０％減速させると共に、設定値（略３０ＭＰａ）以下がＴ２時間以上続くとき、変速機５７を元の設定速比まで増速させて、変速機５７の効率を安定維持させるものである。
【００３５】
上記からも明らかなように、作業速度を変速させる油圧式無段変速機５７の油温を検出する油温検出手段である油温センサ１３８を設け、油温センサ１３８の検出値が設定値以上となるとき無段変速機５７を低速側に減速制御させたことによって、無段変速機５７の油温上昇を抑制させ、油のリークによる効率の悪化を防止させ、無段変速機５７の出力低下やエンジン停止などを回避させて作業能率を向上させる。
【００３６】
また、油温センサ１３８の検出値が設定以下となるとき無段変速機５７を設定値まで増速制御させたことによって、油温の適正温度下で無段変速機５７を適正速比で常に駆動させる状態とさせて、無段変速機５７の出力性能を安定維持させて作業能率を向上させる。
【００３７】
さらに、作業速度を変速させる油圧式無段変速機５７の油圧を検出する油圧検出手段である油圧センサ１３９を設け、油圧センサ１３９の検出値が設定値以上を設定時間Ｔ１を越えて継続するとき、無段変速機５７を低速側に減速制御させたことによって、無段変速機５７の油圧の上昇を抑制させ、油の内部リーク量や油温の上昇を低下させて、無段変速機の効率低下を防止しエンジン２の馬力ロスを低減させ、走破性を向上させる。
【００３８】
また、油圧センサ１３９の検出値が設定値以下を設定時間Ｔ２を越えて継続するとき、無段変速機５７を元の設定値まで増速制御させたことによって、無段変速機の効率を安定維持させ、作業能率を向上させ作業の信頼性を向上させる。
【００３９】
【発明の効果】
以上実施例から明らかなように本発明は、作業速度を変速させる油圧式無段変速機５７の油温を検出する油温検出手段１３８を設け、油温検出手段１３８の検出値が設定値以上となるとき無段変速機５７を低速側に減速制御させたものであるから、無段変速機５７の油温上昇を抑制させ、油のリークによる効率の悪化を防止させ、無段変速機５７の出力低下やエンジン停止などを回避させて作業能率を向上させることができるものである。
【００４０】
また、油温検出手段１３８の検出値が設定以下となるとき無段変速機５７を設定値まで増速制御させたものであるから、油温の適正温度下で無段変速機５７を適正速比で常に駆動させる状態とさせて、無段変速機５７の出力性能を安定維持させて作業能率を向上させることができるものである。
【００４１】
さらに、作業速度を変速させる油圧式無段変速機５７の油圧を検出する油圧検出手段１３９を設け、油圧検出手段１３９の検出値が設定値以上を設定時間Ｔ１を越えて継続するとき、無段変速機５７を低速側に減速制御させたものであるから、無段変速機５７の油圧の上昇を抑制させ、油の内部リーク量や油温の上昇を低下させて、無段変速機の効率低下を防止しエンジン２の馬力ロスを低減させ、走破性を向上させることができるものである。
【００４２】
また、油圧検出手段１３９の検出値が設定値以下を設定時間Ｔ２を越えて継続するとき、無段変速機５７を元の設定値まで増速制御させたものであるから、無段変速機の効率を安定維持させ、作業能率を向上させ作業の信頼性を向上させることができるものである。
【図面の簡単な説明】
【図１】田植機の全体側面図。
【図２】田植機の全体平面図。
【図３】走行車体の側面図。
【図４】走行車体の平面図。
【図５】車体フレームの側面図。
【図６】駆動部の側面説明図。
【図７】駆動部の平面説明図。
【図８】サイドクラッチ操作系の側面説明図。
【図９】サイドクラッチ操作系の平面説明図。
【図１０】車体の斜視説明図。
【図１１】ミッションケースの断面図。
【図１２】同走行駆動部の説明図。
【図１３】遊星ギヤ機構の説明図。
【図１４】ミッションケースの部分図。
【図１５】遊星ギヤ機構の断面図。
【図１６】ミッションケースのギヤ配列説明図。
【図１７】出力説明図。
【図１８】合成出力軸の出力説明図。
【図１９】操作部の斜視説明図。
【図２０】操作部の側面説明図。
【図２１】ペダル部の斜視説明図。
【図２２】変速ペダル部の側面図。
【図２３】制御回路図。
【図２４】油温制御のフローチャート。
【図２５】油温に基づく車速制御線図。
【図２６】変速機の出力線図。
【図２７】油圧制御のフローチャート。
【図２８】油圧に基づく車速制御線図。
【符号の説明】
５７ 無段変速機
１３８ 油温センサ（油温検出手段）
１３９ 油圧センサ（油圧検出手段）
Ｔ１・Ｔ２ 時間[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a work vehicle such as a rice transplanter, a tractor, a combine, or a construction machine that continuously performs a seedling operation with a seedling mounting table and a seedling mounting claw.
