JPH0974817A - Steering control unit in mobile farming machine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a steering control unit capable of conducting fine power steering operation with quick response according to crop rows even in the case of conducting power steering operations frequently during reaping work. SOLUTION: In a combine harvester equipped with an electromagnetic proportional pressure-reducing valve for controlling brake pressure, a position sensor for detecting steering lever position and a grain culm sensor for detecting 'under reaping', the output of brake pressure is raised when the steering lever is operated in a short time in the identical direction at least in a specified time during reaping work.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a steering control device for steering a crawler type mobile agricultural machine such as a combine harvester or a harvester.

[0002]

2. Description of the Related Art When a crawler-type mobile agricultural machine is used for harvesting a crop, a responsive and minute power steering operation is required to steer the mobile agricultural machine according to the planting row of the crop to be harvested. Required.

In the crawler-type mobile agricultural machine, in order to change the course of the machine body, a spin turn for rotating the course changing side crawler in a direction opposite to the other direction, a pivot turn for braking one crawler, and one crawler are provided. There are three types of turning method (turn mode) of a mild turn in which the other crawler is driven in the same direction at a lower speed.

In order to switch between these three types of turn modes, the turn mode switching lever is operated, the position of the turn mode switching lever at that time is detected by the lever position detecting means, and the control section of the control unit is based on this detection output. This is done by automatically operating the clutch or brake inside the transmission by the computer to switch the gears.

[0005]

However, if the brake of the crawler type mobile agricultural machine becomes hard to work due to wear or the like, the operator will repeatedly perform power steering operation many times in a short time, which causes a problem in operability. there were.

[0006] Therefore, an object of the present invention is to provide a steering control device for a mobile agricultural machine capable of performing a responsive and minute power steering operation according to the row of a crop even when the power steering is frequently operated during a mowing operation. That is.

[0007]

The above objects of the present invention can be achieved by the following means. That is, in a combine that has an electromagnetic proportional pressure reducing valve that controls the brake pressure, a position sensor that detects the position of the steering lever, and a grain culm sensor that detects during cutting, the steering lever is kept constant in the same direction during cutting for a short time. The steering control device in a mobile agricultural machine is characterized in that the output of the brake pressure is strengthened when operated more than a number of times.

[0008]

BEST MODE FOR CARRYING OUT THE INVENTION An embodiment of the present invention will be described with reference to the drawings. FIG. 1 shows a side view of a combine, which is an example of a mobile agricultural machine of the present invention. The combine has a crawler 1 and a crawler drive shaft 2 as its moving mechanism, and a combine body has a cutting section 3 and a threshing section 4.

FIG. 2 shows a sectional view of a transmission for transmitting the power of an engine (not shown) to the left and right crawlers 1, 1. The motor 5 of the hydrostatic stepless speed changer (HST) that receives the power of the engine to drive the pump is connected to the outside of the transmission case 6, and its output side is directly connected to the input shaft 7 of the transmission.

A low speed gear 8 and a high speed gear 9 are provided to the left and right of the input shaft 7.
Is loosely fitted, and a speed increasing clutch 10 is provided between the gears 8 and 9. The speed increasing clutch 10 is a disk type clutch, and a clutch case 11 is fixed to the input shaft, and an integrated disk (not shown) on the low speed gear 8 or high speed gear 9 side and an integrated disk (illustrated on the clutch case 11 side. No.) are alternately arranged with a slight gap between them, and these disks are arranged in the piston 12 or 1
3, the disc surfaces are rubbed with each other by hydraulic pressure, the clutch case 11 and the low speed gear 8 or the high speed gear 9 are integrated, and the rotation of the input shaft 7 is transmitted to the low speed gear 8 or the high speed gear 9.

A first transmission gear 15 and a second transmission gear 16 are fixed to the left and right of the first transmission shaft 14, respectively, and these gears 15 and 16 constantly mesh the low speed gear 8 and the high speed gear 9, respectively. ing.

