JP5302038B2 - Combine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a combined harvester and thresher improving controllability and maintainability and enabling driving operation preventing unpleasant feeling and uncomfortable feeling regardless of a target traveling speed. <P>SOLUTION: An operating amount detection means 25a for detecting the operating amount of a transmission operation tool 25 and a traveling rotational frequency detection means 108 for detecting the traveling rotational frequency of a traveling hydraulic continuously variable transmission 40 are connected to a control means 200. The control means 200 controls the traveling hydraulic continuously variable transmission 40 by a speed command value V calculated by adding a traveling swash plate angle correction value V&theta;m calculated from a speed deviation Vs and a traveling control gain G1 to the target traveling speed Vt, to reduce the speed deviation Vs between the target traveling speed Vt calculated from the operating amount of the transmission operation tool 25 and a traveling speed Vr calculated from the traveling rotational frequency of the traveling hydraulic continuously variable transmission 40. The traveling control gain G1 is set to 0 when the target traveling speed Vt is a first set speed V1 or less. <P>COPYRIGHT: (C)2010,JPO&amp;INPIT

Description

  The present invention relates to combine drive control. More specifically, the present invention relates to a control technique for a hydraulic continuously variable transmission of a drive unit.

  2. Description of the Related Art Conventionally, a combine that performs traveling and steering by mounting a traveling hydraulic continuously variable transmission and a steering hydraulic continuously variable transmission is known. In such a combine, the operation of each hydraulic continuously variable transmission is controlled by a mechanical transmission mechanism. However, when the operation of each hydraulic continuously variable transmission is controlled by the mechanical transmission mechanism, it is difficult to adjust the mechanical transmission mechanism at the time of assembly, and the adjustment of the mechanical transmission mechanism is periodically performed to cope with changes over time such as wear. This is a disadvantage in terms of maintainability and cost.

  Therefore, control of each hydraulic continuously variable transmission is performed via an actuator such as a motor, a correction amount is calculated so that the speed deviation between the target value and the output value is zero, and the command value of the actuator is corrected. Therefore, a control technique such as a combine that performs control to follow the target value without being affected by changes over time such as wear is known. For example, it is like patent document 1.

  However, since the travel control gain necessary for calculating the correction value is always constant, the accuracy of detection of the traveling rotational speed and the steering rotational speed of each hydraulic continuously variable transmission decreases during low speed traveling, etc. In some situations, the error between the actual output value and the detected output value becomes large, causing hunting, a decrease in control accuracy, and the like, which may cause discomfort and discomfort during low-speed driving.

JP 11-63218 A

  Accordingly, an object of the present invention is to provide a combine capable of improving controllability and maintainability, and capable of driving operation that does not cause discomfort or discomfort regardless of the target traveling speed.

  The problem to be solved by the present invention is as described above. Next, means for solving the problem will be described.

  That is, according to the first aspect of the present invention, a traveling hydraulic continuously variable transmission that is controlled in accordance with a speed change operation of the speed change operating tool and a steering hydraulic pressureless speed control that is controlled in accordance with the steering operation of the steering operation tool. In a combine having a step transmission, and a control means for controlling the traveling hydraulic continuously variable transmission and the steering hydraulic continuously variable transmission, the control means controls an operation amount of the shift operation tool. An operation amount detecting means for detecting and a traveling rotational speed detecting means for detecting the traveling rotational speed of the traveling hydraulic continuously variable transmission are connected, and a target traveling speed calculated from the operating amount of the transmission operating tool, A speed deviation from a traveling speed calculated from a traveling rotational speed of the traveling hydraulic continuously variable transmission, or a target traveling swash plate angle calculated from an operation amount of the transmission operating tool and the traveling hydraulic continuously variable transmission. Equipment running speed and engine speed Travel swash plate angle correction value calculated from the speed deviation or the travel swash plate angle deviation and a travel control gain in order to reduce the travel swash plate angle deviation from the actual travel swash plate angle calculated from Is added to a speed command value calculated from the target travel speed or the target travel swash plate angle to control the travel hydraulic continuously variable transmission, and the travel control gain or the travel swash plate The upper limit of the angle correction value is set to 0 when the target travel speed is equal to or less than the first set speed or the target travel swash plate angle is equal to or less than the first set travel swash plate angle.

  According to a second aspect of the present invention, the control means is configured such that the target travel speed is between the first set speed and a second set speed set to a speed greater than the first set speed, or the target travel slope. When the plate angle is between the first set travel swash plate angle and the second set travel swash plate angle set to an angle larger than the first set travel swash plate angle, the target travel speed or the target travel swash plate As the angle increases, the upper limit of the travel control gain or the travel swash plate angle correction value is gradually increased.

According to a third aspect of the present invention, the control means is connected to an inclination amount detection means for detecting the inclination amount of the combine. When the inclination amount detected by the inclination amount detection means exceeds a set inclination amount, the second setting speed is set. The second setting traveling swash plate angle is reset to a smaller value so as to approach the first setting speed, or the second setting traveling swash plate angle is reset to a smaller value so as to approach the first setting traveling swash plate angle.

  According to a fourth aspect of the present invention, the control means includes a steering amount detection means for detecting an operation amount of the steering operation tool, and a steering rotation speed for detecting a steering rotation speed of the steering hydraulic continuously variable transmission. A steering amount deviation between a target steering amount calculated from an operation amount of the steering operation tool and a steering amount calculated from a steering rotation speed of the hydraulic continuously variable transmission for steering. Or the steering swash plate angle calculated from the target steering swash plate angle calculated from the operation amount of the steering operating tool, the steering rotational speed of the steering hydraulic continuously variable transmission, and the engine rotational speed The steering swash plate angle correction value calculated from the steering amount deviation or the steering swash plate angle deviation and the steering control gain. The steering amount is added to the steering amount command value calculated from the steering amount or the target steering swash plate angle. The hydraulic continuously variable transmission is configured to control an upper limit of the steering control gain or the steering swash plate angle correction value, the target steering amount is equal to or less than a first set steering amount, or the target steering. It is set to 0 when the swash plate angle is equal to or smaller than the first set steering swash plate angle.

  According to a fifth aspect of the present invention, the steering hydraulic continuously variable transmission includes a steering brake that is capable of rotating with a rotational force equal to or greater than a predetermined value while braking the output shaft. When the steering amount is between the first setting steering amount and the second setting steering amount set to a value larger than the first setting steering amount, or when the target steering swash plate angle is the first setting steering angle If it is between the second set steering swash plate angle set to a value larger than the plate angle, the steering control gain or the steering ramp is increased as the target steering amount or the target steering swash plate angle increases. The upper limit of the plate angle correction value is gradually increased.

  As effects of the present invention, the following effects can be obtained.

  According to the first aspect of the present invention, the machine transmission mechanism wears due to changes over time and the traveling rotational speed of the traveling hydraulic continuously variable transmission is not affected by load fluctuations during traveling, and travels stably at a specified speed. It is possible to reduce the control accuracy during low-speed driving. Even if the engine speed is changed, the traveling speed can be maintained according to the speed change operation of the speed change operating tool. As a result, controllability and maintainability are improved, and a driving operation that does not cause discomfort or discomfort regardless of the target travel speed is possible.

  According to the second aspect of the present invention, the correction by the traveling control gain or the upper limit of the traveling swash plate angle correction value gradually changes in a predetermined section, so that the rapid speed fluctuation due to the control is small. As a result, controllability and maintainability are improved, and a driving operation that does not cause discomfort or discomfort regardless of the target travel speed is possible.

  Since it is constituted as in claim 3, even when the target travel speed or target travel swash plate angle at which the upper limit of the travel control gain or travel swash plate angle correction value is set small is set, the rate at which the travel speed increases or decreases due to the inclination is large. Increases the upper limit of the travel control gain or travel swash plate angle correction value. As a result, controllability and maintainability are improved, and a driving operation that does not cause discomfort or discomfort regardless of the target travel speed is possible.

  Since it is configured as in claim 4, it is possible to perform stable steering with a specified steering amount without being affected by wear due to aging and load fluctuations during steering, and a decrease in control accuracy during a small turn. The influence of no. As a result, controllability and maintainability are improved, and a driving operation that does not cause discomfort or discomfort regardless of the target travel speed is possible.

  Since the upper limit of the correction by the steering control gain or the steering swash plate angle correction value gradually changes in the predetermined section, the rapid steering amount fluctuation due to the control is small. As a result, controllability and maintainability are improved, and a driving operation that does not cause discomfort or discomfort regardless of the target steering amount is enabled.

