JP5452114B2 - Combine - Google Patents

Description

  The present invention relates to a combine harvesting operation, and more particularly to a corner cutting operation technique.

  Conventionally, a wheat straw detection sensor is provided in the vicinity of the weed straw of the combine harvester to detect the wheat straw, and based on the detection result, the combine automatically travels along the row (row) of the shell straw. The technique of the cutting operation control device that controls the above is known (see, for example, Technical Document 1). In the combine described in Patent Document 1, the vertical or horizontal flail is detected by the flail detection sensor, and the cutting steering control device operates the left and right side clutches of the combine by the electromagnetic valve based on the detection result. The combine is automatically controlled to travel in a desired direction.

Japanese Patent Laid-Open No. 2-312502

  However, the harvesting operation of the combine at the four corners (corners) of the field is not automated, and it is still necessary for the operator to perform the turning operation a plurality of times while moving the aircraft forward and backward at a low speed. At that time, if the turning angle of the aircraft due to the turning operation is small, the number of forward and backward movements of the aircraft increases, and conversely if the turning angle of the aircraft is large, there is a high possibility that the aircraft will step over the cereals. Become. That is, when the operator's operation technique is immature, it is difficult to smoothly perform the corner cutting work, and the workability at the corner of the field is not good.

  Therefore, the present invention makes it possible to automatically perform the corner cutting operation when the combine corner cutting operation is performed to harvest the uncut grain culm at the corner of the field, thereby reducing the operation burden on the operator. That is, it is an object of the present invention to provide a combine that can perform a smooth corner cutting operation regardless of the operator's operation technique and can improve workability at a corner of a field.

  The problem to be solved by the present invention is as described above. Next, means for solving the problem will be described.

In claim 1, the travel distance detection means (171) of the airframe, the forward actuator (141P) that drives the travel means (12) of the airframe forward, and the reverse actuator (141P) that reversely drives the travel means (12) ), A turning angle detecting means (172) of the airframe, a steering actuator (142) for changing the left and right outputs of the traveling means (12), and a lifting actuator for raising and lowering the cutting part (4) of the airframe ( 140) and a control unit (200) for controlling each of the actuators, the combine (1) is a unit for executing an automatic chamfering mode, which is a mode for automatically chamfering a field, includes a corner cutting operation means connected to the means (153) performs straight cutting in cutting work, arrives to the "stop position P1 'of the field corners When the pilot body is stopped and the operator turns on the corner cutting operation means (153) for executing the automatic corner cutting mode, the lifting / lowering actuator (140) is operated by the control means (200), and the cutting section (4) And the reverse actuator (141P) is actuated, the aircraft moves straight backward, the travel distance during the reverse travel is detected by the travel distance detecting means (171), and the reverse travel distance reaches a preset distance. The control means (200) stops at the “stop position P2”, and after the aircraft has stopped moving backward, the control means (200) lowers the mowing unit (4) to rotate and advance the machine while cutting. The turning angle of the airframe is detected by the turning angle detecting means (172) and turned to a preset turning angle, and the forward travel distance is determined by the travel distance detecting means (17 ) It is detected by, in which pre-set distance in the forward and reaching down to repeat the cutting work before backward to the control unit based on the set number of times in the automatic corner cutting mode (200).

  According to a second aspect of the present invention, the control means controls the execution of the automatic corner cutting mode to be stopped when the operation tool of the body is operated during the execution of the automatic corner cutting mode.

  According to a third aspect of the present invention, it is possible to arbitrarily set the number of work operations in the automatic corner cutting mode.

  As effects of the present invention, the following effects can be obtained.

  In claim 1, it is possible for the combine to automatically perform the corner cutting operation, to eliminate the burden on the operator's operation, and to perform the smooth corner cutting operation regardless of the operator's operation technique. Become. Therefore, workability at the corner of the field can be improved.

  In claim 2, in an emergency such as when an obstacle is found in front of the aircraft, the control of the automatic chamfering mode can be stopped to stop the operation of the aircraft. Thereafter, the operator can manually perform the cutting operation, and the workability at the corner of the field can be improved.

  According to the third aspect of the present invention, it is possible to appropriately perform the cutting operation at the corner of the farm field in accordance with the size, the size of the machine body, and the like, and the workability at the corner of the farm field can be improved. .

The side view which showed the whole structure of the combine which concerns on one Embodiment of this invention. Similarly, a transmission schematic diagram of a traveling transmission. The control block diagram. The flowchart of the whole automatic corner cutting mode. (A) The flowchart which shows the backward movement of the body, (b) The flowchart which shows the forward (turning) traveling of the body. The figure which shows the driving | running | working locus | trajectory of the body which concerns on automatic corner cutting mode. (A) The figure which shows the driving | running locus | trajectory which leads to the 1st advance, (b) The figure which shows the running locus | trajectory to reach the 2nd advance. The figure which shows the driving | running | working locus | trajectory of the body which concerns on automatic corner cutting mode. (C) The figure which shows the driving | running locus | trajectory which leads to the 3rd advance, (d) The figure which shows the driving | running locus | trajectory which reaches the corner part (stop position P1) of an agricultural field after completion | finish of automatic corner cutting mode. The flowchart of the whole automatic chamfering mode which concerns on another embodiment. (A) Flow chart showing forward and backward movement of airframe according to another embodiment, (b) Flow chart showing turning in another embodiment. The figure which shows the driving | running | working locus | trajectory of the body in the automatic chamfering mode which concerns on another embodiment. (A) The figure which shows the driving | running locus | trajectory which leads to the 1st advance, (b) The figure which shows the running locus | trajectory to reach the 2nd advance. The figure which shows the driving | running | working locus | trajectory of the body in the automatic corner cutting mode which concerns on another embodiment. (C) The figure which shows the driving | running locus | trajectory which leads to the 3rd advance, (d) The figure which shows the driving | running locus | trajectory which comes after completion | finish of automatic corner-cutting mode.

