JP2016037068A - Travel control system of operation vehicle - Google Patents

Abstract

[PROBLEMS] To provide a theft prevention system having a simple configuration. [Solution] The power transmission device 3 includes an engine 2 and transmits the rotational power of the engine 2 to drive wheels 7. The power transmission device 3 includes a clutch A. Having a controller 136 for restricting the connection of the clutch A, comprising an authentication code input means 176 for the controller 136, and when the input authentication code matches the authentication code stored in the controller 136, The controller 136 releases the connection restriction of the clutch A regardless of the operation of the operator. [Selection] Figure 5

Description

  The present invention relates to a traveling control system for a work vehicle.

  2. Description of the Related Art A technique for a work vehicle equipped with an engine having a controller capable of communicating with a mobile terminal and releasing the engine start restriction by access from the mobile terminal is known (Patent Document 1).

JP 2014-51194 A

  The engine is normally started by flowing a current through the cell motor. This cell motor circuit is configured to function by turning the engine start switch using a key and connecting the battery and the cell motor.

  However, in the above-described technology, it is necessary to newly provide a mechanism for restricting engine start in the cell motor circuit so as to process access from the mobile terminal and freely change the connection and disconnection of the circuit.

  In order to solve the above-described problem, an invention according to claim 1 is provided with a power transmission device mounted with an engine and transmitting rotational power of the engine to drive wheels, the power transmission device including a clutch, and the clutch A controller that restricts the connection of the controller, and includes an authentication code input means for the controller, and when the input authentication code matches the authentication code stored in the controller, the controller releases the clutch connection restriction It is characterized by.

  According to a second aspect of the present invention, in the first aspect of the invention, the controller is configured to be communicable with the portable information terminal, and is stored in the controller with the input authentication code or the authentication code transmitted from the portable information terminal. The authentication codes are compared, and if the authentication codes match, the clutch connection restriction is released.

  According to a third aspect of the present invention, an engine is mounted and a power transmission device that transmits the rotational power of the engine to driving wheels is provided. The power transmission device includes a clutch, and a controller that restricts connection of the clutch. An authentication code input means for the controller, the controller is configured to be communicable with the portable information terminal, and the portable information terminal is an authentication code transmitted from the controller or an authentication code input to the portable information terminal and the portable information terminal. If the authentication code matches, the controller sends a command to release the clutch connection restriction to the controller. When the controller receives the instruction to release the clutch connection restriction, the clutch connection restriction is received. It is characterized by canceling.

  According to the first aspect of the present invention, in order to release the clutch connection restriction, an authentication code that matches the authentication code stored in the controller must be input. For this reason, since the person who does not know the authentication code cannot move the work vehicle, theft can be prevented.

  In addition, since the function can be realized by incorporating a clutch connection restriction and release program into the controller of the work vehicle, it is not necessary to add new hardware, and the configuration can be simplified.

  According to the second aspect of the invention, the controller is configured to be communicable with the portable information terminal, and the authentication code can be input from the portable information terminal, thereby facilitating the input of the authentication code. When the authentication code transmitted from the portable information terminal is stored in the portable information terminal in advance, it is not necessary to input the authentication code every time the clutch connection restriction is released.

  According to the third aspect of the present invention, the portable information terminal compares the authentication code transmitted from the controller of the work vehicle or the authentication code input to the portable information terminal with the authentication code stored in the portable information terminal. Thus, the determination of releasing the clutch connection restriction is performed by the portable information terminal. Thus, even if only the authentication code is obtained illegally, if the portable information terminal is managed, the clutch connection restriction is not illegally released, and theft can be prevented.

