JP2005124446A - Oil pressure controller of combine harvester or the like - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve a trouble caused by speed control impossibility on the auger elevation, vehicle body horizontal control, and the like of a working system circuit, in an oil pressure-controlling circuit comprising a traveling system circuit and the working system circuit. <P>SOLUTION: This oil pressure controller in the combine harvester, having an oil pressure-controlling circuit H for feeding a hydraulic oil from a single hydraulic pump 1 to the traveling system circuit T for the traveling of a vehicle body 2 and the working system circuit W for various works in independent set pressures, respectively, is characterized by connecting switching electromagnetic values 4 for switching working portions for reaping and lifting, the elevation of an auger, the horizontal control of the vehicle body, and the like in parallel on the side of a control flow (a) for feeding the hydraulic oil through proportional flow control valves 3, in the working system circuit W, thereby making it possible to control the working speeds of the hydraulic cylinders 5, respectively, using sheet type valves (s) as the reaping and lifting electromagnetic valves 4a for the reaping and lifting and the auger elevation electromagnetic valve 4b for elevating the auger, and disposing the reaping and lifting electromagnetic valves 4a on the lower side of the step 7 of a cabin 6 together with the oil pressure control valves of the traveling system circuit T and the like. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a hydraulic control device such as a combiner, and a hydraulic oil that maintains independent set pressures in a traveling system circuit that causes a vehicle body to travel from a single hydraulic pump and a working system circuit that performs various operations. It belongs to the field of oil feeding and hydraulic action.

In a hydraulic circuit in which pressure oil is fed to a traveling system circuit that performs vehicle body traveling from a single hydraulic pump and a working system circuit that performs various operations during control in a combiner or the like, In the system circuit, the pressure oil that maintains the set pressure is branched, one side feeds oil to the proportional flow control valve to perform the lifting and lowering work, and the other side switches each electromagnetic switch connected in parallel via the unload valve A device that feeds oil to a valve to perform operations such as raising and lowering an auger and leveling a vehicle body is disclosed. (For example, see Patent Document 1)
Japanese Patent Application No. 2002-4800

  However, in such a work system circuit configuration, the speed control is possible by the action of the proportional flow control valve for the work of lifting and lowering the cutting, so that troubles can be reduced by an accurate operation. Since speed control is impossible for work such as horizontal work, there is a weakness in that, in particular, a high-performance, high-capacity combine or the like cannot suppress work problems caused by this speed control failure.

  In view of this, the problem in the work that occurs in such a hydraulic control device is improved.

  According to the first aspect of the present invention, pressure oil that maintains independent set pressures from a single hydraulic pump 1 to a traveling system circuit T that performs traveling of the vehicle body 2 and a working system circuit W that performs various operations is provided. In a combine or the like having a hydraulic control circuit H that acts by feeding oil, the working system circuit W is connected to the control flow a fed through the proportional flow rate control valve 3 to the cutting and lifting, auger raising and lowering, The switching electromagnetic valve 4 for switching a plurality of working parts by each of the above is connected in parallel so that the operating speed of each hydraulic cylinder 5 can be controlled.

  With such a configuration, in the work system circuit W, the pressure oil that maintains the set pressure independent from the single hydraulic pump 1 is sent to the proportional flow control valve 3, and the control controlled by the proportional flow control valve 3 is performed. The flow a allows the operating speed of each hydraulic cylinder 5 that performs operations such as cutting up and down, auger up and down, and body leveling to be controlled via each switching electromagnetic valve 4 so as to be controllable separately. Operations such as raising and lowering and positioning can be performed accurately.

  According to the second aspect of the present invention, pressure oil that holds independent set pressures from the single hydraulic pump 1 to the traveling system circuit T that causes the vehicle body 2 to travel and the working system circuit W that performs various operations is provided. In a combine or the like having a hydraulic control circuit H that acts by feeding oil, the working system circuit W is connected to the control flow a fed through the proportional flow rate control valve 3 to the cutting and lifting, auger raising and lowering, A switching electromagnetic valve 4 for switching a plurality of working parts by each of the above and the like is connected in parallel, and among these switching electromagnetic valves 4, a cutting lift electromagnetic valve 4a and an auger for switching the lifting and lowering actions of the lifting and lowering of the auger and auger 2. The hydraulic control device according to claim 1, wherein a seat type valve s is used for the elevating electromagnetic valve 4b in place of the spool type valve.

  With such a configuration, in the work system circuit W, the pressure oil that maintains the set pressure independent from the single hydraulic pump 1 is sent to the proportional flow control valve 3, and the control controlled by the proportional flow control valve 3 is performed. According to the flow a, the operating speed of each hydraulic cylinder 5 that performs operations such as cutting lifting / lowering, auger lifting / lowering, and vehicle body leveling via each switching solenoid valve 4 is controlled to be controlled separately. Among them, the cutting lift solenoid valve 4a and the auger lift solenoid valve 4b are replaced with the seat type valve s such as a poppet valve instead of the conventional spool type valve on both sides of the lift so Leakage can be prevented.

  According to the invention of claim 3, pressure oil that holds independent set pressures from the single hydraulic pump 1 to the traveling system circuit T for traveling the vehicle body 2 and the working system circuit W for performing various operations is provided. In a combine or the like having a hydraulic control circuit H that acts by feeding oil, the working system circuit W is connected to the control flow a fed through the proportional flow rate control valve 3 to the cutting and lifting, auger raising and lowering, The switching electromagnetic valves 4 for switching the plurality of working parts by each of the switching electromagnetic valves 4 are connected in parallel, and at least the cutting lift electromagnetic valves 4 a for cutting lifting are among the switching solenoid valves 4. The hydraulic control device according to claim 1 or 2, wherein the hydraulic control device is disposed on the lower surface side of the step 7 of the operation seat 6 together with the hydraulic control valve and the like.

