JP2012187039A - Combine harvester - Google Patents

Abstract

PROBLEM TO BE SOLVED: To control the car speed according to a discharging pitch to thereby efficiently perform operation.SOLUTION: There is provided a combine harvester, in which a reaping part for reaping grain culms set upright in a field is mounted in front of the machine equipped with a car-speed controlling means for controlling the car speed; and the grain culms reaped with the reaping part are threshed with a threshing part provided in the machine, and designed to bind waste straws after the threshing with a waste straw binding part installed in the machine, and discharge the bundles of the bound waste straws to the outside of the machine. In the combine harvester, the discharging pitch of the bundles of the waste straws bound with the waste straw binding part is detected with a discharging pitch-detecting means so that the car speed is controlled on the basis of the detection results with the car-speed controlling means.

Description

  The present invention relates to a combine in which the vehicle speed is controlled in accordance with the discharge pitch of the bundled waste bundles.

  Conventionally, there exists what was disclosed by patent document 1 as one form of a combine. That is, in Patent Document 1, a cutting unit for cutting cereals planted in a farm is attached to the front of the unit provided with vehicle speed control means for controlling the vehicle speed, and the culm harvested by the cutting unit is provided in the unit. In addition, there is disclosed a combine in which a threshing unit is used for threshing, and a waste after threshing is bound by a waste binding unit provided in the machine so that the bundle of wastes is released to the outside of the machine.

  Then, in the above combine, it is determined whether the bunching unit is in the bundling process state or the non-bundling process state, and if it is in the bundling process state, the vehicle speed is set to a lower speed than in the non-bundling process state. By doing so, it is possible to avoid the occurrence of clogging due to the retention of the waste and the occurrence of binding errors.

JP 2010-57409 A

  However, for example, when the planting situation is abundant, even if the bundling process is performed, work that wishes to efficiently carry out the work from harvesting cereals to bundling with the vehicle speed as high as possible There are people. That is, there is an operator who desires to work at the same vehicle speed as in the non-bundling process state even in the bundling process state.

  Further, the discharge pitch of the bundle of waste bundled by the waste bundle binding portion may be improved by increasing the vehicle speed to improve work efficiency.

  Accordingly, an object of the present invention is to provide a combine that can perform work efficiently by controlling the vehicle speed according to the discharge pitch while keeping the discharge pitch of the bundle of bundled wastes well. And

  The combine according to the present invention as set forth in claim 1 is provided with a reaping part for harvesting cereals planted in a field in front of the machine provided with vehicle speed control means for controlling the vehicle speed, and the cereals harvested by the reaping part are attached. In a combine that is threshed by the threshing unit provided in this machine, and the waste after threshing is bundled by the waste tying part provided in this machine so that the bundle of bundled waste is released outside the machine. The discharge pitch of the waste bundle bundled by the waste binding section is detected by the discharge pitch detection means, and the vehicle speed is controlled by the vehicle speed control means based on the detection result.

  In such a combine, by controlling the vehicle speed in accordance with the discharge pitch of the bundles of bundled waste, the release pitch can be maintained at a desired good pitch, so that the harvesting of the grain can be efficiently performed and the waste bundled.・ Work until release is possible.

  The combine according to the present invention as set forth in claim 2 is the combine according to the present invention as set forth in claim 1, wherein the vehicle speed control is performed when the discharge pitch detected by the discharge pitch detecting means is shorter than the set release time. The vehicle speed is reduced by the means.

  In such a combine, when the discharge pitch is shorter than the discharge set time, it is possible to avoid a binding error due to excessive increase in the amount of bundles to be bound by reducing the vehicle speed.

  The combine according to the present invention as set forth in claim 3 is the combine according to the present invention as set forth in claim 1, wherein the vehicle speed control is performed when the discharge pitch detected by the discharge pitch detecting means is longer than the set release time. The vehicle speed is increased by the means.

  In such a combine, when the discharge pitch is longer than the set release time, the discharge speed can be matched with the set release time by increasing the vehicle speed, and the working efficiency can be kept good.

  The present invention has the following effects. That is, in the present invention, the vehicle speed is controlled in accordance with the discharge pitch of the bundle of bundled wastes, so that the discharge pitch can be maintained at a desired good pitch and work can be performed efficiently. Can do. And the quantity of the bundle of excretion to bind can be controlled to be constant.

The side view of the combine concerning a present Example. Side surface explanatory drawing of a rejection binding part. Explanatory drawing of a back surface of a waste binding part. Plane explanatory drawing of a rejection binding part. FIG. 6 is an explanatory diagram of a mounting state of the discharge pitch detection sensor. Fig. 3 is a conceptual diagram of bundling vehicle speed control. Explanatory drawing of a discharge timing of a discharge pitch detection sensor. Control block diagram. Explanatory drawing of a mission part. The hydraulic circuit diagram of a mission part. Flow chart (1) of bundling vehicle speed control. Flow chart (2) of bundling vehicle speed control.

  Embodiments of the present invention will be described below.

  A combine according to the present invention includes a linear transmission mechanism that is driven and controlled by a linear hydraulic hydrostatic continuously variable transmission (hereinafter referred to as “linear HST”), and a hydrostatic continuously variable transmission for turning ( Hereinafter, a turning transmission mechanism that is driven and controlled by “turning HST”) is provided. Then, the power output from the straight transmission mechanism and the power output from the turning transmission mechanism are combined to form combined power. This combined power is output to a pair of left and right crawler type traveling units, respectively, so that the power of the linear transmission mechanism and the turning transmission mechanism are always connected (always power connection state), and the traveling unit performs straight traveling and turning. Driving is possible with smooth speed transition.

  Then, a speed change means is connected to the straight traveling HST via a steer-by-wire control mechanism. Further, steering means is connected to the turning HST through a steer-by-wire control mechanism. Therefore, by operating the speed change means and the steering means, the straight travel and turning HST can be electrically controlled, and the straight travel and turning adjustment can be performed delicately and smoothly.

  In addition, the combine according to the present invention includes a waste binding unit that binds the waste after threshing and releases it to the outside of the machine, and a shredding processing unit that shreds the waste after the threshing and releases it to the outside of the machine. The waste treatment apparatus is provided, and any one of a shredding processing mode by the shredding processing unit and a bundling processing mode by the waste bundling unit can be appropriately selected.