Side view of the entire tractor PTO rotation constant transmission case transmission diagram PTO rotating vehicle speed adaptation type transmission case diagram Control block diagram Control flowchart Front view of meter panel when authentication code is entered Front view of meter panel when mode is selected Perspective view around the input switch

Embodiments of the present invention will be described below in detail with reference to the drawings.
FIG. 1 is an overall side view of a tractor shown as an example of a work vehicle according to the present invention. The power of a common rail type diesel engine 2 mounted in a bonnet 1 at the front of the machine body is used for a PTO shaft rotation constant mission case 3A or PTO shaft. In the rotating vehicle speed adaptation type transmission case 3B, the speed is appropriately changed and transmitted to the front wheel shaft 4 and the rear wheel shaft 5 to drive both the front wheel 6 and the rear wheel 7 or only the rear wheel 7, and into the cabin 26 on the fuselage. An operator sitting on the seat 10 provided travels while operating the steering handle 8 standing at the center to steer the front wheels 6. A work machine such as a rotary cultivator is mounted on the hitch 9 protruding rearward of the machine body, and the work machine mounted on the hitch 9 is driven by the PTO shaft 11 protruding rearward from the mission case 3A (3B).

  FIG. 2 is a power transmission diagram of the mission case 3 </ b> A with a constant PTO shaft rotation, which is input to the main input shaft 13 connected to the output shaft of the engine 2 by the main joint 105. Three main main gears 106, a second main gear 108, and a third main gear 20 are fixed to the main input shaft 13, and the first main gear 106 is connected to the forward rotation gear 107 of the hydraulic forward / reverse clutch A and the second main gear 108. The first counter gear 18 meshes with the reverse gear 19 of the hydraulic forward / reverse clutch A, and the third main gear 20 meshes with the PTO input gear 21 of the PTO clutch F to transmit power.

  Accordingly, when the forward clutch A1 of the hydraulic forward / reverse clutch A is engaged, the first main shaft 23 to which the hydraulic forward / reverse clutch A is attached rotates normally, and when the reverse clutch A2 is engaged, the first main shaft 23 reverses and the PTO clutch F is engaged. When inserted, the PTO clutch shaft 103 rotates.

  The forward / reverse clutch A is supplied with hydraulic oil via a forward / reverse switching solenoid 150 and a forward / reverse boost solenoid 151, and the forward / backward switching solenoid 150 supplies hydraulic oil to either the forward clutch A1 or the reverse clutch A2. It is possible to switch to an oil passage or an oil passage that supplies neither.

  The forward / reverse pressure boosting solenoid 151 uses a proportional control valve that can arbitrarily adjust the valve opening degree by the balance between the electromagnetic force proportional to the magnitude of the current flowing through the coil and the elastic force of the spring inside the valve mechanism. This reduces the shock when the forward clutch A1 and the reverse clutch A2 are connected by adjusting the amount of hydraulic oil supplied.

  During normal travel, when the forward / reverse lever 180 is operated forward, the forward / backward lever operation position sensor 146 reads the position and transmits it to the travel system controller 149. The travel system controller 149 The forward switching solenoid 150 is switched to the direction of supplying hydraulic oil to the forward clutch A1 side, and the value of the current flowing through the forward / reverse boosting solenoid 151 is adjusted.

  On the other hand, when the forward / reverse lever 180 is operated to the reverse side, the forward / reverse lever operation position sensor 146 reads the position and transmits it to the traveling system controller 149, and the traveling system controller 149 responds to the value to the forward / reverse switching solenoid 150. Is switched to the direction in which hydraulic oil is supplied to the reverse clutch A2 side, and the value of the current flowing through the forward / reverse pressure boosting solenoid 151 is adjusted.

  Further, when the forward / reverse lever 180 is operated to the neutral position, the forward / reverse lever operation position sensor 146 reads the position and transmits it to the traveling system controller 149, and the traveling system controller 149 responds to the value to the forward / reverse switching solenoid 150. Therefore, the forward / reverse clutch A is kept neutral by the elastic force of the internal spring.

Thus, the hydraulic forward / reverse clutch A can be freely controlled to connect and disconnect the power by the traveling system controller 149, and corresponds to the clutch in the present invention.
In the state where the clutch connection in the present invention is restricted, the forward / reverse clutch A is kept neutral regardless of the value of the forward / reverse lever operation position sensor 146.

