JPH10327650A - Mechanism for controlling engine rotation of combine harvester - Google Patents

Abstract

PROBLEM TO BE SOLVED: To overcome a problem encountered in a mechanism which controls the engine rotation of a combine harvester at the rated level by using an electronic governor, the problem being that when the main gear lever is shifted from a neutral to a running position when running in the field, the engine is instantly accelerated to the rated rotation to thereby result in abrupt increase of the noise. SOLUTION: Sensors for detecting the angle of turning are arranged at the respective bases of turning of the main gear lever and the auxiliary gear lever. Up to the predetermined position of turning, the number of rotation of the engine E is increased in proportion to the amount of manipulation of the main gear lever. A sensor for detecting ON and an actuator for switching between ON/OFF are arranged on the discharge clutch 73 of the discharge auger, while a sensor for detecting ON/OFF is disposed on the work clutch. The actuator and the sensor are connected to a controller, and when the discharge clutch 73 is turned ON, the engine is decelerated to a lower rotational speed, and when the work clutch is turned ON, the discharge clutch 73 is turned OFF.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a technology for mounting an engine provided with an electronic governor on a combine and controlling the number of revolutions of the engine in accordance with a shift operation.

[0002]

2. Description of the Related Art Conventionally, a fuel supply amount has been controlled in response to a change in the load of an engine of a combine, and an output control has been performed to keep the engine speed substantially constant. As the output control of the combine, the applicant has also proposed a rated speed control for maintaining the engine at a certain high speed and a technique for driving the engine by idling when the vehicle is stopped. The above-mentioned rated speed control is performed by turning on an automatic control switch connected to the electronic governor controller, and performing a fuel injection of an engine corresponding to a load of a traveling crawler, a cutting unit, a threshing unit, and the like during a harvesting operation or a traveling run. The amount was controlled. Also, the driving speed of the conveyor in the discharge auger or the like that discharges the paddy in the Glen tank is lower than the high-speed rotation set by the rated rotation speed control of the engine, and is driven at a rotation speed slightly higher than the idling rotation speed. In this case, the output of the engine is reduced by a speed reduction mechanism and driven.

[0003]

However, in the conventional rated rotation control, even when the power transmission to the threshing unit is cut off by operating the work clutch, the main transmission lever is shifted from the neutral position to the traveling side. However, since the engine speed was controlled so as to increase to the rated speed at a stretch, the noise of the engine suddenly increased and some operators felt uncomfortable, and the operator himself fully understood this function. Therefore, there was a feeling that the launch of the aircraft was slightly abrupt regardless of the intention of the operator. There is a demand for a configuration that does not give an uncomfortable feeling to an operator who is not familiar with such functions. In addition, the conveyor in the discharge auger is driven through a speed reduction mechanism when the output of the engine is rotating at high speed, so that the noise is large, and in an actual discharge operation, a threshing device or a drive for traveling drive is required. Since it can be operated at a low output without requiring as much as the output, effective utilization of energy is desired.

[0004]

SUMMARY OF THE INVENTION In order to solve the above-mentioned problems, the present invention is equipped with an engine for controlling the fuel injection amount by an electronic governor, and maintaining a rated speed with a work clutch engaged. In a combine which is driven, a sensor for detecting an operation position of a shift lever is arranged, and an engine speed is increased in proportion to an operation amount of the shift lever. In addition, a sensor for detecting an operation position is disposed at a rotation base of the main transmission lever and the sub transmission lever, and the engine speed is increased in proportion to the operation amount of the main transmission lever. Also, in a combine equipped with an engine that controls the fuel injection amount by the electronic governor and discharges the paddy stored in the Glen tank by driving the discharge auger, the "engagement" is detected by the discharge clutch of the discharge auger. A sensor and an actuator that switches between "ON" and "OFF" are arranged, and "ON" is used for other work clutches.
A sensor for detecting "disengagement" is provided, the actuator and the sensor are connected to a controller, and when the discharge clutch is "on" and the other work clutch is "off", the engine speed is reduced. Slowed down.

[0005]

DESCRIPTION OF THE PREFERRED EMBODIMENTS The problems to be solved by the present invention and the means for solving them are as described above. Next, an embodiment in which the suction fan shown in the accompanying drawings is applied to a combine as a suction fan will be described. The configuration will be described. 1 is an overall side view of the combine, FIG. 2 is a skeleton diagram showing drive transmission, FIG. 3 is a side sectional view of a threshing device, FIG. 4 is a block diagram showing an engine output control mechanism of the present invention, and FIG. FIG. 6 is a flowchart of the output control mechanism at the time of paddy discharge, FIG. 7 is a side view showing a configuration for detecting a shift position of the main shift lever, and FIG. 8 is an operation position of the shift lever and a set rotation speed. FIG. 9 is a side view partially sectional view of a Glen tank having a configuration for circulating paddy, FIG. 10 is an output diagram of an engine, and FIG. 11 is a side view showing an operation link configuration of a main transmission lever. , FIG. 12 is a front view showing an operation link configuration of a main transmission lever, FIG. 13 is a front view showing an interlocking mechanism of the main transmission lever, FIG. 14 is a hydraulic circuit diagram of a hydraulic continuously variable transmission, and FIG. Detect the operation position of Side view showing the structure, FIG 16 is a skeleton diagram of the travel gear case.

