JP2008275046A - Transmission control device for hydraulic drive work vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To perform maneuvering operation in a stable state of a machine body by simple operation, without sudden stopping even in stopping, by changing a travel speed in response to a state without suddenly changing the speed, even if ordinary shift operation is performed by a shift operation tool in deceleration and when the machine body laterally inclines, in a hydraulically driven work vehicle of using a hydraulic continuously variable transmission for a power transmission system. <P>SOLUTION: This shift control device of the hydraulically driven work vehicle is provided with a shift control means A for controlling an operation speed of an actuator 3 for shifting output rotation of the hydraulic continuously variable transmission 1, and is provided with a shift position detecting means C detecting a shift position of the shift operation tool B and a travel state detecting means D detecting a travel state of a machine body, and is constituted for changing a speed change rate by controlling the speed setting detected by the shift position detecting means C and the travel state detecting means D and the operation speed of the actuator 3 by the shift control means A based on a travel condition. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a transmission control device for a hydraulically driven work vehicle that controls a traveling speed using a hydraulic continuously variable transmission on a work vehicle such as a combine or a tractor.

  In work vehicles such as combiners, tractors, and bulldozers, the combination of a hydraulic continuously variable transmission and a gear transmission incorporated in the travel drive path from the engine to the travel device allows the travel speed to be finely changed from low to high. .

For example, Japanese Patent Application Laid-Open No. 2006-64011 and Japanese Patent Application Laid-Open No. 2001-59573 describe a shift control mechanism for a work vehicle using a hydraulic continuously variable transmission.
JP 2006-64011 A JP 2001-59573 A

  A hydraulic continuously variable transmission is configured to change the output angle of a hydraulic motor by changing the inclination angle of a movable swash plate of a hydraulic pump incorporated therein, and to change the position of a shift operation tool such as a shift lever. Is read into the control device, and the tilt angle of the movable swash plate is changed by operating an actuator such as a hydraulic cylinder or an electric motor so that the vehicle travels at a speed corresponding to the shift instruction position. Then, the traveling speed is changed by operating the speed change operation tool to an appropriate position on the speed increasing side or the speed reducing side.

  Since the rate of change in speed of acceleration / deceleration of a conventional hydraulic continuously variable transmission is constant, the speed is controlled by slowly operating the speed change lever so that the speed does not change suddenly when the vehicle is decelerating or when the aircraft is tilted to the left or right. Maneuvering techniques were needed to moderate the changes. This maneuvering technique requires skill. Further, in the configuration in which the shift lever is moved stepwise to the shift position, the above-described steering technique cannot be used.

  Therefore, in the present invention, a hydraulically-driven work vehicle using a hydraulic continuously variable transmission as a power transmission system, even when a normal shift operation is performed with a shift operation tool when decelerating or when the body is tilted left and right, It is an object of the present invention to change the traveling speed according to the situation without changing the speed, and to make a maneuvering operation in a stable state with a simple operation without a sudden stop even when stopped.

  In order to solve the above-mentioned problems, the present invention takes the following technical means. That is, according to the first aspect of the present invention, the shift control means (A) for controlling the operating speed of the actuator (3) for shifting the output rotation of the hydraulic continuously variable transmission (1) is provided, and the shift operation tool (B). A shift position detecting means (C) for detecting the shift position of the vehicle and a running condition detecting means (D) for detecting the running state of the airframe are provided, and the shift position and the running condition detecting means (C) detected by the shift position detecting means (C) are provided. A speed change control device for a hydraulically driven work vehicle characterized in that the speed change rate is changed by controlling the operating speed of the actuator (3) by the speed change control means (A) based on the running state detected in (D). It was.

  With this configuration, when the speed change operating tool B is increased / decreased, it is automatically adjusted to the optimum speed change rate based on the speed setting and the travel conditions detected by the shift position detecting means C and the travel state detecting means D, Safe travel speed can be changed without paying special attention.

