JP5539749B2 - Steer-by-wire combine - Google Patents

Description

  The present invention relates to a steer-by-wire combine.

  Conventionally, there is a combine steering unit having a steering mechanism using a round handle (steering wheel) (see, for example, Patent Document 1). And the steering mechanism using such a steering wheel is a hydraulic continuously variable transmission (hereinafter referred to as “HST” (Hydro Static Transmission)) that drives the crawler via a link mechanism. It is configured to perform a traveling shift and steering while performing hydraulic control. On the other hand, instead of such a steering mechanism using a steering wheel, a steer-by-wire steering mechanism using a lever or the like used in an automobile is used to further simplify the steering operation and improve work efficiency. There is an increasing demand to improve and reduce labor during driving operations. This steer-by-wire steering mechanism performs traveling acceleration / deceleration and turning of a combine by operating a lever for driving operation freely back and forth.

  In other words, the steer-by-wire steering mechanism mechanically separates the mechanism attached for HST control operation and the conventional steering mechanism, and provides an operating device for the mechanism attached for HST control operation. The actuator is electrically controlled from the steering mechanism.

  In such a steer-by-wire steering mechanism, a controller for electrically controlling the actuator is used, and this controller usually has an input / output for inputting / outputting signals for various operations. A unit (for example, an I / O driver) is connected. In the conventional steer-by-wire steering mechanism, the input / output unit connected to the controller is disposed between the driver's seat and the side column.

JP 2006-94870 A

  Thus, in the conventional steer-by-wire steering mechanism, the input / output unit is disposed between the driver's seat in the cabin and the side column on the left side of the cabin. It protruded to the driver's seat side. Therefore, the position of the driver's seat in the cabin is restricted by the space occupied by the side case, and there is a disadvantage that a driver's seat position that can take an optimum driving posture cannot be adopted.

Therefore, in order to solve the above problem, in claim 1, in a combine configured to operate the steering device and the actuator that operates the traveling device with an electric signal, a controller that controls an operation input of the electric signal; An input / output unit that is electrically connected to the controller and inputs electric signals from the traveling system and the steering system and outputs the input electric signals to the controller, and the input / output unit is provided on the left side of the driver's seat. Installed in the side column provided, and a cutting part is disposed on the left side of the driver's seat so as to be freely opened, and on the left side wall of the side column provided on the left side of the driver's seat, the input / output unit is inspected. The mouth is formed .

According to the present invention, in a combine configured to operate the steering device and the actuator for operating the traveling device with an electric signal, a controller for controlling an operation input of the electric signal, a traveling system electrically connected to the controller, and An input / output unit that inputs an electrical signal from the steering system and outputs the input electrical signal to the controller, and the input / output unit is installed in a side column provided on the left side of the driver's seat. There is no need to install an input / output unit in the space between the side column and the driver's seat, and the driver's seat position can be secured freely by that amount, so that the driver's seat position can be set to an optimum working posture. Can do. In addition, by arranging multiple input / output units in the side column, it is possible to prevent failures due to the external environment caused by dust, water, etc. There is an effect that can be easily performed.

In addition, a mowing part is disposed on the left side of the driver's seat so as to be freely opened, and an inspection port for the input / output unit is formed on the left side wall of the side column. Of course, it can be done from outside the driver's seat. That is, if the cutting part is opened to the left side, the left side wall portion of the driver seat is opened, and then the inspection port formed in the left side wall of the driver seat is opened, the side disposed on the left side inside the driver seat Since the column is exposed, opening the side column makes it easy to check the input / output unit installed inside.

The left view which shows the whole structure of the combine which concerns on one Embodiment of this invention. The top view which shows a cabin. The left view which shows a cabin. The right view which shows a cabin. Explanatory drawing which shows the whole power transmission of the combine which concerns on one Embodiment of this invention. Explanatory drawing which shows the whole system of the combine which concerns on one Embodiment of this invention. Explanatory drawing which shows the operation state of the release mechanism of a cutting part. The front view which shows the open mechanism of a cutting part. The left view which shows the opening mechanism of a cutting part.

  Embodiments of the present invention will be described below.

  The combine according to the present invention is a combine configured to operate the steering device and the actuator for operating the traveling device with an electric signal, a controller for controlling the operation input of the electric signal, and a traveling system electrically connected to the controller. And an input / output unit that inputs an electrical signal from the steering system and outputs the input electrical signal to the controller, and the input / output unit is installed in a side column provided on the left side of the driver's seat. It is characterized by.

  Further, in the combine, a cutting part is disposed on the left side of the driver seat so as to be freely opened, and an inspection port for the input / output unit is formed on the left side wall of the side column provided on the left side of the driver seat. It is characterized by that.

  An overall configuration of a combine according to an embodiment of the present invention will be described.

  As shown in FIG. 1, the combine A includes a pair of left and right crawler type traveling units 1, 1, and a body frame 2 is provided on the traveling units 1, 1. A cutting unit 4 and a transport unit 5 are attached to the left front end of the machine body frame 2 via a cutting frame 3 so as to be movable up and down. On the left side of the machine body frame 2, the cereal transfer unit 6, the threshing unit 7, and the sorting unit 8 are arranged, and at the rear part of the machine frame 2, the waste disposal processing unit 9 is arranged. . On the other hand, a cabin 10 is disposed in the right front part on the machine body frame 2, and a grain storage unit 11 is disposed in the middle part on the right side of the machine frame 2. The grain storage unit 11 includes an auger 12 for general grain delivery. Further, the combine A includes an engine unit 13 including an engine 14 at a front portion on the body frame 2. The engine part 13 supplies the motive power of the engine 14 to the apparatus of each part.

