WO2015046187A1

WO2015046187A1 - Series hybrid combine

Info

Publication number: WO2015046187A1
Application number: PCT/JP2014/075167
Authority: WO
Inventors: 山中　之史; 仲島　鉄弥; 麻美藤井; 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: JP6066880B2; JP2015065896A

Abstract

[Problem] To provide a series hybrid combine which, in order to improve the fuel consumption for an engine which is the drive source for a motor, uses as small (low output) as possible engine and generator, and, while doing so, is free of instances of the vehicle stopping that would have resulted from unexpected interruptions of the generator. [Solution] The series hybrid combine is provided with: a generator (81) driven by engine output; a motor (82) driven by electric power from this generator (81); an electrical machinery control unit (85) that controls the generator (81) and the motor (82); a traveling device (1) that makes the vehicle travel by rotary power from the motor; a vehicle speed setting operating device (OD) for setting vehicle speed according to an operating position; and an engine rotation sensor (S2) that acquires engine rotational speed. Furthermore, the constitution is such that the motor (82) output torque is diverted such that the generating load on the generator (81) does not exceed the allowable load.

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, an electric machine control unit that controls the generator and the motor, and rotation from the motor A traveling device that causes the vehicle to travel by power, an engine control unit that controls the output of the engine, a farm work device that harvests crops as the vehicle travels, and a vehicle speed setting operation for setting the vehicle speed according to the operation position The present invention relates to a series hybrid combine including an apparatus and an engine speed acquisition unit that acquires the engine speed of the engine.

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 is operated by selecting one of a charging mode for storing the electric power generated by the generator in the battery and an assist mode for using at least a part of the electric power stored in the battery as power for the working device. Is done. In such a hybrid combine, since the electric motor driven by the electric power from the battery charged when the engine has a surplus power 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 power supply / charge control of the battery increase the 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, each of the traveling device, the reaping device, and the threshing device is driven by the electric motor, so that the excellent drive characteristics of the electric motor can be used effectively, but the conventional engine is installed, As long as the generator is driven by the engine, the effect cannot be expected so much in terms of reducing engine noise and fuel consumption. On the other hand, if the electric power from the generator obtained by driving the engine with the best fuel economy is stored in a large battery and fed to the electric motor via the battery, fuel consumption can be suppressed. On the other hand, the cost of the battery itself and the cost of the battery charging and feeding control are borne.

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. . If the power supply to the motor is limited to the power from the generator, a battery for power supply to the motor becomes unnecessary, which is advantageous in terms of cost, but the power required to increase the motor output due to the load on the motor is reduced. If the output of the generator is exceeded, the generator will stop. In order to avoid this problem, the generator may be of a high output type. As a result, the engine that gives rotational power to the generator is also of a high output type, which is disadvantageous in terms of cost and fuel consumption. Also. Increasing the size of engines and generators leads to an increase in weight, leading to further deterioration in fuel consumption. For this reason, in order to improve the fuel consumption of the engine that is the drive source of the motor, a series hybrid combine that employs the smallest possible (small output) engine and generator but does not cause the vehicle to stop due to unexpected generator stoppage. Is desired.

A 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, an electric machine control unit that controls the generator and the motor, To set a traveling device that travels the vehicle by rotational power from the motor, an engine control unit that controls the output of the engine, a farm work device that harvests crops as the vehicle travels, and a vehicle speed according to the operation position. And an engine speed acquisition unit for acquiring the engine speed of the engine so that the output torque of the motor is controlled so that the power generation load of the generator does not exceed an allowable load. It is configured.

According to this configuration, since the output torque of the motor that supplies the rotational power to the traveling device is controlled so that the power generation load of the generator does not exceed the allowable load, a large load is generated on the traveling device and the motor Even when a large torque is required, control for increasing the motor torque is performed only within a limit range in which the generator does not stop. As a result, even if a large load is generated on the traveling device, it is avoided that the generator stops, and the number of revolutions of the motor is reduced, so that an unexpected stop of the vehicle is avoided. In particular, since a large load generated in such a traveling device is often an event of a slight time interval, a decrease in the vehicle speed due to a decrease in the motor speed is recovered after a while and does not become a major problem.

