JPS63157916A - Car speed control apparatus of harvester - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a vehicle speed control device for a harvester that increases or decreases the traveling speed in accordance with an increase or decrease in load on working sections such as a threshing section or a reaping section.

[Prior art]

The harvesting machine transports the culm harvested by the reaping section to the threshing section, and the threshing section performs threshing and sorting to take out fine grains. While the load increases or decreases depending on the amount of grain to be processed in these,
The amount of shell culms to be processed increases or decreases depending on the traveling speed of the harvester, field conditions, etc. Therefore, in conventional harvesters, vehicle speed control is used to change the running speed of the harvester according to increases and decreases in the load on the working section so that each process is always carried out under an appropriate load condition in the working section. Some are equipped with equipment.

This vehicle speed control device detects the load on the working section based on, for example, the number of rotations of the handling drum of the threshing section, and if this detected value exceeds an appropriate range preset near the upper limit of the load on the working section, , reducing the amount of shell culm to be processed in the working section,
In order to reduce the load on the working section, the traveling speed is reduced, and if the detected value is below the appropriate range and there is sufficient output from the engine that drives the working section, the shells to be processed at the working section are The traveling speed is increased in order to increase the amount of culm and increase the load on the working part (Japanese Patent Application No. 168707/1982).

[Problem that the invention seeks to solve]

In such conventional vehicle speed control devices, the traveling speed is changed by a predetermined amount, and if the load on the working section significantly deviates from the appropriate range,
If it is necessary to change the traveling speed significantly in order to return it to the appropriate range, change the traveling speed once and then change the load on the working part according to the changed speed. This means waiting until the load stabilizes and then changing the traveling speed again according to the detected load value after stabilizing. During this time, each process is performed in the working section under overload or underload, and the engine that drives the working section is forced to operate under overload, or The problem was that work efficiency decreased.

In order to solve this difficulty, if the amount of change in the running speed is increased in - times, for example, when the load on the working part exceeds the appropriate range and the running speed is decelerated, the On the other hand, when the load falls below the appropriate range, the traveling speed is increased, and thereafter the speed is increased and decelerated repeatedly, which may cause so-called hunting.

This is the same even when using a continuously variable transmission that can change the traveling speed steplessly, and in conventional vehicle speed control devices, the continuously variable transmission is used as if it were a stepped transmission. There was a problem that I had no choice but to do so.

The present invention has been made in view of the above circumstances, and relates to a vehicle speed control device for a harvester that can immediately increase or decrease the running speed to an appropriate speed in response to an increase or decrease in the load on the working section.

[Means for solving problems]

The vehicle speed control device for a harvester according to the present invention includes an engine rotation speed control section that operates to maintain the engine rotation speed at a set rotation speed regardless of the magnitude of the load, and the engine speed control section operates to maintain the engine rotation speed at a set rotation speed, The harvester is equipped with a transmission which is adapted to drive the machine and whose running speed can be changed steplessly, and the transmission is operated to maintain an appropriate load on the working part. A vehicle speed control device for a harvester that controls traveling speed, comprising: load detection means for detecting the load of the engine related to the load of the working section; traveling speed detection means for detecting the traveling speed of the harvester; characteristic storage means for storing the relationship between the speed and the load of the engine in the form of a plurality of load characteristics according to the load state in the working section; a calculation means for selecting one of the plurality of load characteristics based on the detection result and calculating an upper limit traveling speed corresponding to a preset upper limit value of the load of the engine according to the selected characteristic; and means for operating the transmission to realize the calculated result.

[Effect]

In the present invention, based on the current traveling speed detected by the traveling speed detection means and the current load on the engine,
The load characteristics corresponding to the current load state in the working area are
Selecting from the contents stored in the characteristic storage means calculates the upper limit traveling speed when the engine load reaches the upper limit value according to the characteristic, and changes the traveling speed so as to realize the selected speed.

〔Example〕

DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will be described in detail below based on drawings showing embodiments thereof. FIG. 1 is a schematic right sectional view of a conventional harvester equipped with a vehicle speed control device according to the present invention (hereinafter referred to as the device of the present invention), and FIG. 2 is a plan view thereof.