  A mission unit 15 is provided in front of the engine unit 13 on the body frame 2. The mission unit 15 adjusts (shifts) the power of the engine 14 before the power of the engine 14 included in the engine unit 13 is transmitted to the traveling units 1, 1, the cutting unit 4, and the like.

  The combine A having the above-described configuration harvests the culm by the reaping unit 4, conveys the harvested culm to the rear cereal transporting unit 6, and sends it to the culm transporting unit 6. Hand over. The cereals delivered to the cereal transfer unit 6 are transferred backward in a state where the stock is sandwiched by the cereal transfer unit 6 and the tip is inserted into the threshing unit 7.

  Thereby, the cereal is threshed by the threshing unit 7. The grain obtained by threshing is sorted by the sorting unit 8, and only the refined grains are transported and stored in the grain storage unit 11, and are carried out via the auger 12 as necessary.

  Further, the threshed cereal is transported to the slaughter processing unit 9 as slaughter, and is shredded and discharged by the slaughter processing unit 9.

  The cabin 10 is formed in a substantially rectangular box shape as a whole as shown in FIGS. An operation unit 19 is provided inside the cabin 10. In the driving part 19, a steering column 21 is disposed on the front wall of the front part of the floor 20. A steering handle 22 is attached to the upper end portion of the steering column 21. A driver seat 23 is disposed at a rear position of the steering handle 22, and a side column 24 is disposed from the front of the driver seat 23 to the left side. Various operation tools including a main transmission lever 26 and a sub transmission lever 27 are attached to the upper portion of the side column 24. The side column 24 includes a plurality of I / O drivers 28, 29, and 30 as input / output units. As shown in FIG. 1, in the cabin 10, a windshield 31 is provided on the front side, a left opening / closing window 32 is provided on the left side, and an opening / closing door 33 is provided on the right side.

  The steering handle 22 and the main transmission lever 26 in the combine A according to the present embodiment are configured by a so-called steer-by-wire operation structure. In other words, conventionally, the steering handle and the main transmission lever are interlocked and connected to the steering device and the transmission through mechanical elements such as a gear group, a link mechanism, and a rack and pinion structure. The steering handle 22 and the main transmission lever 26 in FIG. 1 are configured to perform steering adjustment and travel adjustment by adopting a steer-by-wire method and adopting a steer-by-wire system without using a mechanical interlocking mechanism. A steer-by-wire system in which the steering handle 22 and the main transmission lever 26 are electrically connected to the steering device and the traveling device will be described below. The travel system in this embodiment includes a main transmission lever 26, a first transmission potentiometer 100a, a second transmission potentiometer 100b, an auxiliary transmission position sensor 111, an auxiliary transmission switch 112, and the like. The steering system in the present embodiment includes a steering handle 22, a first steering potentiometer 110a, a second steering potentiometer 110b, and the like.

  As shown in FIGS. 5 and 6, in the steer-by-wire system, the operation amount of the main transmission lever 26 is converted into an electric signal by the first transmission potentiometer 100a and the second transmission potentiometer 100b, and the operation amount of the steering handle 22 is changed. The first steering potentiometer 110a and the second steering potentiometer 110b are converted into electrical signals. The electrical signals obtained by the potentiometers 110a and 110b are transmitted to the first controller 34 and the second controller 35, which are dedicated controllers, via the dedicated I / O drivers 28 and 29. The electrical signals transmitted to the controllers 34 and 35 are output as control information from the controllers 34 and 35, drive control of the traveling HST 40 and the steering HST 50, and finally travel straight ahead by the traveling units 1 and 1. And operations such as running, turning and spin turn.

  The configuration of the mission unit 15 will be described. As shown in FIG. 5, the mission unit 15 includes a traveling HST 40, a steering HST 50, and a transmission 60. The traveling HST 40, the steering HST 50, and the transmission 60 are housed in a transmission case and constitute a combine A transmission mechanism.

  The travel HST 40 includes a variable displacement travel pump 40P and a variable displacement travel motor 40M. Traveling pump 40P and traveling motor 40M are fluidly connected to each other.

  The traveling pump 40P has a movable swash plate and a control shaft as a mechanism for changing the volume, and is configured to change the volume by tilting the movable swash plate with the control shaft. . Traveling pump 40 </ b> P has traveling pump shaft 41 that is linked to the output shaft of engine 14. That is, the traveling HST 40 receives power transmitted from the engine 14 when the traveling pump shaft 41 of the traveling pump 40P is interlocked with the output shaft of the engine 14. The output shaft of the engine 14 includes a rotating shaft for transmitting the power of the engine 14 to the threshing unit 7, the sorting unit 8, the waste disposal unit 9, the grain storage unit 11, and the like via a clutch or the like. Linked together.

  The travel motor 40M has a movable swash plate and a control shaft as a mechanism for changing the volume, and is configured to change the volume by tilting the movable swash plate with the control shaft. . The travel motor 40M has a travel motor shaft 42 that is linked to the output shaft of the auxiliary transmission mechanism 80. In other words, the traveling HST 40 transmits power to the auxiliary transmission mechanism 80 by interlockingly connecting the traveling motor shaft 42 of the traveling motor 40M to the output shaft of the auxiliary transmission mechanism 80.

