JPH0611023A - Transmitter for agricultural working vehicle - Google Patents
Transmitter for agricultural working vehicleInfo
- Publication number
- JPH0611023A JPH0611023A JP16914192A JP16914192A JPH0611023A JP H0611023 A JPH0611023 A JP H0611023A JP 16914192 A JP16914192 A JP 16914192A JP 16914192 A JP16914192 A JP 16914192A JP H0611023 A JPH0611023 A JP H0611023A
- Authority
- JP
- Japan
- Prior art keywords
- shift
- speed
- pressure
- state
- basis
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Landscapes
- Gear-Shifting Mechanisms (AREA)
- Control Of Transmission Device (AREA)
Abstract
Description
【０００１】[0001]
【産業上の利用分野】この発明は、農作業車の伝動装置
に関し、トラクタ等農作業車の切替クラッチの摩擦接続
圧力を、そのときの農作業車の作動状態の諸条件を演算
して最適の接続状態となるように自動的に制御させうる
もの等に利用できる。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a power transmission device for an agricultural work vehicle, and calculates the frictional connection pressure of a switching clutch of the agricultural work vehicle such as a tractor by calculating various conditions of the operating state of the agricultural work vehicle at that time to obtain an optimum connection state. It can be used for things that can be automatically controlled so that
【０００２】[0002]
【先行の技術、及び発明が解決しようとする課題】農作
業車、例えばトラクタ等における走行速度の変速形態
は、近時トランスミッションに自動変速機構を組込み、
変速シフト操作や切替スイッチの入切操作を電子制御に
より自動的に行う自動変速制御が試みられるようになっ
てきた。このような自動変速制御は、切替クラッチの摩
擦接続圧力を電磁比例圧力制御弁による油圧力の制御に
よって、作業者の手動操作感覚に比して遜色のない接続
状態とするよう、接続始めでは接続時のショックを軽減
させるために弱い圧力で若干滑らしながら接続を行い、
接続後は滑りを防止するために圧力を除々に昇圧させる
ようにするものである。[Prior Art and Problems to be Solved by the Invention] As for the mode of changing the traveling speed of agricultural work vehicles such as tractors, an automatic transmission mechanism is incorporated in a recent transmission.
Automatic shift control has been attempted in which electronic control is used to automatically perform a shift operation and a switch operation. In such automatic shift control, the frictional connection pressure of the switching clutch is controlled at the beginning of the connection so that the connection state is comparable to the manual operation feeling of the operator by controlling the hydraulic pressure by the electromagnetic proportional pressure control valve. Connection while sliding slightly with a slight pressure to reduce the shock at the time,
After connection, the pressure is gradually increased to prevent slippage.
【０００３】しかしながら、従来における昇圧カーブ
は、自動変速機構の副変速部の高速・低速の切替えに対
応させて固定した二種類のカーブを用いているものが多
く、これらの昇圧カーブでは、農作業車の発進時つまり
切替クラッチの接続始めのショックの軽減が優先される
ため、作業時や走行時の自動変速操作に時間が掛かりす
ぎる不具合があった。However, many conventional boosting curves use two types of curves which are fixed in correspondence with switching between high speed and low speed of the sub-transmission portion of the automatic transmission mechanism. In these boosting curves, agricultural working vehicles are used. There is a problem that the automatic shift operation at the time of work or traveling takes too much time because the shock reduction at the time of starting the vehicle, that is, at the beginning of connecting the switching clutch is prioritized.
【０００４】そこでこの発明は、農作業車の自動変速制
御時における切替クラッチの摩擦接続圧力を、そのとき
の農作業車の作動状態の各要素により演算を行って、最
適の接続状態が得られるよう自動的に制御しようとする
ものである。Therefore, according to the present invention, the frictional connection pressure of the switching clutch during the automatic shift control of the agricultural work vehicle is calculated by each element of the operating state of the agricultural work vehicle at that time so that the optimum connected state is automatically obtained. To control it physically.