In the figure, 1 is a machine body mounted above the moving roller 2. On the left side of the upper part of the machine body 1, there is a threshing part 3 that spans the entire length in the front and rear direction, and on the right side of the upper part of the machine body 1, there is a driver's seat in order from the front. A DS, a paddy tank T, and an engine 7 are installed, and a reaping section 4 is mounted on the front side of the machine body 1 so as to be movable up and down in accordance with the forward and backward movement of a hydraulic cylinder 40.

The driving force of the engine 7 is transmitted to the running roller 2 through a main clutch (not shown), a gear-mesh type sub-transmission, a main transmission using a hydrostatic continuously variable transmission, and a side clutch. The machine body 1 is running on rollers 2.
It moves on the field by itself due to the action of An operation column 6 provided on the left side of the driver's seat DS includes a main shift lever 60 for changing the gear ratio in the main transmission, and a main shift lever 60 for changing the speed ratio of the auxiliary transmission. and an automatic switch 11 (third rI!) for instructing the device of the present invention to start its operation.
The aircraft 1 is equipped with a large number of levers and switches such as (see J), and by manually operating each lever by an operator seated in the driver's seat DS, or by changing the gear ratio of the main transmission by operating the device of the present invention, the aircraft 1 can be Run by changing the speed.

Further, a handling cylinder 31 installed inside the threshing section 3. A swinging sorting device 32 and the like and a scraping reel 42 installed in the reaping section 4
．． Cutting blade 43. The lateral conveyance auger 44 and the like are also driven by the driving force of the engine 7.

A pair of dividers 41 are provided on both sides of the front part of the reaping section 4.
During the period 41, the culm introduced as the machine body 1 moves forward is pulled down backward by the rotation of the seeding reel 42.
When the cutting blade 43 is used to harvest the grain, and the cutting blade 43 is lying down on the platform 45 at the rear thereof, the rotation of the horizontal conveying auger 44 installed horizontally above the platform 45 moves the rear side of the reaping section 4 and the threshing section 3. is conveyed to the position of the front end opening of the feeder house 5 that communicates with the upper front side of the feeder house 5, and is transferred to the chain conveyor 50 provided in the feeder house 5,
The grains are sandwiched between the conveyor 50 and the bottom plate of the feeder house 5 and transported rearward and upward, and introduced into the handling chamber 30 of the threshing section 3 from the rear end opening of the feeder house 5. .

The bottom plate of the feeder house 5 is a flat plate tilted with its rear part facing upward, and a culm sensor 51 using a piezoelectric transducer is located near the threshing section 3, with its pressure-receiving surface aligned with the top surface of the bottom plate. A plurality of them are arranged side by side in the left and right direction toward the inside of the feeder house 5 so as to be flush with each other. The culm sensor 5
1.51... emits a signal at a level corresponding to the pressure received from the shell culm when the shell culm transported by the chain conveyor 50 in the feeder house 5 comes into contact with the pressure receiving surface thereof, The presence or absence of shell culm in the feeder house 5, that is, the threshing part 3
Detects whether or not culm is being fed to.

In the handling chamber 30 of the threshing section 3, a screw handling barrel 31, which has a double-pitch screw and a large number of extraction teeth protruding from its circumferential surface, is rotatably supported with its axial length direction being the front and back direction. As the screw handling cylinder 31 rotates, the culm introduced into the handling chamber 30 from the feeder house 5 is
While being transported backwards by the action of the screw, the grain is threshed by the action of the tooth extraction. After the threshing process, the grated material is collected by a receiving net 3 stretched under the handling barrel 31.
3, it falls onto the oscillating sorting device 32, and is blown up by the oscillating operation of the oscillating sorting device 32 and the winnowing device 34 disposed on the front side of the lower part of the threshing section 3. The first grains, such as fine grains, are sorted by specific gravity by the sorting air blown in the direction of the arrow, and fall onto the first gutter 35 on the upstream side of the sorting air at the bottom of the threshing section 3, and are separated from the first gutter. 35 to the right, and then transported upward through a lifting tube 35a connected thereto, and fed into the paddy tank T, and secondary grains such as immature grains are It fell on the No. 2 gutter 36 on the downstream side of the wind, was transported to the right inside the No. 2 gutter 36, and then the
The grains are transported forward and upward in the turning cylinder 36a, and then reintroduced into the handling chamber 30 from the front side and threshed again. Furthermore, other waste such as straw waste is removed from the rear end of the screw handling barrel 31, along with waste straw etc. that is discharged without falling from the receiver 111133, through the third port opening at the rear end of the threshing section 3. 37 and is discharged onto the field surface.

