JP2012047077A - Farm working vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To discriminate the start timing of an automatic regeneration process of a DPF, and to calculate of fuel consumption by arranging a measuring tool capable of measuring a worked area in a farm working vehicle.SOLUTION: In the farm working vehicle mounted with a diesel engine having the DPF, a GPS device is arranged in the farm working vehicle, and discriminates whether the automatic regeneration process of the DPF can be carried out from the present working state from the information of a movement locus by the GPS device. Also, the device calculates the fuel consumption from the present work contents by the information of the movement locus of the GPS device, and to calculate a workable area from fuel remaining in a fuel tank and notifying it.

Description

  The present invention relates to a GPS device for a farm vehicle, and belongs to the field of measuring a work area using GPS movement information in a farm vehicle equipped with a GPS (global positioning system).

  2. Description of the Related Art Conventionally, in diesel engines, particulate matter (hereinafter referred to as PM) in exhaust gas is collected using DPF for exhaust gas purification. In this case, if the PM collected by the DPF exceeds a predetermined amount, the flow resistance in the DPF increases and the engine output decreases, so the PM collected on the DPF is removed and the PM collection ability of the DPF is increased. A recovery process for recovery is performed.

  One example of this type of regeneration method is a chemical reaction type regeneration method. The chemical reaction type regeneration system means that DOC (oxidation catalyst) upstream of the DPF in the exhaust path of the engine oxidizes NO (nitrogen monoxide) in the exhaust gas to unstable NO2 (nitrogen dioxide). , PM is oxidized and removed using O (oxygen) released when NO2 returns to NO. By utilizing the oxidizing action of the DOC, it is possible to regenerate the DPF while the engine is being driven.

  However, in the chemical reaction type regeneration method, the chemical reaction is not performed unless the exhaust gas temperature is equal to or higher than a reproducible temperature (for example, about 300 degrees). That is, if the state where the exhaust gas temperature is lower than the renewable temperature continues, a large amount of PM accumulates in the DPF, and as a result, the DPF becomes clogged. Therefore, when the PM accumulation amount reaches a predetermined amount, it is necessary to raise the exhaust gas temperature to be higher than the reproducible temperature.

  Therefore, in order to solve these problems, in Patent Document 1, fuel injection control such as post-injection and multi-injection for increasing the temperature of the DPF every predetermined time during operation of an engine of a work vehicle or the like. And exhaust temperature raising means for injecting fuel into the exhaust pipe, and the exhaust temperature raising means forcibly raises the exhaust temperature for a short time to forcibly raise the DPF, and the DPF outlet side temperature at this time Measure the exhaust temperature downstream of the DPF, etc., and if it shows a temperature rise above a predetermined temperature, perform full-scale regeneration control, if not, continue normal operation, and then continue for a predetermined fixed time It is possible to determine the regeneration start time by accurately detecting the appropriate PM accumulation amount by repeating the exhaust temperature rise again for a short time and checking the DPF regeneration start time. En Such as those avoids Torapuru fuel economy deterioration of emissions is disclosed.

JP 2008-31955 A

  However, in the configuration of Patent Document 1, as described above, the exhaust gas temperature is raised by the exhaust gas temperature raising means for a short time to forcibly raise the DPF, and at this time, the exhaust gas temperature on the downstream side of the DPF is measured. However, since a full-scale regeneration control can be performed if the temperature rises above a predetermined temperature, it is possible to continuously burn and remove PM collected by the DPF. In the case of a farm vehicle, the start timing of the automatic regeneration process of the DPF is because it is a condition for determining the suitability of the start timing that the current work state is performing work on a field area of a predetermined size or more. Therefore, a means for measuring the work area that satisfies this discrimination condition at any time is required.

  In addition, in order to calculate the area that can be worked with the remaining fuel in the fuel tank, it is necessary to calculate the fuel consumption corresponding to the worked area. Necessary.

  Therefore, in the present invention, the agricultural vehicle is equipped with a measuring tool capable of measuring the completed area at any time, thereby accurately determining the start time of the automatic regeneration process of the DPF and calculating the fuel consumption. .

  According to the first aspect of the present invention, in a farm vehicle equipped with a diesel engine having a DPF, the farm vehicle is equipped with a GPS device, and the automatic regeneration processing of the DPF from the current work state is performed based on information on a movement locus by the GPS device. It is set as the structure of the agricultural work vehicle characterized by having comprised so that discrimination | determination might be possible.