Referring to FIG. 1, the overall structure of the combine will be described. A body frame 2 is mounted on a crawler type traveling device 1, and a reaping portion A is disposed at the front end of the body frame 2 so as to be able to move up and down. The weeding board 3 protrudes from the front end to cull the cereal culm, and is raised at the rear thereof to set up a case 4. The tine is protruded from the case 4 and the culm is caused to rotate by the rotation of the tine. The root of the stock is cut by the cutting blade 5 arranged at the rear, and is conveyed to the rear by the upper conveying device, the lower conveying device, and the vertical conveying device 6, and the root is transferred to the feed chain 7 from the upper end of the vertical conveying device 6. The culm is transported into the threshing device, and a straw transport device 16 is provided at the rear end of the feed chain 7, and is transported by a straw cutter device 17 disposed below the rear portion of the straw transport device 16. The waste that has been cut is cut off and released into the field. On the side of the threshing device, a Glen tank 12 for storing the sorted fine granules is provided, and in front of the Glen tank 12, an operation unit 19 is provided. A steering handle 18 is disposed in the driving section 19, and a main transmission lever 11, an auxiliary transmission lever 10, and the like are disposed in a side column (not shown). The auxiliary transmission lever 10 is connected to an auxiliary transmission gear in a traveling transmission case 255 described later.

Next, the threshing apparatus B will be described with reference to FIG. In the threshing apparatus B, a handling chamber in which a handling cylinder 20 having a shaft center in the front-rear direction and a dust outlet processing cylinder 21 are formed horizontally is formed, and threshing is performed below the handling chamber below the threshing apparatus B. A sorting room for sorting rice and rice straw is formed. .. Are implanted around the handling cylinder 20 of the handling chamber, and crimping nets 31 are provided around the lower part of the handling cylinder 20 so that only paddy and small straw chips etc. leak down, and in the sorting chamber. I am trying to be sorted out. The dust outlet processing cylinder 21 is laid horizontally parallel to the handling cylinder 20 on the side of the Glen tank 12 at the rear of the handling cylinder 20, and is configured to process unprocessed spike sticking particles and the like that could not be processed by the handling cylinder 20. Items are conveyed backward and discharged outside the machine. In the sorting room, the swinging body 51, Karamin 35, pre-fan 41, etc. are arranged, and threshed chaff and chaff are sorted into the first thing, second thing, straw waste etc. by specific gravity sorting and wind sorting. Is being done.

Next, a driving configuration will be described with reference to a skeleton diagram shown in FIG. The output shaft 60 projects in the left-right direction of the engine E, and one end of the output shaft 60 is input into the gear case 259 through the drive shaft 250 with a universal joint, and travels from the gear case 259 via a pulley and a belt. The power is transmitted to the speed change case 255 to drive the traveling device, and through the work clutch 251 in the gear case 259, the power is transmitted to the raising unit A disposed at the front of the fuselage, and the power is transmitted to the mowing unit A. B and the straw processing device are driven. An output shaft protruding rearward from the gear case 259 drives a dust outlet processing cylinder 21 and a handling cylinder 20 via pulleys and belts.

The power of the engine is transmitted to the drive shaft 261 which is supported by the rear part of the gear case 259 via a work clutch 251. The drive shaft 261 projects from the gear case 259 to the side. , The drive shaft 26
One end is input to a power transmission unit disposed on the left side of the fuselage, and power is transmitted to the first conveyor 22, which is transmitted rearward via a pulley and a belt. Further, a pulley 274 separate from the pulley 269 is fitted on the conveyor shaft 273 of the first conveyor 22, and a belt is wound around the pulley 274, and the second conveyor 23, a sorting body below the threshing device B It is also possible to drive the suction fan 30 and the discharge fan 30 and the straw cutter device 17 to transmit power to a binding device disposed at the rear of the machine. Further, the fry conveyor 13 is driven to the other side of the first conveyor 22 via a bevel gear, and the paddy conveyed by the first conveyor 22 is fed to the fry conveyor 13.
Through to the Glen tank 12. In addition, the reduction conveyor 14 is driven via a bevel gear at the other end of the second conveyor 23, and the discharge port at the other end of the reduction conveyor 14 is arranged so as to face the front side of the handling room. In order to sort again.