【０００５】[0005]
【課題を解決するための手段】この発明は、自動変速機
構を有するトランスミッション１に、油圧力を制御する
電磁比例圧力制御弁２によって摩擦接続圧力を自動的に
制御する切替クラッチ３を内装した農作業車において、
この農作業車のエンジン回転数、変速シフト位置、車輪
の転がり状態の各要素によって演算予測を行い、この予
測値により該切替クラッチ３の接続圧力が最適となる昇
圧カーブ４を選択しうる農作業車の伝動装置の構成とす
る。According to the present invention, a transmission 1 having an automatic transmission mechanism is equipped with a switching clutch 3 for automatically controlling a frictional connection pressure by an electromagnetic proportional pressure control valve 2 for controlling hydraulic pressure. In the car,
A calculation prediction is performed based on each element of the engine speed, gear shift position, and wheel rolling state of this agricultural work vehicle, and a pressure increase curve 4 for which the connection pressure of the switching clutch 3 is optimal can be selected based on this predicted value. The structure of the transmission is used.
【０００６】[0006]
【作用、及び発明の効果】上記の構成によれば、農作業
車における発進操作や自動変速機構による変速シフト操
作により、前進または後進に応じた切替クラッチ３の入
り、切りの操作が自動的に行われる。この切替クラッチ
３の入り操作において、農作業車の作動状態、つまりエ
ンジン回転数と変速シフト位置から演算される車輪の理
論回転数と、車軸等から検出される車輪の転がり状態と
によって、切替クラッチ３接続時のショックの発生度合
いを予測し、この予測値により、例えば図６に示す如
く、別に設定された数種類に仕分けした昇圧カーブ４の
中から、接続時のショックが少なくしかも一番早く接続
できるカーブを選択し、この選択されたカーブにより電
磁比例圧力制御弁２を作用させて、切替クラッチ３の接
続圧力をこのときの農作業車の作動状態に最適の接続状
態となるよう自動的に昇圧制御することができる。According to the above construction, the switching clutch 3 can be automatically engaged or disengaged depending on whether the vehicle is moving forward or backward by the start operation of the agricultural vehicle or the shift operation of the automatic transmission. Be seen. In the operation of engaging the switching clutch 3, the switching clutch 3 is operated depending on the operating state of the agricultural work vehicle, that is, the theoretical rotation speed of the wheel calculated from the engine speed and the shift position and the rolling state of the wheel detected from the axle or the like. The degree of shock at the time of connection is predicted, and with this predicted value, for example, as shown in FIG. 6, there is little shock at the time of connection among the boost curves 4 sorted separately, and the earliest connection is possible. A curve is selected, and the electromagnetic proportional pressure control valve 2 is actuated according to the selected curve to automatically increase the connection pressure of the switching clutch 3 so that the connection state is optimal for the operating state of the agricultural work vehicle at this time. can do.
【０００７】このように、切替クラッチ３の入り操作時
に、このときの農作業車の作動状態の各要素により演算
を行い予測した予測値によって、別に設定された昇圧カ
ーブ４の中から選択した最適のカーブにより、切替クラ
ッチ３を昇圧接続させることによって接続時のショック
が少なくしかも一番早く接続させることができる。この
ため従来のように、切替クラッチ３の接続始めのショッ
クの軽減が優先されることにより、作業時や走行時の自
動変速操作に時間が掛かりすぎるという不具合がなく、
作業者の手動操作感覚に合致したショックの少ない素早
い接続ができうるものである。As described above, when the switching clutch 3 is engaged, the optimum value selected from the separately set boost curves 4 is calculated according to the predicted value calculated by each element of the operating state of the agricultural work vehicle at this time. Due to the curve, by connecting the switching clutch 3 in a pressure-increasing manner, the shock at the time of connection can be reduced and the connection can be made earliest. For this reason, unlike the conventional case, since the reduction of the shock at the beginning of the connection of the switching clutch 3 is prioritized, there is no problem that the automatic shift operation during working or traveling takes too much time.
