JP2005319871A - Controller of multiplate clutch in combined harvester and thresher - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a controller of a multiplate clutch for improving a traveling feeling of a combined harvester and a thresher. <P>SOLUTION: Side clutches 23L, 23R transmitting a linear driving force to right and left traveling devices in a manner to be freely turned on or off are provided in a linear driving force transmission system of a transmission 11. Multiplate clutches 36, 43L, 43R controlling a pressing force of a disc by hydraulic pressure are provided in a turning and driving force transmission system. Oil with a predetermined hydraulic pressure is supplied according to an operation position of a steering lever, and the turning and driving force is transmitted to the traveling device under a condition that the side clutch is turned off. A controller of an electromagnetic proportional valve supplying oil to the multiplate clutches 36, 43L, 43R is provided with an inclination control means controlling the electromagnetic proportional valve for gradually increasing the hydraulic pressure of the oil to the multiplate clutches when the steering lever is operated to a predetermined operating position, and for controlling the electromagnetic proportional valve to reach the hydraulic pressure set corresponding to the operation position of the steering lever after the predetermined time has elapsed. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a controller for a multi-plate clutch in a combine.

  As a conventional combine transmission, the left and right multi-plate clutch that inputs the turning drive force to either the left or right drive force output shaft where the side clutch is disengaged, and the turning drive force applied to the drive force output shaft is a slow turning force. Or a multi-plate clutch that switches to either one of the braking force and outputs, and each multi-plate clutch is configured to operate according to the operation direction and operation amount of the steering lever that steers the traveling machine body. Is known (for example, see Patent Document 1).

The multi-plate clutch is configured such that the pressure is controlled by the hydraulic pressure of the oil sent to the multi-plate clutch, and an electromagnetic proportional valve that sends oil to the multi-plate clutch has a hydraulic pressure proportional to the electrical signal supplied from the controller. The pressure control of the multi-plate clutch is performed by outputting oil.
Japanese Patent Laid-Open No. 11-291934

  On the other hand, each of the multi-plate clutches is preset with a pressure for entering a connected state (an engaged state). For this reason, with respect to the multi-plate clutch that is turned on in accordance with the operation direction and the operation amount of the steering lever, the electromagnetic proportional valve has a predetermined value such that the pressure of the multi-plate clutch becomes the preset pressure. Send hydraulic oil.

  At this time, in the vicinity of the output start point of the electric signal to the electromagnetic proportional valve, as shown in FIG. 8, a hydraulic overshoot with respect to a predetermined hydraulic pressure to be supplied to the multi-plate clutch occurs, and the disk of the multi-plate clutch In addition to excessive press-bonding force, disc wear and the like, there are also disadvantages that the traveling feeling of the combine may be reduced. In FIG. 8, E indicates an electric signal and P indicates a hydraulic pressure.

  The controller of the multi-plate clutch in the combine according to the present invention for solving the above-described problem is that the left and right traveling devices 2, the steering lever 7 that steers the traveling machine body 1, and the driving force are shifted to the traveling device 2. The transmission 11 is provided with a straight drive power transmission system for straight travel and a swing drive power transmission system for turning, and the straight travel to the left and right traveling devices 2 in the straight drive power transmission system. Side clutches 23L and 23R are provided to transmit the driving force freely and freely, and multi-plate clutches 36, 43L and 43R in which the pressure of the disc is controlled by hydraulic pressure are provided in the turning driving force transmission system. The system is driven with oil of a predetermined hydraulic pressure supplied to the multi-plate clutches 36, 43L, 43R according to the operating position of the steering lever 7, and the side clutch is in a disengaged state. And a controller that controls the electromagnetic proportional valves 52, 53L, and 53R, and supplies the oil to the multi-plate clutches 36, 43L, and 43R, and the electromagnetic proportional valves 52, 53L, and 53R. 46, when the steering lever 7 is operated to a predetermined operation position by the controller 46, the multi-plate clutches 36, 43L, 43R are started from the time when the steering lever 7 is switched to the operation position. Inclination control means for controlling the electromagnetic proportional valves 52, 53L, 53R to gradually increase and change the oil pressure of the oil to reach the oil pressure set corresponding to the operating position of the steering lever 7 after a predetermined time has elapsed. It is characterized by providing.

