JPS5921949Y2 - Emergency running stop device for combine harvesters, etc. - Google Patents

Description

[Detailed explanation of the invention] This invention is applicable to combine harvesters, agricultural tractors, etc.
This invention relates to an emergency travel stop device for stopping aircraft travel in an emergency.

Agricultural machinery such as combines and agricultural tractors have recently become
More and more machines are automating the direction of the machine during work and the drive control of the working parts, but even in fully automated combine harvesters, there are times when an abnormality occurs during automatic operation and the machine is stopped by external input. Even if the machine is not fully automatic, such as a combine harvester, if an abnormality occurs that cannot be easily noticed by the operator, it would be safer if an auxiliary worker could stop the machine. It is extremely effective as a countermeasure.

Taking these circumstances into consideration, this invention was developed to eliminate the presence of a hydraulic clutch type transmission or hydraulic transmission device in combine harvesters, etc., which are equipped with a hydraulic clutch type transmission or hydraulic transmission device in the running power transmission path. skillfully utilize the
Aircraft movement can be stopped easily and reliably even from the outside.
The present invention aims to provide an emergency travel stop device with a simple structure.

The emergency running stop device for a combine harvester or the like according to this invention will be explained with reference to the illustrated embodiment.This embodiment relates to an example in which this invention is implemented in a combine harvester as shown in FIG.

As usual, this combine harvester has a reaping section 1 at the front of the machine, which is driven by left and right crawlers (not shown), which is located at the very front and separates the culms to be planted in the field. A cutting body 2, a culm lifting device 3 which is tilted rearward and upward and performs lifting of the planted culm, a cutting blade 4 which reaps the planted culm at the base of the plant, and a raking of the reaped culm. Left and right pair of star wheels 5, threshing section 7 for the harvested husk
A reaping section 1 is provided, which includes grain culm conveying devices 6A, 6B, etc. for conveying the grain in the directions.

The threshing section 7, which is installed at the rear of the reaping section 1, uses a foot chain 8 on one side to convey the harvested husk culm backwards at the base of the stump, and then transfers the harvested husk to the tip side. The paddy is fed into a handling chamber equipped with a handling barrel 9 for threshing, and the threshing section 7 is provided with a receiving section 10 on the opposite side of the foot chain 8.

In the illustrated case, the waste straw leaving the threshing section 7 is carried out by the rear extension 8a of the foot chain 8, and is supplied to the waste straw cutter 11 at the rearmost part of the machine body, where it is shredded.

In Fig. 1, 12 is a control seat installed on the front side lid of the fuselage, 13 is an engine mounted on the other side of the rear of the fuselage, and 14 is a seat that can be extended and retracted to the side of the paddy receiving section 10. This is an auxiliary paddy holder provided.

The illustrated combine harvester includes a control seat 1 as shown in FIG.
A transmission case 15 is provided at a lower position inside the transmission case 2, and inside the mission case 15, as shown in FIG. , a hydraulic clutch type transmission 17 constituting a main transmission for traveling power is provided.

The hydraulic clutch type transmission 17 includes two parallel power shift shafts 18 and 19, and the gear type transmission 16.
The F□ idler gear 23 and the F3 idler gear 25, which are respectively meshed with the transmission gears 21 and 22 on the driven side transmission shaft 20, are loosely fitted onto the power shift shaft 18, and
The F2 idler gear 24 and the R idler gear 26 meshed with the transmission gear 22 and the F1 idler gear 23, respectively, are loosely fitted onto the power shift shaft 19, and each of the idler gears 23-2
6, and the free rotating gears 23, 24, 25, 26 are selectively mounted on the power shift shafts 18, 19.
8.19 F1 hydraulic clutch 27 for coupling to F2
It is configured by providing a hydraulic clutch 28, an F3 hydraulic clutch 29, and an R hydraulic clutch 30, and each hydraulic clutch 2
7-30, by connecting the F1 idler gear 23 to the power shift shaft 18, the gear ratio of the first forward speed F1 is changed, and by connecting the F2 idler gear 24 to the power shift shaft 19, the gear ratio of forward first speed F1 is changed. By connecting the F3 idle speed change gear 25 to the power shift shaft 18, the speed ratio of the forward third speed F3 can be changed by connecting the R idle speed change gear 26 to the power shift shaft 19. The gear ratio R of the first reverse speed can be selectively obtained.