A work speed change gear 18 and a travel speed change gear 19 are loosely fitted to the speed change shaft 17, and an intermediate portion between the slow speed transmission gear 20 and the travel speed change gear 19 formed integrally with the work speed change gear 18. Further, the slider 21 is spline-coupled so as to be movable in the axial direction. Regarding the working speed change gear 18 and the traveling speed change gear 19, the working speed change gear 18 has a larger effective diameter than the traveling speed change gear 19. The slider 21 and the gears 19 and 20 are formed with abutment teeth which can be engaged and disengaged with each other. Slider 21
Slides in the longitudinal direction of the shaft by operating an auxiliary shift lever (not shown) on the driver's seat. The working speed change gear 18 is constantly meshed with the third transmission gear 22 fixed to the first transmission shaft 14, and the traveling speed change gear 19 is always meshed with the first transmission gear 15.

An optical vehicle speed sensor 23 is attached to an end portion of the speed change shaft 17, and detects the combine vehicle speed from the number of revolutions of the speed change shaft 17.

The second transmission shaft 24 is equipped with side clutches / brakes 25, 26 on its left and right sides. These structures are symmetrical, and the details of the right side clutch / brake 25 are shown in FIG.

As shown in FIG. 3, the rotating case 27 of the side clutch / brake 25 is rotatably fitted onto the second transmission shaft 24. A right side clutch 28 and a right brake 29, which have the same disk shape as the speed increasing clutch 10 (FIG. 2), are arranged on the left and right sides of the rotating case 27. In addition, the annular disc 30 has a gear 31 fixed to the second transmission shaft 24.
Engages with the outer circumference of each of the discs 30 and the rotating case 27
The annular discs 32 that engage with the inner circumference of are alternately arranged. Retaining plate 33 provided integrally with the rotating case 27
Has a pawl formed on its side surface constantly connected to a pawl of a fourth transmission gear 34 that is loosely fitted to the second transmission shaft 24. A right side clutch piston 36 is provided on the opposite side of the receiving plate 33 with the disks 30 and 32 interposed therebetween, with a pressure plate 35 interposed therebetween. A spring 37 for elastically pressing the piston 36 is provided between the right side clutch piston 36 and the rotating case 27.

On the other hand, the disc 38 on the right brake 29 side
Are engaged with the outer circumference of the bearing cylinder 39 that integrally projects inside the mission case 6, and the disks 40 that engage with the inner circumference of the rotation case 27 are alternately arranged between the disks 38. A pressure plate 42 and a right brake piston 43, which are integrally provided on the rotating case 27 and are provided on the opposite side of the receiving plate 41 with the discs 38 and 40 interposed therebetween.
The right brake 29 is constituted by and. Piston 36,
43 is driven by oil supplied through hydraulic ports 44, 45 and 46.

A connecting plate 47 is attached to the outer periphery of the rotating case 27 so as to be slidable in the axial direction, and a part of the pressure plates 35 and 42 is loosely inserted through the through hole, whereby the pressure of the right side clutch 28 is reduced. The plate 35 and the pressure plate 42 of the right brake 29 are connected.

Also on the left side clutch / brake 26 side shown in FIG. 2 which is paired with the right side clutch / brake 25, a fifth transmission gear 48 paired with the fourth transmission gear 34 is secondly transmitted. It is loosely fitted on the shaft 24. A sixth transmission gear 49 is arranged between the fourth transmission gear 34 and the fifth transmission gear 48, and is fixed to the second transmission shaft 24. A seventh transmission gear 50 is integrally fixed to the sixth transmission gear 49, and the seventh transmission gear 50 and the eighth transmission gear 51 fixed to the transmission shaft 17 are always meshed with each other.