  According to the structure of the present invention configured as described above, when the steering lever is operated to a predetermined operation position, the oil pressure of the oil supplied to the multi-plate clutch by the inclination control means is gradually increased for a predetermined time. After a lapse of time, the hydraulic pressure is set corresponding to the operation position of the steering lever. For this reason, the hydraulic overshoot when the hydraulic pressure of the oil supplied to the multi-plate clutch becomes the hydraulic pressure set corresponding to the operating position of the steering lever is alleviated, and excessive pressure is applied to the disk of the multi-plate clutch. In addition to preventing the force from being applied, the multi-plate clutch operates smoothly, disc wear and the like are prevented, and the traveling feeling of the combine during turning is improved.

  FIG. 1 is a side view of a combine that employs the transmission of the present invention. The traveling machine body 1 includes crawler-type traveling devices 2 on the left and right sides, and a pre-processing unit 3 is provided on the front side so as to be swingable up and down. The traveling machine body 1 is provided with a driver's seat 4 and is equipped with a threshing unit 6. The threshing unit 6 performs threshing of the cereals cut by the preprocessing unit 3. On the side of the threshing unit 6, a grain tank 5 for temporarily storing the grain after threshing is provided.

  An engine is provided below the driver's seat 4. The driving force of the engine is transmitted to the left and right traveling devices 2 via the transmission, and the traveling machine body 1 travels. The transmission drives the left and right traveling devices 2 at a constant speed (the same number of rotations) when the traveling machine body 1 travels straight (forward and backward on a straight line), and the traveling speed of the traveling device that is the inside of the turning during the turning ( The number of rotations) is reduced (low rotation including reverse rotation) as compared with the driving speed (number of rotations) of the traveling device on the outside.

  Due to the above structure, this combine is driven in the field while driving the pretreatment unit 3 and the threshing unit 6 as in the prior art, so that the pretreatment unit 3 cuts the cereal straw and sends it to the threshing unit 6. The threshing is performed while temporarily threshing the grain after threshing in the grain tank 5. A grain sensor is provided in the grain tank 5, and the grain in the grain tank 5 is detected as will be described later.

  In the driver's seat 4, there is provided a steering lever (multi-lever) 7 for operating the lifting / lowering operation of the pre-processing unit 3 and the steering of the traveling machine body 1 as in the prior art. The driver changes the state of the transmission by swinging the multi-lever 7 left and right, adjusts the driving of the left and right traveling devices 2 as described above, and turns the traveling body 1 left and right (changes the traveling direction). And rotation).

  In the driver's seat 4, there are also provided a work machine clutch lever 8 for turning on and off the driving of the threshing unit 6, a main transmission lever 9 and a sub-transmission lever 10 for changing the traveling speed. Since the threshing unit 6 is operated by operating the work implement clutch lever 8 to the engaged state, the normal work implement clutch lever 8 is in the engaged state during the traveling on the field.

  Conversely, since it is not necessary to drive the threshing unit 6 when traveling on the road or the like, the work implement clutch lever 8 is operated to the disengaged state. Also, when moving in the field, etc., the threshing unit 6 does not need to be driven, so the work implement clutch lever 8 is operated to the disengaged state. However, the grain is normally stored in the grain tank 5 during the movement in the field. Further, the sub-shift lever 10 shifts the sub-shift in two stages of high speed (H) and low speed (L), and the sub-shift is in a low-speed state and the work travel is performed on the field. The sub-shift is switched to a high speed state.

  The transmission reduces the driving of the traveling device on the inner side of the turn in the traveling direction (within the speed range in the forward or reverse direction excluding 0) relative to the driving of the traveling device on the outer side of the turn, and turns the traveling machine body 1 It has a gentle turning mode. Also provided is a brake turning mode in which the traveling device inside the turn is braked, the drive is stopped, and the traveling body 1 is turned.

  Furthermore, a sudden turning mode is also provided in which the driving of the traveling device inside the turning is driven in the opposite direction to the traveling direction (the driving direction of the traveling device outside the turning) to turn the traveling machine body 1. A clutch turning mode is also provided to make the traveling device inside the turn free, and the above four turning modes are provided.