A traveling pulley 252 is fitted to a traveling output shaft 253 projecting laterally from the gear case 259,
A traveling HST-type continuously variable transmission 125 fixed to the traveling transmission case 255 via the traveling pulley 252 via a belt.
The power is transmitted to a hydraulic stepless transmission 254 composed of a CST and a steering HST stepless transmission mechanism 128, and the left and right crawler type traveling apparatus 1 is transmitted through a transmission gear mechanism in a traveling transmission case 255. 1 is driven. Further, power synchronized with the reaping unit A can be input to the traveling speed change case 255 from the vehicle speed tuning output shaft 256.

An output shaft 60 protrudes in the left and right outer direction of the engine E, and the auger input shaft 26 is connected to the output shaft 60.
3 is fixedly provided, and the pulley 26
4, a belt 266 is wound around a pulley 265 fixed to the auger input shaft 263. The belt 26
A belt tension type grain discharging clutch 74 is disposed in the middle of 6. The grain discharge clutch 74 is actuated by an actuator 84 to turn on and off power transmission. In addition, power is transmitted to the auger input shaft 263 via a bevel gear to the discharge conveyor 15 disposed below the Glen tank 12, and power is transmitted into the discharge auger 26 via the vertical conveyor 25 to drive the discharge auger 26. As a possible configuration, the paddy stored in the Glen tank 12 can be discharged. A clutch 268 that is engaged and disengaged when the Glen tank 12 is horizontally rotated around the axis of the vertical conveyor is provided on the drive shaft below the discharge conveyor 15.

The discharge auger 26 is mounted on an auger rest 270 provided at the front of the Glen tank 12. 9 in the middle of front and rear of the lower surface of the discharge auger 26.
As shown in FIG. 5, an opening 26a is opened, and a shutter 120 covering the opening 26a is provided. The shutter 120 has a shape conforming to the cylindrical shape of the discharge auger 26, and can be opened and closed manually or by using an actuator (not shown).

On the other hand, a circulation inlet 12a is opened on the upper surface of the Glen tank 12. The circulation inlet 1
2a is provided at a position corresponding to the opening 26a when the discharge auger 26 is placed on the auger rest 270. A cover 271 is provided above the circulation inlet 12a. Therefore, in a state where the opening 26a of the discharge auger 26 is covered with the shutter 120, the discharge auger 26 can be rotated to a predetermined position to discharge the paddy in the Glen tank 12. In addition, the shutter 120 is opened, the lid 271 is removed, the opening 26a of the discharge auger 26 is connected to the inlet 12a for circulation, and the grain discharge clutch 74 is switched to the entrance side, thereby allowing Glen to be removed. The paddy in the tank 12 is the discharge conveyor 1
5. The paddy is conveyed to the discharge auger 26 via the vertical conveyor 25, and the paddy is recharged into the circulation inlet 12a below the opening 26a, and the paddy stored in the Glen tank 12 can be circulated. . During this circulating transport,
Even if the grain attached to the branch is mixed with the paddy, the branch can be removed. In addition, drying of the paddy can be promoted by this circulation, and humidity can be made uniform.

Next, the hydraulic circuit will be described with reference to FIG. As described above, the power of the engine E is supplied to the gear case 259.
And transmitted to the charge pump CP and the hydraulic stepless transmission 254 via the traveling output shaft 253. The HS
The T-type transmission device includes a traveling HST type continuously variable transmission mechanism 125 which is a main transmission mechanism including a pair of traveling hydraulic pump 123 and traveling hydraulic motor 124, and a pair of pivoting hydraulic pump 126 and pivoting hydraulic motor 127. And a turning HST type continuously variable transmission mechanism (28).

The charge hydraulic oil discharged from the charge pump CP is used for a traveling HST type continuously variable transmission mechanism 125.
And the closed circuit of the HST type continuously variable transmission mechanism 128 for steering. The charge hydraulic oil from the charge pump CP is used as an HST type continuously variable transmission mechanism 128 for steering.
A check valve and a throttle are disposed on both sides of the portion supplied to the closed circuit of the HST type continuously variable transmission mechanism 125 for traveling from the charge pump CP.
On one side, a check valve and a throttle are arranged. An oil amount adjusting valve 142 is disposed in the bypass circuit of the closed circuit of the HST continuously variable transmission mechanism 125 for traveling, and the hydraulic pressure is also provided in the bypass circuit of the closed circuit of the HST continuously variable transmission mechanism 128 for steering. A regulating valve 144 is provided.

An HST type continuously variable transmission mechanism 12 for traveling
5, the swash plate 145 of the traveling hydraulic pump 123 rotates the main transmission lever 11, switches the traveling transmission manual control valve V3, and the piston P2 and the spool S2 slide to be tilted. By the rotation of 18, it is rotated in the neutral direction via the speed reduction mechanism. In addition, the steering HST
Swing hydraulic pump 126 that constitutes a continuously variable transmission mechanism 128
The swash plate 146 is configured such that the piston P1 and the spool S1 are slid and tilted by both the electromagnetic valve V1 and the valve V2 switched by the rotation of the steering handle 18.

