JP2016078619A - Work vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a work vehicle of which a level of an energy-saving operation can be easily confirmed by an operator.SOLUTION: A controller has an energy-saving level display mode which is started automatically according to an engine operation or according to an artificial operation. The energy-saving lebel display mode is so configured as to calculate an energy-saving level concerning an engine operation condition on the basis of an engine load factor and display the energy-saving level on a liquid crystal display part. In a preferable form, the energy-saving level is displayed in a bar graph form.SELECTED DRAWING: Figure 7

Description

  The present invention relates to a working vehicle such as a tractor or a rice transplanter provided with a display device that displays information to a driver.

  In a working vehicle such as a tractor, operation control of an engine speed changing actuator such as a fuel injection device is performed so as to maintain the engine speed at a set speed set by an engine speed changing operation member such as an accelerator lever. Proposals have been made that can maintain the engine output rotational speed substantially constant even when the engine load fluctuates during work travel or the like.

  Further, the working vehicle of the type includes an energy saving mode selection operation tool, and when the energy saving mode selection operation tool is operated, the engine speed is reduced by a predetermined number of revolutions, and the traveling inserted in the traveling system transmission path It has been proposed to execute an energy saving mode for shifting the transmission to the speed increasing side (see Patent Document 1 below).

  In the working vehicle described in Patent Document 1, when the operator determines that the engine load is small, the fuel consumption can be improved while suppressing a decrease in traveling vehicle speed by a simple human operation such as operation of the energy saving mode selection operation tool. This is useful in that it can be achieved.

  By the way, the working vehicle described in Patent Document 1 is configured to display the fact that the energy saving mode selection operation tool has been operated on display means such as a liquid crystal panel using character data or a display mark.

  However, the display on the display means merely indicates that the energy saving mode is in operation, and the operator cannot know how much the energy saving operation state is.

JP 2008-133896 A

  The present invention has been made in view of such a conventional technique, and an object of the present invention is to provide a working vehicle that allows the operator to easily grasp the energy saving operation level.

  In order to achieve the above object, the present invention provides an engine whose output is variable, an engine speed changing operation member, an engine speed changing actuator, and a traveling system transmission path from the engine to the traveling member. A travel transmission device, a travel speed change operation member, a travel speed change actuator, a display device having a liquid crystal display, and a control device, wherein the control device has an engine speed changed by the engine speed change operation member. The engine speed change actuator is operated so that the set speed is set, and the travel speed change actuator is operated so that the speed ratio of the travel speed change device becomes a set speed ratio set by the travel speed operation member. The energy saving level related to the engine operating state is calculated based on the normal control mode to be performed and the engine load factor. The providing a work vehicle having an energy-saving level display mode for displaying on the liquid crystal display unit Nereberu.

  Preferably, the energy saving level is displayed in a bar graph format.

Preferably, the work vehicle according to the present invention may include an energy saving level display mode on / off operation member that can be manually operated.
In this case, the control device may be configured to activate the energy saving level display mode in response to an entry operation to the energy saving level display mode on / off operation member.

Preferably, the work vehicle according to the present invention may include an eco-mode on / off operation member that can be manually operated.
In this case, the control device may be configured to activate the eco mode instead of the normal control mode when the eco mode on / off operation member is turned on.

In one form, the said control apparatus memorize | stores the optimal engine load factor data in which the optimal engine load factor was defined for every engine speed.
In this case, the energy saving level display mode obtains the optimum engine load factor at that time using the engine speed at that time and the optimum engine load factor data, and the optimum engine of the engine load factor at that time is obtained. The energy saving level is calculated based on the ratio to the load factor and displayed on the liquid crystal display unit. If the engine load factor at that time exceeds the optimal engine load factor, the load is replaced with the energy saving level indication. It can be configured to provide a display.

In the eco mode, when the engine load factor becomes smaller than a predetermined value, the engine speed change actuator is operated so that the engine speed becomes a low speed lower than the set speed by a predetermined speed, and the traveling speed change is performed. The traveling speed change actuator is configured to operate so that the speed change ratio of the apparatus is larger than the set speed change ratio.
More preferably, the eco mode is configured to change the speed ratio of the travel transmission so that the travel vehicle speed does not change before and after the engine speed is lowered to a low speed.