  With such a configuration, whether or not the automatic regeneration processing of the DPF can be performed from the progress state of the current work based on the information on the movement track of the agricultural work vehicle detected by the GPS device in the agricultural work vehicle equipped with the diesel engine having the DPF. Can be determined.

  According to the second aspect of the present invention, when it is determined that the farm vehicle is working on a field having an area of a predetermined area or more based on the movement track information by the GPS device, it is determined that the automatic regeneration process of the DPF is possible, and the automatic regeneration of the DPF is performed. It is comprised so that it may carry out, It is set as the structure of the agricultural work vehicle of Claim 1 characterized by the above-mentioned.

With such a configuration, if the agricultural vehicle is working on a field having a predetermined area or more, the DPF is automatically regenerated.
The invention of claim 3 is configured to calculate the fuel consumption amount from the current work content based on the movement locus information of the GPS device, calculate the workable area with the remaining fuel in the fuel tank, and notify it. It is set as the structure of the agricultural work vehicle of Claim 1 or Claim 2 characterized by the above-mentioned.

  With such a configuration, it is possible to grasp the progress state of the current work from the information of the movement trajectory of the farm vehicle detected by the GPS device, calculate the fuel consumption corresponding to the grasped area, Based on the calculated fuel consumption, an area where the remaining fuel in the fuel tank can be worked is calculated, and the calculated area is notified.

  According to the first aspect of the present invention, as described above, in the farm vehicle equipped with the diesel engine having the DPF, the automatic regeneration processing of the DPF is performed from the progress state of the current work based on the information on the movement track of the farm vehicle detected by the GPS device. Therefore, it is possible to easily check the start time of the automatic regeneration process.

  In the invention of claim 2, as described above, since the DPF is automatically regenerated when the agricultural vehicle is working on a field of a predetermined area or more as described above, the DPF is melted due to the delay of the start time and the fuel consumption of the engine. Troubles such as deterioration can be prevented.

  According to the third aspect of the invention, as described above, the progress of the current work can be grasped from the information on the movement trajectory of the farm vehicle detected by the GPS device, and the fuel consumption corresponding to the grasped work area is grasped. Calculate the amount of fuel, calculate the area that can be worked with the remaining fuel in the fuel tank based on the calculated fuel consumption, and notify the calculated area, so that the user can determine the remaining fuel in the fuel tank. You can work without worrying about it.

The system figure which shows the pressure accumulation type fuel injection diesel engine by a common rail. The diagram which shows the relationship between the engine speed and output torque by three types of control modes. The field division figure which shows the state which discriminate | determines the start time of the automatic regeneration process of DPF by the work completed area detected by GPS with which the tractor was equipped. The field division figure which shows the area state which can be worked with the remaining fuel of a fuel tank from the fuel consumption amount consumed by the work completed area detected by GPS with which the tractor was equipped. In the tractor, the DOC and DPF are arranged separately on the left and right sides at the lower part of the front end of the step floor, and a front view and a part of the connecting pipe that connects the DOC and DPF pass through the flywheel and the upper side of the transmission case Enlarged view of. The tractor WHEREIN: DOC and DPF are arrange | positioned separately in the front-end side lower part of a step floor on the right and left sides, and the side view which shows the piping state which passes through the flywheel and the upper side of a mission case the connecting pipe which connects DOC and DPF. In the tractor, the DOC and DPF are arranged separately on the left and right sides at the lower part on the front end side of the step floor, and the front view showing the piping state passing through the lower side of the flywheel and the transmission case with the connecting pipe connecting the DOC and DPF. Enlarged view of the part. The tractor WHEREIN: DOC and DPF are arrange | positioned separately in the front-end side lower part of a step floor, and are arrange | positioned on the right and left sides, and the side view which shows the piping state which passes the lower side of a flywheel and a transmission case through the connecting pipe which connects DOC and DPF. The front view which shows the piping state which arrange | positions DOC and DPF in the tractor on the right and left outer sides of an engine, and passes through the lower side of a cooling fan through the connection pipe which connects DOC and DPF. The tractor WHEREIN: DOC and DPF are arrange | positioned on the left-right outer side of an engine, and the side view which shows the piping state which passes the connection pipe which connects DOC and DPF below the cooling fan. (A) The top view which shows the state which has arrange | positioned the turbocharger so that it can connect with the post-processing apparatus arrange | positioned in the left-right direction on the engine upper surface, and the intercooler ahead of an engine. (B) The partial front view which shows the state which has arrange | positioned the turbocharger so that it can connect with the post-processing apparatus arrange | positioned in the left-right direction on the engine upper surface, and the intercooler ahead of an engine. The flowchart which shows the procedure which performs addition / subtraction calculation by correction value calculation of PM deposit amount when the change rate of an accelerator opening is more than a fixed value. The flowchart which shows the procedure of confirming whether an EGR valve opening / closing action can be performed completely. (A) The flowchart which shows the procedure which changes target rotation speed transmission / reception from droop control to isochronous control by CAN communication by the input of an air-conditioner switch. (B) The diagram which shows the state of droop control and isochronous control in accelerator opening degree small and 100%. (A) The top view which shows the form of the key switch which has arrange | positioned each effect | action site | part of the DPF diagnosis by start, ON, ACC, OFF, and a push turn. (B) The operation | movement figure which shows the operation state of the diagnostic apparatus which diagnoses a some vehicle simultaneously by the radio | wireless simultaneous communication by CAN etc. FIG. The schematic side view which shows the state which calculates the fuel mixing ratio with the float and pressure sensor for oil amount check in an oil pan.

