JP2885518B2 - Work vehicle control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a work implement control unit for controlling a cultivation depth to be constant when tilling work is performed on a work vehicle such as a tractor, and an axle torque for keeping an axle torque constant. The present invention relates to a work vehicle control device provided with a control unit and an axle torque control unit for keeping the vehicle speed constant.

[0002]

2. Description of the Related Art Conventionally, a technique relating to a control device associated with a change in the working depth of a working vehicle has been known. For example, JP-A-54-135102 and JP-A-58-135102
This is like the technique described in JP-A-20524. In addition, techniques related to axle torque control and vehicle speed control are also known.

[0003]

In a configuration in which a cultivator mounted on a tractor controls the cultivation depth to be constant, in the prior art, when the cultivation depth changes, the work implement is immediately controlled by a hydraulic work machine elevating mechanism. It was designed to raise and lower to maintain a constant plowing depth. However, in the present invention, of course, the plowing depth is controlled to be constant, but thereafter, if the load fluctuates, the engine speed control unit E and the transmission control unit T control the load to be constant. It is configured in such a way. Further, prior to the plowing depth control by the work implement side control unit W, the load may be made constant by the engine speed control unit E and the transmission control unit T, and thereafter the plowing depth control may be performed by the work implement side control unit W. It was made possible. In addition to the constant plowing depth control mechanism, a constant axle torque control mechanism and a constant vehicle speed control mechanism are provided. In the case of the constant axle torque control mechanism and the constant vehicle speed control mechanism, the transmission control unit T is controlled first. When the transmission control unit T has no margin, the engine speed control unit E is controlled next.

[0004]

The problems to be solved by the present invention are as described above. Next, means for solving the problems will be described. In claim 1, the engine speed control unit E,
Work with transmission control unit T and work implement control unit W
In the car, the engine speed control unit E is an electronic governor.
Actuator for controller, fuel injection pump, rack
Position sensor that detects the position of the
Electronic governor machine composed of sensors, rotation speed sensors, etc.
The work implement control unit W includes a working depth setting machine S5 and working depth.
In the case of tillage depth control having the detector S6 and keeping the tillage depth constant
In order that cultivation depth set value K5 = cultivation depth detection value K6,
In addition to controlling the work implement control unit W, the load fluctuation of the work implement
At times, the engine speed control unit E is controlled first, and then
That is, the transmission control unit T is controlled . Claim 2
, The engine speed control unit E, the transmission control unit
T, and a work vehicle provided with a work implement control unit W,
The engine speed control unit E is an electronic governor controller.
・ Fuel injection pump ・ Rack actuator ・ Rack
Position sensor that detects the position of the actuator, rotation speed
Electronic governor mechanism composed of sensors, etc., and axle
In axle torque control that keeps the torque of the axle constant,
The torque detection value K4 of the torque detector S4 and the control operation
Torque setting value K of torque setting device S3 provided on operation panel C
3 is read, and the torque setting value K3 = torque detection value K4
First, the HST control constituting the transmission control unit T
Controls device H, then configures engine speed control E
This controls the electronic governor mechanism . Claim
3, an engine speed control unit E, a transmission control unit
T, and a work vehicle provided with a work implement control unit W,
The engine speed control unit E is an electronic governor controller.
・ Fuel injection pump ・ Rack actuator ・ Rack
Position sensor that detects the position of the actuator, rotation speed
And electronic governor mechanism constructed in accordance with the sensor or the like, the vehicle speed
In the vehicle speed control for keeping the vehicle speed constant, the vehicle speed detector S2
The speed detection value K2 and the vehicle speed setting provided on the control operation panel C
The vehicle speed set value K1 of the fixed unit S1 is read, and the vehicle speed set value K1 is read.
= The transmission control unit T is first set so that the vehicle speed detection value K2 is obtained.
Control the HST controller H to be configured,
The control of the electronic governor mechanism constituting the turn control unit E is performed .

