JP2014065323A - Work vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a work vehicle which can improve workability.SOLUTION: A work vehicle 1 includes: a PTO driving mechanism 20 which can be switched between a drive state of driving a working machine of a vehicle body rear part 1R and a non-drive state of stopping the drive of the working machine; an in-vehicle operation part 50 which is installed in a vehicle and performs ON-operation of switching the PTO driving mechanism 20 from the non-drive state to the drive state and performs OFF-operation of switching the PTO driving mechanism 20 from the drive state to the non-drive state; and an out-vehicle operation part 51 which is installed on the vehicle body rear part 1R outside the vehicle and performs ON-operation of switching the PTO driving mechanism 20 from the non-drive state to the drive state and performs OFF-operation of switching the PTO driving mechanism 20 from the drive state to the non-drive state. As a result, the work vehicle (tractor) 1 can improve workability.

Description

  The present invention relates to a work vehicle.

  As a conventional work vehicle, for example, Patent Document 1 discloses a PTO on / off control that independently controls operation and stop of a PTO device according to an on operation signal and an off operation signal in a base operation unit of an operation panel device of a tractor. A tractor PTO equipped with a switch and a stop-only PTO vehicle outside switch that forcibly stops the PTO device with an off operation signal during operation of the PTO device on either the left or right fender that covers the left and right rear wheels A control device is described.

Japanese Patent No. 4961935

  By the way, the PTO control device for a tractor described in Patent Document 1 as described above has the PTO device in an operating state against the intention of the worker working on the rear side when working with two people due to the above configuration. In this case, the PTO device can be urgently stopped by operating the switch outside the PTO car, but there is room for further improvement in terms of improving workability, for example.

  The present invention has been made in view of the above circumstances, and an object thereof is to provide a work vehicle capable of improving workability.

  In order to achieve the above object, the work vehicle according to the present invention can be switched between, for example, a driving state in which the work machine at the rear part (1R) of the machine body is driven and a non-driving state in which the driving of the work machine is stopped. A drive mechanism (20), an on operation provided in the vehicle and switching the PTO drive mechanism (20) from the non-drive state to the drive state; and the PTO drive mechanism (20) from the drive state to the non-drive state An in-vehicle operation unit (50) for performing an off operation to be switched to, an on operation for switching the PTO drive mechanism (20) from the non-driving state to the driving state, provided in the rear part (1R) outside the vehicle, And an outside operation unit (51) for performing an off operation for switching the PTO drive mechanism (20) from the drive state to the non-drive state.

  In the work vehicle, for example, when the vehicle speed detection device (52) for detecting the vehicle speed and the vehicle speed detected by the vehicle speed detection device (52) are equal to or higher than a predetermined vehicle speed set in advance, The first control device (100) that prohibits the on-operation by 51) and permits the off-operation by the outside operation unit (51).

  Further, in the work vehicle, for example, a priority operation unit (53) that is provided in a vehicle and performs a priority operation outside the vehicle that prioritizes the operation by the vehicle operation unit (51) over the operation by the vehicle operation unit (50), A second control device (100) that prohibits an on-operation by the in-vehicle operation unit (50) when the out-of-vehicle priority operation by the priority operation unit (53) is performed may be provided.

  In the work vehicle, for example, a seat separation detection device (54) that is provided in the vehicle and detects the departure from the cockpit (8), and the seat separation detection device (54) includes the cockpit (8). When the absence from the vehicle is detected, stop control can be executed to bring the PTO drive mechanism (20) into the non-drive state, and the on-board operation unit (51) can be turned on regardless of the stop control. A third control device (100) that permits the operation and the off operation by the outside operation unit (51) may be provided.

  The work vehicle according to the present invention has an effect that workability can be improved.

FIG. 1 is a schematic diagram of a tractor according to an embodiment. FIG. 2 is a view taken in the direction of arrow A in FIG. 1 (view of the front of the machine). FIG. 3 is a view taken in the direction of arrow B in FIG. 1 (view of the rear of the machine). FIG. 4 is a view taken in the direction of arrow C in FIG. 1 (view of the upper part of the aircraft). FIG. 5 is a diagram showing a transmission mechanism of the tractor transmission according to the embodiment. FIG. 6 is a schematic plan view including the inside of the cabin of the tractor according to the embodiment. FIG. 7 is a block diagram illustrating a schematic configuration including the controller of the tractor according to the embodiment. FIG. 8 is a flowchart illustrating an example of control by the tractor controller according to the embodiment. FIG. 9 is a flowchart illustrating an example of control by the tractor controller according to the embodiment. FIG. 10 is a flowchart illustrating an example of control by the tractor controller according to the embodiment. FIG. 11 is a flowchart illustrating an example of control by the controller of the tractor according to the embodiment. FIG. 12 is a flowchart illustrating an example of control by the controller of the tractor according to the embodiment. FIG. 13 is a flowchart illustrating an example of control by the controller of the tractor according to the embodiment. FIG. 14 is a flowchart illustrating an example of control by the tractor controller according to the embodiment.

  Embodiments according to the present invention will be described below in detail with reference to the drawings. In addition, this invention is not limited by this embodiment. In addition, constituent elements in the following embodiments include those that can be easily replaced by those skilled in the art or those that are substantially the same.

[Embodiment]
FIG. 1 is a schematic diagram of a tractor according to an embodiment. FIG. 2 is a view taken in the direction of arrow A in FIG. 1 (view of the front of the machine). FIG. 3 is a view taken in the direction of arrow B in FIG. 1 (view of the rear of the machine). FIG. 4 is a view taken in the direction of arrow C in FIG. 1 (view of the upper part of the aircraft). FIG. 5 is a diagram showing a transmission mechanism of the tractor transmission according to the embodiment. FIG. 6 is a schematic plan view including the inside of the cabin of the tractor according to the embodiment. FIG. 7 is a block diagram illustrating a schematic configuration including the controller of the tractor according to the embodiment. FIGS. 8-14 is a flowchart explaining an example of control by the controller of the tractor which concerns on embodiment.

  In the following description, the front-rear direction is the front-rear direction of the tractor 1. Further, the front-rear direction is a traveling direction when the tractor 1 goes straight, and the front side in the traveling direction is referred to as the front side in the front-rear direction, and the rear side is referred to as the rear side in the front-rear direction. The advancing direction of the tractor 1 is a direction from the cockpit 8 of the tractor 1 toward the steering handle 11 when the tractor 1 goes straight. The steering handle 11 side is the front side and the cockpit 8 is the rear side. The vehicle width direction is a direction that is horizontally orthogonal to the front-rear direction. Here, the right side is referred to as the right side in the vehicle width direction while the front side in the front-rear direction is viewed, and the left side is referred to as the left side in the vehicle width direction when viewed from the front side in the front-rear direction. Further, the vertical direction is a direction orthogonal to the front-rear direction and the vehicle width direction. The front-rear direction, the vehicle width direction, and the vertical direction are orthogonal to each other.

  A tractor 1 as a work vehicle of the present embodiment shown in FIGS. 1 to 4 is a work vehicle such as an agricultural tractor that performs work on a farm field or the like while self-propelled by power generated by a power source. The tractor 1 includes a front wheel 2, a rear wheel 3, an engine 4 as a power source, and a transmission (transmission) 5. Among these, the front wheel 2 is mainly provided as a steering wheel, that is, a steering wheel. The rear wheel 3 is mainly provided as a driving wheel, that is, a driving wheel. Rotational power generated by the engine 4 mounted in the hood 6 of the front part 1F of the fuselage can be transmitted to the rear wheel 3 by appropriately decelerating the transmission with a transmission 5. A driving force is generated by this rotational power. In addition, the transmission 5 can transmit the rotational power generated by the engine 4 to the front wheels 2 as necessary. In this case, the four wheels of the front wheels 2 and the rear wheels 3 serve as driving wheels. Generate driving force. That is, the transmission 5 can switch between two-wheel drive and four-wheel drive, and can reduce the rotational power of the engine 4 and transmit the reduced rotational power to the front wheels 2 and the rear wheels 3. In addition, the tractor 1 is provided with a connecting device 7 to which a work machine such as a rotary (not shown) can be mounted at the rear part 1R of the machine body. The connecting device 7 connects the work implement to the rear body 1R of the tractor 1 by, for example, left and right lower links, a center top link, or the like. For example, the tractor 1 can move the working machine up and down via a lift rod, a lower link connected to the lift rod, and the like by hydraulically rotating the left and right lift arms. The tractor 1 is covered with a cabin 9 around the cockpit 8 on the fuselage. In the cabin 9, a steering handle 11 is erected from a dashboard 10 on the front side of the cockpit 8 inside the cabin 9, and various operation pedals such as a clutch pedal, a brake pedal, and an accelerator pedal are arranged around the cockpit 8. Various operation levers such as a forward lever and a shift lever are arranged.