Both power shift shafts 18,19 are respectively
The output gears 31A and 31B fixed to the output shaft 9 are connected to the crawler direction by meshing with the gear 32 on the transmission output shaft (not shown).

Each of the above-mentioned hydraulic clutches 27-30 has a clutch housing 34 fitted onto the power shift shafts 18, 19, and each free rotating gear 23-26, as shown in FIG. 2 for the hydraulic clutch 28.30. The piston 38, which is urged to move in the backward direction by the return spring 37, is supported by the piston 38, which is urged to move in the backward direction by the return spring 37.
Move forward by supplying high pressure hydraulic oil to the oil chamber 39 behind 8,
It is configured as a well-known multi-disc hydraulic clutch that obtains clutch operation by obtaining pressure contact between friction elements 35° and 36,
Hydraulic oil is supplied to and discharged from the oil chamber 39 through multiple oil chambers R at the end of the power shift shaft 18.19.
as is done through an oil passage (not shown) in the
However, the hydraulic oil supply and discharge control mechanism is
It is configured as shown in the figure.

As shown in FIG. 3, from the oil tank 40 to the hydraulic pump 41
Connected to an oil supply circuit 43 that supplies hydraulic oil at a hydraulic pressure set by a pressure regulating valve 42 to the hydraulic clutch 27-30 direction, and a tank circuit 44 that returns hydraulic oil from the hydraulic clutch 27-30 direction to the oil tank 40. Then, the hydraulic clutch 27-
A switching valve 45 is provided to control supply and discharge of hydraulic oil to and from the valve 30.

This switching valve 45 has a neutral position N where oil is drained from all hydraulic clutches 27-30 and the hydraulic clutch type transmission 17 is in a neutral state, and a neutral position N where oil is drained from all hydraulic clutches 27-30 and the hydraulic clutch type transmission 17 is in a neutral state,
．． Forward 1st speed position F1 where oil is selectively supplied to clutches 29 or 30 and oil is drained from the other three hydraulic clutches.
, a forward second speed position F2, a forward third speed position F3, and a reverse first speed position R.

Therefore, the switching valve 45 is moved to each of the above positions N, F1, . F2. F
3. By selectively shifting to R, the gear ratio of the hydraulic clutch type transmission 17 can be changed.

What has been explained above is publicly known, but as shown in FIG. The electromagnetic unload valve 48, that is, the connection circuit 47
an unloading non-action position I that blocks the unloading, and an unloading action position I that is displaced by the excitation of the solenoid SL1.
An electromagnetic unload valve 48 is inserted, which has an unload action position II that opens the block and connects the oil supply circuit 43 to the tank circuit.

Therefore, no matter what transmission state the hydraulic clutch type transmission 17 is in, when the electromagnetic unload valve 48 assumes the unloading position II, the oil pressure in the oil supply circuit 43 is unloaded, and the hydraulic clutch is unloaded. The transmission system 17 assumes a neutral state, and the transmission of traveling power is cut off at the transmission 17 portion, causing the aircraft to stop traveling.

Further, the illustrated combine harvester includes a plurality of emergency stop switches SW1. as shown in FIG. SW2. SW3゜SW4.
SW5. SW6 is provided.

These emergency stop switches 5w1-5w6 are each
A plurality of emergency stop buttons E1 as shown in FIG. E2. E
3°E4. E5. It is turned on by E6.