  Below, the combine 1 which concerns on one Embodiment of the combine of this invention is demonstrated. In the following, the front and rear directions are defined with the direction indicated by the arrow A in the figure as the front. Further, a direction perpendicular to the front-rear direction and the horizontal direction is defined as a left-right direction.

  First, the overall configuration of the combine 1 will be described.

  As shown in FIG. 1, the combine 1 includes a traveling unit 3, a cutting unit 4, a threshing unit 5, a sorting unit 6, a grain storage unit 7, a waste processing unit 8, and an engine unit 9 with respect to the machine body frame 2. , A mission unit 10, a control unit 11 and the like are provided.

  The traveling unit 3 is provided in the lower part of the body frame 2. The traveling unit 3 includes crawler type traveling devices 12 and 12 having a pair of left and right crawlers as traveling means, and is configured so that the body can be moved forward or backward by the left and right crawler type traveling devices 12. .

  The cutting unit 4 is provided at the front end of the machine frame 2 so as to be movable up and down with respect to the machine body. The mowing unit 4 includes a weeding tool 13, a pulling device 14, a cutting device 15, a transporting device 16, and the like. It raises, it is comprised so that the grain culm after being raised by the cutting device 15 can be cut | disconnected, and the grain culm after cutting | disconnection can be conveyed by the threshing part 5 side by the conveying apparatus 16. FIG. The cutting unit 4 is configured to be movable up and down with respect to the airframe by a cutting unit lifting hydraulic cylinder 140 that is a lifting actuator.

  The threshing part 5 is provided at the left front part of the machine body frame 2 and is arranged behind the cutting part 4. The threshing unit 5 has a conveying device 17, a handling cylinder, a receiving net (not shown), etc., inherits the cereals conveyed from the cutting unit 4 by the conveying device 17, and conveys it to the waste processing unit 8 side. It is comprised so that the grain cereal currently conveyed can be threshed by the said handling cylinder and a receiving net, and the threshing can be made to leak.

  The sorting unit 6 is provided on the left side of the machine body frame 2 and is disposed below the threshing unit 5. The sorting unit 6 includes a swing sorting device, a wind sorting device, a grain conveying device, a sawdust discharging device, etc. (not shown). The cereal falling from the threshing unit 5 by the swing sorting device The material after rocking and sorting with the wind sorting device is further wind-sorted into grains, swarf and dust, and the like after sorting with the grain transporting device. While conveying a grain to the grain storage part 7 side, it is comprised so that a sawdust, dust, etc. can be discharged | emitted outside by the said sawdust discharging apparatus.

  The grain storage part 7 is provided in the right rear part of the body frame 2, and is arrange | positioned at the right side of the threshing part 5 and the selection part 6. FIG. The grain storage unit 7 includes a grain tank 21, a grain discharge device 22, and the like. The grain storage unit 7 temporarily stores the grain conveyed from the sorting unit 6 by the grain tank 21, and the grain discharge device 22 stores the grain. It is comprised so that a grain can be discharged | emitted from the glen tank 21, and can be discharged | emitted outside after conveying in arbitrary directions.

  The waste disposal unit 8 is provided at the left rear portion of the machine body frame 2 and is disposed behind the threshing unit 5. The waste processing unit 8 includes a waste transporting device, a waste cutting device, and the like (not shown). It is configured so that it can be discharged to the outside or conveyed to the waste cutting device, cut by the waste cutting device, and discharged to the outside.

  The engine unit 9 is provided at the front right side of the machine body frame 2 and is disposed in front of the grain storage unit 7. The engine unit 9 includes an engine 23 and the like so that power can be supplied from the engine 23 to each unit device using this as a drive source via an appropriate transmission mechanism so that the engine unit 23 can drive each unit device. Composed.

  The mission unit 10 is provided at the front right side of the body frame 2 and is disposed in front of the engine unit 9. The transmission unit 10 includes a transmission 26 and the like, and before the power of the engine 23 of the engine unit 9 is supplied to each device such as the traveling unit 3 and the cutting unit 4, the transmission 26 can shift the power. Configured to be able to. The mission unit 10 will be described in more detail later.

  The control unit 11 is provided at the front right side of the body frame 2 and is disposed above the engine unit 9 and the mission unit 10. The control unit 11 includes a control seat 24, operating tools including a steering handle 25, steps (not shown), and the like. The operator on the step is seated on the control seat 24. It is comprised so that it can be operated.

  In this way, the combine 1 supplies the power of the engine 23 from the engine unit 9 to the devices of the respective units by operating the operation tools in the control unit 11, and cuts the vehicle while running the aircraft in the traveling unit 3. The part 4 cuts off the cereals in the field, the threshing part 5 threshs the cereals from the reaping part 4, the sorting part 6 sorts out the cereal from the threshing part 5, and the grain storage part 7 sorts out At the same time as storing the grain from the threshing section 8, the waste processing section 8 can discharge the waste from the threshing section 5 to the outside.

  Next, the configuration of the mission unit 10 will be described in more detail.

  In the mission unit 10, as shown in FIG. 2, the transmission 26 includes a traveling hydraulic continuously variable transmission (hereinafter referred to as a traveling HST) 40, a steering hydraulic continuously variable transmission (hereinafter referred to as a steering). 50, a transmission mechanism 70, and a transmission case. Then, the transmission HST 40, the steering HST 50, and the transmission mechanism 70 are accommodated in the transmission case, and the transmission mechanism of the traveling system of the combine 1 is constituted by these.

  The travel HST 40 is provided with a variable displacement travel pump 40P and a variable displacement travel motor 40M. The traveling pump 40P and the traveling motor 40M are respectively composed of a hydraulic pump and a hydraulic motor, and are fluidly connected to each other. Note that at least one of the traveling pump and the traveling motor may be a variable displacement type. In the present embodiment, as described above, the traveling pump 40P and the traveling motor 40M are both configured as a variable displacement type.

  The traveling pump 40P is provided with a traveling pump shaft 41, a traveling pump main body 42, and a traveling pump volume adjusting means 43. The traveling pump shaft 41 is interlocked with the output shaft of the engine 23, and the traveling pump body 42 is supported by the traveling pump shaft 41 so as not to be relatively rotatable. The travel pump volume adjusting means 43 has a movable swash plate and a control shaft, and is configured to change the volume of the travel pump 40P by tilting the movable swash plate with the control shaft.