This allows quick connection with less shock that matches the operator's manual operation feeling.
【０００８】[0008]
【実施例】以下に、この発明の実施例を図面に基づいて
具体的に説明する。本発明を実施するトラクタは、図１
に示す如く、トランスミッション１の内部に、その入力
側からエンジンの動力を伝達する入力クラッチ５を経て
前後進の切替えを行う切替クラッチ３を設け、この切替
クラッチ３からギヤトレーンによる自動変速機構の主変
速部６及び副変速部７を経て後輪デフ装置８へ伝動連結
すると共に、該副変速部７から前輪クラッチ９を経て４
ＷＤ装置１０を設け、この４ＷＤ装置１０から前輪駆動
軸へ伝動連結して構成する。この４ＷＤ装置１０は、前
輪と後輪とほぼ同速駆動とする通常の４ＷＤ駆動と、旋
回時における前輪を後輪よりも高速駆動とする前輪変速
の４ＷＤとに切換制御される。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT An embodiment of the present invention will be specifically described below with reference to the drawings. A tractor for carrying out the present invention is shown in FIG.
As shown in FIG. 1, a switching clutch 3 for switching between forward and backward movement is provided inside the transmission 1 via an input clutch 5 that transmits engine power from the input side, and from this switching clutch 3, the main shift of an automatic transmission mechanism by a gear train is provided. The transmission 6 is connected to the rear wheel differential device 8 via the portion 6 and the auxiliary transmission portion 7, and the transmission 4 is connected from the auxiliary transmission portion 7 via the front wheel clutch 9.
A WD device 10 is provided, and the 4WD device 10 is transmission-coupled to the front wheel drive shaft. The 4WD device 10 is controlled to be switched between a normal 4WD drive in which the front wheels and the rear wheels are driven at substantially the same speed and a front wheel shift 4WD in which the front wheels are driven at a higher speed than the rear wheels during turning.
【０００９】一方、該入力クラッチ５から分岐させＰＴ
Ｏクラッチ１１を経てＰＴＯ変速部１２へ伝動連結して
構成する。このトラクタの制御を行う自動制御回路は、
図２に示す如く、中心にコントローラ１３を設け、この
コントローラ１３の入力側へ、エンジンの回転数を検出
するエンジン回転センサ１４と、車輪の回転数を検出す
る車輪回転センサ１５と、前記主変速部６のシフト位置
を検出する主変速シフト位置センサ１６と、前記副変速
部７のシフト位置を検出する副変速シフト位置センサ１
７と、前後進の切替えを行う前後進切替レバーの操作位
置を検出する前後進レバー位置センサ１８と、該副変速
部７の変速操作を行う副変速シフトレバー１９に設けた
該主変速部６の変速操作を行う主変速シフトスイッチ２
０と、該副変速シフトレバー１９のシフト通路２１に設
けた該副変速シフトレバー１９のシフト操作を検出する
副変速シフトレバーセンサ２２とを接続すると共に、出
力側へ、該主変速部６の変速シフトを行う１−２速シフ
ト電磁弁２３及び３−４速シフト電磁弁２４と、前後進
の切替えを行う前後進切替電磁弁２５と、油圧力の昇圧
を行う電磁比例圧力制御弁２と、エンジン始動時該前後
進切替レバーが中立位置にないときは始動させないよう
にするセフティリレー２６とを接続して構成する。On the other hand, the input clutch 5 is branched to PT
It is configured to be transmission-coupled to the PTO transmission unit 12 via the O-clutch 11. The automatic control circuit that controls this tractor is
As shown in FIG. 2, a controller 13 is provided at the center, and an engine rotation sensor 14 for detecting the number of rotations of the engine, a wheel rotation sensor 15 for detecting the number of rotations of the wheels, and the main transmission are provided on the input side of the controller 13. Main shift shift position sensor 16 for detecting the shift position of the section 6, and sub shift shift position sensor 1 for detecting the shift position of the sub shift section 7.