FIG. 3 is a block diagram showing the configuration of the apparatus of the present invention installed in the conventional harvester constructed as described above, in which 10 is a vehicle speed control section and 20 is an engine rotation speed control section. The engine rotation speed control section 20 detects the rotation speed of the engine 7, and moves the fuel rank (hereinafter referred to as rank) of the fuel injection pump to match the detection result with the set rotation speed. It performs so-called isochronous control, which controls the amount of fuel supplied to the tank, and on its input side, it uses a differential transformer, for example, that is installed coaxially with the rank and detects the position of the rank. A rack position sensor 21 is connected to the rack position sensor 21, and an engine rotation sensor 22, which is mounted at an appropriate position on the engine 7 and detects the rotation speed of the engine 7, is connected to the rack position sensor 21. It is given.

On the other hand, the output of the engine speed control section 20 is given to a rank actuator 23, which uses, for example, a near solenoid, to drive the rack, and to an input port a7 of a vehicle speed control section 10, which will be described later.

The engine rotation speed control unit 20 includes a numerical table or an arithmetic formula for determining a corrected set rotation speed to be set in order to return the rotation speed to the set rotation speed when the detected rotation speed differs from the set rotation speed due to a change in load. The corrected set rotation speed of the engine 7 when no load is applied, and the position of the rack where this can be obtained;
That is, a numerical table or calculation formula for determining the relationship with the no-load equivalent rank position, a rank position required to obtain the set rotation speed from the no-load equivalent rack position and the detected rank position,
That is, a numerical table or calculation formula for determining the target rank position and the maximum permissible position of the rank at each rotation speed are stored.

The engine rotation speed control unit 20 determines whether the detected rotation speed input from the engine rotation sensor 22 is the set rotation speed (in this embodiment, the rated rotation speed) due to a change in the load.
If it differs from the above, calculate the corrected set surface rotation speed, read out the no-load equivalent rank position corresponding to the corrected set rotation speed,
From this and the actual rank position input from the rack position sensor 21, a target rank position necessary to obtain the corrected set rotation speed is calculated, and a signal corresponding to this target rank position is sent to the rank actuator 23. give.

The rank actuator 23 operates in response to this signal to move the rank to the target rank position, and adjusts the amount of fuel supplied to the engine.

In this way, the engine speed control section 20 operates to maintain the engine speed at its rated speed regardless of the magnitude of the load, but the operation of the control section 20 is controlled by the vehicle speed control section It is designed to be performed only when an operation command signal is given from.

On the other hand, the vehicle speed control section 10 determines the current load state of the engine 7 from the target rank position calculated by the engine speed control section 20, and based on this, the vehicle speed control section 10 determines that the load on the engine 7 does not exceed a preset upper limit value. Under these conditions, the maximum allowable traveling speed, that is, the upper limit traveling speed is calculated, and the gear ratio in the main transmission is changed in order to realize the speed, and the input port a,
is connected to the automatic switch 11, and when the switch 11 is turned on, the input port a1 changes to a low level.

In addition, input port a2. A, 3 includes a threshing switch 12 that is turned on when a threshing clutch that engages and disengages power to the threshing section 3 is engaged, and a reaping latch that engages and disengages power to the reaping section 4. Reaping switches 13 that are turned on when the threshing switch 12 is turned on are connected to each other, and when the threshing switch 12 is turned on, the input port a2 is turned on, and when the reaping switch 13 is turned on, the input port a3 is turned on.

Furthermore, the input port a) is connected to the output side of the comparator 51a, and the input port a changes to high level in response to the high level output of the comparator 51a.