  According to the work vehicle of the present invention, the control device has an energy saving level display mode for calculating the energy saving level related to the engine operating state based on the engine load factor and displaying the energy saving level on the liquid crystal display unit of the display device. Therefore, by activating the energy saving level display mode, the operator can easily understand the current level of energy saving operation and what kind of driving operation the energy saving level will increase or decrease. it can.

FIG. 1 is a perspective view of a working vehicle according to an embodiment of the present invention. FIG. 2 is a rear view of the working vehicle. FIG. 3 is a plan view of the working vehicle. FIG. 4 is a schematic diagram of transmission of the working vehicle. FIG. 5 is a control block diagram of the working vehicle. FIG. 6 is a graph relating to the relationship between the engine speed and the fuel injection amount. FIG. 7 is a schematic diagram of a sub-display in the working vehicle.

Hereinafter, preferred embodiments of a working vehicle according to the present invention will be described with reference to the accompanying drawings.
1 to 4 show a perspective view, a rear view, a plan view, and a transmission schematic diagram of the working vehicle 1 according to the present embodiment, respectively.

As shown in FIGS. 1-4, the said working vehicle 1 which concerns on this Embodiment has comprised the form of the tractor.
Specifically, as shown in FIGS. 1 to 4, the working vehicle 1 includes a vehicle frame 10, a driver seat 15 supported by the vehicle frame 10, an engine 50 supported by the vehicle frame 10, and left and right A pair of front wheels 20F, a pair of left and right rear wheels 20R, a traveling system transmission structure 60 that transmits rotational power from the engine 50 to driving wheels, a PTO shaft 95 that outputs rotational power to the outside, and the engine 50, a PTO transmission structure 80 for transmitting rotational power from the PTO shaft 95, a control device 100, and a fuel injection device 40 (see FIG. 5 below) for injecting fuel into the engine 50.

FIG. 5 shows a block diagram of the control device 100.
As shown in FIG. 5, in the present embodiment, the control device 100 has a plurality of controllers such as a main unit controller 101, an engine controller 102, and a meter controller 103.

  The plurality of controllers 101, 102, 103 are electrically connected to the corresponding sensors and actuators, respectively, and the plurality of controllers 101, 102, 103 are electrically connected to each other via a CAN communication bus 105. It is connected to the.

  Each of the controllers 101, 102, and 103 stores a calculation unit (hereinafter referred to as a CPU) including a control calculation unit that executes calculation processing based on signals input from the various sensors and the like, a control program, control data, and the like. ROM, an EEPROM in which setting values are stored without being lost even when the power is turned off, and an EEPROM in which the setting values can be rewritten, a RAM that temporarily holds data generated during calculation by the calculation unit, etc. Including a storage unit.

  As the output control of the engine 50, the control device 100 performs normal control for operating the engine speed change actuator so that the engine speed becomes a set speed by the engine speed change operation member 110 that is manually operated. Is configured to run.

  Specifically, as shown in FIG. 3 and FIG. 5, the working vehicle 1 sets the operation positions of the engine speed changing operation member 110 such as the accelerator pedal 111 and the accelerator lever 112 and the engine speed changing operation member 110. An operation side engine speed sensor 110a for detecting, a fuel injection device 40 acting as the engine speed change actuator, and an operation side engine speed sensor 50a for detecting the engine speed are provided.

As shown in FIG. 5, in the present embodiment, the fuel injection device 40 includes a fuel supply pump 42 that sucks fuel from a fuel tank 41 through a filter (not shown), and a pressure feed from the fuel supply pump 42. And a plurality of injectors 46 that inject the accumulated fuel in the common rail 45 into each cylinder of the engine 50.
5 is a pressure sensor for detecting the internal pressure of the common rail 45.

  In the normal control, the control device 100 operates the injector 46 by using the set rotational speed detected by the operation side engine rotational speed sensor 110a as the target rotational speed of the engine rotational speed.

