JP2010104287A - Working vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To enable sensitivity adjustment to be easily carried out without increasing a switch for adjusting the sensitivity in a tractor capable of carrying out a plurality of automatic controls. <P>SOLUTION: The working vehicle is constituted so that the tractor equipped with a plurality of automatic control switches can be shifted to a sensitivity-adjusting mode by the simultaneous operation of each kind of automatic control-corresponding switches (a deceleration switch 220, an auto-rotary-switching switch 224, an auto-lifting switch 225, auto-acceleration switch 226, a backup switch 227 and a horizontal switching switch 239) for carrying out the starting of the automatic control, and another different adjusting switch 237, and the control sensitivity can be changed by switches 232, 233 constituted by a different pair. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a tractor that is an agricultural machine. In particular, the present invention relates to an automatic control sensitivity adjustment device that adjusts the sensitivity of various automatic controls.

  In the work vehicle, various automatic controls are performed, and the sensitivity of the automatic control can be changed according to the field conditions and the preference of the operator. For example, Japanese Patent Application Laid-Open No. 2003-61406 describes automatic horizontal control of a work implement mounted on a tractor, and changes to five types of output ratio characteristics by setting the mode changeover switch of the automatic lift control device to the sensitivity changeover mode. I am trying to do it.

Japanese Patent Laid-Open No. 8-103104 discloses that the sensitivity of automatic tilling control in a tractor tilling device can be adjusted by a sensitivity adjustment switch provided on a side panel.
JP 2003-61406 A JP-A-8-103104

  The sensitivity adjustment in the above-mentioned automatic control is performed by a sensitivity adjustment switch provided corresponding to the automatic control. However, the sensitivity corresponding to each automatic control in the work vehicle capable of performing various types of automatic control. Providing the adjustment switch increases the manufacturing cost and makes the operation of adjusting the sensitivity troublesome.

  Accordingly, an object of the present invention is to make it possible to easily perform sensitivity adjustment without increasing the number of switches for sensitivity adjustment in a work vehicle capable of performing various types of automatic control.

The problems of the present invention are solved by the following technical means.
According to the first aspect of the present invention, in a tractor provided with a plurality of automatic control switches, various automatic control compatible switches for starting automatic control (Decera switch 220, auto rotary switch 224, auto lift switch 225, auto accelerator switch 226, backup switch 227, horizontal changeover switch 239) and another adjustment switch 237 simultaneously shift to the sensitivity adjustment mode, and the control sensitivity can be changed by switches 232 and 233 comprising another pair. This is a working vehicle characterized by the above.

  With this configuration, for example, when the sensitivity of the horizontal automatic control is changed, the sensitivity adjustment mode in which the sensitivity of the horizontal control is adjusted by pressing the adjustment switch 237 after pressing the horizontal changeover switch 239 or at the same time. Then, the control sensitivity is changed by the switches 232 and 233 constituted by another pair.

  According to a second aspect of the present invention, a travel shift increase switch 33 and a travel shift decrease switch 34 that perform a shift of the traveling speed of the tractor can be used in place of the pair of switches 232 and 233. The work vehicle according to claim 1 is provided.

  With this configuration, a travel shift increase switch 33 and a travel shift decrease switch 34 that perform a travel speed shift of the tractor are used in place of the pair of switches 232 and 233. That is, after entering the sensitivity adjustment mode, the travel shift increase switch 33 is pressed to sharpen the sensitivity, and the travel shift decrease switch 34 is pressed to decrease the sensitivity.

  According to the first aspect of the present invention, even if there are a plurality of automatic control targets as described above, the sensitivity adjustment target is easy to understand, and all automatic control is set to the sensitivity adjustment mode by the adjustment switch 237, and another pair of automatic control targets is set. Since the sensitivity adjustment is performed by the switches 232 and 233 configured as described above, there is an effect that adjustment is easy with fewer switches.

  According to the second aspect of the present invention, the traveling shift increase switch 33 and the traveling shift decrease switch 34 for performing the traveling speed shift of the tractor are used instead of the pair of switches 232 and 233. The switches are simplified by using this switch. Further, since the traveling shift increase switch 33 and the traveling shift decrease switch 34 are configured as a pair, they are easy to use for adjustment and easy to operate.