[0002]
[Problems to be solved by the invention]
Conventionally, in the case of a structure using a hydraulic continuously variable transmission (HST) that changes the working speed, if the oil temperature of the continuously variable transmission increases, oil leaks, and the efficiency of the continuously variable transmission deteriorates, resulting in output. And there was a risk of causing engine stall. Similarly, when the hydraulic pressure of the continuously variable transmission increases, the oil temperature also increases, increasing the amount of internal leakage of oil, thereby deteriorating the efficiency of the continuously variable transmission.
[0003]
[Means for Solving the Problems]
Therefore, the present invention provides oil temperature detecting means for detecting the oil temperature of the hydraulic continuously variable transmission for shifting the working speed, and when the detected value of the oil temperature detecting means is equal to or higher than the set value, the continuously variable transmission is shifted to the low speed side. To reduce the oil temperature of the continuously variable transmission, prevent the efficiency from deteriorating due to oil leaks, and improve work efficiency by avoiding output reduction and engine stoppage of the continuously variable transmission. It is.
[0004]
Further, when the oil temperature detection value becomes equal to or less than the set value, the speed of the continuously variable transmission is controlled to the set value, and the continuously variable transmission is always driven at an appropriate speed ratio at an appropriate oil temperature. Thus, the output performance of the continuously variable transmission is stably maintained to improve the work efficiency.
[0005]
Further, a hydraulic pressure detecting means for detecting the hydraulic pressure of the hydraulic continuously variable transmission for shifting the working speed is provided, and when the detected value of the hydraulic pressure detecting means continues to be equal to or more than the set value for more than the set time, the speed of the continuously variable transmission is reduced. Side to reduce the hydraulic pressure of the continuously variable transmission, reduce the amount of internal oil leakage and the increase in oil temperature, prevent the efficiency of the continuously variable transmission from decreasing, and reduce the horsepower loss of the engine. And improve running performance.
[0006]
Also, when the detection value of the oil pressure detection means continues to be equal to or less than the set value for more than the set time, the speed of the continuously variable transmission is controlled to the original set value, thereby maintaining the efficiency of the continuously variable transmission stably. It improves efficiency and improves work reliability.
[0007]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. 1 is an overall side view, FIG. 2 is a plan view of the same, FIG. 3 is a side view of a vehicle body frame, and FIG. 4 is a plan view of the same. In the drawing, reference numeral 1 denotes a traveling vehicle on which an operator rides; It is mounted on the vehicle body frame 3 to support a paddy field traveling front wheel 6 on a side of the transmission case 4 via a front axle case 5, and a rear axle case 7 behind the transmission case 4 supports a paddy field rear wheel 8. A spare seedling mounting table 10 is mounted on both sides of the hood 9 covering the engine 2 and the like, and the transmission case 4 and the like are covered by a body cover 11 on which an operator rides. The driver's seat 13 is attached to the vehicle, and a steering handle 14 is provided in front of the driver's seat 13 and at the rear of the hood 9.
[0008]
In the figure, reference numeral 15 denotes a planting section provided with a seedling mounting table 16 for five-row planting and a plurality of seedling mounting claws 17 and the like. The planting case 20 is supported by the planting case 20 via the lower rail 18 and the guide rail 19 so as to be reciprocally slidable left and right, and a rotary case 21 that rotates at a constant speed in one direction is supported by the planting case 20. A pair of claw cases 22 are arranged at symmetrical positions about the axis, and seedling-planting claws 17 are attached to tips of the claw cases 22.
