WO2015046185A1

WO2015046185A1 - Series hybrid combine

Info

Publication number: WO2015046185A1
Application number: PCT/JP2014/075164
Authority: WO
Inventors: 山中　之史; 仲島　鉄弥; 押谷　誠; 高尾　吉郎; 池田　博
Original assignee: 株式会社クボタ
Priority date: 2013-09-27
Filing date: 2014-09-24
Publication date: 2015-04-02
Also published as: JP2015065894A; JP6129046B2

Abstract

[Problem] To provide a series hybrid combine wherein a traveling device is driven by a motor with superior shift characteristics, and wherein a small engine having good fuel consumption is mounted as a drive source for the motor. [Solution] A series hybrid combine is provided with: a motor (82) that is driven by electricity from a generator (81) driven by an engine output; a traveling device (1) having a left crawler traveling body (1a) and a right crawler traveling body (1b) that are driven independently of each other by rotational power from the motor (82); and a vehicle speed setting operating device for setting vehicle speed according to an operating position. The series hybrid combine is further provided with: a motor rotational speed calculation unit for calculating, on the basis of the operating position, a motor command rotational speed forming a control target rotational speed for the motor; and a motor rotational speed modification unit for modifying the motor command rotational speed on the basis of a degree of turning derived from the difference in drive speed for the left crawler traveling body (1a) and the right crawler traveling body (1b).

Description

Series hybrid combine

The present invention includes an engine, a generator driven by the output of the engine, a motor driven by electric power from the generator, a left crawler traveling body and a right driven independently of each other by rotational power from the motor. A traveling device having a crawler traveling body, a vehicle speed setting operation device for setting a vehicle speed according to an operation position, an electric machine control unit for controlling the generator and the motor, and an engine for controlling the output of the engine The present invention relates to a series hybrid combine equipped with a control unit.

An engine for transmitting power to the traveling device, an electric motor, a generator for generating electric power by driving the engine, a battery for storing electric power generated by the generator for driving the electric motor, and the electric motor or the internal combustion engine or its A hybrid combine comprising a working device driven by both is known from US Pat. This hybrid combine selects either a charging mode in which the electric power generated by the generator is stored in the battery or an assist mode in which at least a part of the electric power stored in the battery is used as power for the work device. Can drive. In such a hybrid combine, since the electric motor driven by the electric power from the battery charged when the engine has sufficient capacity can supplement the engine output, a smaller engine can be used. As a result, reduction of combustion exhaust gas emissions and engine noise can be realized. However, a large-capacity battery required for accumulating engine surplus power as electric power and a control device for feeding / charging control of the battery increase a cost burden.

An electric motor for driving and harvesting that drives a traveling device and a harvesting processing device that harvests and conveys the crops backward, an electric motor for threshing that drives a threshing device that threshs the harvested crops, and power generation driven by an engine A hybrid combine equipped with a machine is known from US Pat. In this combine, since each of a traveling apparatus, a cutting processing apparatus, and a threshing apparatus is driven with an electric motor, the outstanding drive characteristic which an electric motor has can be used effectively. However, as long as the conventional engine is mounted and the generator is driven by the engine, no effect can be expected in terms of reducing engine noise and fuel consumption. On the contrary, when the electric power from the generator obtained by driving the engine under the most fuel-efficient condition is stored in a large battery and the electric motor is fed from this battery, even if the fuel consumption can be suppressed, The cost of the battery itself and the cost of battery charging / power feeding control are significant burdens.

In the field of passenger cars, parallel hybrids that switch between the engine drive mode that the traveling device gives when using the rotational power from the engine and the motor drive mode that uses the rotational power of the motor are widely used. However, the parallel hybrid has a problem that the power switching mechanism between the engine driving mode and the motor driving mode becomes complicated, and the cost of the power transmission mechanism (transmission) increases.

JP 2004-242558 A JP 2013-70642 A

In view of the conventional hybrid combine as described above, there is a demand for a hybrid combine that realizes further pursuit of the advantage of driving the traveling device with a motor having excellent speed change characteristics, elimination of inconvenience caused by a large battery for motor power supply, and the like. . Furthermore, in order to improve the fuel consumption of the engine serving as the motor drive source, motor control is required so that the engine as small as possible (small output) can be mounted.

The series hybrid combine according to the present invention includes an engine, a generator driven by the output of the engine, a motor driven by electric power from the generator, and a left crawler driven independently by the rotational power from the motor. A traveling device having a traveling body and a right crawler traveling body, a vehicle speed setting operation device for setting a vehicle speed according to an operation position, an electric machine control unit that controls the generator and the motor, and an output of the engine An engine control unit for controlling the plant and a farm work device for harvesting crops. Furthermore, as a control function unit, a motor rotation number setting unit that calculates a motor command rotation number that is a control target rotation number of the motor based on an operation position of the vehicle speed setting operation device, and outputs the motor command rotation number to the electric machine control unit; A motor rotation speed correction unit that corrects the motor command rotation speed based on a turning degree derived from a difference in driving speed between the left crawler traveling body and the right crawler traveling body;

According to this configuration, the motor command rotation speed is calculated based on the operation position with respect to the vehicle speed setting operation device, and the calculated motor command rotation speed is determined based on the degree of turn of the combine (such as sudden turn or slow turn). It is corrected by the turning degree representing). In this combine, since a pair of left and right crawler traveling bodies is used as a traveling device, a large traveling that varies depending on the degree of turning when the vehicle is created due to the difference in driving speed between the left crawler traveling body and the right crawler traveling body. Resistance arises. Since this running resistance becomes a rotational load of the motor, the generator is required to increase the supply power in order to increase the motor torque. As a result, the engine load increases. If a small engine is employed to improve engine fuel consumption, a sudden engine load will cause a drop in engine speed and, in the worst case, engine stall. In order to avoid such a problem, the motor rotation speed correction unit corrects the motor command rotation speed calculated from the operation position of the vehicle speed setting operation device based on the turning degree. In order to reduce the motor load and consequently the engine load, the motor speed is basically lowered. With the configuration of the present invention, problems such as engine stall can be avoided even if the engine is downsized to save energy.