Embodiments of the present invention will be described below with reference to the drawings.
FIG. 1 shows a tractor 1 as a work vehicle in which the present invention is implemented.
The tractor 1 has an engine 2 mounted in a bonnet at the front of the airframe, transmits the rotational power of the engine 2 to a transmission in the transmission case 3, and the rotational power reduced by the transmission is transmitted to the front wheels 4 and the rear wheels 5. To tell. The area around the cockpit 6 on the fuselage is covered with a cabin 7. This engine 2 is a common rail type diesel engine, and is controlled so that the cell motor is rotated until a complete explosion occurs and rotation is stabilized when the engine key is turned once at the start.

  As shown in FIGS. 2 and 3, a steering handle 8 is erected on the front side of the cockpit 6 inside the cabin 7, and a forward / reverse lever 9 is provided on the lower right side thereof. On the left side of the cockpit 6, a parking brake lever 10 and a first PTO transmission lever 11 and a second PTO transmission lever 12 for shifting the PTO shaft that outputs power to the work implement are arranged.

  The lower floor of the steering handle 8 is provided with a left brake pedal 56 that brakes the left and right front and rear wheels 4 and 5, a right brake pedal 57, and an all brake pedal 58 that brakes all the wheels at once. An accelerator pedal 13 is provided for controlling the rotation. This accelerator pedal 13 is used to adjust the traveling speed.

  When the left brake pedal 56 and the right brake pedal 57 are depressed simultaneously, the brake is applied and the main gear shift stage is shifted to the low speed side to cause the engine brake to act. Further, when the left brake pedal 56 and the right brake pedal 57 are depressed more than a predetermined limit depression amount, the engine speed is decreased and the forward / reverse switching clutch 101 and the high / low speed switching clutch 107 are made neutral and the front and rear wheels 4, 5 The power transmission to the PTO and the power transmission to the PTO output shaft may be cut off. At this time, if the left brake pedal 56 and the right brake pedal 57 are depressed and restored, the engine rotation is restored, and the power transmission to the front and rear wheels 4 and 5 and the power transmission to the PTO output shaft are restored. Try to release the brake.

  A front panel 14 on which a meter panel 72 (FIG. 5) for displaying the traveling speed and an operation panel 73 (FIG. 5) for displaying the usage status of the work implement are provided on the front side of the steering handle 8.

  When the throttle lever 15 is erected on the right side of the cockpit 6 and is tilted forward from the foremost idling position, the rotation of the engine 2 increases. The throttle lever 15 is used to set the engine speed during operation. Reference numeral 16 denotes a seesaw-type first engine rotation storage switch. When the switch is tilted upward, the first stored rotational speed is obtained. When the switch is tilted downward, the second stored rotational speed is obtained. When the finger is released, the position returns to the neutral position. Reference numeral 17 denotes a seesaw-type second engine rotation storage switch. When the switch is tilted upward, the rotational speed increases. When the switch is tilted downward, the rotational speed decreases, and the rotational speed when the switch is released is stored. The rotation speed of the engine 2 is set by turning the first engine rotation storage switch 16 upward or downward and tilting the second engine rotation storage switch 17 upward or downward to increase or decrease the rotation speed. , 17 is released, the speed at that time is stored as the set speed of the first engine speed storage switch 16.

  Next to the throttle lever 15, an auxiliary transmission lever 18 is erected. The sub-shift lever 18 has three speeds of low speed, medium speed, and high speed and a shift position for traveling on the road. -Shifts at a high speed and the main shift can be shifted to eight stages, and at the road running position, the main gear can be shifted using a gear stage with three or more speeds at a high speed and the speed is suitable for road driving.

  The main shift is a combination of high and low two-speed shifts by hydraulic control, as in the case of four-speed shifts by hydraulic control, and has a total of eight shift stages. The average vehicle speed by these shift stages is the low / medium of the sub-shift lever 18. Combined with high speed and high speed, there are a total of 24 shift stages. The shift stage of the main shift is changed by a travel shift increase switch 33 and a travel shift decrease switch 34 which will be described later.