  The traveling HST 40 can be operated by a shift operation device. The speed change operation device includes a speed change operation tool capable of being manually operated such as the main speed change lever 26, an operation device for the travel pump 40P, and an operation device for the travel motor 40M. The operation device for the travel pump 40P and the operation device for the travel motor 40M are controlled by the first controller 34. As will be described later, in the present embodiment, actuators that are operated by electrical signals include a travel pump actuator 47, a travel motor actuator 48, and a steering pump actuator 57.

  As shown in FIG. 6, the operating device for the traveling pump 40P includes a traveling pump actuator 47 and a speed change actuator such as a hydraulic cylinder. The travel pump actuator 47 is configured by an electromagnetic valve or the like, and tilts the movable swash plate of the travel pump 40P to change the volume of the travel pump 40P. The travel pump actuator 47 is controlled by the first controller 34 based on detection information from the first shift potentiometer 100a that detects a shift operation. The speed change actuator included in the operating device for the traveling pump 40P operates by switching the supply and discharge of the hydraulic oil according to the control of the traveling pump actuator 47 by the first controller 34.

  The operating device for the traveling motor 40M includes a traveling motor actuator 48 and a speed change actuator such as a hydraulic cylinder. The travel motor actuator 48 is constituted by an electromagnetic valve or the like, and tilts the movable swash plate of the travel motor 40M to change the volume of the travel motor 40M. The travel motor actuator 48 is controlled by the first controller 34 via the second controller 35 based on detection information from the sub-shift position sensor 111 that detects the sub-shift operation. The speed change actuator included in the operating device for the traveling motor 40M operates by switching the supply and discharge of the hydraulic oil in accordance with the control of the traveling motor actuator 48 by the first controller 34.

  The operating device for the traveling pump 40P changes the volume of the traveling pump 40P by tilting the movable swash plate via the control shaft by the operation of the speed change actuator. The operating device for the traveling motor 40M changes the volume of the traveling motor 40M by tilting the movable swash plate via the control shaft by the operation of the speed change actuator.

  As described above, in the traveling HST 40, when the traveling pump 40P is driven, the volume of the traveling pump 40P is changed according to the tilt of the movable swash plate, so that the traveling pump 40P discharges the traveling pump 40P to the traveling motor 40M. The discharge amount and discharge direction of the hydraulic oil are changed. As a result, the rotation direction of the travel motor shaft 42 is changed to the normal rotation direction or the reverse rotation direction, and the rotation speed of the travel motor shaft 42 is changed steplessly. Further, in the travel motor 40M, the rotational speed of the travel motor shaft 42 is changed by changing the volume of the travel motor 40M according to the tilt of the movable swash plate.

  The steering HST 50 includes a variable displacement steering pump 50P and a fixed displacement steering motor 50M. The steering pump 50P and the steering motor 50M are fluidly connected to each other.

  The steering pump 50P has a movable swash plate and a control shaft as a mechanism for changing the volume, and is configured to change the volume by tilting the movable swash plate with the control shaft. The The steering pump 50 </ b> P has a steering pump shaft 51 that is linked to the output shaft of the engine 14. That is, the steering HST 50 receives transmission of power from the engine 14 when the steering pump shaft 51 of the steering pump 50P is interlocked with the output shaft of the engine 14.

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

  The steering HST 50 can be operated by a steering operation device. The steering operation device includes a steering operation tool that can be manually operated, such as the steering handle 22, and an operation device for the steering pump 50P. The operation device for the steering pump 50P is controlled by the first controller 34.

  As shown in FIG. 6, the operating device for the steering pump 50P includes a steering pump actuator 57 and a speed change actuator such as a hydraulic cylinder. The steering pump actuator 57 is composed of a solenoid valve or the like, and tilts the movable swash plate of the steering pump 50P to change the volume of the steering pump 50P. The steering pump actuator 57 is controlled by the first controller 34 based on detection information from the first steering potentiometer 110a that detects the steering operation. The speed change actuator included in the operation device for the steering pump 50P is operated by switching the supply and discharge of the hydraulic oil in accordance with the control of the steering pump actuator 57 by the first controller 34.

  The operating device for the steering pump 50P changes the volume of the steering pump 50P by tilting the movable swash plate via the control shaft by the operation of the speed change actuator.

  Thus, in the steering HST 50, when the steering pump 50P is driven, the volume of the steering pump 50P is changed in accordance with the tilt of the movable swash plate, so that the steering motor 50P controls the steering motor. The discharge amount and discharge direction of the hydraulic oil discharged to 50M are changed. As a result, the rotation direction of the steering motor shaft 52 is changed to the normal rotation direction or the reverse rotation direction, and the rotation speed of the steering motor shaft 52 is changed steplessly.

  As shown in FIG. 5, the transmission 60 includes a planetary gear mechanism 70, an auxiliary transmission mechanism 80, and a clutch device 90.

  The planetary gear mechanism unit 70 is configured as a planetary gear group including a pair of planetary gear mechanisms, and includes a first planetary gear mechanism 71a and a second planetary gear mechanism 71b as a pair of planetary gear mechanisms. In the planetary gear mechanism 70, the output shaft extends from the pair of planetary gear mechanisms 71a and 71b to the left and right. That is, the first output shaft 72a extends from the first planetary gear mechanism 71a, and the second output shaft 72b extends from the second planetary gear mechanism 71b. Each output shaft 72a, 72b transmits rotational power to the crawler drive wheels of the traveling unit 1 corresponding in the left-right direction. Thereby, the driving of the left and right traveling units 1 and 1 is performed.