In order to cope with the sudden running load peculiar to the combine without increasing the size of the engine or the generator, the motor output torque is set so that the generator load generated by the present invention does not exceed the allowable load. It is important to appropriately calculate a torque check value for the motor for the motor control to check. In particular, since the output of the engine changes depending on the engine speed, it is desirable to calculate the torque check value every time the engine speed changes. Therefore, in one embodiment of the present invention, a motor-consumable power calculation unit that calculates motor-consumable power that is power that can be used by the motor based on the engine speed, and the vehicle speed setting operation device. A motor rotation number setting unit that calculates a motor command rotation speed for the motor based on the operation position of the motor, and a torque value calculated from the motor-consumable power and the motor command rotation speed as a torque check value in motor control. And a torque check value calculation unit applied to the electric machine control unit. In this configuration, the power that can be used by the motor is calculated from the engine speed acquired by the engine speed acquisition unit, and the calculated power is used to calculate the torque check value. Motor torque check control becomes possible.

Considering that the motor is supplied with power from the generator and that the generator is supplied with rotational power from the engine, the motor consumable power calculated based on the engine speed is It can be determined based on the engine output characteristics at the engine speed (referred to as E mode), or can be determined based on the power generation output characteristics of the generator at each engine speed (referred to as G mode). Is also possible.
In one embodiment employing the former (E mode), the motor-consumable power is configured to depend on an engine output value derived from an engine output characteristic of the engine with the engine speed as an input parameter. ing. That is, if the engine speed can be acquired, the engine output value can be derived from the engine speed using the engine output characteristics of the mounted engine. Since the motor receives power from the engine via the generator, the motor consumable power as power that can be consumed by the motor without problems can be obtained using the engine output value. Furthermore, since a power transmission mechanism and a generator are interposed between the engine and the motor, it is advantageous that their loss power and overall effectiveness are taken into consideration when determining the motor consumable power.
In one of the embodiments adopting the latter (G mode), the motor-consumable power depends on a power generation output value derived from a generator output characteristic of the generator with the engine speed as an input parameter. It is configured. Since the output shaft of the engine is connected to the input shaft of the generator, the power generation output value can be derived from the engine speed using the generator output characteristics of the generator. Since the motor power supply battery is not provided and the motor is supplied with power only from the generator, the power that can be consumed by the motor can be obtained using this power generation output value. Even in this case, it is advantageous that the power loss and the overall effectiveness of the related power transmission mechanism are taken into account when determining the power that can be consumed by the motor.

モータ The motor power that can be consumed by the E mode and the G mode is not basically the same due to the difference in the methods. It can be quite different depending on the driving and working conditions. Therefore, if the motor-consumable power with the smaller position is employed to obtain the torque check value, the safety against the generator stop increases. Accordingly, in one preferred embodiment of the present invention, the motor-consumable power is a first value that depends on an engine output value derived from an engine output characteristic of the engine with the engine speed as an input parameter. And the second value depending on the power generation output value derived from the generator output characteristics of the power generator using the engine speed as an input parameter.

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. It is a hydraulic circuit diagram which shows an example of optimal drive pressure control.

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 the power from the battery, the power from the generator that generates power by the engine that is constantly rotating is used. It travels with a driving 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. .

Setting of the vehicle speed including turning (steering) of the vehicle due to a 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.
In the example of FIG. 1, an engine rotation sensor S2 that detects the rotation of the engine output shaft is provided as an engine rotation speed acquisition unit that acquires the engine rotation speed of the engine 80, and a signal from the engine rotation sensor S2 is Treated as actual engine speed. Of course, the engine speed acquisition unit may adopt other forms such as acquiring the engine command speed for the engine 80 as the engine speed other than the engine speed sensor S2.

In the series hybrid combine of 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. The generator 81 supplies all such electric power. We must generate electricity. In order to generate electric power for generating the motor torque required by the motor 82 in consideration of various situations, a generator 81 having a very large power generation output must be mounted. In the present invention, energy saving is achieved by mounting a small-sized generator 81 with a small output and, as a result, mounting a small-sized engine 80 with a small output. For this reason, torque check control is performed so that the motor 82 does not require a motor torque higher than a predetermined value.