When the forward / reverse clutch A is kept neutral, the rotations of the forward rotation gear 107 and the reverse rotation gear 19 are not transmitted to the first main shaft 23, and the rotational power of the engine 2 is cut off.
The rotation of the first main shaft 23 is shifted by the hydraulic four-speed clutch B, the hydraulic high / low switching clutch C constituting the main transmission BC, and the mechanical four-speed clutch D constituting the sub-transmission D, and the travel final transmission shaft. Is transmitted to the bevel gear shaft 14, and the speed is changed in 32 stages of 4 × 2 × 4 = 32. The rotation of the front wheel 6 transmitted from the bevel gear shaft 14 can be rotated faster than the rear wheel 7 by the speed increasing clutch E.

  The rotation of the PTO clutch shaft 103 that is transmitted from the main input shaft 13 by the third main gear 20 and the PTO input gear 21 is transmitted from the PTO clutch F to the first PTO shaft 22, and is reversely rotated by the PTO speed change mechanism G in three forward rotations. Shifted to one stage.

Hereinafter, the power transmission mechanism will be described in detail.
The rotation of the first main shaft 23 transmitted by the hydraulic forward / reverse clutch A (the forward clutch A1 and the reverse clutch A2) causes the first gear 15 fixed to the shaft end to move to the one- and three-speed clutch B1 of the hydraulic four-speed transmission clutch B. Is engaged with the first transmission gear 16 fixed to the first transmission shaft 24 mounted with the second transmission gear 17 fixed to the second transmission shaft 25 mounted with the second and fourth transmission clutch B2 of the hydraulic four-speed transmission clutch B. To do.

  The rotation of the first transmission shaft 24 and the second transmission shaft 25 is transmitted from the seventh gear 40 to the sixth gear 39 that is spline-fitted to the second main shaft 42 when the first-speed clutch B11 is connected to the second main shaft 42. When the second speed clutch B22 is connected, the second gear shaft 42 is rotated by transmission from the ninth gear 38 to the eighth gear 37 spline-fitted to the second main shaft 42, and the third speed clutch B13 is connected. Transmission from the eleventh gear 31 to the tenth gear 30 spline-fitted to the second main shaft 42 rotates the second main shaft 42 and connects the four-speed clutch B24 to connect the thirteenth gear 36 to the second main shaft. The second main shaft 42 is rotated by being transmitted to the twelfth gear 41 which is spline-fitted to the 42.

  The first speed clutch B11 is controlled by a signal from the traveling system controller 149, the third speed clutch B13 is controlled by a speed change 3 solenoid 154, the second speed clutch B22 is controlled by a speed change 2 solenoid 155, and the fourth speed clutch B24 is controlled by a signal from the travel system controller 149. By doing so, you can freely control connection and disconnection. When all these four clutches are disconnected, the rotational power of the engine 2 is cut off, and the hydraulic four-speed clutch B corresponds to the clutch in the present invention.

  The rotation of the second main shaft 42 is transmitted to the high / low switching shaft 44 by the first joint 43, and when the high speed clutch C 1 of the hydraulic high / low switching clutch C is connected, the high speed clutch gear 45 to the fourteenth gear 46 of the first counter shaft 47. When the low speed clutch C2 of the hydraulic high / low switching clutch C is connected, the low speed clutch gear 48 is transmitted to the sixteenth gear 49 of the first counter shaft 47.

  By attaching the hydraulic high / low switching clutch C to the drive side shaft, the inertial rotational force of the hydraulic high / low switching clutch C that is cut when the mechanical four-speed clutch D is shifted can be reduced, and the mechanical four-speed clutch D has a good sync function. become.

  In addition, by providing the hydraulic high / low switching clutch C between the hydraulic four-speed transmission clutch B and the mechanical four-speed transmission clutch D, the hydraulic four-speed transmission clutch B is double-engaged to stop inertia rotation and the hydraulic high / low switching clutch C. By turning off, the synchro function of the mechanical four-speed clutch D works well, and the gear shifting can be performed well.

