JP2000161089A - Accelerator control device for mowing vehicle - Google Patents

Abstract

(57) [Summary] [Problem] To increase the engine speed quickly to compensate for the lack of horsepower, and to reduce the engine speed so as to respond slowly and prevent the front turning during sudden deceleration. Kind Code: A1 A knob is attached to a distal end of an accelerator lever that is rotatably mounted by pivotally supporting an operation piece bent in a U-shape, and a start end of a throttle wire is connected to a base end. . A motor 24 is mounted on one side of the support shaft 2a via a reduction gear 23, and a potentiometer 25 is mounted on the other side. The end of the throttle wire 22 is connected to a throttle lever 26 pivotally supported by the throttle shaft 2b.
Connect to A return spring is attached to the throttle shaft 2b to return the throttle lever 26 to the closed position.
When the operation position of the shift lever is displaced to the speed increasing position, the automatic operation speed of the accelerator lever 2 is increased to rapidly increase the engine speed, and when the operation position of the shift lever is displaced to the deceleration position, The automatic operation speed of the accelerator lever 2 is reduced, and the engine speed is slowly reduced.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an HST (hydrostatic continuously variable transmission), in which an accelerator lever follows an operation of a shift lever, and an engine speed is automatically raised or lowered to a required height according to a vehicle speed. The present invention relates to a harvesting work vehicle such as a combine or a harvester, and particularly to an accelerator control device thereof.

[0002]

When the speed of the machine body is increased by operating the shift lever of the continuously variable transmission, the load increases, the engine speed decreases, and the horsepower becomes insufficient. If the engine rotation speed is low, the HST pump does not supply a certain amount of oil to the motor or more.
May be broken. In this case, tilt the accelerator lever forward, open the throttle (throttle valve) in advance to raise the engine speed to a certain height, and then operate the shift lever.

Further, when the speed change lever is operated to decelerate the body, the load is reduced and the engine is rotated more, generating noise and vibration, and deteriorating fuel consumption. In this case, return the accelerator lever to the rear, close the throttle, and lower the engine speed to an appropriate height.

In the accelerator control, the accelerator lever follows the operation of the shift lever. When the load increases and the engine speed drops, the throttle is automatically opened to raise the engine speed to a required height. When the load decreases and the engine speed becomes excessively high, the throttle is automatically closed to lower the engine speed to a required height. This saves the trouble of operating the accelerator lever in connection with the operation of the shift lever, and prevents erroneous operation.

However, when the shift lever is immediately returned to the neutral position and suddenly stopped, if the accelerator lever is made to correspond one-to-one, the engine speed drops rapidly with the vehicle speed.
There is a risk of the aircraft turning forward.

Accordingly, an object of the present invention is to prevent a horsepower shortage by rapidly responding when increasing the engine speed to compensate for the lack of horsepower, and slowly responding when decreasing the engine speed. It is a thing.

In order to achieve the above object, the present invention is configured as follows.

That is, in a mowing work vehicle having a shift lever of a continuously variable transmission that increases or decreases the vehicle speed and an accelerator lever that raises or lowers the engine speed, operating position detecting means for detecting the operating position of the shift lever, Target value setting means for setting a target value of the engine speed in accordance with the position; engine speed detecting means for detecting the current engine speed; and automatically operating the accelerator lever to set the target value of the detected engine speed. Feedback control means for causing the speed change lever to automatically increase the engine speed by increasing the automatic operation speed of the accelerator lever when the operation position of the speed change lever is shifted to the speed increasing position. When the operation position is displaced to the deceleration position, the automatic operation speed of the accelerator lever is reduced to reduce the engine speed. And wherein the lowering in chronic.

[0008]

Embodiments of the present invention will be described below with reference to the drawings.

FIG. 1 shows an overall side view of a combine embodying the present invention. In the figure, a is a combine crawler,
b is a crawler drive shaft, c is a mowing part, d is a feed chain that feeds the cut culm to the threshing machine while transporting it, e is a grain tank that stores threshed grain, and f is the stored grain outside the machine. Indicates the auger to be ejected.