The third transmission shaft 52 has loosely swiveling drive gears 53 and reverse rotation gears 54 loosely fitted to the left and right sides thereof, and a switching gear 55 axially movable is spline-connected to both gears 53, 54. . The left slow swing drive gear 53 is the slow transmission gear 2
0, the reverse gear 54 on the right side is the sixth transmission gear 49,
Each is in constant mesh. The switching gear 55, the slowly turning drive gear 53, and the reverse rotation gear 54 are formed with engaging teeth that can be engaged and disengaged with each other.

The fourth transmission shaft 56 is equipped with disc type switching clutches 57 and 58 on the left and right sides thereof. The structure of the left and right switching clutches 57, 58 is symmetrical, and is basically the same as the speed increasing clutch 10. Clutch cases 59 and 60 are provided on the left and right of the fourth transmission shaft 56, respectively.
Is stuck.

The fourth transmission shaft 56 has a pair of ninth transmission gears 6.
The first and tenth transmission gears 62 are loosely fitted, and these gears 6
The first transmission gear 63 and the 12th transmission gear 63
The transmission gear 64 is fixed. And the ninth transmission gear 61
A plurality of discs (not shown) on the side of the tenth transmission gear 62 and discs (not shown) on the side of the clutch cases 59 and 60 are alternately arranged with a slight gap therebetween. The piston 65 or 6
6 is hydraulically pressed to rub the disk surfaces,
As a result, the clutch cases 59 and 60 and the ninth transmission gear 6
The first or tenth transmission gear 62 is integrated to transmit the rotation of the fourth transmission shaft 56 to the ninth transmission gear 63 or the twelfth transmission gear 64. The ninth transmission gear 63 is always meshed with the fifth transmission gear 48, and the twelfth transmission gear 64 is always meshed with the fourth transmission gear 34.

The left and right output shafts 67, 68 are left and right independent output shafts, and are connected to the left and right crawler drive shafts 2, 2 via gears. The thirteenth transmission gear 69 and the fourteenth transmission gear 70 fixed to the left and right output shafts 67, 68 are always meshed with the ninth transmission gear 61 and the tenth transmission gear 62, respectively. The fifteenth transmission gear 71 fixed to the fourth transmission shaft 56 is constantly meshed with the switching gear 55.

FIG. 4 shows a hydraulic circuit diagram of the combine.
A left clutch switching valve 73 and a right clutch switching valve 74 are connected to the hydraulic pump 72. The right side clutch 28 is connected to the right clutch switching valve 74, and the right switching clutch 58 is connected to the clutch switching valve 74 via the right switching clutch pressure reducing valve 75, and the right brake pressure reducing valve 76 is also connected.
The right brakes 29 are respectively connected via. Similarly, the side clutch 77 of the left side clutch / brake 26 is connected to the left clutch switching valve 73, and the left switching clutch pressure reducing valve 7 is connected to the left clutch switching valve 73.
The left switching clutch 57 is connected via 8 and the left brake 80 is connected via a left brake pressure reducing valve 79.

Left side clutch 77 and left brake 80
Is the right side clutch / brake 2 mentioned above.
The structure of the right side clutch 28 and the right brake 29 of No. 5 is the same. The tank 81, the filter 82, and the relief valve 83 have a function of sending oil to the clutch and brake. The hydraulic pump 72 is further connected to the speed increasing clutch 110 via a speed increasing clutch switching valve 84.

FIG. 5 shows a connection diagram of the control system. On the output side of the controller 85, a left clutch switching valve 73, a right clutch switching valve 74, a left brake pressure reducing valve 79, a right brake pressure reducing valve 76, a left switching clutch pressure reducing valve. The valve 78, the right switching clutch pressure reducing valve 75, and the speed increasing clutch switching valve 84 are connected to each other.

