JP3271349B2 - Combine steering brake controller - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a steering brake control device for a combine.

[0002]

2. Description of the Related Art In a control device for a steering brake of a combine, a steering brake output of a steering brake performed by a power steering lever operation angle is transmitted from a controller having a microcomputer. Is performed under a proportional graph change. There is little play in the neutral region for the operation of the power steering lever, the response of the brake is sensitive, and the locked state of the one-side traveling device is likely to occur.

[0003]

According to the present invention, there is provided an operating hydraulic circuit 58 for operating the steering brake 30 by hydraulic pressure while controlling the pressure reducing valve 51 by operating the power steering lever. When the brake output of the pressure reducing valve 51 is controlled to be sequentially changed from gentle to sharp
In both cases, the pressure reducing valve 51 with respect to the operation angle of the power steering lever
The rate of change of the brake output increase due to
A configuration of the steering brake controller Combine characterized by being configured to Kunar so.

[0004]

In the steering operation, when the power steering lever is tilted toward the steering or turning side, the brake pressure reducing valve 51 on the steering side of the hydraulic circuit 58 is operated.
The output is controlled according to the program from the controller. In the initial region where the operation angle of the power steering lever is small, the steering is performed slowly because the output oil pressure by the pressure reducing valve 51 is low. Subsequently, when the operating angle of the power steering lever is increased to the middle period, the output oil pressure by the pressure reducing valve 51 is increased at a larger ratio than that in the initial region, and the effectiveness of the steering brake 30 is increased. When the operation angle is increased to the end range, the output oil pressure is increased more rapidly by the pressure reducing valve 51 in the same manner. Therefore, the effectiveness of the steering brake is gradually increased according to the operation angle of the power steering lever, but the effectiveness of the steering brake 30 is gradually and gradually changed to several stages depending on the operation region of the power steering lever, so that the steering operability is reduced. Get better. That is, when the operating angle of the power steering lever is small
Means that the rate of increase in the brake output by the pressure reducing valve 51 is small.
When the operating angle of the power steering lever increases, the pressure reducing valve 5
1 increases the rate of change in brake output increase. this
Thereby, the combine can be turned smoothly.

[0005] For example, in the steering of a combine, there are alignment in which the machine body follows the stalk of the grain by steering, steering during harvesting, turning steering, and the like. The power steering lever should be operated in accordance with the conditions.Especially, sudden start when starting is less likely to cause danger, and when turning sharply, the turning speed of the power steering lever can be increased to make it easy to turn sharply. sell.

[0006]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A synchro transmission case 7 is located above the traveling transmission case 3 and is integrally formed. The synchro transmission case 7 is in the form of a split right and left transmission case. The outer case of the hydraulic continuously variable transmission HST is mounted on one side. Further, a sprocket shaft 10 of a sprocket 9 for driving a pair of right and left crawler traveling devices 8 is provided on both left and right sides at a lower end portion of the transmission case.

The traveling transmission case 3 has an input shaft 12 connected to an input HST input shaft 11 of the hydraulic continuously variable transmission HST and an output shaft 1 connected to an output HST output shaft 13.
4, the input shaft 12 is interlocked from the engine side, and the output shaft 14 is moved from the neutral position stop state to the forward rotation side high speed position and the reverse rotation side high speed position by the shift operation of the hydraulic continuously variable transmission HST. The transmission can be continuously changed.

Further, the traveling transmission case portion 3 includes an intermediate shaft 15, a cutting output shaft 4 transmitted to a cutting device and a sub-transmission shaft 20 coaxial with the cutting output shaft 4, a traveling clutch 16, a spin turn shaft 17, and a steering brake shaft. 18, a left and right running shaft 19, and the like, and a gear transmission and a clutch transmission are performed therebetween. On the sub-transmission shaft 20, there are a sub-transmission clutch 21 and high-speed and low-speed sub-transmission gears, which can transmit the gear transmission from the output shaft 14 between high-speed and low-speed. The auxiliary transmission shaft 20 meshes with the center gear 22 of the steering clutch shaft 16. The mowing output shaft 4 meshes with an intermediate gear 23 rotatable around the intermediate shaft 15 and is transmitted from the transmission mechanism on the side of the synchro transmission case 7 to the pulley 2 at the outer shaft end.
By 4, the mowing device for threshing is transmitted while the mowing culm is transported to the threshing device by having a cutting blade device, a grain culm moving device, a scraping device, a transport device and the like. In addition, a feed chain for conveying grain culm, which is a part of the threshing device, is also linked from the pulley 24.