  In a farm vehicle equipped with a diesel engine having a DPF, it is determined whether or not the automatic regeneration process of the DPF can be performed from the current work content based on the information of the GPS movement trajectory equipped on the farm vehicle. Also, in a farm vehicle equipped with a diesel engine, the fuel consumption amount is calculated from the current work content based on the information of the GPS movement trajectory equipped on the farm vehicle, and the workable area is calculated from the remaining fuel in the fuel tank. To announce.

Embodiments of the present invention will be described below with reference to the drawings.
As shown in the system diagram of FIG. 1 for the common rail diesel engine E, the common rail type (accumulated fuel injection system) is a common rail 1 (accumulated pressure) that adjusts fuel injection to each cylinder to a required pressure. Room).

  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 led to the common rail 1 through the discharge passage 8. It is stored.

  The high-pressure fuel in the common rail 1 is supplied to the injectors 6 by the number of cylinders 5 through the high-pressure fuel supply passages 9, and the injectors 6 are opened for each cylinder 5 based on a command from the ECU 100. The fuel is injected into each combustion chamber of the engine E, and surplus fuel (return fuel) in each injector 6 is guided to a common fuel return passage 10a by each fuel return pipe 10, and is supplied to the fuel tank 3 by the fuel return passage 10a. Returned.

  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 fuel return passage 10a 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. .

  As shown in FIG. 2, the ECU 100 of the common rail diesel engine E mounted on the agricultural machine has a droop control in which the output fluctuates due to the fluctuation of the rotation speed in the relationship between the rotation speed and the output torque, and the rotation speed even if the load fluctuates. Is set to three types of control modes: isochronous control in which the output is changed according to the load and heavy load control in which the rotational speed is increased and the output is increased when the isochronous control is close to the load limit.

  The droop control is used when the vehicle travels without performing farm work as the travel mode (A). For example, when the travel speed is reduced or stopped by applying a brake, the travel load increases. Since the engine speed decreases, the traveling speed can be safely reduced and stopped.

  Isochronous control is used when normal farm work is performed as the normal work mode (B). For example, when a tractor is cultivated and the cultivated land is hard and resistance is applied to the cultivator blade, it is combined and harvested. Even when there are a lot of crops and the load increases, the output is changed and the rotation speed is maintained, so that the operator can easily operate.

  Heavy load control is used as heavy work mode (C), especially when farming near the load limit. For example, when plowing with a tractor, especially when encountering hard cultivated land. However, since the engine output increases beyond the normal limit, the operation is not interrupted.

  Conventionally, in a diesel engine, it is known to perform pilot injection that injects a small amount of fuel in a pulse manner prior to main injection, thereby shortening the ignition delay and reducing the so-called knocking noise peculiar to the diesel engine. .

  This pilot injection is performed once or twice before the main injection, but by using the system of the common rail 1, the state of the pilot injection is changed according to the state of the engine. The generation of white smoke or black smoke due to noise reduction or incomplete combustion can be suppressed.