[0009]
Further, the hitch bracket 23 on the front side of the planting case 20 is connected to the rear side of the traveling vehicle 1 via a lifting link mechanism 26 including a top link 24 and a lower link 25, and the planting section 15 is raised and lowered via the link mechanism 26. A hydraulic raising / lowering cylinder 27 to be connected is connected to the lower link 25, and the front and rear wheels 6.8 are driven and moved. It is configured to take out and continuously perform rice transplanting to plant seedlings.
[0010]
In the drawing, 28 is a main shift lever, 29 is a planting operation lever for raising / lowering the planting section 15, turning on / off the planting clutch, and operating the marker, 30 is a brake pedal, 31 is a speed change pedal, 32 is a differential lock pedal, 33 is a sensitivity adjusting lever, 34 is a stop lever for stopping the planted portion 15 at an arbitrary height position, 35 is a unit clutch lever 35, which is a speed change / elevation lever 28/29 near the position of the steering handle 14, a brake and a speed change. The pedals 30 and 31 are arranged, and the sensitivity adjustment and stop and unit clutch levers 33, 34 and 35 are arranged near the position of the driver's seat 13.
[0011]
Further, in the drawing, 36 is a center float for equalizing one line, 37 is a side float for equalizing two lines, and 38 is a float 36 for feeding fertilizer in a fertilizer hopper 39 by a blower 40 through a flexible transfer hose 41. A 5-row side fertilizer that is discharged to 37 side-row cropping devices 42.
[0012]
As shown in FIGS. 3 to 5, the body frame 3 is divided into a front frame 43, an intermediate frame 44, and a rear frame 45, and the engine 2 is mounted on the pair of left and right front frames 43 and the pair of left and right intermediate frames 44. A front axle case 5 is provided, and a pair of left and right rear frames 45 are provided with a rear axle case 7, a fuel tank 46 for supplying fuel to the engine 2, and the like. Are connected to form a quadrangular frame shape in a plan view, and the engine 2 is mounted on the fixed bracket 49 and the base frame 48 via vibration-proof rubber.
[0013]
As shown in FIG. 10, a portal frame 53 that connects the middle rising portion 50 of the rear frame 45 substantially in parallel with a pipe frame 51 and a portal frame 52, and that fixes the left and right lower ends to the rear axle case 7. And the fuel tank 46 is disposed between the right and left rising portions 50.
[0014]
Further, the front and rear ends of the left and right intermediate frames 44 are detachably fixed to the rear end of the front frame 43 and the front end of the rear frame 45 via bolts 54, and the left and right front axle cases are fixed to the lower surfaces of the left and right intermediate frames 44 via bolts 55. The left and right front axle cases 5 are connected and fixed to the transmission case 4.
[0015]
As shown in FIGS. 6 to 10, a power steering case 56 is provided on the front left side of the transmission case 4 and a continuously variable hydraulic transmission 57 is provided on the right side of the case 4, and a shift input pump shaft 58 of the hydraulic transmission 57 is provided. , The pump shaft 58 is connected to a transmission shaft 59 in the front-rear direction below the engine 2, and the transmission shaft 59 is connected to an output shaft 60 of the engine 2 via a transmission belt 61. The two outputs are transmitted to the hydraulic transmission 57.
[0016]
Further, the transmission case 4 and the rear axle case 7 are integrally connected by a pipe-shaped connection frame 62 on the center line in the front-rear direction of the vehicle body, and a rear output shaft 63 and a PTO output shaft 64 are protruded to the rear of the transmission case 4. The rear output shaft 63 is connected via a rear transmission shaft 66 to a rear input shaft 65 protruding forward from the case 7, and power is transmitted from the traveling output shaft 63 to the left and right rear wheels 8. Further, the PTO output shaft 64 is connected via a universal joint shaft 69 to an intermediate shaft 68 provided on a bearing 67 on the upper part of the rear axle case 7, and the intermediate shaft 68 is connected via an universal joint shaft to the input shaft of the planting case 20. Then, power is transmitted from the PTO output shaft 64 to the planting section 15.