  And when the bundling processing form by the waste bundling part is selected, bundling vehicle speed control is automatically performed. In other words, in the bundling vehicle speed control, the discharge pitch of the bundled wastes is detected by the discharge pitch detection means, and the vehicle speed is controlled by the vehicle speed control means based on the detection result. If the release pitch is shorter than the set release time, the vehicle speed control means decelerates the vehicle speed. If the release pitch detected by the release pitch detection means is longer than the set release time, the vehicle speed control means sets the vehicle speed. The speed is increased.

  Therefore, in the combine according to the present embodiment, when the processing mode by the waste bundling unit is selected, bundling vehicle speed control for controlling the vehicle speed according to the discharge pitch of the bundling waste bundle is automatically performed. Specifically, if the release pitch is shorter than the set release time, the vehicle speed is gradually reduced at a constant rate to avoid excessive binding and excessive binding. At the same time, if the release pitch is longer than the set release time, the release pitch can be matched to the set release time by increasing the vehicle speed in steps at a constant rate and over a set time. Thus, the working efficiency can be kept good. As a result, in the combine according to this embodiment in which the bundling vehicle speed is controlled, the discharge pitch can be maintained at a desired good pitch, and the work from the harvesting of the cereal to the binding / release of the waste is efficiently performed. be able to.

[overall structure]
An overall configuration of a combine A according to an embodiment of the present invention will be described with reference to FIG. That is, the combine A is provided with a pair of left and right crawler type traveling units 1, and a body body a is provided on the traveling unit 1.

  A cutting part 4 is attached to the left front end of the main body a through a cutting frame 3 so as to be movable up and down. The cutting unit 4 is provided with a transport unit 5. A threshing unit 7 and a sorting unit 8 are arranged in the upper and lower stages on the left side of the machine body main body a, and a waste disposal device 9 is arranged on the rear part of the machine body main body a. The waste treatment apparatus 9 includes a shredding processing unit 16 that shreds the waste after threshing and releases it to the outside of the machine, and a waste binding unit 17 that binds the waste after the threshing and releases it to the outside of the machine. The waste bundling portion 17 is detachably linked to the shredding processing portion 16. Reference numeral 18 denotes a culm transfer unit disposed on the side of the threshing unit 7, and reference numeral 19 denotes a waste conveying unit.

  The operation unit 10 is disposed in the right front part on the machine body a, and the grain storage unit 11 is disposed in the middle part on the right side of the machine body a. The grain storage unit 11 includes an auger 12 for general grain delivery. Further, the combine A includes a prime mover unit 13 including an engine 14 as a drive source at the front portion of the machine body a. The prime mover unit 13 supplies the power of the engine 14 to the devices of the respective units.

  A mission unit 15 is provided in front of the prime mover unit 13. The transmission unit 15 adjusts (shifts) before transmitting the power of the engine 14 of the prime mover unit 13 to the traveling unit 1, the cutting unit 4, and the like.

  The combine A having the above-described configuration cuts the culm by the harvesting unit 4, conveys the harvested culm by the transport unit 5 to the rear cereal transporting unit 18, and sends the culm to the culm transporting unit 18. Hand over. The cereals delivered to the cereal transporting unit 18 are transported backward in a state where the stock is sandwiched by the cereal transporting unit 18 and the tip is inserted into the threshing unit 7. The waste passed from the terminal part of the cereal transfer part 18 to the waste transporting part 19 is sandwiched by the stock transporting part 19 and transported to the waste processing apparatus 9.

  At this time, the tip of the culm transferred by the culm transfer unit 18 is threshed by the threshing unit 7. The grain obtained by threshing is sorted by the sorting unit 8, and only the refined grains are transported and stored in the grain storage unit 11, and are carried out via the auger 12 as necessary.

  In addition, the threshed cereal is transported to the waste treatment apparatus 9 by the waste transporting unit 19 as waste. Here, when the shredding processing mode by the shredding processing unit 16 is selected, the waste is shredded by the shredding processing unit 16 and released outside the apparatus. When the bundling processing form by the waste binding unit 17 is selected, the waste is bound by the waste binding unit 17 and released to the outside of the machine.

  A steering wheel 22 as steering means is disposed in the driving unit 10, and the aircraft is steered by turning the steering wheel 22 around the vertical axis around the left (right). To be able to. A driver's seat 23 is disposed at the rear of the steering wheel 22, and various operating tools including a main transmission lever 26 and a sub-transmission lever (not shown) as transmission means are disposed on the side of the driver's seat 23. is doing. The main speed change lever 26 can shift the body to the forward (rear) advance side by changing the posture from an upright neutral position to a forward (rear) tilt position.

  As shown in FIGS. 1 to 4, the waste disposal apparatus 9 is provided with a shredder processing portion 16 at the rear of the machine body a, and a waste binding unit 17 is detachable behind the shredder processing portion 16. It is connected continuously.

  As shown in FIG. 4, the shredding unit 16 lays a pair of front and rear cutter spindles 161 and 162 extending in the left-right direction in the shredding process case 160, The disk-shaped chopping cutters 163 and 164 are attached at intervals in the axial direction, and the chopping cutters 163 and 164 are partially overlapped and arranged. An input pulley 165 and an output pulley 166 are coaxially attached to the left end of one cutter support shaft 162. Reference numeral 167 denotes a first transmission belt wound between the input pulley 165 and the actuating portion of the sorting section 8; and 168, a first transmission belt wound between the output pulley 166 and the binding input pulley 170 provided in the discharge binding section 17. 2 transmission belt. That is, the power from the engine 14 is transmitted to the driving force transmission mechanism 186 of the shredding processing unit 16 described later via the first transmission belt 167 and the second transmission belt 168.

  The ceiling portion of the shredding case 160 is formed by an opening / closing lid body 169 that pivotally supports the rear end edge portion and can be opened and closed. A flat guide channel forming body 171 is attached to the opening / closing lid 169.

  When the opening / closing lid 169 is in the open state, the ceiling portion of the shredding case 160 is opened, and the waste transported through the waste transporting portion 19 is passed through the opening ceiling portion into the shredding case 160. And the introduced waste is shredded by shredding cutters 163 and 164.

  In addition, when the opening / closing lid body 169 is in the closed state, the guide flow path 172 to the discharge bundling portion 17 is formed on the guide flow path forming body 171 attached to the opening / closing lid body 169. Then, the waste conveyed through the waste transport unit 19 is transported to the vicinity of the waste binding unit 17 through the guide channel 172, and is scraped into the waste binding unit 17 to be converged and bound by a string. And then released to the outside of the aircraft.