  Reference numerals 19 and 20 are sub-control levers for taking out external hydraulic pressure, and are used when hydraulic oil is supplied to a hydraulic cylinder or the like of the working machine. 21 and 22 are spare sub-control lever mounting grooves. 23 is a draft ratio adjustment dial, which turns to the left when turned to the position side, reduces the amount of change in the working machine's lifting with respect to the load, reduces the tilling depth, and conversely turns to the right to become the draft side. The amount of change in the lifting and lowering of the work implement with respect to increases the plowing depth.

  Reference numeral 24 denotes a lifting adjustment dial. When the dial 24 is turned counterclockwise, the rising height of the three-point link is lowered. Depending on the working machine, when it is raised to the highest level, when it hits the tractor body or when it is more efficient to continue the work if it is not raised too much, adjustment is made with this raising adjustment dial 24. Reference numeral 25 denotes an inclination adjustment dial. When the dial is turned counterclockwise, the work implement is raised to the right, and conversely, when the knob is turned right, the work implement is lowered.

  26 is a four-WD changeover switch, which has a travel loader, a super full turn, and a two-WD turn position, and the travel loader automatically switches to four WD when it becomes a muddy, steep hill or uneven road, usually with two WD, Even if the brake is applied or stopped during operation, the state becomes four WD. Two-WD is a rear-wheel two-wheel drive, and four-WD is a front-rear four-wheel drive. In the super full turn, the speed of the front wheel is increased by turning at the 4WD, and quick turning is possible, and in the 2WD turn, the driving of the front wheel is removed by turning at the 4WD and the rear wheel is turned by one brake. Quick and smooth turn in hard fields.

  Reference numeral 27 denotes a horizontal cylinder raising / lowering switch which can move the horizontal cylinder of the three-point link and is used for attaching / detaching the work machine. Reference numeral 28 denotes a PTO switch. When the switch is pushed and turned to the right, the PTO clutch is engaged. Reference numeral 29 denotes a PTO automatic switch, which is manually operated when turned to the left and the PTO shaft is always rotated when the PTO clutch is engaged, and is automatically turned when turned to the right and stops rotating when the travel clutch is stepped on or the three-point link is raised. This PTO automatic switch 29 is mainly used during paddy field work.

Reference numeral 30 denotes a diff lock switch. When it is pushed outward once, it becomes diff lock, and when it is pushed outward again, the diff lock is released. It cannot be pushed inward, but switches each time it is pushed outward.
31 is a working machine raising / lowering lever, the front side descends and the rear side rises. Reference numeral 32 denotes a work implement lifting switch, which is raised to the uppermost position set by the raising adjustment dial 24 by pushing the rear side once, and lowered to the position set by the work implement raising / lowering lever 31 when the front side is pushed once.

  Reference numeral 33 denotes a travel shift increase switch, 34 a travel shift decrease switch, and a switch for setting a start shift stage. Each time the travel shift increase switch 33 is pressed once, the start shift stage is shifted up, and the travel shift decrease switch 34 is set to 1. Every time the switch is pressed, the starting gear is shifted down. The travel shift increase switch 33 and the travel shift decrease switch 34 change the start shift stage up and down in the same manner when the sub-shift lever 18 is driven on the road and the sub-shift is at a high speed and the main shift is at the third speed. To do.

Reference numeral 36 denotes a switch box. When the lid is opened, various adjustment switches shown in FIG. 3 are arranged.
In the switch box 36 shown in FIG. 3, reference numeral 37 denotes a work machine ascent / descent monitor lamp which is lit and displayed when the work machine is raised and lowered. Reference numeral 38 denotes an AT shift sensitivity dial which changes the sensitivity for increasing or decreasing the vehicle speed when the AT shift work switch 42 is pressed to perform automatic shifting.

  No. 39 is a descent speed dial that adjusts the descent speed of the work implement. When it is turned to the right, the work implement descends quickly, so it is used for light work implements. Conversely, turning it counterclockwise lowers the work implement slowly, so it is heavy. Used for work machines.