FIG. 2 shows a switch arrangement diagram of a driver's seat of a combine according to the present invention. Reference numeral 1 denotes an HST lever as a speed change lever that tilts forward and backward to increase or decrease the vehicle speed. When the lever is tilted forward from a neutral position in the drawing, the speed increases in the forward direction, and when the lever is tilted backward, the speed increases in the reverse direction. Then, when returning from the forward or reverse position to the neutral position, the vehicle decelerates,
Aircraft stops in neutral position. 2 is an accelerator lever that tilts forward and backward to open and close the throttle to raise and lower the engine speed. Tilt forward to open the throttle and raise the engine speed, tilt it backward to close the throttle and reduce the engine speed. Lower. Reference numeral 3 denotes a power steering lever which tilts forward and backward and left and right to operate the raising and lowering of the reaping unit and turning of the machine body. The aircraft turns to the left when tilted to the left and turns to the right when tilted to the right.

FIG. 3 shows a mechanism diagram of an accelerator lever 2 embodying the present invention. The accelerator lever 2 pivotally supports an operation piece bent in a U-shape on a support shaft 2a to be rotatably mounted. A knob 21 is attached to the tip of the accelerator lever 2,
The start end of the throttle wire 22 is connected to the base end. A motor 24 is mounted on one side of the support shaft 2a via a reduction gear 23, and a potentiometer 25 is mounted on the other side. The end of the throttle wire 22 is the throttle shaft 2
b to the throttle lever 26 pivotally supported. A return spring (not shown) is attached to the throttle shaft 2b to return the throttle lever 26 to the closed position.

The accelerator lever 2 is configured as described above.
When opening the throttle, the motor 24 is rotated forward to tilt the accelerator lever 2 forward. As a result, the throttle lever 22 is pulled by the throttle wire 22 connected to the base end.
6 rotates in the opening direction. When closing the throttle, the motor 24 is rotated in the reverse direction to tilt the accelerator lever 2 backward. As a result, the throttle wire 22 connected to the base end is loosened, and is urged by the return spring to return the throttle lever 26 in the closing direction. The potentiometer 23 detects the tilt angle of the accelerator lever 2 and, based on this,
By controlling the rotation of No. 4, the opening of the throttle is adjusted.

The accelerator control device embodying the present invention is configured as described above, and when the HST lever is operated to increase the speed,
When the engine speed is rapidly increased and the HST lever is decelerated, the engine speed is slowly reduced. With reference to the flowchart shown in FIG. 4, the processing of the accelerator control device according to the present invention will be described.

When the process is started, first, it is determined whether or not the operation position of the HST lever has changed (step 10).
1) If it has changed, then it is determined whether or not the operating position of the HST lever has changed significantly (the A / D conversion value of the displacement voltage of the potentiometer is 8 bits or more) (step 102). If so, it is determined whether the operating position of the HST lever has changed to the speed increasing side (step 103). If it is on the speed increasing side, it is next determined whether or not the throttle opening is being output (step 104). If not, the target value for increasing the engine speed is calculated and set from the operating position of the HST lever. (Step 10
5). Then, it is determined whether or not the engine speed has reached the target (step 106). If the target has not been reached, the motor output for opening the throttle is continuously output to rapidly increase the speed (step 107). HST of step 103
If the operation position of the lever is on the deceleration side, it is next determined whether or not the throttle is being closed (step 108). If not, the deceleration target value of the engine speed is calculated from the operation position of the HST lever. (Step 10
9). Then, it is determined whether or not the engine speed has reached the target (step 110). If the engine speed has not reached the target, the motor output for closing the throttle is output as a pulse to slowly reduce the speed (step 111).

Next, in connection with the present invention, when the HST lever is decelerated, if the immediately preceding engine speed is high, the on-time of the pulse output for closing the throttle is shortened to slowly reduce the speed. The accelerator control device that speeds up deceleration quickly by increasing the on-time of the pulse output of the throttle closing when the value is low will be described. With reference to the flowchart shown in FIG. 5, the processing of the accelerator control device will be described.

