JP5736832B2 - Multi-speed work vehicle - Google Patents

Description

The present invention relates to a multi-speed work vehicle equipped with a speed change transmission that switches a traveling vehicle speed to multiple speeds.

Regarding a multi-speed transmission type work vehicle equipped with a speed change transmission device that switches a traveling vehicle speed in multiple stages, there is a patent document that can select a required vehicle speed by increasing / decreasing by switch operation without requiring a shift lever switching operation. as working vehicle according to 1, note of the shift speed position selected according to the work, by a memory variable speed way type to be reconfigured its shift speed position, when resuming the work interrupted In addition, the shift position can be automatically reset and the operation can be started quickly without requiring the vehicle speed adjustment again in accordance with the operation.

JP 2004-251351 A

However, the above-mentioned memory variable speed way type, since it can not be applied to the case where the shift lever manually operated to a speed change transmission device of a so-called standard specifications for switching the gear position, even when resume work was interrupted, Each time work is started, it is necessary to adjust the shift again according to the work, and when the field leveling work is performed in the same way as in the previous year, the memory of the past is not relied on by the operator. There was a problem that it took time for trial adjustment work to adjust until stable ground leveling was possible while operating and testing at an appropriate shift stage.

Especially in business establishments with a small farm scale and a small amount of work, many of them are based on the above-mentioned standard specifications.Therefore, trial adjustment work occupies a large amount of time compared to the original work time. In some cases, work efficiency could not be ensured.

SUMMARY OF THE INVENTION An object of the present invention is to provide a multi-speed shift work vehicle that enables a quick resumption of work by an efficient shift adjustment work in the case of a shift transmission that manually operates a shift lever to switch the shift speed. It is in.

According to the first aspect of the present invention, there is provided a sub-transmission unit (D) that switches a transmission system of a multi-stage transmission configuration to set a working vehicle speed range, and a transmission system of a multi-stage transmission configuration for each of the transmission stages of the sub-transmission unit (D). A multi-stage shift type work which is provided with a multi-stage transmission device composed of a main transmission section (B, C) of a multi-stage transmission configuration which is switched to set a constant work vehicle speed and transmits engine power to the traveling sections (6, 7). In the vehicle,
The running time is summed up for each combination of the shift stage of the auxiliary transmission unit (D) and the shift stage of the main transmission unit (B, C), and the combination of the shift stage having the longest running time is recorded in a nonvolatile manner. And a specific memory for recording in a non-volatile manner a combination of arbitrary gears by the operator,
A one-touch tillage switch (163) for selecting one of these memories is provided, and the combination of the gears recorded in the common memory or the specific memory selected by the switch (163) is called and reset to the called gear It is characterized by comprising a control unit that

When the main transmission unit and the sub-transmission unit of the multi-speed transmission are selected and each of the gears is operated at a constant speed, the travel time is summed for each combination of the sub-transmission unit and the main transmission unit. The longest shift stage combination is recorded, and the most frequent shift stage combination is reset within the range up to each point of work travel .

According to a second aspect of the present invention, there is provided a sub-transmission unit (D) for setting a work vehicle speed range by switching a transmission system of a multi-stage transmission configuration, and a transmission system of a multi-stage transmission configuration for each shift stage of the sub-transmission unit (D). A multi-stage shift type work which is provided with a multi-stage transmission device composed of a main transmission section (B, C) of a multi-stage transmission configuration which is switched to set a constant work vehicle speed and transmits engine power to the traveling sections (6, 7). In the vehicle,
The multi-stage transmission is provided with a PTO transmission section (G) that switches the transmission system of the multi-stage transmission configuration to transmit the engine power to the work implement, and calculates the PTO transmission section calculated from the PTO rotational speed and the engine rotational speed ( G) and the travel time for each gear stage combination of the sub-transmission unit (D) and the main transmission unit (B, C) are added, and the travel time is the longest. A common memory that records the combination of shift speeds in a non-volatile manner, and a specific memory that records a combination of arbitrary shift speeds by an operator in a nonvolatile manner,
A one-touch tillage switch (163) for selecting one of these memories is provided, and the combination of the gears recorded in the common memory or the specific memory selected by the switch (163) is called and reset to the called gear It is characterized by comprising a control unit that

When the main transmission unit, the sub-transmission unit, and the PTO transmission unit of the multi-stage transmission are selected and the vehicle travels at a constant speed, the travel time of each of the main transmission unit, the sub-transmission unit, and the PTO transmission unit is changed. The combination of the longest shift stage is recorded, and the combination of the most frequent shift stages is reset within the range up to each time point of the work travel.