Reference numeral 40 denotes a travel brake adjustment dial, which adjusts the degree of application of the turning brake that acts when the auto brake on / off switch 48 is turned on.
The AT shift road switch 41 automatically shifts the main shift when traveling on the road, that is, the sub-shift is at a high speed, and the AT shift work switch 42 automatically shifts the main shift when traveling, that is, the sub-shift is at the middle / low speed, When the switch is turned on, the main shift is automatically shifted to the shift stage that has been used the longest last time according to the shift position of the sub shift lever 18, and when it is turned off, it is arbitrarily set according to the shift position of the sub shift lever 18 The gear shifts to the main gear.

  43 is a connection sensitivity shift switch for the main shift, which changes the connection feeling when the main shift is shifted, and when the switch is turned on, the monitor is turned on and a gentle shift is performed. When the connection sensitivity shift switch 43 is turned off and a traction system such as a plow is operated, the shift connection time of the main transmission is shortened, and the operation can be performed lightly.

  44 is a connection sensitivity PTO switch, which has a rotary, pasture 1 and pasture 2; when it is set to rotary, the connection of PTO becomes faster, and the rotary immediately turns with a rotational force that does not lose the resistance of soil. When it is set to 2, the connection of PTO becomes loose and it is used with pasture work machines and snow blowers.

45 is a horizontal sensitivity switch, and the operation sensitivity of the automatic horizontal control device of the work machine changes. When the switch is pressed, the movement of the automatic horizontal control becomes slow, and when the switch is pressed again, it returns to the original state.
46 is a backup on / off switch, and when it is turned on, the work machine is automatically raised when the vehicle moves backward. 47 is an auto lift on / off switch, and when the handle is turned on, the work machine is automatically raised. 48 is an auto brake on / off switch, and when it is turned on and the handle is turned, only the rear wheel inside the turn is automatically braked.

  49 is a horizontal changeover switch. When the level is automatically leveled, the level of the work machine is automatically maintained by the level sensor. When the level is set manually, the tilt adjustment dial 25 can be adjusted. Is always kept parallel, and when tilted, the three-point link is held at a constant tilt angle with respect to the ground.

Reference numeral 50 denotes a 3P changeover switch, which performs control changeover selection based on the lift cylinder mounting position to the three-point link.
Reference numeral 51 denotes an auto accelerator switch. When the work machine is raised in the on state, the engine speed decreases to 1700 rpm.

  An adjustment switch panel 246 is provided on the side of the cockpit 6 below the switch box 36. The adjustment switch panel 246 is covered with a cover so as not to stand out. When the cover is opened, the switches shown in FIG. 6, FIG. 7 or FIG. 8 are arranged. 6, 7, and 8 are different from each other in the embodiment.

  The adjustment switch 237 is a switch for entering the fine adjustment mode. The sensitivity increase switch 232 sharpens the sensitivity and the sensitivity decrease switch 233 decreases the sensitivity. The five adjustment level lamps 236 are lined up to display the adjustment level. . The initial setting is (2 lights up from the bottom, the third blinks). When the sensitivity lowering switch 233 is pressed once, only the third one from the bottom lights up and the one-step sensitivity is lowered. If you press it again, the second one from the bottom flashes and the sensitivity is lowered by one step. Conversely, to increase the sensitivity, pressing the sensitivity increase switch 232 once from the initial setting increases the first step by turning on the third switch from the bottom, and pressing the sensitivity increase switch 232 further increases the sensitivity from the bottom. The sensitivity is increased by flashing. Then, the one-step sensitivity change is for two steps when changing by the microcomputer checker.

  To initialize the adjustment value, when the adjustment switch 237 is pressed while both the sensitivity lowering switch 233 and the sensitivity increasing switch 232 are pressed while entering the adjustment mode, the adjustment value of the automatic control in the adjustment mode is changed. Change to the initial value.

  The adjustment ends when the adjustment switch 237 is pressed for a long time. At this timing, the adjustment value is written into the storage circuit. However, if the engine is stopped as it is, writing cannot be performed.

Specific fine adjustment of sensitivity is performed as follows.
When the auto lift switch 225 and the adjustment switch 237 are pressed and held down, the forward / reverse advancement can be finely adjusted. The forward / reverse selection is performed by the forward / reverse lever 9, and when the forward / reverse lever 9 is neutral, both are finely adjusted.