  Specifically, in the control device 100, control data indicating the relationship between the engine speed and the injector control amount (fuel injection amount) is stored in advance in a storage unit such as a ROM. Controls the operation of the injector 46 using the control data.

  That is, the control device 100 inputs the operation position of the engine speed changing operation member 110 such as an accelerator lever from the accelerator sensor 110a, recognizes the target engine speed, and is calculated using the control data. The injector 46 is operated so as to inject a fuel injection amount corresponding to the rotational speed, and it is determined whether or not the actual engine rotational speed detected by the engine rotational speed sensor 50a matches the target engine rotational speed. The operation of the injector 46 is controlled so that they match.

  The working vehicle 1 according to the present embodiment is configured to be able to arbitrarily set the rotation speed upper limit value of the engine 50.

Specifically, as shown in FIG. 5, the working vehicle 1 is provided with an engine speed upper limit setting member 510.
In the state where the target engine speed when the engine speed changing operation member 110 is operated to the maximum is limited to the engine speed upper limit value set by the engine speed upper limit setting member 510, the control device 100 The operation of the fuel injection device 40 is controlled so that the engine speed becomes a speed corresponding to the operating position of the engine speed changing operation member 110.
Note that reference numeral 510 a in FIG. 5 is a sensor that detects the operation position of the engine speed upper limit setting member 510.

  As described above, by providing the engine speed upper limit setting function, working machines such as a tillage device and a planting device in which rotational power is operatively transmitted from the engine 50 due to an erroneous operation on the engine speed changing operation member 110. It is possible to effectively prevent troubles caused by the input of unintended high rotational speed power.

  As shown in FIG. 4, in the present embodiment, the traveling system transmission structure 60 has a hydraulic continuously variable transmission (HST) 61 that acts as a main transmission.

As shown in FIG. 4, the HST 61 is configured to continuously change the rotational power from the engine 50 input via the main clutch 51.
Note that reference numerals 52 and 53 in FIG. 5 denote a charge pump and an auxiliary pump that are driven by rotational power from the engine 50 that is input via the main clutch 51.

  In the present embodiment, the HST 61 is configured to perform a speed change operation via a main speed change actuator 220 that is operation-controlled by the control device 100.

  Specifically, as shown in FIG. 5, in the working vehicle 1, the output rotation speed of the HST 61 detected by the operation-side shift sensor (vehicle speed sensor) 61 a is artificially applied to the main shift operation member 120 such as a main shift lever. The control device 100 controls the operation of the main transmission actuator 220 so that the speed according to the operation is achieved.

  Note that reference numeral 120a in FIG. 5 denotes an operation side shift sensor that detects an operation position (operation direction and / or operation amount) of the main transmission operation member 120.

  In addition, the working vehicle 1 according to the present embodiment is configured such that the upper limit value (maximum speed value) of the output rotation speed of the HST 61 when the main speed change operation member 120 is operated to the maximum can be arbitrarily set. ing.

Specifically, as shown in FIG. 5, the working vehicle 1 is provided with a maximum speed setting member 515.
The control device 100 is configured such that the maximum output rotation speed of the HST 61 when the main transmission operation member 120 is operated to the maximum is limited to the rotation speed set by the maximum speed setting member 515. The operation of the main transmission actuator 220 is controlled so that the output rotation speed of the HST 61 is changed according to the operation position of 120.
In addition, the code | symbol 515a in FIG. 5 is a sensor which detects the operation position of the said highest speed setting member 515. FIG.

  The maximum speed setting member 515 can be separated from the engine speed upper limit setting member 510, or both the members 510 and 515 can be constituted by a common operation member.

  That is, when the maximum speed setting member 515 and the engine speed upper limit setting member 510 are configured by a common member, the engine speed and the engine speed upper limit setting member 510 and the engine speed upper limit setting member 515 function as both A vehicle speed changeover switch (not shown) and an engine rotation / vehicle speed setting dial (not shown) are provided.

  The engine rotation / vehicle speed switch is a member for switching between an engine speed upper limit setting phase and a maximum speed setting phase.

