JPS63164808A - 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 harvester transports the husk harvested by the reaping section to the threshing section, where it is processed into tax grains and i! The fine grains are extracted by separate processing, and the load on the working parts such as the reaping part and threshing part is:
In these, the amount of grain culms to be processed increases or decreases depending on the amount of grain culms to be processed, while the amount of grain culms to be processed increases or decreases depending on the traveling speed of the harvester, field conditions, etc. Therefore, in conventional harvesting machines,
Some machines are equipped with a vehicle speed control device that changes the traveling speed of the harvester according to increases and decreases in the load in the working part so that each process is carried out under an appropriate load condition at the time of voting. .

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 grain 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 grain to be processed at the working section is The traveling speed is increased in order to increase the amount of culm and increase the load on the working part.

Now, when harvesting with a harvester, after completing the harvesting operation in the -stroke, it is necessary to turn the vehicle in a narrow headland in order to move on to the next stage, and during this turning, the vehicle speed control device must be turned on. If left in operation, the traveling speed will increase rapidly due to a sudden decrease in the load on the working parts, and there is a risk that the aircraft will run out of control and collide with a ridge or the like. Therefore, in the conventional vehicle speed control device, the control operation is prohibited at the time when the harvesting operation of the - stroke is completed, and when the harvesting operation of the next stroke is started, the operating position of the transmission is changed to the position at the end of the previous cycle. The structure automatically sets the operating position at the time of turning, so that when turning, the operator manually operates the operating lever of the transmission to set the traveling speed appropriately while turning. Some systems are designed to automatically achieve an approximately appropriate running speed when starting harvesting work, regardless of the degree of gear change during turning.
(Japanese Patent Application No. 60-368707).

[Problem that the invention seeks to solve]

However, in order to expand its speed range, the transmission of a harvester usually has a main transmission whose operating position can be changed by the operation of a vehicle speed control device, and an auxiliary transmission whose running speed can be changed only by manual operation. If the speed change during turning is performed by operating only the operating lever of the main transmission, the conventional vehicle speed control device will control the appropriate speed at the start of the next stage of harvesting. Although it is possible to set the traveling speed, if the gear change during turning is performed by operating only the operating lever of the auxiliary transmission, or by operating the operating lever in combination with the operating lever of the main transmission. In the conventional vehicle speed control device, it is impossible to set the speed, and depending on the traveling speed stage in the sub-transmission device, the traveling speed of the harvester is either high or low compared to its proper traveling speed. As a result, the load on the threshing section becomes excessive, resulting in clogging, or there is a significant drop in work efficiency immediately after the start of harvesting.

The present invention has been made in view of the above circumstances, and provides a harvesting system in which an appropriate traveling speed is automatically achieved at the start of harvesting work after turning, regardless of the speed change operation means used at the time of turning. The purpose of this invention is to provide a vehicle speed control device for aircraft.

Means for Solving Problem C] 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. , the engine drives the traveling section and the working section, and a main transmission that can change the traveling speed steplessly automatically or manually, and a sub-transmission that can change the traveling speed manually. a harvester having a transmission, the main transmission being operated in order to properly maintain the load on the working part during harvesting work;
A vehicle speed control device for a harvester that controls traveling speed, comprising a speed stage detection means for detecting a traveling speed stage in the g+J transmission, and a working state for detecting whether the current working state is a harvesting work state. (★ When the mountain means and the detection means detect a transition from the birch-hugging state in the previous step to another working state, the operating position of the main transmission immediately before the transition and the speed stage detection means Detection contents are memorized and recorded.
9 means and the said work letter! 3. When the detection means detects a re-transition from the other working state to the subsequent working state,
The detection contents of the speed stage detection means and the above-mentioned 1. a comparison means for comparing the stored contents of the traveling speed stage of the α means, the comparison result of the comparison means, and the detected contents of the speed stage detection means;
Based on the stored content of the operating position of the storage means,
The vehicle is characterized by comprising means for operating the main transmission in order to achieve a traveling speed equivalent to that in the previous stroke.