On the input side of the controller 85, a lever position detection sensor 87 for detecting the position of the steering lever 86 (FIG. 1), a left brake pressure sensor 88 for detecting the pressure of the left brake 80, and a pressure of the right brake 29. Is connected to a right brake pressure sensor 89, a left switching clutch pressure sensor 90 that detects the pressure of the left switching clutch 57, and a right switching clutch pressure sensor 91 that detects the pressure of the right switching clutch 58. These pressure sensors 8
8 to 91 are for feedback control. Furthermore,
The left and right output shafts 67, 6 are provided on the input side of the controller 85.
The controller 85 is connected to the eight rotation sensors 92 and 93 and the vehicle speed sensor 23.

A lever position detecting means 96 such as a potentiometer of a turn mode switching lever 95 (FIG. 1) for selecting the type of turn is also connected to the input side of the controller 85, and the mild turn, pivot turn and Corresponds to spin turns. The three contacts 97 of the turning radius changeover switch of the mild turn correspond to the turning radius of large, medium and small, respectively.

FIG. 6 is a functional block diagram, in which the lever position detecting means 96 is connected to the turn mode switching lever 95,
The lever position detecting means 96 is connected to the input side of the control section 85. Braking means 100 such as various valves is connected to the output side of the control unit 85.

Next, the operation of the embodiment will be described. Mild turns are as follows. When the turn mode switching lever 95 is in the "mild turn" position and makes a mild turn to the right, the power transmission path in the transmission is as follows.

First, by operating the turn mode switching lever 95, the switching gear 55 shown in FIG. 2 moves to the left and engages with the mild turn drive gear 53, so that the mild turn drive gear 53 and the third transmission shaft 52 move. Unify. Then, the rotation of the slow transmission gear 20 fixed to the second transmission shaft 17 is decelerated via the mild turn drive gear 53 and transmitted to the third transmission shaft 52, and further from the switching gear 55 through the 15th transmission gear 71, It is transmitted to the fourth transmission shaft 56. The rotation of the transmission shaft 56 is transmitted to the output shaft 68 on the right side of the transmission.

When the steering lever 86 is subsequently tilted to the right, the sensor output of the lever position detection sensor 87 is output by the control unit 8.
5, the control signal is output from the control unit 85, and the right clutch switching valve 74 is switched. As a result, hydraulic pressure is applied to the port 45 of the side clutch / brake 25, and FIG.
The right side clutch piston 36 shown in FIG. 2 moves rightward against the spring 37. As a result, a gap is created between the disk 30 on the side of the second transmission shaft 24 and the disk 32 on the side of the rotating case 27, and the right side clutch 28 is in the "disengaged" state.

Further, in accordance with a control signal from the control section 85, the right switching clutch pressure reducing valve 7 together with the right clutch switching valve 74 described above are provided.
5 is also switched, the pressure on the discharge side increases, and the piston 66 is pressed against the disk. As a result, the disc is integrated with the piston and the right switching clutch 58 is put in the “ON” state. Therefore, the rotation of the fourth transmission shaft 56 passes from the eighth transmission gear 62 through the fourteenth transmission gear 70 to the right side of the transmission. Is transmitted to the output shaft 68 of.

On the other hand, the rotation of the speed change shaft 17 is applied to the left output shaft 67 in the same manner as when traveling straight ahead, by the eighth transmission gear 51, the seventh transmission gear 50, the sixth transmission gear 49, the second transmission shaft 24, and the second transmission shaft 24. Since it is transmitted to the output shaft 67 through the fifth transmission gear 48, the eleventh transmission gear 63, the ninth transmission gear 61, and the fifteenth transmission gear 69 in sequence, the rotation speed is the same as when traveling straight.

Therefore, when the steering lever 86 is tilted to the right beyond the neutral zone, the right clutch switching valve 74 is activated first, and then the output of the right switching clutch pressure reducing valve 75 rises to completely open the right switching clutch 58. In the “on” state, the rotations of the fourth transmission shaft 56 and the tenth transmission gear 62 coincide with each other, and the reduction ratio of the crawler 1 is equal to the cumulative specified value of the gear ratios in the transmission paths of the left and right crawlers 1, 1. And then make a mild turn to the right.