  According to the second aspect of the present invention, the acceleration / deceleration detecting means (E) for detecting the acceleration / deceleration operation of the transmission operating tool (B) is provided, and when the acceleration / deceleration detecting means (E) detects the deceleration, the shift control means. 2. The shift control device for a hydraulically driven work vehicle according to claim 1, wherein the control is performed by appropriately reducing the speed change rate from the speed change rate at the time of acceleration in (A). 3.

  According to a third aspect of the present invention, there is provided tilt detecting means (F) for detecting the horizontal tilt of the airframe, and the shift control means (A) is adapted to increase the detected tilt value of the airframe by the tilt detecting means (F). 2. The transmission control apparatus for a hydraulically driven work vehicle according to claim 1, wherein the speed change rate is controlled to be controlled.

  According to a fourth aspect of the present invention, there is provided dry / wet determination means (G) for detecting or inputting dryness / humidity in the field, and when the determination result by the wet / dry determination means (G) is a wet field, the speed change control means (A) 2. The transmission control device for a hydraulically driven work vehicle according to claim 1, wherein the change rate is controlled to be reduced.

  According to the fifth aspect of the invention, in addition to the hydraulic continuously variable transmission (1), the auxiliary transmission setting detecting means (H) of the auxiliary transmission (2) for changing the gear ratio by gear transmission is provided, and the auxiliary transmission is changed. 2. The shift control device for a hydraulically driven work vehicle according to claim 1, wherein when the high speed ratio is detected by the setting detection means (H), the speed change control means (A) controls the speed change rate to decrease. It was.

  According to the sixth aspect of the present invention, travel speed detecting means (J) for detecting the actual travel speed is provided, and the speed change is detected when the speed detected by the travel speed detecting means (J) is low or high. 2. The transmission control apparatus for a hydraulically driven work vehicle according to claim 1, wherein the speed change rate is controlled by the rate control means (A).

  According to the first aspect of the present invention, the shift position detecting means C detects the shift position of the shift operating tool B, the traveling state detecting means D detects the inclination and the traveling speed of the airframe, and the shift control means A increases / decreases the speed. Since the speed change rate is automatically controlled so that safe driving can be performed, it is possible to drive safely without using special maneuvering techniques.

  According to the second aspect of the present invention, when the speed change operation tool B is subjected to the speed increasing / decreasing operation, the speed reduction is moderated and stopped when the speed increasing / decreasing detecting means E detects the speed reduction without paying special attention. There is no shock.

  According to the third aspect of the present invention, when it is necessary to perform the gear shift slowly with the aircraft tilted to the left and right, the tilt detection means F detects the tilt degree and automatically reduces the speed change rate, thereby providing a safe speed change rate. You can change the speed.

According to the fourth aspect of the present invention, when the wet field is driven, the wet / dry determination means G determines the wet field and automatically reduces the speed change rate, thereby preventing a traveling slip at the time of shifting.
According to the fifth aspect of the present invention, at the time of a high shift with a large change in traveling speed, the sub shift setting detecting means H can detect the high shift and automatically reduce the rate of change of the speed to reduce the shift shock.

  According to the sixth aspect of the present invention, when the actual traveling speed is detected by the traveling speed detecting means J as extremely low speed or extremely high speed, the speed change rate is automatically reduced to facilitate fine speed adjustment.

Next, embodiments of the present invention will be described with reference to the drawings.
In the present specification, the left side and the right side refer to directions when the combine is directed in the forward direction.

  As shown in FIG. 1 and FIG. 2, a crawler traveling device 9 having a pair of left and right traveling crawlers 11 traveling on the soil surface is disposed on the lower side of the combine body 10, and a weed basket 12 is disposed on the front end side of the body 10. A mowing unit 13 having the above is provided. There is a driver's cab 16 with a cockpit 14 at the rear of the mowing unit 13, and a threshing device (see FIG. 4) that takes over and transports the cereals conveyed from the mowing unit 13 above the vehicle body 10. (Not shown) is provided on the left rear side of the cab 16 and a Glen tank 17 for temporarily storing the grains threshed and sorted by the threshing device is disposed on the right side of the threshing device. The auger 18 is connected to the rear part of the grain tank 17, and the grain in the grain tank 17 is discharged to the outside of the combine.