[0005]

The operation of the present invention will be described. The tractor is provided with a work implement-side control unit W for pulling a tillage device at a rear portion thereof and controlling the tillage depth of the tillage device to a constant value. When the tillage depth changes, the tillage device is moved up and down by the work implement elevating mechanism to control the tillage depth to be constant, but the load also changes at the same time. The load is controlled to be constant by E and the transmission control unit T. Conversely, when the tillage depth changes, the load fluctuation is determined by the engine speed control unit E.
After that, the transmission is controlled to be constant by the transmission control unit T first, and then the plowing depth is controlled to be constant.

[0006]

An embodiment of the present invention will be described. FIG. 1 is a side view of a tractor provided with a work vehicle control device of the present invention, FIG. 2 is a plan view of the tractor, and FIG.
FIG. 4 is a side view, FIG. 5 is an enlarged side sectional view of the inside of the transmission case 11, FIG. 6 is a rear sectional view, and FIG. 7 is a plan view of the control operation panel C. It is. 1 and 2, an overall side view of the tractor will be described. An engine E with an electronic governor mechanism is arranged inside a front hood, and the engine E
A transmission case 11 integrated with clutch handling is arranged on the rear surface of the transmission. The main clutch is disposed in the clutch housing at the front of the transmission case 11, and the HST control device H is disposed at the rear of the transmission case 11. The HST control device H includes a variable swash plate type hydraulic pump P and a fixed swash plate type hydraulic motor M. A rear axle case 12 is fixed to the rear surface of the fixed swash plate type hydraulic motor M constituting the HST control device H. A gear-type auxiliary transmission and a differential gear device are provided inside the rear axle case 12, and a PTO shaft 13 for driving a working machine is projected from the rear surface.

[0007] The engine speed control unit E which constitutes a main part of the present invention is constituted by an electronic governor mechanism, and the transmission control unit T is constituted by an HST control device H. The HST operation lever 2 is disposed at a position on the right side of the seat S of the tractor, and a neutral switch 3 for the HST operation lever for detecting the neutral position of the HST operation lever 2 is provided. The HST operation lever 2 sets the upper limit of the angle controlled by the swash plate of the HST control device H in the transmission control unit T as described in claim 3. Further, the neutral position is indicated by the neutral switch 3 for the HST operation lever, and the stepless shift of the speed at the time of manual operation is performed by the reverse shift pedal 14 and the forward shift pedal 15. The pedals operated by the feet include a reverse shift pedal 14 and a forward shift pedal 15 on the right step.
Is arranged. Further, a forward / backward pedal position detection sensor 6 constituted by a rotary encoder is disposed on a portion of a rotation pivot shaft of the reverse shift pedal 14 and the forward shift pedal 15. A clutch pedal 26 is also disposed on the left step. The left and right brake pedals 16L and 16R are arranged on the left step. The HST shift operation lever 2 and the auxiliary shift lever 8 are arranged at the left side of the seat S, and the PTO shift lever 9 is arranged below the auxiliary shift lever 8. Sub-shift position detection sensors 4a, 4b and 4c for detecting the shift position of the sub-shift lever 8 are provided on the operation path of the sub-shift lever 8.

Referring to FIGS. 3 and 4, an enlarged view of the tractor will be described. The HST operation lever 2 is not configured to mechanically operate the maximum rotation angle of the swash plate from the lever via a link or an arm.
Is detected by a rotary encoder and the maximum rotation angle of the swash plate is set. In addition, the neutral switch 3 for the HST operation lever detects that it has turned to the neutral position,
The swash plate of the HST control device H is electrically controlled by the HST swash plate control device 1 to a neutral position. Normally, the depressed values of the forward shift pedal 15 and the reverse shift pedal 14 are detected by the forward / backward pedal position detection sensor 6, and the detected values are transmitted to the HST swash plate control device 1. It is configured to control the swash plate angle by expanding and contracting. A swash plate position detection sensor 7 for detecting the position of the swash plate rotated by the HST swash plate control device 1 is configured to be operated in conjunction with the HST swash plate control device 1. Further, a forward / reverse switch 5 for detecting a switching state by operating the reverse shift pedal 14 and the forward shift pedal 15 is provided.
It is arranged at a position interlocked with the reverse shift pedal 14 and the forward shift pedal 15.