回避 When avoiding the phenomenon of engine instability due to the degree of turning, it is necessary to minimize the drivability of the combine operated by operating the vehicle speed setting operation device as much as possible. For this purpose, in one preferred embodiment of the present invention, the motor rotation speed correction unit does not correct the motor command rotation speed when the rotation degree is a predetermined value or less, and the rotation degree is When the predetermined value is exceeded, the motor command rotational speed is corrected with the rotational speed reduction amount calculated according to the excess.

Furthermore, the motor load generated during turning increases as the vehicle speed increases. For this reason, in a preferred embodiment of the present invention, a speed state determination unit that detects a speed state value representing a vehicle speed is provided, and the motor rotation number correction unit is configured to detect the speed state value and the turning degree. Based on this, the motor command rotational speed is corrected. With this configuration, optimization of the motor rotation speed is realized in consideration of the load caused by the turning degree at that time and the vehicle speed at that time. The speed state value required here can be detected by various methods, but the vehicle speed, which is the driving speed of the traveling device, depends on the motor speed, and can be replaced by the motor command speed. This contributes to simplification of the control because the motor command rotational speed is originally used in the motor rotational speed correction control.

Note that if the correction amount by the motor rotation speed correction unit for the motor command rotation speed based on the driver's operation on the vehicle speed setting operation device is too large, a large deceleration unintended by the driver occurs. Moreover, lowering the motor speed more than necessary does not contribute to eliminating the motor load. For this reason, in a preferred embodiment of the present invention, the motor rotation speed correction unit is prohibited from correcting such that the motor command rotation speed is equal to or lower than a preset minimum rotation speed.

避ける In order to avoid a large motor load, it may be insufficient to only correct (decrease) the motor command rotational speed based on the driver's operation on the vehicle speed setting operation device. Therefore, in a preferred embodiment of the present invention, a target speed calculation unit that calculates a target rotational speed of the engine based on an operation position of the vehicle speed setting operation device, and a calculation based on the target rotational speed. And an engine command rotational speed calculation unit for outputting the engine command rotational speed to the engine control unit. As a result, when the driver's operation on the vehicle speed setting operation device gives a large load to the motor and the engine, not only the motor command rotation speed is corrected, but also the engine command rotation speed is selected to be adapted to the engine load that can be generated. As a result, more stable operation is realized.

では In a combine that is an object of the present invention, the maneuvering is more stable when the speed setting operation and the turning setting operation are clearly distinguished. For this reason, it is preferable that the vehicle speed setting operation device includes at least a speed setting lever and a turning setting lever.

It is a schematic diagram explaining the basic principle of this invention. It is a whole side view of a combine which is one of the concrete embodiments of the present invention. It is a whole top view of a combine. It is a vertical side view of a threshing apparatus. It is a schematic diagram which shows the power transmission mechanism which supplies the rotational power from an engine to a handling cylinder and a selection part. It is a schematic diagram which shows the power transmission mechanism which supplies the rotational power from a motor to the crawler traveling body arrange | positioned at the left and right of a vehicle body width direction, and a cutting process part. It is a functional block diagram which shows a power control system. It is a schematic diagram explaining the engine speed control (power on demand control) according to engine load.

Before describing a specific embodiment of a series hybrid combine according to the present invention, the basic principle of the present invention will be described with reference to FIG.
Note that this series hybrid combine is a battery-less serial hybrid vehicle, and since the vehicle cannot be driven by electric power from the battery, power is supplied from a generator that generates power with a constantly rotating engine. It travels with a motor.

FIG. 1 schematically shows power transmission and power control in a series hybrid combine (hereinafter simply referred to as a combine or vehicle) of the present invention. The starting point of power transmission is an internal combustion engine, here a diesel engine (hereinafter simply referred to as an engine) 80. The rotational speed of the engine 80 is controlled by an engine control unit 86 that employs an electronic governor system, a common rail system, or the like. A generator 81 that generates electric power using rotational power output from the engine 80 is connected to the engine 80 serving as a rotational power source. The electric power output from the generator 81 is converted into electric power by the electric power converter 84 controlled by the electric machine control unit 85, and drives the motor 82 as another rotational power source. The rotation speed and torque of the motor 82 are controlled according to the power conversion by the power conversion unit 84. The end point of the power transmission is the farm work device W composed of a device for harvesting crops and the traveling device 1 for running the combine.

The farm work device W includes an engine drive work device WE that receives power directly from the engine 80 and a motor drive work device WM that receives power directly from the motor 82. The traveling device 1 includes a pair of left and right crawler traveling bodies driven independently of each other, that is, a left crawler traveling body 1a and a right crawler traveling body 1b. Between the motor 82 and the traveling device 1, there is provided a power transmission mechanism 50A including a transmission 47 capable of transmitting speed change power with different rotational speeds to the left crawler traveling body 1a and the right crawler traveling body 1b. .

The vehicle speed setting including turning (steering) of the vehicle due to the speed difference between the left crawler traveling body 1a and the right crawler traveling body 1b is performed by a vehicle speed setting operation device OD operated by the driver. Here, the vehicle speed setting operation device OD is constituted by a plurality of operation tools including a turning setting lever and a speed setting lever for setting turning (steering), but is constituted only by a common single operating tool. May be. The operation position of the vehicle speed setting operation device OD, the shift state of the power transmission mechanism 50A, the drive state of the farm work device W, and the like are detected by the positions of various sensors and various switches. Thereby, the information indicating the driving state relating to traveling such as straight traveling, turning traveling, and traveling on the road, during the cutting operation, before and after the cutting operation, and the operation driving state such as grain discharge can be used at any time.

When the crawler type traveling device 1 is employed, a large load is generated when the vehicle is turned by the difference in driving speed between the left crawler traveling body 1a and the right crawler traveling body 1b. Since such a load varies depending on the degree of turning representing the degree of turning, the number of revolutions of the motor 82 is corrected to such an extent that the engine 80 can accept the load depending on the degree of turning. The basic flow of such control is schematically shown in FIG. 1, and will be described below with reference to FIG.