The left view which shows the whole structure of the combine which concerns on one Embodiment of this invention. The hydraulic circuit diagram which shows the structure of the power transmission of the combine which concerns on one Embodiment of this invention. The block diagram which shows the structure of the control system of the combine which concerns on one Embodiment of this invention. (A) The figure which shows the graph of the traveling control gain with respect to the target traveling speed of the combine which concerns on one Embodiment of this invention. (B) The figure which shows the graph of the traveling control gain with respect to the target traveling swash plate angle of the combine which concerns on one Embodiment of this invention. (A) The figure which shows the graph of the traveling swash plate angle correction value with respect to the target traveling speed of the combine which concerns on one Embodiment of this invention. (B) The figure which shows the graph of the traveling swash plate angle correction value with respect to the target traveling swash plate angle of the combine which concerns on one Embodiment of this invention. The flowchart figure which shows the traveling control procedure of the combine which concerns on this invention. (A) The figure which shows the graph of the steering swash plate angle correction value with respect to the target steering amount of the combine which concerns on one Embodiment of this invention. (B) The figure which shows the graph of the steering swash plate angle correction value with respect to the target steering swash plate angle of the combine which concerns on one Embodiment of this invention. (A) The figure which shows the graph of the steering swash plate angle correction value with respect to the target steering amount of the combine which concerns on one Embodiment of this invention. (B) The figure which shows the graph of the steering swash plate angle correction value with respect to the target steering swash plate angle of the combine which concerns on one Embodiment of this invention. The flowchart figure which shows the steering control procedure of the combine which concerns on this invention.

  Next, embodiments of the invention will be described.

  First, the whole structure of the combine 1 which concerns on one Embodiment of this invention is demonstrated.

  As shown in FIG. 1, the combine 1 includes a traveling unit 3, a mowing unit 4, a threshing unit 5, a sorting unit 6, a grain storage unit 7, a waste processing unit 8, and an engine unit 9. The mission unit 10 and the control unit 11 are provided.

  The traveling unit 3 is provided in the lower part of the body frame 2. The traveling unit 3 includes crawler type traveling devices 12 and 12 having a pair of left and right crawlers, and is configured so that the body can be moved forward or backward by the left and right crawler type traveling devices 12 and 12.

  The cutting unit 4 is provided at the front end of the machine frame 2 so as to be movable up and down with respect to the machine body. The mowing unit 4 includes a weeding tool 13, a pulling device 14, a cutting device 15, a transporting device 16, and the like. It is configured such that the cereal is caused, cut by the cutting device 15, the cereal after the cereal is cut, and the cereal after cutting is transported to the threshing unit 5 side by the transport device 16.

  The threshing part 5 is provided at the left front part of the machine body frame 2 and is arranged behind the cutting part 4. The threshing unit 5 includes a feed chain 17, a handling cylinder, a receiving net, and the like. The threshing unit 5 inherits the culm from the conveying device 16 of the cutting unit 4 by the feed chain 17 and conveys it to the waste disposal processing unit 8 side. And the threshing grain being conveyed by the receiving net is threshed, and the threshing can be leaked.

  The sorting unit 6 is provided on the left side of the machine body frame 2 and is disposed below the threshing unit 5. The sorting unit 6 includes a rocking sorting device, a wind sorting device, a grain conveying device, a swarf discharging device, and the like. Swing and sorting into dust, etc., wind sorting using a wind sorting device to further sort into grains and swarf and dust, etc. While being conveyed to the 7 side, it is comprised so that a sawdust, dust, etc. can be discharged | emitted outside by a sawdust discharge apparatus.

  The grain storage part 7 is provided in the right rear part of the body frame 2, and is arrange | positioned at the right side of the threshing part 5 and the selection part 6. FIG. The grain storage unit 7 includes a grain tank 21, a grain discharge device 22, etc., temporarily stores the grain conveyed from the sorting unit 6 by the grain tank 21, and is storing it by the grain discharge device 22. The grain is discharged from the grain tank 21 and further conveyed in an arbitrary direction before being discharged to the outside.

  The waste disposal unit 8 is provided at the left rear portion of the machine body frame 2 and is disposed behind the threshing unit 5. The waste disposal processing unit 8 has a waste transporting device, a waste cutting device, and the like. The waste transporting device inherits the threshed cereal from the feed chain 17 of the threshing unit 5 and uses it as a waste to the outside. It is configured such that it can be discharged or transported to a waste cutting device, cut by the waste cutting device, and discharged to the outside.

  The engine unit 9 is provided at the front right side of the machine body frame 2 and is disposed in front of the grain storage unit 7. The engine unit 9 includes an engine 31 and the like so that power can be supplied from the engine 31 to each unit device using this as a drive source via an appropriate transmission mechanism so that the engine unit 31 can drive each unit device. Composed.

  The mission unit 10 is provided at the front right side of the body frame 2 and is disposed in front of the engine unit 9. The mission unit 10 shifts the power of the engine 31 of the engine unit 9 before the power of the engine 31 is supplied to the traveling unit 3, the cutting unit 4, and the like. The mission unit 10 includes an inclination amount detection means 27 for detecting an inclination amount Sr of the combine 1 (front-rear direction), a traveling hydraulic continuously variable transmission 40 and a steering hydraulic continuously variable transmission 50, and control means. 200.

  The control unit 11 is provided at the front right side of the body frame 2 and is disposed above the engine unit 9 and the mission unit 10. The control unit 11 includes operation tools including a control seat 24, a speed change operation tool 25, and a steering operation tool 26, a step, and the like. A driver on the step is seated on the control seat 24, and the operator is operated by the operation tools. Is configured to be able to operate the devices of each part. In addition, the control unit 11 includes an operation amount detection unit 25 a that detects an operation amount of the speed change operation tool 25, and a steering amount detection unit 26 a that detects an operation amount of the steering operation tool 26.

  In this way, the combine 1 supplies the power of the engine 31 from the engine unit 9 to the devices of the respective units by operating the operation tools in the control unit 11, and cuts the vehicle while running the aircraft in the traveling unit 3. The part 4 cuts the cereals in the field, the threshing part 5 threshs the cereals from the reaping part 4, the sorting part 6 sorts out the cereals from the threshing part 5, and the grain storage part 7 sorts the sorting part 6. Is stored so that the waste from the threshing unit 5 can be discharged to the outside by the waste processing unit 8.

  Next, the configuration of the mission unit 10 will be described with reference to FIG.

  As shown in FIG. 2, the mission unit 10 includes a traveling hydraulic continuously variable transmission (hereinafter referred to as a traveling HST) 40 and a steering hydraulic continuously variable transmission (hereinafter referred to as a steering HST). 50, a transmission mechanism 70, a transmission case, a control means 200, and the like. In the transmission case, the traveling HST 40, the steering HST 50, the transmission mechanism 70, and the control means 200 are accommodated, and the transmission mechanism of the traveling system of the combine 1 is constituted by these.

  The traveling HST 40 changes the power of the engine 31 steplessly via hydraulic oil. The travel HST 40 includes a variable displacement travel pump 40P, a variable displacement travel motor 40M, travel pump swash plate operating means 47 (see FIG. 3), travel motor swash plate operating means 48 (see FIG. 3), and the like. The In travel HST 40, travel pump 40P and travel motor 40M are fluidly connected to each other.

  The traveling pump 40P supplies hydraulic oil to the traveling motor 40M. The traveling pump 40P includes a traveling pump shaft 41, a traveling pump main body 42, a traveling pump volume adjusting means 43, and the like. The traveling pump shaft 41 is interlocked with the output shaft of the engine 31, and the traveling pump body 42 is supported by the traveling pump shaft 41 so as not to be relatively rotatable. The travel pump volume adjusting means 43 has a movable swash plate (not shown) and a control shaft, and the volume of the travel pump 40P can be changed by tilting the movable swash plate with the control shaft.

  The travel motor 40M rotates the travel motor shaft 45 by hydraulic oil pressure. The traveling motor 40M includes a traveling motor main body 44, a traveling motor shaft 45, a traveling motor volume adjusting means 46, and the like. The travel motor main body 44 is fluidly connected to the travel pump main body 42 and supported by the travel motor shaft 45 so as not to be relatively rotatable. A PTO pulley 90 is fixed to the traveling motor shaft 45, and the output of the traveling motor 40 </ b> M can be transmitted from the PTO pulley 90 to the transmission mechanism of the cutting unit 4. The travel motor volume adjusting means 46 has a movable swash plate (not shown) and a control shaft, and the volume of the travel motor main body 44 can be changed by tilting the movable swash plate with the control shaft.