  The travel motor 40M is provided with a travel motor main body 44, a travel motor shaft 45, and a travel motor volume adjusting means 46. The travel motor main body 44 is fluidly connected to the travel pump main body 42 and supported by the travel motor shaft 45 so as not to be relatively rotatable. The travel motor volume adjusting means 46 has a movable swash plate and a control shaft, and is configured to change the volume of the travel motor 40M by tilting the movable swash plate with the control shaft.

  The traveling HST 40 can be operated by a shift operation device. The shift operation device includes a shift operation unit 151 that can be manually operated, such as a shift lever, an operation position detection sensor 161 that detects an operation position of the shift operation unit 151, a shift actuator 141P that is an operating device for the travel pump 40P, and a travel motor. A shift actuator 141M, which is a 40M actuator, is provided. As shown in FIG. 3, the operation position detection sensor 161, the speed change actuator 141P, and the speed change actuator 141M are connected to the control device 200 provided in the combine 1, and the speed change actuator 141P and the speed change actuator 141M are operation-controlled by the control device 200. .

  The travel pump volume adjusting means (movable swash plate) 43 of the travel pump 40P is operated by a speed change actuator 141P which is an operating device. The speed change actuator 141P serves as both a forward actuator and a reverse actuator. In this embodiment, the speed change actuator 141P includes an electromagnetic valve, a hydraulic cylinder, a solenoid for operating the electromagnetic valve, and the like. However, the speed change actuator can be constituted by an electric motor, an electric cylinder, or the like, and is not limited to a solenoid. The transmission actuator 141P is controlled by the control device 200 based on the detection result from the operation position detection sensor 161, and a piston of a hydraulic cylinder is connected to the traveling pump volume adjusting means (movable swash plate) 43, and the hydraulic cylinder is operated as an electromagnetic valve. It is expanded and contracted by switching.

  When the shift lever, which is the shift operation means 151, is rotated to the forward side, the solenoid on the forward side of the electromagnetic valve is operated by the control device 200, the electromagnetic valve is switched to the speed increasing side, and the hydraulic cylinder is at its rotation angle. The travel pump volume adjusting means (movable swash plate) 43 is tilted forward from the neutral position, and the combine 1 is increased to the set travel speed. When the speed change lever is rotated to the deceleration side (neutral side), the solenoid valve is switched to the deceleration side, the hydraulic cylinder is reduced, and the travel pump volume adjusting means (movable swash plate) 43 is placed at a position corresponding to the rotation angle. Tilt to the neutral side.

  Further, when the vehicle is moved backward, the traveling pump volume adjusting means (movable swash plate) 43 is tilted in accordance with the rotation angle obtained by rotating the shift lever from the neutral position to the reverse side.

  Thus, in the traveling HST 40, when the traveling pump 40P is driven, the volume of the traveling pump 40P is changed in accordance with the tilt of the traveling pump volume adjusting means (movable swash plate) 43, so that the traveling pump 40P drives the traveling motor. The discharge amount and discharge direction of the hydraulic oil discharged to 40M are changed, the rotation direction of the traveling motor shaft 45 is changed to the normal or reverse direction, and the rotation speed is changed steplessly. Furthermore, the rotational speed of the travel motor shaft 45 in the travel motor 40M is changed by changing the volume amount of the travel motor 40M according to the tilt of the travel pump volume adjusting means (movable swash plate) 43.

  The steering HST 50 is provided with a variable displacement steering pump 50P and a fixed displacement steering motor 50M. The steering pump 50P and the steering motor 50M are respectively composed of a hydraulic pump and a hydraulic motor, and are fluidly connected to each other. Note that at least one of the steering pump and the steering motor may be a variable displacement type. In the present embodiment, the steering pump 50P is a variable displacement type, and the steering motor 50M is a fixed displacement type.

  The steering pump 50P is provided with a steering pump shaft 51, a steering pump main body 52, and a steering pump volume adjusting means 53. The steering pump shaft 51 is linked to the engine 23, and the steering pump body 52 is supported by the steering pump shaft 51 so as not to be relatively rotatable. The steering pump volume adjusting means 53 has a movable swash plate and a control shaft, and is configured to change the volume of the steering pump 50P by tilting the movable swash plate with the control shaft. .

  The steering motor 50M is provided with a steering motor main body 54, a steering motor shaft 55, and a fixed swash plate. The steering motor main body 54 is fluidly connected to the steering pump main body 52 and is supported on the steering motor shaft 55 so as not to be relatively rotatable. The fixed swash plate is fixed to the steering motor body 54 and is configured to fix the volume of the steering motor 50M.

  The steering HST 50 can be operated by a steering operation device. The steering operation device includes a steering operation means that can be manually operated, such as the steering handle 25, a steering position detection sensor 160 that detects an operation position of the steering operation means, and a differential operation for the steering pump 50P. A directional actuator 142 is provided. As shown in FIG. 3, the steering position detection sensor 160 and the steering actuator 142 are connected to a control device 200 provided in the combine 1, and the steering actuator 142 is controlled by the control device 200.

  The steering pump volume adjusting means (movable swash plate) 53 of the steering pump 50P is operated by a steering actuator 142 which is an operating device. In this embodiment, the steering actuator 142 is configured by a solenoid valve, a hydraulic cylinder, a solenoid that operates the solenoid valve, and the like. However, the steering actuator can be constituted by an electric motor, an electric cylinder, or the like, and is not limited to a solenoid. The steering actuator 142 is controlled by the control device 200 based on the detection result from the steering position detection sensor 160, and a piston of a hydraulic cylinder is connected to the steering pump volume adjusting means (movable swash plate) 53, and the hydraulic cylinder Is expanded and contracted by switching the solenoid valve.