  FIG. 5 is a diagram showing the transmission mechanism 13 in the transmission case 12 of the transmission 5. The transmission 5 includes a transmission case 12 (see FIG. 1) and a transmission mechanism 13 that is disposed in the transmission case 12 and transmits rotational power from the engine 4 to the rear wheels 3 and the like. The transmission mechanism 13 transmits the rotational power from the engine 4 to the front wheels 2, the rear wheels 3, and the work equipment attached to the machine body, and drives them with the rotational power from the engine 4.

  Specifically, the transmission mechanism 13 includes an input shaft 14, a forward / reverse switching mechanism 15, a Hi-Lo transmission mechanism 16, a main transmission mechanism 17, an auxiliary transmission mechanism 18, a 2WD / 4WD switching mechanism 19, and a PTO. (Power take-off) The drive mechanism 20 etc. are comprised. The transmission mechanism 13 transmits the rotational power generated by the engine 4 to the rear wheel 3 through the input shaft 14, the forward / reverse switching mechanism 15, the Hi-Lo transmission mechanism 16, the main transmission mechanism 17, and the auxiliary transmission mechanism 18 in order. be able to. In addition, the transmission mechanism 13 transmits the rotational power generated by the engine 4 to the input shaft 14, the forward / reverse switching mechanism 15, the Hi-Lo transmission mechanism 16, the main transmission mechanism 17, the auxiliary transmission mechanism 18, and the 2WD / 4WD switching mechanism 19. It can be transmitted to the front wheel 2 via the order. Further, the transmission mechanism 13 can transmit the rotational power generated by the engine 4 to the work machine via the input shaft 14 and the PTO drive mechanism 20 in this order.

  The input shaft 14 is coupled to the output shaft of the engine 4, and the rotational power from the engine 4 is transmitted (input).

  The forward / reverse switching mechanism 15 can switch the rotational power transmitted from the engine 4 to forward rotation or backward rotation. The forward / reverse switching mechanism 15 includes a forward gear 15a, a reverse gear 15b, a hydraulic multi-plate clutch (forward clutch) C1, and a hydraulic multi-plate clutch (reverse clutch) C2. The hydraulic multi-plate clutches C1 and C2 can switch the power transmission path in the forward / reverse switching mechanism 15 by switching the engaged / released state. The forward / reverse switching mechanism 15 transmits the rotational power transmitted to the input shaft 14 according to the engaged / released state of the hydraulic multi-plate clutches C1 and C2 to the counter shaft 21 by changing the transmission path. When the hydraulic multi-plate clutch C1 is in the engaged state and the hydraulic multi-plate clutch C2 is in the released state, the forward / reverse switching mechanism 15 transmits the rotational power transmitted to the input shaft 14 to the forward gear stage 15a, the hydraulic multi-plate. The torque is transmitted to the counter shaft 21 through the clutch C1 in the forward direction. When the hydraulic multi-plate clutch C1 is in the released state and the hydraulic multi-plate clutch C2 is in the engaged state, the forward / reverse switching mechanism 15 transmits the rotational power transmitted to the input shaft 14 to the reverse side gear stage 15b, the hydraulic multi-plate clutch. It is transmitted to the countershaft 21 by reverse rotation in the direction of C2. Thereby, the forward / reverse switching mechanism 15 can switch the forward / backward movement of the tractor 1. The forward / reverse switching mechanism 15 also functions as a main clutch. When both the hydraulic multi-plate clutches C1 and C2 are released, a neutral state is established and power transmission to the front wheels 2 and rear wheels 3 is interrupted. be able to. The forward / reverse switching mechanism 15 can switch between forward, reverse, and neutral by hydraulic control, for example, when an operator operates the forward / reverse switching lever 43 (see FIG. 6). Further, by depressing the clutch pedal, both the hydraulic multi-plate clutches C1 and C2 can be released.

  The Hi-Lo speed change mechanism 16 can change the rotational power transmitted from the engine 4 at a high speed stage or a low speed stage. The Hi-Lo transmission mechanism 16 includes a Hi (high speed) side gear stage 16a, a Lo (low speed) side gear stage 16b, a hydraulic multi-plate clutch (Hi (high speed) side clutch) C3, and a hydraulic multi-plate clutch (Lo (low speed) side). Clutch) C4. The hydraulic multi-plate clutches C3 and C4 can switch the power transmission path in the Hi-Lo transmission mechanism 16 by switching the engaged / released state. The Hi-Lo transmission mechanism 16 transmits the rotational power transmitted to the counter shaft 21 to the transmission shaft 22 by changing the transmission path in accordance with the engaged / released state of the hydraulic multi-plate clutches C3 and C4. When the hydraulic multi-plate clutch C3 is in the engaged state and the hydraulic multi-plate clutch C4 is in the released state, the Hi-Lo transmission mechanism 16 transmits the rotational power transmitted to the counter shaft 21 to the hydraulic multi-plate clutch C3, Hi side. The speed is changed via the gear stage 16a and transmitted to the transmission shaft 22. The Hi-Lo transmission mechanism 16 transmits the rotational power transmitted to the counter shaft 21 to the hydraulic multi-plate clutch C4, Lo side when the hydraulic multi-plate clutch C3 is in the released state and the hydraulic multi-plate clutch C4 is in the engaged state. The speed is changed via the gear stage 16 b and transmitted to the transmission shaft 22. As a result, the Hi-Lo transmission mechanism 16 can change the rotational power from the engine 4 at the transmission ratio of the Hi side gear stage 16a or the transmission ratio of the Lo (low speed) side gear stage 16b and transmit it to the subsequent stage. it can. For example, the Hi-Lo speed change mechanism 16 is turned on / off by a worker when the Hi-Lo changeover switch (high / low speed change operation switch) 44 (see FIG. 6) is turned on / off, and the Lo (low speed) ) Side can be switched, and the speed can be changed in one of two stages of high speed and low speed. Further, the Hi-Lo speed change mechanism 16 can change speed while the tractor 1 is traveling due to the above-described configuration.

  The main speed change mechanism 17 can change the rotational power transmitted from the engine 4 at any one of a plurality of shift speeds. The main speed change mechanism 17 is a synchromesh type speed change mechanism, and here, the rotational power transmitted from the engine 4 via the forward / reverse switching mechanism 15 and the Hi-Lo speed change mechanism 16 can be changed. The main speed change mechanism 17 includes a first speed gear stage 17a, a second speed gear stage 17b, a third speed gear stage 17c, a fourth speed gear stage 17d, a fifth speed gear stage 17e, and a sixth speed gear as a plurality of speed stages. A stage 17f is included. The main transmission mechanism 17 transmits the rotational power transmitted to the transmission shaft 22 according to the coupling state of the first speed gear stage 17a to the sixth speed gear stage 17f with the transmission shaft 22 from the first speed gear stage 17a to the first speed gear stage 17a. The speed is changed via one of the sixth speed gears 17f and transmitted to the transmission shaft 23. Thus, the main transmission mechanism 17 can shift the rotational power from the engine 4 at any gear ratio of the first speed gear stage 17a to the sixth speed gear stage 17f and transmit it to the subsequent stage. For example, the main transmission mechanism 17 can select and switch one of the plurality of shift stages by operating the main shift operation lever 45 (see FIG. 6) by an operator, and the first speed gear stage 17a. The speed can be changed at any one of the six stages of the sixth speed gear stage 17f. Further, the main transmission mechanism 17 can change gears while the tractor 1 is traveling due to the above-described configuration.