  The traveling pump swash plate actuating means 47 (see FIG. 3) controls the traveling pump volume adjusting means 43. The traveling pump swash plate actuating means 47 is composed of a solenoid valve (not shown), a hydraulic cylinder, etc., and the hydraulic pump is expanded and contracted by switching supply / discharge of hydraulic oil supplied to the hydraulic cylinder by the solenoid valve. The adjusting means 43 is tilted.

  The travel motor swash plate actuating means 48 (see FIG. 3) controls the travel motor volume adjusting means 46. The travel motor swash plate actuating means 48 is composed of a solenoid valve, a hydraulic cylinder, etc. (not shown), and the hydraulic cylinder is expanded and contracted by switching the supply and discharge of the hydraulic oil supplied to the hydraulic cylinder by the solenoid valve. The adjusting means 46 is tilted.

  Thus, in the travel HST 40, when the travel pump 40P is driven, the hydraulic oil discharged from the travel pump 40P to the travel motor 40M is changed by changing the volume of the travel pump 40P according to the tilt of the movable swash plate. The discharge amount and the discharge direction are changed, the rotation direction of the traveling motor shaft 45 is changed to the forward or reverse direction, and the rotation speed is changed steplessly. Furthermore, the rotational speed of the travel motor shaft 45 in the travel motor 40M is changed by changing the volume of the travel motor 40M according to the tilt of the movable swash plate.

  The steering HST 50 shifts the power of the engine 31 steplessly via hydraulic oil. The steering HST 50 includes a variable displacement steering pump 50P, a fixed displacement steering motor 50M, a steering pump swash plate actuating means 56 (see FIG. 3), and the like. In the steering HST 50, the steering pump 50P and the steering motor 50M are fluidly connected to each other.

  The steering pump 50P supplies hydraulic oil to the steering motor 50M. The steering pump 50P includes a steering pump shaft 51, a steering pump body 52, a steering pump volume adjusting means 53, and the like. The steering pump shaft 51 is linked to the engine 31 and the steering pump main body 52 is supported by the steering pump shaft 51 so as not to be relatively rotatable. The steering pump volume adjusting means 53 has a movable swash plate (not shown) and a control shaft, and changes the volume of the steering pump 50P by tilting the movable swash plate with the control shaft. Can do.

  The steering motor 50M rotates the steering motor shaft 55 by hydraulic oil pressure. The steering motor 50M includes a steering motor main body 54, a steering motor shaft 55, and a fixed swash plate. The steering motor main body 54 is fluidly connected to the steering pump main body 52 and is supported on the steering motor shaft 55 so as not to be relatively rotatable. A fixed swash plate (not shown) is provided in the steering motor main body 54 so that the volume of the steering motor 50M can be fixed.

  The steering pump swash plate actuating means 56 (see FIG. 3) controls the steering pump volume adjusting means 53. The steering pump swash plate actuating means 56 is composed of a solenoid valve, a hydraulic cylinder, etc. (not shown), and the hydraulic cylinder is expanded and contracted by switching the supply and discharge of the hydraulic oil supplied to the hydraulic cylinder by the solenoid valve. The pump volume adjusting means 53 is tilted.

  Thus, in the steering HST 50, when the steering pump 50P is driven, the volume of the steering pump 50P is changed in accordance with the tilt of the movable swash plate, so that the steering pump 50P changes to the steering motor 50M. The discharge amount and discharge direction of the discharged hydraulic oil are changed, the rotation direction of the steering motor shaft 55 is changed to the normal or reverse direction, and the rotation speed is changed steplessly.

  The transmission mechanism 70 transmits the rotational power of the traveling HST 40 and the steering HST 50 to each of the crawler traveling devices 12 and 12. The transmission mechanism 70 includes a pair of planetary gear mechanisms, that is, a first planetary gear mechanism 80a and a second planetary gear mechanism 80b, a traveling output transmission mechanism 100, a turning output transmission mechanism 110, and the like.

  The first planetary gear mechanism 80 a transmits rotational power to one of the crawler type traveling devices 12. The first planetary gear mechanism 80a includes a sun gear 81, a plurality of planetary gears 82, 82..., A carrier 83, and an internal gear 84. In the first planetary gear mechanism 80a, the sun gear 81 is fixed to the rotating shaft 85, and the internal gear 84 is disposed so as to surround the sun gear 81 concentrically. Each planetary gear 82 is interposed so as to mesh with the external teeth of the sun gear 81 and the internal teeth of the internal gear 84, and is rotatably supported by the carrier 83. The carrier 83 is fixed to the first output shaft 60a.

  The second planetary gear mechanism 80 b transmits rotational power to the other crawler type traveling device 12. The second planetary gear mechanism 80 b includes a sun gear 81, a plurality of planetary gears 82, 82..., A carrier 83, and an internal gear 84. In the second planetary gear mechanism 80b, the sun gear 81 is fixed to the rotating shaft 85, and the internal gear 84 is disposed so as to surround the sun gear 81 concentrically. Each planetary gear 82 is interposed so as to mesh with the external teeth of the sun gear 81 and the internal teeth of the internal gear 84, and is rotatably supported by the carrier 83. The carrier 83 is fixed to the second output shaft 60b.

  The traveling output transmission mechanism 100 transmits the rotational power of the traveling HST 40 to the first planetary gear mechanism 80a and the second planetary gear mechanism 80b. The traveling output transmission mechanism 100 includes a traveling input shaft 101, a parking brake device 102, a branch shaft 105, a first traveling output gear train 106a, a second traveling output gear train 106b, an auxiliary transmission mechanism 107, and the like. . In the travel output transmission mechanism 100, the travel input shaft 101 is linked to the travel motor shaft 45 of the travel motor 40 </ b> M, and the branch shaft 105 is linked to the travel input shaft 101 via the auxiliary transmission mechanism 107.

  The parking brake device 102 applies a braking force to the travel motor shaft 45. In the parking brake device 102, the brake shaft 103 and the brake unit 104 are connected, and the output of the travel input shaft 101 is transmitted to the branch shaft 105 via the brake shaft 103. The parking brake device 102 can brake the travel motor shaft 45 by selectively applying a braking force to the brake shaft 103 by the brake unit 104. The brake shaft 103 is provided with traveling rotational speed detection means 108 for detecting the rotational speed.

  The first traveling output gear train 106a transmits the rotational power of the branch shaft 105 to the internal gear 84 of the first planetary gear mechanism 80a. The second traveling output gear train 106b transmits the rotational power of the branch shaft 105 to the internal gear 84 of the second planetary gear mechanism 80b. The transmission directions and transmission ratios of the first traveling output gear train 106a and the second traveling output gear train 106b are set to be the same.

  The sub-transmission mechanism 107 transmits the rotational power of the traveling input shaft 101 rotated by the traveling motor shaft 45 for traveling to the branch shaft 105 by performing multi-speed shifting.

  The turning output transmission mechanism 110 transmits the rotational power of the steering HST 50 to the first planetary gear mechanism 80a and the second planetary gear mechanism 80b. The turning output transmission mechanism 110 includes a turning input shaft 111, a common shaft 112, a first turning output gear train 113a, a second turning output gear train 113b, a steering brake 114, a clutch device 115, and the like. In the turning output transmission mechanism 110, the turning input shaft 111 is linked to the steering motor shaft 55 of the steering motor 50 </ b> M, and the common shaft 112 is linked to the turning input shaft 111 via the clutch device 115.

  The first turning output gear train 113a transmits the rotational power of the common shaft 112 to the sun gear 81 of the first planetary gear mechanism 80a via the rotating shaft 85 and the like. The second turning output gear train 113b transmits the rotational power of the common shaft 112 to the sun gear 81 of the second planetary gear mechanism 80b via the rotating shaft 85 or the like. The transmission ratios of the first turning output gear train 113a and the second turning output gear train 113b are set to be the same, and the transmission directions are set to opposite directions. The first turning output gear train 113a or the second turning output gear train 113b is provided with steering rotational speed detection means 116 for detecting the rotational speed.

  The steering brake 114 applies a braking force to the steering motor shaft 55. The steering brake 114 is configured integrally with the turning input shaft 111, constantly applies a braking force to the turning input shaft 111, and rotates when the rotational power of the steering motor shaft 55 exceeds a predetermined value. Composed.

  The clutch device 115 selectively transmits the rotational power of the turning input shaft 111 to the common shaft 112. The clutch device 115 is configured integrally with the common shaft 112, and is configured to be able to arbitrarily transmit or block the rotational power from the turning input shaft 111 to the common shaft 112 via the friction force of a clutch plate (not shown). Is done.

