JP2011251585A - Working vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To make front visibility from a cabin good and to make engine maintenance easy when arranging a diesel particulate filter (DPF) in an engine compartment.SOLUTION: A working vehicle is structured with the DPF provided at a position in the engine compartment in which a diesel engine E is mounted near the rear of a radiator arranged at the front side of the engine compartment and above the diesel engine. The DPF, which is arranged with its longitudinal direction being perpendicular to the fore-and-aft direction of the vehicle, is structured in a shape of a hood shape that covers the engine compartment so as to make hood crosswise width covering the rear portion of the DPF shorter to the hood crosswise width covering the DPF portion. Moreover, a side cover that covers the side of the diesel engine is structured so as to be openable and closable independently.

Description

  The present invention relates to a work vehicle. In particular, the present invention relates to a work vehicle including a diesel engine having a diesel particulate filter for collecting granulated substances.

The structure which arrange | positions a diesel particulate filter (DPF) in an engine room is well-known (for example, refer patent document 1).
JP 2008-31955 A

  In the technology as described above, the diesel particulate filter (DPF) is arranged on one side (left side) in the engine room, so the space in the engine room is widened, resulting in a large hood. There is a problem that it is difficult to see the front view from the seat, in particular, the vicinity of the front wheel of the work vehicle from the driver seat. In addition, there is a problem that maintenance of the engine and its peripheral members cannot be easily performed from the side of the engine.

  The subject of this invention is providing the work vehicle which eliminates the above malfunctions.

  The above object of the present invention is achieved by the following configuration.

  That is, in the invention described in claim 1, a diesel engine provided with a diesel particulate filter (46 b) that collects the particulate matter (PM) in the exhaust gas discharged from the cylinder (5) of the diesel engine (E) ( E) A radiator disposed in the engine room (61) in which the diesel engine (E) is mounted in the work vehicle equipped with the cabin (14) and in front of the engine room (61). The diesel particulate filter (46b) is provided in the vicinity of the rear of (62) and above the diesel engine (E), and the diesel particulate filter (46b) is orthogonal to the longitudinal direction of the fuselage. The hood (66) covering the engine room (61). The width of the bonnet (66) covering the portion behind the diesel particulate filter (46b) with respect to the width (L1) of the bonnet (66) covering the portion of the diesel particulate filter (46b). (L2) is configured to be shorter, and a side cover (68) covering the side of the diesel engine (E) is configured to be independently openable and closable. .

  The exhaust gas discharged from the diesel engine (E) passes through the diesel particulate filter (46b) and is discharged outside the apparatus. At this time, the granulated substance in the exhaust gas is collected by the diesel particulate filter (46b). The lateral width length (L2) of the bonnet (66) covering the rear portion of the diesel particulate filter (46b) is shorter than the lateral width length (L1) of the bonnet (66) covering the diesel particulate filter (46b) portion. . Moreover, the side cover (68) which covers the side of a diesel engine (E) opens and closes.

  In the invention of claim 2, the length of the lateral width length (L3) of the bonnet (66) below the lateral width length (L1) of the bonnet (66) covering the diesel particulate filter (46b) portion is 2. The work vehicle according to claim 1, wherein the work vehicle is configured to be shorter than a lateral width (L1) of a hood (66) covering a diesel particulate filter (46b) portion.

  The length of the width (L3) of the bonnet (66) below the width (L1) of the bonnet (66) covering the diesel particulate filter (46b) covers the portion of the diesel particulate filter (46b). It is shorter than the width (L1) of the bonnet (66).

  According to a third aspect of the present invention, a hinge (67) is provided at one end of the front or rear side of the side cover (68), and the side cover (68) can be opened and closed with the hinge (67) as a pivot. The work vehicle according to claim 1 or claim 2 is provided.

  The side cover (68) opens and closes with the hinge (67) as a pivot point.