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

  The clutch device 90 is linked to the steering motor shaft 52 of the steering motor 50M in the steering HST 50. The clutch device 90 is configured to be able to transmit or block the rotational power from the steering motor 50M of the steering HST 50 to the planetary gear mechanism 70.

  In the transmission 60 having the above 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 42. It is transmitted to the planetary gear mechanism 70 via the auxiliary transmission mechanism 80 and output from the first output shaft 72a and the second output shaft 72b.

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

  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 transmitted from the steering motor shaft 52 through the clutch device 90 to the planetary gear. It is transmitted to the gear mechanism 70 and output from the first output shaft 72a and the second output shaft 72b.

  The first output shaft 72a and the second output shaft 72b are rotated in opposite directions by transmission of rotational power from the steering motor 50M to the first output shaft 72a and the second output shaft 72b. As a result, the drive wheels of the left and right crawler type traveling units 1 and 1 rotate in opposite directions. As a result, the left and right traveling units 1 and 1 are driven, and the spin turn of the combine A machine is performed. According to spin turn turning, for example, it is possible to change direction in a farm field or a headland.

  Further, when the traveling motor 40M of 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 to the planetary gear mechanism unit 70 via the auxiliary transmission mechanism 80. And the rotational power transmitted from the steering motor 50M to the planetary gear mechanism 70 via the clutch device 90 are combined in the planetary gear mechanism 70 and output from the first output shaft 72a and the second output shaft 72b. The

  The first output shaft 72a and the second output shaft 72b are rotated at different rotational speeds by transmission of rotational power from the travel motor 40M and the steering motor 50M to the first output shaft 72a and the second output shaft 72b. As a result, the left and right traveling sections 1 and 1 are driven with a speed difference, and the traveling of the fuselage of the combine A and the leftward or rightward turning are performed simultaneously. The turning direction and turning radius of the combine A are determined according to the speed difference between the left and right traveling units 1 and 1.

  Then, the structure of the control system of the combine A which concerns on this embodiment is demonstrated using FIG. As shown in FIG. 6, the combine A control system includes a first shift potentiometer 100a, a second shift potentiometer 100b, a first steering potentiometer 110a, a second steering potentiometer 110b, a first controller 34, A second controller 35 and an engine controller 36 are provided.

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

  The first controller 34 generates control information based on input information from the first speed change potentiometer 100a and the first steering potentiometer 110a, and travel pump actuator 47, travel motor actuator 48, and steering pump actuator 57. To control. The second controller 35 generates control information based on input information from the second shift potentiometer 100b and the second steering potentiometer 110b. The engine controller 36 controls the operating state of the engine 14 based on input information from the engine speed sensor 175, a temperature sensor, an oil temperature sensor (all not shown), and the like.

  A travel pump actuator 47, a travel motor actuator 48, and a steering pump actuator 57 are electrically connected to the first controller 34 via a proportional valve driver 163. The first controller 34 is connected with a forward / reverse (straight) rotation sensor 113 and a turning rotation sensor 114 as means for detecting the traveling state of the combine A. The forward / reverse rotation sensor 113 detects the rotation of the rotating portion of the transmission 60 related to the forward / backward travel (straight forward) of the combine A, and transmits the detection signal to the first controller 34. The turning rotation sensor 114 detects the rotation of the rotating portion related to the turning of the combine A in the transmission 60 and transmits the detection signal to the first controller 34.

The first controller 34 is connected to the auxiliary transmission solenoid 115. The sub-transmission solenoid 115 operates a switching unit included in the transmission 60 for switching between low speed output and high speed output. Further, the first speed change potentiometer 100 a and the first steering potentiometer 110 a are electrically connected to the first controller 34 via the first I / O driver 28.

  The second speed change potentiometer 100 b and the second steering potentiometer 110 b are electrically connected to the second controller 35 via the second I / O driver 29. The second controller 35 is electrically connected to a cutting pulley electromagnetic clutch 91 and a PTO pulley electromagnetic clutch 93. The mowing pulley electromagnetic clutch 91 transmits or blocks the rotational power to the mowing unit 4. The PTO pulley electromagnetic clutch 93 transmits or blocks rotational power to the threshing unit 7 or the like.

  In addition, the sub-shift position sensor 111 and the sub-shift switch 112 are electrically connected to the second controller 35 via the third I / O driver 30. The auxiliary transmission position sensor 111 detects the forward / backward rotation operation position (operation amount) of the auxiliary transmission lever 27. The auxiliary transmission switch 112 is an operation unit for operating the switching unit of the transmission 60 via the auxiliary transmission solenoid 115 as described above to switch between the low speed output and the high speed output in the transmission 60.

  The first I / O driver 28, the first controller 34, the engine controller 36, and the proportional valve driver 163 are electrically connected by a CAN (Controller Area Network) 130. Similarly, the first controller 34 and the second controller 35 are connected by a CAN 131, and the second I / O driver 29, the third I / O driver 30, and the second controller 35 are connected by a CAN 132. The first controller 34, the second controller 35, and the engine controller 36 are configured to share detection information from various detection devices including the first shift potentiometer 100a and the first steering potentiometer 110a.

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

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

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

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

  The first controller 34 is a main controller that controls the traveling state of the combine A in accordance with the shifting operation and steering operation of the operator. The first controller 34 generates control information for controlling the traveling HST 40 and the steering HST 50 based on input information from the first shift potentiometer 100a and the first steering potentiometer 110a, and the traveling information is generated based on the control information. The control HST 40 and the steering HST 50 are controlled.