  The high-speed clutch C1 can be freely connected and disconnected by controlling the high-speed clutch solenoid 157 and the low-speed clutch C2 by controlling the low-speed clutch solenoid 158 by the traveling system controller 149, respectively. When both clutches are disconnected, the rotational power of the engine 2 is disconnected, and the hydraulic high / low switching clutch C corresponds to the clutch in the present invention.

  The rotation of the first counter shaft 47 is transmitted to the second counter shaft 51 by the second joint 50, and when the mechanical high speed clutch D1 of the mechanical four-speed clutch D is switched to the eighteenth gear 53 side, the seventeenth gear. The power is transmitted from 52 to the eighteenth gear 53, and the bevel gear shaft 14 is driven at high speed from the mechanical high speed clutch D1.

  When the mechanical high speed clutch D1 of the mechanical four speed clutch D is switched to the twentieth gear 55 side, transmission from the nineteenth gear 54 to the twentieth gear 55 causes the bevel gear shaft 14 to move from the mechanical high speed clutch D1 to the middle. Drive at high speed.

  When the mechanical low speed clutch D2 is switched to the twentieth gear 57 side, transmission from the nineteenth gear 54 to the twentyth gear 55, transmission from the twenty-fifth gear 60 to the twenty-sixth gear 61, Transmission from the 27th gear 62 to the 28th gear 63 drives the bevel gear shaft 14 from the mechanical low speed clutch D2 at a low speed.

  When the mechanical low speed clutch D2 is switched to the twenty-fourth gear 59 side, transmission from the nineteenth gear 54 to the twenty-second gear 55, transmission from the twenty-fifth gear 60 to the twenty-sixth gear 61, Transmission from the twenty-seven gear 62 to the twenty-eighth gear 63, transmission from the twenty-second gear 57 to the twenty-first gear 56, transmission from the twenty-third gear 58 to the twenty-fourth gear 59, The bevel gear shaft 14 is driven at an extremely low speed from the mechanical low speed clutch D2.

  The mechanical four-speed clutch D has a two-shaft configuration of the bevel gear shaft 14 and the second counter shaft 51 by loosely fitting the twenty-first gear 56 and the twenty-sixth gear 61 to the second counter shaft 51. Space saving.

  The mechanical four-speed clutch D includes a seventeenth gear 52, a nineteenth gear 54, a twenty-sixth gear 61, a twenty-seventh gear 62, a twenty-first gear 56, and a twenty-third gear. By providing the gear 58 on the second countershaft 51, the synchro function is improved.

  The rotation of the bevel gear shaft 14 is such that the first bevel gear 64 formed integrally with the bevel gear shaft 14 meshes with the second bevel gear 66 of the rear wheel drive shaft 65, and the rear bevel gear set 83, the rear wheel drive shaft 65, and the rear planetary gear set. The rear wheel shaft 5 on which the rear wheel 7 is mounted is driven via 84.

  Further, a twenty-ninth gear 67 spline-fitted to the bevel gear shaft 14 is engaged with a thirty-second gear 70 fixed to the first front wheel drive shaft 71 through a thirty gear 68 and a thirty-first gear 69. The first front wheel drive shaft 71 is also driven.

  When the speed increasing clutch E is attached to the front shaft end of the first front wheel driving shaft 71 and the constant speed clutch E2 is connected, the rotation of the first front wheel driving shaft 71 is transmitted to the second front wheel driving shaft 79 as it is, and the speed increasing clutch When E1 is connected, the rotation of the first front wheel drive shaft 71 is increased through the 33rd gear 75, the 34th gear 76, the 35th gear 77, and the 36th gear 78, and the second front wheel. It is transmitted to the drive shaft 79.

The tip of the second front wheel drive shaft 79 drives the front wheel shaft 4 on which the front wheel 6 is mounted via the front bevel gear set 80, the front vertical drive shaft 81, and the front planetary gear set 82, as in the prior art.
The PTO input gear 21 is rotated by rotating the second PTO shaft 73 from the PTO clutch shaft 103 through the third joint 85, the first PTO shaft 22, and the fourth joint 86 by inserting the PTO clutch F.