That is, among these emergency stop buttons E1 to E6, button E
1 is placed on the paddy receiving part 10, button E2 is placed on the rear end of the machine, button E3 is placed on the 4 sides of the machine on the mowed land side near the beginning of foot chain 8, and button E
4 is located near the rear end of the 4th side of the machine on the mowed field side, and button E5 is located near the rear end of the 4th side of the machine on the mowed field side.
A button E6 is installed on the side surface of the reaping section 1, and a button E6 is installed on the front surface of the reaping section 1, respectively.

As described above, a plurality of emergency stop switches 5W1 to 5W6, each of which is turned on by a plurality of emergency stop buttons E1 to E6 arranged at a plurality of key points on the aircraft body, and a solenoid SL1 of the electromagnetic unload valve 48 are provided. means the fourth
It is incorporated into the electrical control circuit as shown in the figure.

In Figure 4, B is the battery that constitutes the power supply, SW
a is a safety switch that is a manual switch such as a push button switch, and SWb is a switch that is linked to the hydraulic clutch type transmission 17, and as shown in FIG. Switching valve 45
is turned off at the neutral position N of the operating position F1. F2°F3. R
Here, SWc is a switch turned on by excitation of solenoid SL2, and BZ and PL are a buzzer and a pilot lamp, respectively.

As shown in FIG. 4, two solenoids SL1.
SL2, a switch SWc which is a relay switch, and a plurality of emergency stop switches SW1°SW2. SW3. SW
4. SW5. SW6, buzzer BZ, and pilot lamp PL are connected in parallel with each other, and these parallel connection units SL1. S'L4 and SWc, 5W1-3
After connecting W6, BZ, and PL in series, switch S
It is connected to battery B via Wb and safety switch SWa.

Among the circuit elements shown in FIG. 4, the safety switch SWa, buzzer BZ, and pilot lamp PL are arranged near the pilot seat 12, as shown in FIG.

In view of the configuration described above, the emergency travel stop device shown in FIGS. 1-4 operates as follows.

That is, the safety switch SWa is normally turned on, and the switch SWb is turned on when the aircraft is running.
5 is any operating position F1. F2. It is on because it is set to F3 or R.

From this state, press any one emergency stop button E1. E2゜E
3. E4. When E5 or E6 is pressed, any one emergency stop switch SW1. SW2. SW3. SW4. When SW5 or SW6 is turned on, current is applied to solenoid SL1 and solenoid SL2, so that both solenoids SL1. SL2 is energized, and depending on the energization of solenoid SL1, the electromagnetic unload valve 48 is placed in the unload action position II.
The switch SWc is turned on by excitation of the solenoid SL2.

At the same time, buzzer BZ and pilot ramp. PL is also energized, and both alarm means BZ and PL are activated.

As mentioned above, any one emergency stop switch 5W1-
With the ON operation of 5W6, the electromagnetic unload valve 48 is automatically displaced to the unloading position II, thereby unloading the oil pressure in the oil supply circuit 43, so that the hydraulic clutch type transmission 17 is activated as described above. Remain neutral,
Aircraft movement will be automatically stopped.

Therefore, during the harvesting operation, an auxiliary worker other than the operator on the operator seat 12 may discover a blockage of paddy in the paddy receiver 10 and press the emergency stop button E1, or the straw cutter 11
If you find a blockage in the foot chain 8 and press the emergency stop button E2, or if you find a blockage in the foot chain 8 and press the emergency stop button E3, there is some abnormality on the side of the machine that is completely out of the operator's field of vision. or find some abnormality in the reaping section 1 and press the emergency stop button E5.
Alternatively, by pressing E6 or by finding an obstacle while the aircraft is moving backwards and pressing the emergency stop button E2, any one of the emergency stop switches 5W1-5W6 can be turned on, allowing anyone other than the pilot to This person can also stop the aircraft from moving.

