JPS6167672A - Operating lever system in working truck - Google Patents

Abstract

PURPOSE:To improve the operationability by regulating the operation and the operating force of right and left brakes as well as the operation of right and left side clutches in accordance to the swing angle of single operating lever to the right and left directions. CONSTITUTION:A potentiometer 13 for producing output voltage variable with correspondence to the operating position of an operating lever 10 for lifting/ lowering the reaping section of combine through back/fro operation around the neutral position is provided. In accordance to the output voltage from said potentiometer 13, a solenoid 21a in solenoid proportional control valve is controlled through a microcomputor 15 to vary the relief pressure in steering clutch brake circuit. While in accordance to the range of said output voltage level, it is decided at which position of nuetral, right/left clutch positions and right/left brake position is the operating lever 10 thus to operate predetermined drive means 17C, 19C, 17B, 19B.

Description

Detailed Description of the Invention (a) Industrial Application The present invention relates to an operating lever device for a work vehicle such as a combine harvester, and in particular, it can be used to raise and lower the reaping section by operating it in the front and rear directions, and to control it in the left and right directions by operating it in the left and right directions. This invention relates to a cross-direction operating lever device that operates in a direction.

(B) Conventional technology Conventionally, when the cross-directional lever device in a combine harvester is operated, when the lever is operated in the front-back direction, the switches on the up and down sides are turned on, raising and lowering the reaping section, and the lever is also operated in the left-right direction. Then, the solenoid valves for operating the left and right side clutches were turned on to steer the aircraft. Further, in the conventional combine harvester, a lever device for operating the left and right brakes was installed outside the cross direction lever device.

(c) Problems to be solved by the invention Therefore, during reaping work where the machine is not operated at a steep angle,
It can be operated using only the cross-direction lever device, but when it comes to aligning rows at the beginning of mowing or turning work on a different route, it becomes necessary to suddenly turn the machine, and the cross-direction lever device, which is operated only by the clutch, is not enough. This was devised for the purpose of eliminating the cumbersome operation when raising and lowering the reaping section and steering left and right at the same time. Even though it was a directional lever device, it was still complicated to operate.

(d) Means for solving the problem The present invention aims to solve the above-mentioned problems, and is provided with a potentiometer (operation lever position detection means) capable of detecting the operation position of the operation lever in the steering direction. Furthermore, based on the signal from the potentiometer, the microcomputer controls the left and right side clutch operating solenoid (driving means), the left and right brake operating solenoid (II driving means), and pressurized oil from the pump that acts on the left and right side clutch/brake valves. Ti magnetic proportional control well (
As shown in FIG. 1, the solenoid (driving means) of the brake operating force MVJ adjustment means is controlled to move the control lever 10 outward from its neutral position N to the left and right (or front and rear), as shown in FIG. The left and right side clutch disengaged positions CL and CR1 and the left and right brake operating positions BL and BR are set, and the brake operating force is set to increase in proportion to the outward position of the operating lever at the brake operating positions. It is something to do.

(#) Function Based on the above configuration, when the operating lever is in the neutral position, both the left and right side clutches are engaged and the vehicle is traveling straight, and when the operating lever is moved to the left or right side clutch disengaged position, the left or right side clutch is disengaged. to correct the direction of the aircraft. Furthermore, when the operating lever is operated largely to the left or right brake activation position, the left or right brake is activated with the side clutch disengaged. The brake actuation force becomes stronger as the operation lever is operated more, and the turning angle (radius) of the aircraft can be adjusted.

(^) Examples Examples according to the present invention will be described below with reference to the drawings.

As shown in FIG. 2, the combine 1 has a body 3 supported by crawlers 2. The body 3 is equipped with an engine, an automatic threshing machine 5, a grain tank 6, etc. A seat 7 is provided, and a reaping section 9 is supported at the front of the machine body 3 so as to be movable up and down by a hydraulic cylinder.

Additionally, a cross direction operating lever 10 is installed on the operating panel 7a of the driver's seat 7 so as to be operable back and forth and left and right.

As shown in FIG.
, and the rear direction operation part has a lower position fi of the cutting part.
D, and in its rightward operation part, there is a right brake operation position BR that operates the right brake with a strength corresponding to the amount of operation based on the right side clutch disengagement position CR1 and further operation. In the left direction operation section, there is first the left side clutch disengagement position CL, then the left brake application position 11BL, which operates the left brake with a strength corresponding to the amount of operation based on a further large operation, and then the lever 1.
There is a neutral position WN near the zero discipline position, and the lever 10 is biased by a spring so as to return to the neutral position IN.