7, a forward / reverse lever position sensor 18 for detecting an operation position of a forward / reverse switching lever for switching between forward and backward movements, and a main transmission portion 6 provided on an auxiliary shift shift lever 19 for performing a shift operation of the auxiliary transmission portion 7. Main shift shift switch 2 for shifting
0 and an auxiliary shift shift lever sensor 22 provided in a shift passage 21 of the auxiliary shift shift lever 19 for detecting a shift operation of the auxiliary shift shift lever 19 are connected, and the main transmission portion 6 of the main shift unit 6 is connected to the output side. A 1-2 speed shift solenoid valve 23 and a 3-4 speed shift solenoid valve 24 for performing a shift shift, a forward / reverse switching solenoid valve 25 for switching between forward and backward movements, and an electromagnetic proportional pressure control valve 2 for increasing the hydraulic pressure. When the engine is started, the safety relay 26 is connected so as not to start when the forward / reverse switching lever is not in the neutral position.
【００１０】該主変速部６の変速シフト構成は、図３に
示す如く、中立位置を挟んで１速と２速をシフトする該
１−２速シフト電磁弁２３とシンクロ油圧シリンダ２７
とを接続し、同じく中立位置を挟んで３速と４速をシフ
トする該３−４速シフト電磁弁２４とシンクロ油圧シリ
ンダ２８とを接続する。また、前記副変速部７の変速シ
フト構成は、図４に示す如く、前記副変速シフトレバー
１９の操作により、Ｈ速とＬ速、Ｍ速とＬＬ速を各々シ
フトするＨ−Ｌ速、Ｍ−ＬＬ速の各シフト電磁弁とシン
クロ油圧シリンダ（図示省略）とを接続する。As shown in FIG. 3, the main gearshift section 6 has a shift-shifting structure in which the 1st-2nd shift solenoid valve 23 for shifting the 1st speed and the 2nd speed across the neutral position and the synchro hydraulic cylinder 27.
Similarly, the 3-4th speed shift solenoid valve 24 for shifting the 3rd speed and the 4th speed and the synchro hydraulic cylinder 28 are connected with the neutral position sandwiched therebetween. Further, as shown in FIG. 4, the shift shift configuration of the sub-transmission unit 7 is such that, by operating the sub-shift shift lever 19, the H-L speed and the M-speed are shifted to the H speed and the L speed, and the M speed and the LL speed, respectively. -Connect each LL speed shift solenoid valve to a synchro hydraulic cylinder (not shown).
【００１１】また、図３に示す如く、前後進の切替えを
行う前記切替クラッチ３と前記前後進切替電磁弁２５と
を接続し、この前後進切替電磁弁２５と前記電磁比例圧
力制御弁２とを接続して構成する。該切替クラッチ３の
接続圧力を、このトラクタの作動状態の各要素、即ちエ
ンジン回転数、変速シフト位置から演算される車輪の理
論回転数と、車輪回転センサ１５によって検出される車
輪の転がり状態とによって予測される、該切替クラッチ
３接続時のショック発生度合と接続を完了するに要する
時間を、例えば図５に示す如く、縦軸に圧力の強さをと
り横軸にその経過時間をとった図表によって、そのとき
の条件、つまり発進する場合、走行中のシフトアップに
よる車輪の転がりが大きい場合と小さい場合、走行中の
急激なシフトダウンや下り坂の場合等において、最少の
ショックと最短の時間で接続できる接続圧力の状態を数
種類（本案ではＡ，Ｂ，Ｃ，Ｄの４種類）に仕分けして
昇圧カーブ４を設定する。この昇圧カーブ４はこの４種
類に限定することなく、自由に設定できるものである。Further, as shown in FIG. 3, the switching clutch 3 for switching between forward and backward movement and the forward and backward movement switching solenoid valve 25 are connected to each other, and the forward and backward movement switching solenoid valve 25 and the electromagnetic proportional pressure control valve 2 are connected. Connect and configure. The connection pressure of the switching clutch 3 is determined by each element of the operating state of the tractor, that is, the engine rotation speed, the theoretical rotation speed of the wheel calculated from the shift position, and the rolling state of the wheel detected by the wheel rotation sensor 15. As shown in FIG. 5, for example, as shown in FIG. 5, the vertical axis represents the pressure intensity and the horizontal axis represents the elapsed time. According to the chart, the condition at that time, that is, the case of starting, the case where the rolling of the wheels due to the shift up during traveling is large and the case of which is small, the case of a sudden downshift during traveling, the case of a downhill, etc. The boosting curve 4 is set by classifying the connection pressure states that can be connected in time into several types (four types of A, B, C, and D in this case). The boost curve 4 is not limited to these four types and can be set freely.