  The auxiliary transmission mechanism 18 can change the rotational power transmitted from the engine 4 through the forward / reverse switching mechanism 15, the Hi-Lo transmission mechanism 16, and the main transmission mechanism 17 in order. The sub-transmission mechanism 18 includes a first sub-transmission 24, a second sub-transmission 25, and the like, and the rotational power transmitted to the transmission shaft 23 is transmitted to the first sub-transmission 24 and the second sub-transmission 25. And the like, and then transmitted to the transmission shaft 26. The first sub-transmission 24 can transmit the rotational power transmitted from the engine 4 and shifted by the main transmission mechanism 17 or the like at the high speed stage or the low speed stage and transmit it to the rear wheel 3 side that is the driving wheel. The second sub-transmission 25 shifts the rotational power transmitted from the engine 4 and shifted by the main transmission mechanism 17 or the like at an extremely low speed that is lower than that of the first sub-transmission 24, and is a rear wheel 3 that is a driving wheel. Can be transmitted to the side.

  The first sub transmission 24 of the sub transmission mechanism 18 includes a first gear 24a, a second gear 24b, a third gear 24c, a fourth gear 24d, and a shifter 24e. Rotational power from the transmission shaft 23 is transmitted (input) to the first gear 24a. The second gear 24b meshes with the first gear 24a. The third gear 24c is coupled to the second gear 24b so as to be integrally rotatable. The fourth gear 24d meshes with the third gear 24c. The shifter 24e switches the coupling state of the first gear 24a, the fourth gear 24d, and the transmission shaft 26. The shifter 24e has a Hi (high speed) side position where the first gear 24a and the transmission shaft 26 are coupled so as to be integrally rotatable, a Lo (low speed) side position where the fourth gear 24d and the transmission shaft 26 are coupled so as to be integrally rotatable, Neither the first gear 24a nor the fourth gear 24d is coupled to the transmission shaft 26 and can move to the neutral position (neutral position) to be released. The first sub-transmission 24 transmits the rotational power transmitted to the transmission shaft 23 to the transmission shaft 26 by switching the transmission path according to the position of the shifter 24e. When the shifter 24e is in the Hi side position, the first auxiliary transmission 24 transmits the rotational power transmitted to the transmission shaft 23 from the first gear 24a to the second gear 24b, the third gear 24c, and the fourth gear 24d. The transmission is transmitted to the transmission shaft 26 without being interposed (transmission is performed from the transmission shaft 23 → the first gear 24a → the transmission shaft 26). When the shifter 24e is in the Lo side position, the first auxiliary transmission 24 transmits the rotational power transmitted to the transmission shaft 23 from the first gear 24a to the second gear 24b, the third gear 24c, the fourth gear 24d, and the shifter. The speed is sequentially reduced via 24e and transmitted to the transmission shaft 26. As a result, the first auxiliary transmission 24 transmits the rotational power from the engine 4 to the Hi (high speed) side gear ratio without passing through the second gear 24b, the third gear 24c, and the fourth gear 24d, or the second gear. 24b, the third gear 24c, and the fourth gear 24d can be shifted at the Lo (low speed) side gear ratio and transmitted to the subsequent stage. Further, when the shifter 24e is in the neutral position, the first auxiliary transmission 24 is in a state where both the first gear 24a and the fourth gear 24d are idle with respect to the transmission shaft 26, that is, in a neutral state. In the first sub-transmission 24, for example, when a first sub-transmission operation lever 46 (see FIG. 6) is operated by an operator, the position of the shifter 24e is switched to Hi (high speed) side, Lo (low speed). Side, neutral can be switched.

  The second subtransmission 25 of the subtransmission mechanism 18 includes a first gear 25a, a second gear 25b, a third gear 25c, a fourth gear 25d, and a shifter 25e. The first gear 25a is coupled to the fourth gear 24d so as to be integrally rotatable. The second gear 25b meshes with the first gear 25a. The third gear 25c is coupled to the second gear 25b so as to be integrally rotatable. The fourth gear 25d meshes with the third gear 25c. The shifter 25e switches the coupling state between the fourth gear 25d and the transmission shaft 26. The shifter 25e has a pole Lo (very low speed) side position where the fourth gear 25d and the transmission shaft 26 are coupled so as to be integrally rotatable, and a neutral position (neutral position) where the fourth gear 25d and the transmission shaft 26 are not coupled and released. Position). The second sub-transmission 25 transmits the rotational power transmitted to the transmission shaft 23 to the transmission shaft 26 by switching the transmission path according to the position of the shifter 25e. When the first sub-transmission 24 is in the neutral state and the shifter 25e is in the pole Lo side position, the second sub-transmission 25 uses the rotational power transmitted to the transmission shaft 23 as the first sub-transmission 24. From the first gear 24a, the second gear 24b, the third gear 24c, the fourth gear 24d, the first gear 25a, the second gear 25b, the third gear 25c, the fourth gear 25d, and the shifter 25e of the second auxiliary transmission 25 are connected. Are sequentially decelerated through and transmitted to the transmission shaft 26. As a result, the second auxiliary transmission 25 converts the rotational power from the engine 4 into the second gear 24b, the third gear 24c, the fourth gear 24d, the first gear 25a, the second gear 25b, the third gear 25c, The speed can be changed at a speed ratio on the pole Lo (very low speed) side via the 4 gear 25d and transmitted to the subsequent stage. Further, when the shifter 25e is in the neutral position, the second auxiliary transmission 25 is in a state where the fourth gear 25d is idling with respect to the transmission shaft 26, that is, in a neutral state. The second sub-transmission 25 is in a neutral state when the first sub-transmission 24 is on the Hi (high speed) side or the Lo (low speed) side. For example, when the second sub-transmission operation lever 47 (see FIG. 6) is operated by an operator, the position of the shifter 25e is switched to change the position of the pole Lo (very low speed) side to the second sub-transmission 25. Can be switched.

  Therefore, the subtransmission mechanism 18 combines the rotational power transmitted to the transmission shaft 23 with the first subtransmission 24 and the second subtransmission 25, so that one of the three stages of high speed, low speed, and extremely low speed can be obtained. Either can be changed and transmitted to the transmission shaft 26. That is, the subtransmission mechanism 18 can shift at the Hi (high speed) stage when the first subtransmission 24 is in the Hi (high speed) side and the second subtransmission 25 is in the neutral state. . The subtransmission mechanism 18 can shift at the Lo (low speed) stage when the first subtransmission 24 is in the Lo (low speed) side and the second subtransmission 25 is in the neutral state. When the first sub-transmission 24 is in the neutral state and the second sub-transmission 25 is on the pole Lo (very low speed) side, the sub-transmission mechanism 18 shifts at the pole Lo (very low speed) stage. Can do. The auxiliary transmission mechanism 18 is switched between high speed, low speed, and extremely low speed while the tractor 1 is stopped.

  The transmission mechanism 13 of the transmission 5 transmits the rotational power transmitted to the transmission shaft 26 to the rear wheel 3 via the rear wheel differential 27, the axle (drive shaft) 28, the planetary gear mechanism 29, and the like. As a result, in the tractor 1, the rear wheel 3 is rotationally driven as a drive wheel by the rotational power from the engine 4.

  To summarize the above description, the rotation of the input shaft 14 is first switched to forward rotation or reverse rotation by the forward / reverse switching mechanism 15, and is shifted by the Hi-Lo transmission mechanism 16 in one of two stages of high speed and low speed. The main transmission mechanism 17 is shifted at any one of the six speeds of the first speed gear stage 17a to the sixth speed gear stage 17f, and the auxiliary transmission mechanism 18 is selected from any of the three speeds of high speed, low speed, and extremely low speed. And is transmitted to the axle 28. In other words, the rotation of the input shaft 14 is shifted by any one of 2 × 6 × 3 = 36 stages by the transmission mechanism 13 of the transmission 5 and transmitted to the axle 28.