  When the auto accelerator switch 226 and the adjustment switch 237 are pressed and held, the pedal can be finely adjusted. The forward / reverse selection is performed by the forward / reverse lever 9, and when the forward / reverse lever 9 is neutral, both are finely adjusted. 9, 10 and 11 are examples of adjusting the clutch pedal characteristics.

  When the backup switch 227 and the adjustment switch 237 are pressed and held, fine adjustment of the shift can be performed, and the acceleration adjustment is performed during forward movement, the deceleration adjustment is performed during backward movement, and the acceleration / deceleration adjustment is performed during neutral.

  When the deceler switch 220 and the adjustment switch 237 are pressed and held, the decera position can be adjusted, and the currently set lift arm position is changed to the decera point. The “decerer control” is a control for lowering the work implement, and is a control that lowers the work machine near the target position (decera point) at a high speed and thereafter approaches the target position at a low speed.

Up to this point, when a control target switch such as the autolift switch 225 is pressed, a display lamp provided on the side of the switch is turned on to indicate what control is being adjusted.
When the auto rotary selector switch 224 and the adjustment switch 237 are pressed and held, the auto rotary dead zone is adjusted.

Press the auto rotary selector switch 224 to turn on the indicator lamp of the control to be adjusted, and press and hold the adjustment switch 237 while keeping the auto rotary selector switch 224 pressed.
Auto rotary 1 (221) is the dead zone adjustment of auto rotary 1, Auto rotary 2 (222) is the dead zone adjustment of auto rotary 2, Load auto 223 is the adjustment of lifting speed with load auto, ") Adjusts the speed of raising the position, and if the position is operated with the down switch pressed, the speed of lowering is adjusted.

By long pressing the horizontal changeover switch 239 and the adjustment switch 237, the horizontal control of the work implement is finely adjusted.
The control display lamp to be adjusted is turned on by pressing the horizontal switch 239, and the adjustment switch 237 is pressed and held while the horizontal switch 239 is being pressed.

  Automatic horizontal 1 (241) is a pulse area change of automatic horizontal 1, automatic horizontal 2 (242) is a pulse area change of automatic horizontal 2, manual 243 is a reverse output delay change of automatic horizontal 1, and parallel 244 is automatic horizontal By changing the opposite output delay of 2, the slope 245 changes the factor that changes the responsiveness of the slope.

  If the function related to the function of the adjustment switch 237 is present in the switch box 36, the function in the switch box 36 is deleted, but is left as a backup in case of failure of the switches. Also good.

FIG. 4 is a diagram showing a driving force transmission mechanism, and a power transmission configuration from the engine 2 to the front wheels 4 and the rear wheels 5 will be described.
A first gear 111 is fixed to an input shaft 110 directly connected to an output shaft of the engine 2 and a forward / reverse switching clutch 101 is mounted.

  One second gear 112 of the forward / reverse switching clutch 101 meshes with a third gear 114 fixed to the first transmission shaft 113 and decelerates, and the other fourth gear 115 of the forward / reverse switching clutch 101 is connected via a counter gear 117. The power is transmitted in reverse by meshing with the fifth gear 118 fixed to the first transmission shaft 113. That is, when the forward / reverse switching clutch 101 is placed (connected) on the second gear 112 side, the rotation of the input shaft 110 is transmitted in the reverse direction to the first transmission shaft 113, and when it is placed on the fourth gear 115 side, The rotation is transmitted to the first transmission shaft 113 in the forward direction, and the neutral state away from both the second gear 112 and the fourth gear 115 is the main clutch disengaged state where the power transmission is cut off. The clutch disengaged state can be maintained.