A part of the charge hydraulic oil from the charge pump CP is introduced into the traveling neutral braking solenoid valve 140 and the turning neutral braking solenoid valve 139, and when the main shift lever 11 is in the neutral position, the position is switched. And the solenoid 140a is actuated to feed the oil to the neutral braking device 134 to brake the traveling hydraulic motor 124. When the steering handle 18 is in the straight-ahead position, the neutral position detection switch 202 is turned on to operate the solenoid 139a. Then, oil is supplied to the neutral braking device 135 to brake the turning hydraulic motor 127.

A mechanism BB for closing the oil passage to the piston P1 for operating the swash plate of the swing hydraulic pump 126 is provided.
Is provided. The mechanism B is constituted by an electromagnetic valve or the like. When the sub-transmission lever 10 is brought into the neutral state, the piston P1 is returned to the neutral position, and then the mechanism BB is actuated to close the oil passage and the piston The operation of P1, that is, the HST-type continuously variable transmission 128 for steering cannot be operated from the neutral position to the rotational position.

A neutral sensor switch FS1 is used as means for detecting the neutral position of the sub-transmission lever 10. That is, as shown in FIG.
When the neutral sensor switch FS is pressed, the protruding portion of the protruding cam CA provided below detects that the cam is neutral.
Then, the turning operation arm is rotated by driving an actuator (not shown) to return the arm to the neutral position of the steering HST continuously variable transmission mechanism 128.

Next, the structure of the main shift lever 11 will be described with reference to FIGS. The main transmission lever 11 and the steering handle 18 are connected to a speed change and turning interlocking mechanism 169 which is an interlocking means, and the interlocking mechanism 169 is connected to the hydraulic type continuously variable transmission 254 via a link mechanism. The traveling speed change operation arm and the turning operation arm of the HST-type continuously variable transmissions 125 and 128 for running and steering are linked to each other.

The interlocking mechanism 169 is configured as follows. The base bent portion 168a of the main transmission lever 11 is pivotally supported on the cylinder shaft 174 so as to be able to swing left and right. The cylindrical shaft 174 is fixedly mounted on a rotating plate 175 which is rotatable back and forth.
The rotating plate 175 is supported by a fixed mounting plate 178 integrated with the machine frame 176 on the fuselage side.
Is pivoted by When the main transmission lever 11 is rotated, the cylinder shaft 174 is rotated, and the rotation plate 175 integrated with the cylinder shaft 174 is rotated. The rotating plate 175
The second pivot 17 in the front-rear direction orthogonal to the pivot 177
9 is attached. When the rotation plate 175 rotates around the first pivot 177 by the rotation operation of the main transmission lever 11, the second pivot 179 also rotates back and forth.

The speed change operation member 180 is attached to the second pivot 179.
And the steering operation member 181 are separately pivotably supported. A speed change operation member 180 rotatably provided on the second pivot 179 and a steering operation member 181 rotatably connected around the second pivot 179 are connected to an operation output section 180a at an eccentric position by a link mechanism. HST-type continuously variable transmission 125 for traveling described above via 188/190/197 or the like.
And is linked to the traveling speed change operation arm. The operation output unit 181a is linked to the turning neutral holding arm of the above-described steering HST type continuously variable transmission 128 via a link mechanism 189/191/198 or the like.

By rotating the traveling operation member 180 about the first pivot 177, the traveling speed change operation arm of the traveling HST-type continuously variable transmission 125 is operated and the traveling second operation axis 179 is moved around the traveling second operation shaft 179. The rotation and the steering control of the HST-type continuously variable transmission 128 for steering are operated by the rotation of the steering operation member 181.

On the other hand, the turning operation of the steering handle 18 is connected to the front end of the link 189 via a universal joint type steering second rod 122, and the steering handle 1
The steering operation member 181 is configured to rotate about the second pivot 179 by the rotation operation of the steering shaft 8.

Further, a free vertical second deceleration rod 133 interlocked with the turning operation of the steering handle 18 is connected to the rightmost end of the speed change operation member 180. The free vertical second deceleration rod 133 is connected to the steering handle 18 in a state of forming a dead zone, and does not slide when the steering handle 18 is turned in a small turning direction, and travels. As the steering amount of the steering handle 18 is increased in the state,
A deceleration mechanism is configured to reduce the traveling speed by pulling the second deceleration rod 133 downward.

Further, the urging spring 101 is moved in the direction in which the rotation of the rotation plate 175 to which the base of the main transmission lever 11 is fixed is stopped so as to stop at the shift operation position of the main transmission lever 11.
Are interposed as disc springs, so that the main transmission lever 11 does not freely rotate from a rotation position for shifting.

