JP2018003642A - Work vehicle - Google Patents

Abstract

A work vehicle capable of maintaining an anti-theft state even in stationary work. A tractor includes an engine, a front wheel and a rear wheel, a PTO shaft rotation constant power transmission device capable of transmitting power from the engine to the front wheel and rear wheel, a forward / reverse clutch for turning power transmission on and off, A travel control unit that controls the on / off operation of the forward clutch, and a meter panel that transmits a restriction command for restricting the on / off operation of the forward / rearward clutch to the travel control unit based on a predetermined condition. When an abnormality in communication between the unit and the meter panel is detected (step S102), the output of the engine 2 is fixed to an idle state (step S105). [Selection] Figure 10

Description

  The present invention relates to a work vehicle.

  A work vehicle equipped with an engine has a control unit that can communicate with a mobile terminal, and a technology for releasing the engine start restriction of the work vehicle in an anti-theft state by access from the mobile terminal is known (for example, Patent Document 1).

  On the other hand, in the work vehicle, for example, a stationary work machine such as a wood crusher may be mounted, and the vehicle itself may be run using only engine power without running.

JP 2014-51194 A

  However, the conventional work vehicle has a problem that the engine start restriction by the mobile terminal must be canceled even when performing stationary work, and the anti-theft state cannot be maintained during stationary work.

  The present invention has been made in view of such problems of the conventional work vehicle described above, and an object of the present invention is to provide a work vehicle that can maintain an anti-theft state even in stationary work.

The first aspect of the present invention includes an engine,
Drive wheels,
A power transmission device capable of transmitting power from the engine to the drive wheels;
A clutch for turning on and off the transmission of the power;
A first control unit for controlling the on / off operation of the clutch;
A second control unit that transmits a restriction command for restricting the engagement operation of the clutch based on a predetermined condition to the first control unit,
When a communication abnormality between the first control unit and the second control unit is detected, the work vehicle is configured to suppress the output of the engine to a predetermined output or less.

  As a result, the anti-theft state can be maintained not only in normal traveling work but also in stationary work.

  In addition, when an abnormality in communication between the first control unit and the second control unit is detected, the restriction of the clutch engagement operation cannot be performed normally, so that the engine output is suppressed to a predetermined output or less. This makes it difficult for the work vehicle to be stolen.

In a second aspect of the present invention, the power transmission device includes a sub-transmission unit that shifts the power to any one of a plurality of stages having a lower limit of the first sub-speed.
A sub-transmission operation unit that performs a switching operation of the shift stage of the sub-transmission unit;
A sub shift sensor for detecting the content of the switching operation by the sub shift operation unit,
When a communication abnormality between the first control unit and the second control unit is detected, the first control unit suppresses the output of the engine below the predetermined output, and The work vehicle according to the first aspect of the present invention is characterized in that, when it is determined from the detection result that the gear position is switched to a gear other than the gear position of the first sub-speed, the clutch engagement operation is restricted. It is.

  As a result, when a communication abnormality between the first control unit and the second control unit is detected, the second control unit cannot normally execute transmission of a regulation command that regulates the clutch engagement operation. When the sub-transmission unit is switched to a gear other than the sub-speed 1st speed (low speed), the first control unit can restrict the clutch engagement operation and make it difficult to be stolen.

In a third aspect of the present invention, the power transmission device includes a main transmission unit that shifts the power to any one of a plurality of stages with a main transmission first speed as a lower limit.
A main shift operation unit that performs a switching operation of the shift stage of the main transmission unit;
When a communication abnormality between the first control unit and the second control unit is detected, the first control unit suppresses the engine output to be equal to or lower than the predetermined output, and the main transmission operation unit. The work vehicle according to the first or second aspect of the present invention is characterized in that, regardless of the switching operation, the main transmission portion is fixed to the first speed of the main transmission based on a predetermined reference. .

  As a result, when a communication abnormality between the first control unit and the second control unit is detected, it is not possible to normally execute the clutch engagement operation restriction by the second control unit. Regardless of the switching operation, the first control unit can fix the main transmission unit to the main gear 1st speed (low speed) based on a predetermined condition, and the work vehicle can be driven only at a low speed. , Can be hard to be stolen.

  According to a fourth aspect of the present invention, when the first control unit fixes the main transmission unit to the first speed of the main transmission based on the predetermined reference, the vehicle speed is equal to or less than a predetermined value. In the work vehicle according to the third aspect of the present invention, the first control unit fixes the main transmission unit to the first speed of the main transmission. is there.

  As a result, for example, when a communication abnormality occurs between the first control unit and the second control unit, if the main transmission unit is suddenly set to "main transmission first speed (low speed)", the speed is suddenly reduced. . For this reason, sudden deceleration can be prevented by setting a predetermined value for the vehicle speed in advance and not performing control for fixing to “main speed 1st speed (low speed)” until the vehicle speed falls below the specified value. .

The fifth aspect of the present invention includes an accelerator operation unit for operating increase / decrease in the output of the engine,
An accelerator sensor for detecting an operation position of the accelerator operation unit,
When it is detected that the communication abnormality between the first control unit and the second control unit has been resolved, the accelerator operation unit is operated to a position that suppresses the engine output below the predetermined output. Is detected by the accelerator sensor, the suppression of the engine output is released, and the accelerator operation unit is operated to a position other than the position where the output of the engine is suppressed below the predetermined output. If this is detected by the accelerator sensor, the suppression of the output of the engine is maintained, and the work vehicle according to the first aspect of the present invention is provided.

  As a result, when the communication abnormality between the first control unit and the second control unit is resolved, the work vehicle is accelerated rapidly if the engine output is automatically adjusted to the operation position of the accelerator operation unit. This can be prevented. Therefore, safety can be improved.

  According to a sixth aspect of the present invention, when it is detected that the communication abnormality between the first control unit and the second control unit has been resolved, the switching operation by the main shift operation unit is performed by the main shift operation unit. The main transmission unit is maintained at the first gear shift stage until it is detected that the operation of switching the transmission unit to the first gear shift stage is detected. It is a work vehicle of the 4th present invention.

  As a result, when the communication abnormality between the first control unit and the second control unit is resolved, the work vehicle is automatically aligned with the operation position of the main transmission operation unit when the gear position of the main transmission unit is adjusted. This can be prevented because the vehicle speed may suddenly accelerate. Therefore, safety can be improved.