  In such a configuration, when the steering motor 50M of the steering HST 50 is stopped and the traveling motor 40M of the traveling HST 40 is driven, the rotational power of the traveling motor 40M is transmitted from the traveling motor shaft 45 to the traveling output transmission mechanism. 100 traveling input shaft 101, branch shaft 105, first traveling output gear train 106a and second traveling output gear train 106b, internal gear 84 of first planetary gear mechanism 80a and second planetary gear mechanism 80b, planetary gear 82 and the carrier 83 are transmitted to each member in this order, and then transmitted to the first output shaft 60a and the second output shaft 60b.

  Due to the transmission of the rotational power, the first output shaft 60a and the second output shaft 60b are rotated at the same rotational speed, and as a result, the drive wheels provided in the left and right crawler type traveling devices 12 are the same rotational speed in the same rotational direction. It is rotated by. As a result, the left and right crawler type traveling devices 12 are driven, and the vehicle travels straight in the front-rear direction.

  When the traveling motor 40M of the traveling HST 40 is stopped and the steering motor 50M of the steering HST 50 is driven, the rotational power of the steering motor 50M is supplied from the steering motor shaft 55 to the turning input of the turning output transmission mechanism 110. The shaft 111, the common shaft 112, the first turning output gear train 113a and the second turning output gear train 113b, the sun gear 81 of the first planetary gear mechanism 80a and the second planetary gear mechanism 80b, the planetary gear 82, and the carrier 83 in this order. It is transmitted to each member, and then transmitted to the first output shaft 60a and the second output shaft 60b.

  By the transmission of this rotational power, the first output shaft 60a and the second output shaft 60b are rotated in opposite directions, and the drive wheels of the left and right crawler type traveling devices 12 are rotated in the forward or reverse direction, and the other left and right The drive wheels of the crawler type traveling device 12 are rotated in the reverse or forward direction. As a result, the left and right crawler type traveling devices 12 are driven, and the spin turn of the aircraft is performed on the spot. Thereby, the direction change in a farm field or a headland is enabled, for example.

  When the traveling motor 40M in the traveling HST 40 is driven and the steering motor 50M of the steering HST 50 is driven, the rotational power transmitted from the traveling motor 40M via the traveling output power transmission mechanism 100 and the steering motor 50M. Rotational power transmitted through the turning output power transmission mechanism 110 is synthesized by the first planetary gear mechanism 80a and the second planetary gear mechanism 80b, respectively, and then transmitted to the first output shaft 60a and the second output shaft 60b. Is done.

  Due to the transmission of the rotational power, the first output shaft 60a and the second output shaft 60b are rotated at different rotational speeds, and as a result, the drive wheels of the left and right crawler type traveling devices 12 are rotated at different rotational speeds. As a result, the left and right crawler type traveling devices 12 are driven with a speed difference, and the aircraft is traveling and turning left or right at the same time. The turning direction and turning radius are determined according to the speed difference between the left and right crawler type traveling devices 12.

  Next, the structure of the control means 200 is demonstrated using FIG. 3 and FIG.

  As shown in FIG. 3, the control means 200 is connected to the traveling HST 40 and the steering HST 50 via the engine 31, the traveling pump swash plate operating means 47, the traveling motor swash plate operating means 48, and the steering pump swash plate operating means 56. It controls the operation. Specifically, the control means 200 may be configured such that a CPU, ROM, RAM, HDD, or the like is connected by a bus, or may be configured by a one-chip LSI or the like. The control means 200 stores various programs and data for controlling the operation of the traveling pump swash plate operating means 47, the traveling motor swash plate operating means 48, the steering pump swash plate operating means 56, and the like. The control means 200 controls the operation of the engine 31, the traveling pump swash plate operating means 47, the traveling motor swash plate operating means 48, and the like based on the program and the like.

  As shown in FIG. 4A, the control means 200 corresponds to a target travel speed (hereinafter simply referred to as “target travel speed”) Vt calculated from the operation amount of the speed change operating tool 25, and the target travel speed Vt. A travel control gain map M11 indicating the relationship with the travel control gain G1 to be stored is stored. The travel control gain G1 is a speed deviation Vs between the target travel speed Vt and the actual travel speed (hereinafter simply referred to as “travel speed”) Vr calculated from the rotational speed of the brake shaft 103 around which the travel HST 40 rotates. A traveling swash plate angle correction value Vθm for decreasing, in particular, 0 is calculated from the speed deviation Vs. The travel control gain G1 is a gain when performing PI control or PID control.

  In the travel control gain map M11, the first set speed V1 is set, and when the target travel speed Vt is equal to or less than the first set speed V1, the value of the travel control gain G1 is set to 0. That is, the traveling swash plate angle correction value Vθm is set to 0 when the target traveling speed Vt is equal to or lower than the first set speed V1 that travels at a very low speed in order to go over the ridge, enter the field, or adjust the condition.

  The travel control gain map M11 has a second set speed V2 that is larger than the first set speed V1, and the target travel speed Vt is from the first set speed V1 to the second set speed V2. The traveling control gain G1 is set to gradually increase as the traveling speed Vt increases. That is, when the target travel speed Vt is from the first set speed V1 to the second set speed V2, the travel swash plate angle correction value Vθm is calculated based on the travel control gain G1 corresponding to the target travel speed Vt.

  The travel control gain map M11 is set so that the travel control gain G1 is a constant value when the target travel speed Vt is greater than the second set speed V2. That is, when the target travel speed Vt is greater than the second set speed V2, the travel swash plate angle correction value Vθm is a constant value. The first set speed V1 and the second set speed V2 can be changed.

  Further, the travel control gain map M11 is set to change the second set speed V2 in the direction approaching the first set speed V1 to the second set speed V3 when the tilt amount Sr is larger than the set tilt amount S1. . That is, when the slope amount Sr is larger than the set slope amount S1 and the target travel speed Vt is not less than the first set speed V1 and not more than the second set speed V2, the travel swash plate angle correction value Vθm is equal to the slope amount Sr. If smaller, it is calculated as a larger value.

  As shown in FIG. 4 (b), the control unit 200 replaces the travel control gain map M11 with a target travel swash plate angle (hereinafter simply referred to as “target travel swash plate angle”) calculated from the operation amount of the speed change operation tool 25. A travel control gain map M12 indicating the relationship between Vθt and the travel control gain G1 corresponding to the target travel swash plate angle Vθt may be stored. The travel control gain G1 is an actual travel swash plate angle calculated from the target travel swash plate angle Vθt, the rotational speed of the brake shaft 103 around which the travel HST 40 rotates and the rotational speed of the engine 31 (hereinafter simply referred to as “travel swash plate”). The travel swash plate angle deviation value Vθm for reducing the travel swash plate angle deviation Vθs with respect to Vθr, in particular 0, is calculated from the travel swash plate angle deviation Vθs.

  In the travel control gain map M12, the first set travel swash plate angle Vθ1 is set, and when the target travel swash plate angle Vθt is equal to or less than the first set travel swash plate angle Vθ1, the value of the travel control gain G1 is 0. Is set.

  In the travel control gain map M12, a second set travel swash plate angle Vθ2 larger than the first set travel swash plate angle Vθ1 is set, and the target travel swash plate angle Vθt is set to the first set travel swash plate angle Vθ1. To the second set travel swash plate angle Vθ2, the travel control gain G1 is set to gradually increase as the target travel swash plate angle Vθt increases.

  The travel control gain map M12 is set so that the travel control gain G1 becomes a constant value when the target travel swash plate angle Vθt is larger than the second set travel swash plate angle Vθ2.

  Further, the travel control gain map M12 changes the second set travel swash plate angle Vθ2 to a direction closer to the first set travel swash plate angle Vθ1 when the tilt amount Sr is larger than the set tilt amount S1, and the second set travel swash plate. The angle Vθ3 is set.

  As shown in FIG. 5 (a), the control means 200 replaces the travel control gain maps M11 and M12 with the target travel speed Vt calculated from the operation amount of the transmission operating tool 25 and the travel corresponding to the target travel speed Vt. A traveling swash plate angle correction value map M13 indicating the relationship with the upper limit of the swash plate angle correction value Vθm may be stored.

  In the travel swash plate angle correction value map M13, the first set speed V1 is set. When the target travel speed Vt is equal to or lower than the first set speed V1, the travel swash plate angle correction value Vθm is set to 0. ing.

  In the travel swash plate angle correction value map M13, a second set speed V2 larger than the first set speed V1 is set, and the target travel speed Vt is from the first set speed V1 to the second set speed V2. In this case, the upper limit of the travel swash plate angle correction value Vθm is set to gradually increase as the target travel speed Vt increases.