  With such a configuration, in the work system circuit W, the pressure oil that maintains the set pressure independent from the single hydraulic pump 1 is sent to the proportional flow control valve 3, and the control controlled by the proportional flow control valve 3 is performed. According to the flow a, the operating speed of each hydraulic cylinder 5 that performs operations such as cutting up / down, auger up / down, and body leveling is switched via each switching electromagnetic valve 4 so as to be controllable separately. At least the cutting lift electromagnetic valve 4a is separated from the block of each switching electromagnetic valve 4 of the work system circuit W and integrated into the block of each hydraulic control valve or the like of the traveling system circuit T so that the lower surface of the step 7 of the operation seat 6 By disposing on the side, the adjustment operation of the descending speed adjusting unit attached to the cutting elevating / lowering electromagnetic valve 4a can be easily performed.

  In the first aspect of the invention, as described above, in the work system circuit W, pressure oil that maintains an independent set pressure is fed to the proportional flow rate control valve 3, and the control flow controlled by the proportional flow rate control valve 3 is controlled. a), the operating speeds such as cutting up / down, auger up / down, and horizontal of the vehicle body can be controlled via the switching solenoid valves 4, so that the operating speed required by each working unit is set and moved up / down and positioned. By performing the above-described operations, the operations such as raising and lowering and positioning, which are difficult at a constant speed as in the prior art, are alleviated, and the operations can be performed accurately and easily.

  In the second aspect of the invention, as described above, in the work system circuit W, the pressure oil that holds the independent set pressure is sent to the proportional flow control valve 3 and the control flow controlled by the proportional flow control valve 3 is controlled. a is used to control the operating speeds of cutting up and down, auger up and down, body level etc. via each switching electromagnetic valve 4, and the seat type valve s is moved up and down to the cutting up and down electromagnetic valve 4a and the auger up and down electromagnetic valve 4b By adopting on both sides, it is possible to prevent leakage of pressure oil as in conventional spool type valves and suppress natural descent during cutting up and down and auger up and down action, and it is generated by operating pressure during horizontal action of vehicle body Natural rise can also be deterred.

  In the third aspect of the invention, as described above, in the work system circuit W, the pressure oil that maintains the set pressure independent of the single hydraulic pump 1 is sent to the proportional flow control valve 3, and this proportional flow control valve 3, the operating speed of each hydraulic cylinder 5 that performs operations such as cutting lifting / lowering, auger lifting / lowering, vehicle body leveling, etc. via each switching solenoid valve 4 is controllably switched by the control flow a controlled by 3. Among the switching electromagnetic valves 4, the cutting lift electromagnetic valve 4a is disposed on the lower surface side of the step 7 of the operation seat 6, so that the cutting lift electromagnetic valve 4a (downward speed adjusting unit) that has been conventionally separated from the operator is provided. Since it can be positioned within the operation range of the operator, the adjustment operation can be easily performed.

Embodiments of the present invention will be described below with reference to the drawings.
As a hydraulic action of the combine, in a hydraulic control circuit H constituted by a traveling system circuit T that operates the traveling system and a working system circuit W that operates the working system, the cutting and lifting of the working system circuit W, the auger lifting, The operating speed of each hydraulic cylinder 5 that operates the control cylinder is controlled by the control flow a controlled by the proportional flow rate control valve 3, and the cutting lift electromagnetic valve 4a for raising and lowering the auger and the auger lifting electromagnetic for raising and lowering the auger A seat-type valve s is used for the valve 4b to prevent pressure oil leakage and prevent natural descent or ascent during raising and lowering, and the cutting elevating electromagnetic valve 4a is disposed on the lower surface side of step 7 of the operation seat 6. Position within the operator's operating range.

  FIG. 1 shows an overall configuration of a combine. A traveling device 11 is installed on a lower side of a chassis 8 and a pair of left and right traveling crawlers 10 traveling on a soil surface are arranged. A grain tank 13 for selectively collecting and temporarily storing the grains obtained by threshing the grain culm sandwiched between and fed by 12 and a grain auger 14 for discharging the grains stored in the tank 13 to the outside of the machine. The provided threshing device 15 is placed and disposed, and the slaughtering device 16 is mounted on the rear end portion of the threshing device 15.

  In front of the threshing device 15, a weeding body 17 for weeding uncut corn straw from the front end side, a pulling-up part 18 for causing the chopped corn straw, a cutting blade part 19 for reaping the caused corn straw, and mowing A reaping device 21 having a supply adjusting and conveying section 20 and the like that scrapes the cereal and adjusts the handling depth in the course of conveyance and takes over to the feed chain 12 is moved to the soil by a chopping lifting cylinder 5a as a working section hydraulic cylinder 5. It is configured to be suspended from the front end portion of the chassis 8 so as to be movable up and down with respect to the surface.

  An operation device 22 that controls the operation of the combine and an operation seat 6 for operation are provided on one side of the mowing device 21, an engine 23 is mounted on the lower side of the operation seat 6, and the Glen tank 13 is installed on the rear side. And a cabin 24 that covers the operation device 22 and the operation seat 6 are provided, and the traveling vehicle 11, the threshing device 15, the reaping device 21, the operation device 22, the engine 23, the cabin 24, and the like constitute the combine vehicle body 2. Let

  In the operation seat 6, a main shift lever 25 that performs forward / reverse switching and main shift transmission of the vehicle body 2 by a front / rear operation by an operator, and a left / right steering action and a turn by various swivel modes by a tilting operation to the left / right side. A power steering lever 26 for effecting the operation is disposed on one side of the operating device 22, and the power steering lever 26 has a potentiometer for detecting the amount of tilting operation of the lever 26 to the left and right as shown in FIG. For example, a position sensor 26a is provided.

