JPS5856972A - Automatic speed controller for working vehicle with very wet ground turning equipment - Google Patents

Abstract

PURPOSE:To prevent danger in turning on very wet ground, by providing a detector which is actuated by an operating lever for the turning on the very wet ground such as a paddy field and by relating the detector to the speed reduction control of a position controller to reduce the speed in the turning and restore the speed to the original level after the turning. CONSTITUTION:When a limit switch 51 is turned on by putting a left steering lever 36 in a transverse groove 35b for left turning on very wet ground, a relay R3 is operated so that contacts R3a, R3a' are turned on. Consequently, a motor 56 is reversed in the direction of deceleration and a stepless transmission is put in a speed reducing position to control a combine to a low speed. When the lever 36 is put out of the transverse groove 35b at the end of the turning on the very wet ground, the switch 51 is turned off and the relay R3 is deenergized so that the contacts R3a, R3a' are turned off and contacts R3b are turned on. Since a control plate is in a low speed position, a speed increaing control state is provided. A position controller 54 is put in a higher speed position corresponding to the prescribed high speed position of a speed change lever 53, to restore the combine to the original speed.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a work vehicle such as a combine harvester having a super pivot turning device, and more particularly to an automatic speed control device during super pivot turning.

In general, when making a super pivot turn, the aircraft turns more rapidly than when making a pivot turn, so if the aircraft turns at high speed, there is a danger that the operator may be thrown off or the aircraft may fall sideways. Therefore, when making a corner turn, it is necessary to operate the speed change lever to reduce the traveling speed, and when the turn is completed, it is necessary to operate the speed change lever again to return to the original speed. However, wet field work that requires super-turning turns is more difficult than dry field work, but in addition to the difficult turning work, it is also necessary to operate the speed change lever to decelerate and speed up. This makes the operation very complicated, reduces efficiency, and requires a high level of skill.

Therefore, the present invention controls the running speed of a vehicle by a continuously variable transmission operated by a position control device, and also installs a detection body operated by a control lever of a super pivot turning device, and controls the detection body. A work vehicle that is configured to communicate with the deceleration control of a position control device to decelerate during a super turn, and to return to the original speed based on the shift control at the end of the turn, thereby eliminating the above-mentioned drawbacks. The purpose of this invention is to provide an automatic speed control device for the vehicle.

Embodiments of the present invention will be described below with reference to the drawings.

As shown in FIG. 1, the combine 1 has a body 3 supported by crawlers 2, and the body 3 is provided with an automatic thresher, a driver's seat 5, and the like. As shown in FIG. 2, the power from the engine is transmitted to the traveling drive unit 7 via the continuously variable transmission, and further transmitted to the left and right drive sprocket shafts 9 and 9' to the crawler 2. being communicated.

The traveling drive device 7 has a transmission case 10,
The case 10 is supported by an input shaft 11 and an idler shaft. A change gear 19 operated by a shifter is slidably supported on the input shaft 11.
9 is selectively engaged with the two forward gears 20.degree. 21 or the reverse gear 22, and can transmit a desired rotation to the intermediate shaft 13. Furthermore, a gear 23 is wedged on the intermediate shaft 13.
is constantly engaged with a center gear 25 which is freely rotated between the left and right steering shafts 14 and 14'. Further, brake devices 26 and 26' are connected to the left and right steering shafts 14 and 14' at their respective ends, and left and right side cranks and swing gears 27 and 27' are slidably supported, respectively. Gears 27 and 27' are center gear 2
It is urged by a spring 29 so as to mesh with the gears 30 and 30' which are wedged on the drive sprocket shaft 9°9'. A center gear 31 is supported on the reverse rotation shaft 16, and the gear 31
Left and right gears 32 and 32' are slidably supported by a spring 33 in the direction of disengaging from the gear 31, as shown in FIG. It is always engaged with the center gear 25 of the steering shaft, and the left and right clutch gears 32 and 32' are always engaged with the left and right shaft gears 30 and 30', respectively.