  Since the present invention is configured as described above, in the first aspect of the present invention, the DPF (46b) protrudes to one side of the bonnet (66) in the longitudinal direction of the front and rear of the machine body in the engine room (61). Therefore, the visibility from the cabin (14) can be prevented from deteriorating. Since the length of the hood (66) in the lateral width direction is shorter as it is closer to the cabin (14), the front view from the cabin (14) is further improved. In particular, the visibility near the front wheels is improved. Moreover, since the side cover (68) which covers the side of the diesel engine (E) opens and closes, inspection and maintenance are facilitated.

  In the invention of claim 2, in addition to the effect of claim 1, the width of the hood (66) below the width (L1) of the hood (66) covering the diesel particulate filter (46b) portion ( Since the length of L3) is shorter than the width (L1) of the bonnet (66) covering the diesel particulate filter (46b), the front view from the cabin (14), particularly the view near the front wheel Becomes better.

  In the third aspect, in addition to the effect of the first or second aspect, the side cover (68) can be opened and closed with the hinge (67) as a pivot, so that the side cover (68) can be opened and closed. It becomes easy.

Overall configuration diagram of accumulator fuel injection system Diagram showing the relationship between engine speed and output torque in control mode Left side view of tractor Top view of tractor Schematic diagram of intake and exhaust systems (A) Side view around the engine room (b) Front view of the engine room (c) Plan view of the engine room Right side view of tractor Left side view of tractor (A) Partial cross-sectional view of the post-processing apparatus (b) Front cross-sectional view of the post-processing apparatus Partial cross-sectional view of post-processing equipment Partial cross-sectional view of post-processing equipment Partial perspective view of tractor Side cross-sectional view of aftertreatment Partial perspective view of tractor (A) Left side view of a part of the tractor (b) Front view of a part of the tractor Perspective view of connecting part of post-processing device cover (A) Schematic diagram of aftertreatment device piping (b) Schematic diagram of aftertreatment device piping

  The best mode for carrying out the present invention will be described.

  FIG. 1 is an overall configuration diagram of a pressure accumulation type fuel injection device. The accumulator type fuel injection device is applied to, for example, a multi-cylinder diesel engine, but may be a gasoline engine. The accumulator fuel injection device pressurizes the common rail 1 accumulating high-pressure fuel corresponding to the injection pressure, the pressure sensor 2 attached to the common rail 1, and the fuel pumped up from the fuel tank 3, and pumps the fuel to the common rail 1. A high-pressure pump 4, a fuel injection nozzle 6 for injecting high-pressure fuel accumulated in the common rail 1 into the cylinder 5 of the engine E, a control device (ECU) for controlling the operation of the high-pressure pump 4, the fuel injection nozzle 6 and the like Consists of ECU is an abbreviation for engine control unit. The ECU 100 is connected to the CPU 200 on the machine side and exchanges information with each other.

  Thus, the common rail 1 injects fuel to each cylinder 5 of the engine E, and makes the fuel supply a required pressure.

  The fuel in the fuel tank 3 is sucked into the high-pressure pump 4 driven by the engine E through the fuel filter 7 through the suction passage, and the high-pressure fuel pressurized by the high-pressure pump 4 is guided to the common rail 1 through the discharge passage 8. Stored.

  The high-pressure fuel in the common rail 1 is supplied to the fuel injection nozzles 6 for the number of cylinders through the high-pressure fuel supply passages 9, and the fuel injection nozzles 6 are operated to the respective cylinders based on commands from the ECU 100. The surplus fuel (return fuel) from each fuel injection nozzle 6 is guided to a common return passage 10 by each return passage 10 and returned to the fuel tank 3 by this return passage 10.

  In addition, a pressure control valve 11 is provided in the high-pressure pump 4 to control the fuel pressure (common rail pressure) in the common rail 1. The pressure control valve 11 is connected to the fuel tank 3 from the high-pressure pump 4 by a duty signal from the ECU 100. The flow area of the return passage 10 for surplus fuel to the fuel is adjusted, whereby the amount of fuel discharged to the common rail 1 side can be adjusted to control the common rail pressure.

  Specifically, the target common rail pressure is set according to the engine operating conditions, and the common rail pressure is feedback-controlled through the pressure control valve 11 so that the common rail pressure detected by the rail pressure sensor 2 matches the target common rail pressure. It is configured.