  The traveling device 11 has a traveling mission case 28 mounted on the front side of the chassis 8. As a transmission mechanism of the mission case 28, as shown in FIGS. A transmission belt is stretched so as to be able to drive an input pulley 30 fixed to a variable pump 29 of a step transmission, and a hydraulic motor 31 that is integrally driven by the variable pump 29 inputs to an input shaft 32 as a first shaft. In conjunction with this, the input gear 33 is configured by rotating the input gear 33 on the input shaft 32.

  The input gear 33 and the transmission gear 35 that rotates on the transmission drive shaft 34 as the second shaft are meshed with each other, and the high-speed gear 36 and the low-speed gear 37 that rotate freely on the transmission drive shaft 34 are always connected. The high-speed drive gear 38 and the low-speed drive gear 39 that mesh with each other are configured to rotate around a transmission shaft 40 as a third shaft.

  Similarly, the medium speed gear 41 that rotates and slides on the speed change drive shaft 34 by a spline or the like is meshed with the medium speed drive gear 42 that rotates on the speed change transmission shaft 40 by switching a shifter (not shown), and further, By engaging and engaging the clutch pawls with the low-speed drive gear 39 and the high-speed drive gear 38 that are located on the side, the sub-transmission unit SD that shifts to high speed, medium speed, and low speed is configured.

  The medium speed drive gear 42 of the speed change transmission shaft 40 and the steering center gear 44 that rotates around the center of the steering clutch shaft 43 as the fourth shaft are meshed with each other. The steering gear 45 is pivoted, and when the power steering lever 26 is tilted, the left and right steering clutches 46 are controlled by a hydraulic friction plate and a compression spring to be connected and disconnected. When the vehicle travels straight, the steering clutch 46 is connected and the steering gear 45 is rotated.

  The steering center gear 44 of the steering clutch shaft 43 and the differential center gear 48 that rotates on the differential clutch shaft 47 serving as the fifth shaft are meshed and interlocked. The planetary gear mechanism PG is arranged and configured. Reference numeral 49 denotes a parking brake disposed at one end of the differential clutch shaft 47.

  The planetary gear mechanism PG has a short cylindrical shape that freely swings between the steering gear 45 of the steering clutch shaft 43 and the differential clutch shaft 47 as shown in FIG. The outer peripheral gear 50a of the carrier 50 is meshed and interlocked, and a double planetary gear 51 composed of a gear 51a and a gear 51b having different outer diameters and another planetary gear 52 are connected to the carrier 50 on the inner peripheral surface side of the carrier 50. The fixed support shaft 51c and the support shaft 52a are configured so as to be arranged in an axial rotation alternately for each three.

  The left and right sun gears 53 are axially arranged at both ends of the differential clutch shaft 47. The sun gears 53 and the gears 51a of the two planetary gears 51 are engaged with each other. 51b and the planetary gears 52 are meshed and interlocked, and the planetary gears 52 and the output small-diameter gear 54a of the dual output gear 54 that rotates freely on the differential clutch shaft 47 are meshed and interlocked.

  The carrier 50 is connected to one end of the carrier 50 in a controllable manner in a braking state and a non-braking state by a hydraulic multiple friction plate, and the left and right sides of the output large-diameter gear 54b of the dual output gear 54 The intermediate large-diameter gear 57a of the left and right dual-travel intermediate gear 57 that rotates freely on the travel intermediate shaft 56 as the sixth shaft is configured to be meshed and interlocked.

  The intermediate small-diameter gear 57b of the left and right dual-travel intermediate gear 57 and the left and right reduction large-diameter gears 59 that are rotated at the respective one end portions of the left and right traveling reduction shafts 58 as the seventh axis are meshed and interlocked. The left and right reduction small-diameter gears 60 that are rotated around the other end portions of the travel speed reducing shaft 58 and the left and right axle gears 62 that are rotated at the respective one end portions of the left and right axles 61 as the eighth shaft are meshed and interlocked. The left and right traveling drive wheels 63 for driving the traveling crawler 10 are axially arranged at the other end of each axle 61.

  As the hydraulic action of the combine, the traveling system circuit T for operating the traveling mission case 28, the lifting and lowering of the reaping device 21, the lifting and lowering of the threshing auger 14 of the threshing device 15, the rolling and pitching of the traveling crawler 10 with respect to the vehicle body 2, etc. The working system circuit W to be actuated is connected and configured to be executable by a hydraulic control circuit H that hydraulically drives each.

  As shown in FIG. 6, the hydraulic control circuit H sets the pressure oil supplied from the oil tank 64 by the single hydraulic pump 1 as various hydraulic control valves of the traveling system circuit T through the pressure reducing valve 65. The pressure (secondary pressure) is maintained, the pressure oil is bifurcated in two directions, and one of the pressure oils passes through the left or right clutch switching electromagnetic valve 67 from the fixed throttle 66 and the left or right steering clutch. 46 is configured to be connected to the entry working side of 46 so as to be able to feed oil.

  The left or right pilot pressure switching electromagnetic valve 68 that receives the pilot pressure generated by the switching of the left or right clutch switching electromagnetic valve 67 from the fixed throttle 66 and switches the left or right pilot pressure switches the left or right steering oil. The clutch 46 is connected to the left or right traveling brake 55 via an electromagnetic proportional pressure reducing valve 69 for adjusting the brake pressure on the left or right brake pressure side and configured to be able to feed oil.