First, the operation positions of the vehicle speed setting operation lever and the turning setting operation lever constituting the vehicle speed setting operation device OD are detected. This operation position includes vehicle speed operation position information for vehicle speed setting and turning operation position information for turning setting for creating a difference in driving speed between the left crawler traveling body 1a and the right crawler traveling body 1b. .

Based on the vehicle speed operation position information included in the operation position, a motor command rotation speed (indicated by MC-RPM in FIG. 1) that is a control target rotation speed of the motor 82 is calculated. An operation position-motor command rotation speed map for deriving a motor command rotation speed using the operation position as an input parameter is used. Further, the driving speeds of the left crawler traveling body 1a and the right crawler traveling body 1b are calculated based on the turning operation position information for turning setting included in the operation position. Here, the operation positions are input parameters. The operation position-left / right crawler driving speed map for deriving the driving speed of the left crawler traveling body 1a and the right crawler traveling body 1b is used. Further, the turning degree is calculated from the difference in driving speed between the left crawler traveling body 1a and the right crawler traveling body 1b. Although a control map is used here, a control arithmetic expression or a control logical expression may be used.

Note that the turning operation position information for turning setting included in the operation position is also used as a shift command of the turning transmission mechanism incorporated in the transmission 47, but its configuration is well known. Description of is omitted.

The motor command rotational speed calculated using the operation position-motor command rotational speed map is corrected by a correction request determined based on the turning degree. As a condition for this correction, not only the turning degree but also the vehicle speed is used here. A control map is used in which a correction request is derived using the turning degree and the vehicle speed as input parameters. The vehicle speed depends on the motor command rotational speed. However, when the transmission 47 is provided with a speed change mechanism such as an auxiliary speed change device, the output speed of the motor 82 can be obtained as an accurate vehicle speed that is the driving speed of the traveling device 1 by taking the speed ratio into consideration. . Here, since the correction coefficient is included in the correction request, the motor command rotational speed is corrected by this correction coefficient when correction is necessary. The corrected motor command rotational speed may of course not be corrected, but is sent to the electric machine control unit 85 as a motor control command.

Note that when the turning degree is small, the load applied to the motor 82 is not so different from that during straight running. For this reason, in the correction of the motor command rotational speed, when the turning degree is less than or equal to a predetermined value, the correction to the motor command rotational speed is not performed, and when the turning degree exceeds the predetermined value, the calculation is made according to the excess. The condition is set so that the motor command rotational speed is corrected with the rotational speed reduction amount. When calculating the amount of rotation speed reduction according to the excess amount, the amount of rotation speed reduction amount can be derived with a simple control map by dividing the excess amount in stages and assigning the amount of rotation speed reduction amount to each. Control is easy. Further, if the motor 82 is rotated at a predetermined value or less, the efficiency is deteriorated. Therefore, the correction that the motor command rotational speed is set to be equal to or lower than a preset minimum rotational speed is prohibited. Since the correction of the motor command rotational speed based on the turning degree is particularly necessary during high-speed running, a condition that functions only when the sub-transmission device is set to the high speed stage may be introduced.

Here, from the viewpoint of explanation, the calculation of the motor command rotation speed, the calculation of the crawler drive speed, the calculation of the turning degree, and the correction of the motor command rotation speed have been divided, but can be arbitrarily integrated. It is. In extreme cases, a map for directly deriving the motor command rotation speed and the correction coefficient from the operation position of the vehicle speed setting operation device OD, and further the final correction motor command rotation speed directly from the operation position of the vehicle speed setting operation device OD. A map for deriving (including the uncorrected motor command rotational speed) may be created and used.

The above-described control process for finally obtaining the motor command rotational speed starting from the operation position of the vehicle speed setting operation device OD can be realized by a computer program installed in the ECU mounted on the combine. Simply, it can be mathematically expressed as follows.
If the data value of the operation position for setting the vehicle speed is X, the calculated motor command rotation speed is MC-RPM, and the operation position-motor command rotation speed map is expressed by the function F, the motor command rotation speed is
MC-RPM = F (X)
Is required. The MC-RPM may be recalculated in consideration of the shift state of the transmission 47 to obtain the vehicle speed state value, or the vehicle speed state value may be obtained from the vehicle speed detection unit.
In addition, if the data value of the operation position for setting the turn is Z, the left crawler drive speed is CL, the right crawler drive speed is CR, and the operation position-crawler drive speed map is expressed by the functions Gleft and Gright, the left crawler drive speed is ,
CL = Gleft (Z)
CR = Gright (Z)
Is required.
By calculating the difference between the two driving speeds, the speed difference between the left and right crawler traveling bodies: ΔC can be obtained, but if the operation position-crawler driving speed difference map is created and expressed as a function: G, The speed difference of the crawler traveling body
ΔC = G (Z)
Is required. When the turning degree: SL is expressed by M and a function (preferably a map or a conditional expression) derived from the speed difference: ΔC is expressed by M, the turning degree is
SL = M (ΔC)
Is required.
When the correction coefficient (correction request) is k, and the function for deriving the correction coefficient from the vehicle speed state value: SP and the turning degree: SL and the above-described conditions is represented by J, the correction coefficient is
k = J (SP, SL)
Is required.
Motor command rotation speed: MC-RPM correction value is expressed as K
Modified MC-RPM = K (MC-RPM, k)
It is obtained by.
Note that each function described above is not a function with a strict meaning, does not need to be linear or non-linear, and may represent a discrete relationship, or simply represents a relationship that connects an input parameter and an output parameter. It's okay. Such a function is obtained from empirical and experimental considerations based on the specifications of the engine 80, the generator 81, and the motor 82.

In the combine according to the present invention as described above, when a load is applied to the motor 82, electric power corresponding to the load is supplied from the generator 81 to the motor 82. This is because the generator 81 generates such electric power. In addition, a load corresponding to that is applied to the engine 80. That is, applying a load to the motor 82 means applying a load to the engine 80. For this reason, an engine 80 having a large output that can be applied to the largest anticipated load may be mounted. However, such an engine 80 is heavy and has a low fuel consumption, which is disadvantageous in terms of energy saving. In the present invention, a small and lightweight engine 80 is mounted in consideration of energy saving.