  Further, the travel swash plate angle correction value map M13 is set so that the upper limit of the travel swash plate angle correction value Vθm becomes a constant value when the target travel speed Vt is larger than the second set speed V2.

  Further, the travel swash plate angle correction value map M13 is set so that the second set speed V2 is changed to a direction closer to the first set speed V1 to be the second set speed V3 when the tilt amount Sr is larger than the set tilt amount S1. Has been.

  As shown in FIG. 5 (b), the control means 200 uses the target travel swash plate angle calculated from the operation amount of the transmission operating tool 25 instead of the travel control gain maps M11 and M12 and the travel swash plate angle correction value map M13. A travel swash plate angle correction value map M14 showing the relationship between Vθt and the upper limit of the travel swash plate angle correction value Vθm corresponding to the target travel swash plate angle Vθt may be stored.

  In the travel swash plate angle correction value map M14, the first set travel swash plate angle Vθ1 is set, and when the target travel swash plate angle Vθt is equal to or less than the first set travel swash plate angle Vθ1, the travel swash plate angle correction value. The value of Vθm is set to 0.

  In the travel swash plate angle correction value map M14, a second set travel swash plate angle Vθ2 larger than the first set travel swash plate angle Vθ1 is set, and the target travel swash plate angle Vθt is set to the first set travel swash plate. In the case of the plate angle Vθ1 to the second set travel swash plate angle Vθ2, the upper limit of the travel swash plate angle correction value Vθm is set to gradually increase as the target travel swash plate angle Vθt increases.

  Further, the travel swash plate angle correction value map M14 is set so that the upper limit of the travel swash plate angle correction value Vθm becomes a constant value when the target travel swash plate angle Vθt is larger than the second set travel swash plate angle Vθ2. Yes.

  Further, the travel swash plate angle correction value map M14 changes the second set travel swash plate angle Vθ2 to a direction closer to the first set travel swash plate angle Vθ1 when the tilt amount Sr is larger than the set tilt amount S1. The traveling swash plate angle Vθ3 is set.

  Relationship between target travel speed Vt and travel control gain G1 shown in travel control gain map M11, relationship between target travel swash plate angle Vθt and travel control gain G1 shown in travel control gain map M12, travel swash plate angle correction value The relationship between the target travel speed Vt shown in the map M13 and the upper limit of the travel swash plate angle correction value Vθm, and the target travel swash plate angle Vθt and the travel swash plate angle correction value Vθm shown in the travel swash plate angle correction value map M14. The relationship with the upper limit is determined in advance by numerical calculation or experiment. The travel control gain maps M11 and M12 and the travel swash plate angle correction value maps M13 and M14 shown in FIGS. 4A, 4B, 5A, and 5B are merely examples. The correlation between the target travel speed Vt or the target travel swash plate angle Vθt and the travel control gain G1 or the correlation between the target travel speed Vt or the target travel swash plate angle Vθt and the upper limit of the travel swash plate angle correction value Vθm It is not limited.

  As shown in FIG. 3, the control means 200 is connected to the operation amount detection means 25a, acquires the operation amount of the speed change operation tool 25 input to the operation amount detection means 25a, and obtains the target travel speed Vt or the target travel swash plate. The angle Vθt can be calculated.

  The control means 200 is connected to the inclination amount detection means 27 and can acquire the inclination amount Sr detected by the inclination amount detection means 27.

  The control means 200 is connected to the engine 31 and can control the engine 31 to obtain the engine speed of the engine 31.

  The control means 200 is connected to the travel pump swash plate actuating means 47, and can control the operation of the travel pump swash plate actuating means 47 to change the travel rotational speed of the travel HST 40.

  The control means 200 is connected to the travel motor swash plate actuating means 48 and can control the operation of the travel motor swash plate actuating means 48 to change the travel speed of the travel HST 40.

  The control means 200 is connected to the steering pump swash plate actuating means 56, can control the operation of the steering pump swash plate actuating means 56, and can change the steering rotation speed of the steering HST 50.

  The control means 200 is connected to the traveling rotational speed detection means 108, can acquire the rotational speed of the brake shaft 103 input to the traveling rotational speed detection means 108, and can calculate the traveling speed Vr.

  Next, the control aspect by the control means 200 of the combine 1 which concerns on 1st embodiment of this invention is demonstrated.

  The control means 200 determines the travel swash plate angle based on each map from the speed deviation Vs between the target travel speed Vt and the travel speed Vr or the travel swash plate angle deviation Vθs between the target travel swash plate angle Vθt and the travel swash plate angle Vθr. A correction value Vθm is calculated. The control means 200 controls the traveling HST 40 by adding the traveling swash plate angle correction value Vθm to the speed command value V calculated from the target traveling speed Vt or the target traveling swash plate angle Vθt.

  Below, the control aspect by the control means 200 is demonstrated concretely using FIG.

  When the transmission operating tool 25 is operated, the control means 200 shifts the control stage to step S110.

  In step S110, the control means 200 acquires the operation amount of the transmission operating tool 25 from the operation amount detection means 25a, and then proceeds to the control step to step S120.

  In step S120, the control means 200 calculates the target travel speed Vt or the target travel swash plate angle Vθt from the acquired operation amount of the shift operation tool 25, and then proceeds to a control step to step S130.

  In step S130, the control means 200 calculates the speed command value V of the travel pump 40P and the speed command value V of the travel motor 40M from the calculated target travel speed Vt or the target travel swash plate angle Vθt, and then performs a control step. The process proceeds to S140.

  In step S140, the control means 200 activates the travel pump swash plate actuating means 47 and the travel motor swash plate actuating means 48 based on the calculated speed command value V, and then the control stage proceeds to step S150.

  In step S150, the control means 200 acquires the rotational speed of the brake shaft 103 from the traveling rotational speed detection means 108, acquires the engine rotational speed from the engine 31, and then shifts the control stage to step S160.

  In step S160, the control unit 200 calculates the traveling speed Vr from the acquired rotation speed of the brake shaft 103, or calculates the traveling swash plate angle Vθr from the acquired rotation speed of the brake shaft 103 and the engine rotation speed of the engine 31. After that, the control stage shifts to step S170.

  In step S170, the control means 200 acquires the inclination amount Sr from the inclination amount detection means 27, and then shifts the control stage to step S180.

  In step S180, the control unit 200 calculates the speed deviation Vs from the calculated target travel speed Vt and the travel speed Vr, or the travel swash plate angle from the calculated target travel swash plate angle Vθt and the travel swash plate angle Vθr. After calculating the deviation Vθs, the control stage proceeds to step S190.

  In step S190, the control means 200 determines whether or not the calculated target travel speed Vt is equal to or higher than the first set speed V1 of the travel control gain map M11. Alternatively, it is determined whether or not the calculated target travel swash plate angle Vθt is equal to or greater than the first set travel swash plate angle Vθ1 of the travel control gain map M12. As a result, when the target travel speed Vt is equal to or higher than the first set travel speed V1, or when the target travel swash plate angle Vθt is equal to or greater than the first set travel swash plate angle Vθ1, the control stage proceeds to step S200. When the target travel speed Vt is smaller than the first set speed V1, or when the target travel swash plate angle Vθt is smaller than the first set travel swash plate angle Vθ1, the control stage proceeds to step S310.

  In step S200, the control means 200 determines whether or not the acquired inclination amount Sr is equal to or less than the set inclination amount S1. As a result, when the inclination amount Sr is equal to or less than the set inclination amount S1, the control stage proceeds to step S210. If the tilt amount Sr is greater than the set tilt amount S1, the control stage proceeds to step S320.

  In step S210, the control means 200 compares the target travel speed Vt with the travel control gain map M11 to determine the travel control gain G1, or compares the target travel swash plate angle Vθt with the travel control gain map M12. After determining the travel control gain G1 or after comparing the target travel speed Vt with the travel swash plate angle correction value map M13 and determining the upper limit of the travel swash plate angle correction value Vθm, or after the target travel swash plate After comparing the angle Vθt and the travel swash plate angle correction value map M14 to determine the upper limit of the travel swash plate angle correction value Vθm, the control stage proceeds to step S220.

  In step S220, the control means 200 calculates the traveling swash plate angle correction value Vθm from the determined traveling control gain G1 and the speed deviation Vs or the traveling swash plate angle deviation Vθs, and then shifts the control step to step S130. On the other hand, when the travel control gain G1 is constant regardless of the target travel speed Vt or the target travel swash plate angle Vθt, the travel control gain G1 and the speed deviation Vs or the travel skew are based on the upper limit of the travel swash plate angle correction value Vθm. After calculating the travel swash plate angle correction value Vθm from the plate angle deviation Vθs, the control stage proceeds to step S130.