  The 2WD / 4WD switching mechanism 19 switches whether or not the rotational power transmitted to the transmission shaft 26 is transmitted to the front wheel 2 side. The 2WD / 4WD switching mechanism 19 includes a transmission shaft 19a, a first gear 19b, a second gear 19c, a transmission shaft 19d, and a shifter 19e. The transmission shaft 19a transmits (inputs) the rotational power from the transmission shaft 26 via the gear 30, the gear 31, the transmission shaft 32, the coupling 33, and the like. The transmission gear 19a is inserted into the first gear 19b, and the first gear 19b is assembled so as to be rotatable relative to the transmission shaft 19a. The second gear 19c meshes with the first gear 19b. The transmission shaft 19d is coupled to the second gear 19c so as to be rotatable together. The shifter 19e switches the coupling state between the transmission shaft 19a and the first gear 19b. The shifter 19e is movable to a 4WD position where the transmission shaft 19a and the first gear 19b are coupled so as to be integrally rotatable, and to a 2WD position (neutral position) where the transmission shaft 19a and the first gear 19b are not coupled and released. is there. When the shifter 19e is at the 4WD position, the 2WD / 4WD switching mechanism 19 transmits the rotational power transmitted to the transmission shaft 19a to the transmission shaft 19d via the first gear 19b and the second gear 19c. Thereby, the 2WD / 4WD switching mechanism 19 can transmit the rotational power from the engine 4 to the front wheel 2 side. The transmission mechanism 13 of the transmission 5 transmits the rotational power transmitted to the transmission shaft 19d to the front wheels 2 via the front wheel differential 34, the axle (drive shaft) 35, the vertical shaft 36, the planetary gear mechanism 37, and the like. As a result, the tractor 1 can be driven by four-wheel drive, with the front wheels 2 and the rear wheels 3 being rotationally driven as drive wheels by the rotational power from the engine 4. In the 2WD / 4WD switching mechanism 19, when the shifter 19e is in the 2WD position, the transmission of the rotational power transmitted to the transmission shaft 19a to the transmission shaft 19d side is cut off. As a result, the tractor 1 can travel by two-wheel drive. In the 2WD / 4WD switching mechanism 19, for example, when a 2WD / 4WD switching lever 48 (see FIG. 6) is operated by an operator, the position of the shifter 19e is switched to switch between two-wheel drive and four-wheel drive. it can.

  The PTO drive mechanism 20 changes the rotational power transmitted from the engine 4 and outputs it to the work machine from the PTO shaft 40 (see FIG. 3) of the rear part 1R (see FIG. 3) of the machine body. The work machine is driven. The PTO drive mechanism 20 includes a PTO clutch mechanism 38, a PTO transmission mechanism 39, a PTO shaft 40, and the like. The PTO drive mechanism 20 has a drive state in which the work machine in the rear part 1R of the machine body is driven by the PTO clutch mechanism 38 (hereinafter, sometimes referred to as “PTO drive state”) and a non-drive state in which the drive of the work machine is stopped. (Hereinafter referred to as “PTO non-driving state”).

  The PTO clutch mechanism 38 switches between transmission and interruption of power to the PTO shaft 40 side. The PTO clutch mechanism 38 includes a gear 38a, a hydraulic multi-plate clutch C5, and a transmission shaft 38b. The gear 38a meshes with a gear 41 that is coupled to the input shaft 14 so as to be integrally rotatable. The hydraulic multi-plate clutch C5 switches the power transmission state between the gear 38a and the transmission shaft 38b by switching the engaged / released state. The PTO clutch mechanism 38 enters a PTO drive state in which power is transmitted to the PTO shaft 40 side when the hydraulic multi-plate clutch C5 is engaged, and the rotational power transmitted from the input shaft 14 to the gear 38a via the gear 41. Is transmitted to the transmission shaft 38b via the hydraulic multi-plate clutch C5. When the hydraulic multi-plate clutch C5 is released, the PTO clutch mechanism 38 is in a PTO non-driven state (neutral state) in which transmission of power to the PTO shaft 40 side is interrupted, and the rotational power transmitted to the gear 38a is reduced. Transmission to the transmission shaft 38b side is interrupted. The PTO clutch mechanism 38 is, for example, an in-vehicle PTO on / off switch (hereinafter also referred to as “in-vehicle PTO switch”) 50 (see FIG. 6) or an out-of-vehicle PTO on / off switch (hereinafter “ It may be referred to as “external PTO switch”.) By turning on / off 51 (see FIG. 6), the PTO drive state and the PTO non-drive state can be switched by hydraulic control. The tractor 1 is provided with a gear pump 70 through a gear 70a meshing with the gear 38a, a gear 70b meshing with the gear 70a, and the like. The gear pump 70 applies hydraulic pressure to a hydraulic system such as the transmission mechanism 13.

  The PTO speed change mechanism 39 changes speed when power is transmitted to the PTO shaft 40 side. The PTO speed change mechanism 39 includes a Hi (high speed) side gear stage 39a, a Lo (low speed) side gear stage 39b, a transmission shaft 39c, and a shifter 39d. The PTO transmission mechanism 39 changes the rotational power transmitted to the transmission shaft 38b via the Hi side gear stage 39a or the Lo side gear stage 39b according to the position of the shifter 39d, and transmits it to the transmission shaft 39c. To do. The shifter 39d switches the coupling state of the Hi side gear stage 39a, the Lo side gear stage 39b, and the transmission shaft 39c. The shifter 39d has a Hi (high speed) side position for coupling the Hi side gear stage 39a and the transmission shaft 39c, a Lo (low speed) side position for coupling the Lo side gear stage 39b and the transmission shaft 39c, a Hi side gear stage 39a, None of the Lo-side gear stage 39b is coupled to the transmission shaft 39c and can be moved to the neutral position (neutral position) to be released. When the shifter 39d is at the Hi side position, the PTO transmission mechanism 39 transmits the rotational power transmitted to the transmission shaft 38b to the transmission shaft 39c via the Hi side gear stage 39a. When the shifter 39d is in the Lo side position, the PTO transmission mechanism 39 transmits the rotational power transmitted to the transmission shaft 38b to the transmission shaft 39c via the Lo side gear stage 39b. As a result, the PTO transmission mechanism 39 can shift the rotational power from the engine 4 at the gear ratio of the Hi-side gear stage 39a or the gear ratio of the Lo-side gear stage 39b and transmit it to the subsequent stage. Further, when the shifter 39d is in the neutral position, the PTO transmission mechanism 39 is in a state where both the Hi side gear stage 39a and the Lo side gear stage 39b are idle with respect to the transmission shaft 39c, that is, in a neutral state. The PTO speed change mechanism 39 is operated by, for example, a PTO speed change operation lever 49 (see FIG. 6), which will be described later, so that the position of the shifter 39d is switched and the Hi (high speed) side, the Lo (low speed) side, Neutral can be switched, and the speed can be changed in one of two stages, high speed and low speed.

  The PTO shaft 40 is coupled to a work machine and transmits rotational power from the engine 4 to the work machine. The PTO shaft 40 is rotationally driven by the rotational power transmitted to the transmission shaft 39c being transmitted through the first gear 41, the second gear 42, and the like.

  In summary, the rotation of the input shaft 14 is transmitted to the PTO speed change mechanism 39 via the PTO clutch mechanism 38, and the PTO speed change mechanism 39 changes the speed in one of two stages of high speed and low speed. , Transmitted to the PTO shaft 40, and the PTO shaft 40 is rotationally driven. As a result, the tractor 1 can change the rotational power transmitted from the engine 4 and output it from the PTO shaft 40 to the work implement, thereby driving the work implement.