Basically, since the output of the engine 80 increases with the rotational speed, the engine performance can be used up when the engine 80 is rotated at the rated maximum rotational speed, but the fuel consumption increases. Therefore, here, the engine command rotational speed commanded to the engine control unit 86 is switched according to the operation position of the vehicle speed setting operation device OD. For example, the maximum rotation speed is set when a heavy load occurs, the medium rotation speed is set when a medium load occurs, and the low rotation speed is set when a low load occurs, This improves fuel consumption. For this reason, the ECU is also provided with an operation position-engine command rotation speed map for deriving the engine command rotation speed from the operation position.

Next, one specific embodiment of a series hybrid combine (hereinafter abbreviated as a combine) according to the present invention will be described with reference to the drawings. FIG. 2 is a side view of the combine, and FIG. 3 is a plan view.

This combine includes a crawler type traveling device 1 including a left crawler traveling body 1a and a right crawler traveling body 1b, and an airframe 2 supported by the traveling device 1 on the ground. A cutting processing unit 3 is disposed in the front of the machine body 2. At the rear of the machine body 2, a threshing device 4 and a grain tank 5 are arranged side by side in the machine body crossing direction on the left and right sides in the machine body advance direction. Further, a boarding operation unit 7 is disposed in front of the grain tank 5.

The cocoon cutting processing unit 3 can swing up and down around the horizontal axis P1 by operating the cylinder CY. The crops harvested by the mowing processing unit 3 are threshed by the threshing device 4, and the grains obtained by the threshing device 4 are stored in the grain tank 5. The harvesting processing unit 3, the threshing device 4, and the boarding operation unit 7 are attached to a body frame 6 constituting the body 2.

The cocoon cutting processing unit 3 includes a cutting unit 8 located at the front of the vehicle body, and a vertical transfer device 9 as a crop transfer unit that transfers the crops harvested by the cutting unit 8 toward the rear upper side of the vehicle body. The vertical conveying device 9 conveys the harvested cereal meal backward and delivers it to the feed chain 18. The cutting unit 8 includes a weeding tool 10 for weeding the harvested culm, a pulling device 11 for causing the planted culm to fall in a standing position, and a clipper for cutting the planted culm planted It has a type mowing device 12.

Further, the cutting processing unit 3 is supported by the body frame 6 so as to be swingable up and down around the horizontal axis P1, and the vehicle body so as to open the normal working posture located at the front of the body 2 and the vehicle body front side of the body 2. The posture can be changed around the vertical axis Y1 (see FIG. 3) over the maintenance posture retracted laterally outward.

Further, the cutting unit frame 13 provided in the cutting processing unit 3 is supported around the horizontal axis P1 by the relay support member 15 supported by the left and

right support members

14R and 14L provided upright from the body frame 6. Is supported so as to be swingable up and down. The relay support member 15 that supports the reaper part frame 13 is supported by the machine body 2 so as to be rotatable about a longitudinal axis Y1 on a support body 14L located on the left side. That is, as a result, the entire cutting processing unit 3 is supported by the body 2 so as to be swingable around the longitudinal axis Y1. As shown in FIG. 3, the longitudinal axis Y <b> 1 on which the harvesting processing unit 3 is rotated to change the posture is located on the outer side in the vehicle body width direction on the opposite side of the boarding operation unit 7 in the vertical transfer device 9. Located in.

As shown in FIG. 4, the threshing device 4 includes a threshing unit 16 that threshs the harvested cereal and a sorting unit 17 that sorts a processed product threshed by the threshing unit 16 into grains and dust. .

In the threshing unit 16, the harvested cereal is transported in a sideways posture in which the stock side is sandwiched by the feed chain 18. Further, in the handling chamber 19 through which the head side of the harvested cereal rice cake passes, a handling cylinder 20 that performs a handling process on the tip side of the harvested grain rice cake by being rotationally driven around the longitudinal axis of the machine body, and this handling processing. A receiving network 21 is disposed for allowing the obtained processed material to leak downward. In addition, a dust feed port 22 is formed on the lower side of the receiving net 21 in the processed material transfer direction to allow the processed material that has not leaked through the receiving net 21 to flow downward toward the lower side (rear side) of the sorting unit 17. Has been.

The sorting unit 17 is located below the threshing unit 16 and has a swing sorting mechanism 23 that swings and sorts the processed material leaked from the receiving net 21, a drive shaft 24a, and a tang ridge 24 that generates a sorting wind. A collection unit 27, a second collection unit 30 and the like are provided. The No. 1 recovery unit 27 recovers the selected grain (No. 1) and the right end of the recovered No. 1 by the No. 1 screw 25 arranged at the bottom along the vehicle body width direction (left and right direction). It is conveyed toward the lifting screw conveyor 26 that is connected in communication. The No. 2 recovery unit 30 recovers a mixture (No. 2) such as cereal grains and straw scraps, and the No. 2 screw 28 provided at the bottom of the recovered No. 2 along the lateral direction of the vehicle body. Is conveyed toward the second reduction device 29 connected to the right end thereof.

The swing sorting mechanism 23 is provided with a swing sorting case 33, a precision sorting chaff sheave 34 disposed inside the swing sorting case 33, a Glen sheave 35, a Strollac 36, and the like. The swing sorting case 33 is driven by an eccentric crank mechanism 32 whose front side is supported by a swing arm 31 and whose rear side is rotationally driven. Thereby, the swing sorting case 33 swings back and forth. Glen sieve 35 sorts grain from the leaked processed material. The Strollac 36 swings and transfers the straw scraps backward.

The first thing conveyed by the No. 1 screw 25 is lifted by the lifting screw conveyor 26, supplied to the grain tank 5, and stored. The second product conveyed by the second screw 28 is rethreshed by the second reduction device 29 and then lifted and reduced to the swing sorting mechanism 23.

穀 As shown in FIGS. 2 and 3, a grain discharging device 37 that discharges the grains stored in the grain tank 5 to the outside is provided. The grain discharging device 37 includes a bottom screw 38, a vertical screw conveyor 39, and a horizontal screw conveyor 41. The bottom screw 38 is provided along the groove-shaped bottom 5 a at the lower part of the grain tank 5. The vertical screw conveyor 39 conveys the grain upward from the conveyance terminal end of the bottom screw 38. The horizontal screw conveyor 41 conveys the grains in the horizontal direction from the upper part of the vertical screw conveyor 39 and discharges the grains from the discharge port 40 at the tip to a truck bed (not shown).