  ADVANTAGE OF THE INVENTION According to this invention, the work vehicle which can maintain a theft prevention state also in stationary work can be provided.

The side view of the whole tractor of one embodiment of the present invention Transmission diagram of PTO shaft rotation constant power transmission device of tractor of this embodiment Transmission diagram of a PTO shaft rotating vehicle speed adaptable power transmission device as another example of the power transmission device of the tractor of the present embodiment Control block diagram of the tractor of the present embodiment The flowchart of the 1st control system regarding the setting and cancellation | release of the start control mode in the tractor of this Embodiment. Front view of meter panel of tractor of this embodiment Front view of the display screen of the mobile terminal used for setting and canceling the start restriction mode in the tractor of the present embodiment Perspective view around the forward / reverse lever of the tractor of the present embodiment Schematic configuration diagram showing a hydraulic circuit of the tractor of the present embodiment Flowchart of the second control system in the tractor of the present embodiment Schematic overall configuration diagram schematically showing an accumulator fuel injection device for a tractor engine according to the present embodiment

  Hereinafter, a tractor according to an embodiment of the work vehicle of the present invention will be described in detail with reference to the drawings.

  FIG. 1 is an overall left side view of a tractor 100 shown as an example of a work vehicle of the present invention.

  As shown in FIG. 1, the tractor 100 according to the present embodiment uses the PTO shaft rotation constant power transmission device 3A (see FIG. 2) for the power of the common rail type diesel engine 2 mounted in the bonnet 1 at the front of the airframe. As another example, a PTO shaft rotating vehicle speed adaptation type power transmission device 3B (see FIG. 3) is appropriately shifted to transmit to the front wheel shaft 4 and the rear wheel shaft 5 to both the front wheel 6 and the rear wheel 7, or the rear. Only the wheel 7 is driven, and an operator sitting on the seat 10 provided in the cabin 26 on the aircraft operates while operating the steering wheel 8 standing at the center to steer the front wheel 6. The lower link 9 protruding rearward of the machine body is mounted with a stationary working machine such as a rotary cultivator or a wood crusher. From the PTO shaft rotation constant power transmission device 3A (or PTO shaft rotation vehicle speed adaptation type power transmission device 3B). The working machine to be mounted is driven by the PTO shaft 11 (see FIGS. 2 and 3) protruding rearward.

  The PTO shaft rotation constant power transmission device 3A (or PTO shaft rotation vehicle speed adaptation type power transmission device 3B) of the present embodiment is an example of the power transmission device of the present invention.

  FIG. 2 is a power transmission diagram of the PTO shaft rotation constant power transmission device 3A.

  As shown in FIG. 2, the rotation of the output shaft of the engine 2 is input to the main input shaft 13 connected to the output shaft by a 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 meshes with the forward rotation gear 107 of the forward / reverse clutch A, and the second main gear 108. Is engaged with the reverse gear 19 of the forward / reverse clutch A via the first counter gear 18, and the third main gear 20 is engaged with the PTO input gear 21 of the PTO clutch F to transmit power.

  Therefore, when the forward clutch A1 of the forward / reverse clutch A is engaged, the first main shaft 23 to which the forward / reverse clutch A is attached is rotated forward, and when the reverse clutch A2 is engaged, the first main shaft 23 is reversed, and when the PTO clutch F is engaged. 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 boosting solenoid 151 (see FIGS. 4 and 9), and the forward / reverse switching solenoid 150 causes the forward clutch A1 or the reverse clutch A2 ( It is possible to switch to an oil passage that supplies hydraulic oil to either one of them or an oil passage that does not supply either.

  In the forward / reverse boost solenoid 151 (see FIGS. 4 and 9), the valve opening degree can be arbitrarily adjusted 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. The proportional control valve which can be used is used, and this reduces the shock at the time of connection of forward clutch A1 and reverse clutch A2 by adjusting the relief pressure of a hydraulic-oil supply oil path.

  FIG. 9 is a schematic configuration diagram showing a hydraulic circuit of the tractor 100 of the present embodiment. As shown in FIG. 9, pressure oil is supplied from the main pump P <b> 10 to the work machine hydraulic device (not shown) and the traveling hydraulic device 200.

  During normal travel, when the forward / reverse lever 180 (see FIGS. 1 and 8) is operated forward, the forward / reverse lever operation position sensor 146 (see FIG. 4) reads the position and the travel control unit (travel ECU) ), And the traveling control unit 149 (see FIG. 4) switches the forward / reverse switching solenoid 150 to the direction of supplying hydraulic oil to the forward clutch A1 according to the value, and flows the current to the forward / lower pressure boosting solenoid 151. The value is adjusted (see FIGS. 4 and 9).

  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 control unit 149, and the traveling control unit 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 travel control unit 149, and the travel control unit 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 forward / reverse clutch A can be freely connected and disconnected by the travel control unit 149, and corresponds to an example of 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 transmission of the rotational power of the engine 2 is cut off.

  The rotation of the first main shaft 23 is shifted by a sub-transmission device D comprising a four-speed transmission clutch B, a high / low switching clutch C, and a mechanical four-speed clutch constituting the main transmission device BC, and a bevel gear shaft which is a travel final transmission shaft. 14 and the gear stage is shifted 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. That is, the main transmission BC has eight speeds with the main shift 1st speed as the lower limit and the main shift 8th speed as the upper limit, and the subtransmission D has the subtransmission 1st speed as the lower limit and the subtransmission 4th speed. It has four shift speeds as the upper limit.

  Note that the main transmission BC of the present embodiment is an example of the main transmission unit of the present invention, and the sub-transmission D of the present embodiment is an example of the sub-transmission unit of the present invention.

  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 of the tractor 100 of the present embodiment will be described in detail with reference to FIG.

  The rotation of the first main shaft 23 transmitted by the forward / reverse clutch A (the forward clutch A1 and the reverse clutch A2) causes the first gear 15 fixed to the shaft end to be fitted with the one- and three-speed clutch B1 of the four-speed clutch B. The first transmission gear 16 fixed to the first transmission shaft 24 and the second transmission gear 17 fixed to the second transmission shaft 25 mounted with the second and fourth transmission clutches B2 of the four-speed transmission clutch B are engaged with each other and transmitted.