  In step S130, the travel swash plate angle correction value Vθm is added to the speed command value V of the travel pump 40P and the speed command value V of the travel motor 40M, and then the control stage proceeds to step S140.

  In step S310, when the target travel speed Vt is smaller than the first set speed V1, or when the target travel swash plate angle Vθt is smaller than the first set travel swash plate angle Vθ1, the control means 200 performs the travel swash plate angle correction value. Vθm is set to 0, and the control stage proceeds to step S130.

  In step S130, the travel swash plate angle correction value Vθm is added to the speed command value V of the travel pump 40P and the speed command value V of the travel motor 40M, and then the control stage proceeds to step S140.

  In step S320, when the tilt amount Sr is larger than the set tilt amount S1, the control means 200 changes the second set speed V2 of the travel control gain map M11 or the travel swash plate angle correction value map M13 to the second set speed V3. After or after changing the second set travel swash plate angle Vθ2 or the travel swash plate angle correction value map M14 of the travel control gain map M12 to the second set travel swash plate angle Vθ3, the control stage proceeds to step S330.

  In step S330, the control means 200 compares the target travel speed Vt with the travel control gain map M11 to determine the travel control gain G1, or compares the target travel swash plate angle Vθt with the travel control gain map M12. After determining the travel control gain G1, or after comparing the target travel speed Vt and the travel swash plate angle correction value map M13 to determine the upper limit of the travel swash plate angle correction value Vθm, or after the target travel swash plate angle After comparing Vθt with the travel swash plate angle correction value map M14 and determining the upper limit of the travel swash plate angle correction value Vθm, the control stage proceeds to step S340.

  In step S340, the control means 200 calculates the travel swash plate angle correction value Vθm from the determined travel control gain G1 and the speed deviation Vs or the travel swash plate angle deviation Vθs, and then shifts the control step to step S130. On the other hand, when the travel control gain G1 is constant regardless of the target travel speed Vt or the target travel swash plate angle Vθt, the travel control gain G1 and the speed deviation Vs or the travel skew are based on the upper limit of the travel swash plate angle correction value Vθm. After calculating the travel swash plate angle correction value Vθm from the plate angle deviation Vθs, the control stage proceeds to step S130.

  In step S130, the travel swash plate angle correction value Vθm is added to the speed command value V of the travel pump 40P and the speed command value V of the travel motor 40M, and then the control stage proceeds to step S140.

  As described above, the traveling hydraulic continuously variable transmission 40 controlled according to the shifting operation of the shifting operation tool 25 and the steering hydraulic continuously variable transmission controlled according to the steering operation of the steering operation tool 26. In the combine 1 having the transmission 50 and the control means 200 for controlling the traveling hydraulic continuously variable transmission 40 and the steering hydraulic continuously variable transmission 50, the control means 200 operates the transmission operation tool 25. An operation amount detecting means 25a for detecting the amount and a traveling rotational speed detecting means 108 for detecting the traveling rotational speed of the traveling hydraulic continuously variable transmission 40 are connected and calculated from the operating amount of the transmission operating tool 25. The speed deviation Vs between the target travel speed Vt and the travel speed Vr calculated from the travel speed of the travel hydraulic continuously variable transmission 40 or the target travel swash plate angle Vθt calculated from the operation amount of the speed change operation tool 25 Traveling hydraulic stepless In order to reduce the traveling swash plate angle deviation Vθs from the traveling swash plate angle Vθr calculated from the traveling rotational speed of the device 40 and the engine rotational speed, the speed deviation Vs or the traveling swash plate angle deviation Vθs and the traveling control gain G1 The travel hydraulic stepless transmission 40 is controlled by adding the travel swash plate angle correction value Vθm calculated from the target travel speed Vt or the speed command value V calculated from the target travel swash plate angle Vθt. The upper limit of the travel control gain G1 or the travel swash plate angle correction value Vθm is set so that the target travel speed Vt is less than or equal to the first set speed V1 or the target travel swash plate angle Vθt is less than or equal to the first set travel swash plate angle Vθ1. In this case, 0 is set. With this configuration, the machine transmission mechanism wears due to changes over time and the traveling rotational speed of the traveling hydraulic continuously variable transmission 40 is not affected by load fluctuations during traveling, and travels stably at a specified speed. It is possible to reduce the control accuracy during low-speed driving. Even if the engine speed is changed, the traveling speed can be maintained according to the speed change operation of the speed change operating tool 25. As a result, controllability and maintainability are improved, and a driving operation that does not cause discomfort or discomfort regardless of the target travel speed is possible.

Further, the control unit 200 determines that the target travel speed Vt is between the first set speed V1 and the second set speed V2 set to a speed higher than the first set speed V1, or the target travel swash plate angle Vθt. Is between the first set travel swash plate angle Vθ1 and the second set travel swash plate angle Vθ2 set to an angle larger than the first set travel swash plate angle Vθ1, the target travel speed Vt or the target travel swash plate angle. As Vθt increases, the upper limit of the travel control gain G1 or the travel swash plate angle correction value Vθm is gradually increased.
With this configuration, the correction by the traveling control gain G1 or the upper limit of the traveling swash plate angle correction value Vθm gradually changes in a predetermined section, so that there is little rapid speed fluctuation due to the control. As a result, controllability and maintainability are improved, and a driving operation that does not cause discomfort or discomfort regardless of the target travel speed is possible.

  Further, the control means 200 is connected to an inclination amount detection means 27 for detecting the inclination amount Sr of the combine 1, and when the inclination amount Sr detected by the inclination amount detection means 27 exceeds the set inclination amount S1, the second setting speed V2 is set. The second setting traveling swash plate angle Vθ2 is reset to a smaller value so as to approach the first setting speed V1, or the second setting traveling swash plate angle Vθ2 is set to a smaller value so as to approach the first setting traveling swash plate angle Vθ1. With this configuration, even when the target travel speed Vt or the target travel swash plate angle Vθt is set so that the upper limit of the travel control gain G1 or the travel swash plate angle correction value Vθm is set small, the travel speed Vr is increased or decreased due to the inclination. When the ratio is large, the upper limit of the traveling control gain G1 or the traveling swash plate angle correction value Vθm is increased. As a result, controllability and maintainability are improved, and a driving operation that does not cause discomfort or discomfort regardless of the target travel speed is possible.

  Below, the combine 1 which concerns on 2nd embodiment of this invention is demonstrated. In the following embodiments, the same points as those of the first embodiment described above are denoted by the same reference numerals, the detailed description thereof will be omitted, and different portions will be mainly described.

  Next, the structure of the control means 200 is demonstrated using FIG.3, FIG.7 and FIG.8.

  As shown in FIG. 7A, the control means 200 sets the target steering amount (hereinafter simply referred to as “target steering amount”) Rt determined from the operation amount of the steering operation tool 26 and the target steering amount Rt. The steering control gain map M21 indicating the relationship with the corresponding steering control gain G2 is stored. The steering control gain G2 is a steering amount determined from the target steering amount Rt and the number of rotations of the first turning output gear train 113a or the second turning output gear train 113b in which the steering HST 50 rotates (hereinafter, referred to as “steering control gain G2”). The steering swash plate angle correction value Rθm for reducing the steering amount deviation Rs between Rr and the steering amount is calculated from the steering amount deviation Rs. The steering control gain G2 is a gain when performing PI control or PID control.

  In the steering control gain map M21, the target steering amount Rt is set. When the target steering amount Rt is equal to or less than the first setting steering amount R1, the value of the steering control gain G2 is set to zero. That is, when the target steering amount Rt is equal to or less than the first set steering amount R1, the steering amount correction value Rm is set to zero.

  In the steering control gain map M21, a second setting steering amount R2 that is larger than the first setting steering amount R1 is set, and the target steering amount Rt is changed from the first setting steering amount R1 to the second setting steering amount R2. The steering control gain G2 is set to gradually increase as the target steering amount Rt increases. That is, when the target steering amount Rt is from the first setting steering amount R1 to the second setting steering amount R2, the steering swash plate angle correction value Rθm is calculated based on the steering control gain G2 corresponding to the target steering amount Rt. The

  Further, the steering control gain map M21 is set so that the steering control gain G2 becomes a constant value when the target steering amount Rt is larger than the second set steering amount R2. That is, when the target steering amount Rt is larger than the second set steering amount R2, the steering swash plate angle correction value Rθm is set to a constant value. The first set steering amount R1 and the second set steering amount R2 can be changed.