  The second controller 35 is a sub-controller for the first controller 34 that is a main controller. The second controller 35 communicates with the first controller 34 at any time, and monitors the operating state (whether or not it is operating) of the first controller 34. At the same time, the first controller 34 monitors the operating state of the second controller 35. That is, the 1st controller 34 and the 2nd controller 35 are comprised so that an operation state may be mutually monitored. The power lines of the first controller 34 and the second controller 35 are separate.

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

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

  The forward / reverse rotation sensor 113 connected to the first controller 34 detects whether or not the combine A is traveling with respect to the traveling state of the combine A. Similarly, the turning rotation sensor 114 connected to the first controller 34 detects whether or not the combine A is turning. Here, the forward / reverse rotation sensor 113 is provided in a traveling output transmission mechanism including the auxiliary transmission mechanism 80 in the transmission 60, and detects the rotation of an appropriate shaft, gear, etc. constituting the transmission mechanism. Further, the turning rotation sensor 114 is provided in a turning output transmission mechanism including the clutch device 90 in the transmission 60, and detects the rotation of an appropriate shaft, gear, and the like constituting this transmission mechanism.

  The first controller 34 performs feedback control based on the detection information from the forward / reverse rotation sensor 113 and the turning rotation sensor 114 so that the combine A is in the target travel state. At the same time, the first controller 34 obtains information related to the operating state of the engine 14 from the second controller 35 and generates control information so as to always realize the driving state according to the driver's request, and the driving HST 40. And the steering HST 50 is controlled.

  In the configuration as described above, when the main transmission lever 26 is operated, the transmission operation position of the main transmission lever 26 is detected by the first transmission potentiometer 100a and the second transmission potentiometer 100b, and such detection information is used. The traveling HST 40 is controlled by the one controller 34 and the second controller 35. That is, the operation of the main transmission lever 26 controls the traveling HST 40 that changes the rotational power from the engine 14 and transmits it to the transmission 60, and the first output shaft 72a and the second output shaft 72b rotate forward and backward in the same direction. Driven, the vehicle travels straight ahead of the combine A by the left and right traveling units 1, 1.

  Further, when the steering handle 22 is operated, the steering operation position of the steering handle 22 is detected by the first steering potentiometer 110a and the second steering potentiometer 110b, and such detection information is used, and the first controller 34 and The turning HST 50 is controlled by the second controller 35. That is, by operating the steering handle 22, the steering HST 50 that changes the rotational power from the engine 14 and transmits it to the transmission 60 is controlled, and the first output shaft 72a and the second output shaft 72b are driven to rotate in opposite directions. Then, the turning traveling including the spin turn of the combine A by the left and right traveling units 1 and 1 is performed.

  Thus, in the combine A of the present embodiment that adopts the steer-by-wire system, the engine 14 is controlled under the electrical control of the traveling HST 40, the steering HST 50, and the like by the operation of the steering handle 22 and the main transmission lever 26. Is transmitted to the traveling units 1 and 1 through a mechanical transmission structure such as a gear group, and the forward and backward travel of the combine A, the traveling turn, and the spin turn are performed.

  As described above, in the combine A of the present embodiment adopting the steer-by-wire system, the first I / O driver 28, the second shift potentiometer 100b, and the first shift potentiometer 100a to which the first shift potentiometer 100a and the first steering potentiometer 110a are connected. The second I / O driver 29 to which the two-direction potentiometer 110b is connected, and the third I / O driver 30 to which the auxiliary transmission position sensor 111 and the auxiliary transmission switch 112 are connected are on the left side of the driver seat 23 in the cabin 10. It is provided in the side column 24 located at the position.

  As shown in FIGS. 2 to 4, the side column 24 is formed in a box shape as a whole and is erected on the floor 20 of the cabin 10. The side column 24 is formed such that its height position is an intermediate height position between the steering handle 22 and the seat of the driver's seat 23.

  The side column 24 is provided with various levers such as a main transmission lever 26, an auxiliary transmission lever 27, a harvesting clutch lever, and a threshing clutch lever. The side column 24 incorporates a first I / O driver 28, a second I / O driver 29, and a third I / O driver 30.

  Specifically, as shown in FIGS. 2 to 4, in the side column 24, a bracket 121 that is a beam-like member is provided with the longitudinal direction of the combine A longitudinal direction (the horizontal direction in FIG. 2). It is done. One end (rear side) of the bracket 121 is fixed to the inner wall 123 on the rear side in the side column 24, and the other end (front side) is a vertical frame 24 a of the machine frame of the side column 24. Fixed.

  The first I / O driver 28, the second I / O driver 29, and the third I / O driver 30 are attached to the bracket 121 provided in the side column 24 in this order from the front side of the combine A body. It has been. These drivers 28, 29, and 30 all have a substantially box-shaped outer shape and are attached to the bracket 121 in substantially the same posture.

  The first I / O driver 28 is attached to the front end portion of the bracket 121 via an L-shaped first stay 121a (see FIG. 2). As shown in FIGS. 3, 4, and 6, the first I / O driver 28 is connected to the first speed change potentiometer 100a via the first electric wiring 133a, and to the first I / O driver 28 via the second electric wiring 134a. A steering potentiometer 110a is connected.

  The second I / O driver 29 is attached to an intermediate portion of the bracket 121 via an L-shaped second stay 121b (see FIG. 2). As shown in FIGS. 3, 4 and 6, the second speed change potentiometer 100b is connected to the second I / O driver 29 via the third electric wiring 133b, and the second I / O driver 29 is connected to the second I / O driver 29 via the fourth electric wiring 134b. A steering potentiometer 110b is connected.