The invention according to claim 2 is characterized in that the control unit calculates a gear position of the PTO transmission unit (G) from the PTO rotational speed and the engine rotational speed.
The shift stage of the PTO transmission unit is calculated using the PTO rotation speed and the engine rotation speed.

According to a third aspect of the present invention, in the configuration of the first or second aspect, the control unit performs non-volatile recording of a plurality of combinations from the longest with respect to the traveling time for each combination of the shift speeds, and the recorded shift speeds. It is reset to the gear stage selected from several combination of these.
The multi-speed type working vehicle is re-set to the speed chosen because not I more union high operating frequency among the combination of the speed position of the speed change transmission apparatus.

According to the first aspect of the present invention, when the main transmission portion and the sub-transmission portion of the multi-stage transmission are selected and the vehicle travels at a constant speed, the travel time thereof is the sub-transmission portion and the main transmission portion. combination by the is total combination gear as the longest of them, namely the combination of the highest frequency of gear position is recorded in the shared memory in the range up to each point of work travel. If a combination of common memories is selected with the one-touch tillage switch (163) , it is possible to immediately reset the speed change state to the highest frequency so far, even after the work travel is interrupted, thereby enabling a quick start of work.
In addition to these, the invention according to claim 1 is provided with a specific memory for nonvolatile recording of any combination of gears by the operator, and the common memory and the specific memory can be selected. It is possible to cope with a wide range of situations by selecting either reset based on or reset based on the operator's preference.

According to the second aspect of the present invention, when the main transmission unit, the sub-transmission unit, and the PTO transmission unit of the multi-stage transmission are selected and shifted at a constant speed, the travel time of the main transmission unit,
The longest combination of the gear positions of the sub-shift and PTO gear sections, that is , the combination of the most frequent gear stages within the range up to each time point of the work travel. Recorded in common memory . If a combination of common memories is selected with the one-touch tillage switch (163) , it is possible to immediately reset the speed change state to the highest frequency so far, even after the work travel is interrupted, thereby enabling a quick start of work.
In addition to these, the invention according to claim 2 is provided with a specific memory for recording in a non-volatile manner a combination of arbitrary shift speeds by an operator, and a common memory and a specific memory can be selected. It is possible to cope with a wide range of situations by selecting either reset based on or reset based on the operator's preference.
Further, by using the PTO rotation speed and the engine rotation speed, the shift speed of the PTO transmission section can be calculated without requiring a special sensor member for detecting the PTO shift position.

Delete

According to the invention according to claim 3 , in addition to the effects of claims 1 and 2, the combination of the speed stages of the transmission can be reset to a combination selected from a plurality of combinations having a high operating frequency. The speed change work vehicle can cover the work travel accompanied by the change of the shift speed depending on the work state.

Side view of tractor Transmission system development diagram Perspective view of the main part of the console Configuration block diagram of work recording system Control flow chart of work recording system Flowchart of control processing similar to that shown in FIG. Characteristic diagram of PTO rotation speed Display example of gear stage combinations Attached information display example Flow chart of control processing for resetting the work state Flow chart of work state determination processing Flow chart of resetting process for rotary work Flow chart of another control process for rotary work Layout drawing of switch panel

Embodiments specifically configured based on the above technical idea will be described below with reference to the drawings.
FIG. 1 is an overall side view of a tractor shown as an example of a work vehicle to which the present invention is applied. The power of a common rail type diesel engine 2 mounted in a bonnet 1 at the front of the airframe is expressed as PT.
The O-axis rotation constant transmission case 3A (first transmission case) or the PTO shaft rotation vehicle speed compatible transmission case 3B (second transmission case) is appropriately shifted and transmitted to the front wheel shaft 4 and the rear wheel shaft 5 to transmit the front wheel 6 And the rear wheel 7 or only the rear wheel 7 is driven. An operator sitting in the cockpit 10 provided in the cabin 26 on the airframe travels while operating the steering handle 8 standing at the center to steer the front wheels 6. A work machine such as a rotary tiller is mounted on the hitch 9 protruding rearward of the machine body, and the work machine mounted on the hitch 9 is driven by the PTO shaft 11 protruding rearward from the transmission case 3A (3B). .