  When the steering handle 25 is rotated, the solenoid of the solenoid valve is operated by the control device 200, and the steering pump volume adjusting means (movable swash plate) 53 of the steering pump 50P is tilted. The volume of the steering pump main body 52 is changed according to the tilt angle of the steering pump volume adjusting means (movable swash plate) 53, and the rotational direction and the rotational speed are changed steplessly.

  The transmission mechanism 70 includes a pair of planetary gear mechanisms, a first planetary gear mechanism 80a and a second planetary gear mechanism 80b, a traveling output transmission mechanism 100, and a steering output transmission mechanism 110.

  The first planetary gear mechanism 80a is provided with a sun gear 81, an internal gear 84, a plurality of planetary gears 82, 82. The sun gear 81 is fixed to the rotating shaft 86, and the internal gear 84 is disposed so as to surround the sun gear 81 concentrically. Each planetary gear 82 is interposed between both gears so as to mesh with the internal teeth of the internal gear 84 and the external teeth of the sun gear 81, and is rotatably supported by the carrier 83. The carrier 83 is fixed to the first output shaft 60a.

  Similarly, the second planetary gear mechanism 80b is provided with a sun gear 81, an internal gear 84, a plurality of planetary gears 82, 82,. The sun gear 81 is fixed to the rotating shaft 86, and the internal gear 84 is disposed so as to surround the sun gear 81 concentrically. Each planetary gear 82 is interposed between both gears so as to mesh with the internal teeth of the internal gear 84 and the external teeth of the sun gear 81, and is rotatably supported by the carrier 83. The carrier 83 is fixed to the second output shaft 60b.

  The travel output transmission mechanism 100 includes an output shaft 101, a branch shaft 105, a first travel output gear train 106a, a second travel output gear train 106b, an auxiliary transmission mechanism 107, and a parking brake device 102. The output shaft 101 is interlocked with the travel motor shaft 45 of the travel motor 40M in the travel HST 40, and the branch shaft 105 is interlocked with the output shaft 101 via the auxiliary transmission mechanism 107.

  The subtransmission mechanism 107 is configured so that the rotational power of the traveling motor shaft 45 for traveling can be shifted in multiple stages between the output shaft 101 and the branch shaft 105. A PTO pulley 48 is fixed to the travel motor shaft 45 of the travel motor 40M, and the rotational power of the travel motor 40M can be transmitted from the PTO pulley 48 to the transmission mechanism of the cutting unit 4.

  The first traveling output gear train 106a transmits the rotational power of the branch shaft 105 to the internal gear 84 of the first planetary gear mechanism 80a, and the second traveling output gear train 106b transmits the rotational power of the branch shaft 105 to the second planetary gear. It is transmitted to the internal gear 84 of the gear mechanism 80b. The transmission directions and transmission ratios of the first traveling output gear train 106a and the second traveling output gear train 106b are set to be the same.

  The parking brake device 102 includes a brake shaft 103 and a brake unit 104, receives rotational power from the output shaft 101 by the brake shaft 103, and outputs it to the branch shaft 105, and is selectively selected with respect to the brake shaft 103 by the brake unit 104. It is comprised so that braking force can be added to. That is, the parking brake device 102 can operatively apply a braking force to the travel motor shaft 45.

  The steering output transmission mechanism 110 includes an output shaft 111, a common shaft 112, a first steering output gear train 113a, a second steering output gear train 113b, a clutch device 115, and a steering brake device 114. It is done.

  The output shaft 111 is linked to the steering motor shaft 55 of the steering motor 50M in the steering HST 50, and the common shaft 112 is linked to the output shaft 111 via the clutch device 115. The clutch device 115 is configured to be able to transmit or block the rotational power from the output shaft 111 to the common shaft 112.

  The first steering output gear train 113a transmits the rotational power of the common shaft 112 to the sun gear 81 of the first planetary gear mechanism 80a via the rotary shaft 86 and the like, and the second steering output gear train 113b is the common shaft 112. Is transmitted to the sun gear 81 of the second planetary gear mechanism 80b via the rotating shaft 86 and the like. The transmission ratios of the first steering output gear train 113a and the second steering output gear train 113b are set to be the same, and the transmission directions are set to opposite directions.

  The steering brake device 114 is configured to selectively apply a braking force to the output shaft 111. That is, the steering brake device 114 can operatively apply a braking force to the steering motor shaft 55 of the steering motor 50M.

  In such a configuration, when the steering motor 50M of the steering HST 50 is stopped and the traveling motor 40M of the traveling HST 40 is driven, the rotational power of the traveling motor 40M is transmitted from the traveling motor shaft 45 to the traveling output transmission mechanism. 100 output shaft 101, branch shaft 105, first and second traveling output gear trains 106a and 106b, internal gear 84 of first and second planetary gear mechanisms 80a and 80b, planetary gear 82, and carrier 83 in this order. It is transmitted to the member, and then transmitted to the first and second output shafts 60a and 60b.

  Due to the transmission of the rotational power, the first output shaft 60a and the second output shaft 60b are rotated at the same rotational speed, and as a result, the drive wheels provided in the left and right crawler type traveling devices 12 are the same rotational speed in the same rotational direction. It is rotated by. As a result, the left and right crawler type traveling devices 12 are driven, and the vehicle travels straight in the front-rear direction.

  The forward / backward switching in the straight traveling of the airframe is performed by rotating the shift lever as the shift operation means 151 in the reverse direction from the neutral position to operate the forward actuator or the reverse actuator (shift actuator 141P), and from the traveling pump 40P. This is done by changing the discharge direction of the hydraulic oil discharged to the travel motor 40M and changing the rotation direction of the travel motor shaft 45 in the reverse direction.

  When the traveling motor 40M of the traveling HST 40 is stopped and the steering motor 50M of the steering HST 50 is driven, the rotational power of the steering motor 50M is output from the steering motor shaft 55 to the output of the steering output transmission mechanism 110. The shaft 111, the common shaft 112, the first and second steering output gear trains 113a and 113b, the sun gear 81 of the first and second planetary gear mechanisms 80a and 80b, the planetary gear 82, and the carrier 83 are transmitted to the members in this order. Then, it is transmitted to the first and second output shafts 60a and 60b.