  A close detection switch 143 is provided in the vicinity of the close position of the open / close lid 169. When the open / close lid 169 is closed, the close detection switch 143 is turned ON, and when the open / close lid 169 is opened, the open / close lid 169 is closed. The lid detection switch 143 is turned off, and the detected information is transmitted to the second controller 35 via the third I / O driver 30 described later. Then, control information is transmitted from the second controller 35 to notifying means (not shown) so that the notifying means notifies the opening or closing state of the opening / closing lid 169. In addition, when the lid detection switch 143 is turned off, even if the bundling switch 140 is turned on, the rejection bundling portion 17 does not operate.

  As shown in FIGS. 2 to 4, the waste binding unit 17 is scraped by the scratching mechanism 180 for scraping the waste transported via the waste transporting unit 19 and the scraping mechanism 180. From a focusing mechanism 182 that focuses the waste into the focusing space 181, a binding string supply mechanism 183 that supplies a binding string (not shown) to the bundle of wastes focused by the focusing mechanism 182, and a binding string supply mechanism 183 A bundling mechanism 184 for bundling the bundle of waste with the supplied bundling string, a release mechanism 185 for releasing the bundling waste bundle bundled by the bundling mechanism 184, and a driving force for these mechanisms 180-185. A driving force transmission mechanism 186 and the like for transmission are provided.

  The scraping mechanism 180 is provided with a scraping body 190 or the like that scrapes the waste toward the converging space 181, and a waste L sensor 142 is disposed immediately before the scraping body 190. 142 detects the waste swallowed by the scratching mechanism 180, and transmits the detection information to the third controller 36 described later.

  The converging mechanism 182 is provided with a packer 191 that condenses the condensate scraped by the scraper 190 into the converging space 181, a clutch door 192 that receives the condensate condensated by the packer 191, and the like. . The clutch door 192 is disposed so as to close the outlet (rear part) of the converging space 181, and the pivot shaft of the clutch door 192 is interlocked with a clutch (these are not shown). Then, when the scraped waste is focused in the converging space 181, the clutch door 192 receives the converging pressure of the converging waste and rotates backward to open the outlet of the converging space 181.

  The binding mechanism 184 is provided with a needle 193 that is a member for binding the focused waste. As the clutch door 192 rotates rearward, the needle 193 rotates upward when a clutch (not shown) is activated, and wraps the binding string supplied from the binding string supply mechanism 183 around the converging waste. . Then, after the binding string is knotted, the remaining portion is cut, and the cut end is held.

  The discharge mechanism 185 is provided with a discharge arm 194 and the like that discharges (scraps out) the waste bundled with the binding string from the outlet of the focusing space 181. The discharge arm 194 is provided with a discharge arm operating shaft 195 linked to the driving force transmission mechanism 186, and the discharge arm 194 is linked to the discharge arm operating shaft 195. Then, when the discharge arm operating shaft 195 is rotated around its axis, the discharge arm 194 operates to release the bundled waste. At this time, the clutch door 192 moves downward to open the outlet of the converging space 181 so that the bundle of bundled wastes can be easily released. As a result, the bundle of bundle bunches is steadily discharged backward from the outlet of the converging space 181. Thereafter, when the needle 193 is retracted and restored to a position below the converging space 181, the clutch is disconnected, and the driving of the bundling mechanism 184 and the release mechanism 185 is stopped. Then, the clutch door 192 is restored to the position where it closes the exit of the converging space 181. The above is one bundling operation, and the subsequent evacuation is similarly bundled.

  The driving force transmission mechanism 186 includes an input shaft 200 that extends in the left-right direction and has a bundling input pulley 170 attached to the left end thereof, a bundling mission portion 201 that is interlocked with the right end of the input shaft 200, and a bundling mission portion. A transmission shaft 202 extending rightward from 201, a chain case 203 interlockingly connected to the right end of the transmission shaft 202, a discharge arm operating shaft 195 extending leftward from the upper end of the chain case 203, and the like are provided. ing.

  A box-shaped sensor housing case 204 that is flat in the left-right direction is connected to the right side wall of the chain case 203, and the right end portion of the transmission shaft 202 protrudes into the sensor housing case 204. As shown in FIG. 5, a rotary arm 205 is connected to the end face of the right end portion of the transmission shaft 202 so that the rotary arm 205 rotates integrally around the axis of the transmission shaft 202. In the sensor housing case 204, a discharge pitch detection sensor 144 is disposed as a discharge pitch detection means via a sensor stay 206. The discharge pitch detection sensor 144 is a sensor that can detect the detected object 207 provided at the tip of the rotary arm 205. Reference numeral 210 denotes a binding string storage case attached to the sensor storage case 204, and 211 denotes a binding portion support frame that supports each of the mechanisms 180 to 186 described above.

  More specifically, the discharge pitch detection sensor 144 detects an intermittent rotation operation for each rotation of the transmission shaft 202 via the detection object 207. That is, the discharge pitch detection sensor 144 detects the rotation speed (intermittent rotation operation) of the transmission shaft 202 that is interlocked and connected so as to be the same as the rotation speed (intermittent rotation operation) of the discharge arm operation shaft 195. To do. Information detected by the discharge pitch detection sensor 144 is transmitted to a third controller 36 described later. The third controller 36 calculates the time per rotation of the transmission shaft 202 (calculates the value obtained by dividing the detection time by the detected rotation speed), thereby allowing the discharge arm operating shaft 195 to rotate intermittently, that is, The time from when the discharge arm operating shaft 195 rotates once until it stops rotating and then starts to rotate is calculated. The time is the discharge operation time (discharge pitch) until the discharge arm 194 performs the discharge operation and returns to the posture before the discharge operation. Then, based on the count result, the number of continuous detections in the case of longer and shorter time is counted on the basis of the set release time (set release pitch) of the bundle and waste bundle by the release arm 194 set in advance. Control information is transmitted to the first controller 34 and the engine controller 37 to perform the bound vehicle speed control.