FIG. 2 is a power transmission diagram in the first mission case 3A including the PTO transmission mechanism G. The traveling power is shifted and output in 8 steps for forward and backward travel, and the working machine power is PTO shaft 11
The output rotational speed from the gear is shifted to a plurality of stages (three forward rotations and one reverse rotation) and driven at a constant rotation. These traveling power and working machine power are configured in a so-called standard specification that shifts by operation of a shift lever. The overall configuration will be described below.

The rotational output of the engine 2 is input to the main input shaft 13 connected to the output shaft of the engine 2 by a joint 105. In the main input shaft 13, the first main gear 106 and the second main gear 106
The main gear 108 and the third main gear 20 are fixed. The first main gear 106 meshes with the forward rotation gear 107 of the hydraulic forward / reverse clutch A, and the second main gear 108 meshes with the reverse rotation gear 19 of the hydraulic forward / backward clutch A via the first counter gear 18. The third main gear 20 meshes with the PTO input gear 21 of the PTO clutch F to transmit power.

Accordingly, when the forward clutch A1 of the hydraulic forward / reverse clutch A is engaged, the first main shaft 23 to which the hydraulic forward / reverse clutch A is attached rotates in the forward direction, and when the reverse clutch A2 is engaged, the first main shaft 23 reverses and the PTO clutch F Is inserted, the PTO clutch shaft 103 rotates.

The rotation of the first main shaft 23 includes a transmission clutch device B that shifts to four hydraulic pressures, a high and low hydraulic pressure switching clutch C that shifts to two levels, and a four-speed transmission D (sub-transmission) that mechanically shifts to four steps. )
And is transmitted to the bevel gear shaft 14 that is the final travel transmission shaft.
Therefore, the gear position is a four-speed shift (shift clutch device B), a two-speed shift (high / low hydraulic pressure switching clutch C).
), A 4-speed transmission (sub-transmission device D), so that the speed is changed in a total of 32 stages of 4 × 2 × 4 = 32. The 1st to 8th gears of the main transmission indicate a shift stage that is a combination of a shift clutch apparatus B that shifts to 4 hydraulic stages and a high / low hydraulic switching clutch C that shifts to 2 levels.

The rotation of the front wheel 6 transmitted from the bevel gear shaft 14 can be rotated faster than the rear wheel 7 by the speed increasing clutch E. The auxiliary transmission device D has a first speed (ultra-low speed), a second speed (low speed), a third speed (medium speed),
Although it is possible to shift to 4th speed (high speed), the shift between 2nd speed (low speed), 3rd speed (medium speed), and 4th speed (high speed) is included, so it can be shifted without stopping. is there. Further, the auxiliary transmission device D may have a three-stage specification. For the 3-speed specification, depending on the model, 1st speed (low speed), 2nd speed (medium speed), 3rd speed (high speed) specifications, 2nd speed (low speed), 3rd speed (medium speed),
There are four-speed (high-speed) specifications and the like, and the configuration can be easily changed by changing only the configuration of the sub-transmission device D.

The rotation of the PTO clutch shaft 103 transmitted from the main input shaft 13 by the third main gear 20 and the PTO input gear 21 is transmitted from the PTO clutch F to the first PTO shaft 22, and the PTO speed change mechanism G is rotated in the three forward rotations and the reverse rotation 1. Shifted to a stage.