The human power of the comparator 51a is a signal obtained by superimposing the outputs of the culm sensors 51, 51, etc. attached to the bottom plate of the feeder house 5, and the -manpower is set by the voltage divider 51b. It is at a predetermined voltage. Therefore, entering capo)
a4 is when the shell culm comes into contact with the pressure receiving surface of the shell culm sensors 51, 51... and the input potential of the comparator 51a becomes higher than the single force potential, that is, the shell culm is fed to the threshing section 3. It becomes high level when

Then, the vehicle speed control unit 10 operates when the input port a1 is at a low level and the input ports ``2+'' and 3+a4 are both at a high level, that is, the automatic switch 11. The threshing switch 12 and the reaping switch 13 are all turned on and operate only when the feeding of the husk is detected by the culm sensor 51 to control the vehicle speed.

The input port a5 of the vehicle speed control unit 10 has an auxiliary shift switch 14 which is disposed at the base end of the auxiliary shift lever 61 and is turned on when the lever 61 is in the locking position on the [low gear J side].
is connected, and when the switch 14 is turned on, the input port a5 changes to a low level.

As mentioned above, the sub-transmission device has two running speed stages, "low speed" and "high speed", and the vehicle speed control unit 10
When the input port a5 is at a low level, it is determined that the traveling speed gear in the sub-transmission device (hereinafter referred to as the sub-shift gear) is a "low gear", and when the input port a5 is at a high level, it is determined that the traveling speed gear is a "high gear". Each of them recognizes that it is a ``dan''.

A shift sensor 15, which is mounted on the base end pivot portion of the main shift lever 60 and is formed of, for example, a potentiometer, is connected to the input capo (a6) of the vehicle speed control section 10, and outputs a potential according to the amount of rotation thereof. ing. As mentioned above, the main transmission can change its gear ratio steplessly,
The vehicle speed control unit 10 recognizes the gear ratio in the main transmission based on the level of the signal input to the input port a7.

Further, the input port a7 of the vehicle speed control section 10 is supplied with a signal corresponding to the target rank position, which is the output of the engine rotation speed control section 20 as described above.

The signals input to the input ports a6+a7 are subjected to predetermined processing at the input interface of the vehicle speed control unit 10, and are converted into digital data according to the level of each signal.
It is not included in the CPU 10a of the vehicle speed control section 10.

On the other hand, the output ports b, , b2 of the vehicle speed control section 10 are connected to the shift motor 16 for rotating the main gear shift lever 60 via a drive circuit (not shown), and the output ports b+ (
Or shift motor 1 according to the high level output of b2).
6 rotates forward (or reverse) to move the main gear shift lever 60 to high speed (
or low speed) rotate it to the traveling side.

The output port b3 of the vehicle speed control unit 10 is a vehicle speed lamp 1 for notifying the operator that a vehicle speed control operation is being performed.
7 and output port b are respectively connected to a speed increase instruction lamp 18 for instructing the operator to rotate the auxiliary speed change lever 61 to the speed increase side, and the output port b3+
Each of the lamps is turned on in response to the low level output of b4.

Further, the output port bs of the vehicle speed control section 10 is connected to the input side of the engine speed control section 20, and in response to the high level output of the output port b5, the engine speed control section connected to this When the input port 2o becomes high level, the control section 20 operates as described above, and causes the engine 7 to rotate at a constant speed at its rated rotation speed, regardless of the magnitude of the load applied thereto.

The vehicle speed control unit 10 is a CP that performs input/output instructions and control calculations.
LI 10a 5CPII 10a RAM 10b used for control calculations and ROM 10c storing various data and control programs necessary for control calculations
It is composed of etc. Figure 4 is a graph of load characteristics showing the relationship between the vehicle speed of the harvester and the load applied to the engine 7 when the rotation speed of the engine 7 is the rated rotation speed. The axes each indicate the load factor E relative to the maximum load of the engine 7, and the curves F1 to Fn represent actual harvesting operations under various load conditions in working sections such as the threshing section 3 and the reaping section 4. This is the load characteristic curve obtained by performing the following.

Further, FIG. 5 is a graph showing the relationship between the gear ratio R in the main transmission and the vehicle speed V of the harvester when the rotation speed of the engine 7 is the rated rotation speed. The broken lines show the above-mentioned relationships when the auxiliary gear is the "high gear" and when the sub gear is the "low gear."

Each of the curves in FIGS. 4 and 5 is stored in the ROM 10c as a numerical table or an approximation formula for approximating them.