Next, a description will be given with reference to FIGS. An output shaft 19 from the fixed swash plate type hydraulic motor M of the HST control device H protrudes inside the rear axle case 12, and a shaft that drives the hydraulic pump P from the engine E is provided above the fixed swash plate type hydraulic motor M. PTO power transmission shaft 17 as it is
As shown in the figure, a free-fitting cylinder is disposed on the outer periphery of the PTO power transmission shaft 17 and the gear 21 is loosely fitted therein. The rotation of the output shaft 19 of the fixed swash plate type hydraulic motor M is transmitted from the gear 20 to the gear 21, and the power is transmitted from the gear 27 to the auxiliary transmission mechanism 18. The sub-transmission mechanism 18 is provided with transmission shifters 24 and 25, and performs three-stage sub-transmission. The shift shifters 24 and 25 are operated by the sub-shift lever 8 described above. Further, a detection rotating body 22 that rotates integrally with the gear 21 is provided, and the biasing spring 22 operates the vehicle speed detector S2 to detect the vehicle speed. Also, the torque detector S
As 4, the hydraulic pressure gauge is inserted into the center plate 30 of the HST control device H. HST controller H
The change in pressure in the closed circuit is detected instead of the change in torque.

FIG. 7 is a drawing of the control operation panel C. The vehicle speed is controlled to a high speed, a medium speed and a low speed by a speed range setting switch B. Further, an automatic / manual mode switch 28 for switching the control mode to automatic / manual is provided. Further, an automatic / manual gear changeover switch 29 for switching the gear change to automatic / manual is provided. Further, the vehicle speed setting device S1 and the torque setting device S3 are provided integrally, and are automatically switched to the vehicle speed setting device S1 and the vehicle speed detector S2 by switching the work implement selection switch A. A tillage depth setting device for the work implement side control unit W is provided as a tillage depth setting device S5 on the right side of the seat S, and a tillage depth detector S6 is provided on the rear cover of the rotary tillage device tow to the rear of the tractor. Is located in the part. The tillage depth setting value S5 is set by the tillage depth setting device S5, and the tillage depth detection value K6 is detected by the tillage depth detection device S6.

FIG. 8 is a side sectional view of the electronic governor mechanism, and FIG. 9 is a front view of the same. The electronic governor mechanism will be described. 31 is a fuel injection pump, 33 is a rack actuator, 34 is a position sensor for detecting the position of the rack actuator, 35 is a rotation speed sensor 35, and an accelerator position sensor is provided separately. FIG. 10 is a diagram showing control by the electronic governor mechanism. 8 to 1
At 0, the engine speed control unit E will be described. Various signals for recognizing the state of the engine are managed by an electronic governor controller, and the electronic governor controller performs control calculations according to a predetermined program and outputs various signals. For the rate of change of speed,
First, the set value and the actual value of the engine speed are recognized, the rack position corresponding to no load is read, and then the state of the work implement selection switch A set by the operator is read, and the state is set by the droop rate map according to the mode. Calculate the target rack position to be used. The target rack position corresponds to a target fuel supply amount for obtaining a predetermined actual value with respect to the set value of the engine speed, and is obtained from a detected set value and the actual value by an arithmetic expression using a droop coefficient. . Subsequently, the maximum rack position is read and compared with the obtained target rack position.If the target rack position is smaller than the maximum rack position, a signal for setting the target rack position to the actual rack position is sent from the electronic governor controller. Be sent. If the target rack position is larger than the maximum rack position, a signal that corrects the target rack position to the maximum rack position and sets the actual rack position as the corrected rack position is transmitted from the electronic governor controller. Thus, the rack position of the fuel pump is automatically set, and the engine constant speed control (isochronous control) is performed.

In the case of the constant rotational speed control (isochronous control), as shown in FIG. 10, reverse droop control which is a special control deviated from droop control is enabled. That is, if the load suddenly increases during operation at or below the peak torque rotation speed of the engine, it is impossible to prevent a situation in which the engine rotation speed is significantly reduced, or in extreme cases, the engine is stopped. The operation feeling of the tractor is deteriorated as well as lowering. In addition, the result is that the engine is forced to operate unreasonably. In this embodiment, when the load suddenly increases during the operation, the set value of the rotation speed is automatically increased, and the increase in the rotation speed is dealt with to increase the load. It also incorporates reverse droop control to prevent a decrease in the temperature.