With the above structure, the operation member 180 is rotated about the first pivot 177 by the forward / reverse operation of the main transmission lever 11.
When the vehicle is tilted back and forth, the link 8 is pulled or pushed to operate the transmission arm to switch the traveling speed between forward and backward. In addition, when the operation member 181 is tilted up and down around the second pivot 179 by the turning operation of the steering handle 18 when the main shift lever 11 is not in the neutral position, the link 189 is pulled or pushed to pull the steering arm. Is turned, the valve V2 in the hydraulic circuit is operated, and the steering HST
The machine is driven to turn left and right by driving the continuously variable transmission 128. Further, even if the turning operation is performed during a neutral shift, the link 189 also moves on a conical surface centered on the second pivot 179, and the distance between the joint positions before and after the link 189 does not change. Therefore, the HST continuously variable transmission 128 for steering is not driven.

Next, a skeleton structure inside the traveling speed change case 255 will be described with reference to FIG. A drive wheel 334 of the crawler-type traveling device 1 is linked to an output shaft 331 of the traveling hydraulic motor 124 via a subtransmission mechanism 332 and a differential mechanism 333 in a traveling transmission case 255.

The differential mechanism 333 in the traveling speed change case 255 is a pair of left and right symmetric planetary gear mechanisms 335, 335.
And each planetary gear mechanism 335 has one sun gear 336.
, Three planetary gears 337 meshing on the outer periphery of the sun gear 336, and a ring gear 338 meshing with the planetary gears 337. The planetary gear 337 is rotatably supported by the carrier 341 of the carrier shaft 340 coaxially with the sun gear shaft 339, and the left and right carriers 341 are opposed to each other across the left and right sun gears 336.
Numeral 38 has internal teeth that mesh with each planetary gear 337, is arranged coaxially with the sun gear shaft 339, and is rotatably supported by the carrier shaft 340.

The HST-type continuously variable transmission mechanism 125 for traveling controls the forward / reverse rotation and rotation speed of the traveling hydraulic motor 124 by adjusting the angle change of the rotating swash plate of the traveling hydraulic pump 123. The rotation output of the motor 124 is transmitted to the center gear 346 fixed to the sun gear shaft 339 from the transmission gear 342 in the traveling transmission case 255 via the transmission gears 342, 344, and 345 and the auxiliary transmission mechanism 332. The sun gear 336 is configured to rotate.

The auxiliary transmission mechanism 332 is provided with the gear 345.
And a vehicle speed sensor shaft 349 having a gear 348 that meshes with the center gear 346.
A pair of low-speed gears 350 and 348, medium-speed gears 351 and 352, and high-speed gears 353 and 354 are provided between the sub-transmission shaft 347 and the sensor shaft 349, respectively.
The gear 351 at the center position is slid in conjunction with the operation of 0 to enable switching between low speed, medium speed, and high speed.

The driving force from the traveling hydraulic motor 124 transmitted to the sun gear shaft 339 via the center gear 346 is transmitted to the carrier shaft 340 via the left and right planetary gear mechanisms 335 and transmitted to the carrier shaft 340. The left and right rotations are transmitted to the left and right wheel shafts 334a of the left and right drive wheels 334 via a pair of left and right reduction gears 360 and 361, respectively.

Further, the HST type continuously variable transmission mechanism 128 for turning performs forward / reverse rotation and rotation speed control of the turning hydraulic motor 127 by adjusting the angle change of the rotary swash plate of the turning hydraulic pump 126. Output shaft 16 of motor 127
2 through the gear transmission mechanism 163 in the traveling speed change case 255 from the output gear No. 2 to the input gear 165 a of the turning input shaft 164.
・ Rotation output is transmitted to 165b, and left ring gear 33
Ring gear 3 directly on the external teeth 8
38, the reverse gear 167 of the reverse shaft 166
During rotation of the turning hydraulic motor 127, the left and right ring gears 338 are rotated at the same rotational speed.
The gear 38 is configured to rotate in the reverse direction, and the right ring gear 338 is configured to rotate in the normal direction.

When the driving of the traveling hydraulic pump 123 is stopped and the driving of the traveling hydraulic pump 123 is stopped while the left and right ring gears 338 are stationary.
The rotation output from the traveling hydraulic motor 124 is supplied to the center gear 34.
6 is transmitted to the left and right sun gears 336 at the same speed.
The transmission is transmitted to the left and right wheel shafts 334a at the same rotational speed in the same rotational direction on the left and right sides via the planetary gear 337 / carrier 341 and the reduction gears 360/361 of the left / right planetary gear mechanism 335, so that the body travels in the front-rear direction.

On the other hand, when the driving of the traveling hydraulic pump 123 is stopped and the left and right sun gears 336 are stationary and the left and right sun gears 336 are stationary, the left planetary gear mechanism 335 is driven. Reverse or forward rotation, and the right or left planetary gear mechanism 335 rotates forward or reverse to make the driving direction of the left and right crawler traveling device 1 forward and backward, and to spin the aircraft left or right on the spot. It is. Further, when the turning hydraulic pump 126 for turning is driven while the traveling hydraulic pump 123 for driving is driven to turn the body left and right, a turning with a large turning radius can be performed. Is determined according to the speed of the left and right crawler traveling device 1.