[Effect]

In the present invention, when the work state detection means detects that the harvesting work state has shifted to the turning state, the storage means stores the operating position of the main transmission immediately before the shift and the traveling speed stage of the sub-transmission. is memorized, and at the time of re-transferring from the harvesting state to the harvesting state of the next stroke, the main transmission is operated based on the memorized value, and the running speed of the harvester is changed to the speed immediately before the end of the previous stroke. Automatically set to travel 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 stand-through type 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 mounted on the upper side of the moving roller 2, and the i'iii Il
A threshing section 3 spanning the entire length in the t direction is installed, and on the right side of the L section of the fuselage 1, a driver's seat OS, an 'lfJ tank' r, and an engine 7 are installed in order from the front, and a reaping section is installed on the front side of the fuselage l. 4 is mounted so that it can be raised and lowered according to the forward and backward movements of the hydraulic cylinder 40.

The driving force of the engine 7 is transmitted to the traveling crawler 2 via a main clutch (not shown), a gear engagement type sub-transmission, an IE transmission using a hydrostatic continuously variable transmission, and a side clutch. The machine body 1 moves on the field surface by the action of the running rollers 2. An operation column 6 provided on the left side of the driver's seat O5 includes a main gear shift lever 60 for changing the gear ratio in the main transmission, and a main shift lever 60 for changing the gear ratio in the main transmission, and a drive speed gear of the auxiliary transmission to "high gear" or "low gear". an auxiliary gear shift lever 61 for changing the engine speed, an accelerator lever 62 for changing the engine speed, an automatic switch 11 for instructing the device of the present invention to start its operation (see FIG. 3), and many others. levers and switches are installed,
The aircraft 1 travels while changing its speed by manually operating each lever by an operator seated in the driver's seat OS or by changing the gear ratio of the main transmission by operating the device of the present invention.

It is also equipped inside the threshing section 3 and handles 6 nn31.1'j!
A dynamic sorting device 32 and the like and a plowing reel 42 installed in the reaping section 4. Karimetsuki 3. The first horizontal general feed 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 41-hour period, the culms carried by the four people as the machine body l moves forward are pulled down backward by the scraping reel 420 rotations, and are cut by the cutting blade 43, and are cut by the cutting blade 43, which is placed in the brat home 45 at the rear of the cutting blade 43. The plant home 4 is in a state where it is lying on top.
The feeder house 5 is conveyed to the position of the front end opening of the feeder house 5 that communicates the rear side of the reaping section 4 with the upper front side of the threshing section 3 by the rotation of the horizontal conveyance auger 44 installed horizontally above the threshing section 3. It is transferred to the chain conveyor 50 provided inside the chain conveyor 50, and is conveyed rearward and upward while being sandwiched between the chain conveyor 50 and the bottom plate of the feeder house 5, and is conveyed from the rear end opening of the feeder house 5. Inside the handling room 30 of the threshing section 3 ・
will be introduced in

The bottom plate of the feeder house 5 is a flat plate inclined with the rear part set at -1, and a grain scale sensor 51 using a piezoelectric transducer is located near the threshing section 3, with its pressure receiving surface facing the bottom plate. A plurality of feeders are arranged side by side in the left-right direction toward the inside of the feeder house 5, aligned with the upper surface of the feeder house 5. The cough culm sensors 51, 51, . . . are configured to detect a level corresponding to the pressure received from the culm when the culm conveyed through the soy-da house 5 by the chain con hair 50 comes into contact with its pressure receiving surface. A signal is emitted to detect the presence or absence of shell culm in the feeder house 5, that is, whether or not the shell culm is being fed to the threshing section 3.

In the handling chamber 30 of the threshing section 3, a screw handling barrel 31 having a double-pinch 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 grain 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 grains are separated by the sorting air blown in the direction of the arrow, and the first grains, such as fine grains, are separated from the sorting air at the bottom of the threshing section 3 on the upstream side of the sorting air! 35
The grains fall upward, are transported to the right inside the first MJ35, are then transported upwards through the grain lifting cylinder 35a connected thereto, are fed into the paddy tank T, and are the unthreshed grains, etc. The second seed falls onto the second sowing 36 on the downstream side of the sorting wind, is conveyed to the right inside the second sown 36, and is then conveyed forward and upward inside the second reducing cylinder 36a connected thereto. being treated in the handling room 30
The grain is reintroduced from the front side and threshed again. Furthermore, other third-class materials such as straw waste are discharged from the rear end of the screw handling barrel 31 without falling from the receiving net 33, as well as through a third-class material that opens at the rear end of the threshing section 3. It is discharged from the mouth 37 onto the field surface.