FIG. 11 shows the relationship between the speed range set by the speed range setting switch B and the vehicle speed. The speed range setting switch B is used to set low, medium, and high speeds. The engine speed is approximately 900 when the engine speed is low, the medium speed is 1,800, and the high speed is 2,700. Have been. Since the speeds at which the gears can be shifted in each speed range are determined, the shift speed at the time when the rotation angle of the swash plate is maximized during the automatic control is changed from the respective low, medium, and high speed ranges. When it deviates, it is configured to automatically move out of the range of the speed range setting switch B to the upper and lower speed ranges.

FIG. 12 shows an electronic governor controller,
It is a drawing which shows the whole automatic control mechanism centering on a central HST controller, an HST sub-controller, an OK / UFO controller, and a loader controller.
FIG. 13 is a drawing showing a signal flow between the central HST controller, the electronic governor controller and the HST sub-controller in the case of the vehicle speed control mechanism, and FIG. 14 is a control flowchart drawing of the vehicle speed control mechanism. The vehicle speed control mechanism will be described with reference to FIGS. First, an automatic / manual shift changeover switch 29 and an automatic / manual mode changeover switch 28 determine whether the entire tractor is to be controlled automatically or manually.
Is automatic, and if the conditions for automatic start are met, it is next determined whether or not it is in a work state. In the non-working state, the electronic governor mechanism constituting the engine speed control unit E is set to the aforementioned electronic governor / droop control state. Next, in the case of the working state, it is determined whether or not the engine speed is equal to or less than the peak torque speed at which the above-mentioned reverse droop needs to be applied. If the rotational speed is equal to or higher than the peak torque rotational speed, the electronic governor isochronous control, which is a constant rotational speed control, is continued. If the rotational speed is equal to or less than the pete torque rotation speed, the electronic governor reverse droop control is performed.

Next, a vehicle speed detection value K of the rotation speed sensor of the output shaft 19 of the HST control device H constituting the vehicle speed detector S2.
2 is read, and then a vehicle speed setting value K1 is read by a vehicle speed setting device S1 provided on the control operation panel C. If the vehicle speed setting value K1 is not equal to the vehicle speed detection value K2, first, it is determined whether or not the swash plate of the HST control device H constituting the transmission control unit T is rotatable due to a speed increase or decrease. Then, when there is a margin in the rotation angle of the swash plate, the swash plate angle is changed so as to be controlled by the transmission control unit T. Next, the transmission control unit T
First, when there is no margin in the rotation angle of the swash plate in the portion of the transmission control unit T constituting the above, the low / medium / high speed set by the speed range setting switch B by the engine speed control unit E. Move up and down. That is, in FIG. 11, in the low speed range mode, if a command to further increase the speed is issued and the rotation of the swash plate cannot be changed to the speed increasing side at the maximum angle any more, the engine is switched to the middle speed range mode for the first time. It is changed by the rotation speed control unit E. In the medium speed mode, when the swash plate angle is maximized and cannot be handled, the mode is changed to the high speed mode again. Conversely, also in the case of deceleration, when the optimum low speed cannot be obtained at the swash plate angle, the mode is changed from the medium speed range mode to the low speed range mode.