  A first speed / three-speed switching first transmission clutch 102 and a second speed / four-speed switching second transmission clutch 103 are mounted on the first transmission shaft 113 on the lower transmission side of the forward / reverse switching clutch 101. That is, the first clutch gear 120 and the second clutch gear 122 of the first transmission clutch 102 are engaged with the third clutch gear 121 and the fourth clutch gear 123 fixed to the second counter shaft 119, and are decelerated for the first speed or the third speed. The rotation of the first transmission shaft 113 is transmitted to the second counter shaft 119 with a slight increase in speed. Further, the fifth clutch gear 124 and the sixth clutch gear 126 of the second transmission clutch 103 are engaged with the seventh clutch gear 125 and the eighth clutch gear 127 fixed to the second counter shaft 119, and are slightly increased for the second speed. The speed of the first speed change shaft 113 is transmitted to the second countershaft 119 by greatly increasing the speed for the fourth speed.

  A third counter shaft 129 is connected to the lower transmission side of the second counter shaft 119 by a coupling 128 to transmit the rotation as it is. A small gear 130 and a large gear 131 are fixed to the third counter shaft 129. The small gear 130 and the large gear 131 are engaged with the clutch large gear 133 and the clutch small gear 134 of the high / low speed switching clutch 107 mounted on the second transmission shaft 132, respectively, and the third counter shaft 129 rotates at a high speed or a low speed. It is transmitted to the two speed change shaft 132.

  The sixth gear 136 is fixed to the lower transmission side end portion of the second transmission shaft 132, and the sixth gear 136 and the large gear portion 138 of the large and small gear 152 pivotally supported by the third drive shaft 143 are engaged with each other. Is decelerating.

  The small gear portion 139 of the large and small gears 152 meshes with the seventh gear 137 of the double auxiliary transmission clutch 135 that is pivotally supported by the bevel gear shaft 142 and is transmitted at a reduced speed. Further, the eighth gear 141 provided integrally with the seventh gear 137 is engaged with the second large gear 144 fixed to the fifth counter shaft 216 for transmission at a reduced speed.

  A second small gear 145 is further fixed to the fifth counter shaft 216, and the second small gear 145 meshes with the third large gear 140 of the bevel gear shaft 142 to further reduce the transmission. Accordingly, the rotation of the second transmission shaft 132 is the sixth gear 136 → the large gear portion 138 → the small gear portion 139 → the seventh gear 137 → the eighth gear 141 → the second large gear 144 → the second small gear 145 → the third large gear. The gear 140 is transmitted while being sequentially decelerated.

  When the first shifter 217 and the second shifter 218 of the double sub-shift clutch 135 are slidably engaged with the bevel gear shaft 142 in the axial direction, and the first shifter 217 is slid to the seventh gear 137 side and engaged. When the rotation of the seventh gear 137 is transmitted to the bevel gear shaft 142 and the second shifter 218 slides and engages with the eighth gear 141 side, the rotation of the eighth gear 141 is transmitted to the bevel gear shaft 142 and is sequentially decelerated to bevel gear shaft. 142 will rotate at a low speed.

  The rotation of the bevel gear shaft 142 is transmitted to the differential gear 219 via the first bevel gear 148 and the second bevel gear 149, and is transmitted from the differential gear 219 to the rear wheel 5 via the axle 150 and the planetary gear 151.

  To summarize the above description, the rotation of the input shaft 110 is first switched to forward rotation or reverse rotation by the forward / reverse switching clutch 101, and the first speed / three-speed switching first shift clutch 102 and the second / fourth-speed switching first gear 102 are switched. The gears are shifted to the fourth speed by the two-speed clutch 103, are shifted to the second speed by the high / low speed switching clutch 107, are further shifted to the third speed by the double sub-transmission clutch 135, and are transmitted to the bevel gear shaft 142. That is, the rotation of the input shaft 110 is shifted to 4 × 2 × 3 = 24 speeds and transmitted to the axle 150.

  Driving force transmission to the front wheels 4 is performed as follows. The ninth gear 147 is fixed to the bevel gear shaft 142, the ninth gear 147 is meshed with the relay gear 190, and further meshed with the tenth gear 146 fixed to the third drive shaft 143 to drive the third drive shaft 143. The third drive shaft 143 is connected by a second coupling 170 to a transmission shaft 160 to which a front wheel speed increasing clutch 163 is attached. The eleventh gear 167 and the twelfth gear 168 of the front wheel speed increasing clutch 163 are engaged with the thirteenth gear 165 and the fourteenth gear 166 fixed to the seventh counter shaft 164, so that the front wheel speed increases from the normal front wheel drive. To switch to. When the front wheel acceleration clutch 163 is neutral, the driving of the front wheels 4 is cut off and only the rear wheels are driven.