Hereinafter, the power transmission mechanism will be described in detail.
The rotation of the first main shaft 23 transmitted by the hydraulic forward / reverse clutch A (the forward clutch A1 and the reverse clutch A2) causes the first transmission gear 16 of the first transmission shaft 24 to move from the first gear 15 fixed to the shaft end.
To the first speed change shaft 24. The first speed change shaft 24 is equipped with a first-speed / third-speed shift clutch B1 of a four-speed hydraulic shift clutch device B. The first gear 1
5 to the second transmission shaft 25 via the second transmission gear 17 of the second transmission shaft 25. The second speed change shaft 25 is provided with a second speed / fourth speed shift clutch B2 of the hydraulic four-speed shift clutch device B.
Is installed.

A configuration for transmitting the rotation of the first transmission shaft 24 and the second transmission shaft 25 to the second main shaft 42 will be described.
When the first speed clutch B11 is connected, the second main shaft 42 is rotated by being transmitted from the seventh gear 40 to the sixth gear 39 that is spline-fitted to the second main shaft 42. When the second speed clutch B22 is connected, the second gear B22 is transmitted from the ninth gear 38 to the eighth gear 37 that is spline-fitted to the second main shaft 42.
The main shaft 42 is rotated.

When the third speed clutch B13 is connected, the second main shaft 42 is rotated by being transmitted from the eleventh gear 31 to the tenth gear 30 that is spline-fitted to the second main shaft 42. When the fourth speed clutch B24 is connected, the second main shaft 42 is rotated by being transmitted from the thirteenth gear 36 to the twelfth gear 41 that is spline-fitted to the second main shaft 42.

The rotation of the second main shaft 42 is transmitted to the height switching shaft 44 by the first joint 43. A high / low hydraulic pressure switching clutch C is provided on the high / low switching shaft 44. When the high speed clutch C1 of the high / low hydraulic pressure switching clutch C is connected, the high speed clutch gear 45 to the 14th gear 4 of the first countershaft 47 are provided.
6 and when the low speed clutch C2 of the high / low hydraulic pressure switching clutch C is connected, the low speed clutch gear 48 is transmitted to the sixteenth gear 49 of the counter shaft 47.

By mounting the hydraulic high / low switching clutch C on the drive side shaft, the inertial rotational force of the hydraulic high / low switching clutch C that is turned off during the shifting of the mechanical four-speed transmission D (sub transmission) can be reduced, and the mechanical four-speed shifting. The synchronization function of the device D (sub transmission) is improved.

Further, by providing the high / low hydraulic pressure change clutch C between the transmission clutch device B for hydraulic four-speed transmission and the mechanical four-speed transmission device D (sub transmission), two transmission clutch devices B for hydraulic four-speed transmission are provided.
By stopping the inertia rotation by heavy biting and disengaging the hydraulic high / low switching clutch C, the mechanical four-speed transmission D
The (synchronous function) of the (sub transmission) works well, and the gear shifting can be performed well.

The rotation of the first counter shaft 47 is transmitted to the second counter shaft 51 by the second joint 50, and is shifted by the four-stage transmission device D (sub transmission device). When the first transmission clutch D1 of the four-speed transmission D is switched to the 18th gear 53 side, the bevel gear shaft 14 is driven at a high speed by being transmitted from the 17th gear 52 to the 18th gear 53.

Further, when the first transmission clutch D1 of the four-speed transmission D (sub transmission) is switched to the 20th gear 55 side, the bevel gear shaft 14 is driven at a medium speed by being transmitted from the 19th gear 54 to the 20th gear 55. The

When the second transmission clutch D2 of the four-speed transmission D (sub transmission) is switched to the 22nd gear 57 side, the transmission is transmitted from the 19th gear 54 to the 20th gear 55, and then from the 25th gear 60 to the 26th gear.
The bevel gear shaft 14 is transmitted to the gear 61 and transmitted from the 27th gear 62 to the 28th gear 63.
Is driven at low speed.

Further, when the second speed change clutch D2 is switched to the 24th gear 59 side, it is transmitted from the 19th gear 54 to the 20th gear 55, transmitted from the 25th gear 60 to the 26th gear 61, and from the 27th gear 62 to the 28th gear. The gear 63 is transmitted, the 22nd gear 57 is transmitted to the 21st gear 56, the 23rd gear 58 is transmitted to the 24th gear 59, and the bevel gear shaft 14 is driven at an extremely low speed.