The basic principle of the torque check control will be described below with reference to FIG.
First, for example, an operation position of a stroke-type vehicle speed setting operation lever constituting the vehicle speed setting operation device OD is detected. Based on the vehicle speed operation position information included in this operation position, the motor command rotation speed that is the control target rotation speed of the motor 82 is calculated. Here, the motor command rotation speed is derived using the operation position as an input parameter. The operation position-motor command rotational speed map is used. Further, since the vehicle speed setting operation device OD includes a turning setting operation tool and a lever, based on the turning operation position information for turning setting included in the operation position of the vehicle speed setting operation device OD, The driving speeds of the left crawler traveling body 1a and the right crawler traveling body 1b are calculated using the operation position-left / right crawler driving speed map, but detailed description thereof is omitted here.

モータ The calculated motor command rotational speed is sent to the electric machine control unit 85 on the one hand, and is sent to the torque check value calculating section 12f on the other hand. The electric machine control unit 85 generates a control signal for the power conversion unit 84 based on the motor command rotational speed, and drives and controls the motor 82 via the power conversion unit 84. The torque check value calculation unit 12f is a torque check value for torque check control for preventing the generator 81 from being stopped when the motor torque increase request accompanying the load increase of the motor 82 exceeds the output of the generator 81. Is calculated.

The torque check value calculated by the saddle torque check value calculation unit 12f is sent to the electric machine control unit 85 as a limit motor torque value. The electric machine control unit 85 limits the electric power to the motor 82 so that the motor 82 does not output a motor torque equal to or greater than the limit motor torque value. As a result, the power generation load of the generator 81 is prohibited from exceeding the allowable load, and a sudden stop of the generator 81 is avoided. Therefore, when a large load is suddenly applied to the motor 82, the load is dealt with by a natural decrease in the motor rotation speed, that is, a decrease in the vehicle speed.

In calculating the torque check value in the torque check value calculation unit 12f, the motor command rotation speed and the motor-consumable power calculated based on the engine rotation speed, that is, the power that can be used by the motor 82 are input parameters. The torque check value is calculated from the motor-consumable power and the motor command rotational speed.

Here, as shown in FIG. 1, two methods, that is, an E mode and a G mode, have been proposed for calculating the power that can be consumed by the motor. In any mode, the actual engine speed acquired from the engine speed acquisition unit, which is the engine speed sensor S2, is used here.

In the calculation of the torque check value by the E mode, the power that can be consumed by the motor is calculated by calculating the engine output value obtained by applying the actual engine speed to the engine output characteristics that are mapped or formulated. As the engine output characteristic curve indicating the engine output characteristic, a curve obtained by lowering the engine maximum output curve to an area where fuel efficiency is good is used. Therefore, as long as the motor 82 is driven and controlled with this motor-consumable power as a limit, the engine 80, and consequently the generator 81, is driven without burden and without waste. That is, the E mode is configured such that the motor-consumable power depends on the engine output value derived from the engine output characteristics of the engine with the engine speed as an input parameter. Therefore, if the engine speed can be acquired, the engine output value can be derived from the engine output characteristics of the mounted engine. Of course, since a mechanical power transmission mechanism and a generator 81 are interposed between the engine 80 and the motor 82, their loss power and overall effectiveness are taken into consideration when obtaining the motor consumable power. . This will be described below by formulating it.
When the actual engine speed is RE-RPM and the mapped engine output characteristic is expressed by function E, the engine output value: E0-out is
E0-out = E (RE-RPM)
It becomes. Furthermore, when the correction function: K that takes into account the loss power and efficiency is applied, the power that can be consumed by the motor 82, that is, the engine output value after correction, that is, the power that can be consumed by the motor: M-out is
M-out = K (E0-out)
It is represented by
If the previously calculated motor command speed is MC-RPM, the torque check value: T-limit is T-limit = F (MC-RPM, M-out)
It becomes. The function (calculation formula) F used here can be derived from the relationship between the motor rotation speed and the torque.

The calculation of the torque check value in the G mode is basically the same as that in the E mode, and the actual engine speed is applied to the generator output characteristics defined by the formula of the generator 81 (mapped). Then, the power that can be consumed by the motor is calculated by calculating the generated power output value. Again, since a mechanical power transmission mechanism or the like is interposed between the generator 81 and the motor 82, their loss power and overall effectiveness are taken into account when determining the motor consumable power. Again, this will be described in the following mathematical formula.
When the actual engine speed is RE-RPM and the mapped generator output characteristics are expressed by the function G, the power generation output value: G0-out is
G0-out = G (RE-RPM)
It becomes. Furthermore, when the correction function J that takes into account the loss power and efficiency is applied, the power that can be consumed by the motor 82 that is the corrected power generation output value, that is, the power that can be consumed by the motor:
M-out = J (G0-out)
It is represented by
Therefore, the torque check value: T-limit is
T-limit = F (MC-RPM, M-out)
It becomes.