Then, as shown in FIG. 3, the reaping portion of the operating lever 10 is in the raised position W! A rising limit switch 11 is installed so as to be turned on at IU, and a lowering limit switch 12 is installed so as to be turned on when the operating lever 10 is in the lowering position 1lID of the reaping section.

Furthermore, so as to be able to detect the first operating positions BL, CL, N, CR, and BR of the operating lever 10 in the left-right direction, that is, in the steering direction,
A potentiometer 13 is installed, and the meter 13
outputs a voltage value V according to the operating angle θ of the operating lever 10. Signals from these limit switches 11 and 12 and the potentiometer 13 are input to an involt of a microcomputer 15. on the other hand,
The outboard of the microcomputer 15 outputs output to the raising solenoid 16U and lowering solenoid 16D of the solenoid valve 16 (see Figure 4) for raising and lowering the reaping section, and also to the solenoid valve 17 for operating the left side clutch/brake. (See Figure 5) Clutch solenoid 1
It outputs to 7C and brake solenoid 17B,
Furthermore, the clutch solenoid 19C of the solenoid valve 19 for operating the right side clutch/brake (see Figure 5)
and a brake solenoid 19B, and a check valve 18 for raising and lowering the reaping section (see Fig. 4 [1
It is output to solenoid 1811. Also, D/A conversion from the out port of microcontroller 15! ! ! ! 20 to the solenoid 21 of the electromagnetic proportional control valve 21) (see Fig. 5).
The proportional control valve 21 increases the flow rate Q in proportion to the current (2).

As shown in FIG.
6 communicates with the reaping section cylinder 23 via a check valve 18. In addition, 25 in the figure is a solenoid valve '17a, 2 which controls the hydraulic cylinder 26 for continuously variable speed operation.
7b are curved pressure rings 28a for operating the discharge cylinder 6a of Glenkunkuro.

28b is a solenoid valve for opening, 29 is a hydraulic pump, 30 is a tank, and 31a and 31b are filters.

Further, as shown in FIG. 5, the left side clutch/brake operating valve 17 communicates with a hydraulic cylinder 32L for disengaging the left side clutch and a hydraulic cylinder 33L for operating the left brake, and also communicates with a hydraulic cylinder 33L for operating the left side clutch. The valve 19 is a hydraulic cylinder 32R that disengages the right side clutch and a hydraulic cylinder 33R that operates the right brake.
These cylinders and valves constitute a steering clutch/brake circuit 34.

The hydraulic pump 29 is of relatively high pressure, and the hydraulic pump 29 is connected to the discharge side of the pump 29.
An electromagnetic proportional control valve 21 is interposed in the flow circuit, and the flow rate to be drained is controlled by rAllt, left and right brake hydraulic cylinders 33L, according to changes in the current acting on the solenoid 21m.
The pressure acting on 33R is vRu. In addition, Fl in the figure,
F2 is a hydraulic cylinder that operates the first and second speed clutches, and is controlled by a solenoid valve 35, and F2 is a hydraulic cylinder that operates the reverse clutch, which is controlled by a solenoid valve 36, and these cylinders and valves control the main A speed change clutch circuit 37 is configured. Further, 39 is an accumulator.

Since the present embodiment has the above-described configuration, when the cross-direction operation lever 10 is rotated in the upward direction U, as shown in FIG.
As shown [ζ, the rising switch 11 is turned on (Sl)
. As a result, the lifting solenoid 16U of the reaping section lifting valve 16 is energized via the microcomputer 15, and the valve 1
6 is switched (Sl), pressure oil from the pump 29 is sent via the check valve 18 to the hydraulic cylinder 23 for lifting and lowering the reaping section, and the cylinder 23 is extended to raise the reaping section 9. Further, when the operating lever 10 is rotated downward, the lowering switch 12 is turned on 531, which energizes the lowering solenoid 16D of the reaping section lifting valve 16 (S4) and also energizes the lowering solenoid 16D of the check valve 18.
8af! Excite (S5). Then, the hydraulic cylinder 23
The oil is communicated with the tank 30 via the check valve 18 and the lifting valve 16, and the hydraulic cylinder 23 is contracted to lower the reaping section 9. Furthermore, when the operating lever 10 is in the neutral position WLN, both switches 11 and 12 are in the off state, so each solenoid 16U, 16D, 1
8a are all in a de-energized state (S6), the reaping section raising/lowering valve 16 is in the closed state B+ζ, and the reaping section 9 is held in a stopped state.