When any one of the emergency stop buttons E1 to E6 is pressed in this way, the buzzer BZ sounds and the pilot lamp PL lights up to notify the operator of the emergency stop.

After the aircraft has stopped running in this way, after the abnormality has been resolved, the emergency stop switch SW1. SW
2. SW3. SW4. Even if SW5 or SW6 is turned off, the aircraft will not take off immediately.

This is because during an emergency stop, switch SWc is turned on by excitation of solenoid SL2, and this switch
This is because the ON state continues even after the emergency switches 5W1 to 3W6 are turned off, and the excited state of the solenoid SL1 is maintained.

That is, the solenoid SL2 and the switch SWc constitute a self-holding circuit in the electric control circuit shown in FIG.

In order to restart the aircraft, the operator on the control seat 12 must return the main gear shift lever 46 to the neutral position and press the switch SW.
This is done by turning off the switch SWc, cutting off the energization to the solenoid SL2 to demagnetize the solenoid SL2, turning off the switch SWc, and moving the main shift lever 46 to the operating position again.

Furthermore, when the operator turns off the safety switch SWa once, the self-holding circuit SL2. It is possible to release the SWC from self-holding and cause it to restart.

In this way, after the emergency stop of the aircraft, the emergency stop switch 5W
It is safe because the aircraft can be restarted only by turning off switch SWb or switch SWa in addition to turning off switch 1-5W6.

The purpose of the safety switch SWa is as follows.

In other words, if this safety switch SWa is turned off, the power supply circuit will be turned off, so the emergency stop switch 5 will be turned off.
Even if W1-5W6 are turned on, solenoid SL1
remains in the demagnetized state, and the aircraft does not stop running.

Therefore, if it is dangerous to stop the aircraft by pressing the emergency stop button E6, the operator can press this safety switch SWa to turn it off to ensure continued flight and ensure safety. You get it.

The above is an example in which this invention is implemented in a combine harvester in which a hydraulic clutch type transmission 17 is installed in the traveling power transmission path. The same method can be applied to a combine harvester or the like that is equipped with a transmission device.

FIG. 5 shows such another embodiment, which includes a variable displacement hydraulic pump 50 driven by the engine 13 and a constant displacement hydraulic motor 51 for driving crawlers or wheels. The pump 50 and the motor 51 are connected by a pair of oil supply/drainage circuits 52 and 53 forming a closed circuit, and the gear ratio change control including directional control is performed by changing the angle of the swash plate 503 of the hydraulic pump 50. A hydraulic power transmission 54 is configured.

This hydraulic transmission device 54 includes an oil supply and discharge circuit 5 as usual.
2.53 is connected to the high pressure side of both oil supply and discharge circuits 52 and 53 by a connection circuit 57 into which a check valve 55.56 that only allows oil flow from the direction of the circuit 52.53 is inserted. A high-pressure line-off valve 58 is provided to set the oil pressure.
An unload circuit 59 connecting the connection circuit 57 toward the oil tank 40 is provided, and an electromagnetic unload valve 60 as shown in the figure is connected in parallel to the high pressure relief valve 58 in the unload circuit 59. has been inserted and installed.

Like the electromagnetic unload valve 48 in the previous embodiment, the electromagnetic unload valve 60 has an unload non-operating position (3) where the unload circuit 59 is blocked, and an unload non-operating position (2) where the block is released and the hydraulic pressure of the high pressure side supply/discharge circuit 52 or 53 is released. and an unloading position II for unloading.

Therefore, when the electromagnetic unload valve 60 takes the unload action position II due to the excitation of the solenoid SL'1, the hydraulic action on the hydraulic motor 51 is canceled by hydraulic unloading of the high pressure side supply/discharge circuit 52 or 53, and the hydraulic motor 51
The drive of the aircraft is stopped and the aircraft stops running.