  Next, the pressure oil supplied from the hydraulic pump 1 is held as a working system circuit W by the main relief valve 71 via the sequence valve 70 and the set pressure (primary pressure) is held, and this pressure oil is supplied to the ascending switching valve 3a. , The switching valve 3b for lowering, the relief valve 3e, and the control valves 3a and 3d that variably adjust the switching valves 3a and 3b according to the pilot pressure are fed to the proportional flow rate control valve 3 which is controlled in combination. The control flow a controlled by the control valve 3 is configured to be able to send oil to each hydraulic cylinder 5 via each switching electromagnetic valve 4.

  The control flow a is first cut through the cutting lift solenoid valve 4a adopting the seat type valve s for raising and lowering the cutting device 21 on both sides of the raising and lowering, and through the throttle valve 72a (slow return) with a check valve. A throttle valve 72b with a check valve is connected to an elevating cylinder 5a through an auger elevating electromagnetic valve 4b which is connected to the elevating cylinder 5a so as to be able to send oil, and a seat type valve s for elevating the threshing auger 14 of the threshing device 15 is adopted on both sides. The auger elevating cylinder 5b is connected to the auger elevating cylinder 5b through a cylinder so that oil can be fed.

  Further, the control flow a passes through the left and right four-port three-position switching rolling solenoid valves 4c and 4d that perform the horizontal control action of the vehicle body 2, and then pilot check valves 73c and 73d and a throttle valve 72c with a check valve, respectively. , 72d to the left and right rolling cylinders 5c, 5d so that oil can be fed, and via a 4-port 3-position switching pitching switching solenoid valve 4e, through a pilot check valve 73e and a throttle valve 72e with a check valve. Thus, the pitching cylinder 5e is connected so as to be able to feed oil.

  Power from the engine 23 is input to a variable pump 29 of a hydraulic continuously variable transmission, and main transmission power by a hydraulic motor 31 driven by the variable pump 29 is input-linked to an input shaft 32. The input gear 33 is linked to the transmission gear 35 of the transmission drive shaft 34.

  By the left and right sliding of the medium speed gear 41 of the speed change drive shaft 34 by this interlocking, the low speed gear 37 and the high speed gear 36 are connected separately, and the high speed drive gear 38, the low speed drive gear 39, and the medium speed drive gear of the speed change transmission shaft 40. The sub-shift drive is performed by interlocking with 42, and this sub-shift power is interlocked from the medium speed drive gear 42 to the steering center gear 44 of the steering clutch shaft 43.

  The left and right steering clutches 46 are always engaged (connected) by the left and right clutch switching solenoid valves 67, but when turning the vehicle body 2, the power steering lever 26 is moved to the left (or right) side. The tilting operation is detected by the position sensor 26a, and the left (or right) steering clutch 46 is turned off (disconnected state) by switching the clutch switching electromagnetic valve 67, and the left (or left) is detected by the pilot pressure generated by this turning action. The pilot pressure switching solenoid valve 68 on the right) is switched.

  By switching the left (or right) pilot pressure switching electromagnetic valve 68, the leading action of the left (or right) traveling brake 55 with respect to the turning action of the left (or right) steering clutch 46 is regulated. Therefore, the device can be prevented from being damaged due to the mechanical lock state, and the braking pressure corresponding to the operation amount detected by the position sensor 26a of the power steering lever 26 is applied to the left (or right) traveling brake 55. The operation is started by the action of the left (or right) electromagnetic proportional pressure reducing valve 69.

  As the braking pressure of the left (or right) traveling brake 55 is raised by the action of the left (or right) electromagnetic proportional pressure reducing valve 69, the left (or right) sun gear 53 and the carrier 50 and the double planetary gear 51 thereof. The rotational speed of the dual output gear 54 is reduced according to the gear reduction ratio of the planetary gear 52.

  Due to the reduction of the rotation speed, the left (or right) dual output gear whose rotation speed is gradually reduced by the gear ratio between the rotation speed of the left (or right) carrier 50 and the rotation speed of the sun gear 53. 54 and an output large-diameter gear 54b of the right and left double output gear 54 by a right (or left) double output gear 54 having a normal rotation speed by the engagement of the right (or left) steering clutch 46. To the middle large-diameter gear 57a of the left and right double-running intermediate gear 57.

  The reduction small-diameter gear 60 is driven from the intermediate small-diameter gear 57b of the left and right double-travel intermediate gear 57 through the reduction large-diameter gear 59 of the left and right traveling reduction shafts 58, and the axle gear of the left and right axles 61 is driven from the reduction small-diameter gear 60. The left (or right) traveling drive wheel 63 is decelerated with respect to the right (or left) traveling drive wheel 63 of the normal rotation speed by the axle gear 62, and the turning action is performed.

  This turning action makes a transition to the brake turning mode through the slow turning mode, and further performs a stepless continuous turning to the spin turning mode in which the traveling drive wheel 63 inside the turning rotates in the opposite direction to the outside. Can be made.

  The control flow a controlled by the proportional flow control valve 3 in the work system circuit W of the hydraulic control circuit H includes the lifting and lowering action of the reaping device 21, the threshing device 15 and the horizontal control action of the body 2. Since the operating speed can be controlled in parallel by connecting to the side, it is possible to set the operating speed required by each working part and perform operations such as raising and lowering and positioning, etc. The operations such as raising and lowering and positioning, which are difficult to perform, can be eased and the operation can be performed accurately and easily.