【００１２】次に、以上の構成による作用について説明
する。エンジンから伝達される動力を、トラクタ作動中
は入力クラッチ５により常時接続状態とさせ、この入力
クラッチ５から伝達される動力を切替クラッチ３の接続
により主変速部６に伝達する。該主変速部６は、図４に
示す如く、副変速シフトレバー１９に設けた主変速シフ
トスイッチ２０の操作によって、１速及び２速は１−２
速シフト電磁弁２３とシンクロ油圧シリンダ２７を作用
させ、３速及び４速は３−４速シフト電磁弁２４とシン
クロ油圧シリンダ２８を作用させて変速を行い、副変速
部７へ動力を伝達する。Next, the operation of the above configuration will be described. The power transmitted from the engine is constantly connected by the input clutch 5 while the tractor is operating, and the power transmitted from the input clutch 5 is transmitted to the main transmission unit 6 by connecting the switching clutch 3. As shown in FIG. 4, the main transmission unit 6 operates in the 1-2 speed by the operation of the main transmission shift switch 20 provided on the auxiliary transmission shift lever 19.
The speed shift solenoid valve 23 and the synchro hydraulic cylinder 27 are made to act, and the 3rd and 4th speeds are made to shift by operating the 3-4th speed shift solenoid valve 24 and the synchro hydraulic cylinder 28, and the power is transmitted to the sub transmission unit 7. .
【００１３】該副変速部７は、該副変速シフトレバー１
９の操作により、Ｈ速、Ｍ速、Ｌ速、ＬＬ速を各シフト
電磁弁とシンクロ油圧シリンダを作用させて変速を行
う。該主変速部６と該副変速部７との組合せにより１６
段程度の変速を行うことができる。この自動変速機構は
該主変速部６及び該副変速部７ともシンクロギヤ変速を
行うものであるから、該主変速部６は該主変速シフトス
イッチ２０の操作時において、また該副変速部７は該副
変速シフトレバー１９がシフト通路２１の副変速レバー
センサ２２を押圧してＯＮさせることにより、該切替ク
ラッチ３を必ず「切」操作した後、変速シフトを行うよ
う制御される。The sub-transmission unit 7 includes the sub-transmission shift lever 1
By operating 9, the shift speed is changed by operating each shift solenoid valve and the synchro hydraulic cylinder at H speed, M speed, L speed and LL speed. The combination of the main transmission section 6 and the sub transmission section 7 provides 16
It is possible to shift gears by about a step. Since this automatic transmission mechanism carries out synchro gear shifting with both the main transmission section 6 and the sub transmission section 7, the main transmission section 6 is operated when the main shift shift switch 20 is operated and the sub transmission section 7 is operated. The sub shift shift lever 19 presses the sub shift lever sensor 22 in the shift passage 21 to turn it on, so that the shift clutch 3 is controlled to be "disengaged" before the shift shift is performed.