  The traveling machine body 1 turns at different radii when the transmission is switched to each turning mode. The traveling machine body 1 turns with a small radius in order from the driving force of the traveling device inside the turning to the driving force of the traveling device outside the turning. That is, the vehicle turns with a small radius in the order of clutch turning mode → slow turning mode → brake turning mode → rapid turning mode.

  The transmission structure of the transmission 11 will be described with reference to FIG. An HST 13 is attached to the mission case 12. A driving force is input to the input shaft 13a of the HST 13 from the engine side. The HST 13 is shifted by the main shift lever 9. The output of the HST 13 is output from the output shaft 13b to the relay shaft 18 via the auxiliary transmission mechanism 17 operated by the auxiliary transmission lever 10 described above.

  The driving force transmitted to the relay shaft 18 is transmitted from the relay shaft 18 to the drive transmission gear 21 via the relay gear 19, and the driving force transmitted to the drive transmission gear 21 is shifted from the drive transmission gear 21 to the left and right sides. The left and right drive shafts 26L, 26R are driven by being transmitted to the drive gears 24L, 24R of both travel devices via the clutch mechanisms 23L, 23R. The drive wheels 27L and 27R provided on the drive shafts 26L and 26R are driven at a constant speed by the straight drive power transmission system configured as described above, the left and right traveling devices 2 are rotationally driven at a constant speed, and the traveling machine body 1 is Go back and forth (straight) on a straight line.

  The driving force transmitted to the relay shaft 18 is also transmitted from the relay shaft 18 to the swing drive clutch 36 via the swing relay gear 32 and the swing drive gear 33. The turning drive clutch 36 switches and outputs a gentle turning driving force or a brake to the turning relay shaft 34. The turning relay shaft 34 is in a state where a slow turning driving force is output or a brake is applied by the turning drive clutch 36.

  An output gear 37 is pivotally supported on the turning relay shaft 34. The slow turning drive gear 38 of the turning switching clutch 41 provided on the turning drive shaft 39 and the gear 37 are engaged with each other. A drive force is transmitted from the relay gear 19 to the sudden turn drive gear 42 of the turn switching clutch 41. The sudden turning drive gear 42 transmits a reverse rotation driving force. As described above, the turning drive shaft 39 is in a state in which a slow turning driving force is input, a brake is applied, or a sudden turning driving force (reverse rotation) is input by the turning switching clutch 41.

  On both the left and right sides of the turning drive shaft 39, a turning clutch 43L that transmits a turning driving force (slow turning driving force, sudden turning driving force) or braking force applied to the turning drive shaft 39 to the left and right side clutches 23L, 23R side. , 43R are provided. By turning the turning clutch 43L or 43R into the engaged state, the turning driving force or the braking force can be transmitted from the turning clutch 43L or 43R to the turning gear 44L or 44R of the side clutch mechanism 23L or 23R.

  With the turning driving force transmission system configured as described above, either the left or right side clutch mechanism 23L or 23R is turned off, the input of the driving force from the drive transmission gear 21 is cut off, and the driving from the turning gear 44L or 44R is performed. When the turning clutch 43L or 43R on the side clutch mechanism side that has been turned off is engaged and operated, the turning drive is applied to the drive shaft 26L or 26R on the side clutch mechanism side that has been turned off. Force or braking force is transmitted.

  At this time, the driving force of the traveling device on the inner side of the turning becomes smaller than the driving force of the traveling device on the outer side of the turning in the order of the gentle turning driving force → the braking force → the sudden turning driving force, and the transmission 11 reduces the gentle turning driving force. The mode is switched to the slow turning mode to be used, the brake turning mode using the braking force, or the sudden turning mode using the sudden turning driving force.

  In addition to the engaged state, the swing clutches 43L and 43R have a cut state in which the transmission between the swing gears 44L and 44R and the swing drive shaft 39 is cut off so that the swing gears 44L and 44R are freely rotatable. For this reason, when either the left or right side clutch mechanism 23L or 23R is turned off and the turning clutch 43L or 43R on the side clutch mechanism side that has been turned off is turned off, the drive shaft on the side clutch mechanism side that has been turned off 26L or 26R becomes free, and the transmission 11 enters the clutch turning mode.

