JP2005119327A - Controller in work vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a controller in a work vehicle, capable of securing a minimum travel means by manually operating a transmission when an operation mechanism such as solenoid valve is out of order. <P>SOLUTION: A failure determination means 44 determining a failure on a predetermined operation mechanism side is provided to the controller 36 controlling the plurality of operation mechanisms such as solenoid valves that electrically switch the operation of a plurality of clutches inside the transmission 1 providing drive force to right and left drive devices, and the controller 36 is constructed such that manual operation means 49L, 49R are connected thereto for manually operating the respective clutches when a failure occurs. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a controller in a work vehicle such as a combine.

As a transmission for a combine that is a conventional work vehicle, the transmission is provided with a plurality of clutches for traveling and a plurality of operation mechanisms for electrically switching the operation of each clutch, such as an electromagnetic valve and an electromagnetic proportional valve. The one that performs the switching operation is known (for example, see Patent Document 1).
Japanese Patent Laid-Open No. 07-285458

  However, the above transmission has the disadvantage that it is difficult to escape the combine from the field if a failure occurs in the field because each clutch becomes inoperable when the electromagnetic valve or the electromagnetic proportional valve fails. It was.

  A controller for a work vehicle according to the present invention for solving the above-described problems includes a left and right traveling device and a transmission 1 that applies driving force to the traveling device, and a plurality of traveling clutches in the transmission 1; In a work vehicle provided with a plurality of operation mechanisms for electrically switching the operation of each clutch and provided with a controller 36 for controlling each operation mechanism, a failure determination means 44 for determining a failure on a predetermined operation mechanism side in the controller 36. The controller 36 can connect manual operating means 49L and 49R for manually operating a predetermined clutch when a failure of the operation mechanism occurs.

  According to the structure of the present invention configured as described above, when a failure is detected by the failure determination means, the manual operation means is connected to the controller even in the case of a transmission that is electrically controlled by the controller. As a result, each clutch can be manually operated, and the traveling machine body can go straight or turn, and there is an effect that a minimum moving means can be secured even when a failure occurs.

  FIG. 1 is a transmission diagram of a transmission 1 of a combine which is a work vehicle employing a controller of the present invention. The combine equipped with this transmission 1 is equipped with crawler type traveling devices on the left and right. When traveling straight (forward and backward on a straight line), the left and right traveling devices are driven at the same speed (same rotational speed) and turn when turning. The driving speed (number of rotations) of the traveling device on the inside is reduced (low rotation including reverse rotation) compared to the driving speed (number of rotations) of the traveling device on the outside.

  The combine driver's seat is provided with a single multi-lever for operating the lifting and lowering of the pre-processing section and the steering of the traveling machine as in the prior art, and the driver can swing the multi-lever to the left and right. Can control the controller to operate the transmission and adjust the driving of the left and right traveling devices as described above to turn the traveling body to the left and right (including changing the traveling direction and rotating).

  In addition, the left and right steering switches provided on the upper surface of the multi-lever control the controller to operate the transmission, adjust the drive of the left and right traveling devices in the same manner as described above, and change the traveling direction of the traveling aircraft to the left and right. be able to. However, the change of the traveling direction by the steering switch is performed with the traveling device inside the turn free as in the prior art.

  Next, the transmission structure of the transmission 1 will be described in detail with reference to FIG. The HST 3 is attached to the transmission case 2, driving force is input from the engine side to the input shaft 3 a of the HST 3, and the output of the HST 3 is output from the output shaft 3 b to the relay shaft 8 via the auxiliary transmission gear mechanism 7. It is configured as follows.

  The driving force transmitted to the relay shaft 8 is transmitted from the relay shaft 8 side to the drive transmission gear 11 via the relay gear 9, and the driving force transmitted to the drive transmission gear 11 is shifted from the drive transmission gear 11 to the left and right. The left and right drive shafts 16L, 16R are driven by being transmitted to the drive gears 14L, 14R of both travel devices via the side clutch mechanisms 13L, 13R. As a result, the drive wheels 17L and 17R provided on the drive shafts 16L and 16R are driven at a constant speed, and the left and right traveling devices are rotationally driven at a constant speed, so that the traveling machine body moves forward and backward (straightly) on a straight line.