  By the way, as a working machine with which the tractor 1 of this embodiment is mounted | worn, in addition to the rotary etc. which were mentioned above, the root vegetable harvester etc. which harvest a pump, a root vegetable, etc. which pump water from a river etc. are mentioned, for example. . For example, when a pump is used as a work machine, the tractor 1 is placed in a stationary state (stopped and parked at a predetermined fixed position) at a predetermined position in the vicinity of a river, and then the PTO by the operator The PTO non-drive state and the PTO drive state of the drive mechanism 20 are switched. In this case, it is desirable that the tractor 1 can smoothly perform these operations even by one worker, for example. On the other hand, for example, when a root crop harvester is used as a work machine, the tractor 1 is seated in an auxiliary seat near the work machine while traveling at a low speed by the operation of the first worker (driver). The worker (assistant) may select and remove defective products from the root vegetables harvested by the root vegetable harvester. In this case, it is desirable that the tractor 1 can appropriately ensure safety when the second worker (assistant) works, for example, even when two workers are engaged in the work. It is. For this reason, since the tractor 1 improves workability according to these work situations and the like, the tractor 1 can easily and reliably switch between the PTO non-drive state and the PTO drive state of the PTO drive mechanism 20 according to the situation. desired.

  Therefore, the tractor 1 of the present embodiment includes an in-vehicle PTO switch 50 as an in-vehicle operation unit provided in the tractor 1 and an out-of-vehicle PTO switch 51 as an out-of-vehicle operation unit provided outside the tractor 1. Therefore, workability is improved.

  Specifically, as shown in FIG. 6, the tractor 1 is provided with various operation levers in the cabin 9 (see FIG. 1) or in the rear part 1R of the machine body. In the cabin 9, the tractor 1 includes a forward / reverse switching lever 43, a Hi-Lo switching switch 44, a main transmission operation lever 45, a first auxiliary transmission operation lever 46, a second auxiliary transmission operation lever 47, and a 2WD / 4WD switching lever 48. Is provided. Further, the tractor 1 is provided with a PTO speed change operation lever 49 at the rear part 1R of the vehicle body outside the vehicle. The forward / reverse switching lever 43 is used to perform the forward / reverse switching operation of the forward / reverse switching mechanism 15, and when the operator operates the forward / backward switching lever 43, the forward / backward switching mechanism 15 moves forward, backward, and neutral. Can be switched. The Hi-Lo changeover switch 44 is used to perform a Hi-Lo shift operation (high / low speed change operation) of the Hi-Lo transmission mechanism 16, and when the operator operates the Hi-Lo changeover switch 44, the Hi-Lo changeover switch 44 is operated. The speed change mechanism 16 can be switched between high speed and low speed. The main transmission operation lever 45 is used to perform the main transmission operation of the main transmission mechanism 17, and when the operator operates the main transmission operation lever 45, the main transmission mechanism 17 is moved from the first speed gear stage 17 a to the sixth gear stage. Any one of the six speed gear stages 17f can be switched to neutral. The first sub-transmission operation lever 46 performs the first sub-transmission operation of the first sub-transmission 24 of the sub-transmission mechanism 18, and the operator operates the first sub-transmission operation lever 46 to change the first sub-transmission operation lever 46. The one sub-transmission 24 can be switched between high speed, low speed, and neutral. The second sub-transmission operation lever 47 is used to perform the second sub-transmission operation of the second sub-transmission 25 of the sub-transmission mechanism 18, and the operator operates the second sub-transmission operation lever 47, thereby The two auxiliary transmissions 25 can be switched to extremely low speed and neutral. The 2WD / 4WD switching lever 48 is used to perform the 2WD / 4WD switching operation of the 2WD / 4WD switching mechanism 19, and the operator operates the 2WD / 4WD switching lever 48 to move the 2WD / 4WD switching mechanism 19 to two wheels. It can be switched between driving and four-wheel driving. The PTO speed change operation lever 49 is used to perform the PTO speed change operation of the PTO speed change mechanism 39. By operating the PTO speed change operation lever 49, an operator can switch the PTO speed change mechanism 39 to high speed, low speed, and neutral. it can.

  The in-vehicle PTO switch 50 according to the present embodiment is provided in the tractor 1, typically on the operation panel in the cabin 9. On the other hand, the PTO switch 51 outside the vehicle is provided on one of the left and right fenders 3a covering the rear body 1R outside the vehicle, typically the left and right rear wheels 3, in this case, on the right fender 3a in the vehicle width direction (see FIG. 3, see also FIG.

  The in-vehicle PTO switch 50 is used to turn on and off the PTO drive mechanism 20 in the tractor 1. On the other hand, the PTO switch 51 outside the vehicle is used to turn on and off the PTO drive mechanism 20 outside the tractor 1. Here, the ON operation of the PTO drive mechanism 20 is an operation of switching the PTO drive mechanism 20 from the PTO non-drive state to the PTO drive state. On the other hand, the off operation of the PTO drive mechanism 20 is an operation of switching the PTO drive mechanism 20 from the PTO drive state to the PTO non-drive state. That is, the in-vehicle PTO switch 50 and the out-of-vehicle PTO switch 51 can switch between the PTO drive state and the PTO non-drive state of the PTO drive mechanism 20 according to an on operation and an off operation.

  As described above, the PTO drive state is a state in which the PTO drive mechanism 20 drives the work machine in the rear part 1R of the machine body, the PTO clutch mechanism 38 is engaged, and the PTO shaft is driven by the rotational power from the engine 4. 40 is a state which rotationally drives. On the other hand, the PTO non-driving state is a state in which the driving of the work machine by the PTO driving mechanism 20 is stopped, the PTO clutch mechanism 38 is released, and the rotational power from the engine 4 is interrupted by the PTO clutch mechanism 38 and PTO. This is a state in which the rotational drive of the shaft 40 is stopped.

  As shown in FIG. 7, the tractor 1 of the present embodiment includes a controller 100 that is also used as a first control device, a second control device, and a third control device. The in-vehicle PTO switch 50 and the out-of-vehicle PTO switch 51 The controller 100 is electrically connected.

  The controller 100 controls driving of each part of the tractor 1 and can perform output control of the engine 4, shift control of the transmission 5, and the like by electronic control. The controller 100 includes an electronic circuit mainly composed of a well-known microcomputer including a CPU, a ROM, a RAM, and an interface. For example, the controller 100 is electrically connected to sensors and switches that acquire information on each unit, and an electrical signal corresponding to the detection result is input. The controller 100 is electrically connected to actuators such as solenoids that actually operate in the engine 4 and the transmission 5. The controller 100 executes the stored control program based on various input signals input from various sensors, switches, etc., various maps stored in the storage unit, etc. A drive signal is output to each part of the tractor 1 such as the transmission 5 to control the drive thereof.

  The in-vehicle PTO switch 50 and the out-of-vehicle PTO switch 51 are each turned on when the PTO drive mechanism 20 is turned on (for example, when the in-vehicle PTO switch 50 or the out-of-vehicle PTO switch 51 is pressed in a non-driven state). Then, a PTO switch-on signal is output to the controller 100. The in-vehicle PTO switch 50 and the out-of-vehicle PTO switch 51 are each turned off when the PTO drive mechanism 20 is turned off (for example, when the in-vehicle PTO switch 50 or the out-of-vehicle PTO switch 51 is pressed in the PTO drive state). ), A PTO switch-off signal is output to the controller 100.

  For example, the controller 100 is electrically connected to a PTO boost solenoid 101 that operates a hydraulic multi-plate clutch C5 of the PTO clutch mechanism 38 as actuators. When a PTO switch-on signal is input from the in-vehicle PTO switch 50 or the out-of-vehicle PTO switch 51, the controller 100 outputs a clutch-on drive signal to the PTO boost solenoid 101 to control the PTO boost solenoid 101. Thereby, the controller 100 puts the hydraulic multi-plate clutch C5 of the PTO clutch mechanism 38 into the engaged state, and controls the PTO drive mechanism 20 to the PTO drive state. On the other hand, when a PTO switch-off signal is input from the in-vehicle PTO switch 50 or the out-of-vehicle PTO switch 51, the controller 100 outputs a clutch-off drive signal to the PTO boost solenoid 101 to control the PTO boost solenoid 101. Thereby, the controller 100 sets the hydraulic multi-plate clutch C5 of the PTO clutch mechanism 38 to the released state, and controls the PTO drive mechanism 20 to the PTO non-drive state.