[0017]
Further, as shown in FIGS. 11 to 16, the transmission case 4 includes a main body 70, a front cover 71, and a rear cover 72, and each of the covers 71, 72 is provided before and after the body 70. It is detachably bolted and formed into a closed box shape, and a partition wall portion 73 for dividing the inside of the body portion 70 into front and rear portions is provided. Further, the hydraulic transmission 57 is mounted on the front surface of the front cover 71, and a small-diameter transmission gear 74 is engaged with a pump shaft 58 projecting into the transmission case 4. Then, the power of the transmission gear 74 is transmitted via a pipe shaft 76 to a charge pump 75 fixed to the rear surface of the rear lid 72.
[0018]
A sun gear 78 is engaged with a motor shaft 77 of the hydraulic transmission 57 projecting into the transmission case 4, and the sun gear 78 is bearing-beared on the front cover 71. The carrier gear 79 having a diameter is always meshed with the boss portion of the sun gear 78 so that the carrier gear 79 is rotatably supported. The carrier gear 79 is provided with three planetary gears 80 rotatably via a shaft 81, and And a ring gear 82 meshing with the planetary gear 80 is provided, and the planetary gear mechanism 83 is formed by the gears 78, 80 and 82.
[0019]
The sun gear 78 and the rear lid 72 rotatably support the combined output shaft 84 back and forth, and the ring gear 82 is engaged with the combined output shaft 84 for engagement. And the forward / reverse rotation output of the hydraulic motor 86, which is a continuously variable hydraulic transmission output, and the reduced rotation output (constant rotation in one direction) of the transmission gear 74 and the carrier gear 79 are synthesized by the differential action of the planetary gear mechanism 83, and Or transmitted to the combined output shaft 84 as a rotational force in one direction at the maximum speed. That is, the rotation of the motor shaft 77 when the angle of the hydraulic shift operation arm 109 for changing the swash plate 107 of the hydraulic pump 85 of the hydraulic transmission 57 is changed from −1 to 0 as shown in FIG. When the gear 74 is rotated 1000 times irrespective of the angle of the arm 109 as shown in FIG. 17 (2), the combined output shaft with respect to the angle of the arm 109 as shown in FIG. The rotation of 84 is set to 0 to 1000.
[0020]
Further, a forward gear 87 and a reverse gear 88 are rotatably supported on the combined output shaft 84, and the respective gears 87 and 88 are selectively engaged with the combined output shaft 84 by a slider 89, so that forward, neutral or reverse output is performed. And the rear output shaft 63 is bearing-supported on the partition wall 73 and the rear lid 72. Further, a front output shaft 92 for transmitting power to the left and right front axles 91 via a differential gear 90 and a counter shaft 94 for engaging and supporting a PTO transmission gear 93 are provided, and the rear and front output shafts 63 and 92 are provided. The reverse power is transmitted to the front and rear wheels 6.8 through output gears 95 and 96 to drive the front and rear wheels 6.8 backward, and the rear output shaft 63 supports the moving gear 97 and the planting gear 98 for free rotation. The gears 97 and 98 are selectively engaged with the rear output shaft 63 by the speed change slider 99.
[0021]
Further, the moving gear 97 is always meshed with the forward gear 87 via the high-speed gears 100a and 100b of the counter shaft 94, and the planting gear 98 is always meshed with the low-speed PTO gear 93 of the counter shaft 94. The power of the forward gear 87 is transmitted to the output shafts 63 and 92 via the gears 100a, 93 and 98, and the front and rear wheels 6.8 are driven forward at the seeding planting operation speed. Further, both the moving gear 97 and the planting gear 98 are in the idle state, and the manual rotation of the PTO output shaft 64 is performed so that the worker can manually rotate the planting claws 17 and the like to remove the clogged seedlings. At the same time, the power of the forward gear 87 is transmitted to the output shafts 63 and 92 via the gears 100a and 100b, and the front and rear wheels 6.8 are driven forward at a high speed such as on the road between fields. .
[0022]
Further, as shown in FIG. 11, the power of the PTO transmission gear 93 is transmitted to the PTO output shaft 64 via the PTO transmission shaft 101 and the PTO transmission mechanism 102 to drive the planting section 15 so as to be able to perform the inter-stock transmission and to transmit the transmission case 4. The fertilizer output shaft 104 is connected to the PTO output shaft 64 via a chain 103 installed inside the fertilizer, and the fertilizer applicator 38 is driven in synchronization with the planting unit 15. Further, as shown in FIG. 13, an oil gauge 105 is provided on the transmission case 4, and the sliders 89 and 99 are locked on the same shift fork 106 as shown in FIG. It switches between forward and reverse and sub-speed (low speed).