In this way, when the lever position detecting means 96 of the turn mode switching lever 95 is disconnected during the mild turn, the lever failure detecting means 99 causes the lever position detecting means 96 to output an abnormal failure signal of 0V or 5V of the maximum output voltage. To detect. The control unit 85 receives this failure signal and outputs a command signal for changing the "pivot turn".

The pivot turns are as follows. In response to the pivot turn command signal from the control unit 85, hydraulic pressure is applied to the port 45 of the side clutch / brake 25 as in the case of the mild turn described above, and the right side clutch 2
8 becomes "off". Further, the right brake pressure reducing valve 76 is switched to "on" together with the right clutch switching valve 74.

In response to the pivot turn command signal, the output pressure of the right brake pressure reducing valve 76 increases to a predetermined value, hydraulic pressure enters the port 46 of the side clutch / brake 25, and the right brake piston 43 shown in FIG. Driving in the direction, the pressure plate 42 moves to the right.

As a result, the disks 38, 40 are pressed and integrated with each other by friction, and the pressure plate 35 also moves to the right via the connecting plate 47, so that the spaces between the disks 30, 32 are opened and the right side clutch 28 is opened. Cuts out. Then, the rotating case 27 is separated from the gear 31, and the rotating case 27 is coupled to the bearing cylinder 39 that is integral with the movement case 6, so that the right brake 29 works, and the rotation of the rotating case 27 is braked.

Since the fourth transmission gear 34 is always connected to the rotary case 27, braking of the rotary case 27 is performed by the fourth transmission gear 34 to the twelfth transmission gear 64 and the first transmission gear 34.
The electric power is transmitted to the output shaft 68 via the four transmission gears 70, and further to the right crawler drive shaft 2. As a result, the right crawler 1 is braked. On the other hand, the power transmission path of the left crawler 1 is the same as when traveling straight ahead. Therefore, the aircraft turns to the right (pivot turn).

Next, the spin turn will be described. When the turn mode switching lever 95 is in the "spin turn" state,
The switching gear 55 mechanically interlocks with the turn mode switching lever 95 and moves to the right in FIG. 2 to engage the reverse rotation gear 54. As a result, the transmission path in the transmission is as follows.

The reverse rotation gear 54 is integrated with the third transmission shaft 52, the rotation of the reverse rotation gear 54 is decelerated and transmitted to the third transmission shaft 52, and further from the switching gear 55 through the fifteenth transmission gear 71 to the fourth transmission. It is transmitted to the shaft 56.

At the same time, the turn mode switching lever 95
A position signal of "spin turn" is output from the position detection switch 93 to the control unit 85. Then, when the steering lever 86 is tilted to the right following the operation of the turn mode switching lever 95, the sensor output of the lever position detection sensor 86 is input to the control unit 85, and a control signal is output from the control unit 85. , The right clutch switching valve 74 is switched. And, as with the mild turn, side clutch / brake 2
Hydraulic pressure is applied to the port 45 of the right side clutch 28
Becomes "off".

Similarly, the right switching clutch pressure reducing valve 75 and the right brake pressure reducing valve 76 are also switched by the control signal of the control unit 85.

In this state, when the steering lever 86 is further tilted to the right beyond the neutral zone, the lever position detection sensor 8
The sensor output of 6 is input to the control unit 85, and the control signal is output from the control unit 85. As a result, the right brake pressure reducing valve 7
The output pressure of 6 increases in proportion to the tilting angle of the steering lever 86, and the hydraulic pressure enters from the right brake pressure reducing valve 76 to the port 46 of the side clutch / brake 25, similar to the case of the pivot turn described above. 3 right brake piston 43
Is driven to the right to brake the rotation of the rotating case 27.