  By the transmission of this rotational power, the first output shaft 60a and the second output shaft 60b are rotated in opposite directions, and the drive wheels of the left and right crawler type traveling devices 12 are rotated in the forward or reverse direction, and the other left and right The drive wheels of the crawler type traveling device 12 are rotated in the reverse or forward direction. As a result, the left and right crawler type traveling devices 12 are driven, and the spin turn of the aircraft is performed on the spot. Thereby, the direction change in a farm field or a headland is enabled, for example.

  When the traveling motor 40M in the traveling HST 40 is driven and the steering motor 50M of the steering HST 50 is driven, the rotational power transmitted from the traveling motor 40M via the traveling output power transmission mechanism 100 and the steering motor 50M. Rotational power transmitted from the first and second planetary gear mechanisms 80a and 80b is transmitted to the first and second output shafts 60a and 60b, respectively. .

  By the transmission of this rotational power, the first and second output shafts 60a and 60b are rotated at different rotational speeds, and as a result, the drive wheels of the left and right crawler type traveling devices 12 are rotated at different rotational speeds. As a result, the left and right crawler type traveling devices 12 are driven with a speed difference, and the aircraft is traveling and turning left or right at the same time. The turning direction and turning radius are determined according to the speed difference between the left and right crawler type traveling devices 12. Further, a turn angle detecting means 172 (see FIG. 3) for detecting the turn angle of the airframe is provided in the combine 1, and the turn angle detecting means 172 is connected to the control device 200.

  Next, the control device 200 will be described. As shown in FIG. 3, the control device 200 mainly includes a calculation unit such as a central processing unit (CPU) that executes calculation processing, a storage device (RAM or ROM), an interface, and the like. A control program that is input and output to each actuator or the like is stored in the ROM. The control device 200 is an example of a control unit.

  The control device 200 according to the present embodiment automatically operates (runs) the combine 1 as set in advance when performing the corner cutting operation at the corner of the field, and performs the cutting operation “automatic corner cutting mode” "Is stored. Here, the “corner field corners” mean the four corners of the field, that is, the respective corners when the field is partitioned into a substantially quadrangular shape.

  Next, the control of the automatic corner cutting mode will be specifically described with reference to FIGS.

  As shown in FIG. 6 (a), in the cutting operation by the combine 1, the combine 1 enters the field and performs straight cutting and reaches the end of the corner of the field (hereinafter referred to as "stop position P1"). Then stop the aircraft. Next, as shown in FIG. 4, when the operator automatically performs the corner cutting operation, the start button 153 (see FIG. 3) which is a corner cutting operation means for executing the automatic corner cutting mode is set to the ON side. Operate (S1). Then, the cornering operation position detection sensor 163 (see FIG. 3) that detects the ON / OFF operation position of the start button 153 detects that the ON operation, that is, the automatic cornering mode is selected (S2), and the detection. Based on the result, the control device 200 starts control of the automatic corner cutting mode. The start button 153 is an example of a corner cutting operation unit, and is not limited to a push button type or a touch sensor type, but may be configured with a lever or the like. Further, the corner cutting operation means and the corner cutting operation position detection sensor 163 may be configured by one switch.

  In the automatic corner cutting mode, the work clutch (threshing clutch and mowing clutch) is set to “ON” when the aircraft is moving forward, and is set to “OFF” when moving backward. The switching between “ON” and “OFF” of the work clutch may be manual or automatic. In this embodiment, the work clutch is an operation position detection sensor 165 (see FIG. 3) that detects an operation position when a work clutch lever 155 (see FIG. 3) that is a work operation means is rotated. Based on the detection result, “ON” and “OFF” are controlled to be switched by the control device 200.

  When control of the automatic corner cutting mode is started, first, the control unit 200 activates the cutting unit lifting hydraulic cylinder 140 (see FIG. 3), which is a lifting actuator, and the cutting unit 4 is raised relative to the airframe ( S3).

  After the mowing unit 4 is lifted, the reverse actuator (transmission actuator 141P) is actuated, and as shown by the arrow D1 in FIG. 6 (a), the aircraft moves straight backward (S4). As shown in FIG. 5 (a), the reverse travel distance of the aircraft is detected by the travel distance detecting means 171 (see FIG. 3) (S41), and when the travel distance of the aircraft reaches a preset distance (S42). ), The speed change actuator 141P (see FIG. 3) is actuated by the control device 200 based on the detection result, the travel pump volume adjusting means (movable swash plate) 43 is tilted to the neutral side, and the airframe stops reverse. (S43). As shown in FIG. 6 (a), the position where the aircraft stopped is referred to as “stop position P2,” and the travel distance during the reverse travel (the distance from the stop position P1 to the stop position P2) is the longitudinal length of the aircraft. Longer than.

  After stopping the backward movement of the machine body, as shown in FIG. 4, the cutting device raising / lowering hydraulic cylinder 140, which is a lifting actuator, is operated by the control device 200, and the cutting part 4 is lowered with respect to the machine body (S5).

  After the lowering of the cutting unit 4, the combine 1 advances while turning the machine body toward the left side of the set angle as shown by the arrow D2 in FIG. 6A (S6). That is, the forward actuator (transmission actuator 141P) is operated to advance at a set speed (low speed), and at the same time, the steering actuator 142 (see FIG. 3) is operated to change the direction of the aircraft to the left, whereby the combine 1 is Move forward while turning the aircraft toward the left side to perform cutting work. Thereafter, as shown in FIG. 5B, the turning angle of the airframe is detected by the turning angle detecting means 172 (see FIG. 3) (S61), and when the turning angle of the airframe reaches a preset angle (S62). The steering actuator 142 is actuated based on the detection result, and the aircraft performs a cutting operation while moving straight (stopping turning the aircraft toward the left side) (S63).