  By using such a working system circuit W, conventionally, as shown in FIG. 7, the proportional flow control valve 3 is used only for the lifting and lowering action of the reaping device 21, and the lifting and lowering action of the grain auger 14 and the vehicle body. As for the horizontal control action 2, the primary pressure side is connected as it is through the unload valve u combined with the switching solenoid valve. However, as described above, a special flow control valve 3 is unloaded. Since it is not necessary to use the unload valve u, the configuration is simplified and the cost can be reduced.

  In the working system circuit W, the cutting elevating / lowering electromagnetic valve 4a and the auger elevating / lowering electromagnetic valve 4b for switching the raising / lowering action of the reaping device 21 and the raising / lowering action of the grain auger 14 are replaced with conventional spool type valves as shown in FIG. Instead, by adopting seat-type valves s with P and A ports such as poppet valves on both sides of the lift, leakage of pressure oil can be prevented, and natural descent at the time of cutting lift and auger lift can be suppressed and the vehicle body horizontal It is possible to suppress the natural rise that occurs due to the operating pressure during operation. It is cheaper than using a conventional check valve.

  In the working system circuit W, a cutting lift electromagnetic valve 4a for switching the lifting action of the cutting device 21 and a proportional flow rate control valve 3 for lifting and lowering the cutting apparatus 21 are conventionally provided on the rear side of the cutting device 21. As a result, the operability of the slow return for adjusting the descending speed of the control valve 3 is poor from the operation seat 6.

  For this reason, the proportional flow control valve 3 and the reaping / lowering electromagnetic valve 4a are integrated into blocks such as the clutch switching electromagnetic valve 67, the pilot pressure switching electromagnetic valve 68, the electromagnetic proportional pressure reducing valve 69, etc. Since the mowing elevating electromagnetic valve 4a can be positioned within the operation range of the operator by disposing on the lower surface side of Step 7, the operability of the slow return adjusting slow return can be improved.

  In this working system circuit W, as shown in FIG. 9, by adopting a normally open type mowing elevating / lowering electromagnetic valve 4f instead of the normally closed type mowing elevating / lowering electromagnetic valve 4a for switching the elevating action of the mowing device 21. Since the pressure oil can be sent to the cutting lift cylinder 5a without operating the cutting lift solenoid valve 4f, the responsiveness during the fine adjustment operation during the lifting action of the cutting device 21 can be improved. it can.

  In the working system circuit W, as shown in FIG. 10, a pilot check valve 73a is provided between a normally open type mowing elevating / lowering electromagnetic valve 4f for switching the elevating action of the mowing device 21 and the throttle valve 72a with a check valve. And a pilot switching electromagnetic valve 74 for switching the pilot pressure of the check valve 73a is connected to the unload circuit b of the proportional flow rate control valve 3.

  With this configuration, the pilot check valve 73a is acted on by the pressure oil of the unload circuit b, so that conventionally, the throttle valve 72a with a check valve has a large natural drop due to pressure oil leak when neutral. The pilot check valve 73a can prevent the leak and improve the problem.

  In the work system circuit W, as shown in FIG. 11, a 4-port 3-position switching work switching electromagnetic valve 75 for switching the lifting action of the reaping device 21 and the lifting action of the cerealing auger 14, respectively, and each check valve The pilot throttle valves 72a and 72b are connected via the pilot check valves 73a and 73b, respectively, and the pilot pressure of the check valves 73a and 73b is applied to the unload circuit b of the proportional flow control valve 3 to the work switching electromagnetic wave. A four-port three-position switching pilot switching electromagnetic valve 76 that is switched separately in synchronism with the action of the valve 75 is connected and configured.

  With this configuration, the pilot check valves 73a and 73b are separately actuated by the pressure oil of the unload circuit b, so that conventionally, the throttle valves 72a and 72b with check valves are naturally lowered due to pressure oil leaks when neutral. Therefore, the pilot check valves 73a and 73b can be used to prevent leaks and improve the problems.

  In the work system circuit W, as shown in FIG. 12, the left and right rolling switching solenoid valves 4c and 4d and the pitching switching solenoid valve 4e for performing the horizontal control action of the vehicle body 2, and the pilot check valves 73c, 73d and 73e and the check valve, respectively. In the circuit for connecting the left and right rolling cylinders 5c, 5d and the pitching cylinder 5e via the throttle valves 72c, 72d, 72e with counters, counter balance valves 77c, 77d, 77d, instead of the throttle valves 72c, 72d, 72e with check valves, respectively. 77e is connected and configured.

By configuring in this way, the hunting phenomenon that occurs due to its own weight when descending, which has conventionally occurred in the left and right rolling cylinders 5c and 5d and the pitching cylinder 5e for double operation that performs the horizontal control action of the vehicle body 2, is prevented. And a stable descent action can be performed. ,
Further, as shown in FIG. 13, as a simple circuit that does not use the pilot pressure switching electromagnetic valve 68 in the traveling system T (see Reference 1), the set pressure (secondary pressure) is held via the pressure reducing valve 65, The left or right steering clutch 46 passes through a left or right clutch switching electromagnetic valve 67 via a check valve 78 for branching the pressure oil in two directions and reducing one of the pressure oils by the resistance pressure of the spring. The other pressure oil can be fed to the left or right traveling brake 55 via the electromagnetic proportional pressure reducing valve 69 for adjusting the left or right brake pressure. Connect to and configure.

  With this configuration, the pressure required for the brake pressure control of the traveling brake 55 is not used when the steering clutch 46 is engaged, so there is no risk that the life of the clutch 46 will be reduced. . In order to operate the steering clutch 46 with the maximum pressure required by the traveling brake 55, the specifications must be improved, resulting in an increase in cost.