  The turning clutches 43L, 43R and the turning drive clutch 36 are multi-plate clutches, and the pressure of the disc is controlled by hydraulic pressure. Each of the swing clutches 43L, 43R and the swing drive clutch 36 is provided with a swing electromagnetic proportional valve, and each of the swing clutches 43L, 43R and the swing drive clutch 36 has a pressure-bonding force due to the oil pressure of oil output from the solenoid proportional valve. Controlled and switched on / off.

  By turning the turning drive clutch 36 on and off, the turning relay shaft 34 is switched so that either a braking force or a gentle turning drive force is applied. The side clutch mechanisms 23L and 23R are operated by a side clutch electromagnetic valve so that either the left or right side can be selectively turned off.

  The operation of each electromagnetic proportional valve and side clutch electromagnetic valve is controlled by a controller which will be described later. As described above, the transmission 11 is of an electric control type that can be switched between the straight traveling mode and the respective turning modes by electrically controlling the electromagnetic proportional valves and the side clutch electromagnetic valves by the controller.

  However, depending on the position of the sub-shift lever 10 and the like, the turning switching clutch 41 has a force (slow turning driving force or braking force) on the turning relay shaft 34 side or a sudden turning drive regardless of the control by the controller. The switching is operated so as to apply one of the forces from the gear 42 (rapid turning driving force). That is, only the sudden turn mode can be switched manually.

  As shown in FIG. 3, the controller 46 includes a microcomputer unit 47 having a CPU and a driver unit 48 for driving an electromagnetic valve. Left and right side clutch solenoid valves 49L and 49R, a side clutch unload valve (solenoid valve) 51, a swing drive solenoid proportional valve 52, and left and right swing solenoid proportional valves 53L and 53R are connected to the output side of the driver unit 48. ing.

  However, the swing drive electromagnetic proportional valve 52 and the left and right swing electromagnetic proportional valves 53L and 53R are provided in the driver unit 48 and are connected to a proportional valve driver section 54 that drives the electromagnetic proportional valve.

  On the other hand, as shown in FIG. 4, the multi-lever 7 described above is attached so as to be able to swing left and right with a swing fulcrum shaft 7a as an axis. A potentiometer 56 for detecting the left / right swing angle of the multi-lever 7 is attached to the base end side. As shown in FIG. 3, the potentiometer 56 is connected to the input side of the controller 46 described above.

  The grain sensor 57 is also connected to the input side of the controller 46. The grain sensor 57 is turned on when the grain is about 1/3 in the grain tank 5 and turned on when the straw is about 2/3 in the grain tank 5. A 2/3 switch 59, a full switch 61 that is turned on when the grain is full in the grain tank 5, and an overflow switch 62 that is turned on when the grain overflows.

  Each switch 58, 59, 61, 62 is connected to the input side of the controller 46. Further, a work machine clutch switch 63 that is turned on when the work machine clutch lever 8 is entered and operated on the input side is connected to the controller 46.

  Then, when the controller 46 tilts the multi-lever 7 left and right beyond a predetermined play range, the controller 46 cuts and operates the side clutch mechanism 23L or 23R on the tilt direction side, and the transmission 11 according to the swing angle of the multi-lever. Multi-turn control for switching between a gentle turn mode and a brake turn mode, and when the multi-lever 7 is tilted left and right beyond a predetermined play range, the side clutch mechanism 23L or 23R on the tilt direction side is turned off to operate the transmission 11 Single turn control to switch to the brake turn mode is possible.

  In other words, the transmission 11 performs the multi-operation mode in which the traveling body is turned while switching between the slow turning mode and the brake turning mode according to the operation of the multi lever 7 based on the multi turning control of the controller 46, and the single turning control of the controller 46. Based on the operation of the multi-lever 7, a single operation mode for turning the traveling machine body using the brake turning mode is installed.

  In the multi-operation mode, the transmission 11 enters the gentle turning mode when the multi-lever 7 is tilted from the neutral position by a small amount exceeding a predetermined play range, and further enters the brake turning mode when the inclination angle of the multi-lever 7 is increased. .

  Specifically, as shown in FIG. 5, when the multi-lever 7 is tilted slightly to the left or right by 2 degrees from the center, the swing drive electromagnetic proportional valve 52 is operated to turn on and operate the swing drive clutch 36, When a gentle turning driving force is applied to the turning drive shaft 39 and the multi-lever 7 is tilted to the left or right by 2 degrees from the center, the side clutch electromagnetic valve 49L or 49R is operated, and the left or right side clutch mechanism 23L or Turn off 23R.