  Specifically, the engine rotation / vehicle speed changeover switch can be switched between the engine side and the vehicle speed side, and the control device 100 allows the operator to rotate the engine according to the operation position of the engine rotation / vehicle speed changeover switch. It recognizes whether it wants to register the number upper limit value or the fastest value.

  Then, the control device 100 sets the value set by the engine rotation / vehicle speed setting dial on the side selected by the engine rotation / vehicle speed changeover switch (that is, the engine output rotation speed or the HST output rotation speed). Register as the upper limit.

  In the present embodiment, the control device 100 is defined by a combination of the engine speed upper limit value set by the engine speed upper limit setting member 510 and the maximum speed value set by the maximum speed setting member 515. A plurality of travel modes are stored, and any one of the plurality of travel modes can be activated in response to a command from an artificial operation.

That is, as shown in FIG. 5, the working vehicle 1 is provided with a travel mode switching operation member 520 that can be manually operated.
The travel mode switching operation member 520 is configured to be able to switch between the plurality of travel modes (for example, two types of travel modes of A mode and B mode).

  That is, the travel mode switching operation member 520 can selectively take a travel mode position (for example, an A mode position or a B mode position) corresponding to each of the plurality of travel modes in accordance with an artificial operation. Yes.

  The controller 100 controls the engine speed upper limit setting member 510 and the uppermost setting member 510 in a state where the travel mode switching operation member 520 is located at one travel mode position (A mode position or B mode position in the example). When the high speed setting member 515 is operated, the values set by the operation are stored as the engine speed upper limit value and the maximum speed value in the one traveling mode.

The engine speed upper limit value and the maximum speed value can be stored in, for example, an EEPROM that is not lost and can be rewritten even when the power is turned off.
The operation position of the travel mode switching operation member 520 is detected by a sensor 520a (see FIG. 5).

  Thus, in a state where a plurality of travel modes are stored, the control device 100 activates a travel mode corresponding to the operation position of the travel mode switching operation member 520.

  The travel mode switching operation member 520 is configured to be able to take a travel mode release position in addition to the plurality of travel mode positions, and when the travel mode switching operation member 520 is positioned at the travel mode release position. The control device 100 may be configured to reveal the release states of the plurality of travel modes.

As shown in FIG. 4, in the present embodiment, the traveling system transmission structure 60 has a forward / reverse switching device 62.
The forward / reverse switching device 62 is configured to switch and output the rotational direction of the rotational power operatively transmitted from the HST 61.

  Specifically, the forward / reverse switching device 62 is in a forward state in which the rotational power from the HST 61 is output to the drive wheel as rotational power in the normal rotation direction (forward direction), and the rotational power from the HST 61 is in the reverse direction ( The vehicle is configured to be able to selectively take a reverse state in which the rotational power in the reverse direction) is output toward the drive wheel and a neutral state in which power transmission from the HST 61 to the drive wheel is interrupted.

  The forward / reverse switching device 62 takes a forward state or a reverse state in accordance with an artificial operation to the forward / reverse switching operation member 130 such as an F / R lever that can be manually operated. A neutral state (power cutoff state) is taken in response to the clutch disengagement operation.

  In the present embodiment, the forward / reverse switching device 62 is configured to switch the output state by the forward / reverse switching actuator 230.

  Specifically, as shown in FIG. 5, in the working vehicle 1, the output state of the forward / reverse switching device 62 is changed according to the manual operation to the forward / reverse switching operation member 130 and the main clutch operation member 135. As described above, the control device 100 controls the operation of the forward / reverse switching actuator 230.

  Reference numerals 130a and 135a in FIG. 5 are an operation side forward / reverse sensor and an operation side main clutch sensor for detecting the operation positions of the forward / reverse switching operation member 130 and the main clutch operation member 135, respectively. This is a forward / reverse sensor that detects the operating state of the forward / reverse switching device 62.

  As shown in FIG. 4, in the present embodiment, the traveling system transmission structure 60 has a gear-type multi-stage transmission 63 that acts as an auxiliary transmission.