The lifting position of the horizontal screw conveyor 41 is changed by expansion and contraction of the hydraulic cylinder 42 provided between the vertical screw conveyor 39 and the horizontal screw conveyor 41. Furthermore, the vertical screw conveyor 39 can be swung around the vertical axis Y2 by a swivel motor 43 provided in the lower part thereof.

The bottom screw 38 and the vertical screw conveyor 39 and the vertical screw conveyor 39 and the horizontal screw conveyor 41 are connected to each other by

bevel gear mechanisms

44 and 45, respectively. Accordingly, these conveyors are integrally rotated when power is supplied to the input pulley 46 provided at the front end of the bottom screw 38. As a result, the grain in the grain tank 5 is carried out to the outside.

Next, two power transmission mechanisms mounted on the series hybrid combine will be described with reference to FIGS. 5 and 6.
FIG. 5 shows a first power transmission mechanism that supplies rotational power from the engine 80 to the handling cylinder 20, the sorting unit 17, and the like. In FIG. 6, a traveling device 1 is composed of a left crawler traveling body 1 a and a right crawler traveling body 1 b that are arranged to rotate the rotational power from an electric motor (hereinafter simply abbreviated as “motor”) 82 on the left and right in the lateral direction of the vehicle body. The 2nd power transmission mechanism supplied to the cutting processing part 3 is shown.

Although not clearly shown in the figure, the traveling transmission 47 included in the second power transmission mechanism is unevenly arranged in the lateral direction of the boarding operation unit 7 at the center in the lateral direction of the vehicle body, and a pair of left and right Power is transmitted to the traveling device 1. As is clear from FIG. 2 and FIG. 3, a travel cutting motor 82 that supplies power to the travel transmission 47 is disposed at a lower position of the driving unit step 48 in the boarding driving unit 7. The output shaft 49a of the motor 82 and the input shaft 49b of the traveling transmission 47 are interlocked and connected via a joint.

As shown in FIG. 6, in the transmission case 47 of the traveling transmission 47, there are a gear-type reduction mechanism 53, a hydraulically operated and gear-meshing auxiliary transmission 54, and left and right

crawler traveling bodies

1a and 1b. A turning transmission mechanism 55 and the like for turning traveling due to a speed difference are provided. Further, power is transmitted from the traveling transmission 47 to the cutting processing unit 3. A one-way clutch 63 that transmits only power for forward travel and a belt tension type cutting clutch 64 that intermittently transmits power are interposed in the power transmission path.

That is, the motor 82 is a power source for the pair of left and right traveling

devices

1, 1 and the cutting processing unit 3. Although the output control of the motor 82 will be described later, basically, the command rotational speed for the motor 82 is calculated based on the operation position of the vehicle speed setting operation device OD. In this embodiment, the vehicle speed setting operation device OD includes a stroke operation type main transmission lever 66 that functions as a vehicle speed setting lever and an operation lever 61 that functions as a turning setting lever. include. If the stroke operation type main transmission lever 66 is in the neutral position, the main transmission lever 66 is stopped, and the forward movement speed increases as the operation displacement of the main transmission lever 66 toward the front increases, and the operation displacement toward the rear of the main transmission lever 66 increases. The reverse travel speed increases as the value increases. The operation position of the main transmission lever 66 is detected by the stroke sensor S4.

A negative brake 67 that brakes when the driving of the eaves motor 82 is stopped is disposed at the end of the input shaft 49b of the traveling transmission 47 that is opposite to the connection portion of the motor 82. The negative brake 67 is urged into a braking state by a spring (not shown), and releases the braking state against an urging force of the spring by an electric or hydraulic actuator. The negative brake 67 is controlled by the main electronic unit 100 to be in a braking state when the motor 82 is in an operation stop state (a state where no running torque is generated), and to a brake release state when the motor 82 is in an operation state. . When the negative brake 67 is switched from the braking release state to the braking state, the braking force is gradually increased and the impact during braking is suppressed.

では In this embodiment, the sub-transmission device 54 has two gear positions in order to create three speed states of high speed, medium speed, and low speed in combination with the speed switching of the motor 82 described later. The medium speed condition is selected when cutting on a standard field, the low speed condition is selected when the crop is lying down or when the driving load is large in a deep wet field, and the high speed condition is selected when traveling on the road. Selected. The shift speed of the auxiliary transmission 54 is switched by a third operating tool 56 that is one of the vehicle speed setting operating tools provided in the boarding operation unit 7.

The turning transmission mechanism 55 includes a slow turning clutch 58 for transmitting deceleration power to one of the left crawler traveling body 1a and the right crawler traveling body 1b, a deceleration brake 59 for applying a braking force to either one, The steering clutch 60 etc. which switch the power transmission state with respect to either to a straight-ahead state and a turning state (a deceleration state or a braking state) are included.

The saddle turning transmission mechanism 55 is linked to an operation lever 61 provided in the boarding operation unit 7. Depending on the inclination angle from the neutral position of the operation lever 61 in the left-right direction, a turn from the straight traveling state of the traveling machine body 2 to the right or left is created. A turning lever sensor S3 is provided to detect the inclination angle from the neutral position of the operation lever 61 to the left and right. That is, the turning degree of the combine is calculated based on the operation displacement of the operating lever 61, and the detection signal of the turning lever sensor S3 is used for calculating the turning degree. Although not described in detail, the operation lever 61 is swingable in the front-rear direction, and the lifting operation and the lowering operation of the cutting processing unit 3 are realized by the swinging operation in the front-rear direction.

In this traveling transmission 47, the intermediate speed state used when cutting in a standard field is achieved through switching of the gear position of the sub-transmission device 54 and shifting of the motor 82, and when the crop is lying down, It is possible to create a low-speed state that is used when the traveling load is large in a deep marsh and a high-speed state that is used when traveling on the road. Switching of the auxiliary transmission 54 is performed by the third operation tool 56. A second operating tool 57 is also provided to temporarily change the vehicle speed during the cutting operation, and the second operating tool 57 also switches the auxiliary transmission 54 under specific conditions.