  The seventh counter shaft 164 is connected to the front wheel drive shaft 169 by a third coupling 191, and is further connected to the front wheel drive bevel shaft 171 by a fourth coupling 192, an extension shaft 194 and a fifth coupling 193.

  The power of the front wheel drive bevel shaft 171 is as follows: front first bevel gear 172, front second bevel gear 173, front differential gear 174, front third bevel gear 175, front fourth bevel gear 176, vertical shaft 177, front fifth bevel gear 178, front sixth The front wheel 4 is driven via the bevel gear 179 and the front planetary gear 180.

  FIG. 12 shows a protruding portion from the transmission case 255 of the auxiliary transmission shift shaft 250 for shifting the double auxiliary transmission clutch 135. The auxiliary transmission shift shaft 250 is supported by a first thrust bearing 252 attached to the transmission case 255 and a second thrust bearing 251 supported by a bracket 254 attached to the transmission case 255 so as to be able to rotate and slide in the axial direction. A shift arm 253 protruding from the auxiliary transmission shift shaft 250 is connected to the auxiliary transmission lever 18 by a link or the like.

13 and 14 show a manufacturing method that reduces the cost of the spool that acts on the oil passage switching of the hydraulic switching valve.
In FIG. 13, in order to close the oil passage of the first spool 260, a plug 261 having a first groove 263 is inserted into the hole of the first spool 260, and the hole tube portion 264 is pressed from the A direction to press the hole tube portion 264. This is a manufacturing method in which the first groove 263 is caulked to seal the meat. Examples of electromagnetic switching valves made by this manufacturing method are shown in FIGS.

  In FIG. 14, a second groove 267 is formed in the step portion of the second spool 265, the collar 266 is externally fitted, pressed from the B direction, and meat is digged into the second groove 267.鍔 266 is integrated.

Next, the flow of the control signal will be described with reference to the control block diagram of FIG.
First, the engine controller 60 receives the exhaust temperature from the engine exhaust temperature sensor 61, the engine speed from the engine rotation sensor 62, the engine lubricating oil pressure from the engine oil pressure sensor 63, and the engine water temperature sensor 64. The temperature of the cooling water enters, the pressure of the common rail enters from the rail pressure sensor 55, a drive signal is output to the fuel high-pressure pump 66, and a fuel supply adjustment control signal is output to the high-pressure injector 65.

  Next, the work implement elevating controller 67 includes an operation signal of the work implement elevating sensor 59 provided on the work implement elevating lever 31, an elevating signal of the lift arm sensor 68, a raising position restriction signal of the raising adjustment dial 24, and a lowering speed dial 39. A descent speed setting signal is input, and a work implement elevating signal is output to the main ascending solenoid 69 and the main descent solenoid 70 to operate the work implement elevating cylinder 71.

  The engine controller 60, the work implement elevating controller 67, and a travel system controller 87, which will be described later, communicate with each other, and the engine panel, the elevating state of the work implement, the travel speed of the travel device, and the like are displayed on the meter panel 72. The operation position of each lever and pedal is displayed on the panel 73.

  The traveling system controller 87 receives clutch input signals from the shift 1 clutch pressure sensor 74, the shift 2 clutch pressure sensor 75, the shift 3 clutch pressure sensor 76, and the shift 4 clutch pressure sensor 77, respectively, and the high speed clutch pressure sensor 78 and the low speed clutch. The clutch engagement signals are input from the pressure sensor 79, the forward clutch pressure sensor 80, and the reverse clutch pressure sensor 81, and the shift operation position signals are input from the forward / reverse lever operation position sensor 82 and the auxiliary shift lever operation position sensor 83, The temperature of the mission oil is input from the oil temperature sensor 85, the brake pedal depression signal is input from the brake pedal operation position sensor 86, the mode switching signal is input from the accelerator mode designation switch 84, and the front wheel break angle sensor 100 is input. Turn angle of front wheel 4 enters Then, a front wheel drive on / off signal is input from the front wheel drive changeover switch 106, a rotation speed is input from the rear wheel drive shaft rotation sensor 104 and the front wheel drive shaft rotation sensor 105, and a travel shift increase switch 33 and a travel shift decrease switch are input. 34, a set gear stage signal is input, an upper / lower limit engine speed is input from an accelerator upper limit change switch 52 and an accelerator lower limit change switch 53, an accelerator instruction signal is input from an accelerator sensor 54 of the throttle lever 15, and a check switch A check signal is input from 99.