  As shown in FIG. 3, in the tractor 15 as an agricultural work vehicle equipped with a diesel engine having a DPF, the progress status of the current work is grasped from the information of the work trajectory of the tractor 15 detected by the GPS device installed in the tractor 15. Therefore, when it is found that the grasped work area “a” is performing a work having an area larger than a predetermined size, it is possible to make a determination as the start time of the automatic regeneration process of the DPF. Therefore, it is possible to easily check the start time of the automatic regeneration process, and prevent the occurrence of troubles such as DPF meltdown and engine fuel consumption deterioration due to the delay of the start time, and the PM collected by the DPF It can be removed by continuous combustion. Since the engine must not be stopped during automatic regeneration of the DPF, it is necessary to execute after confirming that the engine is not stopped.

  Further, as shown in FIG. 4, in the tractor 15, it is possible to grasp the progress state of the current work from the information of the work trajectory of the tractor 15 detected by the GPS installed in the tractor 15. The fuel consumption consumed in the finished area b is calculated, the area c that can be worked on with the remaining fuel in the fuel tank is calculated based on the calculated fuel consumption, and the calculated area c is given to the user. By giving the notification in real time, the user can work with confidence without worrying about the remaining fuel in the fuel tank.

  In addition, the position of the diesel engine aftertreatment device in agricultural vehicles has not been established because it is difficult to secure space. In addition, when the outer peripheral temperature of the post-processing apparatus is low at the time of regeneration of the DPF, there is a problem that PM is not sufficiently burned and remains unburned on the outer peripheral portion of the DPF.

  For this reason, in the tractor 18 equipped with the diesel engine 17 having the aftertreatment device, as shown in FIGS. 5 and 6, a cylindrical DOC 20 having a short length and length is appropriately provided by the catalyst fixing portion 20a and the gas flow path 20b. A post-processing case d, and a post-processing case e in which a DPF 21 having a short cylindrical length is appropriately provided by the catalyst fixing portion 21a and the gas flow path 21b, The connecting pipe 23 for connecting the DOC 20 and the DPF 21 is provided so as to pass through the flywheel housing and the upper side of the transmission case f, and the gas inflow pipe 20c from the engine 17 is connected to the outer periphery of the post-processing case d. The exhaust pipe 21c is connected to the vicinity of the engine 17 at the outer peripheral portion of the post-processing case e. To be constructed. Reference numeral 24 denotes a bonnet, 25 denotes a handle, 26 denotes a front wheel, and 27 denotes a rear wheel.

With such a configuration, the post-processing device is divided into the DOC 20 side and the DPF 21 side and arranged at the lower part of the front end side of the left and right step floors 22, so that the space for installing the post-processing device is not required at one place. Can be easily secured, and maintenance can be easily performed individually. Further, since the exhaust gas flows from the outer periphery of the DOC 20 and the DPF 21 along the central axis direction, the concentration of the inflowing exhaust gas is made uniform, the outer periphery of the DPF 21 is kept warm, and the temperature difference from the inner side is reduced to reduce the PM. Unburned residue can be suppressed, and the regeneration time of the DPF 21 can be shortened. Further, since the gas inflow pipe 20c is provided in the vicinity of the engine 17, the pipe can be shortened, and the exhaust temperature can be lowered and the exhaust resistance can be reduced. As shown in FIGS. In a tractor 18 equipped with a diesel engine 17 having a post-processing device, a post-processing case d in which a DOC 20 is installed and a post-processing case e in which a DPF 21 is installed are divided into the lower part of the front end side of the step floor 22 on the left and right sides of the vehicle body. 7 and 8, the connecting pipe 23 that connects the DOC 20 and the DPF 21 is provided so as to pass below the flywheel housing and the transmission case f.

With such a configuration, the same operational effects as described above can be obtained.
Further, as shown in FIGS. 5 and 6, in the tractor 18 equipped with the diesel engine 17 having the aftertreatment device, as shown in FIGS. A cylindrical DPF 29 that is long in the front-rear direction of the vehicle body is arranged separately on the left and right outer sides of the engine 17, and a connecting pipe 30 that connects the DOC 28 and the DPF 29 passes below the cooling fan h on the front side of the engine 17. The gas inlet pipe 28a from the engine 17 is connected to the vicinity of the engine 17 at the rear part of the DOC 28, and the gas discharge pipe 29a is connected to the vicinity of the engine 17 at the rear part of the DPF 29. Let In addition, a cover is provided on the DOC 28 and the DPF 29 as necessary in order to suppress damage caused by contact with muddy water, combustible materials, or heat generation.