In this embodiment, the third operation tool 56 and the second operation tool 57 are formed as a switch, and particularly preferably as a momentary switch operated by a driver's finger. Switch off. In this embodiment, the third operating tool 56 is provided in the grip portion of the main transmission lever 66 that is one of the speed setting operating tools of the motor 82, and the second operating tool 57 is the grip portion of the operating lever 61. Is provided. Of course, the 3rd operation tool 56 and the 2nd operation tool 57 can also be provided in other positions, for example, a control panel etc. The operation state signals of the third operation tool 56 and the second operation tool 57 and the operation position signal of the main transmission lever 66 by the stroke sensor S4 are input to the main electronic unit 100 to control the motor 82 and the auxiliary transmission device 54. Used.

Next, a first power transmission mechanism that supplies the rotational power from the engine 80 directly to the handling cylinder 20 and the sorting unit 17 will be described. As can be understood from FIGS. 4 and 5, the power system for the sorting unit 17 receives rotational power directly from the engine 80. At that time, on the other hand, the power from the engine 80 is transmitted to the sorting section 17, specifically, the drive shaft 24 a of the carp 24 through the belt tension type sorting on / off clutch 71. Further, power is transmitted from the drive shaft 24 a of the carp 24 to the first screw 25, the second screw 28, the swing sorting mechanism 23, the feed chain 18, and the like via the transmission belt 72.

On the other hand, the power from the engine 80 is supplied to the grain discharging device 37, specifically the bottom screw 38, via the belt tension type discharging on / off clutch 73, the bevel gear mechanism 74, and the belt transmission mechanism 75. It is transmitted to an input pulley 46 provided at the front side end. By the power supplied to the input pulley 46, the bottom screw 38, the vertical screw conveyor 39, and the horizontal screw conveyor 41 (divided into the first horizontal screw conveyor 41a and the second horizontal screw conveyor 41b) are rotationally driven, As a result, the grain in the grain tank 5 is carried out to the outside. The sorting on / off clutch 71 is switched between the on state and the off state by a sorting clutch motor (not shown). The discharge on / off clutch 73 is switched between an on state and an off state by a discharge clutch motor (not shown).

As schematically shown in FIG. 7, the output shaft 80 a of the engine 80 is connected to a power transmission mechanism 50 </ b> B that functions as a power supply mechanism to the threshing unit 16 and the grain discharging device 37, and generates power. The power generation rotary shaft 81a of the machine 81 is also connected. The generator 81 and the motor 82 are connected to the electric machine control unit 85 via the power converter 84. In this embodiment, the motor 82 is a known three-phase AC induction electric motor that is used as a motor for driving the vehicle. The power converter 84 includes a power generating inverter that converts AC power generated by the generator 81 into DC power, a converter that converts DC power converted by the power generating inverter into AC power suitable for the motor 82, and the like. Power electronics equipment is included. On the basis of a command from a main electronic unit (generally called ECU) 100 that internally constructs a control algorithm for appropriately controlling the power electronics device, the electric machine control unit 85 includes a power conversion unit 84. Is given a control signal.

The engine control unit 86 controls the output (rotation speed and torque) of the engine 80 by changing the fuel supply amount to the engine 80 based on the command from the main electronic unit 100. In this embodiment, the signal from the engine rotation sensor S2 that detects the engine speed is sent to the engine control unit 86 and / or the main electronic unit 100 via the vehicle state detection unit 90. Of course, the signal from the engine rotation sensor S2, including other signals, may be sent directly without passing through the vehicle state detection unit 90.

In this combine, the power supply line between the generator 81 and the motor 82 is not provided with a battery (including a large capacitor), so the motor 82 directly uses the power generated by the generator 81. For this reason, the engine stop directly leads to the stop of the generator 81 and consequently the stop of the motor 82. Therefore, in order to prevent an inadvertent engine stop, both energy saving and engine load are considered in a balanced manner. Need to perform engine control. In this embodiment, engine control is controlled by the engine control unit 86 in an electronic governor manner. The engine control unit 86 is either droop control that slightly decreases the engine speed as the load of the engine 80 increases, or isochronous control that maintains the engine speed constant regardless of the load of the engine 80. Thus, the engine 80 can be controlled.

The work device control unit 87 is incorporated in the engine drive work device W1 that uses the rotational power of the engine 80 as it is and the motor drive work device W2 that uses the rotational power of the motor 82 based on a command from the main electronic unit 100. A control signal is given to operating devices such as a clutch operating device and a hydraulic cylinder. The vehicle state detection unit 90 performs preprocessing such as conversion processing on signals input from various switches and sensors as necessary, and transfers the signals to the main electronic unit 100.

The main electronic unit 100 is connected to other ECUs such as an engine control unit 86, an electric machine control unit 85, a work device control unit 87, and a vehicle state detection unit 90 through an in-vehicle LAN. It should be noted that not only the main electronic unit 100 but also other ECUs are configured in an easy-to-understand manner for the purpose of explanation. Accordingly, in practice, each ECU may be appropriately integrated or may be appropriately divided. In this embodiment, the main electronic unit 100 constructs an engine management module 110, an electric appliance management module 120, a vehicle management module 130, and the like as those particularly related to the present invention by hardware and software (computer program). Yes.

The engine management module 110 sends various engine control commands to the engine control unit 86 to adjust the output of the engine 80 in cooperation with other management modules. The electric machine management module 120 also cooperates with other management modules and sends an electric equipment control command to the electric machine control unit 85 so that the generator 81 and the motor 82 are appropriately driven via the power conversion unit 84. Based on the information (signal / data) sent from the engine control unit 86, the electric machine control unit 85, the work device control unit 87, and the vehicle state detection unit 90, the vehicle management module 130 executes the traveling state and working state of this combine. Confirm and manage.

