JP2010006229A - Operating device of working vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve safety by quickly detecting a failure of a position sensor for inputting a turning operation of a steering lever into a controller, giving an alarm, and stopping the turning. <P>SOLUTION: An operating device of a working vehicle is provided with the position sensor (2) for detecting right and left inclination angles of the steering lever (1) and right and left turning switches (3a, 3b) for detecting right and left inclined states of the steering lever (1) separately from the position sensor (2). When detection values of the position sensor (2) and the turning sensors (3a, 3b) are not matched with each other, it is determined that a failure has occurred, and an alarm or a travel stop is executed. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a control device for a work vehicle such as a combine that performs turning by tilting a single control lever (hereinafter referred to as a “steering lever”) to the left and right.

  In the combine, a single steering lever standing on the front side of the cockpit is tilted to the left and right to turn in the tilted direction and tilt back and forth to raise and lower the reaping device. Easy to operate. In recent years, the amount of tilting operation of the steering lever is detected by a position sensor, and at the same time the travel clutch is disengaged with respect to the travel drive wheels on the inside of the turn, the variable braking force can be changed by a differential device such as a differential gear mechanism or a planetary gear mechanism. To output a continuously turning action in various turning modes such as mild turning, brake turning, and spin turning.

  Japanese Patent Laid-Open No. 2003-146236 discloses a position sensor that detects a tilting operation amount at an appropriate position of a steering lever and outputs a variable braking force to a traveling drive wheel inside a turn, and a predetermined angle or more. Provided with a turn switch that outputs a constant braking force to the traveling drive wheels inside the turn when turned on by tilting operation, performs mild turn and spin turn by the position sensor, turns in the brake turn mode by turning on the turn switch The technique which was made to perform is described.

Japanese Patent Application Laid-Open No. 2004-243941 discloses a technique in which when a position sensor outputs an abnormal value due to a disconnection failure or a short-circuit failure, the operator is notified of the failure by performing a predetermined safe and gentle turning. Is described.
JP 2003-146236 A Japanese Patent Laid-Open No. 2004-243941

  Whether the position sensor is broken or short-circuited is determined as a failure when the sensor output value exceeds the normal range, and a predetermined turn is performed. For this reason, for example, although the operator makes a mild turn in spite of performing a spin turn, the operator notices the failure due to a turn that does not meet expectations, but may be dangerous due to movements that do not meet expectations. .

  Accordingly, an object of the present invention is to ensure safety by promptly detecting a failure of a position sensor that inputs a turning operation of the steering lever to the control device, and giving an alarm or stopping the turning.

The present invention takes the following technical means in order to solve the above-described problems.
That is, a position sensor (2) for detecting the right / left tilt angle of the steering lever (1) and a left / right turning switch (3a) for detecting the left / right tilt state of the steering lever (1) separately from the position sensor (2). , 3b), a work vehicle having a configuration in which a failure is detected when the detected values of the position sensor (2) and the turning switches (3a, 3b) do not match, and an alarm or a travel stop is executed. The piloting device.

  With this configuration, the operator is promptly notified of a failure of the position sensor 2 that inputs the tilt of the steering lever 1 to the control device.

  According to the present invention, when the steering lever 1 is tilted and turned, the operator is informed before the unexpected turning starts, so that the position sensor 2 is broken. Thus, turning can be stopped and danger can be avoided.

Next, embodiments of the present invention will be described with reference to the drawings.
In the present specification, the left side and the right side refer to directions when the combine is directed in the forward direction.

  FIG. 1 shows the configuration of the mounting portion of the steering lever 1. The steering lever 1 is urged by the pivot 1a to return to the standing neutral position and tilts left and right. And the position sensor 2 which detects the rotation angle of the pivot part 1a is provided, and the left-right turning switch 3a, 3b which contacts the action | operation board 1b rotated with the pivot part 1a is provided. Accordingly, when the handle part 1c of the steering lever 1 is tilted to the left and right, the position sensor 2 detects the tilt direction and the rotation angle, and the left and right turning switches 3a and 3b on the tilt side are turned on.