  On the other hand, the driving force transmitted to the relay shaft 8 is transmitted from the relay shaft 8 side to the turning drive clutch 26 via the turning relay gear 22 and the turning drive gear 23. The turning drive clutch 26 is configured to switch the output of the gentle turning driving force to the turning relay shaft 24 and the brake to the turning relay shaft 24, and the turning relay shaft 24 is configured to output the turning drive clutch 26. Thus, a state in which a gentle turning driving force is output or a state in which a brake is applied is obtained.

  The gear 27 provided on the turning relay shaft 24 and the slow turning drive gear 28 of the turning switching clutch 31 provided on the turning drive shaft 29 are engaged with each other, and the sudden turning drive force provided on the relay shaft 8 is engaged. Is in mesh with the sudden turning drive gear 32 of the turning switching clutch 31, and the turning drive shaft 29 is in a state in which a slow turning driving force is input by the turning switching clutch 31, or The brake is applied or a sudden turning driving force is input.

  Further, on both the left and right sides of the turning drive shaft 29, a turning clutch that transmits a turning driving force (slow turning driving force, sudden turning driving force) or braking force applied to the turning drive shaft 29 to the left and right side clutches 13L and 13R side. 33L and 33R are provided, and by turning the turning clutch 33L or 33R into the engaged state, the turning driving force or braking force is applied from the turning clutch 33L or 33R to the turning gear 34L or 34R of the side clutch mechanism 13L or 13R. Is transmitted.

  For this reason, either the left or right side clutch mechanism 13L or 13R is switched to the cut-off state by cutting off the input of the drive force from the drive transmission gear 11 and receiving the drive force from the turning gear 34L or 34R. When the turning clutch 33L or 33R on the side clutch mechanism side is turned on and operated, the turning driving force or braking force is transmitted to the drive shaft 16L or 16R on the side clutch mechanism side that is turned off, and the traveling machine body is It is made to turn with the turning radius according to the turning driving force or the braking force.

  That is, since the driving force of the traveling device inside the turning is smaller than the driving force of the traveling device outside the turning in the order of slow turning driving force → brake force → rapid turning driving force, the turning radius is reduced in the above order. The aircraft turns (changes the direction of travel). In addition to the above-described engaged state, the swing clutches 33L and 33R have a cut state in which transmission between the swing gears 34L and 34R and the swing drive shaft 29 is cut off so that the swing gears 34L and 34R are freely rotatable.

  Therefore, the swing clutches 33L and 33R are configured to be switched to the above two states by proportional control by the swing electromagnetic proportional valves for the swing clutches 33L and 33R. Further, the side clutch mechanisms 13L and 13R are operated to be turned off by the side clutch electromagnetic valve so that either the left or right side can be selectively turned off. Further, the turning drive clutch 26 is configured to be switched so as to apply either a braking force or a gentle turning drive force to the turning relay shaft 24 by the turning drive electromagnetic proportional valve.

  The operation of each solenoid valve and solenoid proportional valve is controlled according to the inclination angle of the multi-lever, the operation of the steering switch, etc. by the controller provided on the traveling machine body, thereby operating the on / off of each clutch. Therefore, the driver can steer the traveling machine body using a multi-lever or a steering switch.

  The turning switching clutch 31 is turned on and off regardless of the controller in accordance with the position of the sub-shifting lever for sub-shifting by operating the sub-transmission gear mechanism 7, and the turning drive shaft 29 is connected to the turning relay shaft 24 side. The switching is operated so as to apply either a force (slow turning driving force or braking force) or a force from the sudden turning driving gear 30 (rapid turning driving force). When a force on the swing relay shaft 24 is applied to the swing drive shaft 29, the force applied to the swing relay shaft 24 by the swing drive clutch 26 operated by the swing drive electromagnetic proportional valve is a braking force or a slow force. It is switched to one of the turning driving forces, and the traveling machine turns according to the force applied to the turning relay shaft 24.