  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 travel control unit 149, the third speed clutch B13 is controlled by a speed change 3 solenoid 155, the second speed clutch B22 is controlled by a speed change 2 solenoid 154, and the fourth speed clutch B24 is controlled by a signal from the travel control unit 149. By doing so, you can freely control connection and disconnection.

  Note that when all of these four clutches (first speed clutch B11, second speed clutch B22, third speed clutch B13, and fourth speed clutch B24) are disconnected, the rotational power of the engine 2 is cut off. Therefore, although the case where the forward / reverse clutch A is an example of the clutch of the present invention has been described in the present embodiment, the present invention is not limited to this. For example, the four-speed transmission clutch B may be configured as an example of the clutch of the present invention. good.

  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 high / low switching clutch C is connected, the high speed clutch gear 45 moves to the fourteenth gear 46 of the first counter shaft 47. When the transmission is engaged and the low speed clutch C2 of the 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 mounting the high / low switching clutch C on the drive side shaft, the inertial rotational force of the high / low switching clutch C that is turned off when the auxiliary transmission D is shifted can be reduced, and the synchronizing function of the auxiliary transmission D is improved.

  Further, by providing the high / low switching clutch C between the four-speed transmission clutch B and the sub-transmission device D, the four-speed transmission clutch B is double-engaged to stop inertia rotation and the high / low switching clutch C is disengaged. The synchronizing function of the transmission device 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, respectively.

  When both clutches (the high speed clutch C1 and the low speed clutch C2) are disconnected, the rotational power of the engine 2 is cut off. Therefore, although the case where the forward / reverse clutch A is an example of the clutch of the present invention has been described in the present embodiment, the present invention is not limited thereto, and for example, the high / low switching clutch C may be configured as an example of the clutch in the present invention. good.

  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 D 1 of the auxiliary transmission D is switched to the eighteenth gear 53 side, Transmission to the eighteenth gear 53 drives the bevel gear shaft 14 from the mechanical high speed clutch D1 at high speed.

  Further, when the mechanical high speed clutch D1 of the auxiliary transmission 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 medium speed. To drive.

  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 auxiliary transmission 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 to save space. It has become.

  Further, the auxiliary transmission device D includes the seventeenth gear 52, the nineteenth gear 54, the twenty-sixth gear 61, the twenty-seventh gear 62, the twenty-first gear 56, and the twenty-third gear 58 for shifting. Is provided on the second counter shaft 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 is a transmission diagram of the PTO shaft rotation vehicle speed adaptation type power transmission device 3B, in which a part of the PTO transmission mechanism G in the transmission diagram of the PTO shaft rotation constant power transmission device 3A shown in FIG. 2 is changed. Show.

  As described above, the PTO shaft rotation constant power transmission device 3A (see the transmission diagram in FIG. 2) is an example of the power transmission device of the tractor of the present embodiment, and the PTO shaft rotation vehicle speed adaptation type power transmission device 3B. FIG. 3 is another example of the power transmission device for a tractor according to the present embodiment.

  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 power transmission device 3A and the PTO shaft rotation vehicle speed adaptation power transmission device 3B are made common.

  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, when a start restriction mode, which will be described later, is set, the engine is started even when the clutch is restricted, that is, the clutch engagement operation is restricted, and the vehicle cannot travel. Since the PTO clutch solenoid 152 for controlling the hydraulic oil supply of the PTO clutch F is not limited, the working machine used without running the work vehicle, that is, a stationary working machine powered by the PTO (for example, a generator or Wood crushers etc. can be used. This will be described later with reference to FIG.

  Next, the flow of control signals in the tractor 100 of the present embodiment will be described using the control block diagram of FIG.

  FIG. 4 is a control block diagram of tractor 100 of the present embodiment.

  First, the engine control unit (engine ECU) 124 receives an engine mode selection signal from the engine mode selection switch 125, receives an engine speed data signal from the engine rotation sensor 126, and receives engine lubricating oil from the engine oil pressure sensor 127. The pressure data signal is input, the cooling water temperature data signal is input from the engine water temperature sensor 128, the common rail pressure data signal is input from the rail pressure sensor 129, and the drive signal is output to the fuel high pressure pump 130. A fuel supply adjustment control signal is output to the high pressure injector 131 (see FIGS. 4 and 11).

  FIG. 11 is a schematic overall configuration diagram schematically showing the pressure accumulation type fuel injection device 300 of the engine 2 of the tractor 100 of the present embodiment. The accumulator fuel injection device 300 will be described later.

  Next, the work implement elevating control unit (work implement elevating ECU) 132 has 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, and a raised position restriction for the raised position restriction dial 120. The signal and the lowering speed setting signal of the lowering speed adjusting dial 121 are input, respectively, and the work implement elevating signal is output to the main ascending solenoid 133 and the main descending solenoid 134 to operate the work implement elevating cylinder 135.

  In FIG. 4, the solenoid is denoted as sol.

  In addition, the work implement lifting / lowering control unit 132 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 control unit 124, the work implement lifting control unit 132, the travel control unit 149, the communication unit 172, and the meter panel 136 each have an information processing capability, and can perform two-way communication with each other. These exchange control signals with each other, and the engine panel, the lifting / lowering state of the work implement, the traveling speed of the traveling device, and the like are displayed on the meter panel 136 (see FIGS. 4 and 6).

  The communication unit 172 transmits and receives signals to and from a mobile terminal 173 such as a tablet terminal or a smartphone (see FIGS. 4 and 7) by wireless communication. When the external GPS 174 is installed in the vehicle and the signal is received, the information of the external GPS 174 is given priority over the information of the internal GPS 175 transmitted from the mobile terminal 173, and the signal from the external GPS 174 is received. If not, the information of the built-in GPS 175 is used.

  In addition, when a PTO operation command is received from the mobile terminal 173, the PTO clutch solenoid 152 is operated via the travel control unit 149, so that remote operation is possible.

  In the present embodiment, setting and canceling of the start restriction mode described later is performed using the mobile terminal 173 (see FIGS. 4 and 7). It should be noted that a start restriction mode, which will be described later, may be set and canceled by providing a touch panel type input function on the meter panel 136.