The four-speed transmission D (sub-transmission) has a two-axis configuration of the bevel gear shaft 14 and the second counter shaft 51 by loosely fitting the 21st gear 56 and the 26th gear 61 to the second counter shaft 51. , Space saving.
For the four-speed transmission D (sub-transmission), the 17th gear 52 for shifting and the 19th gear
Gear 54, 26th gear 61, 27th gear 62, 21st gear 56, 23rd gear 58
Are provided on the second counter shaft 51, the synchro function is improved.

By tightening the shaft end of the bevel gear shaft 14 with a nut 27, it becomes possible to adjust the manufacturing error of the axial width of each gear or clutch, and it is possible to configure with high accuracy.
The rotation of the bevel gear shaft 14 is caused by the first bevel gear 6 formed integrally with the bevel gear shaft 14.
4 is engaged with the second bevel gear 66 of the rear wheel drive shaft 65, and the rear wheel shaft 5 on which the rear wheel 7 is mounted via the rear bevel gear set 83 (differential device), the rear wheel drive shaft 65 and the rear planetary gear set 84. It is the structure which drives.

The 29th gear 67 that is spline-fitted to the end of the bevel gear shaft 14 is the 30th gear 6.
The first front wheel drive shaft 71 is driven by being engaged with the 32nd gear 70 fixed (spline fitting) to the first front wheel drive shaft 71 via the 8th and 31st gears 69.

When the front wheel speed change clutch E is attached to the front shaft end of the first front wheel drive shaft 71 and the constant speed clutch E2 of the front wheel speed change clutch E is connected, the rotation of the first front wheel drive shaft 71 remains as it is and the second front wheel drive shaft 71 It is transmitted to 79. When the speed increasing clutch E1 of the front wheel speed change clutch E is connected, the rotation of the first front wheel drive shaft 71 is increased through the 33rd gear 75, the 34th gear 76, the 35th gear 78, and the 36th gear 77 to increase the speed. 2 It is configured to be transmitted to the front wheel drive shaft 79.

The tip of the second front wheel drive shaft 79 drives the front wheel shaft 4 to which the front wheel 6 is mounted via the front bevel gear set 80 (differential device), the front vertical drive shaft 81, and the front planetary gear set 82 as in the prior art. .
The rotation of the PTO input gear 21 is performed by inserting the PTO clutch F, and then the second PTO shaft 73 from the PTO clutch shaft 103 through the third joint 85, the first PTO shaft 22, and the fourth joint 86.
Is configured to rotate.

The PTO clutch shaft 104 provided side by side with the second PTO shaft 73 constitutes a PTO transmission mechanism G, and is provided with a first PTO transmission clutch G1 and a second PTO transmission clutch G2.

When the first PTO speed change clutch G1 is put on the 38th gear 88 side, the rotation of the second PTO shaft 73 is transmitted to the PTO clutch shaft 104 through the 37th gear 87 and the 38th gear 88 at a low speed. When the first PTO speed change clutch G1 is placed on the 40th gear 91 side, the rotation of the second PTO shaft 73 is transmitted to the PTO clutch shaft 104 through the 39th gear 90 and the 40th gear 91 at medium speed.

When the second PTO speed change clutch G2 is placed on the 42nd gear 93 side, the rotation of the second PTO shaft 73 is transmitted to the PTO clutch shaft 104 via the 41st gear 92 and the 42nd gear 93 at a high speed. When the second PTO speed change clutch G2 is put on the 44th gear 96 side, the rotation of the second PTO shaft 73 is rotated through the 43rd gear 95, the 45th gear 101 and the 44th gear 96 to the PTO clutch shaft 104.
Is transmitted in reverse rotation. The 45th gear 101 is supported by the counter shaft 97.
The power transmitted to the PTO clutch shaft 104 is transmitted to the PTO joint 74 a and the PTO connection shaft 7.
4, the PTO 11 is driven to rotate.

(cockpit)
The operation tool and the display unit around the cockpit 10 will be described. As shown in the perspective view of the main part in FIG. 3, the meter column 121, the main speed change lever 122, the accelerator as the information display unit on the steering column that supports the steering handle 8. Lever 123, clutch pedal 131, parking lever 132, left and right brake pedal 133a at the base of the steering column,
133b, accelerator pedal 134, PTO shift lever 14 on the left armrest of the cockpit 10
1. A tilling depth adjusting lever 143, a control lever 144, a tilt adjusting switch 145, a horizontal control changeover switch 146, a backup changeover switch 147 and the like are arranged on the auxiliary transmission lever 142 and the right armrest.

