JP2015148174A - work vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To attach an engine controller for controlling an engine to an area near the engine and reduce influences of waste-heat etc. of the engine on the engine controller.SOLUTION: A work vehicle of the invention includes: an engine 5; and an engine frame 14 fastened to the engine 5 at the rear end side. The front end side of the engine frame 14 extends to the front side of the engine 5 and a radiator 109 etc. is disposed at the front end side of the engine frame 14. Further, an engine controller 311 for controlling the engine 5 is provided in the work vehicle. A controller support medium 160 is erected at the rear end side of the engine frame 14. The engine controller 311 is attached to the controller support medium 160 and is disposed at one side of the engine 5.

Description

  The present invention relates to a work vehicle such as a tractor for agricultural work or a wheel loader for civil engineering work.

  Exhaust gas that purifies air pollutants in exhaust gas in agricultural vehicles and construction civil engineering machinery equipped with the engine in accordance with the recent high-level exhaust gas regulations related to diesel engines (hereinafter simply referred to as engines) It is required to install a purification device. As an exhaust gas purification device, a diesel particulate filter (exhaust gas purification device) that collects particulate matter and the like in exhaust gas is known (see Patent Document 1). Further, a work vehicle equipped with an engine is assigned to a plurality of controllers for a traveling system or engine to be controlled and is configured to be capable of mutual communication (see Patent Document 2).

JP 2013-155706 A JP2013-126929A

  When the exhaust gas purifying device is mounted on the engine, the exhaust gas purifying device is larger and heavier than the conventional exhaust muffler, so that the position of the engine in the engine room of the work vehicle is limited. For this reason, it is desirable that the engine controller for controlling the engine is provided near the engine. Further, since the exhaust heat temperature by the exhaust gas purification device is high, the engine controller needs to avoid the influence of the exhaust heat by the exhaust gas purification device. Furthermore, since the engine controller is affected by its operation due to low-frequency vibration, it is desirable to arrange the engine controller at a position where the influence from vibration from the engine or the like is small.

  This invention makes it a technical subject to provide the working vehicle which examined and improved the above present condition.

  According to a first aspect of the present invention, an engine and an engine frame for fixing a rear end side to the engine are provided, the front end side of the engine frame is extended toward the front of the engine, and a radiator is disposed on the front end side of the engine frame. In a work vehicle provided with an engine controller for controlling the engine, a controller support is erected on the rear end side of the engine frame, and the engine controller is attached to the controller support. It is arranged on one side of the engine.

  According to a second aspect of the present invention, in the work vehicle according to the first aspect, the lower end side of the controller support is fixed to the outer surface of the engine frame, and the engine controller is fixed to the upper end side of the controller support. Is.

  According to a third aspect of the present invention, in the work vehicle according to the second aspect, the upper end side of the controller support is fixed to the engine one side, and the engine controller is fixed to the controller support via a vibration isolator. It is to let you.

  According to a fourth aspect of the present invention, in the work vehicle according to any one of the first to third aspects, the engine vehicle includes a harness connector for wiring an engine operation sensor power supply system harness or an engine operation sensor signal system harness, and the side surface of the engine. The harness connector is attached to the outside, and the engine controller is disposed outside the harness connector.

  According to the present invention, the engine controller can be installed on the highly rigid traveling machine frame, the support rigidity of the engine controller can be easily improved, and the assembly workability of the engine controller can be easily improved. Further, since the engine controller can be supported close to the side of the cylinder block of the engine, the harness support structure between the engine and the engine controller can be simplified. Furthermore, even when the space in the engine room is limited, the engine controller can be disposed on the side of the engine that becomes the exhaust heat space of the engine, so that abnormal operation such as thermal runaway of the engine controller can be prevented.

  Further, according to the present invention, since the controller support is fixed by the engine and the traveling machine body frame, the support rigidity of the engine controller can be increased. And since an engine controller is attached to a controller support body via a vibration isolator, the influence by vibration of an engine can be reduced and failure of an engine controller can be prevented beforehand. Furthermore, by adopting a structure in which the harness connector is attached to the side surface of the engine, the harness length between the harness connector and the engine controller can be shortened, and the assembly workability of the engine controller or the like can be improved.

It is a left view of a tractor. It is a top view of a tractor. It is a block diagram which shows the outline of a power transmission system. It is a top view of a cabin. It is a left view in a cabin. It is a front view of the meter panel seen from the control seat side. It is the external appearance perspective view of the cabin seen from the front right side. FIG. 8 is a partially enlarged view of the cabin of FIG. 7. It is a front view of the engine in an embodiment. It is a rear view of an engine. It is a left view of an engine. It is a right view of an engine. It is a top view of an engine. It is a perspective view which shows the structure of an engine room. It is a perspective view which shows the structure of an engine and an engine frame. It is a perspective view which shows the relationship between a controller support body and an engine frame. It is a perspective view which shows the structure of a controller support body. It is a functional block diagram of a controller. It is fuel system explanatory drawing of an engine. It is a flowchart of assist reproduction | regeneration control and reset reproduction | regeneration control. It is a flowchart of non-work reproduction control. It is a flowchart which shows the lamp | ramp display operation | movement at the time of non-work reproduction | regeneration control. It is a flowchart which shows the timing of the character display at the time of non-work reproduction | regeneration control.

  DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments embodying the present invention will be described below with reference to the drawings, taking a tractor that is a work vehicle as an example.

  First, an outline of the tractor will be described with reference to FIGS. 1 and 2. The traveling machine body 2 of the tractor 1 in the embodiment is supported by a pair of left and right rear wheels 4 as well as a pair of left and right front wheels 3 as a traveling unit. By driving the rear wheel 4 and the front wheel 3 with a common rail type diesel engine 5 (hereinafter simply referred to as an engine) as a power source mounted on the front part of the traveling machine body 2, the tractor 1 travels forward and backward. It is configured. The engine 5 is covered with a bonnet 6. A cabin 7 is installed on the upper surface of the traveling machine body 2. Inside the cabin 7, a steering seat 8 and a steering handle (round handle) that moves the steering direction of the front wheel 3 to the left and right by steering. 9 are arranged. A fuel tank 11 that supplies fuel to the engine 5 is provided below the bottom of the cabin 7. In FIG. 2, the cabin is not shown for convenience.

  The traveling machine body 2 includes an engine frame 14 having a front bumper 12 and a front axle case 13, and left and right machine body frames 16 that are detachably fixed to the rear portion of the engine frame 14 with bolts. A mission case 17 is mounted on the rear part of the machine body frame 16 to transmit the rotational power from the engine 5 to the front and rear four wheels 3, 3, 4, 4 as appropriate. The rear wheel 4 is attached to the mission case 17 via a rear axle case 18 mounted so as to protrude outward from the outer surface of the mission case 17. Upper portions of the left and right rear wheels 4 are covered with a fender 19 fixed to the body frame 16.

  On the rear upper surface of the mission case 17, a hydraulic lifting mechanism 20 for lifting and lowering the rotary tiller 15 as a working unit is detachably attached. The rotary cultivator 15 is connected to the rear portion of the mission case 17 via a three-point link mechanism including a pair of left and right lower links 21 and a top link 22. On the rear side surface of the mission case 17, a PTO shaft 23 for transmitting a PTO driving force to the rotary cultivator 15 protrudes backward.

  As shown in FIG. 3, a flywheel 25 is attached to an engine output shaft 24 projecting rearward on the rear side surface of the engine 5 so as to be directly connected. A main drive shaft 26 that is connected to the flywheel 25 via the main clutch 140 and extends rearward is a main transmission input shaft 27 that protrudes forward from the mission case 17, and a telescopic type shaft that has universal joints at both ends. It is connected via a power transmission shaft 28. On the other hand, as shown in FIG. 1, a front wheel transmission shaft (not shown) protruding rearward from the front axle case 13 and a front wheel output shaft (not shown) protruding forward from the front side surface of the mission case 17 Are connected via a front wheel drive shaft 85.

  In the mission case 17, a hydraulic continuously variable transmission 29, a forward / reverse switching mechanism 30, a traveling auxiliary transmission gear mechanism 31, and a differential gear mechanism 58 are disposed. The rotational power of the engine 5 is transmitted to the main transmission input shaft 27 of the transmission case 17 via the power transmission shaft 28, and then appropriately shifted by the hydraulic continuously variable transmission 29 and the traveling sub transmission gear mechanism 31. The This speed change power is transmitted to the left and right rear wheels 4 via the differential gear mechanism 58. Further, the transmission power described above is transmitted to the front axle case 13 via the front wheel drive shaft 85, so that it is also transmitted to the left and right front wheels 3.

  The hydraulic continuously variable transmission 29 is an in-line system in which a main transmission output shaft 36 is concentrically arranged on a main transmission input shaft 27, and a variable displacement hydraulic pump unit 150 and a discharge from the hydraulic pump unit 150. And a constant displacement type hydraulic motor unit 151 for transmission that is operated by a high-pressure hydraulic oil. The hydraulic pump unit 150 is provided with a pump swash plate 159 that can change the inclination angle with respect to the axis of the main transmission input shaft 27 and adjust the amount of hydraulic oil supplied thereto. The pump swash plate 159 is associated with a main transmission hydraulic cylinder that changes and adjusts the inclination angle of the pump swash plate 159 with respect to the axis of the main transmission input shaft 27. By changing the tilt angle of the pump swash plate 159 by driving the main transmission hydraulic cylinder (not shown), the amount of hydraulic oil supplied from the hydraulic pump unit 150 to the hydraulic motor unit 151 is changed and adjusted. The main transmission operation of the continuously variable transmission 29 is performed.

  That is, when a switching valve (not shown) is actuated by hydraulic fluid from a proportional control valve 123 (see FIG. 18) that operates in proportion to an operation amount of a main speed change lever 290 (details will be described later), it is not shown. The main transmission hydraulic cylinder is driven, and accordingly, the inclination angle of the pump swash plate 159 with respect to the axis of the main transmission input shaft 27 is changed. The pump swash plate 159 of the embodiment is angle-adjusted in a range between one (positive) maximum inclination angle and the other (negative) maximum inclination angle with a neutral angle of substantially zero inclination (before and after that including zero) interposed therebetween. This is possible and is set to be an angle inclined to one of the traveling vehicle bodies 2 when the vehicle speed is the lowest (in this case, an inclination angle that is negative and near the maximum).

  When the inclination angle of the pump swash plate 159 is substantially zero (neutral angle), the hydraulic motor unit 151 is not driven by the hydraulic pump unit 150 and the main transmission output shaft 237 is rotated at substantially the same rotational speed as the main transmission input shaft 27. Rotates. When the pump swash plate 159 is inclined in one direction (positive inclination angle) with respect to the axis line of the main transmission input shaft 27, the hydraulic pump unit 150 increases the speed of the hydraulic motor unit 151 to operate the main transmission input shaft. The main transmission output shaft 36 rotates at a rotational speed faster than 27. As a result, the rotational speed of the hydraulic motor unit 151 is added to the rotational speed of the main transmission input shaft 27 and transmitted to the main transmission output shaft 36. Therefore, in the range of the rotational speed higher than the rotational speed of the main transmission input shaft 27, the transmission power (vehicle speed) from the main transmission output shaft 36 is proportional to the inclination angle (positive inclination angle) of the pump swash plate 159. Be changed. When the pump swash plate 159 is positive and has an inclination angle near the maximum, the traveling machine body 2 reaches the maximum vehicle speed.

  When the pump swash plate 159 is tilted in the other direction (negative tilt angle) with respect to the axis of the main transmission input shaft 27, the hydraulic pump unit 150 operates the hydraulic motor unit 151 to decelerate (reverse) the main shift. The main transmission output shaft 36 rotates at a lower rotational speed than the input shaft 27. As a result, the rotational speed of the hydraulic motor unit 151 is subtracted from the rotational speed of the main transmission input shaft 27 and transmitted to the main transmission output shaft 36. Therefore, the transmission power from the main transmission output shaft 36 is changed in proportion to the inclination angle (negative inclination angle) of the pump swash plate 159 within the range of the rotation speed lower than the rotation speed of the main transmission input shaft 27. . When the pump swash plate 159 is negative and has an inclination angle near the maximum, the traveling machine body 2 has the lowest vehicle speed.

  The forward / reverse switching mechanism 30 receives rotational power from the main transmission output shaft 36 of the hydraulic continuously variable transmission 29. The forward / reverse switching mechanism 30 includes a forward gear (not shown) and a reverse gear (not shown) for switching forward and backward of the traveling machine body 2, and the forward gear is driven by a forward and reverse hydraulic clutch (not shown). Then, the reverse transmission gear 31 is selectively selected and rotated to transmit power to the auxiliary transmission mechanism 31. At this time, in the neutral state in which the forward / reverse switching lever (reverser lever) 252 is not tilted and operated, both the forward and reverse hydraulic clutches (not shown) are in the power cut-off state. The rotational power from the main transmission output shaft 36 toward the front and rear wheels 3 and 4 is configured to be substantially zero (the same state as when the main clutch 140 is disengaged).