FIG. 3 is a block diagram showing the configuration of the device of the present invention installed in the conventional harvesting machine configured as described above.
0 is a vehicle speed control section, and 20 is an engine rotation speed control section.

The engine rotation control unit 20 detects the engine rotation speed,
The so-called isochronous control is performed in which the amount of fuel supplied to the engine 7 is controlled so that the detected rotation speed matches a set rotation speed set as described later. First, the engine rotation speed control section 20 is controlled. I will briefly explain the contents.

On the input side of the engine rotation speed control unit 20, a fuel rack (hereinafter referred to as rank) of the fuel injection pump (not shown) of the engine 7 is attached, and the position of the rank is detected.
For example, a rack position sensor 21 using a differential transformer
An engine rotation sensor 22 mounted on the engine 7 and detecting the rotation speed of the engine 7 is connected thereto.

Further, on the input side of the engine speed control unit 20, an accelerator sensor 19 using a potentiometer is attached to the accelerator lever 62 and outputs a potential according to the amount of rotation of the lever 62, and is connected to a relay circuit 19a. As will be described later, an operation command signal is supplied from the vehicle speed control section IO.

On the other hand, the output of the engine speed control section 20 is given to a rank actuator 23, for example, using a near solenoid, which drives the rank, 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, the rack position required to obtain the set rotation speed from the no-load equivalent rack position and the detected rack position,
That is, a numerical table or calculation formula for determining the target rack position and the maximum allowable position of the rack at each rotation speed are stored.

Then, the engine speed control unit 20 performs a correction setting when the detected speed input from the engine speed sensor 22 differs from the set speed set corresponding to the input potential from the accelerator sensor 19 due to a change in load. Calculate the rotation speed, read the no-load equivalent rank position corresponding to the corrected set rotation speed, and calculate the set rotation speed by 1q from this and the actual rack position input manually from the rack position sensor 21.
A necessary target rack position is calculated, and a signal corresponding to this target rack position is issued to the above-mentioned actuator 23. The rank actuator 23 is
The rack is operated to move the rack to the target rack position and the amount of fuel supplied to the engine is adjusted accordingly.

In this way, the engine speed control section 20 maintains the speed of the engine 7 at the set speed corresponding to the input potential from the accelerator sensor 9, regardless of the magnitude of the load. When the circuit 19a is activated, a potential corresponding to the rated rotational speed of the engine is applied to the control section 20 regardless of the amount of rotation of the accelerator lever 62, and the engine 7 is rotated at a constant speed at the rated rotational speed. It has become so.

On the other hand, the vehicle speed control unit 10 includes a CPIJ 10a that performs input/output instructions and control calculations, a IIIAM lOb used for control calculations in the CPU lOa, and an RO that stores various data and control programs necessary for control calculations.
M10c, etc., and based on the current load state of the engine 7, the maximum allowable running speed under the condition that the load of the engine 7 does not exceed a preset upper limit. is calculated, and the gear ratio in the main transmission is changed in order to achieve the calculated speed.

The automatic switch 11 is connected to the input port a1 of the control unit 10, and when the switch 11 is turned on, the input port al changes to a low level.

Also, input boat a2. A3 includes a threshing switch 12 that is turned on when a threshing clutch for engaging and disengaging power to the threshing section 3 is in a stopped state, and a reaping latch for engaging and disengaging 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 the reaping switch 1 is turned on.
3 turns on, the input ports a3 each turn to high level.

In addition, the input port a4 of the vehicle speed control unit IO is connected to the comparator 51a.
A signal obtained by superimposing the outputs of the culm sensors 51, 51, etc. is connected to the + input side of the comparator 5I, 1, and a signal obtained by superimposing the outputs of the culm sensors 51, 51, etc. A predetermined voltage is applied to each of the voltages.

Therefore, when the input boat a, the culm comes into contact with the pressure receiving surface of the culm sensors 51, 51..., and the level of the output signal of the sensors 51, 51... becomes higher than the predetermined voltage. ,
In other words, when the husk is fed to the threshing section 3, Comparison 15
It changes to high level in response to the high level output of 51a.