Further, in the electrohydraulic operation box separately arranged, as shown in FIG. 14, the memory adjustment unit 311, connection sensitivity setting unit 312, raised position adjustment dial 313,
Lowering speed adjustment dial 314, brake adjustment dial 315, maximum speed restriction switch 321
, Auto accelerator switch 322, backup switch 323, auto lift switch 324, decera switch 325, auto changeover switch 326, 3P changeover switch 327,
A horizontal selector switch 328 is disposed.

The transmission cases 3A and 3B constitute a manually-switchable multi-speed transmission device that shifts the driving power in multiple stages by a switching operation of the main shift lever 122. Further, the transmission cases 3A and 3B are provided with a manually-switchable PTO transmission unit G and PTO shift The multi-speed transmission power is output to the work machine by the switching operation by the lever 141. For this multi-stage transmission, a work recording system is provided for recording the operating time for each shift stage of travel power and work machine power in constant speed work travel.

(Work recording system)
As shown in the system configuration block diagram of FIG. 4, the work recording system includes a traveling system controller S, a meter panel 121, and an electrohydraulic & driving system controller T linked by CAN communication to form a control unit. The operation time of the work travel is counted, and the operation time is totaled according to the position of the main shift by the shift position detection switch 161 input to the travel system controller S and the position of the sub shift at that time, and this total operation time is the longest. The shift position to be obtained is recorded in the work state memory in a nonvolatile manner, and the screen display can be switched by the display selection switch 121a so that the recorded content is displayed on the meter panel 121 in the next work run. For various controls, signals from the PTO shift position sensor 162, the one-touch tillage switch 163, the PTO rotation sensor 165, the engine rotation sensor 166, and the like are input.

As shown in the flowchart of FIG. 5, the specific control process of the work recording system having the above-described configuration is the work time counting process step 1 (hereinafter referred to as “S1”) within the range of work travel by the switching operation of the auxiliary transmission lever 142. The operation travel time is counted for each combination of the main gear shift and the sub gear shift stage, and the sub gear shift position and the main gear shift position at that time are nonvolatile for the combination having the longest total time. Record (S2, S3).

According to the above control processing, when the main transmission unit and the sub-transmission unit of the multi-speed transmission are selected and the vehicle travels at a constant speed, the travel time is determined for each combination of the sub-transmission unit and the main transmission unit. The combination of the longest shift stage in total is recorded in the work state memory in a non-volatile manner. After the work is interrupted, the shift position positions of the sub-shift and the main shift by the non-volatile recording are displayed and selected. By displaying on the meter panel 121 using the display 121a, the combination of the shift stages in the most frequent shift state can be confirmed in the work run so far, so the sub shift lever 142 and the main shift lever 122 are switched based on the display. By operating it, it is possible to re-set to the shift state and reproduce the previous work state, and it is possible to start work quickly.

In the configuration in which the shift position is set by a button operation or the like instead of the lever system, not only the stored shift position is displayed but also the actual shift position can be automatically reproduced. In the method of setting the shift position stored by the lever method as in 122, it is difficult to automatically reproduce the shift position. Therefore, with the configuration as described above, even in a multi-speed transmission device that manually operates with a lever system and switches the gear stage, the gear stage is changed by a switching operation based on the display without requiring complicated trial adjustment traveling. By setting, it is possible to easily reset the highest frequency shift state up to that point and to start work quickly even after the work travel is interrupted. In particular, this is effective when the shifts of the main transmission parts B and C are not of the type using a hydraulic multi-plate clutch but have a mechanical transmission configuration.
Further, since the main transmission parts B and C shown in FIG. 2 are speed changes using a hydraulic multi-plate clutch, a motor is provided at the rotation base of the main transmission lever 122, and the main transmission lever is automatically moved and stored. It may be configured to automatically reproduce the speed change position.