On the steering clutch shaft 16, a pair of left and right multi-plate steering clutches 2 which are turned on and off by hydraulic pressure are provided, and through the steering clutch 2, the left and right sides of the center gear 16 are provided. The steering clutch gear 25 can be transmitted. 62 is a clutch cylinder. The spin turn shaft 17 is always engaged and rotated with the center gear 22, and has a spin turn clutch 26, which can be turned on and off by hydraulic pressure, and a spin turn gear 27 transmitted by the left and right sides on both right and left sides. The transmission from 22 to the spin turn gear 27 via the spin turn shaft 17 can be switched on and off. 63 is a spin cylinder.

The steering brake shaft 18 includes a brake gear 28 that meshes with the left and right spin turn gears 27 and a brake case 29 that is integral with the travel transmission case 3. A multi-plate steering brake 30 that frictionally brakes by hydraulic pressure is provided. The brake gear 28 is meshed with a wheel gear 31 on the traveling shaft 19 on the opposite side to rotate the left and right crawler traveling devices 8. Each can be braked separately. 64 is a brake cylinder.

Each brake gear 28 on the steering brake shaft 18 is always meshed with a steering clutch gear 25 on the steering clutch shaft 16.
The reverse rotation is also transmitted directly from the side. Therefore, during normal running, the steering clutch gear 2 is turned off by disengaging the spin turn clutch 26.
5, the wheel gear 31 can be rotated forward through the brake gear 28 and the like. However, when performing a steerable turning, the steering clutch 2 on the steering side is disengaged, and the spin turn clutch 30 on the same side is engaged to further engage the crawler traveling device 8 on the steering side. Is rotated backward. Such operation timing is performed by program control in a controller having a microcomputer. The hydraulic circuit 58 includes a hydraulic pump P, a tank port T, and a relief valve 6.
5 and so on.

The synchro transmission case section 7 has a synchro speed change shaft 32, an intermediate shaft 33, a constant speed clutch shaft 34, an intermediate shaft 35, and the like. By the operation of 59, the low-speed transmission-side low-speed synchro clutch 36 and the high-speed transmission-side high-speed synchro clutch 37 can be alternately switched on and off. or,
The constant speed clutch shaft 34 includes the synchro clutches 36, 3
7 and a constant-speed clutch 39 for constant-speed transmission.
The switching transmission can be performed by the operation of the constant rotation switching cylinder 60 based on the hydraulic pressure. Reference numeral 61 denotes a switching control valve that switches between the lodging mode switching cylinder 59 and the constant rotation switching cylinder 60.

A belt 40 is transmitted between the output shaft 14 and the synchro speed change shaft 32, and is transmitted from the intermediate shaft 35 to the synchro speed change gear 23 to transmit the cutting output shaft 4, and the constant speed transmission device 6 , From the input shaft 12 to the constant speed clutch gear 41 of the constant speed clutch shaft 34. Therefore, the form of interlocking with the reaping output shaft 4 depends on each of these clutches 36, 3
By the on / off control of 7, 38, and 39, the mowing transmission can be divided into a standard mode L when the grain culm does not lie down as shown in FIG. In the standard mode, the synchro clutch 38 is engaged and the low-speed synchro clutch 36 is engaged. Therefore, the constant speed clutch 39 and the high speed synchro clutch 37
Is cut. In the mode L state, when the hydraulic continuously variable transmission HST is sequentially increased in speed, the low speed synchro clutch 36 and the synchro clutch 3
After 8 and the like, the speed of the cutting output shaft 4 is increased at a relatively gentle gradient.

In the fall mode H, the high-speed synchro clutch 37 is engaged in the above state. Therefore, the low-speed synchro clutch 36 is disengaged. The state of the cutting output shaft 4 at this time is such that the rotation transmission is raised at a steep gradient, and the moving or scraping of the falling grain stalk is quickly performed.
When the mowing speed increases to a certain speed, the synchro clutch 38 is switched to the constant speed clutch 39, and the transmission from the output shaft 14 through the high speed synchro clutch 36 is stopped by the disengagement of the synchro clutch 38, and the transmission from the input shaft 12 is constant. Since the cutting output shaft 4 is driven and rotated via the speed clutch 39 and does not pass through the hydraulic continuously variable transmission HST, the cutting speed is kept constant even if the running speed is increased. At this time, if the switching timing and the switching speed from the synchro clutch 38 to the constant speed clutch 39 and the switching speed are controlled by the controller, the mowing speed can be increased at a constant gradient D.