  In the automatic corner cutting mode, the cutting height set by the height of the cutting unit 4 from the ground surface is set by the operator using the cutting height adjustment dial 154 (see FIG. 3) as cutting height adjusting means. Shall be able to. That is, when the operator turns the cutting height adjustment dial 154 to set the cutting height, the cutting unit is lifted and lowered based on the detection result of the operation position detection sensor 164 (see FIG. 3) that detects the operation position. The hydraulic cylinder 140 is actuated, and the cutting unit 4 moves up and down with respect to the airframe to obtain a set cutting height.

  Further, the cutting unit 4 is provided with a cutting height detection sensor 173 (see FIG. 3) for detecting the cutting height. Then, in the automatic corner cutting mode, the combine 1 detects the detection result (cutting height) detected by the cutting height detection sensor 173 when the cutting result is less than or equal to the cutting height set by the cutting height adjustment dial 154. Based on the above, the cutting device lifting / lowering hydraulic cylinder 140 is operated by the control device 200, and the cutting unit 4 is controlled to rise with respect to the airframe. Thereby, it can prevent that the cutting part 4 becomes below the cutting height which was set, and it can prevent that the cutting part 4 thrusts into the ground accidentally.

  As shown in FIG. 5 (b), the combine 1 detects the travel distance of the aircraft by the travel distance detection means 171 (S64), and the travel distance is set to a preset distance. (S65), the speed change actuator 141P is operated by the control device 200 based on the detection result, and the aircraft stops moving forward (S66). In this way, the combine 1 performs the cutting operation by moving the body forward in a substantially curved shape toward the left in a plan view and in a substantially straight shape from the middle. As shown in FIGS. 6 and 7, the turning angle of the machine body is such that the cutting width L1 at the position where the machine body has stopped moving forward substantially matches the cutting width of the cutting unit 4 of the combine 1. In this way, the maximum cutting width when reaching the field end substantially matches the cutting width of the cutting unit 4, so that the cutting efficiency of the cutting operation in the oblique direction can be increased.

  After stopping the forward movement of the machine body, as shown in FIG. 4, the cutting device lifting hydraulic cylinder 140, which is a lifting actuator, is operated by the control device 200, and the cutting part 4 is raised with respect to the vehicle body (S7).

  The combine 1 detects the number of forward movements with the cutting operation by the forward number detection means 174 (see FIG. 3) for detecting the number of forward movements with the cutting work as described above (see FIG. 3). If the preset number has not been reached (S9), the combine 1 repeats the operations from S3 to S9 as described above.

  That is, the cutting unit 4 is raised by the control device 200 (S3), and as shown by the arrow D2 in FIG. 6 (b), the aircraft moves straight back (S4), and the traveling distance of the aircraft is detected by the traveling distance detecting means 171. (S41) When the detected travel distance reaches a preset distance (S42), the speed change actuator 141P is operated by the control device 200 based on the detection result, and the aircraft stops reverse (S43). As shown in FIG. 6B, the stop position of the aircraft is slightly ahead of the stop position P2. In the present embodiment, the combine 1 calculates the total number of forward movements with the cutting operations as described above as shown by arrows D2, D6, D3 and D4 in FIG. 6 (a). Although it is repeated three times, it is not limited to this number.

  On the other hand, when the number of forward movements involving the cutting operation as described above reaches a preset number, the combine 1 is set to the automatic corner cutting mode by the control device 200 based on the detection result of the forward movement number detecting means 174. Controlled to end. As shown in FIG. 4, at that time, a notification means such as a sound or a lamp is activated (S10), and the operator is made aware that the corner cutting operation has been completed (the automatic corner cutting mode has been completed). Note that the preset number of times as described above means that the automatic corner-cutting mode is ended, and the combiner 1 moves the aircraft to the stop position P1 at the start of the automatic corner-cutting mode (vertical direction). It is the number of times that the area that can be turned in the horizontal direction can be cut.

  At this time, if the combine 1 has not yet sufficiently trimmed the area that allows the aircraft to turn sideways, the start button 153 that is the corner trimming operation means is further moved to the “continue” side. By performing the operation, diagonal cutting (operations from S3 to S9 as described above) is performed one round trip. Note that the operation means operated on the “continue” side is not limited to the start button 153, and a continuation button or the like may be provided separately.

  Note that the preset turning angle and travel distance of the aircraft as described above can be changed by the setting means 157 (see FIG. 3). In other words, when the operator operates the setting means 157 to set the turning angle and travel distance of the airframe, the control device 200 automatically detects the operation position based on the detection result of the setting detection sensor 167 (see FIG. 3). It is configured to set and control the turning angle and travel distance of the airframe in the corner cutting mode.

  Then, the position at which the automatic corner cutting mode ends is set as the final cutting position, and when the cutting operation is performed up to the final cutting position (in this embodiment, the arrow D4 in FIG. 7C), the combine 1 stops its operation. The final cutting position is defined as “stop position P3”.

  The combine 1 is manually shifted and steered from the stop position P3. That is, as shown by arrow D5 in FIG. 7 (d), the combine 1 moves backward while turning the aircraft in the right direction, and is set to be transverse to the direction of the stop position P1 at the corner position (stop position P1). Then, it is possible to continue normal mowing while continuing straight ahead (arrow D6 in FIG. 7 (d)). However, if the traveling direction of the aircraft can be detected using GPS or the like, the control device 200 can automatically perform the shift and steering operation of the combine 1 indicated by the arrow D5 in FIG. Is possible. In addition, in the cutting operations shown by arrows D1 to D4 shown in FIGS. 6 and 7, even if an error occurs in the turning angle in a soft field, the turning angle in the traveling direction of the aircraft can be known so that the angle of the aircraft is easily corrected. It becomes possible to do.