Further, the steering lever 86 is tilted to set a predetermined angle K.
When the point (spin start / end position) is exceeded, the output pressure of the right brake pressure reducing valve 76 begins to decrease this time, and conversely, the output pressure of the right switching clutch pressure reducing valve 75 increases and the right switching clutch 58 gradually becomes " Turn on. Then, the fourth transmission shaft 56
Is transmitted from the eighth transmission gear 62 through the twelfth transmission gear 70 to the right output shaft 68 of the transmission.

As a result, the reverse rotation gear 54, the switching gear 55, the fifteenth transmission gear 71, etc., reduce the speed of the reverse rotation to the left side, so that the rotation of the right crawler is reduced by the reverse rotation speed more than the left side crawler 1. become. The reduction ratio of the crawler 1 becomes a specified value in which the gear ratios in the transmission paths of the left and right crawlers 1, 1 are accumulated, and spin-turns to the right.

Thus, if the lever position detection sensor of the turn mode switching lever 95 is disconnected during the spin turn, the lever failure detection means 99 detects a failure signal and determines that there is a failure.

As a result, the control unit 85 outputs the pivot turn command signal, and even if a failure occurs during the spin turn, the turn mode is forcibly changed from the spin turn to the pivot turn. If a failure occurs during the pivot turn, continue the pivot turn.

As described above, in any of the mild turn, spin turn, or pivot turn, by forcibly performing the pivot turn, danger such as collision can be avoided.

Next, description will be made of the improvement regarding the pressure adjustment of the brake proportional pressure reducing valve when the steering lever 86 is frequently operated in the same direction during the harvesting work of the crop by the combine harvester.

A grain culm sensor (not shown) for detecting that the combine is being mowed is provided in the grain culm transport path of the combine harvester 3, and the steering lever 8 is provided during the mowing operation.
When 6 is operated a certain number of times in the same direction within a predetermined short time, the brake output is strengthened. That is, as shown in FIG. 7A, for example, when the steering lever 86 is operated to the left for a certain number of times within a predetermined time period, the current value to the pressure reducing valve 74 is increased to reduce the left brake pressure. The output of the valve 79 is strengthened as shown in FIG. 7 (b).

In this way, even if the brake is hard to work due to wear or the like, the operator does not repeatedly operate the power steering (steering lever) 86 many times in a short time, and the power steering is responsive and minute according to the row of the crop. Operation becomes possible.

Next, when turning a corner in the field, an operator who turns the combine using the pedals 98a (right turn) and 98b (left turn) shown in the plan view of the operating seat of FIG. 11 instead of the power steering lever. The following configuration can be adopted as an electronic power steering system corresponding to a large number of cases.

That is, when the spin turn mode or the mild turn mode is selected, the turning by the pedal operation can be performed in the spin turn mode or the mild turn mode like the power steering operation.

Therefore, a signal from one of the left pedal position sensor and the right pedal position sensor (not shown) is input to the control unit 85, and the position detection switch 93 of the turn mode switching lever 95 is input to the control unit 85. , The left / right clutch switching valves 73, 74, the left / right brake pressure reducing valves 79, 76, the left / right switching clutch pressure reducing valve 7
There are outputs to appropriate valves 8 and 75, and the spin turn mode or the mild turn mode can be selected by pedal operation as in the power steering operation. FIG. 8 shows the relationship between the pedal depression amount (position sensor change amount) and the output pressure when the pedal is used. FIG.
8A shows a pressure change during a pivot turn, FIG. 8B shows a pressure change during a mild turn, and FIG. 8C shows a pressure change during a spin turn.
Further, when the switch of the pedal mode changeover switch is set to “ON”, the pivot mode is turned regardless of the position of the turn mode changeover lever.

Normally, if the steering lever 86 is tilted to the right, it will turn to the right, if it is tilted to the left, it will turn to the left, and by driving the mowing section upper and lower cylinders 5, when it is tilted to the operator side, the mowing section 3 will rise,
When the harvester 3 is tilted in the traveling direction of the combine, the reaper 3 is lowered. However, as shown in FIG. 9, a power steering lever (steering lever) 86 is provided with a vehicle body tilt switch 99, and with the switch 99 turned on, the steering lever 86 is operated to the left, right, front and rear, Can be tilted left and right, back and forth.