Next, the case of axle torque control will be described. FIG. 15 is a drawing showing signal movement between the central HST controller, the electronic governor controller, and the HST sub-controller in the case of axle torque control, and FIG. 16 is a flowchart of axle torque control. This will be described with reference to FIG. First, the automatic / manual shift switch 29 is turned on.
It is determined whether or not to perform automatic control. Next, it is determined whether the automatic / manual mode changeover switch 28 is ON and the engine rotation set by the speed range setting switch B is ON to change to the upper or lower mode. judge. Next, it is determined whether or not the engine is in a working state. If the working state is not in operation, the electronic governor mechanism constituting the engine speed control unit E is switched to droop control. Next, in the working state, it is determined whether to perform the isochronous control or the reverse droop control based on whether or not the rotation speed exceeds the peak torque point. Next, a hydraulic oil pressure of the HST control device H is detected, and a torque detection value K4 of a torque detector S4 constituted by a pressure sensor for replacing the hydraulic pressure with an axle torque is read. Next, a torque detection value K4 is read by a torque setting device S3 provided on the control operation panel C. Then, both are set to the torque set value K3.
= Control is performed so as to match the detected torque value K4, but if they do not match, it is first determined whether or not the swash plate angle of the HST control device H may be changed. If there is room to change the swash plate angle, first, the transmission control unit T
Is changed from the swash plate angle of the HST control device H, and the value of the torque detector S4 is changed. Then, even if the swash plate angle is changed to the full, the torque detection value K4 of the torque detector S4 and the torque setting value K3 of the torque setting device S3 are changed.
Only when the speeds do not match, the electronic governor mechanism constituting the engine speed control unit E changes the low speed, medium speed, and high speed set by the speed range setting switch B.

Next, a description will be given with reference to FIG. FIG. 17 shows a vehicle speed setting value K including a vehicle speed setting device S1 and a vehicle speed detector S2.
1 = control the vehicle speed detection value K2, or control the transmission control unit T so that the torque setting device S3 and the torque detector S4 are provided and the torque setting value K3 = the torque detection value K4 Transmission control unit T
The ST control device H, wherein the swash plate angle at the time of automatic control is HST
It is a flowchart at the time of comprising so that it may become below the setting angle by an operation lever. In the normal HST control device H, the transmission control unit T is controlled by rotating until the swash plate angle is full, but in the present invention, the HST operation lever 2 is separately provided and the transmission control unit T is provided. The maximum angle controlled by the swash plate is set by the HST operation lever 2, and beyond that, the swash plate angle is set so as not to increase.

For this purpose, a control flowchart shown in FIG. 17 will be described. That is, first, it is detected whether or not the neutral position detected by the neutral switch 3 for the HST operation lever is normal, and then, it is determined whether or not the state of the sensors is normal. Next, it is detected whether or not to perform the swash plate control. Next, it is checked whether the automatic / manual mode changeover switch 28 and the automatic / manual speed changeover switch 29 are in the automatic state.
It is detected whether or not the swash plate angle detected by the swash plate position detection sensor 7 is larger than the set position of the ST operation lever 2. Next, it is determined whether the control is the vehicle speed control or the axle torque control. When the vehicle speed control is performed, the vehicle speed control subroutine is entered, and then the flow chart of the vehicle speed control shown in FIG. 14 is reached.
Next, in the case of the axle torque control, the process goes through the axle torque subroutine to reach the axle torque control flowchart of FIG. When neither the vehicle speed control nor the axle torque control is performed, the process proceeds to a speed increasing subroutine or a deceleration subroutine for plowing depth control or the like.

Next, the case of plowing depth control will be described. FIG. 18 is a drawing showing signal movement among the central HST controller, the electronic governor controller, and the HST sub-controller in the case of tillage depth control, and FIG. 19 is a flowchart of tillage depth control. The start condition of the automatic control is determined, and when the automatic control is started and the work state is set, the control by the engine speed control unit E is prioritized by one of the electronic governor loop control, the reverse droop control, and the isochronous control. When the engine load ratio is excessively large in the control by the engine speed control unit E, the transmission control unit T that controls the swash plate of the HST control device H is performed. If there is no margin in the engine speed, the speed range is changed by setting the speed by the speed range setting switch B. In parallel with the engine speed control unit E and the transmission control unit T set as described above, the tillage depth setting value S5 is set to the tillage depth detection value K6 by the tillage depth setting device S5 by the tillage depth detector S6. The tillage control is performed in the first place.

Next, the case of efficient tillage depth control will be described. The efficiency tillage depth control is used when the demand for the tillage depth accuracy is low, for example, when the tillage depth accuracy may be low, for example, the first time of raising twice. FIG. 20 is a drawing showing signal movement between the central HST controller, the electronic governor controller, and the HST sub-controller in the case of the efficiency tillage control, and FIG. 21 is a flowchart of the efficiency tillage depth control. In this case, even if the control is performed by the engine speed control unit E or the transmission control unit T, if the load cannot be reduced and there is a problem, the tillage depth setting value K is automatically set.
Change 5 to 90%. Then, when the load is reduced and the engine speed returns to normal, the plowing depth set value K5 is returned to 100% again.