  When a predetermined displacement amount is converged in the focusing mechanism 182, the clutch door 192 provided in the focusing mechanism 182 receives the focusing pressure of the rejection as described above and rotates rearward to open a clutch (not shown). By activating (connecting operation), the bundling mechanism 184 is activated to bundle the bundle of focused waste, but in this embodiment, for example, the waste is converged at a rate of once every 0.2 seconds, The amount of excretion converged three times in 0.6 seconds is set as a predetermined discharge amount (predetermined bundling excretion bundle). That is, when the clutch door 192 is rotated rearward by the convergence pressure of a predetermined amount of release (predetermined bundling / removing bundle), the release arm 194 is released.

  Then, 0.7 seconds is stored in the storage means of the third controller 36 as the release set time (set release pitch) for the release arm 194 to release, and the stored release set time and the release pitch detection sensor 144 are stored. The combined vehicle speed control is performed by comparing the discharge operation time (discharge pitch) of the discharge arm 194 calculated from the detected information.

  That is, when the bound vehicle speed control is turned on, as shown in FIG. 6, the actual discharge operation time (release pitch) is continuously shorter than the set release time (for example, 0.7 seconds) by a certain number of times ( For example, when 10 times or more are detected, the current vehicle speed is reduced by a predetermined rate (for example, 7%). At this time, the third controller 36 calculates a 7% deceleration value based on the current vehicle speed detection information, and transmits the calculated value as control information to the first controller 34 and the engine controller 37 for deceleration control of the vehicle speed. In this vehicle speed control, deceleration control is continued up to a predetermined minimum vehicle speed (for example, 0.7 m / s) or less if the condition is satisfied.

  Here, the number of discharge pitches is counted by detecting an edge that changes from OFF to ON, as shown in FIG. At this time, when it is detected that the discharge pitch is longer than the discharge setting time (for example, 0.7 seconds), the count number is cleared. The deceleration ratio at power-on is 1000 (default value). The deceleration ratio is transmitted to the first controller 34 via CAN 131 and 133 described later.

  As shown in FIG. 6, after the deceleration, when the discharge set time or more is continuously detected a certain number of times (for example, 10 times) or more, the current vehicle speed is set to a predetermined ratio (for example, 1 second) (for example, 1 second). 7%). At this time, the third controller 36 calculates a 7% acceleration value based on the current vehicle speed detection information, and transmits the calculated value as control information to the first controller 34 and the engine controller 37 to apply the vehicle speed for one second. To increase the speed. The upper limit of the deceleration ratio during acceleration is 1000 (default value), and if the condition is satisfied, the acceleration control is continued. When it is detected that the discharge pitch is shorter than the discharge setting time (for example, 0.7 seconds), the count number is cleared.

  When the bound vehicle speed control is turned off, the number of discharge pitches is cleared, and the vehicle speed is increased by a certain rate (for example, 7%) over a certain time (for example, 1 second). The upper limit of the deceleration ratio during acceleration is 1000 (default value). If the bound vehicle speed control is turned on when the reduction ratio is less than 1000, the vehicle speed control is started from the reduction ratio.

Here, the condition that the bundling vehicle speed control is turned on is also a condition that the bundling / focusing drive unit of the driving force transmission mechanism 186 is driven and output (automatically started) from the third controller 36, the bundling switch 140 is turned on, and The exhaust switch 141 is ON, the exhaust L sensor 142 is ON, the lid detection switch 143 is ON, and the engine speed detected by the engine speed sensor 175 is constant (for example, 250 min ⁻¹ ). This is the case. Further, the condition that the bundling vehicle speed control is turned off is also a condition in which the bundling / focusing drive unit of the driving force transmission mechanism 186 is stopped (automatically stopped) from the third controller 36, the bundling switch 140 is turned off, and The exhaust switch 141 is OFF, the exhaust L sensor 142 is OFF, the lid detection switch 143 is OFF, and the engine speed detected by the engine speed sensor 175 is constant (for example, 250 min ⁻¹ ). This is the case.

[Steer-by-wire operation structure]
The steering wheel 22 and the main speed change lever 26 in the combine A according to the present embodiment are configured by a so-called steer-by-wire operation structure. That is, the steering wheel 22 and the main speed change lever 26 in the combine A of the present embodiment adopt a steer-by-wire system without using a mechanical interlocking mechanism, and perform steering control and travel adjustment by electrical control. It is configured as follows. Hereinafter, a steer-by-wire control configuration in which the steering wheel 22 is electrically connected to the steering device and the main transmission lever 26 is electrically connected to the traveling device will be described.

  In the combine A, a plurality of controllers that can communicate with each other via a communication bus line that is a communication means are distributed on the machine body a. Each controller has a microcomputer with a built-in timer, input information input by various information input means provided in itself, control information communicated from other controllers, ROM, RAM, non-volatile in advance Based on the control management information such as the set release time stored in the storage means such as a memory, the operation of the control object in charge is controlled.

  More specifically, as shown in FIG. 8, in the steer-by-wire system, the operation amount of the main transmission lever 26 is detected by the first transmission potentiometer 100a and the second transmission potentiometer 100b, and the detection result is an electric signal. Is converted to The operation amount of the steering wheel 22 is detected by the first steering potentiometer 110a and the second steering potentiometer 110b, and the detection result is converted into an electric signal. The electric signals obtained by the potentiometers 100a, 100b, 110a, 110b are transmitted to the first controller 34 and the second controller 35, which are dedicated controllers, through the dedicated first / second I / O drivers 28, 29. Is done. The electrical signals transmitted to the controllers 34 and 35 are output as control information from the controllers 34 and 35, and drive control of the straight traveling HST 40 and the turning HST 50 is performed. Allows turning maneuvers (including spin turns that are sudden turning maneuvers).

  The configuration of the mission unit 15 will be described. As shown in FIG. 9, the mission unit 15 includes a straight traveling HST 40, a turning HST 50, and a transmission 20. The straight traveling HST 40, the turning HST 50, and the transmission 20 are accommodated in a transmission case, and constitute a transmission mechanism of the traveling system of the combine A.

(HST for straight ahead)
As shown in the hydraulic circuit diagram of the transmission unit 15 in FIG. 10, the straight-travel HST 40 includes a variable displacement linear pump 40P and a variable displacement straight travel motor 40M. The rectilinear pump 40P and the rectilinear motor 40M are fluidly connected to each other via a closing hydraulic circuit 40K. In FIG. 10, 63 is a cutting operation switching valve mechanism, 64 is a tank, 65 is a strainer, and 66 is an oil filter.