  Next, an example of control by the controller 100 will be described with reference to the flowcharts of FIGS. These control routines are repeatedly executed at a control cycle of several ms to several tens of ms (the same applies to the control described below).

  In the control of FIG. 8, the controller 100 determines whether or not the PTO drive mechanism 20 is in the PTO non-drive state and the PTO drive is stopped (step ST1).

  If the controller 100 determines that the PTO drive is not stopped, that is, the PTO drive mechanism 20 is in the PTO drive state and is in the PTO drive (step ST1: No), the controller 100 ends the current control cycle, and Transition to the control cycle.

  If the controller 100 determines that the PTO drive is stopped (step ST1: Yes), based on the PTO switch-on signal from the in-vehicle PTO switch 50 and the out-of-vehicle PTO switch 51, the in-vehicle PTO switch 50 or the out-of-vehicle PTO It is determined whether or not an ON operation has been performed by the switch 51 (step ST2). In this case, for example, the PTO is stopped by an operation of pressing the in-vehicle PTO switch 50 or the out-of-vehicle PTO switch 51 in the non-driven state of the PTO, or an off operation by the out-of-vehicle PTO switch 51 as shown in FIG. In this case or when the PTO is automatically stopped as shown in FIG. 13 described later, after the operation of pressing the in-vehicle PTO switch 50 or the out-of-vehicle PTO switch 51 (after returning from ON to OFF), the button is pressed again. An operation (operation to turn on again) or the like may be included.

  When the controller 100 determines that the on-operation has been performed by the external PTO switch 51 (step ST2: Yes), the controller 100 switches the PTO drive mechanism 20 from the PTO non-drive state to the PTO drive state, and starts PTO drive (step ST3). The current control cycle is terminated, and the next control cycle is started.

  When the controller 100 determines that the on-operation is not performed by the outside PTO switch 51 (step ST2: No), the controller 100 maintains the PTO drive mechanism 20 in the PTO non-drive state and continues the PTO drive stop (step ST4). The current control cycle is terminated, and the next control cycle is started.

  In the control of FIG. 9, the controller 100 determines whether or not the PTO drive mechanism 20 is in the PTO drive state and is in the PTO drive state by an on operation by the in-vehicle PTO switch 50 or the out-of-vehicle PTO switch 51 (step ST21). .

  When the controller 100 determines that the PTO drive is not being performed, that is, the PTO drive mechanism 20 is in the PTO non-drive state and the PTO drive is being stopped (step ST21: No), the current control cycle is terminated. Shift to the control cycle.

  If the controller 100 determines that the PTO is being driven (step ST21: Yes), based on the PTO switch off signal from the outside PTO switch 51, whether or not the off operation has been performed by the outside PTO switch 51 (for example, PTO) It is determined whether or not the PTO switch 51 outside the vehicle is pressed in the driving state (step ST22).

  When it is determined that the off-operation has been performed by the external PTO switch 51 (step ST22: Yes), the controller 100 switches the PTO drive mechanism 20 from the PTO drive state to the PTO non-drive state and stops the PTO drive (step ST23). The current control cycle is terminated, and the next control cycle is started.

  If the controller 100 determines that the off-operation is not performed by the PTO switch 51 outside the vehicle (step ST22: No), the controller 100 maintains the PTO drive mechanism 20 in the PTO drive state and continues the PTO drive (step ST24). End the control cycle and move to the next control cycle.

  For example, the tractor 1 configured as described above can be turned on and off by the off-vehicle PTO switch 51 in the rear part 1R of the aircraft even when the operator leaves the cockpit 8. By switching between the PTO non-drive state and the PTO drive state, the work machine can be turned on and off (on / off). Thus, for example, even when there is only one worker, the tractor 1 is placed in a fixed position at a predetermined position, so that the worker can work smoothly through the PTO switch 51 outside the vehicle in the vicinity of the work machine. The machine drive can be switched on and off. As a result, the tractor 1 can improve work efficiency and workability. In addition, the tractor 1 is, for example, a second worker (assistant) seated in an auxiliary seat near the work machine while traveling at a low speed by the operation of the first worker (driver) seated in the cockpit 8. Even when the auxiliary worker performs auxiliary work, the second worker himself can easily switch on / off the drive of the work machine via the out-of-vehicle PTO switch 51 while checking his / her own work situation. . As a result, the tractor 1 can improve safety and workability.

  The controller 100 of the present embodiment may automatically control the validity / invalidity of the in-vehicle PTO switch 50 and the out-of-vehicle PTO switch 51 in accordance with various input signals input from various sensors and switches. Good.

  For example, the controller 100 of the present embodiment shown in FIG. 7 further includes a vehicle speed sensor 52 as a vehicle speed detection device, a priority switch 53 as a priority operation unit, a seat switch 54 as a away detection device, a parking switch 55, a linear lever. The sensor 56 and the like are electrically connected.

  The vehicle speed sensor 52 detects a vehicle speed that is the traveling speed of the tractor 1. The vehicle speed sensor 52 outputs a vehicle speed detection signal corresponding to the vehicle speed to the controller 100. The priority switch 53 performs an out-of-vehicle priority operation that prioritizes the operation by the in-vehicle PTO switch 51 over the operation by the in-vehicle PTO switch 50. The priority switch 53 is provided in the vehicle and is typically provided on the operation panel in the cabin 9 (see FIG. 6). The priority switch 53 outputs a priority switch-on signal that gives priority to the operation by the outside PTO switch 51 to the controller 100 when the priority switch 53 is pressed in a state where the operation by the outside PTO switch 51 is not prioritized. The priority switch 53 outputs a priority switch-off signal for canceling a state in which priority is given to the operation by the outside PTO switch 51 to the controller 100 when the priority switch 53 is pressed while the operation by the outside PTO switch 51 is prioritized. The seat switch 54 detects the worker leaving the cockpit 8. Here, the seat switch 54 detects, for example, whether or not the operator is seated on the cockpit 8 based on the load on the cockpit 8, that is, whether or not the operator is seated on the cockpit 8. The seat switch 54 is provided in the vehicle, typically below the cockpit 8. The seat switch 54 outputs a seat switch on signal to the controller 100 when an operator is seated on the cockpit 8. The seat switch 54 outputs a seat switch off signal to the controller 100 when an operator is not seated on the cockpit 8, that is, when the worker is away from the cockpit 8. The parking switch 55 outputs a parking-on signal to the controller 100 when the parking brake of the tractor 1 (hereinafter sometimes referred to as “parking”) is operating, and to the controller 100 when parking is released. A parking off signal is output. The linear lever sensor 56 detects the shift position of the forward / reverse switching lever 43. The linear lever sensor 56 outputs a forward signal to the controller 100 when the forward / reverse switching mechanism 15 is switched to forward by the forward / backward switching lever 43. The linear lever sensor 56 outputs a reverse signal to the controller 100 when the forward / reverse switching mechanism 15 is switched to reverse by the forward / reverse switching lever 43. The linear lever sensor 56 outputs a neutral signal to the controller 100 when the forward / reverse switching mechanism 15 is switched to neutral by the forward / reverse switching lever 43.

  The controller 100 may automatically control validity / invalidity of the in-vehicle PTO switch 50 and the out-of-vehicle PTO switch 51 based on the vehicle speed detection signal from the vehicle speed sensor 52. For example, based on the vehicle speed detection signal from the vehicle speed sensor 52, the controller 100 prohibits the on-operation by the outside PTO switch 51 when the vehicle speed detected by the vehicle speed sensor 52 is equal to or higher than a predetermined vehicle speed set in advance. An off operation by the PTO switch 51 is permitted. In this case, the controller 100 invalidates the ON operation even when a PTO switch ON signal is input from the outside PTO switch 51, restricts the switching of the PTO drive mechanism 20 from the PTO non-drive state to the PTO drive state, and Do not do. When the PTO switch-off signal is input from the PTO switch 51 outside the vehicle, the controller 100 validates this off operation, accepts switching of the PTO drive mechanism 20 from the PTO drive state to the PTO non-drive state, and Switch. In this case, the controller 100 may permit the on operation and the off operation by the in-vehicle PTO switch 50 as usual. In addition, the predetermined vehicle speed can be set such that the vehicle speed (= 0) when the tractor 1 is in a stationary state, and the second worker (assistant) appropriately performs auxiliary work based on, for example, actual vehicle evaluation. It is set in advance according to the vehicle speed that can be stored and stored in the storage unit.