When the process is started, it is first determined whether or not the traveling control is being performed (step 201). If the traveling control is being performed, then it is determined whether or not the operation position of the HST lever has been changed (step 202). . If the operation position of the HST lever has changed, then it is determined whether the operation position of the HST lever has changed to the deceleration side (step 20).
3) If it is on the deceleration side, next, the stored value of the immediately preceding engine speed is read (step 204). And HST
A target speed increase value of the engine speed is calculated and set from the operating position of the lever (step 205). Next, the stored value of the immediately preceding engine speed, the engine speed before deceleration shown in FIG. The on-time of the output pulse is determined and set from the corresponding graph (step 206). Then, it is determined whether or not the engine speed has reached the target (step 207). If the engine speed has not reached the target, a pulse for closing the throttle is output at the set on-time (step 208). If the operation position of the HST lever in step 203 is not the deceleration side, it is next determined whether or not the throttle is being closed (step 209). If not, the current engine speed is stored (step 21).
0) If the output is being performed, the process proceeds to step 207.

Since the accelerator control device decelerates slowly when decelerating the engine from a high rotation speed, and rapidly decelerates when decelerating from a low rotation speed, it is possible to prevent the front turning at the time of sudden deceleration while maintaining the followability.

Next, in connection with the present invention, when the HST lever is decelerated, if the vehicle speed immediately before is high, the on-time of the pulse output for closing the throttle is shortened to decelerate slowly.
A description will be given of an accelerator control device that quickly decelerates by increasing the on-time of the pulse output for closing the throttle if the immediately preceding vehicle speed is slow. Referring to the flowchart shown in FIG.
The processing of the accelerator control device will be described.

When the process is started, it is first determined whether or not the travel control is being performed (step 301). If the travel control is being performed, then it is determined whether or not the operation position of the HST lever has been changed (step 302). . If the operation position of the HST lever has changed, then it is determined whether the operation position of the HST lever has changed to the deceleration side (step 30).
3) If it is on the deceleration side, next, the stored value of the immediately preceding vehicle speed is read (step 304). Then, an acceleration target value of the engine speed is calculated and set from the operation position of the HST lever (step 305), and then the output pulse on-time is determined and set from the immediately preceding stored vehicle speed value (step 305). 306). Then, it is determined whether or not the engine speed has reached the target (step 307). If the engine speed has not reached the target, a pulse for closing the throttle is output at the set on-time (step 308). Step 303
If the operating position of the HST lever is not on the deceleration side,
It is determined whether throttle output is being performed (step 30).
9) If the output is not being performed, the current vehicle speed is stored (step 310). If the output is being performed, the process proceeds to step 307.

Since the accelerator control device decelerates slowly when the vehicle speed is decelerated from a high speed, and rapidly decelerates when the vehicle speed is decelerated from a low speed, it is possible to prevent the front turn at the time of the rapid deceleration while maintaining the followability.

Next, in connection with the present invention, an accelerator control device for monitoring the operation amount of the HST lever over time and determining the operation amount of the accelerator lever from the displacement amount per unit time will be described. With reference to the flowchart shown in FIG. 8, the processing of the accelerator control device will be described.

When the process is started, it is first determined whether or not the monitoring timer has expired (step 401). If the monitoring timer has expired, then the HST lever is calculated from the difference between the current position of the HST lever and the previous position. The operation amount of the lever is calculated (step 402). Then, the operation amount of the accelerator lever is determined from the correspondence between the operation amount of the HST lever and the operation amount of the HST lever and the accelerator lever shown in FIG. 9 (step 403), and the operation amount of the accelerator lever is set at the current position of the accelerator lever. Is set to the target operation amount of the accelerator lever (step 404). Then, after starting the operation output of the accelerator lever (step 405),
The current position of the HST lever is set to the previous position (step 406), and a 1 second timer count is set to the monitoring timer (step 407). If the monitoring timer in step 401 has not expired, it is next determined whether or not the operation amount of the accelerator lever has reached the target (step 40).
8) If the target has not been reached, the operation output of the accelerator lever is performed (step 409).