  As shown in FIG. 2, the ECU 100 of the diesel engine E having the common rail 1 in the work vehicle (agricultural work machine) has three types of modes, a travel mode A, a normal work mode B, and a heavy work mode C in relation to the rotational speed and the output torque. The configuration has a control mode.

  The traveling mode A is droop control in which the output also varies with the variation of the engine speed. That is, when the engine is loaded, the engine speed is reduced according to the load. For example, when the traveling speed is reduced or stopped by applying a brake, the engine speed decreases with an increase in the traveling load, so that the traveling speed can be safely reduced or stopped. Basically, it is used when traveling without farming or the like, but this droop control may be selected for work with a relatively small load.

  The normal work mode B is isochronous control in which the engine speed is constant and the output is changed according to the load even when the load varies. It is used for normal farm work. For example, if it is a tractor, it is when the cultivated land is hard during plowing work and resistance is applied to the plowing blade. Is the time.

  In the heavy work mode C, in addition to the isochronous control in which the engine speed is constant and the output is changed according to the load even when the load fluctuates in the same manner as the normal work mode B, the engine speed is increased when the load is close to the limit. This is a control with heavy load control that increases In particular, it is used when farming near the load limit. For example, when plowing with a tractor, the engine output increases beyond the normal limit even when encountering hard cultivated land, so work can be performed efficiently without interruption. .

  These work modes A, B, and C are operations of a work mode changeover switch that can switch between the work modes A, B, and C, or a shift operation of a traveling speed change lever of a farm vehicle (tractor, combine, rice transplanter, etc.) Alternatively, it is configured to be switched by an on / off operation or the like of a work clutch (rotary if it is a tractor, and mowing part or threshing part if it is a combine).

  In diesel engine E, pilot injection that injects a small amount of fuel in a pulse manner prior to main injection makes it possible to shorten the ignition delay, reduce the knocking noise peculiar to diesel engine E, and reduce noise It has a simple structure.

  This pilot injection is performed only once or twice before the main injection. By using the accumulator fuel injection device of the common rail 1, pilot injection is performed according to the situation of the engine E. Thus, it becomes possible to reduce the noise and the generation of white smoke or black smoke due to incomplete combustion. Further, by performing pilot injection in which a small amount of fuel is pulse-injected prior to main injection, the amount of nitrogen oxides in the exhaust gas is reduced.

  FIG. 3 shows a side view of a tractor equipped with a diesel engine having the common rail 1 as described above, and FIG. 4 shows a plan view thereof. In the plan view, the cabin 14 shown in FIG. 3 is omitted.

  The tractor includes front wheels 12 and 12 and rear wheels 13 and 13 at the front and rear of the fuselage, and appropriately reduces the rotational power of the engine E mounted in the engine room 61 at the front of the fuselage by a transmission in the transmission case T. The front wheels 12 and 12 and the rear wheels 13 and 13 are configured to transmit them. The engine room 61 is covered with a hood 62.

  A steering handle 16 is supported on the handle post 15 in the cabin 14 at the center of the body, and a seat 17 is provided behind the steering handle 16. A forward / reverse lever 18 is provided below the steering handle 16 to switch the advancing direction of the aircraft to the front / rear direction. When the forward / reverse lever 18 is moved to the front side, the aircraft moves forward, and when it is moved backward, the aircraft moves backward.

  An accelerator lever 25 for adjusting the engine speed is provided on the opposite side of the forward / reverse lever 18 with the handle post 15 in between, and an accelerator for similarly adjusting the engine speed is provided at the right corner of the step floor 19. The pedal 23 and left and right brake pedals 24L, 24R for operating the left and right rear wheels 13, 13 are provided. A clutch pedal 20 is provided at the left corner of the step floor 19.