  As described above, in this embodiment, the combine 1 includes the airframe travel distance detection means 171, the speed change actuator 141 </ b> P (forward actuator) that drives the airframe crawler travel devices 12 and 12, and the crawler travel device 12. A shift actuator 141P (reverse actuator) that drives the rearward drive 12 and the like, a turning angle detection means 172 of the airframe, a steering actuator 142 that changes the left and right outputs of the crawler type traveling devices 12 and 12, and a cutting unit 4 of the airframe. A cut and lift hydraulic cylinder 140 (lifting actuator) that moves up and down, and a control device 200 (control means) that controls each of the actuators, and has an automatic corner cutting mode that is a mode that automatically cuts the corner of the field. A start button 153 connected to the control device 200. In the automatic corner cutting mode, the control device 200 raises the cutting unit 4, then moves the aircraft backward by a predetermined distance, stops the cutting unit 4, lowers the cutting unit 4, and then moves the aircraft to a predetermined angle. Control is performed so as to perform a set number of work operations that are turned and cut forward and moved forward by a predetermined distance.

  By configuring in this way, the combine 1 can automatically perform the corner cutting work, eliminate the burden of the operation of the operator, and perform the smooth corner cutting work regardless of the operation technique of the operator. Is possible. Therefore, workability at the corner of the field can be improved.

  Next, the control of the automatic corner cutting mode according to another embodiment of the present invention will be specifically described with reference to FIGS. In addition, the description which abbreviate | omits the description which abbreviate | omits by attaching | subjecting the same code | symbol to the part which is the same structure as the automatic chamfering mode mentioned above.

  As shown in FIGS. 8 and 10, when the start button 153 is operated at the stop position P1 (S1) and it is detected that the automatic corner cutting mode is selected (S2), the automatic corner cutting mode in another embodiment is performed. Control is started. Then, the cutting unit 4 is raised with respect to the aircraft (S3), and the aircraft moves straight backward (S4). As shown in FIG. 9A, when the travel distance (S41) reaches a preset distance (S42), the aircraft stops reverse (S43). Then, as shown in FIG. 8, the cutting unit 4 is lowered with respect to the aircraft (S5). In addition, as shown in FIG. 10, it is set as the stop position P2 where the reverse of the airframe stopped.

  As shown in FIG. 8, after the cutting unit 4 is lowered, the aircraft starts turning on the left side of the set angle (counterclockwise) on the stop position P2, that is, without moving forward and backward (S100). Then, as shown in FIG. 9 (b), the turning angle of the aircraft is detected (S61), and when the detected turning angle reaches a preset angle (S62), the aircraft is based on the detection result. The turning is stopped (S63).

  After stopping the turning of the airframe, the airframe performs a cutting operation while moving straight forward as shown by an arrow D12 in FIG. 10 (a) (S110). As shown in FIG. 9A, when the travel distance (S41) reaches a preset distance (S42), the aircraft stops moving forward (S43). And as shown in FIG. 8, the cutting part 4 is raised with respect to the body (S7). That is, in the embodiment as described above, the combine 1 moves forward while performing the cutting operation while turning the aircraft, but in the other embodiment, the combine 1 moves the aircraft when performing the cutting operation. It is different in that it does not turn (moves straight forward).

  Then, the combine 1 detects the number of forward movements with the cutting operation as described above (S8), and if the detected number does not reach the preset number (S9), the S1 to S9 as described above. The operations up to are repeated. That is, the combine 1 raises the cutting part 4 as shown by the arrow D12 in FIG. 8 and FIG. 10B (S3), and moves backward straight (S4). As shown in FIG. 9A, when the travel distance (S41) reaches a preset distance (S42), the aircraft stops reverse (S43). In this case, the aircraft is set to stop on the stop position P2. That is, the forward movement shown by the arrow D12 in FIG. 10A and the reverse movement shown by the arrow D12 in FIG. 10B are those in which the aircraft travels substantially the same distance.

  In this alternative embodiment, the automatic corner cutting mode is such that the forward movement with the cutting operation as described above is indicated by an arrow D12, an arrow D13, an arrow D13, and an arrow D14 in FIG. However, the number of times is not limited to this.

  On the other hand, when the number of forward movements with the harvesting operation as described above reaches a preset number, the combine 1 raises the harvesting unit 4 with respect to the fuselage as shown in FIG. 8 (S120). The aircraft moves straight back (S130). As shown in FIG. 9A, when the travel distance (S41) reaches a preset distance (S42), the aircraft stops reverse (S43). And as shown in FIG. 8, the cutting part 4 is lowered | hung with respect to a body (S140).

  After the mowing unit 4 is lowered, the aircraft starts turning on the right side of the set angle (clockwise) on the stop position P2, that is, the aircraft does not move forward and backward (S150). Then, as shown in FIG. 9 (b), the turning angle of the aircraft is detected (S61), and when the detected turning angle reaches a preset angle (S62), the aircraft is based on the detection result. The turning is stopped (S163). After the turning is stopped, the direction of the aircraft is vertical, that is, the same direction as when the aircraft is moved backward from the stop position P1 to the stop position P2 and stopped as shown by the arrow 11 in FIG. Configured.

  After the aircraft has stopped turning, the aircraft advances straight as shown by arrow D15 in FIG. 11 (d) (S160), and as shown in FIG. 9 (a), the travel distance (S41) becomes a preset distance. When it reaches (S42), the aircraft stops moving forward (S43). In addition, no cutting operation is performed for the forward movement. Further, the stop position of the aircraft is configured to be the stop position P1.

  As shown in FIG. 11 (d), after the aircraft has stopped moving forward, the aircraft is on the stop position P1, that is, the aircraft does not move forward and backward, toward the set angle (90 degrees) left (counterclockwise). The aircraft starts to turn (S170). Then, as shown in FIG. 9B, the turning angle of the airframe is detected (S61), and when the detected turning angle reaches the set angle (90 degrees) (S62), the airframe is based on the detection result. Stops turning (S63). After the turning of the airframe is stopped, the automatic corner cutting mode in the present embodiment is terminated, and the notifying means is operated as shown in FIG. 8 (S10). Note that, as described above, the combine 1 turns the aircraft 90 degrees in the present embodiment as described above, and after the turn is stopped, the fuselage is set sideways with respect to the direction of the stop position P1. Then, it is possible to continue normal mowing while continuing straight as it is (arrow D16 in FIG. 11 (d)).