The input port a5 of the vehicle speed control unit 10 is disposed at the base end of the sub-shift lever 61, and the lever 61 is connected to the "low gear".
An auxiliary speed change switch 14 is connected which is turned on when it is in the side locking position, 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 2J running speed stages of "low speed" and "high speed", and the vehicle speed control unit 10
When the input boat 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-transmission gear) is a "low gear", and when it is at a high level, it is also determined that the traveling speed gear is a "high gear". Each of us recognizes that.

A shift sensor I5, which is attached to the base end pivot portion of the main shift lever 60 and is formed using, for example, a potentiometer, is connected to the input port a6 of the vehicle speed control unit 10, and is connected to a shift sensor I5 that corresponds to the rotation 9 of the lever 60. A signal is given.

Furthermore, a signal corresponding to the target rank position, which is an output of the engine speed control section 20, is given to the input capo (at) of the vehicle speed control section 10.

Input port a6. The signals input to a7 are subjected to predetermined processing at the human interface of the vehicle speed control unit IO, and are taken into the CPU 10a of the vehicle speed control unit 10 as digital data according to the level of each signal.

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 shift lever 60 via a drive circuit (not shown), and output ports b, b2,
(Or same b: When RI reaches a high level, shift motor 1
6 rotates forward (or reversely), and the main shift lever 60 rotates at high speed (
The harvester is rotated to the traveling side (or low speed) and the harvester is sped up (or decelerated).

The output port b of the vehicle speed control section 10 is used for a vehicle speed ramp F to notify the operator that vehicle speed control is being performed, and the output port b is used for turning the sub-shift lever 61 to the speed increasing side. The output ports b3. When b4 becomes low level, each of the lamps is turned on.

Further, the output port b5 is connected to the coil of the relay circuit 19a, and when the output port b5 becomes high level, the coil is excited and the relay circuit 19a is operated, causing the engine to rotate as described above. No. f8 at a level corresponding to the rated rotational speed of the engine 7 is given to the input side of the speed control section 20 and the input boat aB of the vehicle speed control section IO, regardless of the rotational position of the accelerator lever 62. There is.

Furthermore, the output port b6 of the vehicle speed control section 10 is connected to the input side of the engine speed control section 20, and when the output port b6 becomes high level, the input port of the engine speed control section 20 connected to this becomes high level. When reaches a high level,
The control unit 20 is configured to start its operation,
When the output port ba is at a high level, the engine 7 of the filtering machine rotates at a constant speed at the stage chamber rotation speed due to the operation of the engine speed control section 20 as described above, regardless of the magnitude of the load. However, when the output port b6 is at a low level, the output of the accelerator sensor 19 is directly applied to the rank actuator 23, and the rank position is changed by the operation of the accelerator lever 62. The amount of fuel supplied to is adjusted.

Now, 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 plurality of curves indicated as F1 to F indicate the threshing section 3. These are load characteristic curves for various load conditions in working sections such as the reaping section 4, and were obtained by actually performing harvesting operations under each load condition.

In addition, 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 the maximum load is 35 to 9.
It is set to 0%.

Furthermore, FIG. 5 is a graph showing the relationship between the gear ratio R in the main transmission and the vehicle speed V of the IeJ31 when the engine 7 rotation speed is the rated rotation speed, and the curve shown by the solid line in the figure is The curves shown by broken lines show the above relationships when the auxiliary gear is a "high gear" and when the auxiliary gear is a "low gear".

Each of the curves in FIGS. 4 and 5 represents the CPU 10 of the vehicle speed control unit
The data used for the control calculation in a is stored in the ROM 10c in the form of a numerical table or a near-value equation proximal to these. Furthermore, the ROM 10c contains an arithmetic expression for determining the gear ratio R in the main transmission from the limited maximum load factor E cmaxO value, the rotational position of the main shift lever 60, and the load factor E in the engine 7 from the rank position. Various data and formulas are stored, such as calculation formulas for.

Now, the operation of the device of the present invention constructed as described above will be explained with reference to the flowcharts of FIGS. 6 and 7 showing the control contents of the vehicle speed control section 1O, and the above-mentioned FIGS. 4 and 5.