  As shown in FIG. 10, the rectilinear pump 40P has a movable swash plate 43 as a mechanism for changing the volume. The movable swash plate 43 is coupled to a linear pump servo mechanism 44 as an actuator. The volume of the swash plate 43 is changed by tilting the movable swash plate 43 by the linear pump servo mechanism 44. As shown in FIG. 5, the rectilinear pump 40 </ b> P has a rectilinear pump shaft 41 that is interlocked with the output shaft of the engine 14. That is, the straight traveling HST 40 receives power transmitted from the engine 14 by interlockingly coupling the straight pump shaft 41 of the straight pump 40P to the output shaft of the engine 14. The output shaft of the engine 14 is a rotating shaft for transmitting the power of the engine 14 to the threshing unit 7, the sorting unit 8, the shredding processing unit 16, the waste binding unit 17, the grain storage unit 11, and the like. Are linked together through a clutch or the like.

  As shown in FIG. 10, the rectilinear motor 40M has a movable swash plate 45 as a mechanism for changing the volume. The movable swash plate 45 is interlocked with a linear motor servo mechanism 46 as an actuator. The volume is changed by tilting the movable swash plate 45 by the linear motor servo mechanism 46. As shown in FIG. 5, the rectilinear motor 40 </ b> M has a rectilinear motor shaft 42 that is interlocked with the output shaft of the auxiliary transmission mechanism 80. That is, the straight-travel HST 40 transmits power to the sub-transmission mechanism 80 when the rectilinear motor shaft 42 of the rectilinear motor 40M is interlocked with the input shaft of the sub-transmission mechanism 80.

  The straight traveling HST 40 can be operated by a speed change device. This speed change operation device includes a speed change operation tool capable of being manually operated, such as the main speed change lever 26, a straight pump servo mechanism 44, and a straight motor servo mechanism 46. The linear pump servomechanism 44 is controlled by the first controller 34 via the proportional valve driver 150 and the linear pump electromagnetic valve 47. The linear motor servomechanism 46 is controlled by the first controller 34 via the auxiliary transmission solenoid 115.

  As shown in FIGS. 9 and 10, the linear pump servomechanism 44 interlocks and couples the piston 52 a of the hydraulic cylinder 52 to the movable swash plate 43 of the linear pump 40 </ b> P via the interlock mechanism 51. A charge pump 53 (described later) is fluidly connected to the hydraulic cylinder 52 via an electromagnetic valve 47 for a straight pump. The linear pump solenoid valve 47 is controlled by the first controller 34 based on detection information from the first shift potentiometer 100a that detects a shift operation. The hydraulic cylinder 52 operates by switching the supply and discharge of the hydraulic oil in accordance with the operation control of the linear pump solenoid valve 47 by the first controller 34. The movable swash plate 43 of the rectilinear pump 40P is controlled in the tilt posture in conjunction with the operation of the hydraulic cylinder 52, and is tilted in the controlled tilt posture, thereby changing the volume of the rectilinear pump 40P.

  In addition, the linear motor servomechanism 46 is coupled to the movable swash plate 45 of the linear motor 40M via the interlocking mechanism 54 with the piston 55a of the hydraulic cylinder 55. A charge pump 53, which will be described later, is fluidly connected to the hydraulic cylinder 55 via a linear motor solenoid valve 48. The rectilinear motor solenoid valve 48 is controlled by the first controller 34 via the auxiliary transmission solenoid 115 based on the operation information from the auxiliary transmission switch 112. The hydraulic cylinder 55 operates by switching the supply and discharge of the hydraulic oil to the two-stage sub-shift according to the control of the linear motor solenoid valve 48 via the sub-shift solenoid 115 by the first controller 34. The tilting posture of the movable swash plate 45 of the rectilinear motor 40M is controlled in conjunction with the operation of the hydraulic cylinder 55, and is tilted in the controlled tilting posture, thereby changing the volume amount of the rectilinear motor 40M.

  Thus, in the straight traveling HST 40, the volume of the straight traveling pump 40P is changed in accordance with the inclination posture of the movable swash plate 43 when the straight traveling pump 40P is driven. Thereby, the discharge amount and the discharge direction of the hydraulic oil discharged from the straight pump 40P to the straight motor 40M are changed. As a result, the rotation direction of the linear motor shaft 42 is changed to the normal rotation direction or the reverse rotation direction, and the rotation speed of the linear motor shaft 42 is changed steplessly. Further, in the rectilinear motor 40M, the rotation amount of the rectilinear motor shaft 42 is changed (two-stage subtransmission) by changing the volume of the rectilinear motor 40M in accordance with the inclination posture of the movable swash plate 45. The linear transmission mechanism is configured in this way.

(HST for turning)
As shown in the hydraulic circuit diagram of the mission unit 15 in FIG. 10, the turning HST 50 includes a variable displacement turning pump 50P and a fixed displacement turning motor 50M. The swing pump 50P and the swing motor 50M are fluidly connected to each other via a closing hydraulic circuit 50K. A charge pump 53 is linked to the swing pump 50P. The charge pump 53 is fluidly connected via the charge oil passage 67 to the linear pump servo mechanism 44, the linear motor servo mechanism 46, and a rotary pump servo mechanism 57 described later, and the servo mechanisms 44, 46, 57 are connected to each other. Is hydraulically operated.

  As shown in FIG. 10, the swing pump 50P has a movable swash plate 56 as a mechanism for changing the volume. The movable swash plate 56 is interlocked with a rotary pump servo mechanism 57 as an actuator. The volume amount is changed by tilting the movable swash plate 56 by the servo mechanism 57 for the swing pump. As shown in FIG. 5, the swing pump 50 </ b> P has a swing pump shaft 61 that is linked to the output shaft of the engine 14. That is, the turning HST 50 receives power transmitted from the engine 14 when the turning pump shaft 61 of the turning pump 50P is interlocked with the output shaft of the engine 14.

  The turning motor 50M has a fixed swash plate as a mechanism for fixing the volume amount, and is configured so that the volume amount is constant by the fixed swash plate.

  The turning HST 50 can be operated by a steering operation device. The steering operation device includes a steering operation tool that can be manually operated, such as the steering wheel 22, and a servo mechanism 57 for a swing pump. The rotary pump servo mechanism 57 is controlled by the first controller 34.