Further, an ON / OFF signal is input to the traveling system controller 87 from the AT shift road switch 41 and the AT shift work switch 42.
As for the output from the travel system controller 87, the switching signal of the forward / reverse switching clutch 101 is output to the forward / reverse switching solenoid 88, and the hydraulic relief pressure adjustment signal for driving the forward / reverse switching solenoid 88 is output to the linear boost solenoid 89. The clutch engagement shock is reduced, an on / off signal is output to the clutch solenoid 90, and the first to third switching solenoid 91 of the hydraulic cylinder that drives the first speed / three-speed switching first shift clutch 102 is driven to the first or third speed. A high-speed input signal is output, and a hydraulic relief pressure adjustment signal for driving the first-speed / third-speed clutch is output to the shift 1-3 boost solenoid 92 to reduce the shock of clutch connection, and for two-speed / four-speed switching A second or fourth speed on signal is output to the shift 2-4 switching solenoid 93 of the hydraulic cylinder that drives the second shift clutch 103, and the shift 2-4 boost solenoid A high-speed clutch switching solenoid 95 that operates a hydraulic cylinder that drives the high / low-speed switching clutch 107 by outputting a relief pressure adjustment signal for hydraulic pressure that drives the second / fourth speed clutch to the id 94 to reduce the shock of clutch connection; The low speed clutch switching solenoid 96 outputs a high speed clutch input signal and a low speed clutch input signal.

  Further, the traveling system controller 87 outputs a front wheel drive switching clutch switching signal to the front wheel acceleration 4WD solenoid 97 and the front wheel constant speed 4WD solenoid 98 of the hydraulic cylinder that drives the front wheel acceleration clutch 163.

It is a whole side view of a tractor of a present Example. It is an expansion perspective view around the cockpit of a tractor. It is a front view of a switch box. It is a power transmission diagram of a mission case. It is a block diagram of control. It is a front view of an adjustment switch panel. It is a front view of another Example adjustment switch panel. Furthermore, it is a front view of another Example adjustment switch panel. It is a current characteristic figure of a proportional pressure control valve. It is an adjustment figure of a clutch pedal characteristic. It is an adjustment figure of another Example clutch pedal characteristic. It is a sectional side view of an auxiliary transmission shift shaft. It is a partially expanded sectional view of the spool of a hydraulic valve. It is a partially expanded sectional view of the spool of another Example hydraulic valve. It is a sectional side view of a hydraulic switching valve. It is a sectional side view of another Example oil pressure switching valve.

Explanation of symbols

33 Travel shift up switch 34 Travel shift down switch 220 Decera switch (switches for various automatic controls)
224 Auto rotary selector switch (Various automatic control switches)
225 Auto lift switch (switches for various automatic controls)
226 Auto accelerator switch (switches for various automatic controls)
227 Backup switch (various automatic control compatible switches)
237 Adjustment switch 232 Sensitivity increase switch 233 Sensitivity decrease switch 239 Horizontal selection switch

Claims (2)

  In a tractor provided with a plurality of automatic control switches, various automatic control compatible switches for starting automatic control (Decera switch (220), auto rotary switch (224), auto lift switch (225), auto accelerator switch (226) , The backup switch (227), the horizontal changeover switch (239)) and another adjustment switch (237) simultaneously, the mode shifts to the sensitivity adjustment mode, and switches (232), (233) comprising another pair. ) Is a work vehicle characterized in that the control sensitivity can be changed.   A travel shift up switch (33) and a travel shift down switch (34) for performing a travel speed shift of the tractor can be used in place of the pair of switches (232) and (233). The work vehicle according to claim 1.

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