Furthermore, E cmax in FIG. 4 is the limit maximum load rate, which is the upper limit of the load for limiting the load applied to the engine 7 during vehicle speed control to below this value, and is the maximum load rate of 85% of the maximum load.
It is set to a value of ~90%, and this value is also ROM 10
It is stored in c. In addition to these, the ROM 10c also contains an arithmetic expression for calculating the gear ratio R in the main transmission from the rotational position of the main transmission lever 60, and for calculating the current load factor E in the engine 7 from the rank position of the fuel injection pump. It stores various data and mathematical formulas such as calculation formulas.

Now, the operation of the device of the present invention constructed as described above will be explained based on the flowchart shown in FIG. 6 showing the control contents of the vehicle speed control section 10.

The vehicle speed control unit 10 meets control start conditions, which are that the threshing unit 3 and the reaping unit 4 are both operating, that the husk is being fed to the threshing unit 3, and that the automatic switch 11 is turned on. The vehicle speed control operation is performed only when it is confirmed by the levels of the input boats a1 to a, as described above, that all of the conditions are satisfied.

When each of the above-mentioned conditions is satisfied, the vehicle speed control section 10 first sets its output port b3 to a low level, lights up the vehicle speed lamp 17, and notifies the operator that vehicle speed control is being performed. By setting b5 to a high level, the engine rotation speed control unit 20 is commanded to start its operation, and the operation of the engine rotation speed control unit 20 causes the engine 7 of the harvester to rotate at a constant speed at its rated rotation speed.

Next, the vehicle speed control unit 10 recognizes whether the auxiliary gear is a "high gear" or a "low gear" based on the level of the input port a5, and if it is a low gear, lowers the output port b4. level, the speed increase instruction lamp 18 is turned on, and the operator is prompted to rotate the sub-shift lever 61 to the high speed side. As shown in Fig. 5, the main transmission is capable of changing the vehicle speed of the harvester steplessly from speed 0, and subsequent vehicle speed control operations are possible regardless of the sub-gear; If the gear is "high gear", the vehicle speed can be changed over a wider range, and the control range becomes wider.
The vehicle speed control section 10 continues the subsequent operations regardless of whether this operation is performed or not.

Next, the vehicle speed control unit 10 determines the rotational position of the main shift lever 60 from the signal input to the input capo a6, and the rotation position of the main shift lever 60 from the signal input to the input capo a7.
The rack positions are respectively recognized from signals input to the ROM 10, and using the rotational position and the rank position, the ROM 10
The current speed ratio R1 of the main transmission and the current load factor E1 of the engine 7 are calculated according to the respective calculation formulas stored in c. The load factor E1 calculated in this way may be used as is for subsequent calculations, but in the engine 7 that is isochronously controlled, the rank position is frequently changed, so the instantaneous peak value of the rack position In order to prevent unnecessary vehicle speed control operations from being performed, it is desirable to use the moving average of the past several calculations of the load factor E1 calculated as described above for subsequent calculations.

Then, the vehicle speed control unit 10 determines the current vehicle speed V1 based on the relationship shown in FIG. Based on the ratio E1, a state point C1 indicating the current load state is specified on the graph of FIG. Select load characteristic curve F1. In addition, if there is no one matching the state point C1, two load characteristic curves F1 and F near the state point C1 are found.
l+1 is selected, and the calculations described below based on these are performed for linear interpolation between the curve F and the curve Fl+1.

The load characteristic curve F selected in this way is based on the current load condition of the harvester, and is based on the planting density of the culms on the field surface, the number of grains attached to each culm, etc. Due to changes, threshing section 3. As long as the load condition in the working parts such as the reaping part 4 does not change, the load applied to the engine 7 changes along the curve F according to the vehicle speed of the harvester.

Therefore, the vehicle speed control section 10 operates according to the load characteristic curve F as described above.
! is selected, then the vehicle speed corresponding to the limited maximum load factor E cmax on the curve F is calculated as the target vehicle speed v2, which is the upper limit traveling speed, and from this calculated value, the fifth
Based on the relationship shown in the figure, the target gear ratio R in the main transmission
Calculate 2. This is then compared with the current gear ratio R7, and if the absolute value of the difference between the two is less than or equal to a sufficiently small positive predetermined value ε, it is determined that the current gear ratio R3 is the appropriate gear ratio. , the current rotational position of the main shift lever 60 is maintained.