  The third I / O driver 30 is attached to the rear end of the bracket 121 via an L-shaped third stay 121c (see FIG. 2). As shown in FIGS. 3, 4, and 6, the third I / O driver 30 is connected to the auxiliary transmission position sensor 111 through the fifth electric wiring 135, and the auxiliary transmission through the sixth electric wiring 136. A switch 112 is connected.

  Here, the first shift potentiometer 100a connected to the first I / O driver 28 and the second shift potentiometer 100b connected to the second I / O driver 29 are the shift operation position of the main shift lever 26 as described above. And is disposed at a predetermined position inside the side column 24 provided with the main transmission lever 26 protruding upward (see FIGS. 3 and 4). In addition, the first steering potentiometer 110a connected to the first I / O driver 28 and the second steering potentiometer 110b connected to the second I / O driver 29 are, as described above, the steering operation of the steering handle 22. This is for detecting the position, and is disposed at a predetermined position inside the steering column 21 to which the steering handle 22 is attached (see FIGS. 2 and 3).

  As described above, the first I / O driver 28, the second I / O driver 29, and the third I / O driver 30 connected to various controllers in the combine A are disposed in the side column 24 beside the driver seat 23. As a result, the degree of freedom regarding the position of the driver's seat 23 is improved, and the position of the driver's seat 23 can be easily secured. That is, for example, when an I / O driver connected to various controllers is disposed between a driver's seat and a side column in a cabin as in the prior art, a portion that supports the I / O driver in the side column is a driver's seat. The space between the side column and the driver's seat is occupied by such a portion and the like, and the arrangement position of the driver's seat is restricted. In this respect, the first I / O driver 28, the second I / O driver 29, and the third I / O driver 30 are provided inside the side column 24 as in the combine A of the present embodiment, so that the side column Therefore, it is no longer necessary to provide an I / O driver in the space between the driver seat 23 and the driver seat 23, so that the degree of freedom of the position of the driver seat 23 is improved, and an optimum driving posture is taken for the position of the driver seat 23. The obtained position can be easily secured.

  Furthermore, the first I / O driver 28, the second I / O driver 29, and the third I / O driver 30 are collected and arranged in the side column 24 in the cabin 10, thereby preventing dust, water, and the like. The failure due to the external environment can be prevented, and the maintenance of the I / O drivers 28, 29, and 30 can be facilitated, and the diagnosis of each I / O driver when a failure occurs. There is an effect that can be easily performed. For maintenance of these I / O drivers 28, 29, and 30, for example, by simply opening a maintenance opening (refer to an inspection port described later) formed on the side wall of the cabin 10, the inside of the side column 24 is provided. Since the arranged I / O drivers 28, 29 and 30 can be exposed to the outside so as to be inspected, maintenance work can be easily performed.

  As shown in FIGS. 3 and 8, the first controller 34 connected to the first I / O driver 28 via the CAN 130 is a support case 153 provided at a position behind the mission unit 15 on the body frame 2. It is provided on the inner surface. The support case 153 is erected on the upper side of the cutting unit support base 150 provided on the body frame 2. As described above, the first controller 34 is provided in the support case 153 located almost directly below the side column 24 with respect to the first I / O driver 28 provided in the side column 24, so that the first I / O driver 28 is provided. The wiring length of the CAN 130 that connects the driver 28 and the first controller 34 can be shortened. Thereby, the safety | security regarding the connection state by CAN130 improves, and the improvement of the reliability of the electrical connection structure in the combine A can be aimed at.

  As shown in FIGS. 2 and 3, the engine controller 36 connected to the first I / O driver 28 via the CAN 130 in the same manner as the first controller 34 is a position in front of the mission unit 15 and the airframe. It is provided at the front end of the frame 2. The front end of the body frame 2 is located below the side column 24. As described above, the engine controller 36 is provided at the front end of the body frame 2 located below the side column 24 with respect to the first I / O driver 28 provided in the side column 24, thereby The wiring length of the CAN 130 that connects the O driver 28 and the engine controller 36 can be shortened. Also from this point, the safety of the connection state by the CAN 130 is improved, and the reliability of the electrical connection configuration in the combine A can be improved.

  As shown in FIGS. 3 and 8, the second controller 35 connected to the second I / O driver 29 and the third I / O driver 30 via the CAN 132 is erected on the cutting unit support base 150. The support pillar 156 is provided on the inner side surface. As described above, the second controller 35 is provided on the support column 156 located almost directly below the side column 24 with respect to the second I / O driver 29 and the third I / O driver 30 provided in the side column 24. Thus, the wiring length of the CAN 132 that connects the I / O drivers of the second I / O driver 29 and the third I / O driver 30 to the second controller 35 can be shortened. Thereby, the safety about the connection state by CAN132 improves, and the improvement of the reliability of the electrical connection structure in the combine A can be aimed at.

  As described above, the combine A of the present embodiment includes three I / O drivers 28, 29, and 30 provided in the side column 24, and various controllers 34, 35, and 36 connected thereto, Various control devices such as the various potentiometers 100a, 100b, 110a, 110b, the auxiliary transmission position sensor 111, the auxiliary transmission switch 112, and the like are centrally arranged around the cabin 10 in the combine A. As a result, various control devices are arranged nearby, and maintenance work of the various control devices, management of wiring connecting the various control devices, and the like are facilitated.