FIG. 2 is a control block diagram showing input / output of control signals for turning control.
The output of the position sensor 2 is sent from the analog signal input process 12 of the first controller 10 to the left / right turning control means 15 and the communication means 13. The left / right turning control means 15 inputs / outputs data between the timer count means 14 and the system abnormality detection means 16, outputs to the hydraulic control current setting means 17, the left side clutch output 18, the right side clutch output 19, A hydraulic valve current output 20 is performed. The system abnormality detection means 16 determines that there is an abnormality if there is a contradiction between the signal from the position sensor 2 and the signals from the left and right turning switches 3a and 3b received by the communication means 13.

  Outputs of the right turn switch 3 a and the left turn switch 3 b are sent from the digital signal input processing 23 of the second controller 11 to the left and right turning means 25 and the communication means 22. The left / right turning means 25 inputs / outputs data to / from the system abnormality detection means 24, and outputs to the hydraulic control current setting means 27, left side clutch output 18, right side clutch output 19, and hydraulic valve current output 20. Done.

  The first controller 10 and the second controller 11 input / output data through the respective communication means 13, 22, monitor output 21 is output from the respective system abnormality detection means 16, 24, and the system abnormality detection means 24. Then, the abnormal lamp lighting 26 is performed. The system abnormality detecting means 24 determines that an abnormality occurs if there is a contradiction between the signals of the switches 3a and 3b and the signal of the position sensor 2 received by the communication means 13.

FIG. 3 is a flowchart of the turning control.
Signals are read from the position sensor 2 and the left and right turning switches 3a and 3b, and it is determined in step S1 that the left turning switch 3b is on. If it is on (if YES), the process proceeds to step S2, and if it is not on (if NO), the process proceeds to step S7.

  In step S2, it is determined whether the right turn switch 3a is turned on. If YES, both the left turn switch 3b and the right turn switch 3a are turned on, and this actually occurs. Since there is no switch abnormality notification output is started in step S3, the process proceeds to step S7.

  If the determination in step S2 is NO, it is determined in step S4 whether the output value of the position sensor 2 is smaller than the neutral value (left turn operation). If this determination is YES, an emergency constant brake current output is performed in step S6, and the process proceeds to step S10. If the determination in step S4 is NO, it is different from the determination of the turning direction of the left and right turning switches 3a and 3b in step S1 and step S2, so controller communication abnormality is determined in step S5. When a constant brake current is output, the process proceeds to step S10. If NO, the process proceeds to step S9 as a normal state, the current corresponding to the position sensor 2 is output in step S9, the left side clutch is disconnected in step S10, and the process returns.

  In step S7, it is determined whether the output of the position sensor 2 is greater than the neutral value (right turn operation). If NO, the process proceeds to step S11. If YES, the left turn switch 3b is turned in step S1. Since it is different from the direction determination, the switch abnormality notification output is started in step S8, the current corresponding to the position sensor 2 is output in step S9, the left side clutch is disconnected in step S10, and the process returns.

  In step S11, it is determined whether the right turn switch 3a is on. If it is on (if YES), it is determined whether the left turn switch 3b in step S12 is on. If it is not on (if NO), the process proceeds to step S14 as a normal state.

  In step S12, it is determined whether the left turn switch 3b is turned on. If YES, both the right turn switch 3a and the left turn switch 3b are turned on, and such a situation does not actually occur. Therefore, switch abnormality notification output is started in step S13, and the process proceeds to step S17.