Next, the constant rotation control will be described. FIG.
FIG. 23 is a drawing showing signal movement among the central HST controller, the electronic governor controller, and the HST sub-controller in the case of constant rotation control, and FIG. 23 is a flowchart of constant rotation control. In the constant rotation control,
Even when a load is applied to the rotation of the engine E, the rotation of the PTO shaft 13 is always constant since the rotation of the engine E is always constant by using this control. There is an advantage of becoming.

[0022]

As described above, the present invention has the following advantages. As in claim 1 , the plowing depth
In the case of constant plowing depth control, plowing depth set value K5 = plowing depth
The work implement control unit W is controlled so as to be the detected value K6.
At the same time, when the load of the work equipment fluctuates,
Control of the control unit E, and then control of the transmission control unit T.
Since it is configured to perform, it is possible to widely cope with load fluctuations by controlling the engine speed control unit E and the transmission control unit T together.
It became possible to set and control a wide range of tillage depth. Further, by controlling the engine speed control unit E first, it was possible to solve the problem that the tilling pitch changes when the vehicle speed changes, and as a result, the size of the earth mass changes. Further, when the load is increased, it is possible to prevent engine stall by controlling the transmission control unit T next. Also, in the plowing depth control, since the load suddenly changes relatively little, it is possible to follow the response speed of the engine speed control unit E.
In the end, since the engine speed control unit E and the transmission control unit T are controlled first, it is possible to continue only the tillage depth control without changing the tillage depth.

According to a second aspect of the present invention , the torque of the axle is kept constant.
In axle torque control, torque detection of axle torque
Provided on the control operation panel C and the torque detection value K4 of the heater S4.
Read the torque set value K3 of the torque setter S3, and
First, change so that the torque setting value K3 = the torque detection value K4.
The HST controller H constituting the speed controller T is controlled.
The electronic governor that constitutes the engine speed control unit E
When the vehicle is overloaded, the vehicle speed is changed by the transmission control unit T while the control of the engine speed control unit E remains unchanged, so that the axle torque remains constant until the end. You can keep it.
Further, when the load is further increased, the engine speed control unit E is controlled next to make the engine run at a low speed, so that the axle torque can be made constant.

According to a third aspect of the present invention , a vehicle speed control for keeping the vehicle speed constant.
In the control, the vehicle speed detection value K2 of the vehicle speed detector S2 is controlled.
The vehicle speed setting of the vehicle speed setting device S1 provided on the control panel C
The value K1 is read, and the vehicle speed setting value K1 = the vehicle speed detection value K2 and
First, the HST control constituting the transmission control unit T
Controls device H, then configures engine speed control E
To control the electronic governor mechanism
First, when the HST control device H has a margin, the HST control device H approaches the direction in which the vehicle speed is kept constant, and when the load becomes further excessive, the engine speed control unit E
The electronic governor mechanism A changes the engine rotation to cope with the situation. Therefore, accurate vehicle speed control has become possible.

[Brief description of the drawings]

FIG. 1 is a side view of a tractor provided with a work vehicle control device according to the present invention.

FIG. 2 is a plan view of the tractor.

FIG. 3 shows a transmission case 11 and a rear axle case 1
It is a top view of the part of No. 2.

FIG. 4 is a side view of the same.

FIG. 5 is an enlarged side sectional view of the inside of the transmission case 11;

FIG. 6 is a rear sectional view of the same.

FIG. 7 is a plan view of a control operation panel C.

FIG. 8 is a side sectional view of the electronic governor mechanism.

FIG. 9 is a front view of the same.

FIG. 10 is a diagram showing control by an electronic governor mechanism.

FIG. 11 shows a relationship between a speed range set by a speed range setting switch B and a vehicle speed.

FIG. 12 is an electronic governor controller, a central HST controller, an HST sub-controller, and OK / UF.
O controller and loader controller
It is a drawing showing the entire automatic control mechanism.