  A range in which the inclination angle (position) of the multi-lever 7 is about 4.5 degrees to about 13.5 degrees is a slow turning range A of the multi-lever 7 and is determined from the left or right turning electromagnetic proportional valve 53L or 53R. Hydraulic oil is output, and a pressure is applied to the disk of the swing clutch 43L or 43R.

  When the inclination angle (position) of the multi-lever 7 is in the range of about 4.5 to 10 degrees, the hydraulic pressure of the oil output from the left or right turning electromagnetic proportional valve 53L or 53R is equal to the inclination angle of the multi-lever 7. It is set to increase gradually with the increase. When the inclination angle (position) of the multi-lever 7 is in the range of about 10 degrees to 13.5 degrees, the oil pressure of the oil output from the left or right turning electromagnetic proportional valve 53L or 53R is set to a constant maximum pressure. .

  On the multi-lever 7 side, a detent is provided at a position with an inclination angle of about 10 degrees. With this detent, the operator can recognize that the multi-lever 7 is swung in the range of gentle turning.

  The oil hydraulic pressure output from the left or right swing electromagnetic proportional valve 53L or 53R is set so that the swing clutch 43L or 43R is engaged and operated when the inclination angle of the multi-lever 7 is between 4.5 degrees and 9 degrees. Is set. That is, the gentle turning mode is always set before the detent.

  When the inclination angle of the multi-lever 7 exceeds 13.5 degrees, the multi-lever 7 enters the brake turning range B, and at the inclination angle 13.5 degrees of the multi-lever 7, the turning clutch 43L or 43R is turned off and operated. The turning drive clutch 36 is turned off to apply a braking force to the turning drive shaft 39.

  Then, until the inclination angle of the multi-lever 7 reaches about 14 degrees, the oil pressure output from the left or right turning electromagnetic proportional valve 53L or 53R is gradually increased as the inclination angle of the multi-lever 7 increases. When the inclination angle of the multi-lever 7 exceeds 14 degrees, the hydraulic pressure of the oil output from the left or right turning electromagnetic proportional valve 53L or 53R is set to a constant maximum pressure, and the brake turning mode is set.

  On the other hand, each proportional valve driver unit 54 of the controller 46 is supplied with a predetermined hydraulic oil to the left and right turning clutch 43L or 43R and the turning drive clutch 36 based on a command from the microcomputer unit 47 side, and corresponding electromagnetic proportionality. An electric signal for operating the valve 53L, 53R, or 52 is output. The electric signal output from the proportional valve driver unit 54 has a value proportional to the hydraulic pressure of oil supplied to the left and right turning clutches 43L, 43R and the turning drive clutch 36.

  That is, by outputting an electric signal of a predetermined value from the proportional valve driver unit 54 to the predetermined electromagnetic proportional valve 53L, 53R or 52, the electromagnetic proportional valve 53L, 53R, 52 that has received the electric signal causes the electromagnetic proportional valve to Hydraulic oil corresponding to the value of the electric signal is supplied to the clutches 43L, 43R, 36 corresponding to 53L, 53R, 52.

  When the microcomputer unit 47 detects the inclination (position) of the multi-lever 7 that needs to operate the turning drive clutch 36 or the left and right turning clutch 43L or 43R, the inclination angle of the multi-lever 7 (operation of the multi-lever 7) is detected. The predetermined electromagnetic proportional valve 53L, 53R, or 52 so that the hydraulic oil set in advance according to the position) is output from the electromagnetic proportional valve 53L, 53R, 52 of the target clutch 43L, 43R, or 36. The proportional valve driver unit 54 is configured to output an electric signal having a predetermined value.

For example, when the multi-lever 7 is tilted to the right by 12 degrees, the microcomputer unit 47 causes the hydraulic oil of 100 kgf / cm ² to be supplied from the right swing electromagnetic proportional valve 53R to the right swing clutch 43R. An electric signal having a value corresponding to the hydraulic pressure of cm ² is output from the proportional valve driver unit 54 corresponding to the right-side swing electromagnetic proportional valve 53R. At the same time, the microcomputer unit 47 swings an electric signal having a value corresponding to the hydraulic pressure of 75 kgf / cm ² so that the hydraulic oil of 75 kgf / cm ² is supplied from the swing drive electromagnetic proportional valve 52 to the swing drive clutch 36. Output from the proportional valve driver 54 corresponding to the drive electromagnetic proportional valve 52.