  As shown in FIG. 2, the controller 36 comprises a microcomputer unit 37 and a driver unit 38. On the output side of the driver unit 38, left and right side clutch solenoid valves 39L, 39R and side clutch unload valves (electromagnetic valves) Valve) 41, a swing drive electromagnetic proportional valve 42, and left and right swing electromagnetic proportional valves 43L and 43R are connected.

  The driver unit 38 includes a proportional valve driver 44 that drives the left or right swing electromagnetic proportional valve 43L or 43R and the swing drive electromagnetic proportional valve 42 by inputting PWM data or digital data. The left and right swing electromagnetic proportional valves 43L, 43R and the swing drive electromagnetic proportional valve 42 are driven by the output from the proportional valve driver unit 44.

  Each proportional valve driver section 44 is checked for disconnection or short circuit of the electromagnetic proportional valves 42, 43L, 43R corresponding to each driver section 44, and when disconnection or short circuit occurs, disconnection detection data or short circuit is detected. A disconnection / short circuit detection means for outputting detection data is provided, and the disconnection detection data and short circuit detection data output from each proportional valve driver unit 44 are input to the microcomputer unit 37.

  That is, the proportional valve driver unit 44 constitutes a failure determination means for checking the disconnection or short circuit of the electromagnetic proportional valves 42, 43L, 43R, and determines the disconnection or short circuit of each of the electromagnetic proportional valves 42, 43L, 43R as a failure. The microcomputer unit 37 is notified. However, the disconnection or short circuit detection data of the swing electromagnetic proportional valves 43L and 43R is notified to the microcomputer unit 37 when one of the swing electromagnetic proportional valves 43L or 43R is disconnected or short-circuited. The disconnection and the short circuit are detected by hardware by checking the energization state of the electromagnetic proportional valves 42, 43L, and 43R.

  The driver unit 38 is also provided with an emergency power supply switching unit 46 and left and right emergency valve driver portions 47L and 47R for the left and right side clutch solenoid valves 39L and 39R and the swing electromagnetic proportional valves 43L and 43R. The left and right side clutch solenoid valves 39L and 39R and the unload valve 41 can be supplied with power from the emergency power supply switching unit 46. The left and right side clutch solenoid valves 39L and 39R and the left and right emergency valves The left and right emergency valve driver units 47L and 47R can also drive the swing electromagnetic proportional valves 43L and 43R and the unload valve 41 that can supply power from the driver units 47L and 47R.

  On the other hand, on the input side of the microcomputer unit 37, a lever potentiometer 48 for detecting a swing angle of the multi-lever and left and right steering switches 49L and 49R are connected. The microcomputer unit 37 adds the left and right side clutch solenoid valves 39L and 39R, the unload valve 41, the swing drive solenoid proportional valve 42, and the left and right swing solenoids to the driver unit 38 based on the data of the lever potentiometer 48 and the steering switches 49L and 49R. It is configured to send data for the proportional valves 43L and 43R.

  Normally, the driver unit 38 drives the left and right side clutch solenoid valves 39L and 39R, the swing drive solenoid proportional valve 42, and the left and right swing solenoid proportional valves 43L and 43R based on data input from the microcomputer unit 37. The state of the transmission 1 is switched, and the traveling body is turned according to the swinging state of the multi-lever and the ON / OFF states of the steering switches 49L and 49R as described above.

  The driver unit 38 is provided with prohibition operation detecting means 51 for inputting output data to the left and right side clutch solenoid valves 39L and 39R and the left and right swing electromagnetic proportional valves 43L and 43R. The output of 51 is connected to the input side of the microcomputer unit 37. The prohibition operation detecting means 51 checks whether the electromagnetic valves 39L, 39R, 43L, 43R are on or off, and is prohibited from a combination of on / off of the left and right side clutch mechanisms 13L, 13R and the left and right turning clutches 33L, 33R. It is configured to detect a predetermined combination (prohibited combination).