  The PTO clutch shaft 104 provided side by side with the second PTO shaft 73 is provided with a first PTO transmission clutch G1 and a second PTO transmission clutch G2 constituting the PTO transmission mechanism G, and the first PTO transmission clutch G1 is connected to the thirty-eighth. When placed on the gear 88 side, the rotation of the second PTO shaft 73 is transmitted to the PTO clutch shaft 104 by the thirty-seventh gear 87 and the thirty-eighth gear 88 at a low speed, and the first PTO speed change clutch G1 is moved to the fortyth gear 91. , The rotation of the second PTO shaft 73 is transmitted at a medium speed to the PTO clutch shaft 104 by the 39th gear 90 and the 40th gear 91, and the second PTO transmission clutch G2 is moved to the 42nd gear 93 side. , The rotation of the second PTO shaft 73 is transmitted at high speed to the PTO clutch shaft 104 by the forty-first gear 92 and the forty-second gear 93, and the second PTO transmission clutch G2 is moved to the forty-fourth gear 96 side. The second one Rotation of the TO shaft 73 PTO clutch shaft 104 in the forty-third gear 95 and the forty-fifth gear 101 forty-fourth gear 96 is the transmission in reverse rotation.

FIG. 3 shows a PTO shaft rotation vehicle speed adaptation type mission case 3B, which is configured by changing a part of the PTO transmission mechanism G of the PTO shaft rotation constant mission case 3A.
A thirty-third gear 68 for transmitting the rotation of the bevel gear shaft 14 to the counter shaft 97 to which the forty-fifth gear 101 is fixed, without the forty-third gear 95 of the second PTO shaft 73 meshing with the forty-fifth gear 101; When the meshing forty-sixth gear 98 is provided and the second PTO shift clutch G2 is switched to the forty-fourth gear 96 side, the twenty-ninth gear 67 to the thirty-gear 68, the forty-sixth gear 98, and the Transmission to the forty-fifth gear 101 and the forty-fourth gear 96 results in travel speed adaptation PTO rotation (ground PTO) in which the PTO clutch shaft 104, that is, the PTO shaft 11 changes speed according to the rotational fluctuation of the bevel gear shaft 14.

  The thirty-first gear 68 that receives rotation from the twenty-ninth gear 67 and the thirty-first gear 69 that sends rotation to the thirty-second gear 70 are integrated, and the thirty-sixth gear 68 has a forty-sixth gear. Since the traveling speed adaptation PTO rotation is obtained by meshing 98, the PTO shaft rotation constant transmission case 3A and the PTO shaft rotation vehicle speed adaptation transmission case 3B are shared.

Further, the configuration can be simplified by loosely fitting the integrated thirty gear 68 and thirty-first gear 69 to the PTO clutch shaft 104.
In the present invention, the engine is started and the PTO clutch solenoid 152 that controls the hydraulic oil supply of the PTO clutch F is not restricted even when the clutch is restricted and traveling is impossible. A working machine that is used without being moved, that is, a stationary working machine that receives power from the PTO (for example, a generator or a wood crusher) can be used.

Next, the flow of control signals will be described with reference to the control block diagram of FIG.
First, the engine mode is input to the engine controller 124 from the engine mode selection switch 125, the engine speed is input from the engine rotation sensor 126, the pressure of the engine lubricating oil is input from the engine oil pressure sensor 127, and the engine water temperature sensor 128 is cooled. The temperature of the water enters, the rail pressure sensor 129 enters the common rail pressure, a drive signal is output to the fuel high-pressure pump 130, and a fuel supply adjustment control signal is output to the high-pressure injector 131.

  Next, the work implement elevating controller 132 includes an operation signal for the work implement elevating sensor 123 provided on the work implement elevating lever, an elevating signal for the lift arm sensor 122, a raising position regulating signal for the raising position regulating dial 120, and a lowering speed dial 121. A descent speed setting signal is input, and a work implement elevating signal is output to the main ascending solenoid 133 and the main descent solenoid 134 to operate the work implement elevating cylinder 135.