  However, the controller 46 is provided with a tilt control means, and the rising of the electric signal is tilt-controlled as shown in FIG. The tilt control will be described in detail. In FIG. 6, E indicates an electric signal and P indicates a hydraulic pressure. When the controller 46 detects the inclination (position) of the multi-lever 7 that needs to operate the turning drive clutch 36 or the left and right turning clutch 43L or 43R, the controller 46 outputs an electrical signal from the detection time A. At this time, the value B of the electric signal output from the proportional valve driver section 54 is determined by the inclination angle (hydraulic pressure) of the multi-lever 7 as described above.

  For this reason, the controller 46 sets the electric signal value B determined by the inclination angle of the multi-lever 7, that is, the hydraulic pressure, as the target value, and the electric signal value becomes the target value B after a predetermined time T has elapsed from the start of output of the electric signal. And gradually increase. As a result, the rise of the electric signal is inclined toward the target value B. The tilt control means performs the above tilt control.

In the tilt control, for example, when the value of the electric signal for outputting the hydraulic pressure of 100 kgf / cm ² is 100, the electric signal is output at a gradient such that the value of the electric signal becomes 100 100 msec after the rise. The tilt control means is configured in hardware or software and is provided on the controller 46 side.

  Then, as shown in FIG. 6, the hydraulic pressure supplied to the left and right turning clutch 43L or 43R or the turning drive clutch 36 is controlled by the tilt control when the multi-lever 7 is swung to a predetermined tilt angle. The target hydraulic pressure (to be supplied) is reached after a lapse of a predetermined time from when the multi-lever 7 is switched to the tilt angle.

  As a result, the hydraulic pressure supplied from the left / right swing electromagnetic proportional valve 53L or 53R or the swing drive electromagnetic proportional valve 52 to the left / right swing clutch 43L or 43R or the swing drive clutch 36 becomes the target hydraulic pressure (to be supplied). Overshoot when reaching is reduced. Then, an excessive pressure-bonding force is prevented from being applied to the disks of the clutches 43L, 43R, and 36, and wear of the disks is prevented, and the clutches 43L, 43R, and 36 operate smoothly.

  When turning in the slow turning mode and the brake turning mode, the left or right turning clutch 43L or 43R is operated after the turning drive clutch 36 is operated as described above. The smooth operation with less shock improves the traveling feeling of the combine and improves the riding comfort.

  On the other hand, in the multi-operation mode, at the moment of switching from the slow turning mode to the brake turning mode, that is, during the transition from the on state where the turning drive clutch 36 outputs a gentle turning force to the turning relay shaft 34 to the turning off state where the brake is applied. There is always a part where the turning relay shaft 34 becomes free in an instant, and at this point in time, the state becomes like the clutch turning mode, and the operation in which the traveling direction of the traveling machine body 1 is instantaneously changed to the straight traveling direction is performed. Do.

  When working on a normal field, the resistance and load from the traveling surface toward the traveling device 2 is relatively large, so that the driver feels a slight jerky movement of the traveling machine body 1 as described above. However, when the resistance or load from the traveling surface toward the traveling device 2 is small, for example, when traveling on the road, the traveling body 1 may feel slightly jerky and the driving feeling may be reduced.

  For this reason, as will be described later, the controller 46 sets the transmission 11 to the multi-operation mode when traveling on the field and sets the single operation mode when traveling on the road. This makes it possible to turn the traveling machine 1 in detail according to the field conditions and work conditions by detailed operation of the multi-lever 7 when working on the field, and the turning mode is switched halfway when traveling on the road. Therefore, the driver does not feel the jerky feeling and the driving feeling is not lowered.

  Next, automatic switching between the multi operation mode and the single operation mode by the controller 46 will be described in detail. A mode switching program is stored in the controller 46, and the controller 46 functions as mode switching means for switching each mode by the mode switching program.