  The traveling control unit 149 receives detection signals 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 (see FIGS. 4 and 9). In addition, respective detection signals are input from the high speed clutch pressure sensor 142 and the low speed clutch pressure sensor 143 (see FIGS. 4 and 9).

  The transmission 1 clutch pressure sensor 138, the transmission 2 clutch pressure sensor 139, the transmission 3 clutch pressure sensor 140, the transmission 4 clutch pressure sensor 141, the high speed clutch pressure sensor 142, and the low speed clutch pressure sensor 143 (see FIGS. 4 and 9). Is the pressure supplied to each hydraulic cylinder provided in the first speed clutch B11, the second speed clutch B22, the third speed clutch B13, the fourth speed clutch B24, the high speed clutch C1, and the low speed clutch C2 (see FIGS. 4 and 9). It is a pressure sensor that detects the pressure of oil.

  In addition, a detection signal from a main transmission lever operation position sensor 148 that detects a switching operation position of a main transmission lever (not shown) is input to the travel control unit 149.

  The traveling control unit 149 switches the gear position of the main transmission BC based on the detection signal from the main transmission lever operation position sensor 148.

  The main transmission lever is an operation lever for an operator to perform a switching operation of the shift stage of the main transmission BC, and corresponds to an example of the main transmission operation unit of the present invention.

  When a communication abnormality occurs between the control unit of the meter panel 136 and the travel control unit 149, the main transmission BC is controlled regardless of the operation position indicated by the detection signal of the main transmission lever operation position sensor 148. Control to fix the gear position to the first gear speed (low speed) is performed. Such control will be further described later with reference to FIG.

  The travel control unit 149 receives detection signals from the forward clutch pressure sensor 144 and the reverse clutch pressure sensor 145.

  The forward clutch pressure sensor 144 and the reverse clutch pressure sensor 145 (see FIGS. 4 and 9) are pressure oils supplied to the hydraulic cylinders provided in the forward clutch A1 and the reverse clutch A2 (see FIG. 9). It is a pressure sensor that detects the pressure of

  Further, the traveling control unit 149 detects from the forward / reverse lever operation position sensor 146 that detects the switching operation position of the forward / reverse lever 180 (see FIGS. 1 and 8), and indicates a forward / neutral / reverse operation position. Signal, a shift operation position detection signal from a sub shift lever operation position sensor 147 that detects a change operation of a sub shift lever (not shown), and an accelerator sensor 159 that detects a change operation position of an accelerator operation lever (not shown). An accelerator instruction signal is input.

  Based on the detection signal from the forward / reverse lever operation position sensor 146, the travel control unit 149 switches the forward / reverse clutch A to forward, neutral, or reverse.

  Further, the auxiliary transmission device D is composed of a mechanical four-stage clutch, as described above, and has a configuration in which the shifter is moved by the operation force of the operator operating the auxiliary transmission lever and the gear stage is switched.

  When communication abnormality occurs between the control unit of the meter panel 136 and the travel control unit 149, the sub-transmission device D is received by the travel control unit 149 that has received the detection signal of the sub-transmission lever operation position sensor 147. Is determined to have been switched to sub-speed 2 (medium), sub-speed 3 (high), or sub-speed 4 (highest) other than the first speed (low). The travel control unit 149 performs control to fix the forward / reverse clutch A to neutral. Such control will be further described later with reference to FIG.

  The auxiliary transmission lever of the present embodiment corresponds to an example of the auxiliary transmission operation unit of the present invention, and the auxiliary transmission lever operation position sensor 147 corresponds to an example of the auxiliary transmission sensor of the present invention. The accelerator operation lever of the present embodiment is an operation lever for an operator to manually increase or decrease the output of the engine 2, and corresponds to an example of an accelerator operation unit of the present invention.

  Further, the traveling control unit 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 auxiliary transmission D, and a PTO on / off switch 165. A switching signal for the PTO clutch solenoid 152 is input.

  The travel control unit 149 outputs a forward / reverse clutch A switching signal to the forward / reverse switching solenoid 150, and a forward / reverse pressure boosting solenoid 151 outputs a relief pressure adjustment signal for the forward / rearward clutch hydraulic oil supply oil path. Reduce shock (see FIGS. 4 and 9). In addition, an ON / OFF signal is output from the travel control unit 149 to the PTO clutch solenoid 152, and the first speed clutch is applied to the first speed clutch 153 that controls the hydraulic cylinder that turns the first and third speed clutch B11 on and off. The control signal of B11 is output, the control signal of the third speed clutch B13 is output to the speed change 3 solenoid 155 that controls the hydraulic cylinder that turns on and off the third speed clutch B13, and the second speed clutch B22 of the second and fourth speed change clutch B2 is applied. A control signal for the second speed clutch B22 is output to the shift 2 solenoid 154 for controlling the hydraulic cylinder to be turned off, and a control signal for the fourth speed clutch B24 is output to the shift 4 solenoid 156 for controlling the hydraulic cylinder for turning on and off the fourth speed clutch B24. High-speed clutch solenoid that operates the hydraulic cylinder that drives the high-speed of the high-low switching clutch C 57 and incoming signal and input signals of the low speed clutch C2 of the high-speed clutch C1 to the low-speed clutch solenoid 158 for actuating the hydraulic cylinder to drive the low speed is output (Fig. 4, see FIG. 9).

  The travel control unit 149 of the present embodiment is an example of the first control unit of the present invention. The configuration including the meter panel 136, the communication unit 172, and the mobile terminal 173 according to the present embodiment is an example of the second control unit of the present invention.

  In the present embodiment, in the state where the start restriction mode is set in the control unit of the meter panel 136 via the communication unit 172 from the mobile terminal 173 (see FIGS. 4 and 7), the operator When the engine is turned on, the engine starts, but the forward / reverse clutch A (see FIGS. 2 and 4) is automatically fixed to the neutral state (clutch disengaged state).

  As a result, the tractor 100 cannot travel, and the tractor 100 can be prevented from being stolen.

  Hereinafter, the start restriction mode will be described mainly with reference to FIG.

  FIG. 5 is a flowchart of the control system related to the setting and release of the start restriction mode.

  In addition, in order to show the connection between the flowchart shown in FIG. 5 and the flowchart shown in FIG. 10 to be described later, a circled 1 and a circled 2 are described.