It is also possible to use a single lever 86 to perform the tilting operation of the combine in the left-right direction and the driving of the up-and-down mechanism of the crop harvesting section with the vehicle body tilting switch 99 turned on. At this time, tilting the steering lever 86 to the right while pushing the body tilt switch 99 tilts it to the right, tilting it to the left tilts it to the left, and driving the reaper section up / down cylinder 5 tilts it to the operator side (front). When the reaper 3 is raised, the reaper 3 can be lowered by tilting it in the traveling direction (front) of the combine.

Therefore, at the base of the steering lever 86, "right,
There is a sensor that detects that the vehicle has moved to the left, front, and front. When the control unit 85 detects that the switch 99 shown in FIG. 9 has been pressed, the control output is switched to make the vehicle body horizontal.

Conventionally, separate switches are used for tilting the vehicle body to the left, right, front and rear, but in the present embodiment, only one switch is required and the cost is reduced. In addition, the number of switches is reduced and the operation becomes easier.

That is, conventionally, as shown in FIG. 12, a front / rear inclination sensor 102 for detecting a front / rear inclination due to a pitching action of a vehicle body and a left / right inclination sensor 103 for detecting a left / right inclination due to a rolling action of the vehicle body are arranged at adaptive positions of the vehicle body. At the same time, the automatic horizontal switch 104 for controlling the adjustment of the vehicle body to the horizontal state by detecting the tilted state by both the sensors 102 and 103, and the operation of four push buttons as shown in FIG. The power steering lever 112 having the manual tilt switch 111 for appropriately tilting the upper surface and the power steering lever 112 is disposed on one side of the operation seat. And C
A vehicle body horizontal control device 10 mainly for UP for arithmetic control
6 is installed in the vicinity of the operator's seat, and as shown in FIG. 12, the vehicle speed sensor 10 is provided on the input side of the vehicle body horizontal controller 106.
1, a front / rear tilt sensor 102, a left / right tilt sensor 103, an automatic horizontal switch 104, a manual tilt switch 105, etc. are respectively connected, and a pitching solenoid valve 107 for operating a pitching cylinder (not shown) to the output side, left and right rolling The left and right rolling solenoid valves 108 for operating cylinders (not shown) are connected to each other. When the vehicle body is pitched and tilts forward and backward due to the unevenness of the soil surface during the operation of the combine, the front and rear tilt sensor 102 detects this tilt and the vehicle body horizontal control device 106 operates the pitching cylinder to perform the left and right pitching. By vertically moving the arm (not shown), the left and right pitching frames (not shown) are moved up and down on the rear side with respect to the front fulcrum, and the left and right traveling crawlers 1 are simultaneously moved up and down with respect to the chassis. With this, the vehicle body can be adjusted and controlled to be horizontal.

When the vehicle body rolls and leans to the left or right, the left and right lean sensor 103 detects this lean and the vehicle body horizontal controller 106 operates the left or right rolling cylinder 108 to move the front and rear wheels. The left and right rolling frames (not shown) are moved up and down in parallel by the parallel link action of the rolling arm and the connecting rod, and the left or right traveling crawler 1 is moved up and down with respect to the chassis to make the vehicle body horizontal. Can be adjusted.

Further, when the vehicle body causes pitching and rolling at the same time to incline to the front and rear sides and the left and right sides, the front and rear inclination sensor 102 and the left and right inclination sensor 103 respectively detect this inclination, and the body horizontal control device 106 pitches. Cylinder 28 and left or right rolling cylinder 3
3 are operated separately, the pitching frame and the left or right rolling frame are moved up and down separately, and the left or right traveling crawler 1 is individually moved up and down with respect to the chassis to adjust the vehicle body to a horizontal state. You can control.