  By configuring in this way, the combine 1 can automatically perform the corner cutting work, eliminate the burden of the operation of the operator, and perform the smooth corner cutting work regardless of the operation technique of the operator. Is possible. Moreover, the workability | operativity in the corner of a farm field can be improved. Moreover, since the combine 1 does not perform a cutting operation that involves turning of the airframe (the airframe does not turn while moving forward and backward), an error is unlikely to occur in the turning angle of the airframe regardless of the state of the field.

  The automatic corner cutting mode is controlled when there are obstacles in front of the aircraft or in the corners of the field, or when cutting operations at the corners of the field are performed in a deformed field such as a trapezoid or triangle. Since the aircraft may travel in an unintended direction or an unintended distance when the aircraft is operating, the start button 153 which is a corner cutting operation means is operated to the OFF side in these cases, or an emergency stop means Is provided with a travel stop switch 156 (see FIG. 3), and the travel stop switch 156 is operated to the ON side. When the travel stop switch 156 is operated to the ON side, the control device 200 can stop the travel of the aircraft based on the detection result of the operation position detection sensor 166 (see FIG. 3) that detects the operation position.

  In addition, the control device 200 stops the control when the operation tool is operated during the control (execution) of the automatic corner cutting mode, that is, during the control of the forward / backward movement and turning of the airframe and the lifting / lowering of the cutting unit 4. It can be set as the structure to do. Specifically, the control device 200 of the combine 1 is a forward / backward movement of the aircraft by the forward actuator and the reverse actuator (transmission actuator 141P) in the automatic corner cutting mode, the turning of the aircraft in the horizontal direction by the steering actuator 142, and the lift actuator During each control of lifting / lowering of the cutting unit 4 by a certain cutting unit lifting / lowering hydraulic cylinder 140, each control is stopped when the steering handle 25, the shift lever or the like as an operating tool is operated by the operator. be able to.

  As described above, in the present embodiment, the control device 200 stops the control (execution) in the automatic corner cutting mode when the operating tool of the aircraft is operated during the control (execution) in the automatic corner cutting mode. It is something to control.

  By configuring in this way, the control of the automatic chamfering mode can be stopped and the operation of the aircraft can be stopped in an emergency such as when an obstacle is found in front of the aircraft. Thereafter, the operator can manually perform the cutting operation, and the workability at the corner of the field can be improved.

  Further, in the automatic corner-cutting mode, the control device 200 of the combine 1 has the number-of-times setting dial 152 (refer to FIG. 3) as the number of times of advancement of the machine body by the operation of the forward actuator (shifting actuator 141P) accompanied by the cutting operation. ) Can be configured.

  The number setting dial 152 is provided in the control unit 11 so that the operator can arbitrarily set the number of times during work. When the number of times is set by the number-of-times setting dial 152, the control device 200 moves the combine 1 forward by that number of times based on the detection result of the traveling number setting detection sensor 162 (see FIG. 3) that detects the set number of times. Control is performed so as to repeat the work operation leading to the mowing operation (that is, the operation from S3 to S9 as shown in FIG. 8). Note that the number-of-times setting dial 152 is an example of a travel number setting unit, and is not limited to a dial type, and may be any operation tool that can set the number of times.

  As described above, in the present embodiment, the number of work operations in the automatic corner cutting mode can be arbitrarily set.

  By configuring in this way, it becomes possible to appropriately perform the cutting operation in accordance with the size of the field, the size of the machine body, and the like at the corner of the field, and to improve the workability at the corner of the field. Can do.

DESCRIPTION OF SYMBOLS 1 Combine 4 Mowing part 40 Traveling hydraulic-type continuously variable transmission (traveling HST)
40P Traveling pump 40M Traveling motor 50 Steering hydraulic non-transmission (steering HST)
50P Steering pump 50M Steering motor 70 Transmission mechanism 100 Traveling output transmission mechanism 110 Steering output transmission mechanism 140 Mowing lift hydraulic cylinder (lifting actuator)
141P Variable speed actuator (forward actuator and reverse actuator)
141M Variable speed actuator 152 Number of times setting dial (traveling number setting means)
153 Start button (corner cutting operation means)
154 Cutting height adjustment dial (cutting height adjustment means)
200 Control device (control means)

Claims (3)

A travel distance detection means (171) of the airframe, a forward actuator (141P) that drives the travel means (12) of the airframe forward, a reverse actuator (141P) that reversely drives the travel means (12), A turning angle detecting means (172), a steering actuator (142) for changing the left and right output of the traveling means (12), a lifting actuator (140) for raising and lowering the cutting part (4) of the airframe, In a combine (1) comprising a control means (200) for controlling an actuator, means for executing an automatic corner cutting mode, which is a mode for automatically cutting a field, and a corner connected to the control means. comprising a cutting operating means (153) performs straight cutting in cutting work, to reach the "stop position P1 'of the field of the corners to stop the aircraft, When the vertical person turns on the corner cutting operation means (153) for executing the automatic corner cutting mode, the lifting and lowering actuator (140) is actuated by the control means (200) to raise the cutting part (4) and reversely move When the actuator (141P) is actuated, the aircraft moves straight backward, the travel distance during the reverse travel is detected by the travel distance detection means (171), and when the reverse travel distance reaches a preset distance, the control means (200) Is stopped at the “stop position P2”, and after the aircraft is stopped from moving backward, the cutting means (4) is lowered by the control means (200), the aircraft is turned, and the cutting operation is performed while moving forward, and the aircraft is turned. The angle is detected by the turning angle detecting means (172), the turning is made to a preset turning angle, and the forward traveling distance is detected by the traveling distance detecting means (171), Stop the forward and reaches the order set distance, Combine, characterized by repeating the cutting operations of the forward and backward to the control unit (200) based on the set number of times in the automatic corner cutting mode.   The combine according to claim 1, wherein the control means (200) performs control so as to stop execution of the automatic corner cutting mode when an operation tool of the body is operated during execution of the automatic corner cutting mode.   The combine in any one of Claim 1 or Claim 2 which can set arbitrarily the frequency | count of the said operation | work operation | movement in the said automatic corner cutting mode.

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