Note that either the E mode or the G mode may be mounted, but both may be mounted and the one with the smaller torque check value obtained by each may be employed. Or you may calculate both, such as the average of both, and may determine a final torque check value.

Next, one specific embodiment of the harvester according to the present invention will be described with reference to the drawings. FIG. 2 is a side view of a combine which is an example of a harvesting machine, and FIG. 3 is a side view.

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 side 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 is swingable up and down around the horizontal axis P1 by operation of the hydraulic 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 this series hybrid combine will be described.
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 shown in the figure, the traveling transmission 47 that is powered by 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. 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, a gear-type reduction mechanism 53, a hydraulically operated and gear-meshing auxiliary transmission 54, and the left crawler traveling body 1a and the right crawler traveling. A turning transmission mechanism 55 for turning traveling due to a speed difference from the body 1b is 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 (first operation tool) 66 that functions as a vehicle speed setting lever, and a turning setting lever provided in the boarding operation unit 7. A functioning operation lever 61 is included. 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.

The sub-transmission device 54 shown in FIG. 7 is combined with the speed switching of the motor 82, which will be described later, in order to create three speed states of high speed, medium speed, and low speed. Low speed stage). Due to the speed change of the motor 82 and the two speed stages of the auxiliary transmission 54, a medium speed state can be adopted when cutting in a standard farm field, and when the crop is lying down or when the crop is in a deep wet field, When it is large, the low speed state can be adopted, and when traveling on the road, the high speed state can be adopted.

The gear position of the auxiliary transmission 54 can be selected by a second operating tool 57 and a third operating tool 56 which are one of the vehicle speed setting operating tools provided in the boarding operation unit 7 (see FIG. 3). That is, the three speed states are selected according to the operation states of the second operation tool 57 and the third operation tool 56. In this embodiment, both the second operation tool 57 and the third operation tool 56 are formed as operation switches. In the combine, the second operation tool 57 is also called a cutting shift switch, and the third operation tool 56 is also called an auxiliary transmission switch.

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 to the left and right direction from the neutral position of the operation lever 61 (see FIGS. 2 and 3), the traveling body 2 is turned rightward or leftward from the straight traveling state. 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. Therefore, the operation position signal of the turning lever sensor S3 is input to the main electronic unit 100 and used for steering control and the like. 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 for temporarily changing the vehicle speed during the cutting operation. Under specific conditions, the auxiliary transmission 54 is also switched in accordance with the operation of the second operation tool 57.

As shown in FIGS. 3 and 7, the third operating tool 56 and the second operating tool 57 are switches in this embodiment, and preferably are formed as momentary switches operated by a driver's finger. The switch is turned on, and the switch is turned off by pressing again. 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. Operation state signals (switch signals) of the third operation tool 56 and the second operation tool 57 and an operation position signal of the main transmission lever 66 by the stroke sensor S4 are input to the main electronic unit 100, and will be described later. 82 and the auxiliary transmission 54 are used for control.

Next, the first power transmission mechanism that directly supplies the rotational power from the engine 80 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. The electric machine control unit 85 gives a control signal to the power conversion unit 84 based on a command from the main electronic unit 100 that has built a control algorithm for appropriately controlling the power electronics device.

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 present invention, in the control of the motor 82 by the electric appliance management module 120, the output torque of the motor 82 is checked so that the power generation load of the generator 81 does not exceed the allowable load. The basic principle described with reference to FIG. 1 is adopted in this torque check control algorithm. For this reason, in the electric machine management module 120, a motor rotation number setting unit 12c, a motor-consumable power calculation unit 12d, and a torque check value calculation unit 12f are constructed by a computer program as functional units particularly related to the present invention. .