  Further, as described above, in a simple circuit that does not use the pilot pressure switching electromagnetic valve 68, the clutch switching electromagnetic valve 67 is assembled to the manifold 79 serving as the base of the hydraulic section so as to be detachable by communication of the oil passage. As shown in FIG. 14, in the circuit in which the pilot pressure switching electromagnetic valve 68 is added, the pilot pressure switching electromagnetic valve 68 is detachably sandwiched between the manifold 79 and the clutch switching electromagnetic valve 67 by the communication of the oil passage. By assembling, it can be easily reconfigured corresponding to each model type, so that it is more convenient and lower in cost than those of an integrated configuration.

  Further, regarding the traveling mission case 80 and the hydraulic control circuit K different from the above, the transmission mechanism of the traveling mission case 80 is an input shaft 82 having a hydraulic continuously variable transmission 81 as a first shaft, as shown in FIG. The input gear 83 that is interlocked to the input shaft 82 and fixed to the input shaft 82 is meshed with the large-diameter gear of the triple variable speed drive gear 85 that is slidably rotated by the variable speed drive shaft 84 as the second axis. The transmission drive gear 85 that slides on the transmission drive shaft 84 and the high-speed drive gear 87a, the medium-speed drive gear 87b, and the low-speed drive gear 87c that are fixed to the transmission transmission shaft 86 as the third shaft are meshed with each other. Thus, the auxiliary transmission unit is configured.

  A transmission gear 88 that is fixed to the transmission transmission shaft 86 and a counter gear 90 that is fixed to the counter shaft 89 as a fourth axis are meshed with each other, and a counter drive gear 91 that is fixed to the counter shaft 89; A large-diameter gear of a double steering center gear 93 having a clutch pawl that is fixed to the center of a steering clutch shaft 92 as a fifth shaft is meshed and interlocked, and left and right steering gears are respectively provided on both sides of the steering center gear 93. The directional clutch 94 is configured so as to be slidably supported on the left and right sides.

  The clutch gears of the left and right steering clutch 94 are meshed with the clutch pawls of the steering center gear 93 to be turned on and off, and the steering and turning action can be performed by this turning. The large-diameter gear 93 and a rectilinear gear 97 that is fixed to one end of a long cylindrical metal 96 that idles on a swing clutch shaft 95 serving as a sixth shaft are engaged with each other and the other end of the long cylindrical metal 96 is engaged. A straight traveling clutch 98 as an interlocking clutch is fixed to the portion.

  The small diameter gear of the steering center gear 93 and the turning gear 100 fixed to one end of the short cylindrical metal 99 which is overlapped on the outer periphery of the long cylindrical metal 96 and is idled are engaged and interlocked. A swinging clutch 101 as an interlocking clutch is fixed to the other end of the clutch, and a spring 102 is disposed between the rectilinear clutch 98 and the pivoting clutch 101 so as to press the rectilinear clutch 98 so as to be always operable, The outer frame ring 103 of both the clutches 98 and 101 is configured to be fixed to one shaft end portion of the swing clutch shaft 95.

  The turning drive gear 104 that is fixed to the other shaft end of the turning clutch shaft 95 and the differential case gear z that rotationally drives the differential case y that includes the differential gear x in the differential gear device 105 are engaged and interlocked to each other. The differential gear x is rotatably supported by a differential support shaft 106 serving as a seventh shaft, and left and right differential output gears 107 are respectively fixed to the boss portions of the left and right differential gear x, and an eighth shaft serving as an eighth shaft. The left and right axles 108 are respectively engaged with and engaged with the respective axle gears 109, and the left and right axle gears 109 are engaged with and engaged with the clutch gears of the left and right steering clutches 94, respectively.

  In the transmission case 80 in such a transmission mechanism, the hydraulic oil supplied from the oil tank 110 by the hydraulic pump 111 is supplied to the pressure reducing valve 112, the sequence valve 113 and the proportional valve as shown in FIG. A set pressure (secondary pressure) is maintained through a pressure reducing valve 112 of a unit valve v (see FIG. 17) that is configured integrally with the pressure reducing valve 114, and this pressure oil is connected to the straight traveling clutch 98 and the turning clutch 101 linked. It is connected and configured so that it can be oiled.

  Next, the set pressure (primary pressure) is held by the main relief valve 115 via the sequence valve 113 of the unit valve v, this pressure oil is branched by the priority diversion valve 116, and one of the pressure oils is supplied to the unload valve 117. Via a direction switching solenoid valve 119 for turning on and off the left and right steering clutch 94 from the take-in solenoid valve 118, the left and right push cylinders 120 are connected so as to be able to feed oil.

  The pressure oil on the outlet side of the left and right push cylinders 120 is returned to the oil tank 110 via the power steering relief valve 121 that is operated by the power steering lever 26, and the other pressure oil is lifted and lowered via the unloading valve 117. A plurality of working parts such as an auger ascending / descending, a vehicle body level, etc. are supplied to the work system circuit W so that they can be switched separately.

  With this configuration, when the turning action of the vehicle body 2 is performed, the left or right steering clutch 94 is turned off by the action of the left or right push cylinder 120 and the unit valve v is proportional. By the pressure reducing valve 114, the straight clutch 98 that is always engaged is disengaged and the revolving clutch 101 is simultaneously engaged, the revolving operation is performed via the differential gear device 105, and the brake revolving mode is entered through the slow revolving mode. Further, the stepless continuous turning action to the spin turning mode is executed.