The vehicle speed control unit IO starts its operation by turning on the key switch to start the engine 7, and first checks the on/off state of the automatic switch 11 and the threshing switch 12 based on the levels of the person's capo (a) al and a2, and then Automatic switch 11. If either or both of the threshing switches 12 are off, then check the set state with the flag Fx indicating the presence or absence of the stored values of the gear ratio and sub-gear in the main transmission, and if the threshing switch 12 is set, 1&, which resets this, sets the output port b3 to high level and turns off the vehicle speed lamp 17, and output port b5. Control operation in standby mode is performed with both b6 set to low level, and this state is maintained until the automatic switch 11 and the threshing switch 12 are turned on.

This is a control tart mode that is selected when driving on a road, for example, and since the output port b6 is at a low level, the engine rotation speed control section 20 is not performing its control operation, and the output port b5 is at a low level. - Since it is a bell, the output signal of the accelerator sensor 19 is directly given to the rack actuator 23. That is, the amount of fuel supplied to the engine 7 is adjusted by rotating the accelerator lever 62, and the engine 7 rotates at a rotational speed corresponding to the load at that time.

On the other hand, when both the automatic harvesting switch 11 and the threshing switch 12 are on, the vehicle speed control section 10 then controls the on/off state of the reaping switch 13 and the husk to the threshing section 3 according to the level of the input boat a] + a4. If the reaping switch 13 is off or the culm is not being fed, the state of the flag Fx is checked and the flag Fx is in the reset state, indicating that the main transmission If there are no stored values for the gear ratio and auxiliary gear, the gear ratio R2 calculated in the vehicle speed control mode and the auxiliary gear detected in that mode, which will be described later, are set to R3 and D3, respectively.
If the flag Fx is in the centered state and there are already stored values for the gear ratio and sub-gear, the current values R3 and D3 are held in 4.1. .

Next, the vehicle speed control unit 10 sets the output port b3 to a low level and lights up the vehicle speed lamp 17, and
A control operation in constant speed mode is performed by setting the output port b5 to a low level and the output port b6 to a high level. The constant speed mode is activated immediately after the start of harvesting work, when the culm cut by the reaping section 4 has not yet reached the mounting position of the culm sensor 51, or during turning operation on the headland. This is a control mode that is automatically selected when the reaping section 4 is not operating or the feeding of the culm is interrupted, and in this constant speed mode, the output capos 1 to b6 are high. Since the output port b5 is at a low level and the relay circuit 19a is not operating, the engine speed control section 20 is performing its control operation. The value corresponds to the input signal from the accelerator sensor 19 corresponding to the rotation 9 of the lever 62. Therefore, the engine 7 of the harvester in the constant speed mode is rotated at a constant speed at a set rotation speed appropriately set by the rotating position of the accelerator lever 62, and the harvester is rotated at a constant speed by the main speed change lever 60 manually operated by the operator. The vehicle runs at a constant speed corresponding to the position of the sub-shift lever 61. In this constant speed mode, the vehicle speed control section 10 controls the engine 7
For example, when an emergency stop switch (not shown) is turned on without performing a vehicle speed control operation that changes the gear ratio R in the main transmission according to an increase or decrease in the load applied to the main transmission, the output port b2 is set to a high level and the main transmission is Only an emergency stop operation is performed in which the shift motor 16 is reversed until the gear ratio in the device becomes 0.

Now, it is confirmed that the reaping switch 13 is turned on and the culm is being fed to the threshing section 3.
If it is confirmed by the level a4, then the heavy speed control unit 10 sets the set state of the flag Fy, which indicates whether or not manual operation of the main shift lever 60 or the sub shift lever 61 has been confirmed, for j cycles. When the flag Fy is in the reset state, the presence or absence of manual operation is checked.