  Further, when the forward / reverse switching lever 252 (see FIGS. 1 and 2) is tilted forward, the forward clutch solenoid valve 46 (see FIG. 18) is driven to operate the forward clutch cylinder (not shown). Thereby, the rotational power by the main transmission output shaft 36 is transmitted to the auxiliary transmission mechanism 31 via the forward gear (not shown) in the forward / reverse switching mechanism 30. On the other hand, the reverse clutch solenoid valve 48 (see FIG. 18) is driven by the reverse operation of the forward / reverse switching lever 252 to operate the reverse clutch cylinder (not shown). Thereby, the rotational power by the main transmission output shaft 36 is transmitted to the auxiliary transmission mechanism 31 via the reverse gear (not shown) in the forward / reverse switching mechanism 30.

  The auxiliary transmission mechanism 31 receives the rotational power from the forward / reverse switching mechanism 30 and shifts and outputs the rotational power via the forward / backward switching mechanism 30. The auxiliary transmission mechanism 31 includes a low-speed gear (not shown) and a high-speed gear (not shown) for auxiliary transmission, and the low-speed gear and the high-speed gear are connected by a low-speed clutch (not shown) and a high-speed clutch (not shown). By alternatively selecting and rotating, the rotational power from the forward / reverse switching mechanism 30 is shifted and transmitted to each subsequent mechanism.

  The position of the piston rod of the sub-transmission hydraulic cylinder (not shown) according to the switching operation of the high-speed clutch solenoid valve 136 (see FIG. 18) by the low-speed side tilting operation of the sub-transmission lever 258 (see FIGS. 1 and 2). Is moved to the low speed side. Accordingly, a sub-shift shifter (not shown) connected to the piston rod tip of the sub-transmission hydraulic cylinder (not shown) places the low-speed clutch (not shown) in the power connection state, and the rotation from the forward / reverse switching mechanism 30 is rotated. The power is shifted to a low speed and transmitted to the differential gear mechanism 58.

  On the other hand, the position of the piston rod of the sub-transmission hydraulic cylinder (not shown) is displaced to the high-speed side according to the switching operation of the high-speed clutch solenoid valve 136 (see FIG. 18) by the high-speed side tilting operation of the sub-transmission lever 258. Therefore, a sub shift shifter (not shown) places a high speed clutch (not shown) in a power connection state, shifts the rotational power from the forward / reverse switching mechanism 30 at a high speed, and the differential gear mechanism 58. To communicate.

  The differential gear mechanism 58 receives the rotational power from the auxiliary transmission mechanism 31 and transmits the transmission power changed by the auxiliary transmission mechanism 31 to the left and right rear wheels 4. At this time, the differential gear mechanism 58 distributes and transmits the transmission power changed by the auxiliary transmission mechanism 31 to the differential output shafts 62 extending in the left-right direction by a differential gear (not shown). Operation). The differential output shaft 62 is connected to the rear axle 64 via a final gear 63 and the like, and the rear wheel 4 is attached to the tip of the rear axle 64. The differential output shaft 62 is provided with brake operating mechanisms 65a and 65b in association with each other, and the brake operating mechanisms 65a and 65b are operated by depressing the brake pedal 251 (see FIG. 2) on the right side of the steering column 245. Is configured to perform a braking operation.

  Further, when the steering angle of the steering handle 9 (see FIGS. 1 and 2) exceeds a predetermined angle, a brake cylinder (not shown) is driven by driving an autobrake solenoid valve 67a (67b) corresponding to the rear wheel 4 inside the turn. ) Is activated, and the brake operation mechanism 65a (65b) for the rear wheel 4 inside the turn is configured to automatically perform a braking operation. For this reason, small turn turning such as U-turn can be executed. The differential gear mechanism 58 includes a differential lock mechanism (not shown) for stopping the differential operation (the left and right differential output shafts 62 are always driven at a constant speed). In this case, the differential pin is fixed and the differential function is stopped by engaging the differential pin with the differential gear by depressing the differential lock pedal 257 (see FIG. 2). The differential output shaft 62 is driven to rotate at a constant speed.

  Further, the transmission case 17 having the above-described configuration interrupts power transmission between the PTO transmission gear mechanism (not shown) for switching the driving speed of the PTO shaft 23 and the main transmission input shaft 27 and the PTO transmission gear mechanism. A PTO clutch (not shown) that can be used. The power from the engine 5 is transmitted to the PTO shaft 23 by the operations of the PTO transmission gear mechanism and the PTO clutch.

  In this case, when a PTO clutch switch 225 (described later) is turned on, the PTO clutch hydraulic solenoid valve 104 (see FIG. 18) is driven to bring a PTO clutch (not shown) into a power connection state. As a result, the rotational power from the engine 5 transmitted through the main transmission input shaft 27 is output toward the PTO shaft 23 from a PTO gear mechanism (not shown). At this time, when the PTO speed change lever 256 is operated to shift, a plurality of gears in a PTO speed change gear mechanism (not shown) are selectively rotated, so that each PTO speed change output of 1st to 4th speeds and reverse rotation is generated on the PTO shaft. 23.

  The structure of the control seat 8 and its surroundings will be described with reference to FIGS. A steering column 245 is disposed in front of the control seat 8 in the cabin 7. The steering column 245 is erected so as to be embedded in the back side of the dashboard 263 that surrounds the rear side of the engine 5. A steering handle 9 having a substantially round shape in plan view is attached to the upper end of a handle shaft that protrudes from the upper surface of the steering column 245. Therefore, the substantially annular steering wheel 247 in the steering handle 9 is inclined obliquely downward and rearward with respect to the horizontal.

  On the right side of the steering column 245, a throttle lever 250 for setting and maintaining the output rotational speed of the engine 5 and a pair of left and right brake pedals 251 for braking the traveling machine body 2 are disposed. On the left side of the steering column 245, a forward / reverse switching lever (reverser lever) 252 for switching the traveling direction of the traveling machine body 2 between forward and reverse, and a main clutch 140 for power transmission and disconnection are operated. A clutch pedal 253 is disposed. A parking brake lever 254 for holding the left and right brake pedals 251 in the depressed position is disposed on the rear side of the steering column 245.

  An erroneous operation prevention body (reverser guard) 261 that projects the forward / reverse switching lever 252 from the lower side protrudes from the steering column 245 on the left side of the steering column 245 and below the forward / reverse switching lever 252. The erroneous operation preventing body 261 that is a contact preventer is disposed below the forward / reverse switching lever 252 to prevent the operator from contacting the forward / reverse switching lever 252 when getting on and off the work vehicle.

  On the right side of the steering column 245 of the floor plate 248 in the cabin 7 is an accelerator pedal for accelerating / decelerating the engine speed in a range beyond this with the engine speed set by the throttle lever 250 as the minimum engine speed. 255 is arranged. Below the control seat 8 are a PTO speed change lever 256 for switching the drive speed of the PTO shaft 23, which will be described later, and a diff lock pedal 257 for executing an operation of rotating the left and right rear wheels 4 at a constant speed. Is arranged. An auxiliary transmission lever 258 for switching the output range of the traveling auxiliary transmission gear mechanism 31 (see FIG. 3) between a low speed and a high speed is disposed on the left side of the control seat 8.

  On the right side of the control seat 8, an armrest 259 for placing the arm and elbow of the operator seated on the control seat 8 is provided. The armrest 259 is configured separately from the control seat 8 and includes a main transmission lever 290 that is a travel system operation unit and a work unit position dial (elevating dial) 300 that is a work system operation unit. The main transmission lever 290 is provided so as to be able to tilt forward and backward as a main transmission operation body. In the present embodiment, the vehicle speed of the traveling machine body 2 increases when the main transmission lever 290 is tilted forward, while the vehicle speed of the traveling machine body 2 decreases when the main transmission lever 290 is tilted backward. The working unit position dial 300 is a dial type for manually changing and adjusting the height position of the rotary tiller 15.

  The rear end of the lower end of the armrest 259 is pivotally attached to a bracket (not shown) erected on a seat frame (not shown) or the like on which the control seat 8 is placed so as to be able to turn up and down (up and down). And can be flipped up. The armrest 259 is configured to be able to adjust the rotation posture by the undulation rotation in a plurality of stages (four stages in the embodiment). The armrest 259 may be configured to be position-adjustable (can be slid back and forth) along the traveling direction (front-rear direction) of the traveling machine body 2 independently of the front-rear slide of the control seat 8.

  By adopting the above-described structure capable of turning up and down, the turning posture of the armrest 259 can be adjusted stepwise according to the physique and working posture of the operator sitting on the control seat 8, so that the arm of the operator can be supported accurately. It can be set not to hit the knee. In addition, when the armrest 259 is configured to be able to adjust the front / rear slide position, combined with the front / rear slide position adjustment function of the control seat 8 and the configuration that allows the armrest 259 to turn up and down, the operator can reduce fatigue due to long-time work. It is effective.

  Further, on the right side of the armrest 259, an operation console 260 provided with various operation means is fixed above the fender 19. Further, a working depth setting dial 224, a PTO clutch switch 225, and a tilt manual switch 228 are arranged on the upper surface of the operation console 260. The tilling depth setting dial 224 is a dial type for presetting a target tilling depth of the rotary tiller 15. The PTO clutch switch 225 is for switching the power transmission from the PTO shaft 23 to the rotary tiller 15 by operating the PTO clutch 100 on and off. The tilt manual switch 228 is for manually changing and adjusting the left and right tilt angle of the rotary tiller 15.

  When the PTO clutch switch 225 is rotated clockwise in plan view while pressing the switch once, the PTO clutch switch 225 is locked at the pressed position, and the power transmission from the PTO shaft 23 to the rotary tiller 15 is brought into the connected state, and further pressed again. This is a push switch that returns to the original position and shuts off power transmission from the PTO shaft 23 to the rotary tiller 15. The tilt manual switch 228 is a self-returning (momentary) lever switch that tilts in the left-right direction, and the left-right tilt angle of the rotary tiller 15 changes only while the tilt manual switch 228 is being operated.

  The armrest 259 includes a base portion (armrest rear portion) 281 that is long in the front-rear direction and an extension portion (armrest front portion) 282 that extends forward from the base portion 281. The extension part 282 is arranged to be bent in a direction away from the control seat 8 (right direction in the embodiment) with respect to the base part 281 extending so as to be arranged in parallel with the control seat 8, and the armrest 259 as a whole is arranged. It has a substantially square shape in plan view.

  The armrest 259 has a front cutout 283 that is recessed downward from the top surface on the front side of the control seat 8 at the front end of the extension portion 282, and a main transmission lever 290 projects from the top surface of the front cutout 283. The extension part 282 has a step part 284 that is recessed downward from the upper surface on the control seat 8 side behind the front notch part 283 (on the connection side with the base part 281), and will be described later on the upper surface of the step part 284. A rotation speed / vehicle speed setting dial (setting dial) 226 and a rotation speed / vehicle speed selection switch (selection switch) 227 described later are arranged.

  Note that the height position of the upper surface of the stepped portion 284 is higher than the upper surface of the front notch 283 and lower than the upper surface of the base portion 281. As a result, even if the operator places his / her arm or elbow on the base 281 of the armrest 259 and operates the main transmission lever 290 in front of the extension 282, the setting dial 226 and the selection switch 227 on the step 284 The risk of inadvertent contact can be reduced. Accordingly, erroneous operation of the setting dial 226 and the selection switch 227 can be significantly reduced or prevented.

  The rotation speed / vehicle speed setting dial 226 is for presetting the maximum rotational speed of the engine 5 or the maximum traveling speed of the traveling machine body 2. The rotation speed / vehicle speed selection switch 227 is used for designating whether the value set by the rotation speed / vehicle speed setting dial 226 is the maximum rotation speed of the engine 5 or the maximum travel speed of the traveling machine body 2, and holds the position. It is composed of a type (alternate type) switch (in the example of this embodiment, a position holding type rocker switch). Thus, when the rotational speed is designated by the rotational speed / vehicle speed selection switch 227, the maximum rotational speed of the engine 5 is set by the rotational speed / vehicle speed setting dial 226. On the other hand, when the traveling speed is designated by the rotational speed / vehicle speed selection switch 227, the maximum traveling speed of the traveling machine body 2 is set by the rotational speed / vehicle speed setting dial 226.

  A switch box 286 is embedded in the base portion 281 of the armrest 259 on the rear control seat 8 side. The upper surface of the switch box 286 includes an upper surface lid that opens toward the opposite side of the control seat 8. In the switch box 286, the upper cover is normally closed, the upper surface of the upper cover is set to the upper surface of the base 281 of the armrest 259, and the operator puts his arm or elbow on the upper cover. In addition, the switch box 286 includes an inclination setting dial 233, a highest rise position setting dial 234, and a lowering speed setting dial 235. That is, when the upper cover is opened, the setting dials 233 to 235 are arranged in a line on the inner upper surface of the switch box 286. The inclination setting dial 233 is for setting in advance a target left / right inclination angle of the rotary tiller 15 relative to the traveling machine body 2. The highest rise position setting dial 234 is for setting the highest rise position of the rotary tiller 15. The lowering speed setting dial 235 is for the rotary tiller 15 to set the lowering speed of the rotary tiller 15 in order to reduce the impact when the rotary tiller 15 is lowered.

  When the main transmission lever 290 is tilted forward (toward the steering handle 9), the pump swash plate 159 (see FIG. 3) is adjusted in accordance with the operation position of the main transmission lever 290 detected by the main transmission potentiometer 290. The traveling speed of the traveling machine body 2 is accelerated by inclining to the positive inclination angle side. On the other hand, when the main transmission lever 290 is tilted rearward (toward the control seat 8), the pump swash plate 159 (FIG. 3) is adjusted in accordance with the operation position of the main transmission lever 290 detected by the main transmission potentiometer 290. Is inclined to the negative inclination angle side, and the traveling speed of the traveling machine body 2 is reduced.

  The operator can operate the main transmission lever 290 in a state where the arm is placed on the armrest 259. Therefore, the main transmission lever 290 is very easy to operate, and a high effect can be exhibited in improving the traveling operability in the tractor 1. At this time, the position of the stepped portion 284 described above is a position where the wrist and the like hardly overlap each other in plan view with the arm placed on the armrest 259. Therefore, an arm or the like on the armrest 259 does not inadvertently hit the setting dial 226 and the selection switch 227 (does not obstruct), and erroneous operation of the setting dial 226 and the selection switch 227 can be reduced.

  The main transmission lever 290 has an automatic elevating switch 229 arranged on the front surface thereof, and an elevating fine adjustment switch 230 (see FIG. 18) arranged on the side surface (left side surface) thereof. The main speed change lever 290 has a display changeover switch 231 (see FIG. 18) on its left side and a mode changeover switch 232 (see FIG. 18) on its right side. The automatic raising / lowering switch 229 is for forcibly raising / lowering the rotary tiller 15 to a predetermined height. The elevation fine adjustment switch 230 is for finely adjusting the height position of the rotary tiller 15. The display changeover switch 231 is for switching display contents of the liquid crystal panel 330. The mode changeover switch 232 is for changing / adjusting the traveling speed during turning and reverse travel.

  The automatic lift switch 229 is a self-returning type (momentary type) lever switch that tilts in the vertical direction. When the automatic lift switch 229 is tilted upward, the rotary tiller 15 rises to the highest position set by the highest lift position setting dial 234, while when the automatic lift switch 229 is tilted downward, the rotary tiller The machine 15 is lowered to the position set by the working unit position dial 300. The lift fine adjustment switch 230 is a self-returning (momentary) rocker switch, and the rotary tiller 15 moves up and down only while the lift fine adjustment switch 230 is operated.

  As described above, the main transmission lever 290 includes the automatic up / down switch 229, the up / down fine adjustment switch 230, the display changeover switch 231, and the mode changeover switch 232, so that the operator can perform only the right-hand operation on the main transmission lever 290. Easy control according to the driving conditions. That is, the height position of the rotary tiller 15 can be adjusted by operating the automatic elevating switch 229 and the elevating fine adjustment switch 230 while tilting the main transmission lever 290. Further, even when the operator wants to switch the display content of the liquid crystal panel 330, the operator only has to operate the display changeover switch 231 without releasing his hand from the main transmission lever 290. Further, when the tractor 1 is turned or reversely moved only by operating the mode changeover switch 232 of the main speed change lever 290, it can be easily adjusted to a traveling speed set in advance optimally.

  A working part position dial (elevating dial) 300 is inserted into the right side surface (side surface on the fender 19 side) of the extending portion 282 of the armrest 259. The working unit position dial 300 includes a knob portion (operation projection) that protrudes outward (upper side) on the upper surface side of the extending portion 282 of the outer peripheral surface. Even if the knob of the working unit position dial 300 is at the uppermost position of the working unit position dial 300, the upper end of the knob is lower than the upper surface of the extending part 282.

  The working part position dial 300 protrudes outward (fender 19 side) from the right side surface of the extending part 282. As a result, the operator can not only rotate the work part position dial 300 by moving the knob part back and forth from the upper side of the armrest 259, but also grip the outer peripheral surface from the right side (fender 19 side) of the armrest 259. The working unit position dial 300 can be rotated. Therefore, the operator can easily operate the working unit position dial 300 in a state where the arm is placed on the top cover 287 (on the armrest 259).

  When the working unit position dial 300 is rotated forward, the control solenoid valve 121 is switched to drive a single-acting hydraulic cylinder (not shown) to shorten and rotate the lift arm 193 (see FIG. 1) downward. As a result, the rotary cultivator 15 moves down via the lower link 21. On the contrary, when the working unit position dial 300 is tilted backward, the control solenoid valve 121 is switched to drive a single-acting hydraulic cylinder (not shown) to extend and rotate the lift arm 193 upward. As a result, as a result, the rotary tiller 15 moves up via the lower link 21.

  In the embodiment, the main transmission lever 290, the setting dial 226, and the selection switch 227 are arranged on the upper surface of the extension portion 282 that is the front portion of the armrest 259, and the working portion position dial 300 is arranged on the side surface of the extension portion 282. doing. A main transmission lever 290, a setting dial 226, and a selection switch 227 are arranged on the left side of the extension part 282 (driver seat 8 side), and the working part position dial 300 is located on the right side of the extension part 282 (fender 19 side). Is arranged. Therefore, even when the tractor 1 is in operation, the operator can easily identify the travel system operation means and the work system operation means, which is effective in preventing erroneous operation. Further, since the main transmission lever 290, the setting dial 226, and the selection switch 227, which are traveling system operation means, are arranged together, the operability (handleability) is excellent.

  In addition, if the hand on the armrest 259 is moved in the left-right direction with the elbow as a fulcrum, the hand can easily reach the main transmission lever 290 and the working unit position dial 300. Therefore, there is an advantage that the main speed change lever 290 and the work part position dial 300 can be operated with only the hand on the armrest 259. When the arm is placed on the armrest 259, the main speed change lever 290 and the work part position dial 300 on the extension part 282 can be operated with a natural hand posture that does not bend the wrist downward. For this reason, the operability of the main transmission lever 290 and the working unit position dial 300 is remarkably improved and contributes to the stable support of the hand.

  As shown in FIGS. 4 to 6, the meter panel 246 is inclined slightly upward from the rear so that the meter panel 246 faces the operator seated on the control seat 8 at a position on the lower front side of the steering wheel 247. It is arranged in the state. The outer edge of the meter panel 246 is covered with a meter cover 262 raised from the inside toward the outside. The meter panel 246 covered with the meter cover 262 is disposed on the rear surface (rear surface) of the dashboard 263 at the upper front of the steering column 245. The dashboard 263 and the steering column 245 constitute a steering column.

  As shown in FIG. 5, the rear surface of the dashboard 263 is configured by two planes, a meter installation surface 263a and a switch installation surface 263b that are inclined so that the normal line is directed to the upper rear side. The meter installation surface 263a and the switch installation surface 263b are flat surfaces having different normal inclinations, and are inclined so that the meter installation surface 263a faces rearward, while the switch installation surface 263b faces upward. It becomes an inclined plane.

  That is, as shown in FIGS. 5 and 6, the meter installation surface 263 a disposed at the upper back of the dashboard 263 is disposed in front of the steering column 245, and the meter panel 246 is disposed inside thereof. On the other hand, the switch installation surface 263b disposed on the upper rear surface of the dashboard 263 is directed to the upper side of the steering column 245 at the lower front position of the forward / reverse switching lever 252 on the left and right sides of the steering column 245 relative to the meter installation surface 263a. And switches 264a to 264d are installed. The switches 264a to 264d include, for example, a turn-up switch, a reverse lift switch for designating that the rotary tiller 15 is automatically lifted when the vehicle is turning or when the vehicle is reverse, and during the tilling work by the rotary tiller 15. A work machine control switch for automatically performing horizontal control and tillage depth control, a hazard lamp switch for blinking an emergency stop lamp, a side lamp switch for supporting lighting / extinguishing of a work lamp, and the like are assigned.

  As shown in FIG. 6, the meter panel 246 has an engine tachometer 265 that indicates the number of revolutions of the engine 5 as a pointer in the center display area as a driving operation display device. Display lamps 266a to 266d and 267a to 267d using LEDs or the like are provided in a display area outside the display area. The meter panel 246 configured as described above is a display lamp 266a to 266d, 267a to 267d, a warning light indicating an abnormality of each part of the tractor 1, or a display indicating a traveling state of the tractor 1 or an operating state of the rotary tiller 15. Acts as a light. One of the display lamps 266a to 266d and 267a to 267d is assigned to a regeneration lamp 332 (see FIG. 18) that blinks in accordance with the regeneration operation of the exhaust gas purification device 50. In addition, the meter panel 246 includes a liquid crystal panel 330 described later below the engine tachometer 264.

  The meter cover 262 has a structure that protrudes rearward from the installation portion of the meter panel 246 toward the outer periphery. That is, the meter cover 262 includes an inner peripheral side surface 268 that is provided to stand rearward so as to surround the outer side of the meter panel 246, and a U-shaped rear rear surface that is provided so as to surround the left and right sides and the upper side of the outer side of the inner peripheral side surface 268. 269, and an outer peripheral side surface 270 which is an outer periphery of the rear rear surface 269 and is erected from the meter installation surface 263a of the dashboard 263.

  A rear rear surface 269 of the meter cover 262 is a surface substantially parallel to the meter installation surface 263a. A switch 271 is installed on the left surface of the rear back surface 269, and a regeneration switch 329 described later is installed on the right surface of the rear rear surface 269. The switch 271 is assigned to, for example, a work lamp switch that receives lighting / extinguishing of a work lamp installed in the cabin 7 (see FIG. 1).

  The regeneration switch 329 is of a momentary operation type. That is, the regeneration switch 329 is a non-locking type push switch that generates one ON pulse signal when pressed once. The pressing time of the regeneration switch 329 by the operator is adopted as one of criteria for determining whether or not each regeneration control after the reset regeneration control (details will be described later) can be executed. The regeneration switch 329 of the embodiment is configured by a switch with a lamp in which a regeneration switch lamp 345 is built.

  As described above, in the dashboard 263 that is a part of the steering column, the regeneration switch 329 is disposed on the meter cover 262 that is outside the meter panel 246 that is a driving operation display unit. In the embodiment, in the meter panel 246, the display lamp 267a arranged at the uppermost part of the right side region of the engine tachometer 265 is assigned to the regeneration lamp 332 (see FIG. 18). As a result, the regeneration switch 329 is disposed in the vicinity of the meter panel 246 that displays a regeneration request alarm described later by the display lamp 267a. Therefore, the operator operates the regeneration switch 329 while viewing the display on the meter panel 246. It can be carried out. Accordingly, an operator's erroneous operation on the regeneration switch 329 can be prevented.

  In the embodiment, the regeneration switch 329 is disposed in the vicinity of the display lamp 267a of the meter panel 246 that acts as the regeneration lamp 332 (see FIG. 18). That is, the regeneration switch 329 is disposed in the vicinity of the regeneration control request alarm display area on the meter panel 246 serving as a driving operation display unit. Therefore, the operator can easily recognize the operation position of the regeneration switch 329 when the regeneration request alarm is notified by the display of the display lamp 267a.

  The steering column 245, which is a part of the steering column, is provided with an erroneous operation prevention body (reverser guard) 261 in the vicinity of the forward / reverse switching lever 252 for preventing the operator from contacting the forward / reverse switching lever 252 when getting on and off. That is, in the steering column 245, the forward / reverse switching lever 252 is installed on the lower left side with respect to the steering wheel (steering operation tool) 247 disposed at the center position thereof. An erroneous operation preventing body 261 is disposed so as to protrude from the left side surface of the steering column 245 to the left side at a position below the forward / reverse switching lever 252.

  A switch 272 for accepting an operation from the operator is disposed on the upper surface of the erroneous operation preventing body 261 protruding from the left side surface of the steering column 245. In the present embodiment, the switches 272 are composed of momentary operation type switches, that is, non-lock type push switches that emit one ON pulse signal when pressed once, and four switches 272 are installed in the erroneous operation prevention body 261. It is supposed to be. The switches 272 are arranged in a line in the front-rear direction on the upper surface of the erroneous operation prevention body 261 at a position outside the left end of the forward / reverse switching lever 252.

  Accordingly, since the switch 272 is disposed outside (left side) of the steering wheel 247, even if the operator is operating while gripping the steering wheel 247, the switch 272 is on the erroneous operation preventing body 261. The switch 272 can be visually recognized. Further, since the steering wheel 247 is disposed on the outer side (left side) than the operation locus of the forward / reverse switching lever 252, it prevents the operator from touching the switch 272 when operating the forward / reverse switching lever 252. Can prevent erroneous operation.

  Some of the switches 272 are, for example, wiper switches 350 and 351 (for driving water wipers 42 and 43 (see FIG. 1) for removing water droplets on the windshield 40 and the rear glass 41 (see FIG. 1) of the cabin 7, respectively. (See FIG. 18). In addition, a part of the switch 272 may be a back raising switch that sets whether or not the function of raising the rotary tiller 15 automatically in accordance with the backward movement of the tractor 1 or the turning movement of the tractor 1 is set. Various switches are assigned in addition to the above-described regeneration switch 329, such as a turning up switch for setting whether or not the function of automatically raising the rotary tiller 15 is set. Note that a switch having a function other than the switches listed in the above example can be assigned to the switch 272.

  In the configuration example of FIG. 6, as described above, in the right display area of the meter panel 246, the display lamps 267a to 267d are each displayed in the parking brake lamp 346 for notifying the locked state of the parking brake lever 254 (see FIG. 18). , A PTO lamp 348 (see FIG. 18) for informing the on-state of the PTO clutch switch 225, a regeneration lamp 332 (see FIG. 18) for informing a regeneration control request alarm, and an engine abnormality lamp 347 (see FIG. 18). (See FIG. 18). At this time, in the display area on the right outer side, the display lamp 267a is arranged on the right side of the uppermost stage, the display lamp 267b is arranged on the left side of the middle stage, and the display lamps 267c and 267d are arranged on the lowermost stage from the left.

  With this arrangement, the regeneration lamp 332 of the display lamp 267c blinks in the display area on the right side of the meter panel 246, so that the operator recognizes the notification of the regeneration request alarm and at the same time sets the operation position of the regeneration switch 329. It becomes easy to recognize. Further, since the display lamp 267d by the engine abnormality lamp 347 is disposed on the right side of the display lamp 267c by the regeneration lamp 332, as will be described later, the required regeneration control is performed by reset regeneration by the blinking operation of the display lamps 267c and 267d. The operator can easily determine whether the control is non-work regeneration control.

  Further, since the display lamps 267a and 267b to be the parking brake lamp 346 and the PTO lamp 348 are arranged in the display area on the right side in the vicinity of the display lamp 267c by the reproduction lamp 332, as will be described later, the display lamps 267a, 267b, With the blinking operation 267b, the operator can easily recognize which of the non-work regeneration transition conditions is not satisfied when the non-work regeneration control is requested. The display lamps 267a to 267d are not limited to the configuration example of FIG. 6, and the regeneration lamp 332, the parking brake lamp 346, the engine abnormality lamp 347, and the PTO lamp 348 are combined at close positions in the display area of the meter panel 246. Other configurations may be used as long as they are arranged.

  In addition, the central display area of the meter panel 246 has a display lamp 273 made of LEDs or the like in the display area above the engine tachometer 265. The indicator lamp 273 acts as a reverser neutral lamp 349 (see FIG. 18) for notifying the neutral state of the forward / reverse switching lever 252 by imitating the letter “N” on the meter panel 246.

  As shown in FIG. 7, two front pillars 32 are erected from the traveling machine body 2 on the front left and right sides of the cabin 7, and a windshield 40 is fitted between the front pillars 32. On the left and right fenders 19 disposed on the lower rear side of the cabin 7, the side pillars 33 and the rear pillars 34 are erected so as to be disposed in the front-rear direction. Between the front pillar 32 and the side pillar 33 on the left and right side surfaces of the cabin 7, a door 37 is pivotally supported by a hinge 35 to which the side pillar 33 is attached so as to be opened and closed. A side glass 39 is installed between the side pillar 33 and the rear pillar 34. Between the rear pillars 34 at the rear of the cabin 7, a rear glass 41 is pivotally supported at the upper edge so as to be openable and closable. The roof 44 of the cabin 7 is supported by the six pillars 32 to 34.

  As shown in FIGS. 7 and 8, the two left and right front pillars 32 are connected to the horizontal beam frame 45 that supports the windshield 40 from below in the middle. The left and right horizontal rail frames 45 are horizontally extended from the left and right front pillars 32 toward the dashboard 263 that is a part of the steering column. That is, one end of the horizontal rail frame 45 is connected to the front pillar 32, while the other end of the horizontal rail frame 45 is locked to a notch portion provided on the front edge of the dashboard 263 and at the same time on the front edge of the dashboard 263. It is concluded. A front side glass 49 is installed below the left and right horizontal rail frames 45, and a windshield 40 is installed above the horizontal rail frames 45.

  The front side of the dashboard 263 is covered with a heat shield plate 240 for shielding heat from the engine 5 and the like under the hood 6 as shown in FIGS. Further, the front surface of the heat insulating plate 240 is covered with a sound insulating plate 241 for insulating noise from the engine 5 or the like. The front side glass 49 is sandwiched between the heat insulating plate 240 and the sound insulating plate 241 so as to be surrounded by the front side edges of the front pillar 32, the horizontal rail frame 45, and the dashboard 263. The dashboard 263 has a shape in which a part of the upper surface of the dashboard is protruded, and the protrusion is used as a wiper drive mechanism cover 275 so as to cover the rear of the windshield 40 and incorporate the wiper drive mechanism. That is, the wiper drive mechanism cover 275 is disposed on the upper side of the meter panel 246, and the dashboard 263 is configured integrally with the wiper drive mechanism cover 275 that covers the wiper drive mechanism.

  The wiper drive mechanism cover 275 includes a drive motor 276 that generates rotational power to the wiper 42 that is pivotally supported by the windshield 40, and a gear box 277 that includes a gear mechanism that transmits rotational power of the drive motor 276 to the wiper 42. Is installed as a wiper drive mechanism. As the drive motor 276 rotates, the rotation of the drive motor 2766 is transmitted to the wiper rotation shaft 278 of the wiper 42 via the gear box 277, and the wiper 42 rotates along the surface of the windshield 40. The wiper drive mechanism including the drive motor 276 and the gear box 277 is covered with a wiper drive mechanism cover 275 at the rear thereof and covered with a wiper drive mechanism support stay 279 at the front thereof. The wiper drive mechanism support stay 279 is connected to and fixed to the heat shield plate 240 arranged on the front surface thereof, supports the wiper drive mechanism by the drive motor 276 and the gear box 277, and the wiper rotation shaft of the wiper 42. 278 is pivotally supported.

  As shown in FIG. 6, the dashboard 263 has a meter panel 246 fitted and fixed inside the meter cover 262 on the rear surface. As shown in FIG. 8, the dashboard 263 has a wiper drive mechanism (a drive motor 276 and a gear box) covered with a wiper drive mechanism cover 275 by connecting a meter controller 312 to the front surface of a meter panel 246 fitted inside the dashboard 263. 277) The meter controller 312 is disposed on the lower side. The meter controller 312 in the dashboard 263 is electrically connected to the switch 272 on the upper surface of the erroneous operation prevention body 261 and is also electrically connected to the drive motor 276 in the dashboard 263. Based on an input signal from the switch, a control signal is output to the wiper driving mechanism to control the driving of the wiper.

  That is, the meter controller 312 outputs a control signal to the drive motor 276 serving as a wiper drive mechanism based on an input signal from the wiper switch 350 which is one of the switches 272, and controls the drive of the wiper 42. At this time, the wiper switch 272 and the wiper drive mechanism (the drive motor 276 and the gear box 277) are mounted on the steering column by the steering column 245 and the dashboard 263 together with the meter controller 312. Therefore, the electrical connection relationship between the wiper switch 272 and the wiper drive mechanism via the meter controller 312 can be simplified. For this reason, each component for controlling the driving of the wiper 42 is arranged in the steering column. Therefore, the configuration for controlling the driving of the wiper 42 can be made compact, and the driving control of the wiper 42 by the wiper switch 350 can be performed. Responsiveness will be good.

  Next, a schematic structure of the common rail type engine 5 in the embodiment will be described with reference to FIGS. 9 to 13. In the following description, both sides along the engine output shaft 24 (both sides sandwiching the engine output shaft 24) are left and right, the cooling fan 56 side is the front side, the flywheel 25 side is the rear side, and the exhaust manifold 54 is placed. The left side is referred to as the left side, and the side where the intake manifold 53 is disposed is referred to as the right side.

  As shown in FIGS. 9 to 13, the engine 5 as a prime mover mounted on a work vehicle such as a tractor includes a continuous regeneration type exhaust gas purification device 50 (DPF). The exhaust gas purification device 2 removes particulate matter (PM) in the exhaust gas discharged from the engine 5 and reduces carbon monoxide (CO) and hydrocarbons (HC) in the exhaust gas.

  The engine 5 includes a cylinder block 51 that houses an engine output shaft 24 (crankshaft) and a piston (not shown). A cylinder head 52 is mounted on the cylinder block 51. An intake manifold 53 is disposed on the right side surface of the cylinder head 52. An exhaust manifold 54 is disposed on the left side surface of the cylinder head 52. That is, the intake manifold 53 and the exhaust manifold 54 are distributed and arranged on both side surfaces along the engine output shaft 24 in the engine 5. A head cover 55 is disposed on the upper surface of the cylinder head 52. A cooling fan 56 is provided on one side of the engine 5 that intersects the engine output shaft 24, specifically, on the front surface of the cylinder block 51. Rotational power is transmitted to the cooling fan 56 from the front end side of the engine output shaft 24 via the V belt 72.

  A flywheel housing 57 is provided on the rear surface of the cylinder block 51. The flywheel 25 is disposed in the flywheel housing 57. A flywheel 25 is pivotally supported on the rear end side of the output shaft 24. The power of the engine 5 is extracted from the working part of the work vehicle 1 via the engine output shaft 24. An oil pan 59 is disposed on the lower surface of the cylinder block 51. Lubricating oil in the oil pan 59 is supplied to each lubricating portion of the engine 5 through an oil filter 60 disposed on the right side surface of the cylinder block 51.

  A fuel supply pump 327 for supplying fuel is mounted on the right side surface of the cylinder block 51 above the oil filter 60 (below the intake manifold 53). An injector 340 with an electromagnetic open / close control type fuel injection valve 328 (see FIG. 19) is provided in the engine 5. A fuel tank 344 (see FIG. 19) mounted on the work vehicle is connected to each injector 340 via a fuel supply pump 327, a cylindrical common rail 341, and a fuel filter 343 (see FIG. 19).

  Fuel in the fuel tank 344 is pumped from the fuel supply pump 327 to the common rail 341 via the fuel filter 343, and high-pressure fuel is stored in the common rail 341. By controlling the fuel injection valve 328 of each injector 340 to open and close, the high-pressure fuel in the common rail 341 is injected from each injector 340 into each cylinder of the engine 5. An engine starter 61 is provided in the flywheel housing 57. The pinion gear of the engine starter 61 meshes with the ring gear of the flywheel 25. When the engine 5 is started, the engine output shaft 24 starts to rotate by rotating the ring gear of the flywheel 25 by the rotational force of the starter 61 (so-called cranking is executed).

  A cooling water pump 71 is disposed coaxially with the fan shaft of the cooling fan 56 on the front side of the cylinder head 52 (on the cooling fan 56 side). An alternator 73 is provided on the left side of the engine 5, specifically on the left side of the cooling water pump 71, as a generator that generates electric power using the power of the engine 5. Cooling water in the radiator mounted on the work vehicle that transmits rotational power to the cooling fan 56, the cooling water pump 71, and the alternator 73 from the front end side of the engine output shaft 24 via the V-belt 72 is supplied to the cooling water pump. By driving 71, the cylinder block 51 and the cylinder head 52 are supplied to cool the engine 5.

  Engine leg mounting portions 74 are provided on the left and right side surfaces of the oil pan 59, respectively. Each engine leg mounting portion 74 can be bolted to an engine leg (not shown) having vibration-proof rubber. In the embodiment, the oil pan 59 is sandwiched between a pair of left and right engine frames in the work vehicle, and the engine leg mounting portions 74 on the oil pan 59 side are bolted to the engine frames 14, whereby both engine frames 14 of the work vehicle 1 are connected. Supports the engine 5. The oil pan 59 has a groove-like recess 66 that is parallel to the engine output shaft 24 at the center of the bottom surface. The front wheel drive shaft 85 of the work vehicle 1 is inserted into the recess 66 of the oil pan 59 and connected to the front axle case (see FIG. 1).

  As shown in FIGS. 12 and 13, an air cleaner 145 is connected to the inlet portion of the intake manifold 53 via an EGR device 76 (exhaust gas recirculation device). The EGR device 76 is mainly located on the right side of the engine 5, specifically, on the right side of the cylinder head 52. The fresh air (external air) sucked into the air cleaner 145 is dedusted and purified by the air cleaner 145, then sent to the intake manifold 53 via the EGR device 76, and supplied to each cylinder of the engine 5.

  The EGR device 76 mixes a part of the exhaust gas of the engine 5 (EGR gas) and fresh air and supplies the air to the intake manifold 53, and an intake throttle member 78 that causes the air cleaner 145 to communicate with the EGR main body case. The recirculation exhaust gas pipe 80 connected to the exhaust manifold 54 via the EGR cooler 29 and the EGR valve member 81 for communicating the EGR main body case with the recirculation exhaust gas pipe 80 are provided. In the embodiment, the intake intake side of the intake manifold 53 constitutes an EGR main body case.

  That is, the intake throttle member 78 is connected to the intake intake side of the intake manifold 53. The outlet side of the recirculation exhaust gas pipe 80 is also connected to the intake intake side of the intake manifold 53. The inlet side of the recirculated exhaust gas pipe 80 is connected to the exhaust manifold 54 via the EGR cooler 79. By adjusting the opening degree of the EGR valve in the EGR valve member 81, the supply amount of EGR gas to the intake intake side of the intake manifold 53 is adjusted.

  In the above configuration, fresh air is supplied from the air cleaner 145 to the intake manifold 53 intake side via the intake throttle member 78, while EGR gas is supplied from the exhaust manifold 54 to the intake intake side of the intake manifold 53. Fresh air from the air cleaner 145 and EGR gas from the exhaust manifold 54 are mixed on the intake intake side of the intake manifold 53. By recirculating a part of the exhaust gas discharged from the engine 5 to the exhaust manifold 54 from the intake manifold 53 to the engine 5, the maximum combustion temperature at the time of high load operation decreases, and NOx (nitrogen oxide) from the engine 5 decreases. Emissions are reduced.

  An exhaust gas purification device 50 is disposed on the upper surface side of the engine 5 above the exhaust manifold 54, that is, above the exhaust manifold 54 on the left side of the cylinder head 52. The exhaust gas purification device 50 is for collecting particulate matter (PM) and the like in the exhaust gas, and has a substantially cylindrical shape extending long in the left-right direction parallel to the output shaft (crankshaft) 24 of the engine 5. It is configured. Exhaust gas inlet pipes 86 and exhaust gas outlets 93 are provided separately on the left and right sides of the engine 5 on the left and right sides of the exhaust gas purification device 50 (upstream and downstream in the exhaust gas movement direction). An exhaust gas inlet pipe 86 on the exhaust gas intake side of the exhaust gas purification device 50 is bolted to the exhaust manifold 54 so as to be detachable.

The structure of the exhaust gas purification device 50 will be described. The exhaust gas purification device 50 includes a purification housing 87 having a purification inlet pipe 86. Inside the purification housing 87 is a diesel oxidation catalyst 88 such as platinum that generates nitrogen dioxide (NO ₂ ), and a soot filter having a honeycomb structure that continuously oxidizes and removes the collected particulate matter (PM) at a relatively low temperature. 89 are arranged in series in the exhaust gas movement direction. The diesel oxidation catalyst 88 and the soot filter 89 are accommodated in the purification housing 87. For example, a silencer or a tail pipe is connected to the exhaust gas outlet 93 of the purification housing 87 via an exhaust pipe, and the exhaust gas is discharged from the exhaust gas outlet 93 to the outside via the silencer or the tail pipe.

  The purification housing 87 is attached to the cylinder head 52 and the exhaust manifold 54 via a flange side bracket leg 83 and a casing side bracket leg 84 as supports. The base end side of the flange side bracket leg 83 is detachably bolted to a joint flange on the outer peripheral side of the purification housing 87. Further, the base end side of the casing side bracket leg 84 is bolted to the outer cover body of the purification housing 87 so as to be detachable. The front end side of the flange side bracket leg 83 is detachably bolted to the side surface of the cylinder head 52 on the cooling fan 56 side. The front end side of the casing side bracket leg 84 is detachably bolted to the side surface of the cylinder head 52 on the flywheel housing 57 side.

  The purification housing 87 is connected to the exhaust manifold 54 via the exhaust gas inlet pipe 86 by fastening the inlet flange body of the exhaust gas inlet pipe 86 to the outlet portion of the exhaust manifold 54. As a result, the purification housing 87 is stably connected and supported by the bracket legs 83 and 84 to the exhaust manifold 54 and the cylinder head 52 which are high-rigidity parts of the engine 5. Therefore, it is possible to suppress damage to the exhaust gas purification device 5 due to vibration or the like.

In the above configuration, nitrogen dioxide (NO ₂ ) generated by the oxidation action of the diesel oxidation catalyst 88 is taken into the soot filter 89. Particulate matter contained in the exhaust gas of the engine 5 is collected by the soot filter 89 and continuously oxidized and removed by nitrogen dioxide (NO ₂ ). In addition to the removal of particulate matter (PM) in the exhaust gas of the engine 5, the content of carbon monoxide (CO) and hydrocarbon (HC) in the exhaust gas of the engine 5 is reduced.

  A plurality of engine operation sensor power supply system harnesses 111 connected to the engine controller 311 (see FIG. 14) or the battery 202 (see FIG. 14), a plurality of common rail power supply system harnesses 112 connected to the fuel injection valve 328, and the engine 5 And a plurality of engine operation sensor signal system harnesses 113 connected to operation sensors (not shown) provided at various locations. As a plurality of harness assemblies 114, 115, 116 attached to the engine 5, the harnesses 111, 112, 113 are grouped together.

  With the above configuration, the weight of one harness (harness assemblies 114, 115, 116) can be suppressed by dividing the common rail power supply system harness 112 and the engine operation sensor signal system harness 113 by function. The degree of freedom of layout of each harness assembly 114, 115, 116 is increased. Further, since each harness assembly 114, 115, 116 can be exchanged, a harness other than the common rail power system harness can be shared with the engine 5 having a different number of cylinders as in the case of a three-cylinder engine or a four-cylinder engine.

  Of the side surfaces of the cylinder block 51, the connector bracket 117 is fixed to the side surface between the common rail 341 and the oil filter 60, and a plurality of sets of harness connectors 118 are detachably fixedly supported on the connector bracket 117. A common rail power supply system harness 112, an engine operation sensor signal system harness 113, and an exhaust gas purifier signal system harness (not shown) are electrically connected to 5 sets of engine operation sensor power system harnesses 111 via 5 sets of harness connectors 118, respectively. Connect. That is, the common rail power supply system harness 112 is connected to the engine operation sensor power supply system harness 111 via a pair of harness connectors 118. An engine operation sensor signal system harness 113 is connected to the engine operation sensor power supply system harness 111 via three sets of harness connectors 118. Further, an exhaust gas purifying device signal system harness (not shown) is connected to the engine operation sensor power supply system harness 111 via a set of harness connectors 118. A plurality of exhaust gas purifying device signal system harnesses 50 are connected to the DPF temperature sensor 326 (see FIG. 18) and the differential pressure sensor 325.

  Further, as shown in FIG. 12, a harness assembly 115 (common rail power supply system harness 112) and a harness assembly 116 (engine operation sensor signal system harness 113) are extended on the outer peripheral sides of the intake manifold 53 and the common rail 341, respectively. ing. On the other hand, the common rail 341 is disposed below the intake manifold 53, and the harness connector 118 is assembled below the common rail 341. The harnesses 112 and 113 are installed along the outer surface of the engine 5 while separating the harnesses 112 and 113 from the outer surface of the engine 5 for a certain distance. It is possible to prevent the harnesses 112 and 113 from greatly protruding from the outer surface of the engine 5. A harness connector 118 is installed in the cooling air passage of the engine 5 formed between the common rail 341 and the oil filter 60. The outside of the harness connector 118 is protected by the oil filter 60. For example, in maintenance work of the engine 5 or the like, it is possible to reduce the occurrence of problems such as bringing a tool into contact with the harness connector 118.

  Next, the configuration in the engine room 10 under the hood 6 will be described with reference to FIG. A front grill 138 is formed below the front part of the bonnet 6. The front, upper and left and right sides of the engine 5 are covered by the left and right engine covers 139 and the bonnet 6 supported by the engine frame 14. On the front side of the engine frame 14, a radiator 109 with a fan shroud 141 attached to the back side is erected so as to be positioned on the front side of the engine 5. The fan shroud 141 surrounds the outer peripheral side of the cooling fan 56 and allows the radiator 109 and the cooling fan 56 to communicate with each other.

  A rectangular frame 142 is erected on the front side of the radiator 109. An oil cooler 143 that cools the hydraulic oil in the mission case 111 and a battery 202 for supplying power are arranged in front of the frame frame 142. Due to the rotation of the cooling fan 56, the cooling air blows against the oil cooler 143 and the radiator 109 and then flows toward the engine 5 via the fan shroud 141.

  An air cleaner 145 for purifying fresh air introduced into the engine 5 is disposed above the oil cooler 143 and the battery 202 in front of the frame frame 142. An intake relay pipe 146 extending from one side of the air cleaner 145 is connected to the inlet portion of the intake manifold 53 via the EGR device 76. A fresh air introduction pipe for introducing fresh air into the air cleaner 145 is formed on the outer peripheral surface of the air cleaner 145.

  On the front side of the cabin 7, a shielding plate 144 that partitions the engine 5 side and the dashboard 263 (steering column) side is provided. The left and right engine covers 139, the hood 6, and the shielding plate 144 constitute an engine room 10 that surrounds the front, rear, right, left, and upper sides of the engine 5. An upper support frame 147 extending in the front-rear direction is spanned between the upper rear surface of the fan shroud 141 and the upper front surface of the shielding plate 144. On the other hand, a longitudinally long bonnet stay 155 is provided at a position facing the upper support frame 147 on the inner surface side of the bonnet 6. The rear end side of the bonnet stay 155 is attached to the shielding plate 144 via the bonnet opening / closing fulcrum shaft 156 so as to be vertically rotatable. A gas damper 157 is mounted between the upper support frame 154 and the bonnet stay 155.

  The end of the gas damper 157 on the rod side is pivotally attached to the front side of the upper support frame 147 by a laterally extending pin shaft. The cylinder-side end of the gas damper 157 is pivotally attached to the front and rear middle part of the bonnet stay 155 so as to be rotatable by a laterally extending pin shaft. After unlocking the bonnet locking mechanism, the front part of the bonnet 6 is lifted upward, so that the bonnet 6 rotates upward around the bonnet opening / closing fulcrum shaft 156 and the front and upper sides of the engine 5 are opened. Is done. And the bonnet 6 is hold | maintained in the open position by the tension action of the gas damper 157. FIG.

  A sensor bracket (sensor support) 148 that supports a differential pressure sensor 325 integrally provided with an electrical wiring connector is attached to the upper support frame 147. The sensor bracket 148 is detachably attached to the upper support frame 147, and supports the electrical wiring connector 149 of the DPF temperature sensor 326 (see FIG. 18) together with the differential pressure sensor 325.

  The sensor bracket 148 attached to the upper support frame 147 is disposed on the upper side of the exhaust gas purification device 50. Therefore, the differential pressure sensor 325 supported by the sensor bracket 148 can measure the pressure difference of the exhaust gas between the upstream side and the downstream side of the soot filter 40. Further, since the sensor bracket 148 can be disposed at a position away from the exhaust gas purification device 50, the influence of exhaust heat from the exhaust gas purification device 50 on the electronic components supported by the sensor bracket 148 can be reduced.

  The DPF temperature sensor 326 (see FIG. 18) is a thermistor type upstream gas temperature sensor and downstream gas temperature sensor, and is attached to the gas purification housing 87. The DPF temperature sensor 326 is an upstream gas temperature sensor that detects the exhaust gas temperature on the gas inflow side end face of the diesel oxidation catalyst 88, and the downstream gas temperature sensor detects the exhaust gas temperature on the gas outflow side end face of the diesel oxidation catalyst 88. Is detected.

  The differential pressure sensor 325 is connected to the upstream and downstream sensor pipe boss bodies installed so as to sandwich the soot filter 89 in the gas purification housing 87, and the upstream and downstream sensor pipes. . The differential pressure sensor 325 detects the pressure difference of the exhaust gas between the upstream side and the downstream side of the soot filter 89. Based on the exhaust pressure difference between the upstream side and the downstream side of the soot filter 89, the accumulation amount of the particulate matter in the soot filter 89 is calculated, and the clogged state in the soot filter 89 can be grasped.

  Next, a support structure of the engine controller 311 will be described with reference to FIGS. The engine controller 311 is attached to a controller support body 160 erected on the rear end side of the engine frame 14, and is disposed on one side of the intake manifold 53 side of the engine 5. Since the engine controller 311 can be fixed to the high-rigidity engine frame 14, the support rigidity of the engine controller 311 can be easily improved, and the assembly workability of the engine controller 311 can be easily improved.

  The engine controller 311 is disposed outside the engine frame 14 and inside the engine cover 139 by the controller support 160. Thus, when the cooling air introduced into the engine room 10 by the cooling fan 59 in front of the engine 5 is discharged from the engine cover 139, the engine controller 311 is arranged in the cooling air passage.

  Therefore, since the engine controller 311 can be disposed on the side of the engine that becomes the exhaust heat space of the engine, abnormal operation such as thermal runaway of the engine controller 311 can be prevented. Since the engine controller 311 is disposed on one side of the intake manifold 53 in the engine 5, the engine controller 311 can be disposed away from a heat source such as the exhaust purification filter 50 on the exhaust manifold 52. Furthermore, the engine controller 311 disposed inside the engine cover 139 is not directly exposed to muddy water or rainwater.

  As shown in FIG. 16, the controller support body 160 includes a rear support stay 161 that is erected at the rear end of the engine frame 14 and a front side that is erected at a position ahead of the rear support stay 161 in the engine frame 14. The support stay 162 and the bridging stay 163 installed on the support stays 161 and 162 are configured. The rear support stay 161 has a lower end fastened to the outer surface of the engine frame 14 and an upper end fastened to an EGR device 76 disposed on the side surface of the engine 5. The front support stay 162 has a lower end fastened to the engine frame 14. The bridging stay 163 is fixed to the support stays 161 and 162 at both left and right ends so as to bridge the middle positions of the support stays 161 and 162.

  The rear support stay 161 has a shape in which an upper portion thereof is bent so as to protrude outward from the engine frame 14, and a vibration isolating rubber 165 is provided in the bent portion. The front support stay 162 is bent at its upper end, and a vibration-proof rubber 165 is provided at the bent portion. Further, the bridging stay 163 is provided with a vibration isolating rubber 165 on the outer surface thereof. As shown in FIG. 17, the engine controller 311 is fixed to the outer surface of the controller fixing plate 164, and the controller 164, via the anti-vibration rubber 165, the bent portions of the support stays 161 and 162 and the bridging stay 163. It is fixed to the outer surface of the.

  The controller support 160 has an upper end fixed to the engine 5 and a lower end fixed to the engine frame 14, and the engine controller 311 is fixed to the controller support via an anti-vibration rubber 165. Therefore, since the controller support 160 is fixed by the engine 5 and the engine frame 14, the support rigidity of the engine controller 311 can be increased. Since the engine controller 311 is attached to the controller support body 160 via the anti-vibration rubber 165, the influence of vibration (low frequency vibration) of the engine 5 can be reduced, and the engine controller can be prevented from malfunctioning. it can. Furthermore, by adopting a structure in which the harness connector is attached to the side surface of the engine, the harness length between the harness connector and the engine controller can be shortened, and the assembly workability of the engine controller or the like can be improved.

  A harness connector 118 is attached to the side surface of the engine 5 via a harness bracket 117, and an engine controller 311 supported by a controller support 160 is disposed outside the harness connector 118. That is, the harness connector 118 is disposed between the controller support 160 and the cylinder block 52 of the engine 5. Specifically, the harness connector 118 is disposed between the rear support stay 161 and the cylinder block 52. Therefore, the harness length between the harness connector 118 and the engine controller 311 can be shortened, the assembling workability of the engine controller 311 and the like can be improved, and the response of the signal by the engine controller 311 is improved.

  Next, a configuration for executing various controls (shift control, automatic horizontal control, tillage depth automatic control, etc.) of the tractor 1 will be described with reference to FIG. As shown in FIG. 18, the tractor 1 includes an engine controller 311 that controls driving of the engine 5, a meter controller (driving operation display controller) 312 that controls display operation of the meter panel 246 mounted on the steering column (steering column) 245, and The machine controller 313 that controls the speed of the traveling machine body 2 and the work machine controller 314 that controls the state of the rotary tiller 15 are provided.

  Each of the controllers 311 to 314 includes a CPU for executing various arithmetic processes and controls, a ROM for storing control programs and data, a RAM for temporarily storing control programs and data, and a timer for measuring time And an input / output interface and the like, and are connected to each other via a CAN communication bus 315 so that they can communicate with each other. The engine controller 311 and the meter controller 312 are connected to the battery 202 via the power application key switch 201. The key switch 201 is a rotary switch that can be rotated by a predetermined key inserted into the keyhole, and is attached to the right side position of the steering column 245 of the dashboard 263 as shown in FIG.

  On the input side of the meter controller 312, a steering potentiometer 210 that detects the amount of rotation (steering angle) of the steering handle 9, a display changeover switch 231 that switches the display on the liquid crystal panel 330, and an input member that permits the regeneration operation of the exhaust gas purification device 50. And the wiper switches 350 and 351 for controlling the driving of the wipers 42 and 43 are connected.

  Further, on the output side of the meter controller 312, an alarm buzzer 331 that rings in association with a drive motor 276 that rotates the wiper 42 of the windshield 41, the liquid crystal panel 330 in the meter panel 246, the regeneration operation of the exhaust gas purification device 50, and the like. , A regeneration lamp 332 as a warning lamp that flashes in relation to the regeneration operation of the exhaust gas purifying device 50, a parking brake lamp 346 that lights when the parking brake lever 254 is locked, and lights when there is an abnormality in the engine 5 An engine abnormality lamp 347 that is turned on, a PTO lamp 348 that is turned on when the PTO clutch switch 225 is in the on state, and a reverser neutral lamp 349 that is turned on when the forward / reverse switching lever 252 is in the neutral state are connected.

  On the input side of the machine controller 313, a forward / reverse potentiometer 211 that detects the operation position of the forward / reverse switching lever 252, a main transmission output shaft rotation sensor 212 that detects the output rotational speed of the main transmission output shaft 36, front and rear wheels 3, 4, a vehicle speed sensor 213 that detects the rotational speed (traveling speed) 4, a brake pedal switch 220 that detects whether the brake pedal 251 is depressed, an auto brake switch 221 that switches the auto brake solenoid valves 67 a and 67 b, and a main transmission lever 290. The main transmission potentiometer 222 that detects the operation position of the vehicle, the parking brake switch 235 that is turned on when the left and right brake pedals 251 are depressed by the parking brake lever 254 (the locked state by the parking brake lever 254), and the rotation speed / vehicle speed setting Dial 226, rotation speed / vehicle speed selection switch 227, and are connected to mode selection switch 232.

  On the output side of the machine controller 313, a forward clutch solenoid valve 46 that operates a forward clutch cylinder (not shown), a reverse clutch solenoid valve 48 that operates a reverse clutch cylinder (not shown), and a sub-shift. A high-speed clutch solenoid valve 136 for operating a hydraulic cylinder (not shown), a proportional control valve 123 for operating a main transmission hydraulic cylinder (not shown) in proportion to the amount of tilting operation of the main transmission lever 290, Auto brake electromagnetic valves 67a and 67b for operating the brake operation mechanisms 65a and 65b are connected.

  On the input side of the work machine controller 314, a pendulum type rolling sensor 214 that detects the right and left inclination angle of the traveling machine body 2, and a potentiometer type working unit that detects the relative right and left inclination angle of the rotary tiller 15 with respect to the traveling machine body 2. A position sensor 215, a potentiometer type lift angle sensor 216 that detects a rotation angle of a lift arm (not shown) that connects the hydraulic lifting mechanism 20 and the left and right lower links 21, and a variation in tillage depth of the rotary tiller 15 A potentiometer-type rear cover sensor 217 for detecting the vertical rotation angle of the tilling rear cover 195 (see FIGS. 1 and 2) that rotates up and down, and a work unit position dial that manually changes and adjusts the height position of the rotary tiller 15 Position dial sensor 223 for detecting 300 operation positions, tilling depth setting dial 24, PTO clutch switch 225, tilt manual switch 228, the automatic lift switch 229, lifting the fine adjustment switch 230, the inclined setting dial 233, they are connected highest position setting dial 234, and the lowering speed setting dial 235.

  On the output side of the work machine controller 314, hydraulic oil is supplied to a PTO clutch hydraulic solenoid valve 104 that operates a PTO clutch 100 (not shown) and a single-acting hydraulic cylinder (not shown) of the hydraulic lifting mechanism 20. The control solenoid valve 121 and the regeneration switch lamp 345 that is built in the regeneration switch 329 and blinks in accordance with the regeneration operation of the exhaust gas purification device 50 are connected.

  As shown in FIG. 19, at least the rail pressure sensor 321 for detecting the fuel pressure in the common rail 341, the electromagnetic clutch 342 for rotating or stopping the fuel supply pump 327, and the rotation of the engine 5 are provided on the input side of the engine controller 311. An engine rotation sensor 322 for detecting the speed (camshaft position of the engine output shaft 24), an injection setting device 333 for detecting and setting the number of fuel injections of the injector 340 (number of times during the fuel injection period of one stroke), an accelerator operating tool A throttle position sensor 334 for detecting the operation position, an intake air temperature sensor 335 for detecting the intake air temperature in the intake passage, an exhaust temperature sensor 336 for detecting the exhaust gas temperature in the exhaust passage, and a coolant temperature for detecting the coolant temperature of the engine 5 Fuel temperature for detecting the fuel temperature in the sensor 323 and the common rail 341 Sensor 324, EGR temperature sensor 337 that detects the temperature of EGR gas, differential pressure sensor 325 that detects the differential pressure of exhaust gas before and after the soot filter 89 (upstream and downstream) in the exhaust filter 50, and exhaust gas in the exhaust filter 50 A DPF temperature sensor 326 for detecting the gas temperature is connected.

At least the electromagnetic solenoid of each fuel injection valve 328 is connected to the output side of the engine controller 311. That is, the high-pressure fuel stored in the common rail 341 is injected from the fuel injection valve 328 in a plurality of times during one stroke while controlling the fuel injection pressure, the injection timing, the injection period, and the like, so that nitrogen oxide (NOx ), And complete combustion with reduced generation of soot, carbon dioxide (CO ₂ ) and the like is performed to improve fuel efficiency. Also connected to the output side of the engine controller 311 are an intake throttle member 78 for adjusting the intake pressure (intake amount) of the engine 5, an EGR valve member 81 for adjusting the supply amount of EGR gas to the intake manifold 53, and the like. doing.

  The engine controller 311 basically calculates the torque of the engine 5 from the rotational speed detected by the engine rotation sensor 314 and the throttle position detected by the throttle position sensor 334, and calculates the target fuel injection amount using the torque and output characteristics. Then, fuel injection control for operating the common rail 341 based on the calculation result is executed. The fuel injection amount of the common rail 341 is mainly adjusted by adjusting the valve opening period of each fuel injection valve 328 and changing the injection period to each injector 340.

  As a control method (regeneration control method) of the engine 5, normal operation control (self-regeneration control) in which the exhaust filter 50 spontaneously regenerates only by normal operation of the engine 5, and the clogged state of the exhaust filter 50 exceed a specified level. Then, the assist regeneration control for automatically increasing the exhaust gas temperature by utilizing the load increase of the engine 5, the reset regeneration control for increasing the exhaust gas temperature by using the post injection, and the high idle rotation speed of the post injection and the engine 5. And non-work regeneration control (which may be referred to as parking regeneration control or emergency regeneration control) for increasing the exhaust gas temperature.

  Normal operation control is a control format for traveling on the road or during farm work. In normal operation control, the relationship between the rotational speed N and the torque T in the engine 5 is in the self-regeneration region of the output characteristic map, and the amount of PM oxidation in the exhaust filter 5 exceeds the amount of PM trapped. The exhaust gas is hot.

  In the assist regeneration control, the exhaust filter 50 is regenerated by adjusting the opening degree of the intake throttle member 78 and after injection. That is, in the assist regeneration control, the intake air amount to the engine 5 is limited by closing the EGR valve member 81 and closing (squeezing) the intake throttle member 78 to a predetermined opening. Then, the load on the engine 5 increases, so that the fuel injection amount of the common rail 341 increases to maintain the set rotational speed, and the exhaust gas temperature of the engine 5 increases. In accordance with this, diffusion combustion is activated by after-injection that is injected with a slight delay with respect to the main injection, and the exhaust gas temperature of the engine 5 is raised. As a result, PM in the exhaust filter 50 is removed by combustion. In any of the regeneration controls described below, the EGR valve member 81 is closed.

  In the reset regeneration control, when the assist regeneration control fails (when the clogged state of the exhaust filter 50 does not improve and PM remains), or when the accumulated drive time TI of the engine 5 is equal to or longer than the set time TI1 (for example, about 100 hours). It is done when it becomes. In the reset regeneration control, the exhaust filter 50 is regenerated by performing post injection in addition to the mode of assist regeneration control. That is, in the reset regeneration control, in addition to the adjustment of the opening degree of the intake throttle member 78 and after injection, unburned fuel is directly supplied into the exhaust filter 50 by post injection, and the unburned fuel is burned by the diesel oxidation catalyst 88. As a result, the exhaust gas temperature in the exhaust filter 50 is raised (about 560 ° C.). As a result, the PM in the exhaust filter 50 is forcibly burned off.

  Non-work regeneration control is performed when the reset regeneration control fails (when the clogged state of the exhaust filter 50 does not improve and PM remains). In the non-work regeneration control, in addition to the reset regeneration control mode, the exhaust gas temperature of the engine 5 is increased by maintaining the rotational speed N of the engine 5 at a high idle rotational speed (maximum rotational speed, for example, 2200 rpm). Above, the exhaust gas temperature is also raised by post injection in the exhaust filter 50 (about 600 ° C.). As a result, PM in the exhaust filter 50 is forcibly burned and removed under better conditions than the reset regeneration control. Note that the intake throttle member 78 in non-work regeneration control is not throttled, but is completely closed. The after injection in the non-work regeneration control is performed with a retard (retarded angle) than the assist regeneration control and the reset regeneration control.

  In non-work regeneration control, the output of the engine 5 is limited to a maximum output during parking that is lower than the maximum output (for example, about 80% of the maximum output). In this case, since the rotation speed N of the engine 5 is maintained at a high idle rotation speed, the fuel injection amount of the common rail 341 is adjusted so that the torque T is suppressed and the maximum output during parking is achieved.

  Next, an example of the exhaust filter 50 regeneration control by the engine controller 311 will be described with reference to the flowcharts of FIGS. That is, the algorithms (programs) shown in the flowcharts of FIGS. 20 and 21 are stored in the ROM of the engine controller 311. The algorithms are called into the RAM and then processed by the CPU, and the above-described reproduction control is executed. Is done.

  As shown in FIG. 20, in the exhaust filter 50 regeneration control, first, if the key switch 201 is on (S101: YES), the engine rotation sensor 322, the cooling water temperature sensor 323, the differential pressure sensor 325, and the DPF temperature sensor 326 The detected value, the opening degree of the intake throttle member 78 and the EGR valve member 81, and the fuel injection amount by the common rail 341 are read (S102). That is, the engine controller 311 detects the detected values of the engine rotation sensor 322, the cooling water temperature sensor 323, the differential pressure sensor 325 and the DPF temperature sensor 326, the opening degrees of the intake throttle member 78 and the EGR valve member 81, and the fuel injection by the common rail 341. Read the amount and.

  Next, if the cumulative drive time TI after executing the reset regeneration control or the non-work regeneration control in the past is less than the set time TI1 (for example, 50 hours) (S103: NO), the PM accumulation amount in the exhaust filter 50 is set. Estimate (S104). The PM accumulation amount estimation is based on the P method based on the detection value of the differential pressure sensor 325 and the exhaust gas flow rate map, the C method based on the detection value of the engine rotation sensor 322, the fuel injection amount, the PM emission amount map, and the exhaust gas flow rate map. Using the law. If the PM accumulation amount is not less than a prescribed amount Ma (for example, 8 g / l) (S105: YES), assist regeneration control is executed (S106).

  During the assist regeneration control, the PM accumulation amount in the exhaust filter 202 is estimated based on the detection value of the engine rotation sensor 322, the fuel injection amount, the PM emission amount map, and the exhaust gas flow rate map (S107). If the PM accumulation amount is less than a prescribed amount Ma (for example, 6 g / l) (S108: YES), the assist regeneration control is terminated and the normal operation control is resumed. When the PM accumulation amount is equal to or greater than the prescribed amount Ma (S108: NO), when a predetermined time TI4 (for example, 10 minutes) has elapsed in this state (S109: YES), the step is a reset standby mode before reset regeneration control. The process proceeds to S201.

  Returning to step S103, if the cumulative drive time TI is equal to or longer than the set time TI1 (S103: YES), the process proceeds to step S201, which is a reset standby mode, and a reset regeneration request is executed. At this stage, the regeneration lamp 332 and the regeneration switch lamp 345 blink slowly (for example, 0.5 Hz), and the alarm buzzer 331 sounds intermittently (for example, 0.5 Hz). At this time, the meter controller 312 receives a command signal (regeneration control request output) for executing a reset regeneration request from the engine controller 311 via the CAN communication bus 315. At the same time as the reproduction lamp 332 blinks at a low speed, the alarm buzzer 331 sounds at a low speed. In addition, the work machine controller 314 receives a command signal from the meter controller 312 via the CAN communication bus 315 and causes the regeneration switch lamp 345 to blink at low speed.

  As described above, in step S201, the meter controller 312 and the work machine controller 314 receive the command signal from the engine controller 311 to drive the alarm buzzer 331, the regeneration lamp 332, and the regeneration switch lamp 345, respectively. At this time, the blinking cycles of the regeneration lamp 332 and the regeneration switch lamp 345 are synchronized. In the present embodiment, as shown in the configuration of FIG. 6, the display lamp 264a of the meter panel 246 is blinked, and at the same time, the regeneration switch lamp 345 built in the regeneration switch 329 near the display lamp 264a is blinked. Therefore, the operator can immediately confirm the position of the regeneration switch 329 for which the manual operation is urged by the regeneration control request alarm based on the driving of the alarm buzzer 331, the regeneration lamp 332, and the regeneration switch lamp 345. In this case, since the engine controller 311 does not determine that the exhaust gas purification device 50 is abnormal, the meter controller 312 keeps the engine abnormal lamp 347 off.

  In step S201, the meter controller 312 switches the screen display of the liquid crystal panel 330 to the display based on the reset reproduction request information that prompts execution of reset reproduction control. "Please do" may be displayed as an operation instruction sign such as character data. At this time, the operation of the display changeover switch 231 means that the screen display of the liquid crystal panel 330 returns from the reset regeneration request information to normal information (display information during normal operation). Here, if the display changeover switch 231 is operated in a state where the reset reproduction request information is displayed on the screen of the liquid crystal panel 330 without turning on the reproduction switch 329, the screen display of the liquid crystal panel 330 displays the normal information and the reset reproduction request. Transitions alternately to information at a predetermined timing (for example, every 2 seconds). When the reset regeneration control is required, the operator can confirm both the normal information and the reset regeneration request information, and considers that there is no problem in the operation of the combine while traveling on the road or during farming.

  Thereafter, when the regeneration switch 329 is turned on for a predetermined time (for example, 3 seconds) (S202: YES), reset regeneration control is executed (S203). At this stage, the meter controller 312 and the work machine controller 314 receive a reset regeneration control execution notification signal from the engine controller 311 to turn on the regeneration lamp 332 and the regeneration switch lamp 345 and stop the alarm buzzer 331 from sounding. Further, the screen display of the liquid crystal panel 330 may be changed from the reset reproduction request information to the reset reproduction execution information by a notification sign such as character data “reset reproduction in progress”. Therefore, the operator confirms the display contents of the meter panel 246 (lighting of the regeneration lamp 332 or the screen display of the liquid crystal panel 330) and the state of the regeneration switch 329 (lighting of the regeneration switch lamp 345), thereby performing the reset regeneration control. The user can easily recognize that the operation is in progress and call the operator's attention. In the case of displaying the notification sign, the screen display of the liquid crystal panel 330 is returned to the normal information from the reset reproduction execution information by operating the display changeover switch 231.

  During execution of the reset regeneration control, the PM accumulation amount in the exhaust filter 50 is estimated (S204). If the PM accumulation amount is less than a prescribed amount Mr (for example, 10 g / l) (S205: NO), reset regeneration is performed. If a predetermined time TI8 (for example, 30 minutes) has elapsed from the start of the control (S206: YES), the reset regeneration control is terminated and the normal operation control is resumed. At this time, in order to end the reset regeneration control, the regeneration lamp 332 and the regeneration switch lamp 345 are turned off. When the reset reproduction execution information is displayed on the liquid crystal panel 330, the screen display of the liquid crystal panel 330 is changed from the reset reproduction execution information to the normal information. On the other hand, if the PM accumulation amount is equal to or greater than the prescribed amount Mr (S205: YES), it is considered that the reset regeneration control has failed, and there is a concern about the possibility of PM overdeposition, so the parking standby mode before the non-work regeneration control is performed. The process proceeds to step S301.

  As shown in FIG. 21, in the parking standby mode, first, the PM accumulation amount in the exhaust filter 50 is estimated (S301). If the PM accumulation amount is less than a prescribed amount Mb (for example, 12 g / l) (S302: NO) and within a predetermined time TI9 (for example, 10 hours) (S303: NO), the first non-work regeneration request is executed. (S304). At this stage, the regeneration switch lamp 345 remains off, but the regeneration lamp 332 and the engine abnormality lamp 347 blink rapidly (for example, 1.0 Hz), and the alarm buzzer 331 sounds intermittently (for example, 1.0 Hz). ). Further, as shown in a flowchart of FIG. 23 to be described later, the screen display of the liquid crystal panel 330 may be switched to the display of the first non-work regeneration request index for notifying the execution of the non-work regeneration control. The first non-work regeneration request index is, for example, to alternately switch and display the character data “stop farm work” and the character data “park in a safe place”.

  As described above, in step S306, the meter controller 312 and the work machine controller 314 receive the first non-work regeneration request (regeneration control request output) from the engine controller 311 to thereby generate the alarm buzzer 331, the regeneration lamp 332, and the engine. Each abnormal lamp 347 is driven. At this time, the flashing cycles of the regeneration lamp 332 and the engine abnormality lamp 347 are synchronized. In the present embodiment, as shown in the configuration of FIG. 6, the display lamps 264 a and 264 c that are close to each other in the right display area of the meter panel 246 are blinked. Therefore, the operator can set the non-work regeneration transition condition (interlock release condition) to execute the non-work regeneration control by the regeneration control request alarm based on the driving of the alarm buzzer 331, the regeneration lamp 332, and the engine abnormality lamp 347. Recognize that establishment is required.

  On the other hand, if the PM accumulation amount is equal to or greater than the prescribed amount Mb (S302: YES) or if a predetermined time TI9 (for example, 10 hours) has elapsed in the parking standby mode (S303: YES), there is a concern about the possibility of PM overdeposition. Therefore, the abnormality of the exhaust filter 50 is notified (STEP 401). At this time, the engine abnormality lamp 347 blinks at high speed (for example, 1.0 Hz), and the alarm buzzer 331 sounds at high speed (for example, 1.0 Hz). On the other hand, the regeneration lamp 332 and the regeneration switch lamp 345 remain off. Further, the screen display of the liquid crystal panel 330 may be switched to display of an abnormality warning sign that alternately switches between “exhaust filter abnormality” character data and “contact dealer” character data.

  After executing the first non-work regeneration request in step S304 described above, the process waits until a preset non-work regeneration transition condition (interlock release condition) is satisfied (S305). The non-work regeneration transition condition shown in step S305 is that the forward / reverse potentiometer 211 is in the neutral position (neutral state of the forward / reverse switching lever 252), the parking brake switch 235 is on (locked by the parking brake lever 254), and the PTO clutch switch 225 is A condition that the engine 5 is in an off state, the engine 5 is at a low idle rotation speed (minimum rotation speed when there is no load), and the detected value of the cooling water temperature sensor 323 is equal to or greater than a predetermined value (for example, 65 ° C.) It is made up of.

  The establishment of the non-work regeneration transition condition can be easily confirmed by the operator by the blinking display of the parking brake lamp 346, the PTO lamp 348, and the reverser neutral lamp 349 by the display lamps 267a, 267b, and 273 on the meter panel 246. That is, for example, when the parking brake switch 235 is off, the parking brake lamp 346 blinks to prompt the operator to lock the parking brake lever 254, while when the parking brake switch 235 is on, The parking brake lamp 346 is turned on to notify the operator that the parking brake lever 254 is locked.

  Also, for example, when the PTO clutch switch 225 is on, the PTO lamp 348 blinks to prompt the PTO clutch switch 225 to be turned off, while when the PTO clutch switch 225 is off, the PTO lamp 348 is turned off. Turn off the light to notify that the PTO clutch switch 225 is off. Further, for example, when the forward / reverse potentiometer 211 is not in the neutral position, the reverser neutral lamp 439 blinks to prompt the operator to set the forward / reverse switch lever 252 to the neutral state, while the forward / reverse potentiometer 211 is in the neutral position. If it is, the reverser neutral lamp 439 is lit to notify the operator that the forward / reverse potentiometer 211 is in the neutral state.

  If the non-work regeneration transition condition (interlock release condition) is satisfied in step S305 (YES), a second non-work regeneration request is executed (S306). At this stage, the regeneration lamp 332 and the regeneration switch lamp 345 blink slowly (for example, 0.5 Hz), the engine abnormality lamp 347 blinks rapidly (for example, 1.0 Hz), and the alarm buzzer 331 switches to intermittent slow sounding. (For example, 0.5 Hz). Further, as shown in the flowchart of FIG. 23 described later, the screen display of the liquid crystal panel 330 may be changed to the display based on the second non-work regeneration request information that prompts the execution of the non-work regeneration control. That is, on the liquid crystal panel 330, as in the display based on the reset reproduction request information in step S201, an operation instruction indicator such as character data “Please press and hold the reproduction switch” is displayed.

  As described above, in step S306, the meter controller 312 and the work machine controller 314 receive the second non-work regeneration request (regeneration control request output) from the engine controller 311 to thereby generate the alarm buzzer 331, the regeneration lamp 332, and the regeneration. Each of the switch lamps 345 is driven. At this time, the blinking cycles of the regeneration lamp 332 and the regeneration switch lamp 345 are synchronized. In the present embodiment, as shown in the configuration of FIG. 6, the display lamp 264a of the meter panel 246 is blinked, and at the same time, the regeneration switch lamp 345 built in the regeneration switch 329 near the display lamp 264a is blinked. Therefore, the operator recognizes the establishment of the non-work regeneration transition condition (interlock release condition) by the regeneration control request alarm based on the driving of the alarm buzzer 331, the regeneration lamp 332, and the regeneration switch lamp 345, and at the same time, the manual operation is performed. The position of the urged playback switch 329 can be confirmed immediately. In addition, each of the blinking cycle of the regeneration lamp 332 and the sounding cycle of the alarm buzzer 331 transitions from high speed to low speed, so that the operator can reliably recognize that the non-work regeneration transition condition (interlock release condition) is satisfied. it can.

  When the regeneration switch 329 is turned on for a predetermined time (S307: YES), non-work regeneration control is executed (S308). That is, the meter controller 311 notifies the engine controller 311 that the operator has turned on the regeneration switch 329, whereby the engine controller 311 performs non-work regeneration control. At this stage, the regeneration lamp 332, the regeneration switch lamp 345, and the engine abnormality lamp 347 are turned on, and the alarm buzzer 331 is stopped. Thus, since the operator recognizes that the non-work regeneration control is being executed, it is possible to prevent an operator from operating erroneously when the non-work regeneration control is executed.

  Further, as shown in the flowchart of FIG. 23 described later, the screen display of the liquid crystal panel 330 may be changed from the second non-work reproduction request information to the non-work reproduction execution information. That is, the non-working regeneration notification sign for alternately switching between the character data “regenerating exhaust filter” and the character data “waiting for regeneration” is displayed on the liquid crystal panel 330. That is, by configuring the display to prohibit the operation of this apparatus until the reproduction control is completed, erroneous operation by the operator can be prevented in advance.

  During the non-work regeneration control, the PM accumulation amount in the exhaust filter 202 is estimated (S309). If the PM accumulation amount is less than a prescribed amount Ms (for example, 8 g / l) (S310: YES) and a predetermined time TI11 (for example, 30 minutes) has elapsed from the start of non-work regeneration control (S311: YES), non-work The regeneration control is terminated and the normal operation control is resumed. If the PM accumulation amount is equal to or greater than the prescribed amount Ms (S310: NO), if a predetermined time TI12 (for example, 30 minutes) has elapsed in this state (S312: YES), it is considered that the non-work regeneration control has failed, and PM overdeposition is possible Therefore, the process proceeds to step S401 for notifying the abnormality of the exhaust filter 50.

  If the non-work regeneration transition condition (interlock release condition) is not established due to the release of the lock state by the parking brake lever 254 or the like during execution of the non-work regeneration control (S313: YES), the non-work regeneration control is performed. After the interruption (S314), the process proceeds to step S304 to execute the first non-work regeneration request. In S312, it is determined whether or not the non-work regeneration control can be interrupted based on the state where the non-work regeneration transition condition (interlock release condition) is not established. When 329 is pressed, the non-work regeneration control may be interrupted. Thereby, the non-work regeneration control of the exhaust filter 50 can be interrupted without performing troublesome operations such as stopping the engine 5 and interrupting the non-work regeneration control of the exhaust filter 50.

  As described above, in the present embodiment, when the accumulated drive time of the engine 5 has exceeded a predetermined time, the engine controller 311 makes a regeneration control request by reset regeneration, and the meter controller 312 receives the regeneration control request output. The reproduction control request alarm is displayed on the meter panel 246. Based on the regeneration control request alarm of the meter panel 245, regeneration control of the exhaust filter (exhaust gas purifying device) 50 is started only when the operator manually operates the regeneration switch 329. Therefore, the regeneration control operation of the engine 5 is executed manually by the operator, and the exhaust filter 50 is properly regenerated. That is, it is possible to prevent the engine 5 from being unintentionally automatically controlled against the intention of the operator, and to suppress the drive trouble of the engine 5 or the farm work unit.

  In addition, an instruction to start the regeneration control of the exhaust filter 50 by an operator's manual operation is a long press operation (on operation for a predetermined time (for example, 3 seconds)) for the regeneration switch 329. That is, the regeneration control of the exhaust filter 50 is started when the regeneration switch 329 is continuously operated for an operation time that can determine whether the operation on the regeneration switch 329 is a manual operation or an erroneous operation by the operator. It is composed. Accordingly, it is possible to prevent a regeneration control operation that is not assumed by the operator.

  In addition, an engine controller 311 that controls driving of the engine 5 and a meter controller 312 that controls display operations of each display unit (the reproduction lamp 332 and the liquid crystal panel 330) of the meter panel 246 are provided. Are electrically connected to each other. The meter controller 312 controls the engine controller 311 to perform regeneration control of the exhaust filter 50 only after confirming that the regeneration switch 329 has accepted manual operation after displaying the regeneration control request alarm on the meter panel 246. Give a command to be executed.

  Further, during regeneration control of the exhaust filter 50, when the operator turns off the key switch to stop the engine 5 and then restarts the engine 5, the regeneration control of the exhaust filter 50 is reset. Thus, the regeneration control operation that is not assumed by the operator can be prevented in advance.

  When performing the regeneration control as described above, the meter controller 312 performs the parking brake lamp 346, the PTO lamp 348, the regeneration lamp 332, the engine abnormality lamp 347, and the display lamps 267a to 267d and 273 of the meter panel 246. The blinking operation of each of the reverser neutral lamps 349 is controlled. In particular, when the non-work regeneration control is executed, the meter controller 312 determines that the parking brake lamp 346, the PTO lamp 348, Each of the reverser neutral lamps 349 blinks.

  The display operation of the meter panel 246 when non-work regeneration control is executed will be described below according to the flowchart of FIG. When the meter controller 312 receives the first non-work regeneration request from the engine controller 311 in step S304 (S451: YES), the meter controller 312 blinks the regeneration lamp 332 and the engine abnormality lamp 347 at high speed (S452). Then, the meter controller 312 communicates with the main unit controller 313 to check whether or not the forward / reverse switching lever 252 is in a neutral state based on the signal from the forward / reverse potentiometer 211 (S453).

  When the forward / reverse switching lever 252 is on the forward or reverse side (S453: NO), the reverser 332 and the engine abnormality lamp 347 are used together with the reversing lamp 332 to urge the operator to set the forward / backward switching lever 252 to the neutral state. The neutral lamp 349 is blinked (S454). At this time, the blinking cycle of the reverser neutral lamp 349 may be the same as the blinking cycle of the regeneration lamp 332 and the engine abnormality lamp 347. On the other hand, when the forward / reverse switching lever 252 is in the neutral position (S453: YES), the reverser neutral lamp 349 is turned on (S455).

  Next, the meter controller 312 communicates with the work machine controller 314 to check whether the PTO clutch switch 225 is in an OFF state based on a signal from the PTO clutch switch 225 (S456). When the PTO clutch switch 225 is on (S456: NO), the PTO lamp 348 is blinked together with the regeneration lamp 332 and the engine abnormality lamp 347 (S457). At this time, the blinking cycle of the PTO lamp 348 may be the same as the blinking cycle of the regeneration lamp 332 and the engine abnormality lamp 347. On the other hand, when the PTO clutch switch 225 is in the OFF state (S456: YES), the PTO lamp 348 is turned off (S458).

  Next, the meter controller 312 communicates with the main unit controller 314 and confirms whether or not the parking brake lever 254 is locked based on a signal from the parking brake switch 235 (S459). When the parking brake switch 235 is in the off state (S459: NO), the parking brake lamp 346 blinks together with the regeneration lamp 332 and the engine abnormality lamp 347 to urge the operator to lock the parking brake lever 254 ( S460). At this time, the blinking cycle of the parking brake lamp 346 may be the same as the blinking cycle of the regeneration lamp 332 and the engine abnormality lamp 347. On the other hand, when the parking brake switch 235 is on (S459: YES), the parking brake lamp 346 is turned on (S461).

  Thereafter, when the meter controller 312 receives the second non-work regeneration request from the engine controller 311 in step S306 (S462: YES), the engine controller 312 causes the regeneration lamp 332 and the regeneration switch lamp 345 to blink at a low speed and at the same time, the engine abnormality lamp 347. Blinks at high speed (S463). Then, as in step S307, it is determined whether or not a long press operation has been performed on the regeneration switch 329 (S464). At this time, if the regeneration switch 329 is turned on for a predetermined time (S464: YES), the regeneration lamp 332, the regeneration switch lamp 345, and the engine abnormality lamp 347 are turned on (S465).

  Further, when the reproduction control is performed as described above, the meter controller 312 displays character data on the liquid crystal panel 330 of the meter panel 246 to notify the operator of the operation state and prompt a necessary operation. In particular, when performing non-work regeneration control, it is necessary to maintain the rotational speed N of the engine 5 at a high idle rotational speed (maximum rotational speed, for example, 2200 rpm), and the output of the engine 5 is the maximum during parking that is lower than the maximum output. The output is limited (for example, about 80% of the maximum output). For this reason, the non-work regeneration control is set so that the non-work regeneration control condition is not executed unless the non-work regeneration transition condition based on a plurality of conditions is satisfied. The lack of condition is notified to the operator by displaying character data on the liquid crystal panel 330, and the necessary operation is performed. It is desirable to guide.

  The display operation of the liquid crystal panel 330 when non-work regeneration control is executed will be described below in accordance with the flowchart of FIG. When the meter controller 312 receives the first non-work regeneration request from the engine controller 311 in step S304 (S501: YES), the character data “stop farming section” and “park in a safe place” are displayed on the liquid crystal panel 330. The first non-work regeneration request index for alternately switching and displaying the character data of "" is displayed (S502). Then, the meter controller 312 communicates with the main controller 313 to check whether the forward / reverse switching lever 252 is in a neutral state based on the signal from the forward / reverse potentiometer 211 (S503). When the forward / reverse switching lever 252 is on the forward side or the reverse side (S503: NO), the character data “reverser is neutral” is displayed on the liquid crystal panel 330 to prompt the operator to set the forward / reverse switching lever 252 to the neutral state. The operation index is displayed (S504).

  Next, the meter controller 312 communicates with the work machine controller 314 to check whether the PTO clutch switch 225 is in an OFF state based on a signal from the PTO clutch switch 225 (S505). When the PTO clutch switch 225 is in the on state (S505: NO), an operation index based on the character data “turn off the PTO switch” is displayed on the liquid crystal panel 330 to prompt the operator to turn off the PTO clutch switch 225. (S506).

  Next, the meter controller 312 communicates with the main unit controller 314 and confirms whether or not the parking brake lever 254 is locked based on the signal from the parking brake switch 235 (S507). When the parking brake switch 235 is in an OFF state (S507: NO), an operation index based on the character data “apply parking brake” is displayed on the liquid crystal panel 330 in order to prompt the operator to lock the parking brake lever 254. (S508).

  Next, the meter controller 312 communicates with the engine controller 311 and confirms whether or not the warm-up operation has been completed based on the signal from the coolant temperature sensor 323 (S509). When the detected value by the cooling water temperature sensor 323 falls below a predetermined value (for example, 65 ° C.) (S509: NO), the liquid crystal panel 330 is instructed by the character data “perform the warm air operation” to prompt the operator to complete the warm air operation. An operation index is displayed (S510).

  Next, the meter controller 312 communicates with the engine controller 311 to check whether or not the engine 5 is at a low idle rotation speed based on a signal from the engine rotation sensor 323 (S511). When the engine 5 is not operating at the low idle rotational speed (S511: NO), an operation index based on the character data of “idling” is displayed on the liquid crystal panel 330 in order to prompt the operator to operate the engine 5 at the low idle. It is displayed (S512). When all the conditions of steps S503, S505, S507, S509, and S511 are satisfied, the non-work regeneration transition condition is satisfied. Therefore, the second non-work regeneration request in step S306 is executed, and the “reproduction” is performed on the liquid crystal panel 330. An operation instruction sign with character data “Please press and hold the switch” is displayed (S513).

  Thereafter, as in step S307, it is determined whether or not a long press operation on the regeneration switch 329 has been performed (S514). At this time, if the regeneration switch 329 is turned on for a predetermined time (S514: YES), the liquid crystal panel 330 is alternately switched between “exhaust filter regenerating” character data and “waiting until regeneration end” character data. A work regeneration notification sign is displayed (S515).

  In addition, the structure of each part in this invention is not limited to embodiment of illustration, A various change is possible in the range which does not deviate from the meaning of this invention.

5 Engine 40 Windshield 41 Rear glass 42 Wiper (front)
43 Wiper (Rear)
50 Exhaust filter 225 PTO clutch switch 236 Parking brake switch 245 Steering column 246 Meter panel 261 Misoperation prevention body 262 Meter cover 263 Dashboard 263a Meter installation surface 263b Switch installation surfaces 264a to 264d Switch 265 Engine tachometers 266a to 266d Display lamps 267a to 267d Indicator lamp 272 Switch 275 Wiper drive mechanism cover 276 Drive motor 277 Gear box 278 Wiper rotation shaft 279 Wiper drive mechanism support stay 311 Engine controller 312 Meter controller 313 Machine controller 314 Work machine controller 315 CAN communication bus 322 Engine rotation sensor 323 Cooling Water temperature sensor 324 Fuel temperature sensor 325 Differential pressure sensor 3 6 DPF temperature sensor 329 reproduction switch 330 liquid crystal panel 331 the alarm buzzer 332 reproduction lamp 345 playback switch lamp 350 wiper switch

Claims (4)

An engine and an engine frame fixed to a rear end side of the engine; extending a front end side of the engine frame toward the front of the engine; and disposing a radiator or the like on the front end side of the engine frame; In a work vehicle provided with an engine controller for controlling an engine,
A work vehicle characterized in that a controller support is erected on the rear end side of the engine frame, the engine controller is attached to the controller support, and the engine controller is disposed on one side of the engine.   The work vehicle according to claim 1, wherein a lower end side of the controller support is fixed to an outer surface of the engine frame, and the engine controller is fixed to an upper end side of the controller support.   The work vehicle according to claim 2, wherein an upper end side of the controller support is fixed to the one side of the engine, and the engine controller is fixed to the controller support via a vibration isolator.   A harness connector for wiring an engine operation sensor power supply system harness or an engine operation sensor signal system harness, and the like, and the harness connector is attached to a side surface of the engine, and the engine controller is disposed on the outer side of the harness connector The work vehicle according to claim 1, wherein the work vehicle is a vehicle.

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