  As shown in FIG. 5, when the power of the tractor 100 is turned on, the engine 2 starts and enters an idling state. First, the start restriction mode setting state (ON state or OFF state) at the previous power-off time is the meter panel 136. (Step S1), and if it is in the ON state (that is, the state in which the start restriction mode is set), the authentication code 182 in the mobile terminal 173 (see FIG. 4) before the power is turned off last time. And the release code 181 (see FIG. 4) stored in the travel control unit 149 match, and whether or not the reference time has elapsed since the last power-off is displayed in the control unit of the meter panel 136. (Step S2).

  If the authentication code 182 in the mobile terminal 173 and the release code 181 stored in the travel control unit 149 match before the power is turned off last time, and the reference time has passed since the last power-off. If it is determined, a start restriction signal for forcibly setting the forward / reverse clutch A to be neutral and restricting the start of the tractor 100 is transmitted from the control unit of the meter panel 136 to the travel control unit 149 to The connection is restricted (step S3). If not, the process shown in FIG. 5 ends, and the process proceeds to the process shown in FIG. In step S3, when the travel control unit 149 restricts the connection of the forward / reverse clutch A, even if the operator operates the forward / reverse lever 180 to the forward position or the reverse position, the forward / reverse switching solenoid 150 and the forward / reverse pressure increase Since the traveling control unit 149 does not flow current to the solenoid 151, the forward / reverse clutch A is kept neutral and does not transmit power.

  However, if a communication abnormality occurs between the control unit of the meter panel 136 and the travel control unit 149, the start restriction signal cannot be transmitted from the control unit of the meter panel 136 to the travel control unit 149. A system for exhibiting the anti-theft function even when such a communication abnormality occurs will be described later with reference to FIG.

  In a state where the connection of the forward / reverse clutch A is restricted, when the operator presses the release transmission button 173B (see FIG. 7) of the mobile terminal 173, a release signal is transmitted to the communication unit 172. When the communication unit 172 receives the start restriction mode release signal from the mobile terminal 173 (step S4), the release code 181 stored in the travel control unit 149 is transmitted to the mobile terminal 173 and stored in the mobile terminal 173. The mobile terminal 173 compares the authentication code 182 and the release code 181 stored in the travel control unit 149 (step S5), and if it is not possible to confirm that they match, the mobile terminal indicates that the code authentication has failed. 173 and the meter panel 136 (step S6). When the start restriction mode release signal is not received, or when the authentication code 182 and the release code 181 do not match, the process returns to immediately before step S4, and the confirmation of the start restriction mode release signal is repeated.

  When the authentication code 182 and the release code 181 match, the traveling control unit 149 confirms the position of the forward / reverse lever 180 from the detection signal of the forward / reverse lever operation position sensor 146 (step S7), and if it is not neutral (neutral), A message prompting the operator to perform a neutral operation is displayed on the meter panel 136 (step S8), and when it is determined that the operation is neutral, the connection restriction of the forward / reverse clutch A is released (step S9).

  On the other hand, if it is determined by the control unit of the meter panel 136 that the start restriction mode setting was not ON when the power was turned off last time (step S1), reception confirmation of the start restriction mode setting signal from the mobile terminal 173 is repeated ( In step S10), when received, the authentication code 182 in the mobile terminal 173 and the release code 181 in the travel control unit 149 are compared in the mobile terminal 173 (step S11). The information is displayed on the terminal 173 and the meter panel 136 (step S12), and the process returns to the reception confirmation of the start restriction mode setting signal (step S10). If the authentication code 182 and the release code 181 match, it is determined whether the meter panel 136 is a normal screen such as a speed display or a fuel remaining amount display (step S13). It is displayed that it is impossible except at the time of display (step S14), and the process returns to the confirmation of reception of the start restriction mode setting signal (step S10).

  If the meter panel 136 is displayed on the normal screen, the start restriction mode setting is turned ON (step S15), and it is confirmed that the forward / reverse lever 180 is neutral (step S16). The restriction mode setting is turned off (step S17). As described above, when the start restriction mode is automatically turned off, it is desirable to display that the meter panel 136 automatically turns off, and a similar display may be displayed on the mobile terminal 173.

  FIG. 6 is a front view of the meter panel 136 of the tractor 100 of the present embodiment.

  As shown in FIG. 6, the meter panel 136 includes a liquid crystal screen 136C in the center, a tachometer 136L on the left, and a function display 136R that displays on / off status of various functions on the right. When the normal screen of the liquid crystal screen 136C is displayed, information on driving, such as the vehicle speed, gear position, fuel remaining amount, and cumulative operating time, is displayed, and the LCD contrast can be set by switching to a display other than the normal screen, or an abnormality has occurred. You can check the error code that is sometimes recorded. The setting of the start restriction mode is normally limited when the screen is displayed, and the program is simplified and the memory capacity is reduced.

  FIG. 7 is a front view of a display screen of the mobile terminal 173 used for setting and canceling the start restriction mode of the tractor 100 of the present embodiment.

  On the mobile terminal 173, a start restriction mode setting button 173A and a release transmission button 173B are displayed by installing a dedicated application. When each button is tapped, a signal is transmitted to the communication unit 172. Upon receiving the start restriction mode setting and release signal, the communication unit 172 transmits the release code 181 stored in the travel control unit 149 to the mobile terminal 173, and the mobile terminal 173 receives the authentication code 182 and the release code 181. Make a comparison. When the codes match, a match confirmation signal is transmitted, and the start restriction mode is turned on and off.

  FIG. 8 is a perspective view of the vicinity of the forward / reverse lever 180 of the tractor 100 of the present embodiment.

  The operator operates the forward / reverse clutch A with the forward / reverse lever 180 disposed below the steering wheel 8, and further makes various settings for the meter panel 136 of the tractor 100 by the input switch 176 provided below the forward / reverse clutch A. It can be carried out.

  In this embodiment, the forward / reverse clutch A is mainly described as the subject of the clutch connection restriction. However, the present invention is not limited to this, and for example, if the clutch is electronically controlled and can be neutrally operated, The high / low switching clutch C may be used.

  The release code 181 has been described as being stored in the travel control unit 149. However, the present invention is not limited to this, and for example, if the storage device includes a storage device and has an information processing function, the engine control unit 124, the working machine lift / lower Even if the release code 181 is stored in the control unit 132, the meter panel 136, and the communication unit 172, the same effect is obtained.