  In the above combine, the operator operates the main transmission lever B1 and the auxiliary transmission lever B2 (see FIG. 5, which correspond to the transmission operation tool B of the present invention) which are erected on the left side while sitting on the cockpit 14, and the engine The power is shifted through a hydraulic continuously variable transmission (hereinafter abbreviated as “HST”) 1 in the transmission case and a sub-transmission device 2 comprising a gear transmission, and the power is transmitted to the left and right traveling crawlers 11 and 11 as desired. Travel at a speed of. When harvesting cereals, the threshing lever is inserted into the threshing clutch, and the threshing apparatus is driven.

  Further, various turning traveling such as a sudden turning can be performed by tilting the steering lever 21 standing on the front side of the cockpit 14 to the left and right. That is, when the steering lever 21 is tilted in a direction to turn the combine, a speed difference or reverse rotation is given to the left and right traveling crawlers 11 and 11 to change the traveling direction.

  On the foot floor of the driver's cab 16, an accelerator pedal, a brake pedal, and a take-in pedal are provided so as to operate when the operator steps on the foot. The accelerator pedal increases the rotation of the engine to increase the output, and the brake pedal tightens the brake desk in the transmission case to stop the rotation of the crawler traveling device 9. Further, the take-in pedal is used to cut off the power transmission to the crawler traveling device 9 by operating the left and right side clutches in the transmission case, and is used when harvesting the culm at the heel.

  The main shift lever B1 shifts the rotational output of the HST1 in the transmission case, and switches the crawler travel device 9 to forward, neutral, and reverse and shifts the travel speed within a certain range. The auxiliary transmission lever B2 switches the rotation of the HST1 between the high and low two stages by the auxiliary transmission 2 comprising a gear transmission.

  The combine of this embodiment uses a common rail fuel injection diesel engine that can switch the engine output between high and low, and is configured to have a low output during traveling and a high output during harvesting operations. The determination of the harvesting operation is made by determining whether the threshing clutch is engaged or the mowing clutch is engaged. Also, the engine is designed to have a high output even when turning. In addition, when the wet field travels, the wet field switch G1 is turned on so that the engine has a high output. Further, the engine load factor may be detected so that the engine has a high output when the load factor is high.

FIG. 3 shows the mounting structure of the cockpit 14.
The cockpit 14 is composed of a seat 22 and a backrest 23, and the lower side of the seat 22 is attached to an attachment frame 24 with front and rear attachment plates 25 and 26. An elastic body 29 made of a rubber plate is sandwiched between the upper plate 28 of the damper 27 supported by the lower vehicle body 10 and the mounting frame 24 and fixed with bolts 30. Since the bolt 30 is tightened in a state where the elastic body 29 maintains elasticity, the elastic body 29 absorbs the vibration of the seat and also transmits the load other than the vertical direction applied to the seat 22 to the damper 27 so that the damper 27 is good. To go up and down.

  FIG. 4 is a side view showing the vicinity of the cockpit 14, where the front side of the operator's feet is covered with a front cover 31, and a steering lever 21 is provided on the upper side. An electrical component storage case 32 that stores electrical components such as relays, fuses, and control boxes is attached to the inner upper portion of the front cover 31 so that the cover can be opened and closed. A space 33 is provided below the left and right center of the electrical component storage case 32, a footrest base 38 is erected in the space 33, and an operator's feet are inserted under the electrical component storage case 32 to place the footrest. It can be placed on the table 38. This eliminates the feeling of cramping at the feet of the operator and allows the operator to steer toward the front of the aircraft, improving the forward visibility and making it easier to check the cutting situation.

  Although not shown in the figure, the cab 16 is provided with a rearward tilt switch that raises the front side of the vehicle body 10 to a rearward tilt position, and when the rearward tilt switch is pressed, the front cutting part 13 is lifted and thereafter The rear part of the fuselage is raised to increase the overall height of the vehicle, making it easier to get over the kite.

Next, a shift control state of the crawler traveling device 9 by the shift operation tool B (the main shift lever B1 and the sub shift lever B2) will be described with reference to a control block diagram and a control flowchart.
FIG. 5 is a control block diagram showing input and output of control signals of the controller 34.