  As shown in FIGS. 9 and 10, the swing pump servo mechanism 57 interlocks and couples the piston 59 a of the hydraulic cylinder 59 to the movable swash plate 56 of the swing pump 50 </ b> P via the interlock mechanism 58. A charge pump 53 is fluidly connected to the hydraulic cylinder 59 via a solenoid valve 60 for a swing pump. The solenoid valve 60 for the swing pump is controlled by the first controller 34 based on detection information from the first steering potentiometer 110a for detecting the steering operation or setting information set by an adjustment amount change switch 124 described later. . The hydraulic cylinder 59 operates by switching the supply and discharge of the hydraulic oil in accordance with the operation control of the swing pump electromagnetic valve 60 by the first controller 34. The movable swash plate 56 of the swing pump 50 </ b> P is controlled in tilt posture in conjunction with the operation of the hydraulic cylinder 59, and is tilted in the controlled tilt posture, thereby changing the volume amount of the swing pump 50 </ b> P.

  Thus, in the turning HST 50, the volume amount of the turning pump 50P is changed according to the inclination posture of the movable swash plate 56 when the turning pump 50P is driven. Thereby, the discharge amount and discharge direction of the hydraulic oil discharged from the swing pump 50P to the swing motor 50M are changed. As a result, the rotation direction of the swing motor shaft 62 is changed to the normal rotation direction or the reverse rotation direction, and the rotation speed of the swing motor shaft 62 is changed steplessly. The steering speed change mechanism is configured in this way.

(transmission)
As shown in FIG. 9, the transmission 20 includes a planetary gear mechanism 70, an auxiliary transmission mechanism 80, and a clutch device 90.
The planetary gear mechanism unit 70 is configured as a planetary gear group including a pair of planetary gear mechanisms, and includes a first planetary gear mechanism 71a and a second planetary gear mechanism 71b as a pair of planetary gear mechanisms. In the planetary gear mechanism unit 70, output shafts extend left and right from the pair of planetary gear mechanisms 71a and 71b. That is, the first output shaft 72a is extended from the first planetary gear mechanism 71a, and the second output shaft 72b is extended from the second planetary gear mechanism 71b. Each output shaft 72a, 72b transmits rotational power to the crawler drive wheels of the traveling unit 1 corresponding in the left-right direction. Thereby, the driving of the left and right traveling units 1 is performed.

  The subtransmission mechanism 80 has a rotating shaft connected to the rectilinear motor shaft 42, and is linked to the rectilinear motor shaft 42 of the rectilinear motor 40M via this rotating shaft. The subtransmission mechanism 80 is configured so that the rotational power of the linear motor shaft 42 can be shifted in multiple stages. Note that a cutting pulley is fixed to the linear motor shaft 42 via a cutting pulley electromagnetic clutch 91 (FIG. 6), and the rotational power of the linear motor 40M is transmitted from this cutting pulley to the transmission mechanism of the cutting unit 4.

  The clutch device 90 is linked to the turning motor shaft 62 of the turning motor 50M in the turning HST 50. The clutch device 90 is configured so that the rotational power from the turning motor 50M of the turning HST 50 can be transmitted to or shut off from the planetary gear mechanism 70.

  In the transmission 20 having the above-described configuration, when the turning motor 50M of the turning HST 50 is stopped and the rectilinear motor 40M of the rectilinear HST 40 is driven, the rotational power of the rectilinear motor 40M is sub-shifted from the rectilinear motor shaft 42. It is transmitted to the planetary gear mechanism 70 via the mechanism 80 and output from the first output shaft 72a and the second output shaft 72b.

  By transmitting rotational power from the linear motor 40M to the first output shaft 72a and the second output shaft 72b, the first output shaft 72a and the second output shaft 72b are rotated in the same direction as the forward rotation direction or the reverse rotation direction. As a result, the drive wheels of the left and right crawler type traveling units 1 rotate at the same rotational speed in the same rotational direction. As a result, the left and right traveling units 1 are driven, and the straight traveling of the combine A in the longitudinal direction of the machine body is performed.

  Further, when the rectilinear motor 40M of the rectilinear HST 40 is stopped and the slewing motor 50M of the slewing HST 50 is driven, the rotational power of the slewing motor 50M is transmitted from the slewing motor shaft 62 through the clutch device 90 to the planetary gear mechanism 70. And output from the first output shaft 72a and the second output shaft 72b.

  The first output shaft 72a and the second output shaft 72b are rotated in opposite directions by transmission of rotational power from the turning motor 50M to the first output shaft 72a and the second output shaft 72b. As a result, the drive wheels of the left and right crawler type traveling units 1 rotate in directions opposite to each other. As a result, the left and right traveling units 1 are driven, and a spin turn that is a sudden turn of the combine A body is performed. According to the spin turn, for example, it is possible to change direction rapidly and with a small radius in a field or a headland. Moreover, when the drive wheel which any one traveling part 1 has stopped, the turn turned centering on the traveling part 1 side of a stopped state is performed.

  In addition, when the rectilinear motor 40M of the rectilinear HST 40 is driven and when the slewing motor 50M of the traverse HST 50 is driven, rotational power transmitted from the rectilinear motor 40M to the planetary gear mechanism unit 70 via the auxiliary transmission mechanism 80; The rotational power transmitted from the turning motor 50M to the planetary gear mechanism unit 70 via the clutch device 90 is combined in the planetary gear mechanism unit 70 to generate combined power. The combined power is output from the first output shaft 72a and the second output shaft 72b.

  The first output shaft 72a and the second output shaft 72b are rotated at different rotational speeds by transmission of rotational power (combined power) from the linear motor 40M and the swing motor 50M to the first output shaft 72a and the second output shaft 72b. The As a result, the left and right traveling units 1 are driven with a speed difference from each other, and the straight traveling of the traveling machine body of the combine A and the turning operation in the left direction or the right direction are simultaneously performed, so that the gentle turning is performed. Note that the turning direction and turning radius of the combine A are determined according to the speed difference between the left and right traveling units 1. Then, at the time when the steering wheel 22 is operated to a predetermined operation amount (for example, around three quarters of the steering angle), the turning-side traveling unit 1 is stopped. Further, when the steering wheel 22 is turned, the left and right traveling units 1 are driven in opposite directions, and the traveling machine enters a spin turn that is a sudden turn.