As shown in FIG. 3, a neutral braking device 135 is provided at the other end of the output shaft 162 of the turning hydraulic motor 127, and the neutral braking device 135 is constituted by a wet multi-disc disk mechanism 135a. . A neutral braking device 134 is also provided at the other end of the output shaft 331 of the traveling hydraulic motor 124, and the neutral braking device 134 is constituted by a wet multi-plate disc mechanism 134a.

In the engine E, the operation of the accelerator lever and the fuel injection amount using the electronic governor G are controlled by the controller, and the engine speed can be changed.
Output has been automatically adjusted. That is, as shown in FIG. 4, the electronic governor G is connected to the controller 65,
The fuel injection amount is controlled by the injection pump 61 that injects fuel into the engine E. The electronic governor G is provided with a fuel injection solenoid 62, and the control rack of the injection pump 61 is slid by the fuel injection solenoid 62. The electronic governor G is provided with a rack position sensor 63 for detecting the sliding position of the control rack and a rotation sensor 64 for detecting the actual rotation speed of the engine E. These rotation sensor 64, rack position sensor 63, and fuel injection solenoid 62 are connected to a controller 65. The controller 65 operates the fuel injection solenoid 62 based on the detection results of the rotation sensor 64 and the rack position sensor 63 to automatically adjust the fuel supply amount of the engine E. The engine E is configured to perform output control to keep the number of revolutions of the engine E at a set revolution (substantially constant).

The controller 65 includes a threshing switch 67 as a sensor for detecting the on / off operation of the work clutch lever 9, an automatic output switch 66, and a grain discharge clutch 74 for connecting and disconnecting the drive transmission of the discharge conveyor 63. , An overload lamp 72, a clutch actuator 84 for turning on and off the grain discharge clutch 74, a sensor 85 for detecting the engagement of the grain discharge clutch 74, and the like. Therefore, when the automatic output switch 66 is turned on, the electronic governor G automatically controls the automatic output switch 66. When the threshing switch 67 is turned on, as shown in FIG. 10, the engine E is controlled so that the rotation speed of the engine E is maintained at the rated rotation speed. When the harvesting operation is performed by driving the engine E under the control of the rated rotation speed, a load is applied to the crawler type traveling device 1 which is a traveling unit, or a load is applied to the handling drum 20 and the harvesting unit A. Also, the engine E is kept at a constant speed.

Further, a main rotation position sensor 80 including an angle sensor such as a potentiometer is provided at a rotation base at a rotation plate 175 which allows the main transmission lever 11 for traveling provided on the driving section 19 to be rotatable back and forth. Are arranged. As shown in FIG. 7, a cam plate 81 is fixed to the rotation base of the main shift lever 11, and the sensing portion of the main rotation position sensor 80 is engaged with the cam plate 81, and the main rotation position sensor 80 is engaged. Is connected to the controller 65, and the inclination angle θ (the neutral position and the shift position for forward and backward traveling) with respect to the neutral position of the main shift lever 11 is detected.

Further, as shown in FIG. 15, apart from the neutral sensor switch FS, a sub-rotational position sensor 82 for detecting the operation position is provided around the projection cam CA formed below the sub-transmission lever 10 described above. Are arranged. The sub-rotational position sensor 82 has a sensing unit protruding in accordance with the operation position, and detects the operation position of the sub-transmission lever 10 by bringing the projection of the projection cam CA into contact with the sensing unit. The auxiliary rotation position sensor 82 is connected to the controller 65.
, And the positions (low-speed position L, medium-speed position M, and high-speed position H) of the auxiliary transmission lever 10 are input. The auxiliary rotation position sensor 82 is not limited to the configuration for detecting the projection position of the projection cam CA, but may be a sensor similar to the main rotation position sensor 80 or a configuration using a potentiometer. it can.

The rotational speed of the engine E is set in the controller 65 with respect to the inclination angle of the main shift lever 11 and the rotational position of the sub shift lever 10 as shown in FIG. In FIG. 8, the horizontal axis represents the tilt angle θ of the main transmission lever 11, and the vertical axis represents the rotation speed N. Main transmission lever 11
When the amount of operation becomes large, the motor is driven at the rated rotation speed T. Then, the automatic output switch 66 is set to O
N, the travel values of the main rotation position sensor 80 and the sub rotation position sensor 82 are input to the controller 65 when the vehicle travels in the field where the work clutch 251 is disengaged by operating the work clutch lever 9. The number of rotations is controlled according to the positions of the main transmission lever 11 and the sub transmission lever 10.