[0023]
As shown in FIG. 16, a hydraulic shift operation arm 109 is connected to a swash plate 107 of the hydraulic pump 85 via a control shaft 108, and a speed change motor 110 is connected to the arm 109. The rotation output of the hydraulic motor 86 is configured to be increased or decreased. The speed change motor 110 is installed on a motor base 110 a connected to the front frame 43.
[0024]
Also, a traveling brake 111 is provided on a front output shaft 92 connected to the front axle 91 via a differential gear 90, and a brake pedal 30 is connected via a brake rod 113 to a brake operation shaft 112 protruding above the transmission case 4. The operation of the brake pedal 30 activates the brake 111 to stop the travel of the aircraft.
[0025]
As shown in FIGS. 11, 12, and 16, a ball joint type main clutch 114 is interposed between the ring gear 82 and the forward gear 87 of the composite output shaft 84, and the clutch is attached to the clutch shaft 115 protruding outside the transmission case 4. The brake pedal 30 is connected via an arm 116 to operate the shift fork 106 of the clutch shaft 115 to deactivate the main clutch 114 at the time of stepping on the brake pedal 30 for stopping the body.
[0026]
As shown in FIGS. 19 to 22, a speed change pedal 31 is disposed on the right side of the brake pedal 30. The speed change pedal 31 is swingably supported on a pedal shaft 118 via a pedal arm 119, and the speed change pedal 31 is An arm 120 to be integrally connected is provided on a pedal shaft 118, and a spring 127 for automatically returning the pedal 31 to a stop (zero speed) position when the foot is released from the pedal 120 is opposed to an oil damper 128 (or a gas spring). When the foot is released from the pedal 31 which has been depressed, the pedal 31 returns slowly at a substantially constant speed due to the resistance of the oil damper 128 and the return power of the spring 127, and gradually becomes slow. .
[0027]
As shown in FIG. 22, a detection rod 130 is fixed to the other end of the pedal arm 119, and the detection rod 130 is brought into contact with the sensor arm 132 of the potentiometer-type pedal position sensor 131 so that the pedal arm 119 is depressed. The operation position is detected by the sensor 131.
[0028]
Also, as shown in FIG. 2, an automatic cruise switch 140 for automatic cruise control for controlling the drive of the transmission motor 110 to maintain a constant working speed such as a running speed, and a transmission 57 of the transmission 57 for the same operation amount of the transmission pedal 31. A speed switch 141 for changing the speed (speed ratio) to change the working speed to a low speed, and an auto cruise lamp 143 for displaying an auto cruise control which is turned on when the auto cruise switch 140 is turned on; A slow speed setting display lamp 144 for slow speed control, which is lit and displayed when the slow speed switch 141 is turned on, and an auto cruise setting device 145 for setting a constant working speed such as a running speed, are provided. These switches 140 and 141 are set on the upper surface of the operation column 9a near the steering handle 14. 145 and by placing the lamp 143, 144, and configured to permit such confirmation of easy manipulation and operation of the setting unit 145 and switches 140 - 141.
[0029]
Further, as shown in FIG. 16, an electric motor driven cooling fan 142 is installed near the hydraulic transmission 57, and the transmission 57 is externally cooled by the cooling air from the cooling fan 142 so that the inside of the transmission 57 is cooled. It is configured to suppress an increase in the oil temperature.
[0030]
As shown in FIG. 23, an engine rotation sensor 133 for detecting the rotation speed of the engine 2, a vehicle speed sensor 134 for detecting the vehicle speed from the rotation of the rear or front output shafts 63 and 92, and a stepping operation of the brake pedal 30 A brake pedal switch 135 for detecting (ON), a planting position sensor 136 for detecting a planting (low-speed forward) position by the main shift lever 28, and a shift position sensor 137 for detecting a shift position of the operation arm 109. An oil temperature sensor (such as a thermistor) 138 for detecting the oil temperature of the hydraulic transmission 57; a transmission oil pressure sensor 139 for detecting the oil pressure of the hydraulic transmission 57; the auto cruise switch 140; And the setting device 145 are connected to the controller 146 by inputting. Output connected so the controller 146 and circuit 147 to the cooling fan 142 and the auto-cruise ramp 143 and slow-speed setting display lamp 144 is configured to perform drive control of the shift motor 110 and the fan 142 and the lamp 143, 144.