  In step S14, it is determined whether the output value of the position sensor 2 is greater than the neutral value (right turn operation). If this determination is YES, an emergency constant brake current output is performed in step S16, and the process proceeds to step S20. If the determination in step S14 is NO, controller communication abnormality is determined in step S15. If YES, the emergency braking current output is performed in step S16 to reduce the traveling speed, and the process proceeds to step S20. In S20, the left side clutch is disengaged and the process returns. If NO in step S15, the process proceeds to step S19. In step S19, a current corresponding to the position sensor 2 is output. In step S20, the left side clutch is disconnected and the process returns.

  In step S17, it is determined whether the output of the position sensor 2 is smaller than the neutral value (left turning operation). If NO, the process returns as it is. If YES, the turning direction of the right turn switch 3a in step S11. Since it is different from the determination, the switch abnormality notification output is started in step S18, the current corresponding to the position sensor 2 is output in step S19, the left side clutch is disconnected in step S20, and the process returns.

  FIG. 4 includes a relay circuit 28 that is operated by the left and right turning switches 3a and 3b and a main controller 29 by a microcomputer. Usually, the main controller 29 performs turning control, and when the main controller 29 fails, the relay circuit 28 performs turning control. It is the control block diagram which was made to do.

  The output of the position sensor 2 is sent from the analog signal input processing 30 of the main controller 29 to the left / right turning control means 33 and the system abnormality detection means 34. The left / right turning control means 33 inputs / outputs data to / from the timer count means 32, and outputs to the system abnormality detection means 34, the hydraulic control current setting means 36, the left side clutch output 18 and the right side clutch output 19. Done. A control signal is sent from the system abnormality detection means 34 to the emergency circuit cutoff means 35, and the hydraulic valve current output 20 is performed from the hydraulic control current setting means 36.

As for the outputs of the right turn switch 3a and the left turn switch 3b, detection data is sent from the digital signal input processing 31 of the main controller 29 to the system abnormality detection means 34.
In the relay circuit 28, a left turn relay 39 and a right turn relay 40 are connected to a power supply circuit 37, an alarm output relay 42 is connected, and a horn / lamp output 43 is performed. The left turn relay 39 and the right turn relay 40 perform a left side clutch output 18 and a right side clutch output 19, respectively.

A constant current transmission circuit 38 is connected to the power supply circuit 37, and a hydraulic valve current output 20 is performed via a hydraulic current relay 41.
The emergency circuit interrupting means 35 controls the left turn relay 39, the right turn relay 40 and the hydraulic current relay 41.

FIG. 5 is a control flowchart in the control block diagram.
Signals are read from the position sensor 2 and the left and right turning switches 3a and 3b, and disconnection of the position sensor 2 is determined in step S31. If it is a disconnection (if YES), the process ends as it is, and if it is not a disconnection (if NO), the process proceeds to step S32.

  In step S32, it is determined that the left turn switch 3b is on. If YES, the process proceeds to step S33, and if NO, the process proceeds to step S36. In step S33, it is determined whether the right turn switch 3a is on. If YES, switch abnormality notification output is started in step S34, and the process proceeds to step S36. If NO, the process proceeds to step S35. The switch abnormality notification output cuts off the control output from the main controller 29 and sounds a buzzer or turns on a lamp.

In step S35, it is determined whether the output value of the position sensor 2 is smaller than the neutral value (right turn operation). If YES, the process returns. If NO, the process proceeds to step S38.
In step S36, it is determined whether the output of the position sensor 2 is greater than the neutral value. If NO, the process proceeds to step S40. If YES, the switch abnormality notification output is started in step S37, and the position is determined in step S38. A current corresponding to the output of the sensor 2 is output, the left side clutch is disconnected at step S39, and the process returns.

  In step S40, it is determined whether the right turn switch 3a is on. If YES, the process proceeds to step S41, and if NO, the process proceeds to step S44. In step S41, it is determined whether the left turn switch 3b is on. If YES, switch abnormality notification output is started in step S42, and the process proceeds to step S44. If NO, the process proceeds to step S43.