  The main transmission lever 26 is located at the left front portion of the seat 17, the auxiliary transmission lever 27 capable of selecting any of the low speed, medium speed, high speed and neutral positions is located behind the main transmission lever 26, and further on the right side thereof is the PTO transmission lever 28. Is provided. Further, on the right side of the seat 17, a position lever 29 for setting the height of the working machine 21 (rotary or the like), an automatic tilling lever 30 for automatically setting the tilling depth of the field, and the working machine 21 after these levers. The right-up switch 31 and the right-down switch 32 are arranged, and then the automatic horizontal switch 33 and the backup switch 34 of the work machine 21 are arranged. The backup switch 34 automatically raises the work machine 21 when the machine moves backward. The work machine 21 has a configuration in which a link 22 is connected to the rear of the machine body. The tractor performs work such as tillage in the field by driving the work machine 21 and running the machine body. 21a is a hydraulic cylinder which raises and lowers the working machine 21.

  FIG. 5 is a schematic diagram of intake and exhaust into the cylinder 5 of the engine, which is an embodiment of a four-cycle diesel engine. The air supercharged by the intake turbine 36 of the supercharger TB passes through the intake turbine 36 and the intercooler 37 from the air cleaner 35 and is sent from the intake manifold 38 into the cylinder 5. Reference numeral 39 is an intake valve, and 40 is a piston. A cam 48 opens and closes the intake and exhaust valves 39 and 41 via a rocker arm 49.

  The exhaust gas combusted in the cylinder 5 passes through the exhaust manifold 42 from the exhaust valve 41 and is then discharged by driving the supercharger TB with the exhaust turbine 45 of the supercharger TB.

  The diesel engine has an EGR (exhaust gas recirculation device) circuit 44 for mixing a part of the exhaust gas into the intake side. In the EGR circuit, a part of the exhaust gas is mixed into the intake side to reduce the amount of oxygen (O2), thereby reducing the generation of nitrogen oxide Nox. However, if the EGR rate increases too much, the amount of oxygen decreases and incomplete combustion occurs. Therefore, it is necessary to adjust the EGR rate according to the combustion state. This adjustment is performed by the EGR valve 43. The EGR circuit 44 connects between an exhaust pipe 55 on the downstream side of a post-processing device 46 described later and an intake pipe 56 on the upstream side of the intake turbine 36 of the supercharger TB. In addition, an EGR cooler 57 is provided in the middle of the EGR circuit 44. The amount of exhaust gas reduced into the cylinder 5 varies depending on how the EGR valve 43 is opened and closed.

  The exhaust gas that has passed through the exhaust turbine 45 passes through the aftertreatment device 46 and is discharged from the muffler 50 into the atmosphere. The post-processing device 46 includes an oxidation catalyst (DOC) 46a and a diesel particulate filter (DPF) 46b.

  The oxidation catalyst (DOC) burns the incombustible material chamber, and the diesel particulate filter (DPF) is for collecting the granulated material chamber (PM). The EGR valve 43 and the throttle valve 47 are controlled by the ECU 100. The post-treatment device 46 may be constituted only by a diesel particulate filter (DPF) 46b. If an oxidation catalyst (DOC) 46a is provided, the non-combustible material burns, so that the exhaust gas becomes cleaner.

  When the state of the exhaust gas is low (low load) continues for a long time, the DPF 46b has a concern that PM will accumulate and the capacity may be reduced. Therefore, a throttle valve 47 is provided on the lower side of the post-processing device 46, and when the throttle valve 47 is throttled, the pressure in the DPF 46b is kept high, so the temperature also rises. This makes it possible to regenerate the DPF 46b due to the influence of a high temperature. That is, when exhaust gas having a high temperature passes through the DPF 46b, the DPF 46b is regenerated by burning off the PM present in the DPF 46b.

  In the DPF regeneration operation for regenerating the DPF 46b, both the EGR valve 43 and the throttle valve 47 are throttled. Then, the gas temperature in the DPF 46b is raised together with the retard (retard) of the fuel injection timing so that the DPF 46b starts to be regenerated. This eliminates the need for fuel after-injection (in order to increase the exhaust gas temperature) or reduces the number of after-injections, so that the amount of fuel consumption can be suppressed and the environment is good.

  As a condition for performing such a DPF regeneration operation, a pressure sensor 52 is provided on the upper side of the post-processing device 46, and when the value of the pressure sensor 52 exceeds a predetermined value, PM accumulates in the DPF 46b. Therefore, the DPF regeneration operation is performed.