The presence or absence of manual operation is determined based on the comparison result with the current gear ratio R calculated based on the input signal from the main transmission gear ratio R2 and the front and rear sensors 15 in the vehicle speed control mode, which will be described later. The determination is made based on the comparison result between the sub-shift stage detected in the vehicle speed control mode and the current sub-shift stage detected based on the level of input capo a5. As a result, between R2 and R or Dl and D
If a difference is recognized between the two and it is determined that the main gear shift lever 60 or the auxiliary gear shift lever 61 has been manually operated, the flag Fy is set, and after waiting for a predetermined time (T+5ec), The on/off state of the reaping switch 13 and the presence or absence of feeding of the husk to the threshing section 3 are checked, and if the reaping switch 13 is off or the culm is not being fed, the mode is changed to the constant speed mode as described above. If the reaping switch 13 is turned on and the culm is being fed, then the flag F51 is set.
After resetting y, if it is determined that no manual operation was performed at the step where the presence or absence of manual operation was previously determined, the process proceeds to the next step. The above-mentioned operation occurs when the main shift lever 60 or the auxiliary shift lever 61 is manually operated at the front in order to reduce the vehicle speed to a certain extent prior to turning operation on the headland, and when the main shift lever 60 or the auxiliary shift lever 61 is manually operated during the harvesting operation for some purpose. In the former case, after the manual operation is confirmed and flag Fy is set, while waiting for the predetermined time T15ec, Either the reaping latch is shut off by the operator's manual operation and the reaping switch 13 is turned off, or there is no husk to be harvested and no husk is fed to the threshing section 3, so the mode shifts to constant speed mode. , whereas in the latter case,
Even after the predetermined time Tl5ec has elapsed, the reaping switch 13 is turned on and the feeding of the husk to the threshing section 3 continues, so the vehicle speed control section 10 selects the next step to shift to the vehicle speed control mode. will proceed to the next step.

After checking whether there is a manual operation, the vehicle speed control unit 1O first flags the flag F before shifting to the vehicle speed control mode.
Check the cent state of x. Then, when the flag Fx is set and the above-mentioned stored values R3 and D3 are present,
The vehicle speed control unit 10 recognizes the current sub-shift stage based on the level of the driver's capo (a5), compares this with the stored value D3, and if both are the same, the main transmission gear is changed. In order to set the gear ratio to the memorized value R3, input capo a6
While calculating the current gear ratio R using the human input signal,
The output port bl or b2 is set to a high level, and the shift motor 16 is rotated forward or reverse to change the gear ratio. On the other hand, if the current auxiliary gear stage and the stored value D3 are different, the vehicle speed V3 when the stored values R3 and D3 are realized is determined by the relationship between the gear ratio and the vehicle speed in the main transmission shown in FIG. The gear ratio R2 in the main transmission to realize this calculated value V3 in the current sub-gear is calculated based on the graph shown, and then the gear ratio R2 in the main transmission is calculated based on this graph. In order to obtain the calculated value R1, the shift motor 16 is rotated forward or reverse to change the gear ratio. If the stored value D3 of the auxiliary gear is "high gear" and the current auxiliary gear is "low gear", then step 1. The gear ratio R4 corresponding to the vehicle speed v3 calculated on the solid line in FIG. 5 corresponding to the α value R3 is calculated on the broken line in FIG. , when the current sub-shift stage is "high speed", the vehicle speed V3 is calculated on the broken line in FIG. 5 corresponding to the stored value R.
The gear ratio R1' corresponding to ' is calculated on the solid line in FIG.

After changing the gear ratio in the main transmission in this way, and when the flag Fx is in the reset state, the vehicle speed control unit IO next changes the output gear ratio b3 while maintaining the current gear ratio. The vehicle speed lamp 17 is turned on as a low level, and the output port b7. Control operation in vehicle speed control mode is performed by setting both b6 to high level. Vehicle speed control mode is automatic switch 1. This is a control mode that is automatically selected when the threshing switch 12 and the reaping switch I3 are all turned on and the husk is being fed to the threshing section 3, that is, when normal harvesting work is being performed. , in this vehicle speed control mode, as described above, the output port br
, is at a high level, so the number of revolutions per engine; t
Since the ilJ control unit 20 is performing its control operation, and the output port b5 is at a high level, and the relay circuit 19a is operating, the control unit 20 has no control, regardless of the rotational position of the accelerator lever 62. First, a signal at a level corresponding to the rated rotational speed of the engine 7 is provided. Therefore, in the vehicle speed control mode, the engine 7 of the harvester always rotates at its rated speed, and the main transmission is changed by the operation of the vehicle speed control section 10 in response to increases and decreases in load as described later. #V at the speed corresponding to the gear ratio! The machine runs.