In addition, the work implement lift controller is provided with a work implement connector 171 so that bidirectional communication can be performed according to a communication standard determined with the connected work implement.
The engine controller 124, the work implement lifting controller 132, the traveling system controller 149, the communication unit 172, and the meter panel 136 each have an information processing capability and perform bidirectional communication with each other. As a function.

These communicate with each other control signals, and the meter panel 136 displays the state of the engine, the lifting / lowering state of the work implement, the traveling speed of the traveling device, and the like.
In addition, a signal from the input switch 176 is input to the meter panel via the operation panel 137, and an authentication code can be directly input as input means in the present invention.

  The communication unit 172 communicates signals with a portable information terminal 173 such as a tablet terminal or a smartphone by wireless communication. When the external GPS 174 is installed in the vehicle and receives the signal, the communication unit 172 transmits the signal. The information of the external GPS 174 is prioritized over the information of the built-in GPS 175, and when the signal from the external GPS 174 is not received, the information of the built-in GPS 175 is used.

  In addition, when a PTO operation command is received from the portable information terminal 173, the PTO clutch solenoid 152 is operated via the traveling system controller, and the remote operation is possible.

  The travel system controller 149 receives the clutch engagement signal, that is, the gear position of the mechanical four-speed clutch D, from the shift 1 clutch pressure sensor 138, the shift 2 clutch pressure sensor 139, the shift 3 clutch pressure sensor 140, and the shift 4 clutch pressure sensor 141. The shift position of the mechanical four-speed clutch D is input from the high-speed clutch pressure sensor 142 and the low-speed clutch pressure sensor 143, and the forward / reverse clutch A is moved forward, neutral, and reverse from the forward clutch pressure sensor 144 and the reverse clutch pressure sensor 145. A shift operation position signal is input from the forward / reverse lever operation position sensor 146 and the auxiliary transmission lever operation position sensor 147, and an accelerator instruction signal is input from the throttle lever accelerator sensor 159. To do.

  Further, the traveling system controller 149 includes a vehicle speed sensor 163, a traveling speed, an oil temperature from the mission oil temperature sensor 164 that also serves as a hydraulic oil temperature sensor, an oil temperature from the clutch button 162, a switching signal for the mechanical four-speed clutch D, a PTO switch 165. To the switching signal of the PTO clutch 152 is input.

  As for the output from the traveling system controller 149, the switching signal of the forward / reverse switching clutch 101 is output to the forward / reverse switching solenoid 150, and the hydraulic relief pressure adjustment signal for driving the forward / reverse switching solenoid 150 is output to the forward / reverse boosting solenoid 151. The clutch engagement shock is reduced, an on / off signal is output to the PTO clutch solenoid 152, and a first-speed control signal is transmitted to the shift 1 solenoid 153 that controls the hydraulic cylinder that switches on and off the first and third shift clutch B1. Is output, and a third speed control signal is output to a shift 3 solenoid 154 that controls a hydraulic cylinder that turns on and off the third speed, and a shift 2 solenoid that controls the hydraulic cylinder that turns on and off the second speed of the two- and four-speed clutch B2. The second speed control signal is output to 155, and the fourth speed control signal is output to the shift 4 solenoid 156 for controlling the hydraulic cylinder for turning on and off the fourth speed. The output signal of the high speed clutch and the input signal of the low speed clutch are output to the high speed clutch solenoid 157 that operates the hydraulic cylinder that drives the high speed of the hydraulic high / low switching clutch C and the low speed clutch solenoid 158 that operates the hydraulic cylinder that drives the low speed. To do.

  FIG. 5 is an example of a flowchart of the entire system for comparing the clutch connection restriction release authentication codes. When the vehicle is turned on, it is first determined whether or not the forward / reverse travel prohibition setting, that is, the clutch neutral limit setting, was turned on when the power was turned off last time. If the vehicle is turned off, the clutch restriction is released (step S1). .