Next, when performing the scraping work, when the depression pedal (not shown) provided in the operation seat 6 is depressed, the solenoid valve 118 disposed upstream of the direction switching solenoid valve 119 is switched, By operating the unloading valve 117 together with the power steering relief valve 121, the direction switching solenoid valve 119 can simultaneously operate the left and right push cylinders 120 while remaining in the neutral position. It is possible to easily and stably perform the scraping work by driving.
(Normally, cutting stops at the same time as traveling stops)
In the prior art, since the scraping solenoid valve 118 is disposed on the downstream side of the direction switching solenoid valve 119, the scraping solenoid valve 118, the direction switching solenoid valve 119, and the unload valve 117 need to be operated simultaneously. As a result, a time lag occurs at the time of operation, resulting in poor brake feeling.

  In the circuit of the hydraulic control circuit K, it is assumed that the take-in solenoid valve 118 is omitted and has a similar function. As shown in FIG. 18, each of the direction switching solenoid valve 119 and the left and right push cylinders 120 prevents backflow. A check valve 122 is arranged and configured.

  The pressure oil whose set pressure (primary pressure) is maintained by the main relief valve 115 is branched via the sequence valve 113 of the unit valve v, and left and right are controlled via the take-in switching valve 123 that operates when the take-in pedal is depressed. Connected to the inlet side of the push cylinder 120 so that oil can be supplied, and connected to the oil tank 110 via the power steering relief valve 121 connected to the outlet side pressure oil of the left and right push cylinders 120 and connected to the oil tank 110. To configure.

  With this configuration, when the depression pedal is depressed, the depression switching valve 123 is switched, and the unloading valve 117 is operated together with the power steering relief valve 121 so that the direction switching electromagnetic valve 119 is in the neutral position. Since the check valve 122 can prevent the back flow and the left and right push cylinders 120 can be simultaneously actuated, it is possible to stop only traveling at the time of dredging or the like and to easily and stably perform the scraping operation by the cutting drive. it can.

  In addition, by connecting the take-in switching valve 123 and the power steering relief valve 121, a complicated connecting portion for connecting the take-in pedal and the power steering relief valve 121 by a link, piping, or the like is required as in the prior art. Therefore, the cost can be reduced, and the operation can be easily and stably performed only by the action of the unload valve 117 by the depression of the take-in pedal during the take-in operation.

  In the conventional check valve 122 used in the hydraulic circuit, conventionally, as shown in FIG. 19, a seat 122a, an adapter 122b, a ball pressing plug 122c, and a speed adjusting orifice screw 122d are configured as separate components. However, these configurations increase the cost in terms of the number of parts and the number of processing steps, and require a dedicated tool for replacing the sheet 122a.

  For this reason, as shown in FIG. 20, first, the sheet 122a is screwed to the main body, the ball pressing plug 122c and the speed adjusting orifice screw 122d are integrated into the adapter 122b as an integral part, and the adapter 122b is assembled to the seat 122a. With this configuration, a dedicated tool for removing the seat 122a is not necessary, and cost can be reduced by integrating components and simplifying the configuration.

  In the circuit of the hydraulic control circuit K, as shown in FIG. 21, the sequence valve 113 is omitted from the unit valve v, the pressure oil from the hydraulic pump 111 is directly supplied to the priority diversion valve 116, and the left and right push Instead of the sequence valve 113, a fixed throttle 124 that secures pressure is arranged and connected to the circuit that returns oil from the outlet side of the cylinder 120 to the oil tank 110.

  By configuring in this way, the sequence valve 113 can be omitted from the unit valve v by the fixed throttle 124 arranged on the outlet side of the left and right push cylinders 120, so that the cost can be reduced.

  Further, as shown in FIG. 22, the hydraulic pressure control circuit M is configured to use the pressure oil supplied from the oil tank 110 by the hydraulic pump 111 through the proportional pressure reducing valve 114 of the unit valve v via the pilot pressure switching valve 125 for straight travel. It is connected to the clutch for slewing 101 linked to the clutch 98 so as to be able to feed oil, and can be fed to the cutting lifting / lowering unit r, the cutting horizontal movement unit h, and the left and right push cylinders 120 via the sequence valve 113 of the unit valve v The pressure oil fed to the push cylinder 120 is operatively connected and configured as a pilot pressure of the pilot pressure switching valve 125.

  With this configuration, the pilot pressure switching valve 125 is normally regulated by a spring to a position where the pressure of the turning clutch 101 is returned to the oil tank 110, and when the push cylinder 120 is operated, The pilot pressure switching valve 125 is switched using the operating pressure as a pilot, and the operation is performed by supplying oil to the turning clutch 101.

  As described above, when the push cylinder 120 is operated, by providing the check circuit for switching the pilot pressure switching valve 125 by this operating pressure to actuate the turning clutch 101, conventionally, for the purpose of improving the responsiveness of the turning action, It is possible to avoid the mechanical lock state that occurs due to the simultaneous output of the clutch 101 and the push cylinder 120.

  Further, as shown in the hydraulic control circuit K and the hydraulic control circuit M, the unit valve v is disposed and connected between the hydraulic pump 111, the turning clutch 101, and the preferential diverter valve 116 as the main circuit, so that In this way, the circuit configuration and the like are complicated as in the case where various operating valves are individually assembled to the manifold 79, and the circuit configuration can be easily and easily performed without being restricted by other models. It becomes.

  FIG. 23 shows an ordinary combine different from the above, which has a reel 126a type mowing device 126, and this mowing device 126 performs a normal low mowing on the rear side of the weed body 126b at the tip. The blade 126c is disposed, and as shown in FIG. 24, a second cutting blade 126e that performs high cutting is disposed at the rear end portion of the cutting bucket 126d.