With the above configuration, as shown in the flowchart of FIG. 5, when the automatic output switch 66 is OFF, the rotation of the engine E is manually adjusted by the accelerator lever. In this case, the output of the engine E, which is manually adjusted by operating the accelerator lever, is input to the traveling HST-type continuously variable transmission mechanism 125, and the main transmission lever 1
By the operation of 1, the traveling speed manual control valve V3 is switched, the piston P2 and the spool S2 slide and tilt, and the swash plate 145 of the traveling hydraulic pump 123 constituting the traveling HST type continuously variable transmission mechanism 125 rotates. The hydraulic pump 12
3, the driving force is transmitted via the hydraulic motor 124, and the gears (the low-speed gears 350 and 348 or the medium-speed gears 351 and 352, High speed gear 35
The power that is decelerated through (3.354) is transmitted to the left and right crawler-type traveling devices 1.

When the automatic output switch 66 is switched to the ON side in order to perform the harvesting operation, the rotation sensor 6 is turned on.
4 and the detection result of the rack position sensor 63, the load of the engine E is detected. And the automatic output switch 6
When 6 is ON and the threshing switch 67 is turned on and operated, the engine E is rotated at the rated speed. Then, the swash plate 145 is rotated in accordance with the operation position of the main transmission lever 11 described above, and a stable driving force is maintained in the traveling HST-type continuously variable transmission mechanism 125, so that traveling suitable for harvesting work is performed. ing.

Further, the automatic output switch 66 is turned on, the grain discharging switch 73 is turned off, and the engine E is operated by idling rotation. In this state, when the work clutch 251 is disengaged and the threshing switch 67 is disengaged, the operating position of the main shift lever 11 is detected, and when the main shift lever 11 is not at the neutral position,
The detection values of the main rotation position sensor 80 and the sub rotation position sensor 82 are input to the controller 65, the rotation speed is calculated as described above, and the engine E is driven at the calculated rotation speed. Then, in accordance with the operation amount of the main shift lever 11, the rotation speed of the engine E is gradually increased, and when the rotation speed of the engine E exceeds a certain operation position, the electronic governor G is controlled so that the engine E is driven at the rated rotation. I have.

That is, when the work clutch 251 is disengaged and the power transmission to the threshing device is released, and the vehicle is moved and travels in the field, the vehicle is run according to the operator's intention. Main transmission lever 11 by the operator
When the main shift lever 11 is rotated to a low speed range to start the engine at a low speed, for example, the swash plate 145 of the traveling hydraulic pump 123 is adjusted to the operating position of the main shift lever 11 described above. Is rotated, and at the same time, the engine E is output at the low rotation calculated by the controller C,
The traveling HST-type continuously variable transmission mechanism 125 is driven at a low output, and is driven via the auxiliary transmission mechanism 332 to the crawler-type traveling device 1.
Is started at low speed. In this state, when the main shift lever 11 is turned to the high speed side, the swash plate 145 is turned in accordance with the operation, and at the same time, the rotation speed of the engine E rotates in proportion to the main shift lever 11. The number is increased, and the traveling speed can be gradually increased using the main shift lever 11. When the main shift lever 11 is turned by a certain angle or more, the swash plate 145 is turned in accordance with the operation position, and the engine E is driven at the set number of revolutions. Therefore, the output of the engine E can be slowly increased to the set rotation speed according to the operator's intention.

Next, a configuration for maintaining the output of the engine E at a low speed when discharging the paddy will be described. Grain discharge clutch 74 for connecting and disconnecting drive transmission of the discharge conveyor 63
When the grain discharge clutch 74 is operated and the discharge switch 73 is turned on, the controller 65 switches the set rotation speed of the engine E to a low rotation speed (for example, an idling rotation speed). .

As shown in the flowchart of FIG. 6, when it is input that the discharge switch 73 is switched to the input side, it is determined whether or not the other automatic output switch 66 and the threshing switch 67 are OFF. If any of them is ON, it is determined that a mowing operation is being performed, and the kernel discharge clutch 74 is on standby without switching to the input side.
A safety device for the grain discharge clutch 74 is provided. When it is confirmed that the automatic output switch 66 and the threshing switch 67 are OFF, the kernel discharge clutch 74 is switched to the input side and the power is transmitted, and as shown in FIG. The driven power is transmitted, and the discharge conveyor 15, the vertical conveyor 25, and the discharge auger 26 are driven via the auger input shaft 263.

The discharge conveyor 15 and the vertical conveyor 2
5. Since the driving force of the discharge auger 26 is low rotation and there is almost no need to reduce the idling rotation, there is no need to arrange a reduction mechanism such as a reduction pulley or a reduction gear.
It has a configuration that reduces costs. Further, the idling rotation of the engine E is controlled by the pulley 264 of the output shaft 60.
Thus, the power is transmitted to the pulley 265 fixed to the auger input shaft 263 via the belt 266, and the auger input shaft 263 is gently driven without giving a rapid rotation speed to the belt 266. Wear is prevented by slip.