The steering clutch 2, the steering brake 30, and the spin-turn clutch 26 in the traveling transmission device.
And the like are actuated by an output control of a solenoid valve of a hydraulic circuit 58 from a controller CPU having a microcomputer by a left and right rotation operation of a power steering lever. In this manner, in a combine that operates the steering clutch 2 to perform steering or turning by the transmission of a shift by the hydraulic continuously variable transmission HST, when traveling is stopped, the transmission load is applied to each traveling transmission gear. In many cases, the gear cannot be shifted even if an attempt is made to shift the sub-transmission gear in this stopped state. For this reason, when the traveling is stopped or when the exhaust sensor of the exhaust device detects that the exhaust has run out, the left and right steering clutches 2 are disengaged when the engine is automatically stopped. I do. As a result, there is no need to operate a special main clutch, etc.
With the disengagement control using the steering clutch 2, a state in which a gear shift operation can be easily performed can be achieved, and the configuration and operation can be simplified.

The control configuration of the steering operation by such a power steering lever and the like is shown in FIGS.
On the input side of U, a power steering position sensor 42 for detecting the left and right operation angles of the power steering lever, a brake pressure sensor 43 for detecting the brake oil pressure in the left and right steering brakes 30, and the clutch oil pressure of the left and right spin turn clutches 26 A spin turn pressure sensor 44 for detecting, a transmission gear rotation sensor 45 for detecting a rotation speed of any gear to detect a transmission rotation speed to the traveling device, a vehicle speed sensor 46 for detecting a vehicle speed, and a spin turn automatically. There is provided an automatic spin switch 47 for performing the operation, a brake petal switch 49 for the operator to brake the left and right steering brakes 30 by operating a petal, and the like.

On the output side, a steering clutch switching valve 50 in a steering hydraulic circuit for operating the left and right steering clutch 2 and a left and right running brake in a brake hydraulic circuit for operating the left and right steering brake 30 are provided. Left and right for switching the pressure reducing valve 51, the left and right spin pressure reducing valve 52 in the spin hydraulic circuit for operating the left and right spin turn clutch 26, and the brake hydraulic circuit for braking the left and right steering brakes 30 by operating the brake petal. It has a brake switching valve 54 and the like.

Switching to a neutral range, a pivot turn range, a spin turn range, and the like is controlled by the operation angle of the power steering lever (FIG. 8). At this time, changes in hydraulic pressure by the left and right steering clutch switching valves 50, the left and right steering brake pressure reducing valves 51, the left and right spin pressure reducing valves 52, and the like are controlled as shown in the graphs of FIG. In this case, as described above,
When the traveling is stopped, the output is controlled by the detection of the vehicle speed sensor 46 so that the left and right steering clutch switching valves 50 are simultaneously turned off.

Each of the left and right steering clutches 2 has a pressure cylinder 55 for operating the clutch, a piston 56 fitted therein, a clutch spring 57 for constantly pressing the pressure cylinder 55 to the clutch pressure contact side, and the like. And
When the hydraulic pressure from the steering clutch hydraulic circuit is sent to the cylinder area between the pressure cylinder 55 and the piston 56, the pressure cylinder 55 is pressed against the clutch spring 57 to disengage the steering clutch 2. I do. Conversely, when the hydraulic pressure in this cylinder area is released, the pressure cylinder 55 is pushed back by the clutch spring 57, and presses the steering clutch 2 into engagement.

Therefore, when the power steering lever is in the neutral range, the left and right steering clutch switching valves 50 are not turned ON, so that the clutch spring 5
7, the steering clutch is in the engaged state A. By turning ON the left and right steering clutch switching valves 50 as described above, the steering clutch is disengaged in the state A.