  If the forward / reverse prohibition setting is in the ON state when the power is turned off last time, it is determined whether or not the clutch neutrality restriction has already been released (step S2). If the authentication code has already been verified and the clutch neutrality restriction has been released, the neutrality restriction of the clutch is not performed until the power supply is turned on again after the power supply is turned off.

  If the clutch neutral limit has not been released, it is determined whether the authentication code input mode is the direct input mode (step S3). If it is in the direct input mode, it waits in the clutch neutral restriction state until the authentication code is input (step S4). If it is not in the direct input mode, it waits in the clutch neutral restriction state until it is connected to the mobile communication terminal (step S6).

  In the case of the direct input mode, it is confirmed whether or not the input authentication code matches the authentication code in the controller (step S5). If they do not match, the clutch neutral limit state is maintained and the process returns to the first step. When the authentication code matches, the clutch neutrality restriction is released.

  If not in the direct input mode and connected to the mobile communication terminal 173, it waits in the clutch neutral restriction state until the authentication code is input (step S7). If the authentication code is input, the mobile communication terminal 173 (Step S8). If the authentication codes do not match, the clutch neutral restriction state is maintained. If the authentication codes match, the clutch neutral restriction is released. The comparison of the authentication codes may be performed by either the controller in the work vehicle or the portable information terminal, but is preferably performed by the portable information terminal. Moreover, you may compare with the authentication code memorize | stored in the portable information terminal using the authentication code memorize | stored in the work vehicle instead of the input authentication code. In this case, since the comparison of the authentication codes can be started automatically, step S7 is omitted.

The automatic authentication mode and the manual mode that requires the input of an authentication code may be switchable.
FIG. 6 is a front view of the meter panel 136 when the authentication code is directly input. The operator inputs a 4-digit number while confirming the display unit 136A, selects whether or not to perform clutch restriction even when the power is turned on next time, and then releases the clutch restriction. When the mode selection is selected, the screen shown in FIG. 7 is displayed, and it is possible to select whether to cancel by direct input or by using a portable information terminal 173 such as a tablet terminal. The meter panel displays engine speed and the like on a tachometer 136B.

  FIG. 8 is a perspective view around the input switch 176. The operator operates the forward / backward clutch 180 with the forward / reverse lever 180 below the steering handle 8, and directly inputs an authentication code to the meter panel 136 of the work vehicle by an input switch 176 provided below the clutch. be able to.

A Hydraulic forward / reverse clutch (clutch)
B Hydraulic 4-speed clutch (clutch)
C Hydraulic high / low switching clutch (clutch)
2 Engine 3 Power transmission 4 Front wheel (drive shaft)
7 Rear wheels (drive wheels)
124 Engine controller (controller)
132 Work equipment lifting system controller
136 Meter panel (controller)
149 Driving system controller
172 Communication unit (controller)
173 portable information terminal

Claims (3)

Equipped with an engine,
It has a power transmission device that transmits the rotational power of the engine to the drive wheels,
The power transmission device has a clutch,
A controller for limiting the connection of the clutch;
An authentication code input means for the controller;
When the inputted authentication code matches the authentication code stored in the controller, the controller releases the clutch connection restriction. The controller is configured to be able to communicate with a portable information terminal,
2. The work vehicle according to claim 1, wherein the input authentication code or the authentication code transmitted from the portable information terminal is compared with the authentication code stored in the controller, and when the authentication code matches, the clutch connection restriction is released. Travel control system. Equipped with an engine,
It has a power transmission device that transmits the rotational power of the engine to the drive wheels,
The power transmission device has a clutch,
A controller for limiting the connection of the clutch;
An authentication code input means for the controller;
The controller is configured to be able to communicate with a portable information terminal,
The portable information terminal compares the authentication code transmitted from the controller or the authentication code input to the portable information terminal with the authentication code stored in the portable information terminal, and if the authentication code matches, the controller limits the clutch connection restriction. Send a command to cancel,
When the controller receives a command to release the clutch connection restriction, the controller controls the work vehicle to release the clutch connection restriction.

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