  For example, when both the left and right side clutch mechanisms 13L and 13R are in the engaged state, there is a possibility that the transmission 1 may be damaged if at least one of the left and right turning clutches 33L or 33R is in the engaged state. Although the side clutch mechanisms 13L and 13R can be switched only to the left or right side, there is an inconvenience that the side clutch mechanism cannot be operated when an instruction to switch both of them is issued. Because.

  For this reason, the prohibition operation detecting means 51 is configured in hardware, and the combination of turning on and off of the left and right side clutch mechanisms 13L and 13R and the left and right turning clutches 33L and 33R shown in Table 1 is set as a prohibited combination, and the left and right side clutches When an output is output from the driver unit 38 to each of the electromagnetic valves 39L, 39R, 43L, and 43R such that the combination of the on / off state of the mechanisms 13L and 13R and the left and right turning clutches 33L and 33R is a combination that corresponds to the prohibited combination. Then, data is sent to the microcomputer unit 37 to notify the microcomputer unit 37 that a prohibited combination has been instructed.

  Since the microcomputer unit 37 does not output an instruction that outputs a combination corresponding to the prohibited combination from the normal driver unit 38 to the driver unit 38, the driver unit 38 outputs an output that corresponds to the prohibited combination. When coming out from the unit 38, it is considered that the driver unit 38 side has trouble such as disconnection or short circuit. However, due to troubles on the microcomputer unit 37 side such as runaway of the microcomputer unit 37 (CPU), an output corresponding to the prohibited combination may be output from the driver unit 38, and eventually the output from the driver unit 38 is checked. By doing so, it is possible to cope with both the microcomputer unit 37 and the driver unit 38.

  The microcomputer unit 37 is provided with emergency stop means for cutting all the output of the data to the driver unit 38. The emergency stop means instructs the microcomputer unit 37 from the prohibited operation detection means 51 to indicate the prohibited combination. It is activated when data notifying that it has been entered.

  Therefore, when data is output from the driver unit 38 so that the combination of turning on and off the left and right side clutches 13L and 13R and the left and right turning clutches 33L and 33R becomes the above-described prohibited combination state, the microcomputer unit 37 outputs the driver unit 38. The output of the above data to all is cut off, control of the left and right side clutch solenoid valves 39L and 39R, the swing drive solenoid proportional valve 42, and the left and right swing solenoid proportional valves 43L and 43R is stopped, and the left and right side clutches 13L and 13R are stopped. And the combination of turning on and off the left and right turning clutches 33L and 33R is restricted to the above-mentioned prohibited combination.

  Further, when disconnection detection data and short circuit detection data are input to the microcomputer unit 37 from each of the proportional valve driver sections 44 (failure determination means), a disconnection or a short circuit occurs in either of the left and right turning electromagnetic proportional valves 43L and 43R. In such a case, the control signals to both the swing electromagnetic proportional valves 43L and 43R are cut to stop the control, and when a disconnection or short circuit occurs in the swing drive electromagnetic proportional valve 42, the control is made to the swing drive electromagnetic proportional valve 42. Control stop means for cutting the control signal to stop the control is also provided.

  The microcomputer unit 37 is configured to stop the engine when the traveling body cannot be turned, and data such that the combination of turning on and off of the left and right side clutches and the left and right turning clutches is a prohibited combination. When the output is made, the control of the left and right side clutches 13L, 13R, the left and right turning clutches 33L, 33R, the turning drive clutch 42, and the unload valve 41 is stopped, and the traveling machine body 1 performs an unexpected operation of the driver. In addition, destruction of the transmission is prevented.