The steering angle θ of the power steering lever, the steering clutch switching valve 50 and the steering brake pressure reducing valve (proportional pressure reducing valve)
51 and the like in the controller CPU in FIG.
The program is set to the relationship shown in the graph of FIG. In the region of the operation angle until the pivot turn is performed, in the initial region E, the output of the pressure reducing valve 51 is small, and therefore, the gradient of the output increase of the pressure reducing valve 51 with respect to the power steering operation angle θ is set to a gentle slope. In the medium term area F,
The output from the pressure reducing valve 51 is set at a steeper angle than the initial region E. Similarly, in the end region G, the output from the pressure reducing valve 51 is set at a steeper angle than the middle period F.

Accordingly, in the combine operation, in a so-called steering operation such as manual steering or automatic steering when cutting and running along the stalks, the initial area E
, The steering is moderately performed, so that the steering is not excessively cut, the neutral region N is enlarged, and smooth and safe steering can be performed. The change of the traveling direction by the normal steering can be adjusted within the area F by operating up to the medium term area F. Further, when turning, if the operation is performed in the end region G, the effect of the steering brake on the steering side can be improved, and the turning performance can be improved. Further, when making a sharp turn, the turning angle of the crawler 8 is transmitted in the reverse direction by increasing the operation angle θ to be in the spin turn region.

In FIG. 9, the point different from the above example is that the output value of the steering brake proportional pressure reducing valve 51 is controlled to set the pressure output H so as to reduce the output value of the steering lever to the maximum value of the operation angle of the power steering lever. The locked state of the steering brake 30 does not occur until the operation of the lever reaches the maximum position not only in the pivot area but also in the spin turn area. Therefore, the braking of the crawler 8 on the steering side can be reliably maintained, and the turning can be smoothly performed. That is, in the pivot region, the proportional pressure reducing valve 51
This is because there is a pressure difference L over the entire area, as compared with the mode in which the pressure setting K is set so that the output value of the above becomes maximum.

10 and 11, the difference from the above example is that when the power steering lever is operated to output the steering brake proportional pressure reducing valve 51 by a pulse signal, it is set as a reference as shown in FIG. 10- (1). 10 that is higher than the output pulse signal value X by a fixed value (for example, 2 points).
By controlling the output signal value as in (2), the error of the output value of the proportional pressure reducing valve 51 with respect to the instructed value is reduced, and the delay of the hydraulic pressure is reduced.
However, in the operation of the power steering lever in the direction of the neutral position N, a sudden decrease in brake is expected, so this control is not performed. Thus, in the initial stage of the output, the hydraulic output of the pressure reducing valve, which is expected to be delayed, is forcibly reduced for a short time,
By making the output higher than the scheduled output, the delay of the operation can be reduced, and the brake output corresponding to the power steering operation can be maintained.

[Brief description of the drawings]

FIG. 1 is a graph showing a relationship between a power steering lever operation angle and a pressure reducing valve output.

FIG. 2 is a control flowchart of the pressure reducing valve.

FIG. 3 is a front view of a traveling and harvesting transmission unit of the combine.

FIG. 4 is a front view of the traveling and harvesting transmission unit of the combine.

FIG. 5 is a graph showing a relationship between a traveling speed and a cutting speed.

FIG. 6 is an operation hydraulic circuit diagram.

FIG. 7 is a control block diagram of a steering and turning operation.

FIG. 8 shows the operation angle of the power steering lever, each steering clutch,
4 is a graph showing a relationship between a steering brake, a spin turn clutch, and other hydraulic pressures.

FIG. 9 is a graph showing the output of a pressure reducing valve according to another invention.

FIG. 10 is a graph showing the output of a pressure reducing valve according to another invention.

FIG. 11 is a flowchart thereof.

[Explanation of symbols]

30: steering brake, 51: pressure reducing valve, 58: operating hydraulic circuit, θ: operating angle of the power steering lever.

──────────────────────────────────────────────────続 き Continued on front page (58) Field surveyed (Int.Cl. ⁷ , DB name) B62D 11/00

Claims (1)

(57) [Claims] The pressure reducing valve 51 is operated by operating a power steering lever.
In the operation hydraulic circuit 58 that hydraulically operates the steering brake 30 while controlling the steering, the brake output of the pressure reducing valve 51 with respect to the operation angle of the power steering lever is changed from gentle to sharp.
While controlling to change sequentially, the power steering lever
Changes in brake output by the pressure reducing valve 51 with respect to the operating angle
A steering brake control device for a combine, wherein the conversion ratio is increased at each predetermined angle .