  Further, if the state in which the DPF regeneration operation is started continues for a long time, the DPF 46b is damaged due to an overheating state. Therefore, a temperature sensor 53 is provided on the lower side of the post-processing device 46, and when the value of the temperature sensor 53 exceeds a predetermined value, the DPF regeneration operation is stopped and the normal operation is resumed.

  In normal operation, the EGR valve 43 and the throttle valve 47 are simultaneously controlled to appropriately control the EGR amount. In particular, by having the throttle valve 47, the gas temperature in the DPF 46b can be kept high.

  With the configuration as described above, an intake throttle is not required. In other words, since the intake side pressure is high in an engine with a supercharger, an exhaust throttle valve or an intake throttle is required to secure the amount of EGR gas, and control in conjunction with the EGR valve is required, but such a system is unnecessary. It becomes.

  Further, since the exhaust gas downstream of the DPF 46b is taken out, it is possible to prevent the performance deterioration caused by the dirt of the supercharger TB. And since EGR gas is cooled by the EGR cooler 57, an effect becomes large with respect to NOx reduction.

  As described above, in the DPF forced regeneration mode in which the regeneration operation of the DPF is performed, the exhaust throttle valve 47 is throttled and the EGR valve 43 is fully closed by ON-OFF control. Therefore, NO is increased because the exhaust gas is not reduced, and this NO is converted to NO2 by the oxidation catalyst (DOC) 46a, and regeneration of the DPF 46b is promoted.

  Further, when the engine rotation shifts to low idle during the forced regeneration of the DPF 46b, the EGR valve 43 is fully opened. Since the temperature sensor 53 is provided on the downstream side of the DPF 46b, it may be added to the condition that the detection value by the temperature sensor 53 has risen to a predetermined value or more.

  In the post-processing device 46 configured as described above, where to mount the tractor becomes a problem. In this case, only the DFP 46b may be arranged, or both the DOC 46a and the DPF 46b may be arranged. The arrangement is as shown in FIG. Specifically, the engine room 61 is provided. In other words, the configuration is such that the radiator 62 disposed in front of the engine E is disposed near the rear of the radiator 62 and above the engine E. And it is set as the structure arrange | positioned in the direction orthogonal to the front-back direction of a vehicle body. In this arrangement, in order to avoid auxiliary equipment around the engine E, the arrangement may be arranged so as to be in an oblique state up to about 45 degrees.

  The engine E and the DPF 46b are separated by a partition plate 64. The partition plate 64 is configured up to the position of the supercharger TB. Further, the radiator 62 and the DPF 46b are also partitioned by the partition plate 65. As a result, since the wind from the cooling fan 63 does not directly hit the DPF 46b, the regeneration of the DPF 46b is favorably performed without taking away the heat necessary for the regeneration of the DPF 46b from the DPF 46b.

  In the bonnet 66 covering the engine room 61, a slit 67 is formed in the vicinity of the DPF 46b. Most of the cooling air flows in the direction of the arrow Y1, but a part of the cooling air flows in the direction of the arrow Y2 due to turbulence. The cooling air flowing in the direction of the arrow Y2 is discharged from the slit 67 to the outside of the machine. Since the temperature of the cooling air indicated by the arrow Y2 is the cooling air after passing through the engine E, the temperature of the cooling air is relatively high, so that the influence on the DPF 46b is small. Rather, it has the effect of lowering the ambient temperature around the DPF 46b. If the DPF 46b is cooled too much, the granulated material (PM) cannot be regenerated. However, if the DPF 46b is too hot, the DPF 46b will cause a thermal damage to peripheral devices. For this reason, the ambient temperature around the DPF 46b should not be too high. For this reason, the flow of the cooling air arrow Y2 described above contributes.

  Further, as shown in FIG. 6C, assuming that the width of the bonnet 66 where the DPF 46b is disposed is L1, and the width of the bonnet 66 behind the bonnet 66 is L2, the relation of L1> L2 is established. A bonnet 66 is formed. Thereby, the field of view near the front wheel 12 from the driver seated on the seat 17 (FIG. 3) is improved. In particular, a tractor, which is an agricultural machine, may perform work travel while confirming the travel position of the front wheels 12, and thus is easy to drive during such work travel.