FIG. 13 is a diagram showing a signal flow between a central HST controller, an electronic governor controller, and an HST sub-controller in the case of a vehicle speed control mechanism.

FIG. 14 is a control flowchart of the vehicle speed control mechanism.

FIG. 15 shows a central HST in axle torque control.
Controller, electronic governor controller, HST
6 is a diagram illustrating movement of signals between sub-controllers.

FIG. 16 is a flowchart of axle torque control.

17 includes a vehicle speed setting device S1 and a vehicle speed detector S2, and controls the vehicle speed setting value K1 to be equal to the vehicle speed detection value K2, or includes a torque setting device S3 and a torque detector S4; In a work vehicle that controls the transmission control unit T such that the torque setting value K3 = the torque detection value K4, the transmission control unit T is the HST control device H, and the swash plate angle during automatic control is HST. It is a flowchart at the time of comprising so that it may become below the setting angle by an operation lever.

FIG. 18 is a diagram showing signal movement among a central HST controller, an electronic governor controller, and an HST sub-controller in the case of plowing depth control.

FIG. 19 is a flowchart of plowing depth control.

FIG. 20 is a diagram showing signal movement among a central HST controller, an electronic governor controller, and an HST sub-controller in the case of efficient tillage depth control.

FIG. 21 is a flowchart of efficiency tillage depth control.

FIG. 22 is a diagram illustrating signal movement among a central HST controller, an electronic governor controller, and an HST sub-controller in the case of constant rotation control.

FIG. 23 is a flowchart of constant rotation control.

[Description of Signs] E Engine speed control unit T Transmission control unit 1 HST swash plate control device 2 HST operation lever 3 Neutral switch for HST operation lever 4 Sub-shift position detection sensor 5 Forward / backward detection switch 6 Forward / backward pedal position detection Sensor 8 Sub transmission lever 9 PTO transmission lever

Claims (3)

(57) [Claims] 1. An engine speed control unit E, a transmission control unit
T, and a work vehicle provided with a work implement control unit W,
The engine speed control unit E is an electronic governor controller.
・ Fuel injection pump ・ Rack actuator ・ Rack
Position sensor that detects the position of the actuator, rotation speed
Work as an electronic governor mechanism composed of sensors, etc.
The machine-side control unit W includes a tillage depth setting machine S5 and a tillage depth detector S6.
In the case of cultivation depth control where the cultivation depth is constant,
Work implement side control so that constant value K5 = tillage detection value K6
In addition to controlling the section W, when the load of the working machine fluctuates,
Controls the engine speed control unit E and then controls the transmission
A control device for a work vehicle, wherein the control device controls the control unit T. 2. An engine speed control unit E, a transmission control unit
T, and a work vehicle provided with a work implement control unit W,
The engine speed control unit E is an electronic governor controller.
・ Fuel injection pump ・ Rack actuator ・ Rack
Position sensor that detects the position of the actuator, rotation speed
Electronic governor mechanism composed of sensors, etc., and axle
In axle torque control that keeps the torque of the axle constant,
The torque detection value K4 of the torque detector S4 and the control operation
Torque setting value K of torque setting device S3 provided on operation panel C
3 is read, and the torque setting value K3 = torque detection value K4
First, the HST control constituting the transmission control unit T
Controls device H, then configures engine speed control E
A control device for a work vehicle, wherein the control device controls an electronic governor mechanism . 3. An engine speed control unit E, a transmission control unit
T, and a work vehicle provided with a work implement control unit W,
The engine speed control unit E is an electronic governor controller.
・ Fuel injection pump ・ Rack actuator ・ Rack
Position sensor that detects the position of the actuator, rotation speed
Electronic governor mechanism composed of sensors, etc.
In the vehicle speed control for keeping the vehicle speed constant, the vehicle speed detector S2
The speed detection value K2 and the vehicle speed setting provided on the control operation panel C
The vehicle speed set value K1 of the fixed unit S1 is read, and the vehicle speed set value K1 is read.
= The transmission control unit T is first set so that the vehicle speed detection value K2 is obtained.
Control the HST controller H to be configured,
A control device for a work vehicle, which controls an electronic governor mechanism that constitutes a turn control unit E.