[0049]

As described above, the present invention has the following effects. That is, when the vehicle is moved and travels in a field by disengaging the work clutch by using a combine equipped with an engine for controlling the fuel injection amount by the electronic governor as described in claim 1, the operating position of the shift lever By calculating the engine speed and controlling the electronic governor to drive the engine at the calculated speed, the drive transmission to the threshing device is released,
At the time of the movement where the mowing work is not performed in the field where the driving force of the engine is applied only to the traveling section, the output of the engine is gradually increased in proportion to the operation amount of the shift lever,
According to the operator's intention, the aircraft can be started gently, and problems such as sudden increase in engine noise and sudden start of the aircraft against the operator's intention can be eliminated.

Further, as described in the second aspect, the operating positions of the main shift lever and the auxiliary shift lever are detected, and the output of the engine is gradually increased. This makes it possible to eliminate problems such as suddenly starting the aircraft irrespective of the operation of. Further, by detecting the operation positions of both shift levers, the engine speed can be finely shifted according to the operator's intention, and an appropriate traveling speed can be obtained according to the condition of the field.

In accordance with the third aspect of the present invention, the engine speed is controlled to rotate at the idling speed in conjunction with the engagement operation of the grain discharging clutch, and the engine speed is discharged without decelerating. When the grain discharge clutch lever is operated to start the paddy discharge work, the engine speed is driven at the idling speed, so that the engine sound is quiet and the paddy discharge work is performed. Can make no noise. Further, by driving the engine at the idling speed, the fuel consumption is reduced, and an economical engine can be configured. Furthermore,
Since the idling speed is transmitted to the discharge auger without deceleration, a speed reduction mechanism is unnecessary, the cost can be reduced accordingly, and a large rotation speed is not transmitted when the discharge auger is started. A sudden load is not applied to the pulley, the belt and the clutch mechanism which are the power transmission structure, the wear due to the slip of the belt is reduced, and the structure is durable.

[Brief description of the drawings]

FIG. 1 is an overall side view of a combine.

FIG. 2 is a skeleton diagram showing drive transmission.

FIG. 3 is a side sectional view of the threshing apparatus.

FIG. 4 is a block diagram showing an output control mechanism of the engine of the present invention.

FIG. 5 is a flowchart of an output control mechanism of the engine.

FIG. 6 is a flowchart of an output control mechanism at the time of discharging paddy.

FIG. 7 is a side view showing a configuration for detecting a shift position of a main shift lever.

FIG. 8 is a diagram illustrating a relationship between an operation position of a shift lever and a set number of revolutions.

FIG. 9 is a side view and a partial cross-sectional view of a Glen tank having a configuration for circulating paddy.

FIG. 10 is an output diagram of an engine.

FIG. 11 is a side view showing an operation link configuration of a main transmission lever.

FIG. 12 is a front view showing an operation link configuration of a main transmission lever.

FIG. 13 is a front view showing an interlocking mechanism of a main transmission lever.

FIG. 14 is a hydraulic circuit diagram of the hydraulic continuously variable transmission.

FIG. 15 is a side view showing a configuration for detecting an operation position of a subtransmission lever.

FIG. 16 is a skeleton diagram in a traveling speed change case.

[Explanation of symbols]

 Reference Signs List A Cutting unit B Threshing device E Engine G Electronic governor N Set rotation speed 10 Sub transmission lever 11 Main transmission lever 12 Glen tank 26 Discharge auger 73 Discharge clutch 80 Main rotation position sensor 82 Sub rotation position sensor 251 Work clutch

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁶ Identification code FI F02D 29/00 F02D 29/00 BC

Claims (3)

[Claims] 1. A combiner equipped with an engine for controlling a fuel injection amount by an electronic governor and running while maintaining a rated speed with a work clutch engaged, a sensor for detecting an operation position of a shift lever. An engine speed control mechanism for a combine, wherein the engine speed is increased in proportion to an operation amount of a shift lever. 2. The combination of an engine for controlling a fuel injection amount by an electronic governor, and rotation of a main shift lever and a sub shift lever in a combine vehicle that runs while maintaining a rated speed with a work clutch engaged. An engine speed control mechanism for a combine, wherein a sensor for detecting an operation position is arranged at a base portion, and the engine speed is increased in proportion to an operation amount of a main shift lever. 3. A combiner equipped with an engine for controlling a fuel injection amount by an electronic governor and discharging a paddy stored in a Glen tank by driving a discharge auger, wherein a discharge clutch of the discharge auger is set to “input”. Sensor and an actuator to switch between "On" and "Off", and "On" to other work clutch
Provide a sensor to detect "disengage", connect the actuator and the sensor to the controller, and reduce the engine speed to low when the discharge clutch is engaged and other work clutches are "off" An engine speed control mechanism of a combine, wherein the engine speed is controlled.