Next, a case will be described in which the operating lever 10 is operated in the left-right direction, that is, in the steering direction.

When the operating lever 10 is operated in the left-right direction, the voltage of the potentiometer 13 changes in accordance with the position W1tζ of the operating lever 10, as shown in FIG. That is, the operating lever 10
At the neutral position WN, the voltage is C-D, at the left latch off position CL, the voltage is B to C, at the left brake application position fiBL, the voltage is A to B, and at the right latch off position 11cR. The voltage is between D and E at the right brake operating position B.
At voltage E-F at R. Then, the change in voltage X caused by the voltage 1 meter 13 is determined by the microcomputer 15
The signal is output to the D/A converter 20 as shown in the figure.

Therefore, depending on the position of the operating lever 10, the relief pressure of the steering clutch brake circuit 34 based on the electromagnetic proportional control valve 21 is changed as shown in FIG. That is, at the voltage C-D corresponding to the neutral position N, the digital value Y corresponding to the relief pressure outputs the H level, and the voltages B-C and D- corresponding to the left clutch disengaged position CL and the right clutch disengaged position CR At E, the digital value outputs L level, and furthermore, at voltages A to B and E-F corresponding to left brake operation position BL and right brake operation position BR, voltage B or F is output toward end direction voltage A or F. It increases linearly from the L level state at the E position to the H level state.

Then, as shown in FIG. 9, it is determined in what range the voltage X of the potentiometer 13 is based on the operating position of the operating lever 10 (SO). Then, between the voltage C-0 corresponding to the neutral position N, a timer T, which will be described later, is cleared (S7), and the side clutch solenoid 1 is cleared (S7).
7C, 19C are on and the other solenoids 19B,
17B is turned off (S8), and the digital value Y is set to H level (S9). As a result, the left and right side clutch/brake valves 17 and 19 send pressure oil to the left side clutch hydraulic cylinder 32L and the right side clutch hydraulic cylinder 32R, respectively, and both side clutches are in the engaged state, and the HL/bell signal is D/A based on
The solenoid 21a is energized via the converter 20, and the electromagnetic proportional control valve 21 is maintained in a high relief pressure state. In addition, at the voltage B-C1ll corresponding to the left latch position [CL, it is first determined whether the timer T has returned to 0 (S1
0). This timer T is installed in order to keep the clutch disengaged for a certain period of time so that when the operation lever +10 is immediately operated from the neutral position N to the brake position BL, the brake will not operate with the clutch engaged. Yes, neutral position I! From N to clutch disengaged position C
In the case of a normal operation performed in L, counting of timer T is started (Sll). Further, the clutch solenoid 17C of the left side clutch/brake valve 17 is switched off, and therefore the right side clutch solenoid 19 is switched off.
Only C is on, other solenoids 17C, 17B, 19
B is turned off (312).

Accordingly, the left side clutch hydraulic cylinder 32L is drained, the left side clutch is disengaged, and the left side clutch is disengaged.
is redirected to the left. Further, the digital value Y is set to L level (313), and the electromagnetic proportional control valve 21 is placed in a low relief state. In addition, between the voltages A and B corresponding to the left brake application position fiBL, it is first determined whether the timer T has completed a predetermined count (S141°, that is, when the operating lever 10 is operated directly from the neutral position to the brake application position , since the timer T has not completed the predetermined count, only the solenoid 17C is turned on, the left side clutch is disengaged, and the brake is not operated.
After setting the operating lever 10 to the left clutch disengaged position CL, the left side clutch is operated to the brake operating position fiBL, or even when the operating lever 10 is directly operated to the brake operating position, when the timer T completes a predetermined count, the left side clutch is・
The brake solenoid 17B of the pre-key valve 17 is turned on, and the other solenoids 19C, 17C, and 19B are turned off (3151°).As a result, pressure oil is sent to the left brake actuation hydraulic cylinder 33L, and the left brake is actuated. In this state as well, the left side clutch hydraulic cylinder 32L is in the drain state and the clutch is in the disengaged state.Furthermore, the digital value Y is a value corresponding to the voltage value X, that is, Y-α(B-X)+L. Here, a outputs a proportional constant (316), and this output acts on the solenoid 21a of the electromagnetic proportional control valve 21 via the D/A converter 20. As a result, the control valve 21 is set to a relief pressure according to the digital value Y, and the pressure from the pump 29 acting on the steering clutch brake circuit 34 is set. Therefore, the pressure acting on the left brake hydraulic cylinder 33L is set, and the brake operating force is determined by the digital value Y, that is, the position of the operating lever 10. For example, when the operating amount of the operating lever 10 is small, the voltage value of the button yometer 13 is near B, and the digital value Y is near the L level. Therefore, since the II'J-f pressure setting of the proportional control valve 21 is small, the brake actuation force is small, and the combine 1 turns at a relatively large angle. Further, when the operating amount of the operating lever 10 is large, the voltage value of the potentiometer 13 is near A, and the digital value Y is near the H level. In this state, since the relief pressure setting of the control valve 21 is large, the brake actuation force is large, and the combine l is operated on the borrowed ground.