In this case, as shown in the flowchart of FIG. 6, the auxiliary transmission unit D and the main transmission units B and C
For the combination of shift speeds including the PTO speed changer G, the non-volatile recording by the work state memory similar to the above and the control process for displaying the same are configured, so that the travel time by the work run is the main speed change part, the sub-shift and the PTO Since the combination of the longest shift stages is recorded and displayed for each shift stage combination of the transmission section, the shift state in the work travel including the PTO transmission section can be easily re-established. It is possible to set and start work quickly.

In this case, since the shift stage of the PTO transmission unit can be calculated from the PTO rotation speed and the engine rotation speed as shown in the characteristic diagram of the PTO rotation speed in FIG. 7, the PTO rotation sensor 165 and the engine By configuring the control process of the multi-speed work vehicle so as to calculate the shift speed of the PTO transmission using the rotation sensor 166, it is not necessary to install a special sensor member for detecting the PTO shift position. The shift stage of the PTO transmission unit can be calculated.

Further, regarding the combinations of the above-described shift stages, as shown in the display example of the combination of shift stages in FIG. Parts B and C are “1”
~ In the combination of each of the eight speeds of "8" and the two speeds of the PTO transmission part G of "1" and "2",
By configuring a control process to record a plurality of combinations (five in the example) from the longest running time in the work state memory and display the plurality of combinations of the recorded gears, Since a plurality of combinations having a high operating frequency can be confirmed among the combinations of the shift speeds of the transmission gear, it is possible to cover work traveling that involves a change in the shift speed depending on the work state.

Furthermore, as shown in the display example of the auxiliary information in FIG. 9, in addition to information on the shift speeds of the sub-transmission unit D and the main transmission units B and C and the shift speed of the PTO transmission unit G, Horizontal relationship,
Non-volatile recording and display of the setting status related to traveling allows easy confirmation of each setting status even when the operator is unaccustomed to handling details when using a tractor with complicated specifications. be able to.

Also, in addition to the common memory processing for the items handled in common, the control processing for specific memory processing for nonvolatile recording and display of any setting items by the operator is configured, so that unique Since it is possible to reset the work state including the setting item when the specific setting is made only in the condition or on the field, it can be applied to a wide variety of situations.

Further, when resetting the work state for various items, as shown in the flowchart of FIG. 10, not only the operator operation based on the display of the meter panel 121 but also the electrohydraulic pressure, the horizontal relationship, and the traveling relationship are selected depending on the selection. Immediately reset to the set state (S11), and the main transmission unit, the sub-transmission unit, and the PTO transmission unit are displayed by changing the display color when the display gear is reset by a shift operation, etc. An operation guide (S12) is provided.

As described above, the selection operation and the operation guide by the display on the meter panel 121 can quickly and easily reset a work state with a track record without requiring a complicated resetting operation by an operator. It is possible to reduce an operator's operation labor and to avoid an erroneous operation.

Next, work state determination processing in the work recording system will be described.
FIG. 11 is a flowchart of the work state determination process. In the work state determination processing, the case where the clutch is in the connected state (S21), the direction selection is forward (S22), the work machine is lowered or the PTO switch is turned on (S23) is determined as the work state (S24). By counting the travel time, it is possible to reset the work state with high accuracy based on the work performance of the work vehicle.

Next, resetting processing for rotary work will be described.
Since the field tillage work performed with the rotary attached to the tractor requires individual control settings according to the field geology, etc., the control content that is generally used is set at the time of factory shipment of the tractor. In order to set tillage work suitable for individual field work, the operator is forced to work for adjustment adjustment until the rotary work is stabilized, and to adjust the setting to the control content specified in that way In addition, since a complicated setting operation is required every time the rotary work is started, a control process in the memory one-touch mode is configured in order to solve such a problem.

Specifically, a one-touch tillage switch 163 is provided for resetting the setting states of various controls used for the rotary work with one touch, and as shown in the flowchart of the resetting process for the rotary work in FIG. If the operation (S31) of the switch 163 is the memory one-touch mode (S32), a setting process recorded in a nonvolatile manner in the work state memory is called and a control process is performed to reset (S33) each control item. Since it is immediately reset to the work setting state of the longest time recorded in non-volatile recording, it can be quickly and easily reset to the setting state of the rotary work, reducing the operator's operating effort and making mistakes. It can be avoided.