[0031]
In the embodiment, the configuration in which the brake pedal 30 and the travel brake 111 are mechanically connected via the brake rod 113 or the like has been described. However, a brake drive mechanism for electrically operating the travel brake 111 is provided. The operation of the travel brake 111 and the on / off operation of the main clutch 114 may be performed by operating the brake pedal switch 135 using the pedal 30.
[0032]
In this embodiment, the automatic cruise switch 140 is turned on when the work speed is appropriate and the work speed is to be maintained during the running work by controlling the drive of the speed change motor 110 by operating the shift pedal 31. By operating the (set) operation, the speed ratio of the continuously variable transmission 57 is fixed, and thereafter, the operation of maintaining the speed ratio at a constant speed is performed, and the operation of such a transmission 57 (vehicle speed) is performed. When the oil temperature of the transmission 57 becomes higher than the set upper limit (approximately 100 ° C.) during the constant speed drive, the transmission 57 is automatically decelerated to a lower speed.
[0033]
For example, as shown in FIG. 24 to FIG. 26, when the oil temperature of the transmission 57 becomes equal to or higher than a set value (about 100 ° C.) during the driving in which the transmission ratio of the transmission 57 is maximized, about 10 to 20 degrees below the maximum value. When the oil temperature falls below the lower limit (approximately 90 ° C.), the speed is increased to the set speed ratio. As shown in FIG. 26, the oil temperature is increased to a high temperature (maximum speed ratio). Occasionally, by decelerating, good driving that maximizes the efficiency of the transmission 57 is performed. During automatic deceleration when the oil temperature is high, the cooling fan 142 may be driven. By decelerating, the running load is reduced, the working oil pressure of the transmission 57 is also reduced, and the oil temperature is reduced.
[0034]
As shown in FIGS. 27 and 28, even if the hydraulic pressure of the transmission 57 changes, the transmission 57 is controlled to increase or decrease to control the vehicle speed to a high or low speed. When the time during which is equal to or greater than the set value (approximately 30 MPa) continues for T1 hours or more, the transmission 57 is decelerated to the low speed side by approximately 10 to 20%, and when the value equal to or less than the set value (approximately 30 MPa) continues for T2 hours or more, The speed of the transmission 57 is increased to the original set speed ratio to stably maintain the efficiency of the transmission 57.
[0035]
As is clear from the above, the oil temperature sensor 138 is provided as oil temperature detecting means for detecting the oil temperature of the hydraulic continuously variable transmission 57 for shifting the working speed, and the detected value of the oil temperature sensor 138 is equal to or more than the set value. , The speed of the continuously variable transmission 57 is controlled to be reduced to the low speed side, thereby suppressing an increase in the oil temperature of the continuously variable transmission 57, preventing the efficiency from being deteriorated due to oil leakage, and controlling the output of the continuously variable transmission 57. Work efficiency is improved by avoiding a drop or engine stop.
[0036]
When the detection value of the oil temperature sensor 138 becomes equal to or less than the set value, the speed of the continuously variable transmission 57 is controlled to the set value, so that the continuously variable transmission 57 is always operated at an appropriate speed ratio at an appropriate oil temperature. The driving state is maintained to stably maintain the output performance of the continuously variable transmission 57 and improve the work efficiency.
[0037]
Further, a hydraulic pressure sensor 139 is provided as a hydraulic pressure detecting means for detecting the hydraulic pressure of the hydraulic continuously variable transmission 57 for shifting the working speed, and when the detection value of the hydraulic pressure sensor 139 exceeds the set value and continues beyond the set time T1. By controlling the speed of the continuously variable transmission 57 to a low speed side, the increase in the hydraulic pressure of the continuously variable transmission 57 is suppressed, the amount of internal leakage of oil and the increase in the oil temperature are reduced, and the speed of the continuously variable transmission 57 is reduced. The efficiency is prevented from being reduced, the horsepower loss of the engine 2 is reduced, and the running performance is improved.