In addition, when the operating lever 10 is operated rightward and the voltage value of the potentiometer 13 is set to DA-E and further to E-F, the voltage values B-C are obtained when the operating lever 10 is operated in the leftward direction.

Since it operates in the same manner as A-8, the explanation will be omitted.

(G) As described in detail, according to the present invention, not only the left and right side clutches can be operated, but also the left and right brakes can be operated with one operating lever 10, and the left and right brake operating force can also be controlled by the operation lever 10. The operating position of the lever 10 can be adjusted freely, so even when row alignment at the beginning of mowing or turning work on a different route,
Both the side clutch operation and the brake operation can be performed extremely easily using one operating lever 10, and the operation can be simplified. Furthermore, by detecting the operating position of the operating lever 10 with the potentiometer 13 and controlling the electromagnetic proportional control valve 21 based on the voltage value of the potentiometer 13, the brake operating force can be arbitrarily adjusted with an extremely simple configuration. It is possible to perform a turning operation of the aircraft with a good feeling. Furthermore, a timer T is set so that the left and right brakes are activated after the left and right side clutches are completely disengaged.
With this intervention, even if the operating lever 10 is directly operated to the brake activation position, the brake can be prevented from being activated when the clutch is engaged, and scratches and premature wear of the clutch and brake can be prevented.

[Brief explanation of the drawing]

Figure 1 is a front view of the operating lever according to the present invention, (b) is a plan view, Figure 2 is a front view of a combine harvester to which the present invention can be applied, and Figure 3 is its electric circuit. Figures 4 and 5 show different parts of the hydraulic circuit, Figure 6 is a flowchart related to raising and lowering the reaping section of the operating lever, Figure 7 is a diagram showing the relationship between the operating angle of the operating lever and the voltage of the potentiometer, Figure 8 is a diagram showing the relationship between the voltage value of the potentiometer and the digital output value from the microcomputer, and Figure 9 is a flowchart regarding the steering operation of the control lever. 1. Working vehicle @ (combine harvester), 3. Machine body, 9
... Reaping section, 10... (cross direction) operating lever, 13... Exchange lever position detection means (potentiometer L, 17.19. Left and right side clutch/brake valves, 17C, 19C left and right side clutch drive means) (Solenoid), 17B, 1
9B...Left and right brake drive means, 2 double brake single actuating force adjustment means (ffi magnetic proportional ￥iJ valve), N...Neutral position, CL, CR, left and right side clutch disengaged position, BL, BR...Left and right brakes Operating position Fig. 1 (a) (b) Fig. 4 Fig. 5 Fig. 7 Fig. 8

Claims (1)

[Claims] (1) In the operating lever device of the work vehicle 1 in which the operating lever 10 is operated at least in the left-right or front-back direction from the neutral position N to steer the machine body, the operating position of the operating lever 10 in the steering direction is detected. Further, based on the signal from the position detection means, left and right side clutch drive means 17C, 19C and left and right brake drive means 17B, 19 are provided.
B, and controls the brake operating force adjustment drive means 21a to move the control lever to its neutral position N in the operating direction.
From the left and right or front and back outwards, the left and right side clutch disengaged positions CL and CR, the left and right brake operating positions BL, respectively.
An operating lever device for a work vehicle, characterized in that the brake operating force is set such that the brake operating force increases in proportion to the outward position of the operating lever at the brake operating position.