When the accelerator speed follows the operation of the HST lever and the engine speed is automatically raised or lowered to a required height, the target value of the engine speed is set if the operating position of the HST lever does not pass a predetermined point. Since it is not updated, the accelerator lever does not follow. Therefore, HST
There is a feeling that the accelerator is activated after operating the lever, which is uncomfortable. This accelerator control device is H
The accelerator is operated according to the amount of displacement of the ST lever per unit time. Therefore, the accelerator operates even if the operation amount of the HST lever is small, so that such a feeling of strangeness is eliminated.

Next, an accelerator control device for automatically raising and lowering the engine speed to a required height in accordance with the operation amount of the HST lever will be described in relation to the present invention. FIG.
With reference to the flowchart shown in FIG.

When the process is started, first, it is determined whether or not the engine speed is 2000 rpm or more (step 50).
1) If it is 2000 rpm or more, it is next determined whether or not the operation position of the HST lever has changed (step 502). If the operating position of the HST lever has changed,
The operation amount is calculated from the difference between the current position of the HST lever and the previous position (step 503). Then, it is determined whether or not the operation position of the HST lever has changed to the speed increasing side (step 504). If not, the operation amount of the HST lever, the operation amount of the HST lever shown in FIG. The deceleration amount of the engine speed is determined from the corresponding graph of the acceleration / deceleration amount (step 505). If the operation position of the HST lever is on the speed increasing side, the engine speed increase amount is determined from the operation amount of the HST lever and the correspondence graph of the operation amount of the HST lever and the engine speed increase / deceleration amount shown in FIG. (Step 506). Next, a target value of the engine speed is calculated and set from the deceleration amount and the speed increase amount of the engine speed (step 507). Then, it is determined whether or not the engine speed has reached the target (step 508),
If the target has not been reached, a throttle opening / closing output is performed (step 509).

This accelerator control device detects the operation amount of the HST lever and causes the accelerator lever to follow, so that
Smooth acceleration / deceleration and fine adjustment can be smoothly handled in response to the minute movement of the ST lever.

Next, in connection with the present invention, the operation amount of the HST lever is monitored over time, the operation speed of the HST lever is calculated from the displacement per unit time, and the operation amount of the accelerator lever is determined based on the speed. The control device will be described. With reference to the flowchart shown in FIG. 12, the processing of the accelerator control device will be described.

When the process is started, first, it is determined whether or not the monitoring timer of the HST lever has elapsed 2 seconds (step 601). If 2 seconds have elapsed, then the displacement voltage of the HST lever is 8 bits or more. It is determined whether it has changed (step 602). Then, if it has changed by 8 bits or more, next, the operation speed is calculated from the displacement amount of the HST lever for 2 seconds (step 603), and the operation speed of the HST lever and the operation speed of the HST lever shown in FIG. From the on-time correspondence graph, the on-time of the output pulse is determined and set (step 604), and a pulse for opening and closing the throttle is output at the set on-time (step 60).
5). If the monitoring timer in step 601 has not elapsed for 2 seconds, the operation amount of the HST lever is sampled (step 606).

This accelerator control device detects the operation speed of the HST lever and causes the accelerator lever to follow, so that
The response performance is improved, and the feeling of acceleration / deceleration of the engine speed is improved.

Next, in connection with the present invention, an accelerator control device for determining the operation amount of the accelerator lever from the change amount of the operation position of the HST lever will be described. With reference to the flowchart shown in FIG. 14, the processing of the accelerator control device will be described.

When the process is started, first, it is determined whether or not the operation position of the HST lever has changed (step 70).
1) If the value has not changed, the process proceeds to step 705. If the value has changed, the target value of the engine speed is calculated and set from the operating position of the HST lever (step 7).
02). Then, the operation change amount of the HST lever is calculated from the difference between the current position of the HST lever and the previous position (step 703), and the operation change amount of the HST lever and the change amount of the HST lever operation and the on-time shown in FIG. The on-time of the output pulse is determined and set from the correspondence graph (step 704). Then, it is determined whether or not the engine speed has reached the target (step 705). If the engine speed has not reached the target, a pulse for opening and closing the throttle is output at the set on-time (step 706).