  Further, as shown in FIG. 6 (b), in the portion of the bonnet 66 having the width L1, in the lower position (position where the DPF 46b does not exist), if the width of the bonnet 66 is L3, L1> L3. Configure. Thereby, the visibility in the vicinity of the front wheel 12 is further improved.

  Further, the side portion of the engine E is constituted by another side cover 68. The side cover 68 is formed of a mesh structure member and is supported by another support structure (hinge 67). Thus, the side cover 68 is configured to rotate (approximately 90 degrees) with the hinge 68 as a fulcrum, so that maintenance can be performed satisfactorily. The hinge 68 is configured on the rear side of the side cover 68, but may be configured on the front side of the side cover 68. Further, the hinge 68 may be provided on the upper side or the lower side of the side cover 68.

  The bonnet 66 itself may be opened / closed at the rear fulcrum or may be opened / closed at the front fulcrum. Further, the side cover 68 may be configured to be detachable independently without configuring the hinge 67.

  The configuration of FIG. 7 will be described.

  The DPF 46b is arranged at the front end of the front axle bracket 69, and is further arranged in an oblique state with a rearward inclination. Further, a drain cock 70 for condensed water is provided at the outlet flange of the DPF 46b.

  As described above, since the DPF 46b is arranged away from the cabin 14, it is possible to prevent the cabin windshield from becoming hot and to prevent the heat balance in the engine room covered with the hood 66 from being deteriorated. The cooling efficiency of the engine E is not affected. Since the drain cock 70 for condensed water is provided at the outlet flange of the DPF 46b, the deterioration of the DPF 46b is prevented and the maintainability is improved.

  In FIG. 8, the DPF 46b is placed horizontally with respect to the flow of the cooling air of the engine so that the temperature of the DPF 46b is made uniform and a local temperature rise is prevented. Further, another opening / closing lid 71 is provided on the bonnet 66, and the opening / closing lid 71 is opened so that the DPF 46b can be inspected and maintained.

  An outer cover 73 covering the post-processing device 46 is extended to the upstream side, and a cylindrical pipe 74 having a small inner diameter is provided in the extended portion. The exhaust gas introduction pipe 72 is configured to penetrate through the outer cover 73 and the cylindrical pipe 74. In the exhaust gas introduction pipe 72, a plurality of holes 75 are provided in a portion between the outer cover 73 and the cylindrical pipe 72. In the cylindrical pipe 74, a plurality of holes 76 are provided in a portion between the exhaust gas introduction pipe 72 and the post-processing device 46. Therefore, the exhaust gas is guided into the aftertreatment device 46 by the flow of W1 and the flow of W2. As a result, the temperatures of the central portion and the outer peripheral portion of the post-processing device 46 can be maintained uniformly, so that the function of the post-processing device 46 can be emitted.

  As shown in FIG. 10, by extending the partition plate 78 to the middle of the post-processing device 46, exhaust gas flows into the outer peripheral portion of the post-processing device 46, so that the temperature drop of the post-processing device 46 can be prevented. .

  In FIG. 7 described above, the DPF 46b is arranged in an obliquely inclined state at the front end of the front axle bracket 69. However, in FIG. 12, the DPF 46b is arranged sideways in the lateral direction of the body. Conventionally, there is a battery in this portion, but the battery 79 may be arranged below the step 80.

  As shown in FIG. 11, the exhaust gas introduction pipe 72 may be configured to penetrate in an oblique state in the upstream portion of the outer cover 73 that covers the post-processing device 46. And since exhaust gas is discharged | emitted from the several hole 77 of the exhaust-gas introduction pipe 72, and goes to the post-processing apparatus 46, the resistance to exhaust gas reduces, the loss of flow decreases, and in the state which gained momentum. It flows into the post-processing device 46. Accordingly, the exhaust gas uniformly flows through the post-processing device 46, so that it is possible to prevent the catalyst performance from being lowered.