In the vehicle management module 130 of FIG. 7, a vehicle state determination unit 13a and a speed state determination unit 13b are constructed. Based on various state detection signals acquired from the vehicle state detection unit 90, the vehicle state determination unit 13a drives the left crawler traveling body 1a and the right crawler traveling body 1b, and the cutting processing unit 3, the threshing device 4, and the grain. The driving state of the agricultural work apparatus W such as the grain discharging apparatus 37 is determined. The speed state determination unit 13b determines the vehicle speed based on various state detection signals related to the vehicle speed acquired from the vehicle state detection unit 90, or command information on the number of revolutions for the motor 82 handled by the electric machine management module 120 or the electric machine control unit 85. The speed state indicating is determined.

The control of the motor 82 by the electric machine management module 120 and the electric machine control unit 85 of the main electronic unit 100 will be specifically described.

The stroke operation position in the front-rear direction of the main transmission lever 66 operated by the driver is detected by the stroke sensor S4 as a speed setting signal and sent to the main electronic unit 100. Similarly, the left / right inclination angle of the operation lever 61 operated by the driver is detected by the turning lever sensor S3 as a turning degree calculation signal indicating turning (steering) of the airframe 2 and is sent to the main electronic unit 100. It is done. The electric machine management module 120 determines the number of rotations of the motor 82 based on the operation positions of the main transmission lever 66 and the operation lever 61, that is, based on the detection signals from the stroke sensor S4 and the turning lever sensor S3, and as a result A command for controlling the driving speed of the crawler traveling body 1a and the right crawler traveling body 1b is given to the electric machine control unit 85.

The electric machine control unit 85 controls power electronics devices such as an inverter and a converter included in the power conversion unit 84 based on a command from the electric machine management module 120. At that time, the output of the generator 81 and the motor 82 is changed and adjusted by controlling on / off the switching transistors provided in the three phases (u phase, v phase, w phase).

In the electrical machinery management module 120, a motor rotation number setting unit 12c, a motor rotation number correction unit 12b, and a turning degree calculation unit 12z are constructed by a computer program as functional units particularly related to the present invention. The motor rotation speed setting unit 12 c calculates a motor command rotation speed that is a control target rotation speed of the motor 82 based on the operation position of the main transmission lever 66 and the operation lever 61, and outputs the motor command rotation speed to the electric machine control unit 85. The motor rotation speed correction unit 12b corrects the motor command rotation speed calculated by the motor rotation speed setting unit 12c based on the turning degree derived from the difference in driving speed between the left crawler traveling body 1a and the right crawler traveling body 1b. To do. The turning degree calculation unit 12z calculates the turning degree based on the operation position (detection signal from the turning lever sensor S3) regarding the turning setting of the operation lever 61.

This motor command rotation speed correction process is based on the basic principle described with reference to FIG. That is, the motor rotation speed setting unit 12c calculates the motor command rotation speed using the operation position-motor command rotation speed map. In this embodiment, the turning degree calculation unit 12z sets the difference between the left crawler driving speed and the right crawler driving speed that generates the minimum turning radius as 100%, and 0 when the left crawler driving speed and the right crawler driving speed are the same. The ratio of% is calculated as the turning degree. The motor rotation speed correction unit 12b corrects the motor command rotation speed calculated by the motor rotation speed setting unit 12c using a correction algorithm using this ratio.
The modification algorithm is structured as follows:
(1) Correction is performed when the auxiliary transmission 54 is at a high speed.
(2) If the turning degree is 0% to 50%, the correction is not executed.
(3) Correction is not executed when the motor command rotational speed is 2000 rpm or less.
(4) When the turning rate exceeds 50% and reaches 80%, and the motor command rotational speed exceeds 2000 rpm, the following formula is used:
Corrected motor command speed = (N-2000) / 30% x (p-50%)
Here, N is the motor command rotational speed before correction, p is the turning degree,
(5) When the turning rate exceeds 80% and the motor command rotational speed exceeds 2000 rpm, the corrected motor command rotational speed is set to 2000 rpm.

This combine is a battery-less serial hybrid vehicle and cannot be driven by the power from the battery, so it is usually driven by the power from the generator that generates power from the engine that is constantly rotating. It travels with the motor. Therefore, it must be avoided that the engine 80 is stopped due to overload or the like, but driving the engine 80 with an output more than necessary leads to deterioration of fuel consumption. From this, the engine management module 110 appropriately manages the operation of the engine 80 in consideration of the engine load. The load estimation unit 11d constructed in the engine management module 110 is an engine load estimated from the driving state of the left crawler traveling body 1a and the right crawler traveling body 1b determined by the vehicle state determining unit 13a and the driving state of the agricultural work device W. Is also calculated as an estimated load. At that time, the engine load estimated from the speed difference between the left crawler traveling body 1a and the right crawler traveling body 1b is also taken into consideration. Similarly, an engine command rotational speed calculation unit 11b constructed in the engine management module 110 calculates an engine command rotational speed based on the estimated load calculated by the load estimation unit 11d and an engine control command based on the engine command rotational speed. Is output to the engine control unit 86.

One specific example of a simple algorithm for engine speed control (power on demand control) according to the engine load by the load estimation unit 11d and the engine control unit 86 will be described with reference to FIG. In this specific example, the load estimation unit 11d and the engine control unit 86 operate integrally. First, based on the information from the vehicle state determination unit 13a, as the operation mode that affects the engine load, the following 8 Specifies two modes.
(1) Stop mode: No work or running.
(2) Before / after mowing operation + straight-forward mode: The machine body 2 is traveling straight ahead for a predetermined time immediately before entering the mowing operation or for a predetermined time after the mowing operation is completed.
(3) Before / after cutting operation + turning mode: The machine body 2 is turning at a predetermined time immediately before entering the cutting operation or a predetermined time after the cutting operation is finished (the speeds of the left and right