On the other hand, as shown in FIGS. 4 to 6, the operation panel 35 in the driver's seat 5 has left and right steering levers 36, 36'.
These levers are guided by guide grooves formed in the panel 35, including vertical grooves 35a, 35'a and a horizontal groove 35b935'b projecting outwardly at the middle of the vertical grooves. Also, levers 36 and 36' are connected to pin 3.
7 and 37', the support shafts 39 and 39 are rotatable in the lateral direction.
Further, wires 40 and 40' are connected to the support shafts 39 and 39'. wire 40,
As shown in FIG. 6, the other end of 40' is a clutch arm 41 that operates the left and right side clutches and gears 27°27'.
, 4 i', and brake arms 42, 42 each having a predetermined play at the other end of these wires to operate the left and right brake devices 26, 26'.
' are connected. Further, wires 43 and 43' are connected to the intermediate portions of the levers 36 and 36', respectively, and these wires are connected to arms 46 and 46' that are supported by a shaft 45. Furthermore, these arms are connected to wires 4.7 and 47', which are also crossed so that the other ends are connected to the left and right arms, respectively.
Clutch arm 49 that operates the gears 32 and 32'
, 49'. In the horizontal grooves 35b and 35'b of the spring (5) lever 35, limits and tosits 51 and 51' are respectively installed. Turns on when turning.

On the other hand, as shown in FIG. 7, a continuously variable transmission (only the variable pulley cam 52 is shown) that transmits power to the travel drive device 7 is controlled by a position control device 54 that controls a continuously variable transmission lever 53. The device 54 has a case 55. A ball screw shaft 57 driven by an electric motor 56 is rotatably supported in the case 55, and as shown in FIG. 8, a ball nut 59 is attached to the shaft 57. They are screwed together. A support shaft 60 is rotatably supported by the case 55, and the support shaft 60 is connected to a ball nut 59 and has four parts 61a outside the case, as shown in FIG. Control plate 62 with cam surface 61
is fixed, and the control board 62 is connected to links 63 and 65.
It is connected to the C speed change pulley cam 52 via. on the other hand,
The shift lever 53 can be positioned by a positioning mechanism 66 (6), and two limit switches 67 and 69 are arranged in parallel in the middle thereof. activated by

And a switch for shifting position control.

Switches 51 and 51' actuated by the steering wheel 7.69 and the steering levers 36 and 36' furthermore, the electric hair switch 56 is operated by the first
The wires are connected as shown in Figure 0. In addition, in the figure, R
1 is a relay connected to the speed increasing side switch, Ciro 7, and a
Activate contacts R1a and R1a'.

Further, R2 is a relay connected to the deceleration side switch and tire 9, and operates b contacts R2b and R2b'.

Further, when the R3 is turned, a relay connected to the switch 51 or 51' operates the a contacts R3a, R3a' and the b contact R3b. And 70 is a main switch.

Since this embodiment has the above configuration, the rotation of the engine is transmitted to the input shaft 1 of the travel drive device 7 via the continuously variable transmission.
1, and further forward 1st gear 2 of change gear 19.
1. Appropriate rotation is transmitted to the intermediate shaft 13 by selective engagement with the forward two-stage gear 20 or the back gear 22. When the Konnoku Inn 1 travels straight, the intermediate shaft 13→
The left and right subrockets and shafts 9, 9' are driven by the path of gear 23 → center gear 25 → left and right side clutch gears 27, 27' → shaft gears 30, 30', and the left and right crawlers 2
are traveling at the same speed. At this time, the rotation is also transmitted from the center gear 25 to the center gear 31 of the super pivot turning device 15, but due to the spring 33, both clutch gears 32, 3
2' does not mesh with the gear 31, and only the gear 31 is idling. The traveling speed of the coyliner 1 is adjusted by operating the continuously variable speed lever 53 of the position/control device 54. That is, when Renoku-53 is placed in the high speed position shown in Fig. 7H, Fig. 9 (b
), the limit switches 67 and 69 installed on the lever 53 ride on the cam surface 60 and are turned on. Then, relays R1 and R2 operate, and a contact R1a
, R1a' is turned on, b contacts R2b and R2b' are turned off, the motor 56 rotates in a predetermined direction, and the screw shaft 5
By rotating 7, move the ball hole 59,
The control plate 62 is moved in the direction of movement of the lever 53. Then, as shown in FIG. 9(a), when one limit switch 67 enters the recess 61a of the cam surface 61 and is turned off, and the other switch 9 rides on the cam surface 61 and turns on, The power to relay R1 is cut off, and motor 56 stops at that position. The resulting movement of the control plate 62 to follow the speed change lever 53 operates the speed change pulley cam 52 via the links 63, 65, changes the effective diameter of the speed change pulley, and continuously changes the speed of the speed change lever 53. The speed is changed steplessly to the speed increasing side in accordance with the position. Similarly, when the gear shift lever 53 is operated to a low speed position, both the gears 7 and 69 come off the cam surface 61 and are turned off, as shown in FIG. 9(C). Then, the power to both relays R1 and R2 is cut off, the b contacts R2b and R2b' are turned on, and the motor 5 is turned on.
6 is reversed.