  Subsequently, the configuration of the combine A control system according to the present embodiment, in particular, the configuration of the vehicle speed control system will be described with reference to FIG. As shown in FIG. 6, the combine A control system includes a first shift potentiometer 100a, a second shift potentiometer 100b, a first steering potentiometer 110a, a second steering potentiometer 110b, a first controller 34, A second controller 35 and an engine controller 37 are provided.

  The first shift potentiometer 100a and the second shift potentiometer 100b detect the shift operation state of the main shift lever 26 by the operator, that is, the shift operation position of the main shift lever 26. The first steering potentiometer 110a and the second steering potentiometer 110b detect the steering operation state of the steering wheel 22 by the operator, that is, the steering operation position of the steering wheel 22.

  The first controller 34 generates control information based on input information (detection information) from the first shift potentiometer 100a, the first steering potentiometer 110a, and the adjustment amount change switch 124, and generates a linear pump electromagnetic valve 47, a linear motor. The electromagnetic valve 48 and the rotary pump electromagnetic valve 60 are controlled. The second controller 35 generates control information based on input information (detection information) from the second shift potentiometer 100b and the second steering potentiometer 110b. The engine controller 37 controls the operating state of the engine 14 based on input information (detection information) from the engine speed sensor 175 and the like.

  A linear pump solenoid valve 47, a straight motor solenoid valve 48, and a swing pump solenoid valve 60 are electrically connected to the first controller 34 via a proportional valve driver 163. The first controller 34 is connected with a straight rotation sensor 113 and a turning sensor 114 as means for detecting the traveling state of the combine A. The rectilinear rotation sensor 113 detects the rotation of the rotating portion of the transmission 20 related to the forward and backward travel (straight forward) of the combine A, transmits the detection information to the first controller 34, and also functions as a vehicle speed sensor. The turning rotation sensor 114 detects the rotation of the rotating portion related to the turning of the combine A in the transmission 20 and transmits the detection information to the first controller 34.

  In addition, a sub-transmission solenoid 115 is connected to the first controller 34. The auxiliary transmission solenoid 115 operates a switching unit included in the transmission 20 to switch between the low speed output and the high speed output. In addition, the first shift potentiometer 100 a and the first steering potentiometer 110 a are electrically connected to the first controller 34 via the first I / O driver 28.

  A second speed change potentiometer 100 b and a second steering potentiometer 110 b are electrically connected to the second controller 35 via a second I / O driver 29. In addition, a mowing pulley electromagnetic clutch 91 and a PTO pulley electromagnetic clutch 93 are electrically connected to the second controller 35. The mowing pulley electromagnetic clutch 91 transmits or blocks rotational power to the mowing unit 4 when a mowing switch (not shown) is turned ON / OFF. The PTO pulley electromagnetic clutch 93 transmits or blocks rotational power to the threshing unit 7 when a threshing switch (not shown) is turned ON / OFF.

  The second controller 35 is electrically connected to the auxiliary transmission position sensor 111, the auxiliary transmission switch 112, the binding switch 140, and the rejection switch 141 via the third I / O driver 30. The sub shift position sensor 111 detects the front / rear rotation operation position (operation amount) of the sub shift lever. The auxiliary transmission switch 112 is an operation unit for operating the switching unit of the transmission 20 via the auxiliary transmission solenoid 115 as described above to switch between the low speed output and the high speed output in the transmission 20. The bundling switch 140 is an operation unit for turning on and off the waste bundling unit 17. The exclusion switch 141 is a selection operation unit for the rejection binding unit 17.

  The first I / O driver 28, the first controller 34, the engine controller 37, and the proportional valve driver 163 are electrically connected by a CAN (Controller Area Network) 130. Similarly, the first controller 34 and the second controller 35 are connected by a CAN 131, and the second I / O driver 29, the third I / O driver 30, and the second controller 35 are connected by a CAN 132. The second controller 35 and the third controller 36 are connected by a CAN 133.

  The third controller 36 is electrically connected to the above-described evacuation L sensor 142, lid closing detection switch 143, and discharge pitch detection sensor 144, and these evacuation L sensor 142, lid closing detection switch 143, and discharge pitch detection. Information detected by the sensor 144 is transmitted to the third controller 36. Further, the bundling / focusing drive unit of the driving force transmission mechanism 186 is electrically connected to the third controller 36, and control information is transmitted from the third controller 36 to the bundling / focusing drive unit of the driving force transmission mechanism 186. Transmit and control its drive output.

  The first controller 34, the second controller 35, the third controller 36, and the engine controller 37 are configured to share detection information from various detection devices including the first shift potentiometer 100a and the first steering potentiometer 110a. is doing.

  In the present embodiment, the first shift potentiometer 100a and the second shift potentiometer 100b are configured to detect the shift operation position of the main shift lever 26 by different detection methods. Similarly, the first steering potentiometer 110a and the second steering potentiometer 110b are configured to detect the steering operation position of the steering wheel 22 by different detection methods.

  Specifically, the first shift potentiometer 100a amplifies an electrical signal as detection information as the tilt angle by the tilt operation of the main shift lever 26 increases in the detection of the shift operation position of the main shift lever 26. On the other hand, the second shift potentiometer 100b decreases the electrical signal as detection information as the tilt angle by the tilt operation of the main shift lever 26 increases in the detection of the shift operation position of the main shift lever 26.

  The first steering potentiometer 110a amplifies an electrical signal as detection information as the turning angle of the steering wheel 22 when turning to the right increases in detecting the steering operation position of the steering wheel 22 (when turning left). The electrical signal decreases as the angle of cut increases). On the other hand, the second steering potentiometer 110b decreases the electrical signal as detection information as the turning angle of the steering wheel 22 when turning to the right increases in detecting the steering operation position of the steering wheel 22. The electrical signal is amplified as the turning angle increases.)

  With such a detection configuration, the first controller 34 and the second controller 35 obtain, as input information, a plurality of pieces of detection information obtained by different detection methods as the main transmission lever 26 and the steering wheel 22 are operated. The input information to the first controller 34 and the input information to the second controller 35 are compared in each of the first controller 34 and the second controller 35 to determine whether the input information is appropriate. . As a result, the occurrence of an abnormality in a detection device such as the first shift potentiometer 100a or the first steering potentiometer 110a is accurately detected, and the reliability of the input information is improved.