crawler traveling bodies

1a, 1b are Different).
(4) Cutting operation + straight running mode: During cutting operation, the airframe 2 goes straight.
(5) Cutting operation + turning mode: Aircraft 2 is turning during cutting operation.
(6) Road running + straight running mode: The vehicle body 2 is running straight in the running with the auxiliary transmission 54 at a high speed.
(7) Road traveling + turning mode: In the traveling with the auxiliary transmission 54 at a high speed, the body 2 is turning.
(8) Kernel discharge mode: The kernel is discharged from the kernel tank 5 using the kernel discharge device 37.
The engine control unit 86 calculates the engine command rotational speed according to the operation mode. In this embodiment, since an engine performance curve as schematically shown in FIG. 8 is defined, the engine command rotational speed based on this is calculated. The engine 80 has a maximum output of 18.5 KW and a maximum rotational speed of 2500 rpm, and the engine control characteristics schematically shown in FIG. 8 are represented by three lines. That is, a high rotational speed Nh (for example, a rotational speed slightly lower than 2500 rpm) is set at a high load, a medium rotational speed Nm (for example, a rotational speed slightly lower than 2000 rpm) is set at a medium load, and a low rotational speed at a low load. Nl (for example, a low rotational speed slightly higher than 1500 rpm) is set, and droop control is performed. The idling speed of the engine 80 is slightly higher than 1000 rpm.
From this, in practice,
(1) In stop mode, idling speed is set,
(2) Before / after mowing operation + straight running mode, the region from idling speed to low speed is set,
(3) Before / after mowing operation + turning mode, a slightly lower rotational speed than the high rotational speed is set,
(4) In the cutting and straight running mode, the area from the low speed to the maximum speed is set.
(5) During cutting and turning mode, the maximum number of revolutions is set.
(6) In the road running + straight running mode, an area from a low speed to a medium speed is set.
(7) In road driving + turning mode, the maximum speed is set,
(8) In the grain discharging mode, a rotational speed slightly higher than the idling rotational speed is set.

In the conventional series hybrid, in order to save energy by high-efficiency operation of the engine, the maximum number of revolutions was set regardless of the load. However, the maximum number of revolutions is set even at low loads, so the low load continues. In some cases, energy saving is insufficient. Further, when the engine speed setting is constantly adjusted in accordance with the load fluctuation, in the situation where the load fluctuates finely, there arises an inconvenience related to energy saving and noise that the engine is repeatedly puffed. In consideration of the above, in the above specific example, the engine speed is set according to the load, such as high speed at high load, air speed at medium load, and low speed at low load. At that time, the maximum rotation speed is set since the cutting operation + turning mode and road traveling + turning mode are the operating states in which the greatest load is generated.

[Another embodiment]

(1) In the embodiment described above, the traveling device 1 is composed of a pair of left and right

crawler traveling bodies

1a and 1b. However, a combined configuration of wheels and crawler traveling bodies, or a configuration including only wheels may be employed.
(2) The third operation tool 56 and the second operation tool 57 may be configured by an operation lever operated by a driver and a sensor that detects an operation displacement of the operation lever.
(3) In the above-described embodiment, the engine command rotational speed is calculated by the engine command rotational speed calculation unit 11b based on the load of the load estimation unit 11d. However, since the motor load, and consequently the engine load, is also calculated in the calculation of the motor command rotation speed by the electric appliance management module 120, the engine command rotation speed calculation unit 11b calculates the engine command rotation speed from the motor command rotation speed. It may be derived.

The present invention can be applied to a self-removal type or a normal type combine in which crops are harvested and threshed as the vehicle runs.

1: traveling device 1a: left crawler traveling body 1b: right crawler traveling body 2: traveling machine body 3: reaping processing unit 4: threshing device 5: grain tank 7: boarding operation unit 8: reaping unit 12: reaping device 54: sub Transmission 56: Third operation tool 57: Second operation tool 61: Operation lever (turning setting lever)
66: Main transmission lever (speed setting lever)
80: Engine 81: Generator 82: Motor (electric motor)
84: Power conversion unit 85: Electric control unit 86: Engine control unit 87: Work device control unit 90: Vehicle state detection unit 100: Main electronic unit 110: Engine management module 11b: Engine command rotational speed calculation unit 11d: Load estimation unit 120: Electricity management module 12b: Motor rotation speed correction section 12c: Motor rotation speed setting section 12z: Turning degree calculation section 130: Vehicle management module 13a: Vehicle state determination section 13b: Speed state determination section S2: Engine rotation speed sensor S3: Swivel lever sensor S4: Stroke sensor OD: Vehicle speed setting operation device

Claims

An engine, a generator driven by the output of the engine, a motor driven by electric power from the generator, a left crawler traveling body and a right crawler traveling body driven independently from each other by rotational power from the motor A vehicle speed setting operation device for setting the vehicle speed according to the operation position, an electric machine control unit for controlling the generator and the motor, an engine control unit for controlling the output of the engine, A series hybrid combine equipped with a farm work device for harvesting crops,
A motor rotation speed calculation unit that calculates a motor command rotation speed that is a control target rotation speed of the motor based on the operation position, and outputs the motor command rotation speed to the electric machine control unit;
A motor rotation number correction unit that corrects the motor command rotation number based on a turning degree derived from a difference in driving speed between the left crawler traveling body and the right crawler traveling body;
Series hybrid combine equipped with.
The motor rotation speed correction unit does not correct the motor command rotation speed when the turning degree is equal to or less than a predetermined value, and when the turning degree exceeds a predetermined value, the rotation calculated according to the excess The series hybrid combine according to claim 1, wherein the motor command rotational speed is corrected with a number reduction amount.
The speed state detection part which detects the speed state value showing a vehicle speed is provided, The said motor rotation speed correction part corrects the said motor command rotation speed based on the said speed state value and the said turning degree. Series hybrid combine described in.
The series hybrid combine according to claim 3, wherein the speed state value is a motor command rotational speed.
The series hybrid combine according to any one of claims 1 to 4, wherein the motor rotation speed correction unit is prohibited from correcting the motor command rotation speed to be equal to or lower than a preset minimum rotation speed.
A target speed calculator for calculating a target rotational speed of the engine based on the operation position; an engine command rotational speed calculator for outputting an engine command rotational speed calculated based on the target rotational speed to the engine control unit; The series hybrid combine according to any one of claims 1 to 5, further comprising:
The series hybrid combine according to any one of claims 1 to 6, wherein the vehicle speed setting operation device includes a speed setting lever and a turning setting lever.