As a result, the control plate 62 moves in the opposite direction, that is, in the direction of movement of the lever 53, to the position shown in FIG. . When correcting the direction, for example, when turning left, pulling the left steering lever 35 a little along the vertical groove 35a will operate the shifter via the wire 40 and clutch arm 41, and the side clutch and f gear 27 will be activated. It is removed from the center gear 25 against the spring 29 to cut off power transmission to the left sprocket shaft 9. In addition, when making a pivot turn, for example, when turning to the left, the left steering lever 3
6 along the longitudinal groove 35 & fully. Then, the side clutch gear 27 is slid and removed from the center gear 26 via the wire 40 etc., and the play of the wire 40 is further absorbed, and the brake device 2 is connected via the brake arm 42.
6 to fix the left steering shaft 14. As a result, the left sprocket shaft 9 is fixed via the side clutch gear 27 and therefore the gear 30, and the combine 1 pivots to the left.

Further, when making a sharp turn, for example, when turning to the left, the left steering lever 36 is moved along the vertical groove 35a and then laterally moved (10) along the horizontal groove 35b. Then, as mentioned above, the left side clutch 27
is removed from the center gear 25, and due to the lateral movement of the lever 36, the left clutch arm 49 is rotated via the wire 43, the arm 46, and the wire 47.
Clutch gear 32 is engaged with center gear 32 against spring 33. As a result, the rotation of the center gear 25 is transmitted as rotation in the opposite direction to the left shaft gear 30 via the center gear 31 and left clutch gear 32 of the super pivot turning device 15, and the left sprocket shaft 9 is transferred to the right sprocket shaft 9. ′
Reversing the situation, he made a sharp turn with Combine 1. Furthermore, at this time, as the left steering lever 36 enters the horizontal groove 35a,
Rimi, Tosui, and Chi51 turn on. Then, relay R3
is activated, turns on the a contacts R3a and R3m', rotates the motor 56 in the reverse direction, that is, in the deceleration direction, decelerates the continuously variable transmission as described above, and controls the combine 1 to run at a low speed. At this time, the continuously variable speed lever 53 is held at a predetermined high speed position by the positioning mechanism 66./1.
Even if switch 7 is turned on by moving the flfl control board 62 toward the deceleration side, relay R1 will not operate because b contact R3b is in the OFF state. Then, when the super turn is completed and the left steering lever 36 is removed from the horizontal groove 35a, the limit, tosui, and te 51 are turned off, and therefore the relay R3
The current is cut off, and the a contacts R3a and R3a' are turned off.
B contact R3b is switched on. Then, the control board 6
2 is in the low speed position, the speed increasing control state shown in FIG. 1 is restored to its original speed.

Next, a partially modified embodiment will be described based on FIGS. 11 and 12. In the above-mentioned embodiment, the speed is increased immediately after the super turn is completed, so the running speed increases while the conditions for the next stroke work are not perfect, and there is a risk that uncut mowing may occur.

Therefore, in this embodiment, the b contact of the relay R3 is set as a contact R3b' which returns after a limited time, and a timer TU is provided in parallel with the relay R3. By energizing the timer TU, contacts TUi and TU2 are turned on for a predetermined time t.