The flowchart in FIG. 7 shows the control contents of the vehicle speed control section IO in the vehicle speed control mode.The vehicle speed control section 10 first recognizes the sub-gear as HI according to the level of its input port a5, and then If the gear is in "low gear", the output port b is changed to low level, the speed increase tb indicator clamp 8 is lit, and the operator is instructed to rotate the sub-shift lever 62 to "high gear". Instruct. This instruction is given because if the auxiliary gear is a "high gear", the vehicle speed can be changed over a wider range as shown in Figure 5.
This is because the vehicle speed control range becomes wider, and the sub-shift lever 62
The vehicle speed control section 10 performs the following operations regardless of whether or not there is a rotation operation.

Next, the vehicle speed control unit 10 determines the rotational position of the main shift lever 60 from the signal input to the input port a6.
The rack positions are recognized from the signals input to the ROM 10c, and the respective /i
According to formula 1, the current load factor E1 applied to the transmission gear ratio R1 and the engine 7 is calculated, and the transmission gear ratio R and the previously recognized current auxiliary gear stage are calculated.
From this, find the vehicle speed ■1 based on the relationship shown in Figure 5,
Furthermore, from this value of Vl and the load factor E, a state point C1 representing the current load state is found on the graph of FIG.
is specified, and a load characteristic curve F1 that matches the state point C1 is selected from the load characteristic curves F and -FD.

The load characteristic curve F1 selected in this way is applied to the threshing section 3.
It corresponds to the current load condition in working parts such as the reaping part 4, and the working parts such as the planar planting density of culms on the field surface or the average number of grains attached per culm. The load factor E on the engine 7 changes along the curve F according to the vehicle speed V of the harvester unless the load factor changes.

Therefore, after selecting the load characteristic curve F1 as described above, the vehicle speed control section 10 selects the load characteristic curve F1 as shown in FIG.

The vehicle speed corresponding to the above-mentioned maximum load factor E ctnax is calculated as the target vehicle speed V2, and from this calculated value, the target gear ratio R2 in the main transmission is calculated based on the relationship shown in FIG. Then, compare this with the current gear ratio R1 calculated earlier, and if the absolute value of the difference between the two is less than a preset sufficiently small positive predetermined value ε,
Current gear ratio R.

is determined to be an appropriate gear ratio, and this is set as the target gear ratio R2.
B. If the absolute value of the difference is greater than ε and it is necessary to change the gear ratio for speed increase or deceleration while maintaining the current rotational position of the main gear shift lever 60, According to the magnitude relationship between the target gear ratio R2 and the current gear ratio R1, the current gear ratio R1 is sequentially calculated from the signal input to the input capo-1-a6, and the output port b1 or the output port b2 is calculated.
is set to a high level, the shift morph 16 is rotated forward or reverse, and in order to achieve the target vehicle speed V2, the main shift lever 60 is rotated until R becomes equal to R2 to increase or decelerate the speed.

When the speed is increased or decelerated in this way, the engine 7 is reloaded after a predetermined time (T25ec), which is set in anticipation of the time required for the load applied to the engine 7 to increase or decrease according to the vehicle speed after the gear change. If you do not increase or decelerate, immediately
The vehicle speed control unit 10 returns to the predetermined stage in the chart 1.1 of FIG. 6, and the automatic switch 1! , ,'jA
After checking the on/off states of the grain switch 12 and the reaping switch 13 and whether or not the culm is being fed to the threshing section 5, a control mode suitable for the situation is selected, and the IF I
Perform the above-mentioned 01 work according to the R mode.