In step S43, it is determined whether the output value of the position sensor 2 is larger than the neutral value (left turning operation). If YES, the process returns. If NO, the process proceeds to step S46.
In step S44, it is determined whether the output of the position sensor 2 is smaller than the neutral value. If NO, the process returns. If YES, the switch abnormality notification output is started in step S45, and the position sensor 2 is output in step S46. A current corresponding to the output is output, and in step S47, the right side clutch is disconnected and the process returns.

FIG. 6 is a block diagram of a turning control of an embodiment in which a right turning switch 59 and a left turning switch 60 are provided separately from the steering lever 1.
The outputs of the right turn switch 59 and the left turn switch 60, the on / off signal of the cutting / clipping clutch lever switch 45, and the on / off signal of the auxiliary shift high position switch 46 are turned left and right from the digital signal input processing 49 of the controller 58. Detection data is sent to the control means 53 and the timer count means 52.

The output of the position sensor 2 is sent from the analog signal input process 50 of the controller 58 to the timer count means 52.
Detection data of the vehicle speed detection rotation detection sensor 47 and the engine rotation detection rotation detection sensor 48 are input to the left / right turning control means 53 via the pulse signal input processing 51.

  The left / right turning control means 53 inputs / outputs data to / from the timer count means 52, and outputs to the hydraulic control current setting means 54, a left side clutch output 55, and a right side clutch output 56. A hydraulic valve current output 57 is performed from the hydraulic control current setting means 54.

FIG. 7 is a flowchart of control using the turning control block diagram of the other embodiment.
The data signals of the sensors and switches such as the position sensor 2, the right turn switch 59 and the left turn switch 60 are read. In step S50, the operation to the left side of the position sensor 2 is determined. If YES, the process proceeds to step S51. If NO, the process moves to step S54. In step S51, it is determined whether the left turning switch 60 has been kept on for a predetermined time or more. If YES, the process proceeds to step S52. If NO, the power steering instruction hydraulic current value is set in step S53, and the process proceeds to step S66. In step S52, it is determined whether the power steering instruction current value is larger than the hydraulic control output value by the left turn switch 60. If YES, the process proceeds to step S53, and if NO, the process proceeds to step S58.

  In step S54, an operation to the right side of the position sensor 2 is determined. If YES, the process proceeds to step S55, and if NO, the process proceeds to step S58. In step S55, it is determined whether the right turn switch 59 has been kept on for a predetermined time or more. If YES, the process proceeds to step S56. If NO, the power steering instruction hydraulic current value is set in step S57, and the process proceeds to step S75. In step S56, it is determined whether the power steering instruction current value is larger than the hydraulic control output value by the right turn switch 59. If YES, the process proceeds to step S57, and if NO, the process proceeds to step S67.

  In step S58, it is determined whether the on-time-up of the left turn switch 60 is up. If NO, the one-shot hydraulic current value is set in step S59, the process proceeds to step S66, and if YES, the process proceeds to step S60.

  In step S60, it is determined whether the left turn switch 60 is on. If YES, the left turn switch on monitoring timer is initialized in step S61, and the process proceeds to step S62. If NO, the process proceeds to step S63.

  In step S63, it is determined whether the left turn switch on monitoring timer is up. If YES, the process proceeds to step S67. If NO, the left turn on timer is set in step S64 and the process returns.

  In step S62, it is determined whether the left turn stop time has elapsed. If NO, a constant hydraulic current value is set in step S65, a left side clutch disengagement set and hydraulic circuit output activation are performed in step S66, and the process returns. If YES, the process moves to step S67.

  In step S67, it is determined whether the right turn-on timer is up. If NO, the one-shot hydraulic current value is set in step S68, the right side clutch disengagement set and hydraulic circuit output activation are performed in step S75, and the process returns. . If YES, the process moves to step S69.

  In step S69, it is determined whether the right turn switch is on. If YES, the right turn switch on monitoring timer is initialized in step S70, and the process proceeds to step S71. If NO, the process moves to step S72.