Therefore, according to this embodiment, when a super turn is made, that is, when the limit switch 51 or 51' is turned on by the steering lever 36 or 36', the timer TU is activated for a predetermined time t.
The motor 56 rotates, decelerating the combine harvester 1 to an extent that the speed is not too low, and efficiently turning the combine harvester 1. Even if the switch 51 or 51' is turned off after the super turn is completed, the contact R3b' remains on for a predetermined delay time T, and the rows are aligned accurately at a predetermined low speed. Contact R3b' is turned off, and the combine is returned to its original high-speed state in the same manner as described above.

Furthermore, a partially modified embodiment will be described based on FIGS. 13 and 14. In the above embodiment, the timer TU
Since the predetermined time t is constant, a difference in the normal speed of the combine harvester 10 causes a difference in the low speed state speed at the time of a corner turn.

Therefore, in this embodiment, the timer TU is linked to the continuously variable speed lever 53, and the set time t of the timer TU is adjusted according to the position of the lever 53, that is, the normal running speed (13).

Therefore, according to the present embodiment, when the combine harvester 1 is running at high speed, the set time t of the timer TU becomes longer;
During a super turn, the vehicle is decelerated for a long time and reaches a specified low speed,
Further, when the combine 1 is traveling at a relatively low speed, the set time t of the timer TU is shortened, and the speed is decelerated for a short time during a super turn, resulting in a predetermined low speed state. Note that the timer TU can be linked to the speed change lever 53 via the volume 71, so that the minimum speed can be adjusted according to the skill level of the operator, as shown by A and B in FIG.

Further, as shown by the chain line in FIGS. 15 and 7, by providing a lower limit stop limit switch 72, the low speed during a super turn can be kept constant regardless of the normal running speed.

As explained above, according to the present invention, the detecting bodies 51 and 51' such as switches that are operated (14) by the operating levers 36 and 36' of the super pivot turning device 15 are installed, and the detecting bodies are placed in the position. It is configured to communicate with the deceleration control of the control device 54 to decelerate during a super pivot turn, and return to the original speed based on position control at the end of the turn, so that the operator can avoid shaking during a super pivot turn. In addition to preventing dangers such as the aircraft from falling over or falling sideways, it also returns to the original high-speed running state when the turn is completed, allowing for more efficient work.Furthermore, these speed controls When the super pivot turning device 15 is actuated by the operating levers 36 and 36' such as a steering lever, it is automatically performed, and even an inexperienced operator can easily operate it.

[Brief explanation of the drawing]

FIG. 1 is a perspective view showing a combine harvester to which the present invention can be applied;
Fig. 2 is a developed sectional view showing the traveling drive device, Fig. 3 is a partial schematic side view thereof, Fig. 4 is a perspective view showing the steering operation section, Fig. 5 is a front sectional view thereof, and Fig. 6 7 is a side view showing the position control device of the continuously variable transmission; FIG. 8 is a view showing the inside of the case; FIGS. 9(a) to (c). ) are perspective views showing the relationship between the limit switch and the control board in different states, FIG. 10 is an electric circuit diagram according to one embodiment, and FIG.
The figure shows an electric circuit diagram according to another embodiment, FIG. 12 is a time chart thereof, FIG. 13 is an electric circuit diagram according to still another embodiment, and FIG. 14 shows the relationship between the timer contacts and the continuously variable speed lever. 15 are electrical circuit diagrams according to a further modified embodiment. 1...Work vehicle (combine harvester), 7...Traveling drive device, 15...Super pivot turning device, 36, 3
6'...Operation lever (steering lever), 51, 51
'-...Detector (limit switch), 53...Continuously variable speed lever, 54...Position control device Fig. 2 7-]9) 1]2 3 1N open "U 58-5B9"/2 ( 6) 30th 4th Figure 51 5th Figures] I 5 51 /,,. 3 43't'1. 1 1' 3737・ 39'46" 5 ノ ' △

Claims (1)

[Claims] (1) In a work vehicle equipped with a travel drive device having a super pivot swivel device and a continuously variable transmission operated by a four-wheel control device, the vehicle is operated by a control lever of the super pivot swivel device. A detecting body is installed, and the detecting body is communicated with the deceleration side control of the position control device, so that the speed is decelerated during a super turn, and the speed is returned to the original speed based on the position control at the end of the turn. An automatic speed control device for a work vehicle having a super pivot turning device configured.