  With such a configuration, by arranging the DOC 28 and the DPF 29 separately on the left and right outer sides of the engine 17, it is easy to secure the space for installing the post-processing device without requiring a large space in one place. Maintenance can be easily performed. Moreover, mounting property can be improved by ensuring volume by making DOC28 and DPF29 into a long small diameter cylindrical shape, respectively. In addition, by arranging the DOC 28 and the DPF 29 on the left and right outer sides of the engine 17, it is possible to reduce the change in the shape of the components in the engine compartment and perform a stable arrangement.

  Moreover, in a turbocharged diesel engine having an aftertreatment device, the turbocharger is usually attached in parallel along the front-rear (longitudinal) direction of the engine, and the outlet of the exhaust turbine is Since it faces rearward, when an aftertreatment device is disposed on the engine, the piping becomes long, causing problems due to a decrease in exhaust gas temperature, an increase in exhaust pressure, etc. The piping to the cooler required space for passing over the engine head.

  Therefore, as shown in FIGS. 11 (a) and 11 (b), in the diesel engine 31, the turbocharger 32 has the exhaust turbine 32a side facing the inside of the engine 31 and the intake compressor 32b side facing the outside. The post-processing device 33 disposed in the left-right direction on the engine 31 is directly connected to the outlet of the exhaust turbine 32a, and the pipe 34a connected to the outlet of the intake compressor 32b facing forward is straightly extended. The intercooler 34 is connected to the front of the engine 31 and connected from the intercooler 34 to the intake manifold 35 via a pipe 34b. Reference numeral 36 denotes an exhaust manifold, 37 denotes an intake pipe, 38 denotes an exhaust pipe, 39 denotes a cooling fan, and 40 denotes a cylinder head.

  With such a configuration, the turbocharger 32 is disposed at a position orthogonal to the front-rear direction of the diesel engine 31, so that the aftertreatment device 33 disposed above the engine 31 is exhausted from the turbocharger 32. Since the pipe can be shortened because it can be directly connected to the turbine 32a side, the exhaust resistance can be reduced as the exhaust temperature decreases.

  Further, since the intercooler 34 disposed in front of the engine 31 can be connected by the pipe 34a and the pipe 34b without passing above the engine 31, the post-processing device 33 can be easily installed above the engine 31. In addition, the maintainability of the cylinder head 40 can be improved. In addition, when EGR is performed using exhaust gas after the post-treatment by the post-treatment device 33, the exhaust pipe 38 and the intake manifold 35 after the post-treatment device 33 are close to each other, so that the EGR pipe (not shown) can be shortened. Pipe resistance can be reduced.

  Further, in a farm vehicle equipped with a common rail type diesel engine having a DPF, there is a problem that the PM clogging of the DPF is faster than the steady operation state at the time of acceleration, and the measured value calculated from the fuel injection amount cannot be analogized.

  For this reason, as shown in the flowchart of FIG. 12, for the calculation of the PM deposition amount, first, the rate of change of the accelerator opening is confirmed, and when the rate of change is a certain value or more, the PM deposition amount correction control is entered. While calculating the correction value of the PM deposit amount, the PM deposit amount is adjusted. Note that the PM accumulation amount correction control is not performed at the time of a constant change rate. As described above, the PM accumulation amount can be accurately calculated by correcting the PM accumulation amount of the DPF based on the change rate of the accelerator opening.

  Further, in an agricultural vehicle, since the mounted engine has a lot of full load work, carbon in the exhaust gas easily accumulates around the EGR valve, and there is a possibility that the movement of the valve is lowered. When the movement of the EGR valve is reduced, the exhaust gas performance is deteriorated, and there is a problem in that the durability of the DPF is deteriorated and the durability reliability is also deteriorated due to the deterioration of the DPF PM deposition amount calculation performance.