【００１４】該副変速部７から後輪デフ装置８へ動力が
伝達されると共に、該副変速部７から分岐された動力は
前輪クラッチ９を経て４ＷＤ装置１０から前輪駆動軸へ
伝達される。また、前記入力クラッチ５から分岐された
動力はＰＴＯクラッチ１１を経てＰＴＯ変速部１２へ伝
達される。トラクタの発進時や該主変速部６及び該副変
速部７の変速シフト時には、前記切替クラッチ３の「入
切」操作が自動的に行われるが、この切替クラッチ３の
接続状態について、図６に示すフローチャートにより説
明する。The power is transmitted from the subtransmission unit 7 to the rear wheel differential device 8, and the power branched from the subtransmission unit 7 is transmitted from the 4WD device 10 to the front wheel drive shaft via the front wheel clutch 9. Further, the power branched from the input clutch 5 is transmitted to the PTO transmission unit 12 via the PTO clutch 11. The "on / off" operation of the switching clutch 3 is automatically performed when the tractor is started or when the main transmission unit 6 and the sub-transmission unit 7 are shifting gears. This will be described with reference to the flowchart shown in.
【００１５】まず、コントローラ１３に主変速シフト位
置センサ１６及び副変速シフト位置センサ１７の読み込
みを行い、ついでシフト変更完了かどうかのチェックを
行う。このチェックポイントでＹＥＳの場合は、エンジ
ン回転数と変速シフト位置より車輪の理論回転数の演算
を行い、ついで該切替クラッチ３の昇圧開始かどうかの
チェックを行う。このチェックポイントでＹＥＳの場合
は、エンジン回転数、変速シフト位置、車輪の転がり状
態から予測される、該切替クラッチ３が最少のショック
と最短の時間で接続できる昇圧カーブ４の決定を行う。
ついでこの予測値に基づいて電磁比例圧力制御弁２の昇
圧出力決定を行い、この決定に基づいて出力する。First, the main shift shift position sensor 16 and the sub shift shift position sensor 17 are read into the controller 13, and then it is checked whether the shift change is completed. In the case of YES at this check point, the theoretical rotation speed of the wheels is calculated from the engine rotation speed and the shift position, and then it is checked whether or not the pressure increase of the switching clutch 3 is started. In the case of YES at this checkpoint, the boosting curve 4 which can be engaged with the minimum shock and the switching clutch 3 in a shortest time, which is predicted from the engine speed, the shift position, and the rolling state of the wheels, is determined.
Then, the boosting output of the electromagnetic proportional pressure control valve 2 is determined based on this predicted value, and the boosting output is output based on this determination.
【００１６】また、前記シフト変更完了のチェックの
際、このチェックポイントでＮＯの場合は、該電磁比例
圧力制御弁２の出力ポイントへジャンプさせる。また、
前記昇圧開始チェックの際、このチェックポイントでＮ
Ｏの場合は、昇圧中であるかどうかのチェックを行い、
このチェックポイントＹＥＳの場合は、該電磁比例圧力
制御弁２の昇圧出力決定ポイントへジャンプさせ、ＮＯ
の場合は、昇圧完了かどうかのチェックを行う。このチ
ェックポイントでＹＥＳの場合は、該電磁比例圧力制御
弁２を昇圧出力させ、ＮＯの場合は、昇圧出力をＯＦＦ
させる。When the shift change completion is checked, if the check point is NO, the jump is made to the output point of the electromagnetic proportional pressure control valve 2. Also,
When checking the boost start, N at this check point
If it is O, check whether boosting is in progress,
In the case of this check point YES, the step is jumped to the boost output determination point of the electromagnetic proportional pressure control valve 2, and NO
In case of, it is checked whether boosting is completed. If YES at this check point, the solenoid proportional pressure control valve 2 is boosted and output, and if NO, the boost output is turned OFF.