  Further, as described above, the side column 24 that accommodates the three I / O drivers 28, 29, and 30 has an open / close door 124 for performing maintenance such as repair and inspection of the I / O drivers 28, 29, and 30. . As shown in FIG. 2, the opening / closing door 124 is provided on the inner wall 123 of the side column 24 and is configured to be opened and closed from the driver's seat 23 side. The open / close door 124 is a door for exposing the internal hollow portion 120 in which the three I / O drivers 28, 29, and 30 are accommodated in the side column 24 to the outside of the side column 24. The open / close door 124 is provided in the lower half of the left side plate of the cabin 10, that is, the lower half of the side column 24 from the position of the ceiling plate 125.

  As described above, the side column 24 that accommodates the three I / O drivers 28, 29, and 30 has the opening / closing door 124 on the inner wall 123 thereof, so that, for example, the combine A driver can sit in the driver's seat 23. In this state, the I / O drivers 28, 29, and 30 can be maintained as necessary. The opening / closing door 124 covers the opening formed in the side column 24 even if the opening / closing door 124 is a detachable type in which a member covering the opening is detachable with respect to the opening formed in the side column 24. For example, the member may be an open / close type provided in a state where the member is rotatably supported at one end.

  Further, the side column 24 has an openable / closable outer opening / closing door 129 on the opposite side of the opening / closing door 124 as a door for performing maintenance of the I / O drivers 28, 29, 30 similarly to the opening / closing door 124 ( 2 and 3). The outer opening / closing door 129 is formed on the left side wall 128 of the side column 24. In the outer wall 140 on the left side plate side of the cabin 10, an outer opening / closing door 142 is provided at a location corresponding to the outer opening / closing door 129. The outer open / close door 142 is configured as a detachable or open / close door similar to the open / close door 124 and the like, and exposes a portion of the side column 24 including the outer open / close door 129 to the outside of the cabin 10. The outer opening / closing door 142 opens and closes an opening 142 a formed in the outer wall 140 of the cabin 10.

  As described above, in the combine A of the present embodiment, the outer opening / closing door is used as an inspection port for the I / O drivers 28, 29, 30 on the outer wall 140, which is the left side wall of the cabin on the side where the side column 24 is disposed. An opening 142 a that is opened and closed by 142 is formed.

  In the cabin 10 having such a configuration, maintenance of the I / O drivers 28, 29, and 30 is performed from the inside of the cabin 10 by the opening / closing door 124. Further, maintenance of the I / O drivers 28, 29, and 30 is performed from the outside on the left side of the cabin 10 by the outer opening / closing door 129 and the outer opening / closing door 142. Regarding maintenance from the outside on the left side of the cabin 10, after the outer opening / closing door 142 is opened, the outer opening / closing door 129 is opened, so that the I / O drivers 28, 29, 30 in the side column 24 are exposed to the outside. Exposed.

  Moreover, in order to perform maintenance of the I / O drivers 28, 29, 30 in the side column 24 from the outside of the left side of the cabin 10 by the outer opening / closing door 129 and the outer opening / closing door 142, a work space is provided on the left side of the cabin 10. It is necessary to secure. However, on the left side of the cabin 10, the cutting unit 4 exists. Therefore, the combine A of the present embodiment includes a mechanism for moving the cutting unit 4 from the left side position of the cabin 10 in order to open the left side of the cabin 10.

  As shown in FIG. 7, the release mechanism of the mowing unit 4 rotates the mowing unit 4 to the left outer side of the body of the combine A with the vertical direction as the rotation axis direction, thereby moving the mowing unit 4 from the left side position of the cabin 10. Move. Hereinafter, a specific configuration of the opening mechanism of the cutting unit 4 will be described.

  As shown in FIG. 8 to FIG. 9, the opening mechanism of the cutting unit 4 has a pivotal support 151 for rotatably supporting the cutting unit 4. The pivot portion 151 is erected on the left front end portion 150 a of the cutting unit support 150 provided on the body frame 2. The pivot part 151 supports the left part of the rear part of the cutting part 4 with respect to the left front end part 150 a of the cutting part support base 150.

  The pivot portion 151 has a substantially cylindrical vertical interlocking case 152 provided so that the vertical direction is the axial direction. The vertical interlocking case 152 is supported by a support case 153 erected on the left front end 150a of the reaper support base 150. The support case 153 has a substantially trapezoidal shape when viewed from the side, and supports the vertical interlocking case 152 so as to be rotatable in a state of protruding upward.

  The pulley shaft 155 is provided so that one end side protrudes into the cutting input case 170 from the left side (right side in FIG. 8) of the vertical interlocking case 152. The rotation of the pulley shaft 155 is transmitted to the cutting input shaft 160 provided in the cutting input case 170 and having the horizontal direction as the axial direction. That is, the pulley shaft 155 and the cutting input shaft 160 are interlocked and connected.

  The pulley shaft 155 obtains rotational power transmitted from the engine 14 via the input pulley 154. The input pulley 154 is fixed to a portion of the pulley shaft 155 that protrudes outward from the vertical interlocking case 152. A belt is wound around the input pulley 154 together with other pulleys, and rotational power from the engine 14 is transmitted.

  The reaping input shaft 160 is rotatably supported in a state of being housed in a reaping input case 170 configured in a substantially cylindrical shape, and is provided in a state of being horizontally mounted on the reaping frame 3 (see FIG. 1). The cutting input case 170 has an end on the vertical interlocking case 152 side supported by a case member that houses the vertical interlocking case 152, and an end on the opposite side (left side in FIG. 8) to the vertical interlocking case 152 side. It is supported by a support column 156 erected on the cutting unit support base 150.