  As shown in FIG. 13, the outer cover 73 that covers the post-processing device 46 (DOC 46a and DPF 46b) is divided into two parts (upstream cover 73a and downstream cover 73b). If the connecting portion between the upstream cover 73a and the downstream cover 73b is fixed with the bolt 81 as an intermediate portion of the DPF 46b, the DPF 46b can be easily replaced only by removing the bolt 81 and the downstream cover 73b. As shown in FIG. 14, the DOC 46a and the DPF 46b are divided and arranged above the engine E in a parallel state. Thereby, maintenance becomes easy. Further, as shown in FIG. 15, the DPF 46 b may be arranged in the front-rear direction above the engine E, and the DPF 46 b divided in two may be arranged below the left and right steps 80.

  As described with reference to FIG. 13, the connection portion between the upstream cover 73 a and the downstream cover 73 b is fixed with the bolt 81, but as shown in FIG. 16, the connection portion is fixed with the T-type bolt nut 82. Also good.

  FIG. 17 shows a plurality of DPFs 46b arranged in parallel. The upstream valves 83 and 84 are alternately switched. As a result, the exhaust gas uniformly passes through the plurality of DPFs 46b, so that the performance of the DPFs 46b can be sufficiently radiated. When the amount of exhaust gas is large, all the valves 83 and 84 are opened so that the exhaust gas flows through all the DPFs 46b, whereby the exhaust gas can be processed efficiently.

  In the DFP 46b, it is necessary to periodically remove (regenerate) the accumulated PM. For this reason, it is necessary to accurately predict the amount of PM. During normal operation of the engine, the exhaust amount is integrated according to the engine speed and the air-fuel ratio. When the accelerator opening changes by about 5% / sec or more on the increase side, the PM calculated from the engine speed and the air-fuel ratio is multiplied by about 15 and added. Thereby, the accuracy of PM deposition amount prediction is improved.

  When it is necessary to regenerate the DPF 46b, a load necessary for regeneration is calculated, and the load necessary for the regeneration is notified to the operator by a meter or the like. Then, the operator can automatically regenerate the DPF 46b by changing the load by increasing the speed or the like so that the load is necessary for the regeneration.

  Each of the above-described embodiments is illustrated or described separately or mixed for easy understanding, but these can be combined in various ways, and can be configured according to their description order and expression. -The action and the like are not limited, and there are of course cases where a synergistic effect is produced.

  It can be used for farm vehicles such as tractors and combiners as well as general vehicles.

5 Diesel engine cylinder 14 Cabin 46b Diesel particulate filter (DPF)
61 Engine room 62 Radiator 66 Bonnet 67 Hinge 68 Side cover E Diesel engine PM Granulated material L1 Width length L2 Width length L3 Width length

Claims (3)

  A diesel engine (E) provided with a diesel particulate filter (46b) that collects particulate matter (PM) in exhaust gas discharged from a cylinder (5) of the diesel engine (E) is mounted, and a cabin (14) A diesel engine that is in the engine room (61) in which the diesel engine (E) is mounted, in the vicinity of the rear of the radiator (62) disposed in front of the engine room (61). The diesel particulate filter (46b) is provided above (E), and the diesel particulate filter (46b) is arranged in a direction perpendicular to the longitudinal direction of the fuselage, and the engine The shape of the bonnet (66) covering the room (61) The width (L2) of the bonnet (66) covering the rear part of the diesel particulate filter (46b) is shorter than the width (L1) of the bonnet (66) covering the rate filter (46b). Further, the working vehicle is characterized in that the side cover (68) covering the side of the diesel engine (E) can be opened and closed independently.   The length of the width (L3) of the hood (66) below the width (L1) of the hood (66) covering the diesel particulate filter (46b) is the portion of the diesel particulate filter (46b). The work vehicle according to claim 1, wherein the work vehicle is configured to be shorter than a lateral width (L1) of a bonnet (66) that covers the hood.   The hinge (67) is provided at one end of the front or rear side of the side cover (68), and the side cover (68) can be opened and closed with the hinge (67) as a pivot. Or the work vehicle of Claim 2.

Images