  Further, when a failure (disconnection or short circuit) occurs on each of the electromagnetic proportional valves 42, 43L, 43R, the control of the electromagnetic proportional valve 42, 43L, 43R in which the failure has occurred is stopped, and the traveling machine 1 is expected by the driver. It is possible to prevent the operation not to be performed. The traveling machine body stops when the traveling machine body cannot be turned, but the traveling can be continued if the traveling machine body can be turned. However, when either the emergency stop means or the control stop means is activated, an alarm is generated and notified to the operator.

  In addition, data that may be a prohibited combination may be output due to disconnection or short circuit of any of the electromagnetic proportional valves 42, 43L, 43R. In this case, the emergency stop means is activated, and the traveling machine body 1 is operated by the driver. Unexpected operation and transmission damage are prevented.

  On the other hand, the steering switches 49L and 49R described above are also connected to the connector 52. The socket 53 to which the connector 52 is connected has inputs of the left and right emergency valve driver portions 47L and 47R and an emergency power supply switching. A power supply switching input 46a of the unit 46 is connected. When the connector 52 is connected to the socket 53, the left steering switch 49L is connected to the input of the left emergency valve driver 47L, and the right steering switch 49R is connected to the input of the right emergency valve driver 47R. The power switching input of the emergency power switching unit 46 falls to ground.

  When the power source switching input of the emergency power source switching unit 46 falls to the ground, the data from the microcomputer unit 37 to the left and right side clutch solenoid valves 39L and 39R is canceled via the emergency disconnection unit 54, and the side clutch 13L and 13R enter the left and right sides and return to the state, and the data from the proportional valve driver unit 44 to the left and right swing electromagnetic proportional valves 43L and 43R is also canceled via the emergency disconnection unit 54, and the proportional valve driver unit 44 Regardless of the data, both the left and right turning clutches 33L, 33R return to the disconnected state.

  Further, when the power switching input 46a falls to the ground, the emergency power switching unit 46 is switched to supply power from the emergency power switching unit 46 to the left and right side clutch solenoid valves 39L and 39R. The left and right emergency valve driver units 47L and 47R are supplied with power when the connector 52 and the socket 53 are connected, and supply power to the swing electromagnetic proportional valves 43L and 43R. Thus, when the connector 52 is connected to the socket 53, the left and right turning clutches 33L, 33R and the left and right side clutches 13L, 13R can be turned on and off only by the steering switches 49L, 49R.

  For this reason, when all the data output from the microcomputer unit 37 to the driver unit 38 is cut due to a trouble as described above, the left and right steering switches 49L and 49R are manually operated by connecting the connector 52 to the socket 53. It is possible to directly operate the left and right side clutches 13L and 13R and the turning clutches 33L and 33R to make the traveling machine go straight or turn, and to secure a minimum moving means even when a failure occurs. It is possible to make the traveling machine escape from the field.

  However, in the present embodiment, the turning of the traveling machine body performed by the steering switches 49L and 49R with the connector 52 connected to the socket 53 as described above is performed when the data to the turning drive electromagnetic proportional valve 42 is cut off. Since the turning drive clutch 26 returns to a state in which a braking force is applied to the turning relay shaft 24, the braking force is used. When the data to the swing drive electromagnetic proportional valve 42 is cut off, the swing drive clutch 26 is configured to return to a state where the slow swing drive force is applied, and the swing using the slow swing drive force is performed. Also good.

It is a transmission diagram of a transmission. It is a block diagram of a controller.

Explanation of symbols

1 Transmission 36 Controller 44 Proportional valve driver (failure judgment means)
49L Steering switch (manual operation means)
49R Steering switch (manual operation means)

Claims (1)

A left and right traveling device and a transmission (1) for applying a driving force to the traveling device are provided. In the transmission (1), a plurality of clutches for traveling and a plurality of operations for electrically switching the operation of each clutch are provided. In a work vehicle provided with a mechanism and a controller (36) for controlling each operation mechanism, the controller (36) is provided with a failure determination means (44) for determining a failure on the predetermined operation mechanism side, and the controller (36 ) Is a controller in a work vehicle that enables connection of manual operation means (49L) and (49R) for manually operating a predetermined clutch when a failure of the operation mechanism occurs.

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