  In step S72, it is determined that the clockwise turn-on monitoring timer is up, and if YES, the process returns. If NO, a right turn on timer is set in step S73 and the process returns.

  In step S71, it is determined whether the right turn has stopped, and if NO, a constant hydraulic current value is set in step S74, a right side clutch disengagement set and hydraulic circuit output activation is performed in step S75, and the process returns.

  In the above control, the turning force can be adjusted by the on-time of the right turning switch 59 and the left turning switch 60, and the turning can be continued without being tilted left and right like the steering lever. Further, when the left and right turning switches 59 and 60 are kept on for a predetermined time or longer, the traveling is stopped. Further, when the steering lever is operated during turning with the left and right turning switches 59 and 60, priority is given to an operation instruction such as a turning output request of the steering lever.

FIG. 8 is a flowchart showing another embodiment of the turning control.
The position sensor 2 and data signals of the switches such as the turning switches 59 and 60 are read, and the operation to the left side of the position sensor 2 is determined in step S80. If YES, the left side clutch is disengaged in step S81. The process proceeds to step S84, and if NO, the process proceeds to step S82.

  In step S82, the right side operation of the position sensor 2 is determined. If YES, the right side clutch is disengaged in step S83, the process proceeds to step S84, and if NO, the process returns.

  In step S84, it is determined whether the mowing clutch is engaged. If YES, it is determined whether the sub-shift in step S85 is the high side position. If NO, it is determined whether the left turn switch is ON in step S86. It is determined in step S87 that the right turn switch is on. If YES, a constant hydraulic current value is set in step S89 and the process returns.

  Whether step S84 is NO, step S85 is YES, or step S87 is NO, the power steering instruction voltage current value is set in step S88 and the process returns. If “YES” in the step S86, the process shifts to a step S89 to set a constant hydraulic current value and returns.

  In the above control, when one of the left and right turning switches 59 and 60 is turned on in addition to the operation of the steering lever, the power steering instruction voltage current value is determined under the condition that the detachment clutch is not engaged or the sub-shift is in the high side position. The setting, that is, the turning force is strengthened, and the constant hydraulic current value set, that is, the turning output is controlled to be constant under the condition that the sub-shift is not in the high side position by the engagement of the cutting / clipping clutch, and is suitable for turning in the wet field.

  As other turning control, when the culm sensor for detecting the conveyance of the chopped cereal is turned off, the reaper is lifted when traveling for a certain distance (for example, 30 cm), or the reaping is finished after traveling and traveling for a certain distance (for example, 3 m). It is also possible to control the lower part of the vehicle to move down or to complete a certain distance after a turn and to make a spin turn or a mild turn. Note that the control for lowering the mowing unit after traveling for a certain distance after the turn is completed is provided with a switch for turning this control on and off so that the operator can select control execution. Further, the switch for turning on / off this control may be associated with a wetland switch. Further, when the cedar sensor is turned off, when the vehicle travels for a certain distance, the cutting unit may be raised, and at the same time, the traveling speed may be reduced by 20% to reduce the wind of the tang and open the sorting sheave to reduce the output of the combine.

It is a front view of a steering lever. It is a control block diagram of turning control. It is a control flowchart figure of turning control. It is a turning control block diagram of another example. It is a turning control flowchart figure of another Example. It is a turning control block diagram of another example. It is a turning control flowchart figure of the said Example. It is a turning control flowchart figure of another Example.

Explanation of symbols

1 Steering lever 2 Position sensor 3a Right turn switch 3b Left turn switch

Claims (1)

A position sensor (2) for detecting the left / right tilt angle of the steering lever (1), and a left / right turning switch (3a, 3b) for detecting the left / right tilt state of the steering lever (1) separately from the position sensor (2). ), And when the detected values of the position sensor (2) and the turning switches (3a, 3b) do not coincide with each other, it is determined as a failure, and a warning or travel stop is executed. apparatus.

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