[0038]
Further, when the detection value of the oil pressure sensor 139 continues below the set value for more than the set time T2, the efficiency of the continuously variable transmission is stabilized by controlling the speed of the continuously variable transmission 57 to the original set value. Maintain, improve work efficiency and improve work reliability.
[0039]
【The invention's effect】
As is apparent from the above embodiment, the present invention is provided with the oil temperature detecting means 138 for detecting the oil temperature of the hydraulic continuously variable transmission 57 for shifting the working speed, and the detected value of the oil temperature detecting means 138 is equal to or more than the set value. , The speed of the continuously variable transmission 57 is controlled to be reduced to the low speed side, so that the oil temperature of the continuously variable transmission 57 is suppressed from rising, and the efficiency is prevented from deteriorating due to oil leakage. Thus, the work efficiency can be improved by avoiding a decrease in the output of the motor or a stop of the engine.
[0040]
When the detection value of the oil temperature detecting means 138 becomes equal to or less than the set value, the speed of the continuously variable transmission 57 is controlled to the set value. In this state, the drive performance is constantly maintained, and the output performance of the continuously variable transmission 57 can be stably maintained to improve the work efficiency.
[0041]
Further, a hydraulic pressure detecting means 139 for detecting the hydraulic pressure of the hydraulic continuously variable transmission 57 for shifting the working speed is provided, and when the detected value of the hydraulic pressure detecting means 139 exceeds the set value for more than the set time T1, the continuously variable Since the speed of the transmission 57 is controlled to be reduced to the low speed side, the increase in the hydraulic pressure of the continuously variable transmission 57 is suppressed, the amount of internal leak of oil and the increase in the oil temperature are reduced, and the efficiency of the continuously variable transmission is reduced. It is possible to prevent the engine power from dropping, reduce the horsepower loss of the engine 2, and improve the running performance.
[0042]
When the detected value of the oil pressure detecting means 139 continues to be equal to or less than the set value for more than the set time T2, the speed of the continuously variable transmission 57 is controlled to the original set value. Efficiency can be stably maintained, work efficiency can be improved, and work reliability can be improved.
[Brief description of the drawings]
FIG. 1 is an overall side view of a rice transplanter.
FIG. 2 is an overall plan view of the rice transplanter.
FIG. 3 is a side view of the traveling vehicle body.
FIG. 4 is a plan view of a traveling vehicle body.
FIG. 5 is a side view of the vehicle body frame.
FIG. 6 is an explanatory side view of a driving unit.
FIG. 7 is an explanatory plan view of a driving unit.
FIG. 8 is an explanatory side view of a side clutch operation system.
FIG. 9 is an explanatory plan view of a side clutch operation system.
FIG. 10 is an explanatory perspective view of a vehicle body.
FIG. 11 is a sectional view of a transmission case.
FIG. 12 is an explanatory diagram of the traveling drive unit.
FIG. 13 is an explanatory diagram of a planetary gear mechanism.
FIG. 14 is a partial view of a mission case.
FIG. 15 is a sectional view of a planetary gear mechanism.
FIG. 16 is an explanatory diagram of gear arrangement of a transmission case.
FIG. 17 is an explanatory diagram of output.
FIG. 18 is an explanatory diagram of an output of a combined output shaft.
FIG. 19 is an explanatory perspective view of an operation unit.
FIG. 20 is an explanatory side view of the operation unit.
FIG. 21 is an explanatory perspective view of a pedal unit.
FIG. 22 is a side view of the speed change pedal unit.
FIG. 23 is a control circuit diagram.
FIG. 24 is a flowchart of oil temperature control.
FIG. 25 is a vehicle speed control diagram based on oil temperature.
FIG. 26 is an output diagram of a transmission.
FIG. 27 is a flowchart of hydraulic control.
FIG. 28 is a vehicle speed control diagram based on hydraulic pressure.
[Explanation of symbols]
57 continuously variable transmission 138 oil temperature sensor (oil temperature detecting means)
139 Oil pressure sensor (oil pressure detection means)
T1 ・ T2 time