  The first controller 34 is a main controller that controls the traveling state of the combine A in accordance with an operator's speed change operation and steering operation. The first controller 34 controls the linear HST 40 and the turning HST 50 based on input information from the first shift potentiometer 100a, the first steering potentiometer 110a, and an adjustment amount change switch (not shown) 124. And the straight traveling HST 40 and the turning HST 50 are controlled based on the control information.

  The second controller 35 and the third controller 36 are sub-controllers for the first controller 34 that is a main controller. The second controller 35 and the third controller 36 communicate with the first controller 34 as needed to monitor the operating state (whether or not it is operating) of the first controller 34. At the same time, the first controller 34 monitors the operating states of the second controller 35 and the third controller 36. That is, the 1st controller 34, the 2nd controller 35, and the 3rd controller 36 are comprised so that an operation state may be mutually monitored. The first controller 34, the second controller 35, and the third controller 36 have separate power lines.

  Further, in the first controller 34 and the second controller 35, input information input from the first shift potentiometer 100 a according to the operation of the main shift lever 26 or input from the first steering potentiometer 110 a according to the operation of the steering wheel 22. Similarly, the input information input from the second shift potentiometer 100b or the second steering potentiometer 110b is compared with each other.

  Further, in the first controller 34 and the second controller 35, the control information generated based on the input information from the potentiometers 100a, 100b, 110a, 110b in the first controller 34, and the potentiometers in the second controller 35. Control information generated based on input information from 100a, 100b, 110a, 110b is compared. As a result of this comparison, it is determined whether or not the operation states of the potentiometers 100a, 100b, 110a, and 110b are operating normally.

  The rectilinear rotation sensor 113 connected to the first controller 34 detects whether the combine A is traveling with respect to the traveling state of the combine A. Similarly, the turning rotation sensor 114 connected to the first controller 34 detects whether or not the combine A is turning. Here, the rectilinear rotation sensor 113 is provided in a rectilinear output transmission mechanism including the auxiliary transmission mechanism 80 in the transmission 20, and detects the rotation of an appropriate shaft, gear, etc. constituting the transmission mechanism. Further, the turning rotation sensor 114 is provided in a turning output transmission mechanism including the clutch device 90 in the transmission 20, and detects the rotation of an appropriate shaft, gear, etc. constituting the transmission mechanism.

  The first controller 34 performs feedback control based on detection information from the rectilinear rotation sensor 113 and the turning rotation sensor 114 so that the combine A is in the target travel state. At the same time, the first controller 34 obtains information related to the operating state of the engine 14 from the second controller 35 and generates control information so as to always realize the running state according to the operator's request. The turning HST 50 is controlled.

  In the configuration as described above, when the main transmission lever 26 is operated, the transmission operation position of the main transmission lever 26 is detected by the first transmission potentiometer 100a and the second transmission potentiometer 100b, and such detection information is used. The straight controller HST 40 is controlled by the one controller 34 and the second controller 35. That is, by operating the main transmission lever 26, the straight traveling HST 40 that changes the rotational power from the engine 14 and transmits it to the transmission 20 is controlled. Then, the first output shaft 72a and the second output shaft 72b are driven to rotate forward and backward in the same direction, and the straight traveling before and after the combine A by the left and right traveling units 1 is performed.

  Further, when the steering wheel 22 is operated, the steering operation position of the steering wheel 22 is detected by the first steering potentiometer 110a and the second steering potentiometer 110b, and based on the detection information, the first controller 34 and The turning HST 50 is controlled by the second controller 35. That is, the turning HST 50 that changes the rotational power from the engine 14 and transmits it to the transmission 20 is controlled by operating the steering wheel 22. Then, the first output shaft 72a and the second output shaft 72b are rotationally driven in opposite directions, and the combine A is gently and suddenly turned by the left and right traveling units 1.

[Bundled vehicle speed control operation]
Next, the bundling vehicle speed control operation will be described based on the flowcharts shown in FIGS.
When the bundling vehicle speed control is turned on (S1: Yes), the discharge pitch is detected when the discharge set time is less than 0.7 seconds (S2: Yes), and the same situation is continuously repeated 10 times or more. If detected (S3: Yes), the current vehicle speed is reduced by 7% (S4). When the vehicle speed becomes 0.7 m / s or less, which is the predetermined minimum vehicle speed (S5: Yes), the deceleration is stopped (S6). Until the vehicle speed is 0.7 m / s or less, which is the predetermined minimum vehicle speed (S5: No), the vehicle continues to decelerate if the condition is met.

  When the discharge setting time of 0.7 seconds or more is detected (S7: Yes), and when the same situation is continuously detected 10 times or more (S8: Yes), the current vehicle speed is applied for 1 second. The speed is increased by 7% (S9). When the upper limit 1000 of the deceleration ratio at the time of acceleration is reached (S10: Yes), the acceleration is stopped (S11).

  When the bound vehicle speed control is turned off (S12), the number of discharge pitches is cleared, and the vehicle speed is increased by 7% over 1 second (S13). When the upper limit 1000 of the deceleration ratio at the time of acceleration is reached (S14: Yes), and when the bound vehicle speed control is turned on when the deceleration ratio is less than 1000 (S15: Yes), Bundling vehicle speed control is started from the reduction ratio.

  As described above, the bundling vehicle speed control allows the vehicle speed to be maintained at a high speed in the bundling work mode in which the bundling process is performed as in the non-bundling work mode in which the bundling process is not performed. A series of work efficiencies can be improved up to the release of the bundling waste.

A Combine 9 Waste treatment device 17 Waste binding part 144 Discharge pitch detection sensor

Claims (3)

At the front of the machine equipped with vehicle speed control means for controlling the vehicle speed, a cutting part for cutting cereals planted in the field is attached, and the cereals harvested by the cutting part are threshed by the threshing part provided in the machine, In the combine that binds the waste after threshing at the waste binding unit provided in this machine, and releases the bundle of wastes that are bound to the outside of the machine,
The combine characterized in that the discharge pitch of the waste bundle bundled by the waste binding part is detected by the discharge pitch detection means, and the vehicle speed is controlled by the vehicle speed control means based on the detection result.   2. The combine according to claim 1, wherein when the discharge pitch detected by the discharge pitch detection means is shorter than a set release time, the vehicle speed is reduced by the vehicle speed control means.   2. The combine according to claim 1, wherein when the discharge pitch detected by the discharge pitch detecting means is longer than a set release time, the vehicle speed is increased by the vehicle speed control means.

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