  As shown in FIG. 7 (b), the control means 200 replaces the steering control gain map M21 with a target steering swash plate angle (hereinafter simply referred to as "target steering") determined from the operation amount of the steering operation tool 26. The steering control gain map M22 indicating the relationship between Rθt) and the steering control gain G2 corresponding to the target steering swash plate angle Rθt may be stored. The steering control gain G2 is determined from the target steering swash plate angle Rθt, the rotational speed of the first turning output gear train 113a or the second turning output gear train 113b around which the steering HST 50 rotates, and the rotational speed of the engine 31. Steering swash plate angle correction to reduce the steering swash plate angle deviation Rθs from the calculated actual steering swash plate angle (hereinafter simply referred to as “steering swash plate angle”) Rθr, in particular to zero. The value Rθm is calculated from the steering swash plate angle deviation Rθs.

  In the steering control gain map M22, the first setting steering swash plate angle Rθ1 is set, and when the target steering swash plate angle Rθt is equal to or smaller than the first setting steering swash plate angle Rθ1, the steering control gain G2 is set. Is set to 0.

  In the steering control gain map M22, a second setting steering swash plate angle Rθ2 larger than the first setting steering swash plate angle Rθ1 is set, and the target steering swash plate angle Rθt is set to the first setting steering swash plate angle Rθ2. In the case of the swash plate angle Rθ1 to the second set steering swash plate angle Rθ2, the steering control gain G2 is set to gradually increase as the target steering swash plate angle Rθt increases.

  Further, the steering control gain map M22 is set so that the steering control gain G2 becomes a constant value when the target steering swash plate angle Rθt is larger than the second set steering swash plate angle Rθ2.

  As shown in FIG. 8A, the control unit 200 corresponds to the target steering amount Rt calculated from the operation amount of the steering operation tool 26 instead of the steering control gain maps M21 and M22, and the target steering amount Rt. The steering swash plate angle correction value map M23 showing the relationship with the upper limit of the steering swash plate angle correction value Rθm to be stored may be stored.

  In the steering swash plate angle correction value map M23, when the first setting steering amount R1 is set and the target steering amount Rt is equal to or less than the first setting steering amount R1, the value of the steering swash plate angle correction value Rθm is It is set to 0.

  Further, in the steering swash plate angle correction value map M23, a second setting steering amount R2 having a value larger than the first setting steering amount R1 is set, and the target steering amount Rt is set to the second setting from the first setting steering amount R1. In the case of the steering amount R2, the upper limit of the steering swash plate angle correction value Rθm is set to gradually increase as the target steering amount Rt increases.

  Further, the steering swash plate angle correction value map M23 is set so that the upper limit of the steering swash plate angle correction value Rθm becomes a constant value when the target steering amount Rt is larger than the second set steering amount R2.

  As shown in FIG. 8 (b), the control means 200 replaces the steering control gain maps M21 and M22 and the steering swash plate angle correction value map M23 with the target manipulation calculated from the manipulation amount of the steering manipulation tool 26. A steering swash plate angle correction value map M24 showing the relationship between the swash plate angle Rθt and the upper limit of the steering swash plate angle correction value Rθm corresponding to the target steering swash plate angle Rθt may be stored.

  In the steering swash plate angle correction value map M24, the first set steering swash plate angle Rθ1 is set, and the steering is performed when the target steering swash plate angle Rθt is equal to or smaller than the first set steering swash plate angle Rθ1. The swash plate angle correction value Rθm is set to 0.

  In the steering swash plate angle correction value map M24, a second setting steering swash plate angle Rθ2 larger than the first setting steering swash plate angle Rθ1 is set, and the target steering swash plate angle Rθt is the first. In the case of the set steering swash plate angle Rθ1 to the second set steering swash plate angle Rθ2, the upper limit of the steering swash plate angle correction value Rθm gradually increases as the target steering swash plate angle Rθt increases. Is set.

  Further, in the steering swash plate angle correction value map M24, when the target steering swash plate angle Rθt is larger than the second set steering swash plate angle Rθ2, the upper limit of the steering swash plate angle correction value Rθm becomes a constant value. It is set as follows.

  The relationship between the target steering amount Rt and the steering control gain G2 shown in the steering control gain map M21, the relationship between the target steering swash plate angle Rθt and the steering control gain G2 shown in the steering control gain map M22, The relationship between the target steering amount Rt shown in the swash plate angle correction value map M23 and the upper limit of the steering swash plate angle correction value Rθm, and the target steering swash plate angle Rθt shown in the steering swash plate angle correction value map M24. And the upper limit of the steering swash plate angle correction value Rθm are determined in advance by numerical calculation, experiment, or the like. The steering control gain maps M21 and M22 and the steering swash plate angle correction value maps M23 and M24 shown in FIGS. 7A, 7B, 8A, and 8B are merely examples. is there. Correlation between target steering amount Rt or target steering swash plate angle Rθt and steering control gain G2, or correlation between target steering amount Rt or target steering swash plate angle Rθt and upper limit of steering swash plate angle correction value Rθm The relationship is not limited to this.

  As shown in FIG. 3, the control unit 200 is connected to the steering amount detection unit 26a, acquires the operation amount of the steering operation tool 26 input to the steering amount detection unit 26a, and obtains the target steering amount Rt or the target steering. The swash plate angle Rθt can be calculated.

  The control means 200 is connected to the steering rotation speed detection means 116 and is rotated by the first turning output gear train 113a or the second turning output that is rotated by the steering HST 50 that is input to the steering rotation speed detection means 116. It is possible to obtain the rotational speed of the gear train 113b and calculate the steering amount Rr.

  Next, the control aspect by the control means 200 of the combine 1 which concerns on 2nd embodiment of this invention is demonstrated.

  The control means 200 is based on each map from the steering amount deviation Rs between the target steering amount Rt and the steering amount Rr, or the steering swash plate angle deviation Rθs between the target steering swash plate angle Rθt and the steering swash plate angle Rθr. A steering swash plate angle correction value Rθm is calculated. The control means 200 controls the steering HST 50 by adding the steering swash plate angle correction value Rθm to the steering amount command value R calculated from the target steering amount Rt or the target steering swash plate angle Rθt.

  Below, the control aspect by the control means 200 is demonstrated concretely using FIG.

  When the steering operation tool 26 is operated, the control means 200 moves the control stage to step S510.

  In step S510, after acquiring the operation amount of the steering operation tool 26 from the steering amount detection unit 26a, the control unit 200 moves the control stage to step S520.

  In step S520, the control unit 200 calculates the target steering amount Rt or the target steering swash plate angle Rθt from the acquired operation amount of the steering operation tool 26, and then shifts the control step to step S530.

  In step S530, the control means 200 calculates the steering amount command value R of the steering pump 50P from the calculated target steering amount Rt or the target steering swash plate angle Rθt, and then shifts the control step to step S540.

  In step S540, the control unit 200 operates the steering pump swash plate operating unit 56 based on the calculated steering amount command value R, and then shifts the control step to step S550.

  In step S550, the control means 200 acquires the rotation speed of the first turning output gear train 113a or the second turning output gear train 113b from the steering rotation speed detection means 116, and then shifts the control stage to step S560. .

  In step S560, the control means 200 calculates the steering amount Rr from the obtained rotation speed of the first turning output gear train 113a or the second turning output gear train 113b, or after obtaining the first turning output gear train. After calculating the steering swash plate angle Rθr from the rotational speed of 113a or the second turning output gear train 113b and the engine rotational speed of the engine 31, the control stage proceeds to step S570.

  In step S570, the control unit 200 calculates the steering amount deviation Rs from the calculated target steering amount Rt and the steering amount Rr, or operates from the calculated target steering swash plate angle Rθt and the steering swash plate angle Rθr. After calculating the swash plate angle deviation Rθs, the control stage proceeds to step S580.

  In step S580, the control means 200 determines whether or not the calculated target steering amount Rt is greater than or equal to the first set steering amount R1 of the steering control gain map M21. Alternatively, it is determined whether or not the calculated target steering swash plate angle Rθt is greater than or equal to the first set steering swash plate angle Rθ1 of the steering control gain map M22. As a result, when the target steering amount Rt is greater than or equal to the first set steering amount R1, or when the target steering swash plate angle Rθt is greater than or equal to the first set steering swash plate angle Rθ1, the control stage proceeds to step S590. When the target steering amount Rt is smaller than the first set steering amount R1, or when the target steering swash plate angle Rθt is smaller than the first set steering swash plate angle Rθ1, the control stage proceeds to step S710.