Since the vehicle speed control section 10 operates as described above, during normal harvesting work performed with the automatic switch 11 turned on, both the threshing switch 12 and the reaping switch 13 are turned on, and the culm sensor 51 detects the threshing section 3. Each time the shell culm is detected, the control mode of the vehicle speed control unit 10 becomes the vehicle speed control mode. Current load factor 13□ at 7, “1 mark vehicle speed V
2 and the target gear ratio R2, and in order to realize the target vehicle speed 2, the main gear is changed and the gear ratio 860 is rotated so that the gear ratio of the main transmission almost matches the target gear ratio R2. . When the harvesting operation of the - process is completed and the harvester is turned around at the headland, the reaping switch 13 is turned off by the operator's operation to shut off the reaping latch, or the threshing section 3
When the level of the output signal from the shell culm sensor 51 decreases due to the disappearance of the shell culm to be fed to the shell culm, the control mode of the vehicle speed control section 10 shifts to the constant speed mode. Then, the auxiliary gear stage D1 detected in the vehicle speed control mode immediately before the transition to the constant speed mode and the target gear ratio R2 in the main transmission calculated in the same mode are recorded as D3 and R3, and flagged. As long as Fx is set and the constant speed mode continues, the flag Fx remains in the cent state. When the turning operation at the headland is completed and the next stage of harvesting work is to begin, the reaping latch is engaged, the reaping switch 13 is turned on, and the reaping section 4 reaps the harvest. When the shell culm is detected by the shell culm sensor 51, the control mode of the vehicle speed control section 10 shifts to the vehicle speed control mode again, but prior to this, since the flag Fx is set, The gear ratio of the main transmission and the gear of the auxiliary transmission are changed based on the stored values R3 and D3, and the vehicle speed of the harvester is automatically adjusted to the vehicle speed immediately before the end of the previous harvesting operation, Even if the main gear shift lever 60 or the auxiliary gear shift lever 61 is manually operated to reduce the vehicle speed in order to avoid collision with the ridge etc. during the turning operation, the vehicle speed will be approximately at the correct speed immediately after the start of harvesting work in the next process. Harvesting work is carried out at a speed that is reasonable.

In this embodiment, a hydrostatic continuously variable transmission is used as the main transmission, but other types of continuously variable transmission may be used. It goes without saying that the number of stages is not limited to the two stages shown in this embodiment.

〔effect〕

As detailed above (according to the device of the present invention, at the time of transition to the harvesting state, the operating position of the main transmission and the running speed of the GLL transmission during the harvesting operation of the previous process are memorized, At the time of starting harvesting work, the main transmission is operated based on the stored contents and the current running speed of the sub-transmission. The running speed is
The load condition on the engine is automatically set to approximately the appropriate level, and the harvesting operation is performed under the appropriate load condition immediately after the start of harvesting, improving work efficiency and preventing clogging due to overload. It has excellent effects such as being able to prevent.

[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. FIG. 4 is a graph showing the relationship between the running speed and engine load. FIG. 5 is a graph showing the relationship between the gear ratio in the main transmission and the running speed. FIGS. The figure is a flowchart showing the control contents of the vehicle speed control section. 3... Grain explanatory section 4... Reaping section 7... Engine 1
0... Vehicle speed control section 12... Threshing switch 13...
・Reaping switch 14...Sub-shift switch 15...
Shift sensor 16...Shift morph 20...Engine speed control section 51...Culm sensor 60...Main gear shift lever 61...Sub gear shift lever Patent Distributor Yanmar Agricultural Machinery Co., Ltd. Agent Patent attorney Norio Kono■ 4th Seki

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 engine drives the traveling section and the working section, and there is also a main transmission that can change the traveling speed steplessly automatically or manually, and a sub-transmission that can manually change the traveling speed. A vehicle speed control device for a harvesting machine, which is installed in a harvesting machine having a device, and operates the main transmission to control the traveling speed in order to properly maintain the load on the working part during harvesting work. , speed stage detection means for detecting the travel speed stage of the sub-transmission device; work state detection means for detecting whether the current work state is a harvest work state; storage means for storing the operating position of the main transmission immediately before the transition and the detection contents of the speed stage detecting means when a transition from one to another working state is detected; the working state detecting means; When a re-transition from the other work state to the work state of the subsequent process is detected,
Comparing means for comparing the detected contents of the speed stage detecting means and the stored contents of the traveling speed stage of the storage means; Comparing means for comparing the comparison result of the comparing means, the detected contents of the speed stage detecting means, and the stored contents of the traveling speed stage of the said storing means. A vehicle speed control device for a harvester, comprising means for operating the main transmission in order to achieve the same traveling speed as in the previous stroke based on the stored contents of the operating position.