  The rotation of the reaping input shaft 160 is transmitted from the reaping input shaft 160 to an interlocking longitudinal axis 161 arranged in a direction perpendicular to the axial direction of the reaping input shaft 160 and obliquely downward on the front side of the machine body. The rotation of the cutting input shaft 160 is interlocked via bevel gears fixed to the end of the cutting input shaft 160 opposite to the side connected to the vertical interlocking case 152 and one end of the interlocking vertical axis 161. It is transmitted to the vertical axis 161. That is, the cutting input shaft 160 and the interlocking vertical axis 161 are interlocked and connected via the bevel gear.

  The interlocking vertical axis 161 is internally provided in an interlocking vertical case 171 configured in a substantially cylindrical shape provided along the axial direction of the interlocking vertical axis 161 from a midway portion in the longitudinal direction of the cutting input case 170 that houses the cutting input shaft 160. In this state, it is supported so as to be rotatable, and extends toward the lower part of the cutting part 4. As shown in FIG. 9, the interlocking vertical case 171 is supported with respect to the support case 153 by a support mechanism 157 provided between the interlocking vertical case 171 and the support case 153.

  The rotation of the interlocking vertical axis 161 is transmitted to the horizontal cutting axis 162 that is arranged substantially parallel to the cutting input axis 160 and that has the horizontal direction as the axial direction. The rotation of the interlocking vertical axis 161 is a bevel gear fixed to each of the end of the interlocking vertical axis 161 on the opposite side (front side) to the side connected to the cutting input shaft 160 and the middle part of the cutting horizontal axis 162 in the axial direction. Is transmitted to the mowing horizontal shaft 162 via. That is, the interlocking vertical axis 161 and the cutting horizontal axis 162 are interlocked and connected via the bevel gear.

  The mowing horizontal shaft 162 is rotatably supported while being housed in a mowing horizontal case 172 configured in a substantially cylindrical shape provided in a vertical direction with respect to the interlocking vertical case 171 that houses the interlocking vertical axis 161. The rotation of the harvesting horizontal shaft 162 is transmitted to various harvesting mechanism units included in the harvesting unit 4 such as a cutting blade 44 (see FIG. 1), a raising tine, a stock transport chain, a tip transport chain, and the like.

  In the opening mechanism of the cutting unit 4 having the above-described configuration, the input to the cutting unit 4 is that the rotational power from the engine 14 is input pulley 154, pulley shaft 155, cutting input shaft 160, interlocking vertical axis 161, and This is performed by being transmitted via the cutting horizontal shaft 162. Then, as shown in FIG. 7, the cutting unit 4 operates to open and close with respect to the left side of the cabin 10 by rotating to the left outer side of the machine body about the vertical interlocking shaft 152 of the pivoting unit 151 as the rotation center.

  Therefore, when the maintenance of the I / O drivers 28, 29, and 30 in the side column 24 from the outside on the left side of the cabin 10 is performed, first, the mowing unit 4 rotates the vertical interlocking shaft 152 of the pivot support unit 151 about the rotation center. As a result, the left side of the cabin 10 is opened. Thereby, an open space S as a work space is obtained on the left side of the cabin 10.

  Next, from the open space S on the left side of the cabin 10, the outer open / close door 142 on the left side wall (outer wall 140) of the cabin 10 is opened, and then the outer open / close door 129 on the left side wall 128 of the side column 24 is opened. . As a result, the I / O drivers 28, 29, and 30 built in the side column 24 are exposed to the outside, and the I / O drivers 28, 29, and 30 can be maintained.

  As described above, in the combine A of the present embodiment, the cutting portion 4 is disposed on the left side of the cabin 10 so as to be freely opened, and the left side of the cabin 10 on the side where the side column 24 is disposed in the cabin 10. Inspection ports for the I / O drivers 28, 29, and 30 are formed in the wall (outer wall 140).

  According to this configuration, maintenance of the I / O drivers 28, 29, and 30 built in the side column 24 provided in the cabin 10 can be easily performed from the outside of the cabin 10.

  In the combine A in the present embodiment, the travel HST 40 and the steering HST 50 are connected to the travel pump actuator 47, the travel motor actuator 48, and the actuator including the steering pump actuator 57. Can also be applied to an actuator in a combine equipped with an HST integrated (shared) for traveling and steering. In such a configuration, the driving force from the engine is transmitted to the transmission through the common HST for traveling and steering, and the actuator connected to the HST includes a pump actuator, a motor actuator, and the like. It is. Thus, the configuration of the HST and the configuration of the actuator are not limited to the present embodiment, and an appropriate configuration can be adopted.

A Combine 1 Traveling part 2 Airframe frame 3 Cutting frame 4 Cutting part 5 Conveying part 6 Grain transporting part 7 Threshing part 8 Sorting part 9 Exclusion processing part 10 Cabin 11 Grain storage part 12 Auger 13 Engine part 14 Engine 24 Side column 28 First I / O Driver 29 Second I / O Driver 30 Third I / O Driver 40 Traveling HST
50 HST for steering

Claims (1)

In the combine configured to operate the steering device and the actuator for operating the traveling device with an electrical signal,
A controller for controlling an operation input of an electric signal; and an input / output unit that is electrically connected to the controller and that inputs an electric signal from a traveling system and a steering system and outputs the input electric signal to the controller. The input / output unit is installed in a side column provided on the left side of the driver's seat ,
A cutting part is disposed on the left side of the driver's seat so as to be freely opened, and an inspection port for the input / output unit is formed on the left side wall of the side column provided on the left side of the driver's seat. Combine to do.

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