  Therefore, as shown in the flowchart of FIG. 13, whether the EGR valve is automatically operated when the key of the engine is inserted, or whether the EGR valve is intentionally operated when the key is turned on and the valve opening / closing operation can be completely performed. Check if there is an abnormality, display an error, and if there is no abnormality, start the engine and perform normal operation. In addition, the operation | movement of this EGR valve | bulb can perform the effect | action which shakes off the carbon deposited around the valve | bulb.

Thus, by confirming the operation of the EGR valve and removing the carbon, it is possible to maintain a stable exhaust gas level and prevent problems such as valve sticking.
In addition, farm vehicles equipped with a common rail diesel engine have a problem that the engine speed decreases due to the load of the air conditioner when the air conditioner switch is input.

  For this reason, during operation, the engine speed is controlled by droop control, and when the air conditioner switch is input as shown in the flowchart of FIG. 14A, the target speed transmission / reception is performed from the droop control by CAN communication. Based on PTOst as an isochronous control constant for switching to isochronous control, as shown in FIG. 14B, the control mode is changed from droop control to isochronous control, and transmission of the target engine speed is performed. Note that the engine speed is controlled by returning to PTOst as the droop control constant by turning off the air conditioner switch.

  In addition, a manual regeneration function of DPF by operating a switch in a vehicle in an agricultural vehicle is known, but there is no configuration in which a part of a DPF diagnosis position is provided in a key switch and manual regeneration is performed from a diagnostic device. In addition, there is no configuration that simultaneously diagnoses and regenerates a plurality of vehicles by wireless communication.

  FIG. 15A shows a farm vehicle equipped with a DPF-equipped engine having a manual forced regeneration function that performs post-injection, forcibly raises the exhaust temperature by the operator's switch operation, etc., and burns PM. As described above, when the key switch 41 is configured by arranging the DPF diagnosis operation parts by start, ON, ACC, OFF and push-turn, and the key switch 41 is turned to the DPF diagnosis operation part, it communicates with the engine ECU. I do. Then, as shown in FIG. 15 (b), the diagnostic device 42 checks the current PM accumulation amount of DPF, the operating time, the start of manual regeneration, etc., and the diagnostic device 42 performs wireless simultaneous communication using CAN or the like. Thus, a plurality of vehicles 1, 2 and 3 can be diagnosed simultaneously. Each vehicle is equipped with an identification lamp for performing identification during diagnostic communication, and is lit.

  As described above, maintainability in a large-scale farmhouse having a plurality of vehicles is improved, and by providing a push turn in the DPF diagnosis part of the key switch 41, it is possible to prevent the regeneration operation from being started unexpectedly. it can. Note that the communication vehicle can be easily identified by lighting the identification lamp r during communication.

  Further, in a farm vehicle equipped with an electronically controlled engine having an aftertreatment device, in which post injection control is performed at the time of DPF regeneration in this engine, fuel is mixed into the engine oil by post injection, so that the viscosity of the oil is low. As a result, the lubrication performance deteriorates and troubles such as seizure occur.

  For this reason, as shown in FIG. 16, the buoyancy of the float 44 for checking the amount of oil in the oil pan 43 is measured by the pressure sensor 45, and the ECU 46 calculates the fuel mixing ratio. Since the oil level is not stable during operation, automatic measurement is performed several seconds after the engine has stopped. If there is a pressure rise above a certain value due to this automatic measurement, it is possible to know the fuel mixture at an early stage by giving a warning to change the engine oil during the next operation, and seizing due to a decrease in oil viscosity. Can be suppressed.

  It can also be used for general vehicles such as farm vehicles such as tractors and combines.

15 Tractor 29 DPF
a area b area c area

Claims (3)

  In a farm vehicle equipped with a diesel engine having a DPF, the farm vehicle is equipped with a GPS device, and whether or not the automatic regeneration process of the DPF can be performed from the current work state based on information on a movement locus by the GPS device. A farm vehicle characterized in that it is configured to perform discrimination.   When it is determined that the farm vehicle is working on a field of a predetermined area or more based on the movement locus information by the GPS device, it is determined that the DPF automatic regeneration processing is possible, and the DPF is automatically regenerated. The agricultural work vehicle according to claim 1, wherein   The fuel consumption amount is calculated from the current work content based on the movement locus information of the GPS device, and the workable area is calculated from the remaining fuel in the fuel tank and notified. Agricultural work vehicle according to claim 1 or claim 2.

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