  Next, an example of control based on the vehicle speed detection signal will be described with reference to the flowchart of FIG.

  First, based on the vehicle speed detection signal from the vehicle speed sensor 52, the controller 100 determines whether or not the vehicle speed detected by the vehicle speed sensor 52 is equal to or higher than a predetermined vehicle speed (step ST31).

  When the controller 100 determines that the vehicle speed is equal to or higher than the predetermined vehicle speed (step ST31: Yes), the controller 100 prohibits the on-operation by the outside PTO switch 51 and permits the off-operation by the outside PTO switch 51 (step ST32). End the control cycle and move to the next control cycle.

  If the controller 100 determines that the vehicle speed is less than the predetermined vehicle speed (step ST31: No), the controller 100 permits both the on-operation by the outside PTO switch 51 and the off-operation by the outside PTO switch 51 (step ST33). End the control cycle and move to the next control cycle.

  As a result, the tractor 1 is, for example, when the tractor 1 has moved during work in a stationary state or when the vehicle speed has become higher than the vehicle speed suitable for the auxiliary work of the second worker (assistant), It is possible to prevent the PTO drive mechanism 20 from entering the PTO drive state by unintentionally operating the off-vehicle PTO switch 51 and turning on the work machine. Further, in this case, the tractor 1 can reliably turn the PTO drive mechanism 20 into the PTO non-drive state by turning off the PTO switch 51 outside the vehicle as necessary, thereby turning off the work machine. As a result, the tractor 1 can improve safety and workability.

  Further, the controller 100 may automatically control validity / invalidity of the in-vehicle PTO switch 50 and the out-of-vehicle PTO switch 51 based on the priority switch on signal and the priority switch off signal from the priority switch 53. For example, when the controller 100 determines that the priority switch 53 is on based on the priority switch on signal and the priority switch off signal from the priority switch 53, that is, when the priority switch 53 performs an outside priority operation, the inside of the vehicle The on operation by the PTO switch 50 is prohibited. In this case, the controller 100 invalidates the ON operation even if a PTO switch ON signal is input from the in-vehicle PTO switch 50, restricts the switching of the PTO drive mechanism 20 from the PTO non-driving state to the PTO driving state, and performs the switching. Do not do. In this case, the controller 100 may allow the on-operation and the off-operation by the outside PTO switch 51 as usual, and may allow the off-operation by the in-vehicle PTO switch 50 as usual.

  Next, an example of control based on the priority switch-on signal and the priority switch-off signal will be described with reference to the flowchart of FIG.

  First, the controller 100 determines whether or not the priority switch 53 is on (ON) based on the priority switch on signal and the priority switch off signal from the priority switch 53 (step ST41).

  When the controller 100 determines that the priority switch 53 is on (step ST41: Yes), that is, when it is determined that the outside priority operation by the priority switch 53 is performed, the controller 100 prohibits the on operation by the in-vehicle PTO switch 50 ( Step ST42), the current control cycle is terminated, and the process proceeds to the next control cycle.

  When controller 100 determines that priority switch 53 is off (step ST41: No), that is, when it is determined that priority control 53 does not perform a priority operation outside the vehicle, on-operation by in-vehicle PTO switch 50 is permitted. (Step ST43), the current control cycle is terminated, and the process proceeds to the next control cycle.

  As a result, for example, when the second worker (assistant) is performing an auxiliary work, the tractor 1 can give priority to the on / off operation of the work machine according to the intention of the second worker. Thus, it is possible to prevent the in-vehicle PTO switch 50 from being operated unintentionally by the first operator and the PTO drive mechanism 20 to be in the PTO drive state to turn on the work machine. Even in this case, the tractor 1 is allowed to be turned off by the in-vehicle PTO switch 50. Therefore, by operating the in-vehicle PTO switch 50 as necessary, the PTO drive mechanism 20 is surely brought into the PTO non-driven state. The work machine can be turned off. As a result, the tractor 1 can improve safety and workability.

  Further, the controller 100 may automatically control validity / invalidity of the in-vehicle PTO switch 50 and the out-of-vehicle PTO switch 51 based on the seat switch on signal and the seat switch off signal from the seat switch 54. For example, when the seat switch 54 detects that the operator has left the pilot seat 8 based on the seat switch on signal and the seat switch off signal from the seat switch 54, that is, the controller 100 operates the pilot seat 8. When it is determined that the person is not seated, it is possible to execute stop control in which the PTO drive mechanism 20 is set in a non-driven state to turn off the work machine. The controller 100 permits an on operation by the outside PTO switch 51 and an off operation by the outside PTO switch 51 regardless of the stop control. In this case, the controller 100 validates the ON operation when a PTO switch ON signal is input from the outside PTO switch 51, and accepts switching of the PTO drive mechanism 20 from the PTO non-drive state to the PTO drive state. Perform this switching. Similarly, when a PTO switch off signal is input from the outside PTO switch 51, the controller 100 validates this off operation, and accepts switching of the PTO drive mechanism 20 from the PTO drive state to the PTO non-drive state, Perform this switching. In this case, the controller 100 may prohibit the on operation by the in-vehicle PTO switch 50 and allow the off operation.

  Next, an example of control based on the seat switch on signal and the seat switch off signal will be described with reference to the flowchart of FIG.

  First, the controller 100 determines whether or not the operator is away from the cockpit 8 based on the seat switch on signal and the seat switch off signal from the seat switch 54 (step ST51).

  When the controller 100 determines that the worker is away from the cockpit 8 (step ST51: Yes), that is, when the controller 100 determines that the operator is not seated in the cockpit 8, the controller 100 turns the PTO drive mechanism 20 on. Stop control is performed to turn off the work machine in a non-driven state (step ST52).

  Then, the controller 100 permits the on operation by the outside PTO switch 51 and the off operation by the outside PTO switch 51 (step ST53), ends the current control cycle, and shifts to the next control cycle.

  When the controller 100 determines that the operator is not away from the cockpit 8 (step ST51: No), that is, when it is determined that the operator is seated on the cockpit 8, the controller 100 uses the in-vehicle PTO switch 50. Both the on operation and the off operation by the in-vehicle PTO switch 50 are permitted (step ST54), and the process proceeds to step ST53.

  As a result, for example, when the worker leaves the cockpit 8, the tractor 1 automatically improves the safety because the PTO drive mechanism 20 is once brought into the non-driven state and the work machine is stopped. In addition, the tractor 1 can smoothly switch on / off the drive of the work machine via the outside PTO switch 51 even during stop control. As a result, the tractor 1 can improve safety and workability.

  The controller 100 also outputs a seat switch on signal, a seat switch off signal from the seat switch 54, a parking on signal from the parking switch 55, a parking off signal, a forward signal from the linear lever sensor 56, a reverse signal, a neutral signal, and the like. In combination, the validity / invalidity of the in-vehicle PTO switch 50 and the out-of-vehicle PTO switch 51 may be controlled automatically.

  Hereinafter, an example of control based on the various signals by the controller 100 will be described with reference to the flowcharts of FIGS. 13 and 14.

  In the control of FIG. 13, the controller 100 is turned on (ON) by the in-vehicle PTO switch 50 or the out-of-vehicle PTO switch 51 based on the PTO switch-on signal from the in-vehicle PTO switch 50 and the out-of-vehicle PTO switch 51. Thus, it is determined whether or not the PTO drive mechanism 20 is in the PTO drive state (step ST61).

  When it is determined that the on-operation (ON) is not performed by the in-vehicle PTO switch 50 and the out-of-vehicle PTO switch 51 (step ST61: No), the controller 100 ends the current control cycle and shifts to the next control cycle.