In FIG. 5, 61 is an oil supply circuit 6 from the oil tank 40.
2, a charge pump that supplies hydraulic oil to the oil supply and drainage circuits 52 and 53, 63, a low pressure relief valve that sets the oil pressure of the oil supply circuit 62, and 64 and 65, respectively, from the oil supply and discharge circuits 62 to the oil supply and discharge circuits. 52. A check valve that allows oil to flow only in the 53 direction and prevents oil backflow. 66 is an oil strainer inserted into the oil supply circuit 62.

Since the hydraulic circuit of the other embodiment shown in FIG. 5 is constructed as described above, the solenoid SL'1 of the electromagnetic unload valve 60 is included in the electric control circuit shown in FIG. By inserting the solenoid in place of the solenoid SL1, the electromagnetic unload valve 6 is activated by turning on any one of the emergency stop switches 5W1 to 3W6, just as in the previous embodiment.
0 to the unloading position II, the drive of the hydraulic motor 51 is stopped, and the traveling of the aircraft can be stopped.

In this case, the switch SWb in the electric control circuit shown in FIG. 4 may be a switch that is linked to the swash plate 50a of the hydraulic pump 50, that is, a switch that is turned off when the angle of the swash plate 50a is zero.

FIG. 6 shows another embodiment in which this invention is implemented in a combine harvester or the like in which a hydraulic transmission device 54 is installed.
In this embodiment, a short circuit 70 is provided which connects between both oil supply and drain circuits 52 and 53, and this short circuit 70 is connected to the circuit 70.
An electromagnetic short-circuit valve 71 is inserted, which has a blocking position (2) for blocking and a short-circuiting position (II) for releasing this block.

Therefore, in this alternative embodiment, when the electromagnetic short-circuit valve 71 assumes the short-circuit action position II by energizing its solenoid SL''1, the oil supply and drainage circuit 52 or 53 on the high pressure side is connected to the oil supply and drainage circuit 53 on the low pressure side. Alternatively, the hydraulic motor 52 is short-circuited, the hydraulic action on the hydraulic motor 51 is released, the drive of the hydraulic motor 51 is stopped, and the vehicle is stopped.

The solenoid SL''1 is used in the same manner as described for the solenoid SL'1 in the embodiment of FIG.
As a result, it is possible to obtain an emergency stop of the aircraft when necessary.

As is clear from the above description, this invented emergency travel stop device for combine harvesters, etc. is applicable to combine harvesters, etc. in which the hydraulic clutch type transmission device 17 or the hydraulic transmission device 54 is installed in the travel power transmission path. Multiple emergency stop buttons E1 arranged at multiple key locations on the top. E2. E3. E4. E
5. A plurality of emergency stop switches SW1.E6 are respectively turned on by E6. SW2. SW
3. SW4. In addition to providing SW5 and SW6, the hydraulic clutch 27.2 in the hydraulic clutch type transmission 17
8.29.30 Alternatively, a solenoid valve 48.60°71 for selectively canceling the hydraulic action on the hydraulic motor 51 in the hydraulic transmission device 54 is provided, and any connection between this solenoid valve and the plurality of emergency stop switches is provided. An electric control circuit is provided which connects the solenoid valve so that when one emergency stop switch is turned on, the solenoid valve is displaced to the hydraulic release value ff1II. A self-holding circuit SL2. that maintains the circuit connection state so that the position is held at the position II after the displacement to the position II.
The SWC and a function canceling switch SWb or SWa that cancels the function of the self-holding circuit when manually operated are inserted and installed, and the following effects are achieved.

That is, in the emergency travel stop device of this invention, when a plurality of emergency stop buttons, which are arranged at key points on the aircraft body as described above, is pressed, the hydraulic action is released by a solenoid valve.
Because it allows the aircraft to stop automatically,
If an abnormality occurs in various parts of the aircraft that cannot be easily noticed by the pilot, an auxiliary worker who finds it can immediately press the emergency stop button outside the cockpit, and the hydraulic pressure will be stopped by canceling the hydraulic action. By bringing the clutch type transmission into a neutral state or by stopping the drive of the hydraulic motor in the hydraulic transmission system, it is possible to stop the aircraft from moving, thereby ensuring safety in the event of an emergency.