When the vehicle body is moved up and down in parallel with the traveling crawler 1, the vehicle body horizontal controller 106 simultaneously operates the left and right rolling cylinders by the same amount to move the left and right rolling frames up and down with respect to the chassis. By vertically moving the left and right traveling crawlers 1 in the same manner, the vehicle body can be controlled to move up and down in parallel with the left and right traveling crawlers 1.

As described above, the left and right traveling crawlers 1 are individually moved up and down with respect to the chassis with respect to the front-back or left-right inclination of the vehicle body due to the unevenness of the soil surface, and the vehicle body travels while adjusting to a horizontal state.

In the present embodiment, only one switch is required and the cost is reduced as compared with the conventional device described above. In addition, the number of switches is reduced and the operation becomes easier.

[Brief description of drawings]

FIG. 1 is an overall side view of a combine used in an embodiment of the present invention.

FIG. 2 is a cross-sectional view showing a developed transmission of the combine shown in FIG.

FIG. 3 is an enlarged sectional view of the side clutch / brake shown in FIG. 1.

FIG. 4 is a hydraulic circuit diagram of the combine shown in FIG. 1.

5 is a control block diagram of the combine shown in FIG. 1. FIG.

6 is a functional block diagram of the combine shown in FIG. 1. FIG.

FIG. 7 is a diagram illustrating an output of a brake pressure of a combine used in one embodiment of the present invention.

FIG. 8 is a diagram showing an output of a switching clutch pressure during a mild turn and a spin turn using a combine pedal used in an embodiment of the present invention.

FIG. 9 is a view in which a steering lever of a combine used in an embodiment of the present invention is provided with a vehicle body tilt switch.

10 is a plan view of an operation seat of the combine of FIG. 1. FIG.

FIG. 11 is a side view of an operation seat of the combine of FIG. 1.

FIG. 12 is a configuration diagram of a conventional combine horizontal body control device.

FIG. 13 is a view of a switch for horizontal operation of a conventional combine vehicle body.

[Explanation of symbols]

1 Crawler 2 Crawler drive shaft 3 Mowing part 4 Threshing part 6 Mission case 7 Input shaft 8 Low speed gear 9 High speed gear 14 1st transmission shaft 15 1st transmission gear 16 2nd transmission gear 17 Speed change shaft 18 Working speed change gear 19 Running speed Change gear 24 Second transmission shaft 24 Right side clutch 29 Right brake 53, 54 Slow turning drive gear 57, 58 Switching clutch 67, 68 Left and right output shaft 73 Left clutch switching valve 74 Right clutch switching valve 75 Right switching clutch pressure reducing valve 76 Right brake pressure reducing valve 78 Left switching clutch pressure reducing valve 79 Left brake pressure reducing valve 80 Left brake 84 Speed increasing clutch switching valve 85 Control unit (controller) 86 Steering lever 87 Steering lever position detection sensor 88 Left brake pressure sensor 89 Right brake pressure Sensor 90 Left switching clutch pressure sensor 91 Right Conversion clutch pressure sensor 95 turns the mode switching lever 96 the switching lever position detecting means

[Procedure amendment]

[Submission date] September 19, 1995

[Procedure amendment 1]

[Document name to be amended] Drawing

[Correction target item name] FIG.

[Correction method] Change

[Correction contents]

FIG.

[Procedure amendment 2]

[Document name to be amended] Statement

[Correction target item name] FIG.

[Correction method] Change

[Correction contents]

FIG. 13

Claims (1)

[Claims] 1. A solenoid proportional pressure reducing valve for controlling brake pressure,
In a combine that has a position sensor that detects the position of the steering lever and a grain culm sensor that detects during cutting, if the steering lever is operated in the same direction for a certain number of times during cutting, the brake pressure output is increased. A steering control device for a mobile agricultural machine, comprising: