JP2015000640A - Work vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a work vehicle which allows a deceleration notification lamp, lighted on at deceleration, to be lighted off at an appropriate timing.SOLUTION: The work vehicle comprises: an engine 31; a ground travelling mechanism 3 driven by the engine 31; a deceleration notification lamp 10 that notifies the deceleration of the vehicle to the outside; a deceleration degree calculation portion 50 that calculates deceleration degree showing the deceleration of the vehicle; and a notification lamp control portion 51 that performs a light-on control of the deceleration notification lamp 10 on the basis of the deceleration degree and light-on determination conditions, and performs a light-off control of the deceleration notification lamp 10 on the basis of the deceleration degree and the light-off determination conditions, where the light-off determination conditions continue to be determination conditions for preventing the deceleration notification lamp 10 from being lighted off even after the light-on determination conditions are not satisfied as a result.

Description

  The present invention relates to a self-propelled work vehicle including a ground traveling mechanism driven by an engine.

  In general vehicles, when a brake is operated, a brake light is provided to notify the vehicle deceleration to the outside of the vehicle. A work vehicle such as an agricultural work vehicle is provided with a transmission having a wide shift range. Therefore, there is a possibility that the vehicle is greatly decelerated by a shift operation in a deceleration direction without operating a brake. For this reason, Patent Document 1 discloses a wheel-type hydraulic excavator as a work vehicle for notifying the outside of vehicle deceleration even during a shifting operation in the deceleration direction. In this work vehicle, a propeller shaft that transmits the power of the hydraulic motor to the wheels is provided with a vehicle speed detector that detects the traveling speed of the vehicle and outputs a speed signal to the controller, and between the battery and the brake lamp, A brake switch that is turned on by operating the pedal is provided. Furthermore, a relay switch connected to the controller in parallel with this brake switch is interposed, and not only the brake lamp lights up when the brake pedal is operated, but also a deceleration calculated based on the speed signal is preset. If it is greater than the deceleration, the brake lamp is lit by turning on the relay switch. In the prior art disclosed in Patent Document 1, the traveling speed is calculated based on the rotation speed of the propeller shaft, and the brake lamp is turned on when the deceleration, which is a differential value thereof, exceeds a predetermined value.

  In the prior art according to Patent Document 1, only the deceleration, which is the differential value of the rotation speed of the propeller shaft, is the brake lamp lighting determination condition. On the other hand, Patent Document 2 discloses an automobile in which a hazard lamp blinks when the vehicle speed, deceleration, and deceleration width are larger than the respective threshold values. In this automobile, an ECU that derives a deceleration and outputs a drive control signal based on a detection signal from a vehicle speed sensor, and a hazard lamp before and after the vehicle as an alarm device when the drive control signal from the ECU is input And a hazard lamp driving device for flashing. The ECU detects a hazard lamp when the detected deceleration V is larger than a predetermined predetermined speed, the derived deceleration is larger than a predetermined predetermined value, and the deceleration width is larger than a predetermined constant value. A drive control signal is output to the drive device, and the hazard lamp blinks.

  Equipped with HST, which is an example of a hydraulic continuously variable transmission, the vehicle deceleration is estimated according to the amount of pedal operation for setting the swash plate angle, and the actual vehicle deceleration is determined from the front wheel rotation speed. Patent Document 3 discloses a vehicle (forklift) that turns on a taillight braking lamp of a vehicle when an actual vehicle deceleration is equal to or greater than an estimated deceleration. This forklift has front and rear wheels that are independent of the left and right HST drive. The vehicle speed is obtained from the average calculation of the rotation speeds of the left and right hydraulic motors, and the actual deceleration is obtained by differentiation of the vehicle speed. Further, an estimated deceleration is obtained from the pedal depression angle. When the actual vehicle deceleration obtained is equal to or greater than the estimated deceleration, and when the rotational speed of the hydraulic motor detected by each speed sensor is within the estimated motor rotational speed, the control means The tail lamp braking lamp lights up and lights up when the actual motor speed follows the pedal depression amount. However, the taillight braking lamp is not lit when a difference occurs between the left and right motor speeds and it is regarded as deceleration. The lighting control for informing the deceleration is adapted to a vehicle in which the left and right wheels are driven by hydraulic motors that are independently controlled, and it is difficult to apply this technology to other vehicles. It is.

Japanese Unexamined Patent Publication No. 01-111550 (FIGS. 1 and 3) JP 07-125572 A (FIGS. 1 and 3) Japanese Patent Laid-Open No. 2002-2343879 (FIGS. 3 and 4)

In the above-described conventional technology, when a predetermined condition is satisfied, a light is turned on when the vehicle is decelerated to notify the outside of the deceleration. However, there is no indication regarding the extinguishing of the light that is once turned on to notify the vehicle of deceleration. Therefore, the light is considered to be extinguished when the conditions for lighting are no longer met. In this case, when the lighting determination condition of the deceleration light is satisfied or not satisfied in a short time, the light is turned on and off, which is troublesome. In addition, when the vehicle shows a large deceleration only at the beginning of deceleration and then decelerates while the deceleration decreases, the deceleration light turns on for a moment, turns off immediately after the vehicle is decelerating, and remains Inconveniences such as turning off may occur.
In view of such circumstances, there is a demand for a work vehicle in which a deceleration notification lamp that is turned on at the time of deceleration is turned off at an appropriate time.

  A work vehicle according to the present invention includes an engine, a ground traveling mechanism driven by the engine, a deceleration notification lamp that notifies the deceleration of the vehicle to the outside, a deceleration calculation unit that calculates a deceleration indicating the deceleration of the vehicle, A lighting control of the deceleration notification lamp based on the deceleration and lighting determination conditions, and a notification lamp control unit that controls the deceleration notification lamp to turn off based on the deceleration and the lighting determination conditions, The extinction determination condition is a determination condition for preventing the deceleration notification lamp from being extinguished even after the lighting determination condition is not satisfied.

  According to this configuration, once the deceleration notification lamp is turned on based on the deceleration indicating the deceleration of the vehicle and the lighting determination condition, the deceleration notification lamp is not immediately turned off even if the lighting determination condition is not satisfied. The deceleration notification lamp is turned off based on the turn-off determination condition, and the deceleration notification lamp is turned off only when the turn-off determination condition is satisfied. Since the turn-off determination condition has a determination condition such that the deceleration notification lamp is not turned off even after the turn-on determination condition is not satisfied, the deceleration notification lamp can be turned off at an appropriate time. For example, it is possible to avoid the problem that the deceleration notification light is turned on for a moment, then turns off immediately, and remains off, or the deceleration notification light turns on and off at short intervals. Become.

  When reporting the deceleration of the vehicle to the outside through the lighting of the deceleration notification lamp, the notification importance varies depending on the vehicle speed (vehicle speed). For example, when the vehicle is traveling at a low speed, the risk of collision is low, and therefore, the lighting determination condition of the deceleration notification lamp may be looser than when the vehicle is at a high speed. Accordingly, in one preferred embodiment of the present invention, the lighting determination condition is configured to change according to the vehicle speed detected by the vehicle speed detection unit. In that case, in order to reduce the calculation burden in the lighting control, the lighting determination condition is a first lighting determination condition and a second lighting determination condition that are alternatively selected according to the vehicle speed detected by the vehicle speed detection unit, The first lighting determination condition may be used during high-speed traveling, and the first lighting determination condition may be used during low-speed traveling.

A simple form of the lighting determination condition is to introduce a threshold value that is a criterion for lighting determination, and the threshold value is easy to compare if expressed by a predetermined deceleration. Therefore, in one preferred embodiment of the present invention, the lighting determination condition is a threshold defined by a predetermined deceleration, and the extinction determination condition is defined by a deceleration lower than the predetermined deceleration. The threshold is assumed.

  A simple control mode for turning on the deceleration notification lamp once turned on for a while even when the lighting determination condition is not satisfied is to delay the turning-off by a timer process. In order to achieve this, in one of the preferred embodiments of the present invention, the extinction determination condition is set so that a predetermined time elapses from the time when the lighting determination condition is not satisfied.

  If the vehicle speed is detected continuously, it is easy to calculate the amount of change in the vehicle speed per unit time. In addition, the deceleration notification lamp is turned on when the reduced vehicle speed per predetermined time is larger than the predetermined value, so that the deceleration notification lamp can be turned on only when the vehicle suddenly decelerates. Convenient. Therefore, in one preferred embodiment of the present invention, the deceleration calculation unit is configured to calculate the deceleration from a vehicle speed fluctuation value that is a detected amount of change in vehicle speed per unit time. .

  As a continuously variable transmission for a work vehicle, a hydraulic continuously variable transmission including a hydraulic pump and a hydraulic motor is often used. In such a hydraulic continuously variable transmission, when a deceleration operation is performed during forward travel, the hydraulic pressure of the reverse side hydraulic circuit (reverse side hydraulic pressure) in which the drive hydraulic pressure is operated during reverse travel of the hydraulic circuit that hydraulically connects the hydraulic pump and the hydraulic motor. ) Will rise. The deceleration of the vehicle can be read from this hydraulic phenomenon. In an embodiment utilizing this, a hydraulic pump driven by the rotational power of the engine, a hydraulic motor for supplying a shift output to the ground traveling mechanism, and a hydraulic circuit for hydraulically connecting the hydraulic pump and the hydraulic motor And a hydraulic pressure detector that detects the reverse hydraulic pressure of the hydraulic circuit, and the deceleration calculation unit calculates the deceleration from the reverse hydraulic pressure. It is configured.

  In one preferred embodiment of the present invention, the deceleration calculation unit calculates a deceleration from an operation amount per unit time of a transmission operation device that adjusts a transmission ratio of a transmission that changes a speed of the ground traveling mechanism. It is configured to calculate. According to this configuration, the amount of displacement of the speed change device that operates the transmission, preferably the continuously variable transmission, is detected, and the deceleration is calculated from the amount of displacement, so that the deceleration of the vehicle speed can be estimated at an early stage. The vehicle deceleration can be notified to the outside. Further, at that time, if the deceleration calculating unit calculates the deceleration based on the displacement amount per unit time of the speed change operation device, the speed of the speed change operation itself, that is, decelerate rapidly. Appropriate lighting control can be performed in accordance with the operation status being set or the operation status being slowly decelerated. Of course, it is also preferable to calculate the deceleration using both the amount of displacement of the speed change device and the amount of displacement per unit time as parameters for lighting control.

In farm work or the like on a farm field, the work vehicle travels at a considerably low speed, and there are often no vehicles or people running in parallel around the work vehicle, so there is little need to notify the vehicle of deceleration to the outside. However, a work vehicle having a wheel traveling mechanism with a ground traveling mechanism travels on a general road mixed with a passenger car or the like for movement. Moreover, in the case of a work vehicle, there are many transmission devices that are configured to greatly decelerate only by a shift operation without operating a brake. When such a work vehicle travels on a general road (runs on the road), when the vehicle decelerates regardless of the brake operation, it is necessary to notify the deceleration to the outside. Therefore, in an embodiment in which the ground traveling mechanism is a wheel type capable of both low-speed work traveling and high-speed road traveling, the lighting control of the deceleration notification lamp is configured to be executed during the road traveling. It is preferable.
In this specification, “running on the road” means running on a road where passenger cars, motorcycles, etc. run side by side, and generally running on a road to which the Road Traffic Law applies. “Agricultural field traveling” means traveling while farming on a farmland such as a field or traveling around a farmland or farmland in preparation for farming.

  Also, in the case of an agricultural work vehicle that performs work in which other vehicles run side by side in the field or work in which an operator is nearby, it is necessary to notify the vehicle deceleration to the outside even during work travel. . However, since the vehicle speed and the surrounding conditions are considerably different between the work traveling and the road traveling, the lighting determination condition of the deceleration notification lamp is also different. Therefore, in such an agricultural work vehicle, the ground traveling mechanism is a wheel type capable of both low-speed work traveling and high-speed road traveling, and the lighting determination condition for the lighting control is when the work traveling is performed. It is comprised so that it may differ at the time of the said road travel.

  When the work vehicle is an agricultural work vehicle, an agricultural work device such as a harvesting work device is provided. Such a harvesting work apparatus is switched to a drive state during work travel, and is switched to a non-drive state during travel on the road. By utilizing this fact, in one embodiment of the present invention, a working state detection unit that detects a driving state or a non-driving state of a farm working device such as a harvesting working device is provided, and the work traveling is performed when the driving state is detected. It is determined that the vehicle is traveling on the road when the non-driving state is detected. In response to the determination result, the notification lamp control unit performs lighting control for the deceleration notification lamp.

  In addition, a work vehicle that performs both work travel and road travel is additionally provided with a gear transmission that can be switched between a high speed stage and a low speed stage. In road driving, the high speed range is changed by switching to a high speed stage. Utilizing this, in one embodiment of the present invention, the power transmission mechanism includes a gear transmission that can be switched between a high speed stage and a low speed stage, and the high speed stage is selected. In this case, it is determined that the vehicle is traveling on the road. When the low speed stage is selected, it is determined that the vehicle is traveling on the road. In response to the determination result, the notification lamp control unit performs lighting control for the deceleration notification lamp.

It is a schematic diagram explaining the basic composition of the present invention. It is a side view of the corn harvester which is one of the specific embodiment of this invention. FIG. 3 is a plan view of the corn harvester according to FIG. 2. It is a schematic diagram which shows the power transmission path | route of a corn harvester. It is a hydraulic circuit diagram which shows the HST hydraulic circuit of a corn harvester. It is a top view of the operation part area | region of a corn harvester. It is a functional block diagram which shows the control system for the deceleration alerting | reporting process. It is a schematic diagram which shows the flow of control in the deceleration alerting | reporting process. It is a flowchart which shows the deceleration alerting | reporting process. It is a flowchart which shows the deceleration alerting | reporting process. It is a flowchart which shows a light extinction process. It is a side view which shows the normal type combine which is another embodiment of the agricultural work vehicle by this invention.

Before describing a specific embodiment of a work vehicle according to the present invention, a basic configuration characterizing the present invention will be described with reference to FIG.
As shown in FIG. 1, the work vehicle according to the present invention has an engine 31, a ground traveling mechanism 3 such as a wheel or a crawler, and a farm work apparatus W driven by power from the engine 31 as a basic vehicle structure. And a power transmission mechanism 2 that shifts the power from the engine 31 and transmits it to the ground traveling mechanism 3. The power transmission mechanism 2 is generally called a power train or a transmission, and includes a continuously variable or multi-stage transmission 2A. In the case where the transmission 2A is a continuously variable transmission such as a hydraulic type or a belt type, a gear transmission 2B that is also referred to as a sub-transmission device having three stages of high, middle, low and high or low is often provided. Further, a manual shift operation device 81 that provides a shift operation amount for adjusting the shift power output through the transmission 2A is provided. By operating the speed change operation device 81 to the speed reduction speed change side, the vehicle is decelerated without operating the brake. Therefore, such a deceleration state of the vehicle can be detected not only directly by the vehicle speed detection unit 96 that detects the rotational speed of the drive axle or the like, but also based on the operation displacement of the speed change operation device 81. is there.

  The components that particularly characterize the present invention include a deceleration calculation unit 50 that calculates the deceleration of the work vehicle, a deceleration notification lamp 10 that notifies the vehicle of deceleration, and deceleration based on the calculated deceleration. And a notification light control unit 51 that performs lighting control of the notification light 10. The deceleration mentioned here may be a unit number or a unitless number as long as it is an index representing deceleration of the vehicle. In one preferred form, the deceleration is a reduced vehicle speed per predetermined time. This is obtained by dividing the vehicle speed difference between the estimated vehicle speeds v1 and v2 at two time points t1 and t2: Δv = v2−v1 by the time interval: Δt = t2−t1. Alternatively, it can be obtained as a speed derivative.

  Direct detection of the vehicle speed can be performed by the vehicle speed detection unit 96. However, if the vehicle speed is estimated from the operation displacement of the speed change operation device 81 that can change the speed change state (speed change ratio) of the transmission 2A, the vehicle speed is detected more. There is a possibility of detecting deceleration of the vehicle at an early stage. In order to calculate the deceleration that is a decrease in the vehicle speed caused by the shift of the transmission 2A to the deceleration state, the deceleration can be calculated by detecting the operation displacement of the transmission operation device 81 over time. it can. The operation displacement of the speed change operation device 81 can be detected by an operation displacement sensor 91 such as a potentiometer.

  When the transmission 2A is a continuously variable transmission, the shift operation device 81 can be displaced to a position corresponding to an arbitrary gear ratio including the neutral of the continuously variable transmission 2A, and the operation displacement of the shift operation device 81 is detected. The deceleration can be accurately calculated by evaluating the operation displacement obtained in this way. At that time, a conversion equation or a conversion map that directly derives the deceleration from the operation displacement amount at two time points may be used, or the deceleration is derived from the displacement amount per unit time (that is, the displacement change amount). Such a conversion formula or conversion map may be used. Alternatively, a conversion equation or a conversion map that derives deceleration using both the operation displacement amount and the displacement change amount as input parameters may be used.

  When the deceleration calculation unit 50 calculates the deceleration, the notification lamp control unit 51 performs lighting / extinguishing control on the deceleration notification lamp 10 based on the deceleration and the lighting determination condition. When the deceleration satisfies a predetermined lighting determination condition, the notification lamp control unit 51 lights the deceleration notification lamp 10. Thereafter, when a predetermined turn-off determination condition is satisfied, the notification lamp control unit 51 turns off the deceleration notification lamp 10. Preferably, at least a first lighting determination condition used at high speed and a second lighting determination condition used at low speed are prepared as lighting determination conditions. Furthermore, if the lighting determination condition is changed according to the speed, a deceleration notification suitable for the vehicle speed becomes possible.

  The turn-off determination condition is that once the deceleration notification lamp is turned on, the deceleration notification lamp 10 is not turned off immediately even if the turn-on determination condition is not satisfied, and the turn-off control of the deceleration notification lamp 10 is performed based on the turn-off determination condition. In other words, the decelerating notification lamp 10 is set to be turned off only when the turn-off determination condition is satisfied. At the same time, timer determination is also introduced as an extinction judgment condition so that the deceleration notification lamp 10 is not extinguished unless a predetermined time has elapsed even if the lighting judgment condition is not satisfied. For this reason, in the control algorithm of the notification lamp control unit 51, when the lighting determination condition is satisfied and the deceleration notification lamp 10 is turned on, the process proceeds to the extinguishing preparation stage, as long as the lighting determination condition is not satisfied even if the lighting determination condition is not satisfied. The lighting of the deceleration notification lamp 10 is constructed so as to be maintained.

  Wheeled farm-work vehicles can both work on the field and run on the road that travels between distant fields, but the work is usually done at low speeds and in the surrounding environment without other vehicles or people Therefore, it is convenient to limit the deceleration notification process only when traveling on the road. Alternatively, a lighter lighting determination condition may be employed during work traveling than when traveling on the road. For this purpose, it is convenient to have a function for automatically determining whether the vehicle is traveling on the road or traveling on the road. Such an automatic determination function can be determined from the drive state or the non-drive state of the farm work apparatus W. In order to realize this, the work state detection unit 92 that detects the drive state or the non-drive state of the farm work apparatus W is required. Further, when the power transmission mechanism 2 is provided with a gear transmission 2B that can be switched at a plurality of stages, for example, between a high speed stage and a low speed stage, when the high speed stage is selected, When it is determined that the vehicle is traveling and the low speed stage is selected, it is possible to determine that the vehicle is traveling. In order to realize this, a shift position detecting unit 93 that detects the selected shift stage is required.

  Next, a corn harvester will be taken up as one specific embodiment of the agricultural vehicle according to the present invention, and the structure thereof will be described with reference to the drawings.

  As shown in FIGS. 2 and 3, the corn harvester includes a pair of left and right fixed front wheels 3 a and a pair of left and right rear wheels 3 b that can be steered as a ground traveling mechanism 3. The body frame 11 is supported on the ground. The corn harvester includes a harvesting processing device 12, a feeder 13, a storage tank 14, and a residue processing device 15 as the farm work device W. The harvesting processing device 12 is located at the front of the machine frame 11 and harvests corn. The feeder 13 extends in the front-rear direction from the rear of the harvesting processing device 12 to the upper part of the machine frame 11 in the rearward direction, and still carries the harvested corn as a storage tank 14 as a storage unit located at the rear of the machine frame 11. The residue processing device 15 is located in the front and rear intermediate portion between the front wheel 3a and the rear wheel 3b below the body frame 11.

  Corn forms tufts containing many seeds (fruits) at the harvesting time against the stems to be planted. The tufted portion includes a large number of seeds inside the foliage, and the seeds are formed in a form aligned with the outer surface of the rod-shaped core. The corn harvester according to the present invention harvests and collects a tufted portion having a large number of seeds inside a foliage as a harvested product.

  The body frame 11 is provided with a driving part 17 in a state where the upper part is covered with a cabin 16 at the front part of the vehicle body, and a driving part 30 is provided behind the driving part 17 and on the right side of the vehicle body. The prime mover 30 is provided with an engine 31 at the lower part, and a radiator 32 for cooling the engine is provided above the engine 31. An intake fan 33 is provided on the inner side of the radiator 32 in the lateral direction of the vehicle body. The intake fan 33 is used to inhale outside air through the radiator 32. On the outer side of the radiator 32 in the lateral direction of the vehicle body, dust contained in the outside air is sucked. A porous dustproof cover 34 to be removed is provided. Between the operating unit 17 and the engine 31, an air cleaner 35a and a precleaner 35b are provided as an intake mechanism 35 that sucks combustion air into the engine 31.

  The machine body of the corn harvester travels by driving the front wheel 3a by shifting the power of the engine 31 provided in the prime mover 30 to the pair of left and right front wheels 3a after shifting the power by the power transmission mechanism 2. Further, the rear wheel 3b is provided so as to be capable of changing its direction by a hydraulic cylinder for steering operation, which is not shown. Therefore, the aircraft can turn by the steering operation of the rear wheel 3b while traveling by the driving force of the front wheel 3a.

  In this corn harvester, at the time of harvesting, the harvested product harvested by the harvesting processing device 12 while traveling the vehicle body is conveyed toward the storage tank 14 by the feeder 13 and stored in the storage tank 14. The stems left in the field at the time of harvest are shredded by the residue processing device 15.

  The harvesting processing apparatus 12 is formed with three rows of introduction paths arranged in parallel in the horizontal direction, and includes a pair of left and right harvesting rolls 12a at positions sandwiching each introduction path, and a pair of left and right endless transport chains 12b positioned above the harvesting apparatus 12. ing. Although not described in detail, the harvesting roll 12a is rotatably supported around a rotation axis in a posture parallel to the introduction path, and pulls the harvested product (tufted portion) from the corn planting stems to be introduced. Cut and separate.

  In addition, an auger 12c is provided at a rear position of the plurality of harvesting rolls 12a and the plurality of endless transport chains 12b to transfer the harvested product to a lateral central position. The auger 12c transfers the crops separated from the planted stem culm to the lateral center position through the three rows of introduction paths. The auger 12c supplies the harvested product from its outlet to the conveyance start end of the feeder 13.

  The feeder 13 is provided in a state of being positioned at the center in the lateral direction of the machine body, and an endless rotation type conveyer conveyor (not shown) is provided in a rectangular tube-like feeder case 13a that is inclined upward toward the rear side. Then, the harvested product supplied from the outlet of the auger 12c is transported along the feeder case 13a, and the rear of the fuselage 14 is conveyed from the rear end of the feeder case 13a to the upper side of the storage tank 14 via the guide chute 13b. Drain in the direction.

  Although not described in detail, in the processing case 13c connected to the rear end of the feeder case 13a, leaf scraps and stem scum discharged together with the harvest by the feeder 13 are in a direction different from the discharge direction of the harvest. A processing device for scraping and scraping the scraped non-harvest product is provided inside. The shredded product is scattered from the discharge port 13d and is discharged to the rear and upward.

The storage tank 14 is formed in a substantially rectangular shape in plan view and has a shape with an open top, and accepts the harvest from the open area. In addition, a dust exhaust fan 13e is provided at a position below the discharge portion of the feeder 13 so as to be positioned below the conveyance end portion of the feeder case 13a. The dust exhaust fan 13e is configured to guide and blow the leaf waste, stem stalk waste, and the like discharged together with the crop by the feeder 13 toward the rear upper direction different from the discharge direction of the crop.
The residue processing device 15 is a hammer knife type shredding device that is driven and rotated around the horizontal axis, and is configured to shred the stems left in the field at the time of harvest.

  The harvesting processing device 12 is supported by the machine body so as to be swingable around the horizontal axis P1, and is provided so as to be movable up and down by a pair of left and right hydraulic processing cylinders. The residue processing device 15 is supported by the machine body so as to be swingable around the horizontal axis P2, and is provided so as to be moved up and down by a hydraulic cylinder.

  A pair of left and right deceleration notification lamps 10 are provided on the rear horizontal frame constituting the body frame 11. As will be described in detail later, the deceleration notification lamp 10 is lit to notify the outside of the deceleration when the aircraft decelerates more than a predetermined value. Since the deceleration notification lamp 10 is also used as a brake lamp, it is turned on even when the brake is operated, but is turned on when the body decelerates through the speed change operation on the power transmission mechanism 2 even without the brake operation.

The engine power transmission path system will be described with reference to FIG.
The power from the engine 31 is supplied to the working power transmission mechanism 4 to drive the agricultural working device W through the first belt transmission mechanism 31A, and is supplied to the traveling power transmission mechanism 2 through the second belt transmission mechanism 31B. , And is supplied to drive the radiator fan 26a through the third belt transmission mechanism 31c. The first belt transmission mechanism 31 </ b> A is provided with a work clutch 40 in order to turn on and off the transmission of engine power to the work power transmission mechanism 4. By disengaging the work clutch 40, the power transmission to the entire farm work apparatus W is interrupted.

  The working power transmission mechanism 4 transmits the power from the first belt transmission mechanism 31A to the harvesting processing device 3 and the power from the first belt transmission mechanism 31A to the feeder 13. A residue processing belt transmission mechanism 43 for transmitting power from the conveying belt transmission mechanism 42 and the first belt transmission mechanism 31A to the residue processing device 15 is included.

  The harvesting belt transmission mechanism 41 drives the harvesting roll 12a, the endless transport chain 12b, and the auger 12c. The conveying belt transmission mechanism 42 is branched into two systems, and one system drives the residue processing device 15. The other system drives an endless transport chain 13f, a scraping device 13g, and a shredding device 13h constituting the feeder 13. The scraping device 44 is a device that scrapes leaf waste, stalk waste, etc. discharged together with the corn body by the feeder 13 in a direction different from the discharging direction of the corn body. The shredding device 45 is scraped by the scraping device 44. It is a device that shreds trash and stalks.

  The engine power supplied through the second belt transmission mechanism 31B is input to the transmission 2A that constitutes the power transmission mechanism 2 for traveling. The power shifted by the transmission 2A is further shifted by the gear transmission 2B.

  In this embodiment, as shown in FIG. 5, the transmission 2A is configured as an HST that is a hydraulic continuously variable transmission. As is well known, the HST 2A is composed of a swash plate type variable speed rotating hydraulic device, for example, a variable displacement type hydraulic pump 21 and a hydraulic motor 22 configured in an axial plunger type. The first oil passage 23a and the second oil passage 23b are connected in a closed circuit. By changing the swash plate angle of the swash plate in the hydraulic pump 21 rotated by the rotational power of the engine 1 by the swash plate adjusting mechanism 24, the discharge direction and the discharge amount of the pressure oil to be discharged are changed. The rotation of the output shaft of the hydraulic motor 22 that receives oil is steplessly shifted in the forward direction (forward) or the reverse direction (reverse). When the hydraulic motor 22 rotates in the forward rotation direction (forward), the first oil passage 23a becomes a high pressure side oil passage, and the second oil passage 23b becomes a low pressure side oil passage. When the hydraulic motor 22 rotates in the reverse direction (reverse), the first oil passage 23a becomes a low pressure side oil passage, and the second oil passage 23b becomes a high pressure side oil passage.

  The swash plate adjusting mechanism 24 has a hydraulic cylinder 24b controlled by a hydraulic control valve 24a, and the swash plate of the hydraulic pump 21 is adjusted by the displacement of the piston of the hydraulic cylinder 24b. The spool of the hydraulic control valve 24a is operated by the main transmission lever 81 via a link type displacement transmission mechanism. That is, here, the link type displacement transmission mechanism functions as the operation relay device 8, and the main transmission lever 81 functions as the transmission operation device 81.

  As shown in FIG. 6, the driver 17 is provided with a driver seat 17 a at the center of the cabin 16 in the lateral direction of the traveling machine body. A side panel 61 is disposed on the right side of the driver seat 17a, and a steering wheel 86 is disposed in front of the driver seat 17a. On the upper surface of the side panel 61, an accelerator lever 83a, a main transmission lever 81, an auxiliary transmission lever 82, and a work clutch lever 85 are arranged. A brake pedal 84 and an accelerator pedal 83 are disposed on the right side of the handle post to which the steering wheel 86 is attached.

  The main transmission lever 81 is linked via the operation relay device 8 to the spool of the control valve 24a of the swash plate adjusting mechanism 24 that adjusts the swash plate angle of the continuously variable transmission 2A, which is an HST. Since the continuously variable transmission 2A is shifted by the operation displacement of the main transmission lever 81 and the vehicle speed changes, the main transmission lever 81 functions as a transmission operation device of the present invention. The main transmission lever 81 is a peristaltic lever, and its peristaltic range includes a forward high speed operation area, a forward low speed operation area, a neutral operation area, and a reverse operation area. When the main transmission lever 81 is operated to swing in the forward high speed operation range, the continuously variable transmission 2A is in the forward high speed drive state for moving travel. When the main transmission lever 81 is operated in the forward low speed operation range, the continuously variable transmission 2A is in the forward low speed drive state for work travel. When the main transmission lever 81 is operated to the neutral operation range, the continuously variable transmission 2A is in a neutral state. When the main transmission lever 81 is operated in the reverse operation range, the continuously variable transmission 2A is in a drive state for reverse travel.

  The auxiliary transmission lever 82 is also a peristaltic lever, and is linked to the transmission operation portion of the high and low two-stage gear transmission 2B. In a general driving operation, the gear transmission 2B is set to a high speed stage for traveling on the road, and the gear transmission 2B is set to a low speed stage for work traveling such as field traveling.

  The work clutch lever 85 is linked to the operation portion of the work clutch 40 that turns on and off the transmission of engine power to the work power transmission mechanism 4. The work clutch lever 85 is a peristaltic lever, and the farm work apparatus W is driven or stopped by switching the work clutch 40 between an on state and a disengaged state by a swinging operation thereof.

The accelerator pedal 83 is linked to the operation unit of the accelerator device of the engine 31. By depressing the accelerator pedal 83, the rotational speed of the engine 31 is adjusted, and as a result, the vehicle speed is changed. The brake pedal 84 is linked to an operation unit of a brake device provided in the ground traveling mechanism 3. By depressing the brake pedal 84, the brake device is actuated and the aircraft is braked.
Similar to the accelerator pedal 83, the accelerator lever 83a disposed on the side panel 17b is also linked to the operation unit of the accelerator device of the engine 31, and the rotation speed of the engine 31 is adjusted by operating the accelerator lever 83a. As a result, the vehicle speed is changed. Note that the accelerator lever 83a is configured to be held at an arbitrary operation position by a friction mechanism, and is used when the engine speed is maintained at a predetermined speed.

  Next, the deceleration notification processing unit 5 that controls turning on and off of the deceleration notification lamp 10 will be described with reference to FIG. The deceleration notification processing unit 5 is software or built inside a control unit that is a computer unit. The deceleration notification processing unit 5 includes a notification lamp control unit 51 that controls turning on and off of the deceleration notification lamp 10, a deceleration calculation unit 50 that calculates the deceleration of the vehicle, and whether the vehicle is traveling on the road or traveling on the field ( A road traveling / farm field traveling determination unit 52 for determining whether the vehicle is traveling (work traveling) is included. Since the deceleration notification lamp 10 is also used as a brake lamp, a detection signal of a brake sensor 97 that detects the depression operation of the brake pedal 84 is also input to the notification lamp control unit 51.

  The road travel / farm field travel determination unit 52 receives a work state signal indicating whether the vehicle is working from the work state detection unit 92 and a shift state signal indicating the shift state of the power transmission mechanism 2 from the shift position detection unit 93. Are entered. The work state detection unit 92 generates a work state signal based on the work clutch detection signal from the work clutch sensor 94 that detects the on / off state of the work clutch 40 and the vehicle speed signal from the vehicle speed detection unit 96. The vehicle speed detection unit 96 generates a vehicle speed signal from a detection signal from a rotation speed sensor 96a that detects the rotation speed of a gear (for example, a gear of a differential mechanism) indicating the rotation speed of the power transmission mechanism 2 after the speed change. The shift position detection unit 93 receives a shift state signal from a detection signal from the sub-shift sensor 93b that detects whether the high-speed or low-speed gear transmission (sub-transmission) 2B is in the high-speed stage or the low-speed stage. Generate. The determination result in the road traveling / farm field traveling determination unit 52 is sent to the deceleration calculation unit 50.

  The deceleration calculation unit 50 receives a detection signal from a main transmission sensor 93a that detects an operation displacement of the main transmission lever 81 that changes the vehicle speed by operating the swash plate adjusting mechanism 24 of the hydraulic pump 21. A vehicle speed signal is input from the vehicle speed detection unit 96. The deceleration calculation unit 50 calculates the deceleration of the vehicle from the operation displacement of the main transmission lever 81 in the deceleration direction. Here, a displacement / deceleration conversion map for deriving the deceleration from the operation displacement is used. The displacement / deceleration conversion map may be one in which a deceleration due to the operation displacement is derived from two operation displacements acquired continuously, and the vehicle speed corresponding to the operation displacement is obtained every time the operation displacement is acquired. The deceleration may be derived from the difference from the vehicle speed corresponding to the operation displacement that is calculated and acquired at intervals over time. At this time, the displacement / deceleration conversion map to be used is changed according to the vehicle speed signal acquired from the vehicle speed detection unit 96, that is, the vehicle speed at that time. In other words, when the vehicle speed is high, a greater deceleration is derived compared to when the vehicle speed is low, thereby improving the applicability during high-speed travel where there is a high need for deceleration notification.

  In this embodiment, the deceleration calculation unit 50 includes a displacement change amount calculation unit 53. The displacement change amount calculation unit 53 calculates a displacement change amount that is a change amount per hour of the operation displacement in the deceleration direction acquired over time. A deceleration is derived from the calculated displacement change amount using a displacement change amount / deceleration conversion map. Considering that a sudden operation displacement in the deceleration direction of the main shift lever 81 causes a rapid deceleration and a gentle operation displacement causes a deceleration, it is also advantageous to calculate the deceleration from such a displacement change amount.

  Whether the deceleration is calculated from the operation displacement or the displacement change amount may be set manually, or may be automatically selected according to the vehicle state (vehicle speed, work travel, road travel, etc.). Alternatively, a displacement / displacement change / deceleration conversion map for deriving the deceleration with both the operation displacement and the displacement change as input parameters is prepared, and the deceleration calculation unit 50 determines the deceleration from the operation displacement and the displacement change. You may comprise so that it may calculate. A plurality of these maps are prepared for each predetermined vehicle speed, and are selected according to the detected vehicle speed.

  In this embodiment, the deceleration calculation unit 50 is configured so that the determination result from the road traveling / farm field traveling determination unit 52 is also input. There are two modes of using the determination result from the road traveling / farm field traveling determination unit 52. One of them is a form in which no deceleration notification to the outside during deceleration is performed when it is determined that the vehicle is traveling on the field. The other is a form in which the displacement / deceleration conversion map to be used is changed between when traveling on the road and when traveling on the field.

When the deceleration exceeds the threshold, the notification lamp control unit 51 compares the deceleration calculated by the deceleration calculation unit 50 with the threshold value set as the lighting determination condition of the deceleration notification lamp 10. That is, when the lighting determination condition is satisfied, the deceleration notification lamp 10 is turned on. In this embodiment, a vehicle speed signal is input from the vehicle speed detection unit 96 to the notification lamp control unit 51, and the threshold value is changed according to the vehicle speed. For example, when traveling at high speed, the threshold level is lower than when traveling at low speed, and the deceleration notification lamp 10 is more easily lit.
For example, to give a specific reference example, in the case of this corn harvester, when traveling on the road at a speed of about 10 to 25 km / h, the deceleration rate as the deceleration is used, and the deceleration rate = -1.2 km / The deceleration notification lamp 10 is turned on with a threshold value of 0.2 seconds. Further, when the farm is traveling up to 10 m / h, the deceleration notification lamp 10 is turned on with a deceleration rate = −1.6 km / 0.2 seconds as a threshold value.

  The notification lamp control unit 51 also has a function of turning off the deceleration notification lamp 10 that has been turned on based on the lighting condition, based on the lighting condition. In the case of adopting a simple configuration, when the deceleration calculated after the deceleration notification lamp 10 is turned on does not exceed the threshold value, the deceleration notification lamp 10 may be turned off. In this embodiment, the notification lamp control unit 51 differs from the lighting determination condition in the extinction determination condition of the deceleration notification lamp 10. Specifically, when the deceleration notification lamp 10 is turned on while satisfying the lighting determination condition, the deceleration notification lamp 10 is not turned off even if the lighting determination condition is not satisfied after that. In order for the deceleration notification lamp 10 to be turned off, it is necessary that a light extinction judgment condition that is gentler than the lighting judgment condition is satisfied, and that a predetermined time elapses after the lighting judgment condition is not satisfied. Here, the fact that the extinction determination condition is gentler than the lighting determination condition means that the threshold level to be compared with the deceleration is low. In this embodiment, the lighting determination condition includes a first lighting determination condition and a second lighting determination condition that are changed depending on the vehicle speed. The turn-off determination condition may be fixed regardless of the vehicle speed, but when the turn-off determination condition depends on the turn-on determination condition, the turn-off determination condition is also changed depending on the vehicle speed.

  In the functional block diagram of FIG. 7, the operation displacement detected by the accelerator sensors 95 and 95 a as another form of the operation displacement given to the deceleration calculating unit 50 is also indicated by a dotted line. The accelerator sensor 95 detects the operation displacement of the accelerator pedal 83, and the accelerator sensor 95a detects the operation displacement of the accelerator lever 83a. When the engine rotational speed is reduced due to the operation of the accelerator pedal 83 or the accelerator lever 83a, the rotational speed of the power input to the transmission 2A is also reduced. As a result, the transmission 2A shifts to a deceleration state. Accordingly, the deceleration can be calculated based on the operation displacement of the accelerator pedal 83 and the accelerator lever 83a, and the lighting control of the deceleration notification lamp 10 based on the deceleration can be performed similarly to the operation displacement of the main transmission lever 81. At this time, the displacement / deceleration conversion map or the displacement change / deceleration conversion map used in the deceleration calculation unit 50 depends on whether the operation displacement is caused by the main transmission lever 81 or the operation displacement caused by the accelerator pedal 83 or the accelerator lever 83a. It is good to change.

Next, an example of on / off control of the deceleration notification lamp 10 by the deceleration notification processing unit 5 described above will be described. First, the basic flow of this on / off control will be described with reference to the schematic diagram of FIG.
The shift operation evaluation for calculating the deceleration from the operation displacement related to the deceleration of the vehicle speed is executed at a predetermined repetition frequency. In this shift operation evaluation, when the deceleration satisfies the lighting determination condition (#a), it is considered that a remarkable deceleration occurs, the deceleration notification lamp 10 is turned on (#b), and the next shift operation evaluation is performed. Wait (#c). If the deceleration does not satisfy the lighting determination condition (#d), it is regarded as a deceleration not noticed, and different processing is performed depending on whether the deceleration notification lamp 10 is in the on state or in the unlit state. At this time, if the deceleration notification lamp 10 is turned off, the next shift operation evaluation is awaited without doing anything (#e). At this time, if the deceleration notification lamp 10 is in the lighting state, the process proceeds to the extinguishing preparation stage (#f). In the light-off preparation stage, it is checked whether the light-off determination condition is satisfied. When the turn-off determination condition is satisfied (#g), the deceleration notification lamp 10 is turned off (#h), and the next shift operation evaluation is awaited (#j). If the turn-off determination condition is not satisfied (#k), the next shift operation evaluation is awaited without doing anything (#m).

An example of the control embodying the basic flow of the above-described on / off control is shown in the flowcharts of FIGS. 9, 10, and 11.
FIG. 1 is a main routine of the deceleration notification process. As preprocessing, at least one of a vehicle speed signal, a gear position signal, and a work clutch detection signal is acquired (# 01). It is determined from this acquired signal whether the vehicle is traveling on the road or traveling on the field (# 02). When it is determined that the vehicle is traveling on the road, a road running lighting process (# 03) for turning on the deceleration notification lamp 10 to notify the outside of deceleration and a road running off process (# 05) for turning off the lighted deceleration notification lamp 10 are displayed. Is executed. When it is determined that the farm is traveling, a lighting process during field driving (# 07) and a light-off process during farm driving (# 09) are executed. In addition, when the deceleration notification process using the deceleration notification lamp 10 is not performed during field travel, the field travel lighting process (# 07) and the field travel extinguishing process (# 09) are omitted.

Next, the lighting process during road travel will be described with reference to the flowchart of FIG.
First, when the operation displacement of the main transmission lever 81 is acquired (# 31), a displacement difference (indicated by Δd in FIG. 10) from the previously acquired operation displacement is calculated (# 32). If the calculated displacement difference represents a preset dead zone, and if the displacement difference does not exceed δ (# 32 No branch), the current displacement is ignored and the routine ends. If the displacement difference exceeds δ (# 32 Yes branch), the deceleration calculation unit 50 calculates the deceleration. For calculating the deceleration, a map that derives the deceleration from the displacement difference is used.
R = Gr (Δd, α1,...)
It becomes.
Here, R represents deceleration, and α1 ·· represents other input parameters such as vehicle speed, but may be omitted.
In the notification lamp control unit 51, a threshold value for lighting determination is set. The threshold value may be a fixed value, but here, it may be a fluctuation value calculated by the vehicle speed: v and other input parameters: β1,. In terms of
S1 = S (v, β1, ...)
It becomes.
The deceleration is compared with the threshold (# 41), and if the deceleration exceeds the threshold and the lighting determination condition is satisfied (# 41 Yes branch), the lighting flag is set to “0” (“0” is set by default) Is checked (# 42). If the lighting flag is “0” (# 42 Yes branch), since the deceleration notification lamp 10 is turned off at this time, the deceleration notification lamp 10 is turned on (# 43), and the lighting flag is set to “1” ( # 44) This routine is finished. If the lighting flag is “1” (# 42 No branch), since the deceleration notification lamp 10 has already been lit, this routine is ended without doing anything.
If the deceleration does not exceed the threshold value and the lighting determination condition is not satisfied (# 41 No branch), it is further checked whether the lighting flag is “1” (# 45). If the lighting flag is “1” (# 45 Yes branch), as a preparatory process for turning off the deceleration notification lamp that is turned on at this time, a timer is started to start timing for turning off (# 46), “1” is set to the turn-off flag (# 47), and this routine is finished.

FIG. 11 shows a flowchart of the road turning-off process performed after the road running lighting process. In this process, first, in order to check whether or not the deceleration notification lamp 10 is lit at this time, it is checked whether or not the lighting flag is “1” (# 51). If the lighting flag is not “1” and the deceleration notification lamp 10 is turned off (# 51 No branch), the turning-off process is unnecessary, and this routine is ended. If the turn-on flag is “1” (# 51 Yes branch), it is further checked whether the turn-off flag is “1” (# 52). If the turn-off flag is not “1” (# 52 No branch), this routine is terminated because it is not in the stage of turning off the deceleration information lamp 10 that is lit. If the turn-off flag is “1” (# 52 Yes branch), the turn-off threshold value is set (# 53) because the light-off deceleration warning lamp 10 is ready for turn-off, and the current deceleration and turn-off are set. The threshold value is compared (# 54). At this time, since the threshold value S2 is a lower level than the threshold value S1 used for the lighting notification determination, a relational expression such as S2 = S (S1) is used. Derived using (conversion map).
Deceleration: If R is not below the threshold value of light extinction threshold: S2 (# 54 No branch), it is considered that the judgment condition for light extinction has not yet been reached, and this routine is terminated as it is. Deceleration: If R is less than the threshold value: S2 (# 54 Yes branch), the judgment condition for extinction related to deceleration is satisfied, so a timer check is performed to ensure a minimum lighting time. (# 55). If the timer has not expired (# 55 No branch), it is determined that there is a possibility that the minimum lighting time has not yet been secured, and this routine is terminated without turning off the deceleration notification lamp 10. If the timer has expired (# 55 Yes branch), since the low lighting time is secured, the deceleration notification lamp 10 is turned off (# 56). Next, the timer is reset (# 57), "0" is set to the lighting flag and the extinguishing flag (# 58), and this routine is finished.

When the deceleration to be notified to the outside occurs by the lighting / extinguishing control for the deceleration notification lamp 10 as described above, the deceleration notification lamp 10 is turned on, and when there is no need to notify the deceleration, the deceleration notification lamp 10 is turned off. . It should be noted that the inconvenient short turn-on and turn-off of the deceleration notification lamp 10 can be avoided by introducing a turn-off determination condition as described above, that is, a turn-off process.
[Another embodiment]
(1) In the embodiment described above, the transmission 2A is a hydraulic continuously variable transmission including the hydraulic pump 21 and the hydraulic motor 22, but may be another continuously variable transmission such as a belt continuously variable transmission. Good. Furthermore, a multistage gear transmission may be used.
(2) In the above-described embodiment, as a form of the operation relay device 8 that transmits the operation displacement of the speed change operation device 81 to the speed change device 2A, the speed change operation device 81 and the speed change operation portion of the speed change device 2A are connected by a link mechanism. Although the mechanical type is adopted, it is an electric type called so-called by-wire that electrically detects the displacement of the speed change operation device 81 and operates the speed change operation part of the transmission 2A by an actuator controlled based on the detection signal. May be. Alternatively, a hydraulic pilot type can be adopted.
(3) In the hydraulic continuously variable transmission in which the variable displacement hydraulic pump 21 and the hydraulic motor 22 are connected by the first oil passage 23a and the second oil passage 23b as shown in FIG. The shift to the deceleration state of the transmission at the time can be determined from the hydraulic pressure of the second oil passage 23 that functions as the low-pressure side oil passage. That is, when the vehicle decelerates due to the transmission 2 </ b> A or the engine 31, a phenomenon occurs in which the rotational force returns from the ground traveling mechanism and the hydraulic pressure in the second oil passage 23 increases. By detecting this phenomenon using a hydraulic pressure detector, the deceleration of the vehicle can be calculated.
(4) In the above-described embodiment, the rotation speed sensor 96a that transmits the rotation speed signal to the vehicle speed detection unit 96 is used as a rotation detection body for a gear that indicates the rotation speed after a shift, such as a gear of a differential mechanism. Other gears or slit disks provided on the axles of the front wheels 3a and the rear wheels 3b may be used. For the rotation speed sensor 96a, a photo interrupter for detecting gear teeth is used. In that case, since a pulse signal corresponding to the number of teeth can be obtained by rotating the position of the gear, better detection accuracy can be obtained by using a gear having a larger number of teeth.
(5) FIG. 12 is a side view showing a normal combine as another form of the agricultural vehicle according to the present invention. This combine harvests planted cereals such as rice and wheat by a reaping device 120 as an agricultural working device, and threshing the cereals conveyed from the reaping device 120 by the transport mechanism 121, and the threshing device 141 A grain tank 142 for storing threshing grains is provided. This combine is also provided with a deceleration notification lamp 10 that also serves as a brake lamp at the rear end of the fuselage.

  The present invention is applied not only to a harvester as employed in the embodiment, but also to an agricultural vehicle such as a tractor, and is particularly advantageous for an agricultural vehicle that performs both on-road traveling and agricultural field traveling.

10: Deceleration notification lamp 11: Airframe frame 12: Harvest processing device (agricultural work device)
16: Cabin 17: Driving unit 2: Power transmission mechanism 2A: HST (transmission)
2B: Gear transmission 21: Hydraulic pump 22: Hydraulic motor 23a: High pressure side oil passage 23b: Low pressure side oil passage 24: Swash plate adjustment mechanism 3: Ground traveling mechanism 31: Engine 4: Power transmission mechanism 40 for work: Work Clutch 41: Harvest processing belt transmission mechanism 42: Conveying belt transmission mechanism 43: Residual processing belt transmission mechanism 5: Deceleration notification processing unit 50: Deceleration calculation unit 51: Notification lamp control unit 52: Road traveling / field traveling Determination unit 53: displacement change amount calculation unit 8: operation relay device 81: main transmission lever (transmission operation device)
82: Sub-shift lever 83: Accelerator pedal (shift operation device)
84: Brake pedal 85: Work clutch lever 86: Steering wheel 91: Operation displacement sensor 92: Work state detector 93: Shift position detector 93a: Main shift sensor 93b: Sub shift sensor 94: Work clutch sensor 95: Accelerator sensor 96 : Vehicle speed detection unit 96a: Rotational speed sensor 97: Brake sensor W: Farm equipment

Claims (12)

An engine,
A ground traveling mechanism driven by the engine;
A deceleration warning light that informs the vehicle of deceleration, and
A deceleration calculating unit for calculating a deceleration indicating deceleration of the vehicle;
A light control unit that performs lighting control of the deceleration notification light based on the deceleration and lighting determination conditions, and performs light-off control of the deceleration notification light based on the deceleration and light-off determination conditions;
With
The work vehicle, which is a determination condition for preventing the deceleration notification lamp from turning off even after the lighting determination condition is no longer satisfied.   The work vehicle according to claim 1, wherein the lighting determination condition changes according to a vehicle speed detected by a vehicle speed detection unit.   2. The work vehicle according to claim 1, wherein the lighting determination condition includes a first lighting determination condition and a second lighting determination condition that are selected and selected according to a vehicle speed detected by a vehicle speed detection unit.   4. The lighting determination condition is a threshold value defined by a predetermined deceleration, and the extinction determination condition is a threshold value defined by a deceleration lower than the predetermined deceleration. The work vehicle as described in.   The work vehicle according to any one of claims 1 to 3, wherein the turn-off determination condition is that a predetermined time elapses from a point in time when the turn-on determination condition is no longer satisfied.   The work vehicle according to any one of claims 1 to 5, wherein the deceleration calculation unit calculates the deceleration from a vehicle speed fluctuation value that is a change amount of the detected vehicle speed per unit time. A hydraulic continuously variable transmission including a hydraulic pump driven by the rotational power of the engine, a hydraulic motor for supplying a shift output to the ground traveling mechanism, and a hydraulic circuit for hydraulically connecting the hydraulic pump and the hydraulic motor. And a hydraulic pressure detector for detecting a reverse hydraulic pressure of the hydraulic circuit,
The work vehicle according to any one of claims 1 to 5, wherein the deceleration calculation unit calculates the deceleration from the reverse hydraulic pressure.   The said deceleration calculation part calculates deceleration from the operation amount per unit time of the speed change operation device which adjusts the gear ratio of the transmission which changes the speed of the said ground traveling mechanism. The work vehicle as described in.   The ground control mechanism is a wheel type capable of both low-speed work travel and high-speed road travel, and the lighting control of the deceleration notification lamp is executed during the road travel. The work vehicle described.   The ground driving mechanism is a wheel type capable of both low-speed work travel and high-speed road travel, and the lighting determination condition is different between the work travel and the road travel. Agricultural work vehicle described in 1.   A harvesting work device that performs harvesting work is equipped, and a working state detection unit that detects a driving state or a non-driving state of the harvesting working device is provided. The work vehicle according to claim 9 or 10, wherein it is determined that the vehicle is traveling on the road at the time of detection.   The power transmission mechanism between the engine and the ground traveling mechanism includes a gear transmission that can be switched between a high speed stage and a low speed stage, and it is determined that the vehicle travels on the road when the high speed stage is selected. The work vehicle according to claim 9, wherein when the low speed stage is selected, the work vehicle is determined to be in work travel.

Images