  In addition, although it has been described that the start restriction mode is set and canceled from the mobile terminal 173, the present invention is not limited thereto. For example, the start restriction mode is set by providing a touch panel type input function on the meter panel 136, and the like. A configuration may be adopted in which a password for canceling is input.

  In the present embodiment, since the connection of the forward / reverse clutch A is restricted in a state where the start restriction mode is valid, the vehicle cannot be driven until the start restriction mode is canceled, and theft is prevented. Can do. In addition, since the engine can be started even when the start restriction mode is valid and the connection of the PTO clutch F is not restricted, work that is performed without running the vehicle, that is, stationary work is not required to cancel the start restriction mode. It is possible to execute. Furthermore, since it is assumed that the driver is not on board during the stationary work, it is possible to work more safely when travel is restricted.

  In the control system related to the setting and cancellation of the start restriction mode described with reference to FIG. 5, even if a communication abnormality occurs between the control unit of the meter panel 136 and the travel control part 149, the start restriction mode is set. Even if this is the case, the start restriction signal is not transmitted from the control unit of the meter panel 136 to the travel control unit 149, and thus the anti-theft function cannot be executed.

  Therefore, a second control system that can execute the anti-theft function even when such communication abnormality occurs will be described with reference to FIG.

  The tractor 100 of the present embodiment includes a second control system that includes the control system described in FIG. 5 (also referred to as a first control system in the present specification).

  FIG. 10 is a flowchart of the second control system that can execute the anti-theft function even when a communication abnormality occurs between the control unit of the meter panel 136 and the travel control unit 149.

  First, when the operator turns on the power to the tractor 100, the engine 2 is started (step S101). The traveling control unit 149 transmits a confirmation signal to the control unit of the meter panel 136 and determines whether or not the confirmation response signal can be normally received from the control unit of the meter panel 136. The traveling control unit 149 determines whether or not there is a communication abnormality between the control unit 149 and the control unit of the meter panel 136 (step S102).

  In step S102, when the travel control unit 149 determines that there is no communication abnormality, the travel control unit 149 determines that the gear position of the main transmission BC is the first main speed (low speed) regardless of the operation position of the main shift lever. ) Is determined (see step S103).

  In step S103, when the travel control unit 149 determines that the gear position of the main transmission BC is not fixed to the first main speed (low speed), the travel control unit 149 operates the accelerator operation lever operating position. Regardless of whether the engine output is fixed in the idle state or not (see step S104).

  In step S104, when the traveling control unit 149 determines that the engine output is not fixed in the idle state, the process proceeds to the flowchart of the first control system shown in FIG. 5, and steps S1 to S17 (see FIG. 5). ) Is executed as appropriate, and the process returns again immediately before step S102 in the flowchart of the second control system in FIG.

  As a result, if the operator turns on the power of the tractor 100 and there is no communication abnormality between the traveling control unit 149 and the control unit of the meter panel 136, steps S1 to S1 of the first control system shown in FIG. S17 is appropriately executed, and the effect described in FIG. 5 is exhibited.

  In Step S104, when it is determined by the traveling control unit 149 that the engine output is fixed in the idle state, the process proceeds immediately before Step S114 described later.

  On the other hand, after the operator turns on the power of the tractor 100, when the travel control unit 149 determines that there is a communication abnormality in step S102, the travel control unit 149 outputs the engine output via the engine control unit 124. Is fixed to the idle state (see step S105).

  Thereby, when a communication abnormality occurs between the travel control unit 149 and the control unit of the meter panel 136, a start restriction signal for forcibly setting the forward / reverse clutch A to be neutral and restricting the start of the tractor 100 Is not transmitted from the control unit of the meter panel 136 to the travel control unit 149, so the travel control unit 149 restricts the connection of the forward / reverse clutch A based on the start restriction signal (see step S3 in FIG. 5). However, it is possible to make the tractor 100 difficult to be stolen by suppressing the engine output to a predetermined output or less, that is, the idle state.

  In step S106, the traveling control unit 149 determines whether or not the gear position of the sub-transmission device D is the first sub-speed (low speed) from the detection result of the sub-transmission lever operation position sensor 147. Then, a control signal is output to the forward / reverse switching solenoid 150 and the like, and the forward / reverse clutch A is set to “neutral (disengaged)” (step S107), and the process returns to immediately before step S106. 149 repeats the determination of whether the vehicle speed is 0.2 km / h or less from the detection result of the vehicle speed sensor 163 (step S108).

  Thereby, when a communication abnormality is detected between the travel control unit 149 and the control unit of the meter panel 136, a start restriction signal is not transmitted from the control unit of the meter panel 136 to the travel control unit 149. However, when the sub-transmission device D is switched to a speed other than the first speed (low speed) of the sub-transmission, the travel control unit 149 restricts the engagement operation of the forward / reverse clutch A so that the tractor 100 is not easily stolen. I can do it.

  Note that the vehicle speed of 0.2 km / h, which is a criterion in step S108, is an example, and is not limited to this value.

  When it is determined YES in step S108, the traveling control unit 149 fixes the gear position of the main transmission BC to the first main speed (low speed) regardless of the operation position of the main transmission lever (see step S109). The process returns to immediately before step S102. In step S109, the travel control unit 149 connects the first speed clutch B11 and the low speed clutch C2, and the second speed clutch B22 to the fourth speed clutch B24 and the high speed clutch C1 are disengaged. By outputting predetermined control signals to the 153 to 4 shift solenoid 156, the high speed clutch solenoid 157, and the low speed clutch solenoid 158, the shift stage of the main transmission BC is fixed to the main shift 1st speed (low speed).

  As a result, when a communication abnormality occurs between the travel control unit 149 and the control unit of the meter panel 136, the main transmission unit suddenly decelerates to “main shift 1st speed (low speed)”, and the vehicle decelerates rapidly. End up. For this reason, a predetermined value (0.2 km / h) is set in advance for the vehicle speed, and the control for fixing to the “main speed 1st speed (low speed)” is not performed until the vehicle speed becomes equal to or lower than the specified value. A sudden deceleration of the vehicle speed can be prevented.