Let
【００１７】前記昇圧カーブ４の決定ポイントにおい
て、昇圧カーブ４を選択するための、前記コントローラ
１３の演算による前記切替クラッチ３の接続圧力の昇圧
状態の予測値を、予め設定された昇圧カーブ４の選択表
により、該コントローラ１３による予測値の演算を省略
して、より一層該切替クラッチ３の接続時間を短縮する
ようにしてもよい。At the determination point of the pressurization curve 4, the predicted value of the pressurization state of the connection pressure of the switching clutch 3 calculated by the controller 13 for selecting the pressurization curve 4 is set by the preset pressurization curve 4. According to the selection table, the calculation of the predicted value by the controller 13 may be omitted to further shorten the connection time of the switching clutch 3.
【００１８】この選択表は、図７に示す如く、変速シフ
ト位置の極低速、低速、中速、高速の４項目（１６段変
速）に、発進する場合を（Ｔ）、走行中のシフトアップ
による車輪の転がりが小さい場合を（Ｓ）、大きい場合
を（Ｒ）、走行中の急激なシフトダウンや下り坂の場合
を（Ｚ）とする４項目を、夫々下位に展開させて編成し
た１６項目を縦欄にとり、横欄にエンジン回転数を高、
中、低、極低の４項目をとって組合せるもので、この縦
欄と横欄の各座標に前記昇圧カーブ４の各カーブ（Ａ，
Ｂ，Ｃ，Ｄ）に該当する予測値を記号化して設定するも
のである。As shown in FIG. 7, the selection table includes four items (16 speeds) of extremely low speed, low speed, medium speed, and high speed of the shift position (T) when the vehicle starts to shift up. 16 items were developed by lowering each of the four items, that is, (S) when the rolling of the wheel is small by (S), (R) when it is large, and (Z) when the vehicle is abruptly downshifted or downhill during running. Take the items in the vertical column and the engine speed in the horizontal column,
It is a combination of four items of middle, low, and extremely low, and each curve (A,
(B, C, D) The predicted value corresponding to (B, C, D) is symbolized and set.
【００１９】以上の如き自動変速制御は、各種センサ類
による検出と油圧シリンダ等のアクチュエータの作用に
よって電子制御が行われるものであるが、これらセンサ
類に異常が発生したときは変速シフト作用が不能となっ
てしまう虞れがある。そこでセンサ類の異常時には、変
速シフトの情報無しで的確にシフト可能なアクチュエー
タの作用完了時間を可能な限り短時間に設定する必要が
あるが、逆に短か過ぎた場合はシフト不能となるため、
正常動作時の作用完了時間の最大値（タイマー値）を前
記コントローラ１３に記憶させておき、センサ類の異常
時にはこの記憶値（タイマー値）に基づいてアクチュエ
ータの出力を行うことにより、シフト不能等の不具合を
回避することができる。In the automatic shift control as described above, electronic control is performed by the detection of various sensors and the action of actuators such as hydraulic cylinders. However, when an abnormality occurs in these sensors, the shift shift action is disabled. There is a risk of becoming. Therefore, when there is an abnormality in the sensors, it is necessary to set the action completion time of the actuator that can be accurately shifted without shift shift information as short as possible. Conversely, if it is too short, it will not be possible to shift. ,
The maximum value of the action completion time during normal operation (timer value) is stored in the controller 13, and when the sensors are abnormal, the actuator is output based on this stored value (timer value), thereby making it impossible to shift, etc. The problem of can be avoided.
【図１】トランスミッションのギヤトレーンを示す概略
側面図。FIG. 1 is a schematic side view showing a gear train of a transmission.
【図２】コントローラによる電子制御回路を示すブロッ
ク図。FIG. 2 is a block diagram showing an electronic control circuit by a controller.
【図３】主変速シフトの変速及び前後進切換クラッチ部
の作用状態を示す油圧回路図。FIG. 3 is a hydraulic circuit diagram showing a shift of a main shift and an operating state of a forward / reverse switching clutch unit.
【図４】副変速シフトレバーの変速作用を示す斜面図。FIG. 4 is a perspective view showing a shift operation of a sub shift shift lever.