Regarding this safety, the above-mentioned self-holding circuit SL2. An SWC and a switch SWb or SWa for canceling its function are provided, and if an auxiliary worker etc. stops the aircraft movement by operating the emergency stop switch 5W1-8W6 using the emergency stop button in the event of an abnormality, the emergency stop will be activated. Even if the switches 5W1-5W6 are returned to their original positions, the self-holding circuit SL2.
The solenoid valve is kept in the hydraulic release position II by the SWC,
If the aircraft is not started, the function release switch SW
Since the aircraft can only be restarted by operating SWa or SWa, the aircraft can only be restarted by operating a double switch, greatly increasing safety.

In addition, the emergency travel stop device of this invention skillfully utilizes the existence of a hydraulic clutch type transmission or hydraulic transmission device.
It is said that an emergency stop of the aircraft is achieved by releasing the hydraulic action on the hydraulic clutch or hydraulic motor, so the structure is simple, and since it is controlled by hydraulic and electric types, it is possible to stop the aircraft in an emergency. It has a reliable operation that ensures reliable stopping of the vehicle at any time.

[Brief explanation of drawings]

Fig. 1 is a schematic plan view of a combine harvester equipped with an embodiment of this invention, Fig. 2 is a developed longitudinal section of the main parts of the combine, Fig. 3 is a circuit diagram of the hydraulic circuit in the embodiment, and Fig. 4 is a schematic plan view of a combine harvester equipped with an embodiment of the invention. 5 is a circuit diagram of an electric control circuit in the same embodiment, FIG. 5 is a circuit diagram of a hydraulic circuit in another embodiment, and FIG. 6 is a circuit diagram of a hydraulic circuit in another embodiment. 1... Reaping section, 7... Threshing section, 8...
...Feet chain, 10...Paddy receiving part, 1
1...Discharge straw cutter, 12...Control seat, 17...Hydraulic clutch type transmission, 18
, 19... Power shift shaft, 27.28.29
．． 30...Hydraulic clutch, 43...Refueling circuit, 44...Tank circuit, 45...
・Switching valve, 47... Connection circuit, 48...
・Electromagnetic unload valve, 50...Hydraulic pump, 5
0 a...Swash plate, 51...Hydraulic motor, 52.53...Oil supply/drain circuit, 57...
・Connection circuit, 58... High pressure relief valve, 59.
...Unload circuit, 60 ... Solenoid unload valve, 70 ... Short circuit, 71 ...
・Solenoid short circuit valve, SLl, SL'1. SL"1...
... Solenoid, SWl, SW2. SW3. SW4.
SW5. SW6...Emergency stop switch, El,
E2. E3. E4. E5゜E6...Emergency stop button, B...Battery, SWa...Safety switch, BZ...Buzzer, PL...
pilot lamp.

Claims (1)

[Scope of utility model registration request] In combine harvesters, etc., which are equipped with a hydraulic clutch type transmission or hydraulic transmission device in the traveling power transmission path,
A plurality of emergency stop switches each of which is turned on by a plurality of emergency stop buttons arranged at a plurality of key points on the aircraft body are provided, and a hydraulic clutch in the hydraulic clutch type transmission device or a hydraulic motor in the hydraulic transmission device is provided. A solenoid valve for selectively canceling the hydraulic action is provided, and when any one emergency stop switch is turned on between the solenoid valve and the plurality of emergency stop switches, the solenoid valve is displaced to the hydraulic action release position. and a self-holding circuit in the electric control circuit that maintains the circuit connection state so that the solenoid valve is held at the position after being displaced to the hydraulic release position. An emergency running stop device, which includes a function canceling switch that cancels the function of the self-holding circuit when manually operated.