  The mode switching operation of the controller (mode switching means) based on the mode switching program will be described based on the flowchart of FIG. In the mode switching operation, first, in step S1, it is determined whether the work implement clutch is on or off based on ON / OFF of the work implement clutch switch 63. When the work implement clutch is in the engaged state, it is determined that the work travel is in progress, and the process proceeds to step S2 to set the multi operation mode.

  When the work implement clutch is in the disengaged state in step S1, the process proceeds to step S3 and the grain sensor 57 is checked. In this check, ON / OFF of each of the switches 58, 59, 61, 62 constituting the grain sensor 57 is checked. In step S5, when any switch 58 or 59 or 61 or 62 is ON and a grain in the grain tank is detected, it is determined that the work is running, and the process proceeds to step S2 to set the multi-operation mode.

  On the other hand, if all the switches 58, 59, 61, 62 constituting the grain sensor 57 are OFF in step S3, the process proceeds to step S4 to check the state of the sub-shift. Check the position of lever 10. The sub-shift check can be performed, for example, by providing a switch for detecting that the sub-shift lever 10 is positioned at L or H and checking whether the switch is turned on or off.

  If the sub-shift is L in step S4, it is determined that the vehicle is traveling, and the process proceeds to step S2 to set the multi-operation mode. If the sub-shift is H in step S4, it is determined that the operating state is not at least, and the process proceeds to step S5 to set the single operation mode. By switching between the multi-operation mode and the single operation mode as described above, the turning control of the traveling machine body 1 is detailed during the work traveling in the field without feeling the jerky feeling of the traveling body when turning on the road. Can be performed.

It is a side view of a combine. It is a transmission diagram of a transmission. It is a block diagram of a controller. It is a front view of a single multi lever. It is a diagram which shows the oil_pressure | hydraulic of the oil supplied to a turning clutch, a turning drive clutch, and a side clutch corresponding to the angle of a multi lever. It is a diagram which shows the relationship between the electric signal by inclination control, and hydraulic pressure. It is a flowchart figure of the mode switching operation | movement of a controller. It is a diagram which shows the relationship between the electrical signal when not performing inclination control, and hydraulic pressure.

Explanation of symbols

1 traveling body 2 traveling device 7 multi lever (steering lever)
11 Transmission 23L Left side clutch mechanism (side clutch)
23R Right side clutch mechanism (side clutch)
36 Turning drive clutch (multi-plate clutch)
43L Left turning clutch (multi-plate clutch)
43R Right turning clutch (multi-plate clutch)
46 Controller 52 Swing drive proportional solenoid valve (Proportional solenoid valve)
53L Left turn solenoid proportional valve (Electromagnetic proportional valve)
53R Right turn solenoid proportional valve (Electromagnetic proportional valve)

Claims (1)

A left and right traveling device (2), a steering lever (7) that steers the traveling machine body (1), and a transmission (11) that shifts the driving force and is transmitted to the traveling device (2). The transmission (11) is provided with a straight drive power transmission system for straight travel and a turning drive power transmission system for turning, and the straight drive power is applied to the left and right traveling devices (2) in the straight drive power transmission system. The side clutches (23L) and (23R) that transmit freely are provided, and the multi-plate clutches (36), (43L), and (43R) in which the pressure of the disc is controlled by hydraulic pressure are provided in the turning drive force transmission system. In the turning drive force transmission system, the oil of a predetermined hydraulic pressure is supplied to the multi-plate clutches (36), (43L), (43R) according to the operation position of the steering lever (7), and the side clutch is disengaged. Turn to the traveling device (2) Electromagnetic proportional valves (52), (53L), (53R) configured to transmit power and supply oil to the multi-plate clutches (36), (43L), (43R), and the electromagnetic proportional valves (52 ), (53L), and a combiner provided with a controller (46R) for controlling (53R), when the steering lever (7) is operated to a predetermined operating position by the controller (46), the steering lever ( 7) is changed to the operating position, the oil pressure of the oil to the multi-plate clutches (36), (43L), (43R) is gradually increased, and the steering lever (7) A controller for a multi-plate clutch in a combine provided with a tilt control means for controlling the electromagnetic proportional valves (52), (53L), (53R) so as to reach a hydraulic pressure set corresponding to the operation position.

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