Further, the absolute value of the difference is greater than the predetermined value ε, and R2 is R2.
If the value is greater than 4, the vehicle speed control unit IO calculates the current gear ratio R1 based on the signal input to its input port a6, and sets its output port b1 to a high level.
The shift motor 16 is rotated forward and the speed is increased until the absolute value of the difference between R2 and R1 becomes equal to or less than the predetermined value ε, while R2
is smaller than R1, similarly the current gear ratio R1
While calculating, the output port b2 is set to a high level, the shift motor 16 is reversed, and deceleration is performed until the absolute value of the difference between R2 and R1 becomes equal to or less than the predetermined value ε.

After increasing/decelerating or maintaining the current gear ratio in this way, the vehicle speed control unit 10 checks whether the control start condition is satisfied based on the levels of the input ports a1 to a4, If this is satisfied, in order to continue the above-mentioned control operation, the process returns to the sub-gear recognition stage.
On the other hand, if the above conditions are not satisfied, the output port b3 is set to a high level, the vehicle speed lamp 17 is turned off, and the output port b5 is set to a low level, and the operation of the engine speed control section 20 is stopped. Vehicle speed control section 1
0 shifts to a standby mode in which it waits until the above conditions are satisfied.

In this embodiment, the predetermined value ε is set so that unnecessary increase/deceleration is not performed in response to minute fluctuations in the load on the engine 7, and the target gear ratio R2 and the current gear ratio R1 are set.
If the absolute value of the difference between It goes without saying that the system may be operated as it is to realize it.

Further, in this embodiment, the traveling speed is controlled by the main shift lever 60.
Although the rotational position of the roller 2 is detected by the shift sensor 15, the running speed may be detected by other detection means, such as the number of rotations of the drive shaft of the roller 2 that is running.

〔effect〕

As described in detail above, according to the device of the present invention, from the detection results of the load on the engine and the traveling speed, the upper limit traveling speed when the load of the engine reaches the upper limit value is calculated, and the traveling speed is set to realize the upper limit value. is changed steplessly,
Even if the load deviates significantly above or below the upper limit, the gear is immediately shifted to the appropriate running speed, and the engine is forced to operate under over or under load for a long time. This results in excellent effects such as the highest working efficiency according to the engine's capacity.

[Brief explanation of the drawing]

The drawings show one embodiment of the present invention, and FIG. 1 is a schematic right sectional view of a conventional harvester equipped with the device of the present invention, FIG. 2 is a plan view thereof, and FIG. 3 is a diagram showing the device of the present invention. Figure 4 is a graph showing the relationship between running speed and engine load, Figure 5 is a graph showing the relationship between gear ratio in the main transmission and running speed, and Figure 6 is a graph showing the relationship between vehicle speed control. This is a flowchart. 3... Threshing section 4... Reaping section 7... Engine 1
0...Vehicle speed control section 14...Sub-shift switch 15.
...Shift sensor 16...Shift motor 20...
Engine speed control unit 21...Rack position sensor 60...Main gear shift lever 6
1... Sub-shift lever

Claims (1)

[Claims] 1. An engine rotation speed control section that operates to maintain the engine rotation speed at a set rotation speed regardless of the magnitude of the load;
The harvester is equipped with a transmission in which the engine drives the traveling part and the working part, and the traveling speed of the harvesting machine can be changed steplessly, in order to appropriately maintain the load on the working part. , a vehicle speed control device for a harvester that operates the transmission to control a running speed, comprising: a load detection means for detecting a load on the engine related to a load on the working section; and a load detecting means for detecting a running speed in the harvester. a characteristic storage means that stores the relationship between the traveling speed and the load of the engine in the form of a plurality of load characteristics depending on the load state in the working section; and the traveling speed detecting means. Select one of the plurality of load characteristics from the detection result of the detection result and the detection result of the load detection means, and calculate an upper limit traveling speed corresponding to a preset upper limit value of the load of the engine according to the selected characteristic. A vehicle speed control device for a harvester, comprising: calculation means for calculating the calculation result of the calculation means; and means for operating the transmission to realize the calculation result of the calculation means.