【図５】切替クラッチの接続圧力作用を示す昇圧カーブ
の概略線図。FIG. 5 is a schematic diagram of a pressurizing curve showing a connection pressure action of a switching clutch.
【図６】変速シフト時における切替クラッチの接続作用
フローチャート図。FIG. 6 is a flowchart showing the connecting operation of the switching clutch during a shift shift.
【図７】昇圧カーブを選択するために予め設定された選
択表図。FIG. 7 is a selection table diagram preset for selecting a boost curve.
１ トランスミッション ２ 電磁比例圧力制御弁 ３ 切替クラッチ ４ 昇圧カーブ 1 Transmission 2 Electromagnetic proportional pressure control valve 3 Switching clutch 4 Boost curve
Claims (1)
ン１に、油圧力を制御する電磁比例圧力制御弁２によっ
て摩擦接続圧力を自動的に制御する切替クラッチ３を内
装した農作業車において、この農作業車のエンジン回転
数、変速シフト位置、車輪の転がり状態の各要素によっ
て演算予測を行い、この予測値により該切替クラッチ３
の接続圧力が最適となる昇圧カーブ４を選択しうる農作
業車の伝動装置。1. An agricultural work vehicle in which a transmission 1 having an automatic transmission mechanism is equipped with a switching clutch 3 for automatically controlling a frictional connection pressure by an electromagnetic proportional pressure control valve 2 for controlling hydraulic pressure. Calculation and prediction are performed based on each element of the rotation speed, the shift position, and the rolling state of the wheels, and the switching clutch 3
A transmission device for an agricultural work vehicle capable of selecting a pressure-increasing curve 4 having the optimum connection pressure.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP16914192A JP3659594B2 (en) | 1992-06-26 | 1992-06-26 | Farm vehicle transmission |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP16914192A JP3659594B2 (en) | 1992-06-26 | 1992-06-26 | Farm vehicle transmission |
Related Child Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2000352912A Division JP3503590B2 (en) | 2000-11-20 | 2000-11-20 | Agricultural work vehicle transmission |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH0611023A true JPH0611023A (en) | 1994-01-21 |
| JP3659594B2 JP3659594B2 (en) | 2005-06-15 |
Family
ID=15881050
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP16914192A Expired - Fee Related JP3659594B2 (en) | 1992-06-26 | 1992-06-26 | Farm vehicle transmission |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3659594B2 (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2002156035A (en) * | 2000-11-20 | 2002-05-31 | Yanmar Agricult Equip Co Ltd | Forward-backward movement switching device of working vehicle |
| JP2007285313A (en) * | 2006-04-12 | 2007-11-01 | Iseki & Co Ltd | Clutch control device for work vehicle |
| JPWO2006118139A1 (en) * | 2005-04-27 | 2008-12-18 | Tcm株式会社 | Clutch control device and clutch control method |
-
1992
- 1992-06-26 JP JP16914192A patent/JP3659594B2/en not_active Expired - Fee Related
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2002156035A (en) * | 2000-11-20 | 2002-05-31 | Yanmar Agricult Equip Co Ltd | Forward-backward movement switching device of working vehicle |
| JP4610071B2 (en) * | 2000-11-20 | 2011-01-12 | ヤンマー株式会社 | Forward / reverse switching device for work vehicle |
| JPWO2006118139A1 (en) * | 2005-04-27 | 2008-12-18 | Tcm株式会社 | Clutch control device and clutch control method |
| JP4903692B2 (en) * | 2005-04-27 | 2012-03-28 | 日立建機株式会社 | Clutch control device and clutch control method |
| US8290670B2 (en) | 2005-04-27 | 2012-10-16 | Hitachi Construction Machinery Co., Ltd. | Clutch control device and clutch control method |
| JP2007285313A (en) * | 2006-04-12 | 2007-11-01 | Iseki & Co Ltd | Clutch control device for work vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| JP3659594B2 (en) | 2005-06-15 |
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