  As a hydraulic circuit that performs the lifting and lowering operation of the reel 126a and the second cutting blade 126e, a plurality of conventional hydraulic circuits such as cutting and lifting, auger lifting and lowering of the vehicle body are provided downstream of the proportional flow rate control valve 3 of the work system circuit W. As shown in FIG. 25, the reel lifting / lowering solenoid valve 127a and the second cutting blade lifting / lowering solenoid valve 127b are connected to the reel lifting / lowering cylinder 129a via the pilot check valves 128a and 128b. The second cutting blade lifting cylinder 129b is connected and configured.

  When a solenoid valve having a series or a double structure is constituted by the reel lifting / lowering electromagnetic valve 127a or the second cutting blade lifting / lowering electromagnetic valve 127b configured in this way and each switching electromagnetic valve (not shown) of other specifications, As shown in FIG. 26, it is difficult to cope with a unit set for each model by a manifold or the like, and a new setting is necessary. -Can be shared by stacking units at triple level. In addition, even with a small number of units, it is possible to make the first and second machining processes common, and cost can be reduced.

  It can also be used for lifting devices such as booms in general construction machines.

The side view which shows the whole structure in a combine. Front view showing a state in which a position sensor for detecting operation is provided on the power steering lever Front development view showing gear arrangement according to the transmission configuration of the traveling mission case Side view showing the arrangement of gears in the transmission configuration of the traveling mission case Front line diagram showing planetary gear mechanism in transmission configuration of traveling mission case Hydraulic circuit diagram for controlling the action with the set pressure oil in the running system and working system circuit Hydraulic circuit diagram that controls through the unload valve except for cutting in the working circuit Side view showing details of seat-type valve used in parts that require precise lifting action Hydraulic circuit diagram using normally open type cutting lift valve in the circuit of FIG. Hydraulic circuit diagram using cutting lift valve and pilot check valve in the above circuit Hydraulic circuit diagram using a pilot check valve for cutting the above circuit and raising and lowering the auger Hydraulic circuit diagram using counter balance valve for vehicle body horizontal control in the above circuit Hydraulic circuit diagram using a pressure reducing check valve on the steering clutch side of a conventional traveling system circuit Front view showing the addition of a new solenoid valve between the manifold and the conventional solenoid valve Front development view showing the gear arrangement according to the transmission configuration of the traveling mission case Hydraulic circuit diagram using a solenoid valve that splits from the unit valve to the swivel unit and steering unit Plan view showing the unit configuration of the pressure reducing valve, sequence valve, and proportional pressure reducing valve Hydraulic circuit diagram that uses a switching valve by diverting from the unit valve to the swivel unit and steering unit Side view showing the detailed structure of a check valve conventionally used in a hydraulic circuit Side view showing the detailed structure of a new check valve improved from the conventional check valve Hydraulic circuit diagram using fixed throttle instead of omitting sequence valve from unit valve Hydraulic circuit diagram using a pilot pressure switching valve that controls the swivel unit from the unit valve Side view showing the overall structure of an ordinary combine The perspective view which shows the arrangement | positioning state of the 2nd cutting blade for high mowing in a normal type combine Hydraulic circuit diagram showing the state that the reel and the second cutting blade lifting solenoid valve are added to the work system circuit (A) Side view showing a dual stack unit by enabling a series of valve configurations (b) Front view showing a dual stack unit by enabling a series of valve configurations

Explanation of symbols

1. Hydraulic pump 3. Car body Proportional flow control valve 4. Each switching solenoid valve 4a. Mowing lift solenoid valve 4b. 4. Auger lift solenoid valve Each hydraulic cylinder 6. Operation seat 7. Step a. Control flow s. Seat type valve

Claims (3)

  A hydraulic pressure that acts by supplying pressure oil that maintains independent set pressures from a single hydraulic pump 1 to a travel system circuit T that causes the vehicle body 2 to travel and a work system circuit W that performs various operations. In a combine or the like having a control circuit H, the working system circuit W has a plurality of working parts such as cutting up / down, auger up / down, body horizontal, etc. on the control flow a side fed through the proportional flow rate control valve 3. A hydraulic control device characterized in that each switching electromagnetic valve 4 to be switched separately is connected in parallel so that the operating speed of each hydraulic cylinder 5 can be controlled.   A hydraulic pressure that acts by supplying pressure oil that maintains independent set pressures from a single hydraulic pump 1 to a travel system circuit T that causes the vehicle body 2 to travel and a work system circuit W that performs various operations. In a combine or the like having a control circuit H, in the work system circuit W, a plurality of working parts such as cutting up and down, auger up and down, body horizontal, etc. are provided on the side of the control flow a fed through the proportional flow rate control valve 3. Each switching electromagnetic valve 4 to be switched separately is connected in parallel, and among these switching electromagnetic valves 4, a cutting lifting electromagnetic valve 4a and an auger lifting electromagnetic valve 4b for switching the lifting and lowering actions of the lifting and lowering and auger lifting and lowering, 2. The hydraulic control apparatus according to claim 1, wherein a seat type valve s is used instead of the spool type valve.   A hydraulic pressure that acts by supplying pressure oil that maintains independent set pressures from a single hydraulic pump 1 to a travel system circuit T that causes the vehicle body 2 to travel and a work system circuit W that performs various operations. In a combine or the like having a control circuit H, in the work system circuit W, a plurality of working parts such as cutting up and down, auger up and down, body horizontal, etc. are provided on the side of the control flow a fed through the proportional flow rate control valve 3. The switching solenoid valves 4 to be switched separately are connected in parallel, and at least the cutting lift solenoid valve 4a for cutting lift is connected to the operation seat together with the hydraulic control valves of the traveling system circuit T among the switching solenoid valves 4. The hydraulic control device according to claim 1, wherein the hydraulic control device is disposed on the lower surface side of the step 7 of 6.

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