The motor rotation speed setting unit 12 c calculates the motor command rotation speed that is the 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 calculation of the motor command rotation speed uses a motor command rotation speed control map that derives the motor command rotation speed from the operation position of the main transmission lever. In this embodiment, since the motor command rotation speed is adjusted by turning set by the operation position of the operation lever 61, the motor command rotation speed control map includes the operation position of the main transmission lever and the operation position of the operation lever 61. It is preferable to use a multi-dimensional map having as input parameters. Alternatively, a configuration in which a motor command rotation speed control map for deriving a motor command rotation speed from the operation position of the main transmission lever may be changed depending on the operation position of the operation lever 61 may be adopted.

The motor-consumable power calculation unit 12d can use the motor 82 within a range in which the power generation load of the generator 81 does not exceed the allowable load based on the actual engine speed calculated from the detection signal of the engine rotation sensor S2. The power is calculated as the power that can be consumed by the motor. The torque check value calculation unit 12f calculates the torque value calculated from the motor consumable power calculated by the motor consumable power calculation unit 12d and the motor command rotation number calculated by the motor rotation number setting unit 12c in the motor control. Calculate the torque check value. The calculated torque check value is given to the electric machine control unit 85 and used for motor control with respect to the motor 82.

In this embodiment, in order to calculate the torque check value, both the E mode and the G mode described above are mounted, and the smaller torque check value obtained by each is selected. The functions of the motor speed setting unit 12c, the motor-consumable power calculation unit 12d, and the torque check value calculation unit 12f in both modes are as described with reference to FIG. The formula is specifically shown as one of the examples. In this embodiment, an engine of 2800 rpm with a rated output of 21 KW is used as the engine 80.

In E mode, the equation to calculate the engine output value: E0-out is
E0-out = E (RE-RPM)
= 85 [Nm] x RE-RPM [rpm] x 2π / 60 [W]
However, this is used when the engine speed is less than 1850 [rpm], and is fixed at 16500 [W] when the engine speed is 1850 [rpm] or more.
In addition, the formula for obtaining the motor-consumable power: M-out is
M-out = K (E0-out)
= (E0-out-L) x η
Where L is 3000 [W] in loss power and η is 85 [%] in total efficiency.
Torque check value: T-limit is calculated using MC-RPM as the motor command rotational speed calculated by the motor rotational speed setting unit 12c.
T-limit = F (MC-RPM, M-out)
= M-out / (MC-RPM × 2π / 60)
It is.

In G mode, the equation to calculate the power generation output value: G0-out is
G0-out = G (RE-RPM)
= 78 [Nm] x RE-RPM [rpm] x 2π / 60 [W]
It is.
Motor consumable power: The formula for calculating M-out is
M-out = J (G0-out)
= G0-out x η
It is.
Torque check value: T-limit is the same as in E mode.
T-limit = F (MC-RPM, M-out)
= M-out / (MC-RPM × 2π / 60)
It is.

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, but first, based on the upper side 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 and turning mode: The machine body 2 is turning (a left crawler traveling body 1a and a right crawler traveling body 1b) for a predetermined time immediately before entering the cutting operation or a predetermined time after the cutting operation is completed. And the speed is 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.

For the combine, in addition to the above-described hydraulic cylinder CY (see FIG. 2) for moving the cutting processing unit 3 up and down and the hydraulic cylinder 42 (see FIG. 2) for moving the horizontal screw conveyor 41 up and down, various hydraulic cylinders are used. FIG. 9 shows a hydraulic circuit that is equipped with SL and supplies hydraulic pressure to them. The hydraulic pump P1 as a hydraulic source is driven by the engine 80 in this embodiment. Since a low-power engine 80 is used for energy saving, the hydraulic circuit is devised as follows so that the hydraulic pump P1 does not consume unnecessary power as much as possible.

Hydraulic pump P1 is connected to a hydraulic cylinder CY via a cutting lift valve V4. The hydraulic pump P1 and the cutting lift valve V4 are connected by an oil path R1, and the cutting lift valve V4 and the hydraulic cylinder CY are connected by an oil path R2. A pilot check valve V2 is interposed in the oil passage R2, and a sequence valve V7 and a relief valve V9 are interposed in the oil passage R1. The cutting lift valve V4 is pilot pressure controlled by a cutting lowering solenoid valve V5 and a cutting lifting solenoid valve V6 provided in a pilot oil passage PR having a pilot pressure reduced by the system pressure reducing valve V8. The pilot check valve V2 is pilot pressure controlled by a sequence valve V7 and a shuttle check valve V3. The oil passage R3 is branched from the oil passage R1 by the sequence valve V7, and the hydraulic cylinder 42 and other hydraulic cylinders SL are driven by the hydraulic pressure supplied by the oil passage R3.