  As long as it is determined by the travel control unit 149 that there is a communication abnormality in step S102, the above steps S106 to S109 are repeatedly executed. After that, when the communication abnormality is resolved, in step S102, the travel control unit 149 Then, it is determined that there is no communication abnormality, and the process proceeds to step S103. In this case, the gear position of the main transmission BC is fixed to the first main speed (low speed) in step S109.

  Accordingly, in step S103, the travel control unit 149 determines that the gear position of the main transmission BC is fixed at the first main speed (low speed), so the travel control unit 149 operates the main shift lever operation. From the detection result of the position sensor 148, it is determined whether or not the operation position of the main speed change lever (not shown) is a position corresponding to the first speed of the main speed change (see step S110). The traveling control unit 149 cancels the state where the shift stage of the main transmission BC is fixed to the first main speed (low speed) (see step S111). If the determination is NO, the traveling control unit 149 The state where the gear position of the main transmission BC is fixed at the first speed (low speed) of the main transmission is continued (see step S112).

  By providing steps S110 to S112, when the communication abnormality is resolved, the gear position of the main transmission BC is automatically adjusted to the speed corresponding to the operation position of the main gear shift lever (not shown). Since the vehicle speed of the tractor 100 may accelerate suddenly, safety can be improved by preventing this. In addition, when it is determined that the operation position of the main transmission lever is at the position of the first main speed, the state in which the gear stage of the main transmission BC is fixed at the first main speed (low speed) is quickly released. The operability is restored.

  In step S113, the traveling control unit 149 determines whether or not the engine output is fixed in an idle state. If YES, the traveling control unit 149 detects the detection signal from the accelerator sensor 159. Thus, it is determined whether or not the operation position of the accelerator operation lever (not shown) is set to the idle position (also referred to as idling position) (see step S114).

  If it is determined YES in step S114, the traveling control unit 149 releases the fixed idle state for the engine output via the engine control unit 124 (see step S115), and returns to immediately before step S102. If NO is determined, the engine output is kept fixed in the idle state (see step S116), and the process returns immediately before step S102.

  As a result, when the communication abnormality between the travel control unit 149 and the control unit of the meter panel 136 is resolved, the tractor 100 is suddenly adjusted if the engine output is automatically adjusted to the operation position of the accelerator operation lever. Since acceleration may occur, safety can be improved by preventing this. Further, when it is determined that the operation position of the accelerator operation lever is in the idle position, the engine output idle fixed state is quickly released, and the operability is restored.

  Further, after the worker turns on the power of the tractor 100 and it is determined in step S102 that there is a communication abnormality, the communication abnormality is eliminated in the process of performing the above-described steps. The process proceeds to the flowchart of the first control system shown in FIG. 5 via steps S103 and S104, and each processing step (see steps S1 to S17 in FIG. 5) is appropriately executed. As described above, when it is determined in step S102 that there is a communication abnormality and then it is determined in step S102 that the communication abnormality has been resolved, the process proceeds from step S104 to step S1 (see FIG. 5). Regardless of whether the power is turned on or not, the process of step S1 is executed.

  In the above description, as a result of eliminating the communication abnormality occurring between the control unit of the meter panel 136 and the travel control unit 149, the process proceeds to the flowchart of the first control system shown in FIG. 5 through step S104. In this case, the configuration in which each processing step (see step S1 to step S17 in FIG. 5) is performed as appropriate has been described. However, the present invention is not limited to this. If determined to be ON, the process may proceed immediately before step S4 without going through steps S2 and S3. With this configuration, when the communication abnormality is resolved, that is, when communication is normally performed, the connection of the forward / reverse clutch A is restricted while the tractor 100 is traveling (see step S3). ), The tractor 100 can be prevented from stopping unexpectedly.

  Next, the pressure accumulation type fuel injection device 300 of the engine 2 of the tractor 100 according to the present embodiment will be described with reference to FIG.

  The accumulator type fuel injection device 300 will be described as a configuration applied to a multi-cylinder diesel engine in the engine 2 of the present embodiment, but is not limited thereto, and may be, for example, a gasoline engine. The accumulator fuel injection device 300 accumulates the fuel pumped up from the common rail 301 that accumulates fuel at an injection pressure that appropriately controls the fuel, a rail pressure sensor 129 (see FIG. 4) attached to the common rail 301, and the fuel tank 310. A high-pressure fuel pump 130 (see FIG. 4) that pressurizes and feeds to the common rail 301, a high-pressure injector 131 (see FIG. 4) that injects the high-pressure fuel accumulated in the common rail 301 into the cylinder 5E of the engine 2, and the like. Yes. Further, the fuel high-pressure pump 130, the high-pressure injector 131, and other components are controlled by the engine control unit 124 (see FIG. 4).

  That is, the common rail 301 uses the fuel injected to each cylinder 5E of the engine 2 as a pressure necessary for the required output.

  The fuel in the fuel tank 310 is drawn into the fuel high-pressure pump 130 driven by the engine 2 through the fuel filter 317 through the suction passage, and the high-pressure fuel pressurized by the fuel high-pressure pump 130 is sent to the common rail 301 through the discharge passage 318. Guided and stored.

  The high-pressure fuel in the common rail 301 is supplied to the high-pressure injectors 131 corresponding to the number of cylinders through the high-pressure fuel supply passages 319, and the high-pressure injectors 131 are operated based on commands from the engine control unit 124. The surplus fuel (return fuel) in each high-pressure injector 131 is injected into the chamber of the cylinder 5E, guided to the common return passage 320a by each return passage 320, and returned to the fuel tank 310 by this return passage 320a.

  Further, in order to control the fuel pressure in the common rail 301 (common rail pressure), the fuel high-pressure pump 130 is provided with a pressure control valve 130a. The pressure control valve 130a is controlled by a signal from the engine control unit 124. The flow area of the return path 320a for surplus fuel from the fuel tank 310 to the fuel tank 310 is adjusted, whereby the fuel supply amount to the common rail 301 side can be adjusted to control the common rail pressure.

  Specifically, the target common rail pressure is set according to the operating conditions of the engine 2, and the common rail pressure is fed back via the pressure control valve 130a so that the common rail pressure detected by the rail pressure sensor 129 matches the target common rail pressure. It is configured to control.