  First, the shift position of the main shift lever B1 is input from the main shift position sensor C1 to the controller 34, the shift position of the sub shift lever B2 is input from the sub shift position sensor C2 to the controller 34, and the steering lever 21 is input. Is input from the steering lever position sensor 35 to the controller 34. The main shift position sensor C1 and the sub shift position sensor C2 correspond to the shift position detecting means C of the present invention.

  Further, the wet field signal from the wet field switch G1 corresponding to the dry / wet determination means G of the present invention, the horizontal tilt of the aircraft from the left / right tilt sensor F1 corresponding to the tilt detection means F of the present invention, and the forward / backward tilt of the aircraft from the front / rear tilt sensor 36. However, the HST output sensor 37 inputs the speed of rotation of HST1 to the controller 34 and the traveling speed of the crawler traveling device 9 from the traveling speed sensor G2 corresponding to the traveling speed detecting means J of the present invention.

  From the controller 34, the speed increase speed is output to the speed increase solenoid A1 according to the magnitude of the current value, the speed increase proportional valve A3 is operated to operate the actuator 3, and the HST1 is shifted. Further, the deceleration speed is output to the deceleration solenoid A2 depending on the magnitude of the current value, the deceleration proportional valve A4 is activated, the actuator 3 is activated, and the HST1 is shifted. The speed increasing solenoid A1, the speed reducing solenoid A2, the speed increasing proportional valve A3 and the speed reducing proportional valve A4 correspond to the speed change control means A of the present invention.

Further, an output corresponding to the shift position of the auxiliary transmission lever B2 is made from the controller 34 to the transmission solenoid 39, and the auxiliary transmission device 2 is operated via the switching valve 40.
FIG. 6 is a flowchart of the control for reducing the speed change rate during deceleration. In step S1, the target speed by the main shift position sensor C1 and the sub shift position sensor C2 is read, and in step S2, the current vehicle speed from the travel speed sensor G2 is calculated. In step S3, the target speed is compared with the current vehicle speed. If the target speed is slower than the current vehicle speed (NO determination), the current speed is compared with a predetermined speed (for example, 1.5 km / h) in step S4. To do. If the speed is equal to or less than the predetermined speed (YES determination), the slow deceleration control in step S6 is performed. If the speed is equal to or higher than the predetermined speed (NO determination), the rapid deceleration control in step S6 is performed, and the current speed in step S8 is compared with the target speed. If the target speed is reached (determination of YES), the control is terminated. If the target speed has not yet been reached, the process proceeds to step S3. If it is determined in step S3 that the target speed is faster than the current vehicle speed (YES determination), the standard acceleration control in step S7 is performed, and the process proceeds to step S8. The comparison judgment between the current vehicle speed and the target speed in step 3 corresponds to the acceleration / deceleration detection means E of the present invention.

  FIG. 7 is a graph showing a change in travel speed by the above-described control. When the speed is increased, the speed increases at a constant standard speed increase rate. Slow down to reduce shock and stop.

  FIG. 8 is a flowchart of the shift control when the aircraft is tilted to the left or right. Steps S1 and S2 are the same as described above, but the left-right tilt of the aircraft is read in step S10, and the step S11 It is determined whether the left / right inclination is a predetermined angle (for example, 5 °) or more. If the inclination is equal to or larger than the predetermined angle (YES determination), the slow increase / decrease control in step S12 is performed. S13 acceleration / deceleration control, that is, the control of FIG. 6 is performed.

  FIG. 9 is a flow chart of shift control when traveling in a wet field. Steps S1 and S2 are the same as described above, but the wet field switch G1 is read in step S15, and whether the wet field switch G1 is ON in step S16. If the determination is ON (determination of YES), the slow acceleration / deceleration control of step S17 is performed, and if not ON (determination of NO), the flat ground acceleration / deceleration control of step S18, that is, the control of FIG.