This accelerator control device detects the amount of change in the operation of the HST lever and causes the accelerator lever to follow, so that the response performance is improved and the feeling of increasing / decreasing the engine speed is improved.

Next, an accelerator control device for automatically lowering the engine speed in response to the deceleration operation of the HST lever after the vehicle speed is stabilized will be described in connection with the present invention. With reference to the flowchart shown in FIG. 16, the processing of the accelerator control device will be described.

When the process is started, first, it is determined whether or not the operation position of the HST lever has changed (step 80).
1) If it has changed, then it is determined whether the operating position of the HST lever has changed to the deceleration side (step 80).
2) On the deceleration side, the operation change amount of the HST lever is calculated from the difference between the current position of the HST lever and the previous position and stored (step 803). Next, it is determined whether or not the change in vehicle speed is within a certain range (step 804). If the change is within the certain range, it is determined whether or not the engine speed has reached a target (step 805). If not, the throttle is closed (step 806). If the change in the vehicle speed in step 804 is not within the predetermined range, a target value for increasing the engine speed is calculated and set from the stored operation change amount of the HST lever (step 807).

This accelerator control device lowers the engine speed after the vehicle speed is stabilized, so that hunting during deceleration is reduced and smooth deceleration and stopping can be performed.

Next, in connection with the present invention, a description will be given of an accelerator control device for setting the throttle to the fully open position when running of 30 cm or more is detected after the grain culm sensor is turned off during the mowing operation. With reference to the flowchart shown in FIG. 17, the processing of the accelerator control device will be described.

When the process is started, first, it is determined whether or not the threshing switch is turned on (step 901). If it is turned on, it is next determined whether or not the cereal culm sensor is turned off (step 902). If the grain culm sensor is off, it is determined whether the off-delay has increased (step 9).
03) If it is up, it is determined whether or not the throttle is fully open (step 904). If not, the throttle output is output (step 905). Step 90
If the grain sensor of No. 2 is not off, 30 cm is set to the off delay value (step 906).

If the culm sensor is turned off during the cutting operation and there are no more plants to cut, the power steering lever is often operated next to turn. When the combine turns, the running load increases, the engine speed drops, and the threshing process becomes unstable. This accelerator control device opens the throttle fully in anticipation of the next turning operation when the grain culm sensor is turned off, so that it is possible to prevent a decrease in engine speed during turning.

Next, in connection with the present invention, there will be described an accelerator control device for reducing the engine speed to the rated value when the power steering lever is not operated for 2 m or more after the throttle is fully opened in anticipation of the turning operation. With reference to the flowchart shown in FIG. 18, the processing of the accelerator control device will be described.

When the process is started, first, it is determined whether or not the threshing switch is turned on (step 1001). If it is turned on, next, it is determined whether or not the grain culm sensor is turned off (step 1002). If the grain sensor is off, then it is determined whether the throttle is fully open (step 1003), and if it is fully open, it is determined whether the power steering lever monitoring distance control has been increased (step 100).
4) If it is up, execute engine rating holding control (step 1005). If the power steering lever monitoring distance control is not up, it is determined whether or not there is a power steering lever operation (step 1006).
The power steering lever monitoring distance control is set to 2 m (step 1007). If the throttle is not fully opened in step 1003, the throttle is positioned to be fully open (step 1008), and the power steering lever monitoring distance control is set to 2 m (step 1009).

When the combine has traveled 2 m, the transport of the cut culm is completed. Therefore, even if the engine speed is reduced, the threshing process is not affected. This accelerator control device reduces the engine speed to the rated value if the power steering lever is not operated during traveling 2 m, so that noise and vibration are prevented to save fuel consumption. In addition, if the power steering lever is operated after the throttle is fully opened and the power steering lever is not operated again during traveling 2 m after that, in this case, the engine speed is reduced to the rated value, thereby suppressing unnecessary output of the engine. .