An unload valve V11 is interposed in an oil path R4 branched from the dredged oil path R3 and connected to the oil discharge side of the relief valve V9. The unload valve V11 is controlled by the pilot pressure from the system solenoid valve V12. The system solenoid valve V12 is configured to be duty controlled. By controlling the duty of the system solenoid valve V12, the unload valve V11 can be controlled to a predetermined opening degree, and the driving pressure of the hydraulic circuit can be optimally adjusted. That is, conventionally, since the unload valve V11 is simply closed and the driving pressure defined by the relief valve V9 is maintained, the driving pressure of this hydraulic circuit is always constant, and the driving pressure required by the model is If they are different, waste occurs. Such waste can be eliminated by optimizing the passage flow rate of the unload valve V11 by duty control of the system solenoid valve V12.

Further, this hydraulic circuit is divided into sub hydraulic circuits of the hydraulic cylinders SY, 42, SL, and the minimum necessary for each sub hydraulic circuit divided using the system solenoid valve V12 and the unload valve V11 that are duty controlled. A configuration in which a limited driving pressure can be obtained may be employed. Alternatively, a control may be employed in which a sub hydraulic circuit is configured from a plurality of combinations of the hydraulic cylinders SY, 42, and SL, and the sub hydraulic circuit is set to the minimum necessary driving pressure.
[Another embodiment]

(1) In the above-described embodiment, the traveling device 1 is composed of the left crawler traveling body 1a and the right crawler traveling body 1b. However, even if a combined configuration of wheels and crawler traveling bodies or a configuration including only wheels is adopted. Good.
(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. In that case, it is convenient to integrate the engine management module 110 and the electric machine management module 120.

INDUSTRIAL APPLICABILITY 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 body travels.

1: traveling device 1a: first (left) crawler 1b: second (right) crawler 2: traveling machine body 3: reaping processing unit 4: threshing device 5: grain tank 7: boarding operation unit 8: reaping unit 12: reaping Device 16: Threshing unit 17: Sorting unit 37: Grain discharging device 54: Sub-transmission device 56: Third operation tool 57: Second operation tool 61: Operation lever 66: Main transmission lever (first operation tool)
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 12d: Motor consumable power calculation section 12f: Torque check value calculation section 130: Vehicle management module 13a: Vehicle state determination section WE: Engine drive work Device WM: Motor-driven work device S2: Engine rotation sensor (engine speed acquisition unit)
S3: Turn lever sensor S4: Stroke sensor OD: Vehicle speed setting unit operating device

Claims

An engine, a generator driven by the output of the engine, a motor driven by electric power from the generator, an electric machine control unit for controlling the generator and the motor, and a vehicle driven by rotational power from the motor A traveling device for traveling; an engine control unit for controlling the output of the engine; a farm work device for harvesting crops as the vehicle travels; a vehicle speed setting operation device for setting a vehicle speed according to an operation position; A series hybrid combine including an engine speed acquisition unit for acquiring the engine speed of the engine,
A series hybrid combine in which the output torque of the motor is controlled so that the power generation load of the generator does not exceed an allowable load.
A motor-consumable power calculation unit that calculates motor-consumable power, which is power that can be used by the motor, based on the engine speed;
A motor rotation number setting unit that calculates a motor command rotation number for the motor based on the operation position;
2. The series hybrid according to claim 1, further comprising: a torque check value calculation unit that gives a torque value calculated from the motor-consumable power and the motor command rotational speed to the electric machine control unit as a torque check value in motor control. Combine.
The series hybrid combine according to claim 2, wherein the motor-consumable power depends on an engine output value derived from an engine output characteristic of the engine with the engine speed as an input parameter.
The series hybrid combine according to claim 2, wherein the motor-consumable power depends on a power generation output value derived from a generator output characteristic of the generator with the engine speed as an input parameter.
The power that can be consumed by the motor is a first value that depends on an engine output value derived from an engine output characteristic of the engine with the engine speed as an input parameter, and a generator of the generator with the engine speed as an input parameter The series hybrid combine according to claim 2, which is the smaller of the second value depending on the power generation output value derived from the output characteristics.