  In the above-described embodiment, no special mention is made of a case where a communication abnormality occurs between the control unit of the meter panel 136 and the travel control unit 149 while the tractor 100 is traveling normally. For example, the travel control unit 149 performs the shift stage of the main transmission BC (that is, any one of the main shift 1st speed to the main shift 8th speed) and the shift stage of the auxiliary transmission (that is, immediately before the communication abnormality occurs). Any one of the first sub-speed to the fourth sub-speed) may be maintained. With this configuration, sudden deceleration of the tractor 100 during traveling can be prevented.

  In the above-described embodiment, when a communication abnormality occurs between the control unit of the meter panel 136 and the travel control unit 149, the vehicle speed is set to a predetermined value (0. 0) in step S108 (see FIG. 10). When it is determined that the speed is 2 km / h or less, the travel control unit 149 fixes the gear position of the main transmission BC to the first main speed (low speed) regardless of the operation position of the main speed change lever (step) The configuration has been described. However, the configuration is not limited thereto, and for example, a configuration in which the determination in step S108 is omitted may be used.

  Further, in the above embodiment, when a communication abnormality occurs between the control unit of the meter panel 136 and the travel control unit 149, in step S106 (see FIG. 10), the shift stage of the sub-transmission device D is the sub-shift 1. Although the configuration for determining whether or not the speed is low (low speed) has been described, the present invention is not limited to this. It is good also as composition to do. With this configuration, as described above, when the main transmission BC is switched to a speed other than the first speed (low speed), the travel control unit 149 restricts the operation of the forward / reverse clutch A, and the tractor You can make 100 less likely to be stolen.

  In the above embodiment, the case where a lever-type main transmission lever is used as an example of the main transmission operation unit of the present invention has been described. However, the present invention is not limited to this. For example, a rotary switch type, a push button switch type, a scroll switch Any configuration may be used as long as it can transmit an operation signal for switching the gear position of the main transmission unit directly or indirectly to the travel control unit via a detection sensor.

  In the above embodiment, the case where the sub-transmission device D is composed of a mechanical four-stage clutch has been described. However, the present invention is not limited to this. For example, the sub-transmission device D is configured by a clutch that can be controlled on and off by hydraulic drive by a boost solenoid. May be. In addition, the clutch of the auxiliary transmission apparatus having this configuration may be configured as an example of the clutch of the present invention.

  Moreover, in the said embodiment, when it determined with there being communication abnormality in step S102, the structure which fixes an engine output to an idle state in step S105 (refer FIG. 10) was demonstrated, but not only this, For example, In step S105, the engine output may be fixed to a low speed rotation state other than the idle state, for example, not used during normal driving. In short, in step S105, the output of the engine is an output that can drive a stationary work machine mounted on the PTO shaft 11 (see FIG. 2), and is fixed to an output that can only run at a low speed for normal running. Any configuration can be used. Thereby, even when there is a communication abnormality, it is possible to maintain the anti-theft state of the tractor 100 while enabling the stationary work by the stationary working machine.

  The work vehicle according to the present invention has an effect that the anti-theft state can be maintained even in stationary work, and is useful as a work vehicle.

A Forward / reverse clutch B Four-speed clutch C High / low switching clutch BC Main transmission D Sub transmission 2 Engine 3A PTO shaft rotation constant power transmission device 3B PTO shaft rotation vehicle speed adaptation type power transmission device 4 Front wheel shaft 6 Front wheel 7 Rear wheel 100 Tractor 124 Engine control unit (engine ECU)
132 Work implement elevating control unit (work implement elevating ECU)
136 Meter panel 149 Travel controller (travel ECU)
172 Communication unit 173 Mobile terminal 180 Forward / reverse lever 181 Release code 182 Authentication code

Claims (6)

Engine,
Drive wheels,
A power transmission device capable of transmitting power from the engine to the drive wheels;
A clutch for turning on and off the transmission of the power;
A first control unit for controlling the on / off operation of the clutch;
A second control unit that transmits a restriction command for restricting the engagement operation of the clutch based on a predetermined condition to the first control unit,
When a communication abnormality between the first control unit and the second control unit is detected, an output of the engine is suppressed to a predetermined output or less. The power transmission device includes a sub-transmission unit that shifts the power to any one of a plurality of stages with a first sub-speed as a lower limit.
A sub-transmission operation unit that performs a switching operation of the shift stage of the sub-transmission unit;
A sub shift sensor for detecting the content of the switching operation by the sub shift operation unit,
When a communication abnormality between the first control unit and the second control unit is detected, the first control unit suppresses the output of the engine below the predetermined output, and 2. The work vehicle according to claim 1, wherein, when it is determined from the detection result that the gear position is switched to a gear other than the gear position of the first sub-speed, the engagement operation of the clutch is restricted. The power transmission device includes a main transmission unit that shifts the power to any one of a plurality of stages with a first speed of the main shift as a lower limit.
A main shift operation unit that performs a switching operation of the shift stage of the main transmission unit;
When a communication abnormality between the first control unit and the second control unit is detected, the first control unit suppresses the engine output to be equal to or lower than the predetermined output, and the main transmission operation unit. 3. The work vehicle according to claim 1, wherein, regardless of the switching operation, the main transmission unit is fixed to the first speed of the main transmission based on a predetermined reference.   When the first control unit fixes the main transmission unit to the first speed of the main transmission based on the predetermined reference, it is detected that the vehicle speed is equal to or lower than a predetermined specified value. 4. The work vehicle according to claim 3, wherein the first control unit fixes the main transmission unit to the first speed of the main transmission. An accelerator operation unit for operating increase / decrease of the engine output;
An accelerator sensor for detecting an operation position of the accelerator operation unit,
When it is detected that the communication abnormality between the first control unit and the second control unit has been resolved, the accelerator operation unit is operated to a position that suppresses the engine output below the predetermined output. Is detected by the accelerator sensor, the suppression of the engine output is released, and the accelerator operation unit is operated to a position other than the position where the output of the engine is suppressed below the predetermined output. 2. The work vehicle according to claim 1, wherein the control of the output of the engine is maintained if the accelerator sensor detects that the engine output is detected.   When it is detected that the communication abnormality between the first control unit and the second control unit has been resolved, the switching operation by the main transmission operation unit causes the main transmission unit to change to the first main transmission speed. 5. The work vehicle according to claim 3, wherein the main transmission unit is maintained at the first speed of the main speed until it is detected that the operation is to switch to the speed. 5.

Images