In the above configuration, the work state memory used for the memory one-touch mode includes a common memory for nonvolatile recording of common items of work travel for the longest working time and a specific memory for nonvolatile recording of arbitrary setting items by the operator As shown in the flowchart of FIG. 13, the operation of the one-touch tillage switch 163 (S
When 41) is the memory one-touch mode (S42), resetting is performed for the case of using the common memory (S44a) and the case of using the specific memory (S44b) according to the memory selection (S43).

In this way, in the case of using the common memory (S44a), the setting is based on the result updated according to the work results.
When the specific memory is used (S44b), the custom setting is always constant, and a wide range of situations can be handled by the selection.

2 Engine 6 Front wheel (travel section)
7 Rear wheels (travel section)
8 Steering handle 9 Hitch 10 Pilot seat 11 PTO shaft 26 Cabin 121 Meter panel 121a Display selection switch 122 Main transmission lever 123 Acceleration lever 141 PTO transmission lever 142 Sub transmission lever 143 Plowing depth adjustment lever 144 Control lever 145 Adjustment switch 146 Horizontal control switching Switch 147 Backup changeover switch 161 Main shift position detection switch 162 PTO shift position sensor 163 One-touch tillage switch 165 PTO rotation sensor 166 Engine rotation sensor A Hydraulic forward / reverse clutch B Transmission clutch device (main transmission)
C Hydraulic high / low switching clutch (main transmission)
D Sub-transmission unit G PTO transmission unit S Travel system controller T Drive system controller

Claims (4)

A sub-transmission unit (D) that sets a work vehicle speed range by switching a transmission system of a multi-speed transmission configuration, and a transmission vehicle of a multi-speed transmission configuration is switched for each shift stage of the sub-transmission unit (D) to obtain a constant working vehicle speed. In a multi-stage shift work vehicle that includes a multi-stage transmission device including a main transmission section (B, C) having a multi-stage transmission configuration to be set and transmits engine power to a traveling section (6, 7).
The running time is summed up for each combination of the shift stage of the auxiliary transmission unit (D) and the shift stage of the main transmission unit (B, C), and the combination of the shift stage having the longest running time is recorded in a nonvolatile manner. And a specific memory for recording in a non-volatile manner a combination of arbitrary gears by the operator,
A one-touch tillage switch (163) for selecting one of these memories is provided, and the combination of the gears recorded in the common memory or the specific memory selected by the switch (163) is called and reset to the called gear A multi-speed work vehicle characterized by including a control unit that performs the above-described operation. A sub-transmission unit (D) that sets a work vehicle speed range by switching a transmission system of a multi-speed transmission configuration, and a transmission vehicle of a multi-speed transmission configuration is switched for each shift stage of the sub-transmission unit (D) to obtain a constant working vehicle speed. In a multi-stage shift work vehicle that includes a multi-stage transmission device including a main transmission section (B, C) having a multi-stage transmission configuration to be set and transmits engine power to a traveling section (6, 7).
The multi-stage transmission is provided with a PTO transmission section (G) that switches the transmission system of the multi-stage transmission configuration to transmit the engine power to the work implement, and calculates the PTO transmission section calculated from the PTO rotational speed and the engine rotational speed ( G) and the travel time for each gear stage combination of the sub-transmission unit (D) and the main transmission unit (B, C) are added, and the travel time is the longest. A common memory that records the combination of shift speeds in a non-volatile manner, and a specific memory that records a combination of arbitrary shift speeds by an operator in a nonvolatile manner,
A one-touch tillage switch (163) for selecting one of these memories is provided, and the combination of the gears recorded in the common memory or the specific memory selected by the switch (163) is called and reset to the called gear A multi-speed work vehicle characterized by including a control unit that performs the above-described operation. The control unit records in a non-volatile manner a plurality of combinations from the longest travel time for each combination of shift speeds, and resets to a speed selected from the plurality of combinations of the recorded shift speeds. A multi-speed work vehicle according to any one of claims 1 and 2. Delete

Images