  In step S590, the control unit 200 compares the target steering amount Rt and the steering control gain map M21 to determine the steering control gain G2, or the target steering swash plate angle Rθt and the steering control gain map M22. And the steering control gain G2 is determined, or the upper limit of the steering swash plate angle correction value Rθm is determined by comparing the target steering amount Rt and the steering swash plate angle correction value map M23. Alternatively, after the target steering swash plate angle Vθt and the steering swash plate angle correction value map M24 are compared to determine the upper limit of the steering swash plate angle correction value Rθm, the control stage proceeds to step S600.

  In step S600, the control means 200 calculates the steering swash plate angle correction value Rθm from the determined steering control gain G2 and the steering amount deviation Rs or the steering swash plate angle deviation Rθs, and then shifts the control step to step S530. To do. On the other hand, when the steering control gain G2 is constant regardless of the target steering amount Rt or the target steering swash plate angle Rθt, the steering control gain G2 and the steering amount are based on the upper limit of the steering swash plate angle correction value Rθm. After calculating the steering swash plate angle correction value Rθm from the deviation Rs or the steering swash plate angle deviation Rθs, the control stage proceeds to step S530.

  In step S530, the control means 200 adds the steering swash plate angle correction value Rθm to the swash plate command value of the steering pump 50P, and then shifts the control step to step S540.

  In step S710, when the target steering amount Rt is smaller than the first set steering amount R1, or when the target steering swash plate angle Rθt is smaller than the first set steering swash plate angle Rθ1, the control means 200 controls the steering tilt. The plate angle correction value Rθm is set to 0, and the control stage proceeds to step S530.

  In step S530, the control means 200 adds the steering swash plate angle correction value Rθm to the swash plate command value of the steering pump 50P, and then shifts the control step to step S540.

  As described above, the control means 200 detects the steering rotational speed of the steering amount detection means 26a for detecting the operational amount of the steering operating tool 26 and the steering rotational speed of the steering hydraulic continuously variable transmission 50. And a steering amount Rr calculated from the steering rotational speed of the steering hydraulic continuously variable transmission 50. It is calculated from the steering amount deviation Rs or the target steering swash plate angle Rθt calculated from the operating amount of the steering operating tool 26, the steering rotational speed of the steering hydraulic continuously variable transmission 50, and the engine rotational speed. The steering swash plate calculated from the steering amount deviation Rs or the steering swash plate angle deviation Rθs and the steering control gain G2 in order to reduce the steering swash plate angle deviation Rθs from the steering swash plate angle Rθr. The angle correction value Rθm is set to the target steering amount Rt or the target steering swash plate angle R. The steering hydraulic stepless transmission 50 is controlled by adding to the steering amount command value R calculated from θt, and the upper limit of the steering control gain G2 or the steering swash plate angle correction value Rθm is When the target steering amount Rt is equal to or less than the first set steering amount R1, it is set to zero. With this configuration, the wear of the mechanical transmission mechanism due to changes over time and the steering rotation speed of the hydraulic continuously variable transmission 50 for steering are not affected by load fluctuations during the steering operation, and the specified steering amount. Steering can be performed stably, and it is not affected by a decrease in control accuracy during small turns. As a result, controllability and maintainability are improved, and a driving operation that does not cause discomfort or discomfort regardless of the target steering amount Rt becomes possible.

  Further, the steering hydraulic continuously variable transmission 50 includes a steering brake 114 that allows the steering motor shaft 55 to be rotated with a rotational force equal to or greater than a predetermined value while braking the steering motor shaft 55. When the direction amount Rt is between the first set steering amount R1 and the second set steering amount R2 set to a value larger than the first set steering amount R1, or the target steering swash plate angle Rθt is When the angle is between the second set steering swash plate angle Rθ2 set to a value larger than the swash plate angle Rθ1, the steering control gain is increased as the target steering amount Rt or the target steering swash plate angle Rθt increases. The upper limit of G2 or the steering swash plate angle correction value Rθm is gradually increased. With this configuration, the correction by the steering control gain G2 or the upper limit of the steering swash plate angle correction value Rθm gradually changes in a predetermined section, so that there is little sudden fluctuation in the steering amount due to the control. As a result, controllability and maintainability are improved, and a driving operation that does not cause discomfort or discomfort regardless of the target steering amount Rt becomes possible.

DESCRIPTION OF SYMBOLS 1 Combine 25 Shift operation tool 25a Operation amount detection means 26 Steering operation tool 40 Traveling hydraulic continuously variable transmission 50 Steering hydraulic continuously variable transmission 108 Traveling rotational speed detection means 200 Control means Vt Target travel speed Vr Travel Speed Vs Speed deviation Vθt Target steering swash plate angle Vθr Travel swash plate angle Vθs Travel swash plate angle deviation Vθm Travel swash plate angle correction value V1 First set speed G1 Travel control gain

Claims (5)

A traveling hydraulic continuously variable transmission controlled in accordance with a speed change operation of the speed change operation tool;
A steerable hydraulic continuously variable transmission controlled in accordance with the steer operation of the steer operation tool;
Control means for controlling the traveling hydraulic continuously variable transmission and the steering hydraulic continuously variable transmission;
In a combine having
The control means includes
An operation amount detecting means for detecting an operation amount of the speed change operation tool;
A traveling rotational speed detection means for detecting a traveling rotational speed of the traveling hydraulic continuously variable transmission;
Is connected,
It is calculated from the speed deviation between the target travel speed calculated from the operation amount of the speed change operation tool and the travel speed calculated from the travel speed of the travel hydraulic continuously variable transmission, or the operation amount of the speed change operation tool. In order to reduce the travel swash plate angle deviation between the target travel swash plate angle and the actual travel swash plate angle calculated from the travel rotational speed of the travel hydraulic continuously variable transmission and the engine rotational speed,
The travel swash plate angle correction value calculated from the speed deviation or the travel swash plate angle deviation and the travel control gain is added to the target travel speed or the speed command value calculated from the target travel swash plate angle. And controlling the traveling hydraulic continuously variable transmission.
The upper limit of the travel control gain or the travel swash plate angle correction value is set to 0 when the target travel speed is less than or equal to the first set speed or the target travel swash plate angle is less than or equal to the first set travel swash plate angle. Combine that features. The control means includes
When the target travel speed is between the first set speed and a second set speed set to a speed greater than the first set speed, or the target travel swash plate angle is the first set travel swash plate angle To the second set travel swash plate angle set to an angle larger than the first set travel swash plate angle, the travel control gain increases as the target travel speed or the target travel swash plate angle increases. The combine according to claim 1, wherein the upper limit of the traveling swash plate angle correction value is gradually increased. The control means includes
An inclination amount detecting means for detecting the amount of inclination of the combine is connected, and when the inclination amount detected by the inclination amount detecting means exceeds a set inclination amount, the second set speed is set to be small so as to approach the first set speed. The combine according to claim 2, wherein the second set traveling swash plate angle is adjusted to a smaller value so as to approach the first set traveling swash plate angle. The control means includes
Steering amount detection means for detecting an operation amount of the steering operation tool;
Steering speed detection means for detecting the steering speed of the steering hydraulic continuously variable transmission,
Is connected,
The steering amount deviation between the target steering amount calculated from the operating amount of the steering operating tool and the steering amount calculated from the steering rotational speed of the steering hydraulic continuously variable transmission, or the steering operating tool The steering swash plate angle deviation between the target steering swash plate angle calculated from the operation amount and the steering rotational angle of the steering hydraulic continuously variable transmission and the engine rotational speed calculated from the engine rotational speed , The steering swash plate angle correction value calculated from the steering amount deviation or the steering swash plate angle deviation and the steering control gain is used as the target steering amount or the target steering skew. It is configured to control the steering hydraulic continuously variable transmission by adding to a steering amount command value calculated from a plate angle,
The upper limit of the steering control gain or the steering swash plate angle correction value, when the target steering amount is less than or equal to the first set steering amount, or when the target steering swash plate angle is less than or equal to the first set steering swash plate angle The combine according to claim 1, 2 or 3, wherein 0 is set to 0. The steering hydraulic continuously variable transmission is
A steering brake that allows the output shaft to be rotated with a rotational force equal to or greater than a predetermined value while braking the output shaft,
The control means includes
When the target steering amount is between the first setting steering amount and the second setting steering amount set to a value larger than the first setting steering amount, or the target steering swash plate angle is the first setting If it is between the second set steering swash plate angle set to a value greater than the steering swash plate angle,
The combine according to claim 4, wherein the upper limit of the steering control gain or the steering swash plate angle correction value is gradually increased as the target steering amount or the target steering swash plate angle increases.

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