The left / right tilt detection sensor F1, the wetland switch G1, and the travel speed sensor G2 correspond to the travel state detection means D of the present invention.
FIG. 10 is a flowchart of the shift control based on the shift position of the sub-shift lever B2. Steps S1 and S2 are the same as described above, but the sub-shift position is read in step S20, and the sub-shift position is determined in step S21. Whether the speed is high is determined. If the speed is high (YES determination), the slow acceleration / deceleration control in step S22 is performed. If the speed is not high speed (NO determination), the standard acceleration / deceleration control in step S23, that is, the control in FIG.

  FIG. 11 is a flowchart of the shift control for changing the shift rate according to the travel speed. Steps S1 and S2 are the same as described above, but the current travel speed is 3 km / h or more in the speed determination of step S25. It is determined whether the speed is 5 km / h or less. If YES, the slow increase / decrease control in step S26 is performed. If NO, the rapid increase / decrease control in step S27 is performed. If the current speed reaches the target speed in step S28, the control is terminated.

  FIG. 12 is a graph showing the change in travel speed by the above control, in which a rapid increase / decrease is performed in the range of 1.5 km / h to 3 km / h, and at other speeds, that is, at a high speed and a low speed, the deceleration is reduced and the shock is reduced. Speed adjustment at high speed.

Combine side view of this embodiment Combine front view of this embodiment Partial enlarged side view Partial enlarged side view Control block diagram Control flow chart Travel speed change graph Control flow chart Control flow chart Control flow chart Control flow chart Travel speed change graph

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Hydraulic continuously variable transmission 2 Sub transmission 3 Actuator A Shift control means B Shift operation tool C Shift position detection means D Running state detection means E Acceleration / deceleration detection means F Inclination detection means G Dryness / humidity determination means H Sub shift setting detection means J Travel speed detection means

Claims (6)

A shift position detecting means for detecting the shift position of the shift operation tool (B) is provided, and a shift control means (A) for controlling the operating speed of the actuator (3) for shifting the output rotation of the hydraulic continuously variable transmission (1) is provided. (C) and a traveling state detection means (D) for detecting the traveling state of the airframe are provided, based on the shift position detected by the shift position detection means (C) and the traveling state detected by the traveling state detection means (D). A speed change control device for a hydraulically driven work vehicle characterized in that the speed change rate is changed by controlling the operating speed of the actuator (3) by the speed change control means (A). An acceleration / deceleration detection means (E) for detecting an acceleration / deceleration operation of the transmission operating tool (B) is provided, and when the acceleration / deceleration detection means (E) detects a deceleration, the transmission control means (A) 2. The transmission control apparatus for a hydraulically driven work vehicle according to claim 1, wherein the speed change rate is appropriately controlled to be lower than the speed change rate. Inclination detecting means (F) for detecting the left-right inclination of the airframe is provided, and the speed change rate is controlled by the speed change control means (A) by decreasing the speed change rate as the airframe inclination detection value by the inclination detecting means (F) increases. The shift control apparatus for a hydraulically driven work vehicle according to claim 1, wherein the shift control apparatus is a hydraulic drive work vehicle. A dry / wet determination means (G) for detecting or inputting dry / wet in the field is provided, and when the determination result by the dry / wet determination means (G) is a wet field, the speed change control means (A) reduces the rate of change in speed and controls it. The shift control apparatus for a hydraulically driven work vehicle according to claim 1, wherein the shift control apparatus is a hydraulic drive work vehicle. In addition to the hydraulic continuously variable transmission (1), there is provided auxiliary transmission setting detection means (H) of the auxiliary transmission (2) for changing the transmission ratio by gear transmission, and the high transmission ratio by the auxiliary transmission setting detection means (H). 2. The shift control apparatus for a hydraulically driven work vehicle according to claim 1, wherein the shift control means (A) controls the speed change rate at the time of detection by reducing the speed change rate. A traveling speed detecting means (J) for detecting the actual traveling speed is provided, and when the detected speed by the traveling speed detecting means (J) is a low speed and a high speed, the speed change rate control means (A) performs a speed change rate. 2. The transmission control apparatus for a hydraulically driven work vehicle according to claim 1, wherein the control is performed by lowering the pressure.

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