[0042]

As described above, according to the accelerator control device of the present invention, when the operation position of the shift lever is displaced to the acceleration position, the automatic operation speed of the accelerator lever is increased to rapidly increase the engine speed. When the operating position of the shift lever is shifted to the decelerating position, the automatic operation speed of the accelerator lever is reduced to slowly lower the engine speed.
Therefore, according to the present invention, when increasing the engine speed, the horsepower shortage can be compensated for promptly, and when decreasing the engine speed, it is possible to respond slowly to prevent the front turning at the time of sudden deceleration.

[Brief description of the drawings]

FIG. 1 is an overall side view of a combine embodying the present invention.

FIG. 2 is a switch layout diagram of a driver's seat of a combine implementing the present invention.

FIG. 3 is a mechanism diagram of an accelerator lever embodying the present invention.

FIG. 4 is a flowchart of an accelerator control device embodying the present invention.

FIG. 5 is a flowchart of an accelerator control device based on the immediately preceding engine speed.

FIG. 6 is a graph showing the relationship between the engine speed before deceleration and the on-time.

FIG. 7 is a flowchart of the accelerator control device based on the immediately preceding vehicle speed.

FIG. 8 is a flowchart of an accelerator control device based on a time displacement amount of the HST.

FIG. 9 is a graph showing the correspondence between the operation amounts of the HST lever and the accelerator lever.

FIG. 10 is a flowchart of the accelerator control device based on the operation amount of the HST.

FIG. 11 is a graph showing the correspondence between the operation amount of the HST lever and the amount of increase / decrease in engine speed.

FIG. 12 is a flowchart of the accelerator control device based on the operation speed of the HST.

FIG. 13 is a graph showing the correspondence between the operation speed of the HST lever and the on-time.

FIG. 14 is a flowchart of the accelerator control device based on the operation change amount of the HST.

FIG. 15 is a graph showing the relationship between the operation change amount of the HST lever and the on-time.

FIG. 16 is a flowchart of an accelerator control device that performs a deceleration operation after the vehicle speed is stabilized.

FIG. 17 is a flowchart of an accelerator control device based on a grain culm sensor.

FIG. 18 is a flowchart of an accelerator control device based on a power steering operation.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 HST lever 2 Accelerator lever 21 Knob 22 Throttle wire 23 Reduction gear 24 Motor 25 Potentiometer 26 Throttle lever 3 Power steering lever a Crawler b Crawler drive shaft c Cutting part d Feed chain e Grain tank

Continued on the front page (51) Int.Cl. ⁷ Identification code FI Theme coat II (Reference) F02D 41/14 320 F02D 41/14 320A F-term (Reference) 2B076 AA03 DC01 DD01 3G065 BA04 CA15 DA05 DA06 DA14 DA15 EA04 EA05 FA12 GA10 GA31 HA22 JA09 KA05 KA29 3G093 AA06 AA09 CB07 CB09 DA01 DA06 DB21 DB22 DB23 EA03 EA07 EC02 FA04 FA11 FB03 FB04 3G301 HA28 JA02 JA03 JA06 JA37 KA17 KB10 LA01 LC03 NA08 ND02 ND05 NE02 NE08 NE22 NE23Z01 PF03

Claims (1)

[Claims] 1. A mowing vehicle having a shift lever of a continuously variable transmission for increasing and decreasing a vehicle speed and an accelerator lever for increasing and decreasing an engine speed, an operating position detecting means for detecting an operating position of the shift lever, Target value setting means for setting a target value of the engine speed according to the position; engine speed detecting means for detecting the current engine speed; automatically operating the accelerator lever to set the target value of the engine speed Feedback control means for matching the value,
When the operation position of the shift lever is displaced to the speed increasing position, the automatic operation speed of the accelerator lever is increased to rapidly increase the engine speed, and the operation position of the shift lever is displaced to the deceleration position. An accelerator control device, characterized in that, in some cases, the automatic operation speed of the accelerator lever is slowed down to slowly lower the engine speed.