  When it is determined that the on-operation (ON) has been performed by the in-vehicle PTO switch 50 or the out-of-vehicle PTO switch 51 (step ST61: Yes), the controller 100 performs the following determination. That is, in the controller 100, the forward / reverse switching mechanism 15 is neutral based on the neutral signal from the linear lever sensor 56, the seat switch off signal from the seat switch 54, and the parking off signal from the parking switch 55 (linear shift N In addition, it is determined whether the operator is away from the cockpit 8 (seat switch OFF) and parking is released (parking OFF) (step ST62).

  When controller 100 determines that forward / reverse switching mechanism 15 is neutral, the operator is away from cockpit 8, and parking is released (step ST62: Yes), predetermined time After the elapse of time, for example, after 8 seconds, the PTO drive mechanism 20 is switched from the PTO drive state to the PTO non-drive state, the PTO drive is stopped (step ST63), the current control cycle is terminated, and the next control cycle is started. .

  Thus, even when the tractor 1 is turned on by the in-vehicle PTO switch 50 and the out-of-vehicle PTO switch 51 and the PTO drive is started, for example, the operator leaves the cockpit 8 and the forward / reverse switching mechanism When 15 is neutral and parking is released, the PTO drive can be automatically stopped after a lapse of a predetermined time, so that safety can be improved.

  If the forward / reverse switching mechanism 15 is not neutral, the controller 100 determines that the operator is seated on the cockpit 8 or that parking is activated (step ST72: No), the PTO drive mechanism 20 Is maintained in the PTO drive state, PTO drive is continued (step ST74), the current control cycle is terminated, and the next control cycle is started.

  In the control of FIG. 14, the controller 100 is turned on (ON) by the in-vehicle PTO switch 50 or the out-of-vehicle PTO switch 51 based on the PTO switch-on signal from the in-vehicle PTO switch 50 and the out-of-vehicle PTO switch 51. Thus, it is determined whether or not the PTO drive mechanism 20 is in the PTO drive state (step ST71).

  When it is determined that the on-operation (ON) is not performed by the in-vehicle PTO switch 50 and the out-of-vehicle PTO switch 51 (step ST71: No), the controller 100 ends the current control cycle and shifts to the next control cycle.

  When it is determined that the on-operation (ON) is performed by the in-vehicle PTO switch 50 or the out-of-vehicle PTO switch 51 (step ST71: Yes), the controller 100 performs the following determination. That is, in the controller 100, the forward / reverse switching mechanism 15 is neutral based on the neutral signal from the linear lever sensor 56, the seat switch off signal from the seat switch 54, and the parking off signal from the parking switch 55 (linear shift N In addition, it is determined whether or not the operator is away from the cockpit 8 (seat switch OFF) and parking is activated (parking ON) (step ST72).

  If the controller 100 determines that the forward / reverse switching mechanism 15 is neutral, the operator is away from the cockpit 8 and the parking is activated (step ST72: Yes), for example, The buzzer 102 (see FIG. 7) for alarm is sounded, and after that, the PTO drive mechanism 20 is maintained in the PTO drive state, the PTO drive is continued (step ST73), the current control cycle is terminated, and the next Transition to the control cycle.

  Thus, even when the tractor 1 is turned on by the in-vehicle PTO switch 50 and the out-of-vehicle PTO switch 51 and the PTO drive is started, for example, the operator leaves the cockpit 8 and the forward / reverse switching mechanism When 15 is neutral and parking is in operation, safety can be improved by issuing a warning by the buzzer 102 for a predetermined time after continuing the PTO drive. it can.

  If the forward / reverse switching mechanism 15 is not neutral, the controller 100 determines that parking is released (step ST72: No), or if the operator is seated in the cockpit 8 (step ST72: No). The buzzer 102 (see FIG. 7) is not sounded, the PTO drive mechanism 20 is maintained in the PTO drive state, the PTO drive is continued (step ST74), the current control cycle is terminated, and the next control cycle is started. In this case, when the controller 100 determines that the forward / reverse switching mechanism 15 is neutral, the operator is away from the cockpit 8, and parking is released, the controller 100 described above The PTO drive is stopped by the process of step ST73 in FIG.

  According to the tractor 1 according to the embodiment described above, the PTO drive mechanism 20 that can be switched between the driving state for driving the work machine in the rear body 1R and the non-driving state in which the driving of the work machine is stopped, And an in-vehicle PTO switch 50 for performing an on operation for switching the PTO drive mechanism 20 from the non-driving state to the driving state and an off operation for switching the PTO drive mechanism 20 from the driving state to the non-driving state, and the rear part 1R outside the vehicle body. And an off-vehicle PTO switch 51 that performs an on operation for switching the PTO drive mechanism 20 from the non-driving state to the driving state and an off operation for switching the PTO drive mechanism 20 from the driving state to the non-driving state. Therefore, for example, the tractor 1 can be switched between the PTO non-driving state and the PTO driving state of the PTO drive mechanism 20 by performing an on operation and an off operation by an outside PTO switch 51 provided on the vehicle body rear portion 1R outside the vehicle. Since it can be switched, workability can be improved.

  In addition, the work vehicle which concerns on embodiment of this invention mentioned above is not limited to embodiment mentioned above, A various change is possible in the range described in the claim.

  In the above description, the first control device, the second control device, and the third control device have been described as being shared by the controller 100. However, the present invention is not limited to this, and the controller 100 is provided separately from the controller 100. Further, a configuration may be used in which information such as a detection signal, a drive signal, and a control command is exchanged.

1 Tractor (work vehicle)
1R Aircraft rear part 1F Airframe front part 3a Fender 4 Engine 5 Transmission 8 Pilot seat 9 Cabin 20 PTO drive mechanism 38 PTO clutch mechanism 39 PTO transmission mechanism 40 PTO shaft 43 Forward / reverse switching lever 44 Hi-Lo switching switch 45 Main transmission operation lever 46 1st subtransmission operation lever 47 2nd subtransmission operation lever 48 2WD / 4WD switching lever 49 PTO transmission operation lever 50 In-vehicle PTO switch (in-vehicle operation section)
51 PTO switch outside the car (operation part outside the car)
52 Vehicle speed sensor (vehicle speed detection device)
53 Priority switch (priority operation section)
54 Seat switch (seating detection device)
55 parking switch 56 linear lever sensor 100 controller (first control device, second control device, third control device)
101 PTO boost solenoid 102 buzzer

Claims (4)

A PTO drive mechanism that can be switched between a drive state for driving a work machine at the rear of the machine body and a non-drive state in which the drive of the work machine is stopped;
An in-vehicle operation unit that is provided in the vehicle and performs an on operation for switching the PTO drive mechanism from the non-driving state to the driving state, and an off operation for switching the PTO drive mechanism from the driving state to the non-driving state;
Outside-of-vehicle operation provided at the rear part of the body outside the vehicle and performing an on operation for switching the PTO drive mechanism from the non-drive state to the drive state and an off operation for switching the PTO drive mechanism from the drive state to the non-drive state. And comprising a part,
Work vehicle. A vehicle speed detection device for detecting the vehicle speed;
A first control device that prohibits the on operation by the outside operation unit and permits the off operation by the outside operation unit when the vehicle speed detected by the vehicle speed detection device is equal to or higher than a predetermined vehicle speed set in advance; Prepare
The work vehicle according to claim 1. A priority operation unit that is provided in the vehicle and performs a priority operation outside the vehicle that prioritizes the operation by the external operation unit over the operation by the internal operation unit;
A second control device that prohibits an on-operation by the in-vehicle operation unit when the out-of-vehicle priority operation by the priority operation unit is performed;
The work vehicle according to claim 1 or claim 2. An absence detection device that is provided in the vehicle and detects an absence from the cockpit,
When the absence detection device detects a departure from the cockpit, it can execute a stop control for bringing the PTO drive mechanism into the non-driven state, and the outside operation unit regardless of the stop control. And a third control device that permits the on operation by the vehicle and the off operation by the outside operation unit.
The work vehicle according to any one of claims 1 to 3.

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