  The gear type multi-stage transmission 63 is disposed on the downstream side in the transmission direction of the forward / reverse switching device 62, and multi-speeds the rotational power input via the forward / reverse switching device 62 to change the traveling system. This is transmitted to the output shaft 65.

The multi-stage transmission 63 is configured to engage the shift stage selected by the sub-shift operation member 140 (see FIG. 5).
As shown in FIG. 4, in the present embodiment, the multi-stage transmission 63 has two speed stages, a high speed stage and a low speed stage.

  In the present embodiment, the multi-stage transmission device 63 is configured such that the shift state is switched by the auxiliary transmission actuator 240 (see FIG. 5).

  Specifically, as shown in FIG. 5, in the working vehicle 1, the control device 100 is configured so that the gear position of the multi-stage transmission device 63 is changed according to the manual operation to the auxiliary transmission operation member 140. Operation control of the auxiliary transmission actuator 240 is performed.

  In FIG. 5, reference numeral 140 a is an operation side auxiliary transmission sensor that detects the operation position of the auxiliary transmission operation member 140, and reference numeral 63 a is an auxiliary transmission sensor that detects the shift state of the multi-stage transmission 63.

  In the present embodiment, the pair of rear wheels 20R is a main drive wheel, and the pair of front wheels 20F is a steering wheel and a sub drive wheel.

  That is, as shown in FIGS. 4 and 5, the working vehicle 1 includes a turning operation member 115 such as a steering wheel that is manually operated, and an operation side turning sensor 115 a that detects an operation position of the turning operation member 115. A turning actuator 215 such as a power steering device for steering the steered wheels (the front wheel 20F in the present embodiment) and an operation side turning sensor 90a for detecting a vehicle turning angle are provided.

  Then, the control device 100 controls the turning actuator 215 so that the vehicle turning angle detected by the operation side turning sensor 90a becomes the operation angle of the turning operation member 115 detected by the operation side turning sensor 115a. Perform operation control.

  In the present embodiment, as shown in FIG. 4, the traveling system transmission structure 60 is further different from the pair of rear wheels 20 </ b> R that act as the main drive wheels by the rotational power of the traveling system output shaft 65. The main drive wheel side differential gear device 66 that transmits the motion, the sub drive wheel drive device 70 that inputs the rotational power of the traveling system output shaft 65, and the rotational power from the sub drive wheel drive device 70 acts as a sub drive wheel. And a pair of left and right brake devices 75L and 75R capable of applying a braking force to the pair of left and right main drive wheels, respectively. . In FIG. 4, only the left brake device 75L is shown.

  In the sub drive wheel drive device 70, the sub drive wheel (the front wheel 20F in the present embodiment) is changed to the main drive wheel (the present embodiment) in response to an artificial operation to the sub drive wheel drive switching operation member 145. , The rear wheel 20R), a four-speed constant speed state in which the rotational power of the traveling system output shaft 65 is output toward the sub drive wheels so as to be always driven at a constant speed, and a turning angle sensor 90a (FIG. 5). The sub drive wheel is driven at the same speed as the main drive wheel when the turning angle detected by the reference) is equal to or less than a predetermined angle, and when the turning angle exceeds the predetermined angle, the sub drive wheel is A four-turn turning speed increasing state in which the rotational power of the traveling system output shaft 65 is output to the sub drive wheels so as to be driven at a higher speed (for example, approximately double speed) than the main drive wheels, and the sub drive wheels Selects 2WD state that does not drive And it is configured so as to obtain taken.

  In the present embodiment, the sub drive wheel drive device 70 is switched in the transmission state via the sub drive wheel drive switching actuator 245.

  Specifically, as shown in FIG. 5, in the work vehicle 1, the control device is configured so that the sub drive wheel drive device 70 is in a transmission state corresponding to the manual operation to the sub drive wheel drive switching operation member 145. 100 controls the operation of the sub drive wheel drive switching actuator 245.

  In FIG. 5, reference numeral 145a is a sub drive wheel drive switching sensor for detecting the operation position of the sub drive wheel drive switching operation member 145, and reference numeral 70a is a transmission state of the sub drive wheel drive device 70. It is a sub drive wheel sensor.

  The pair of brake devices 75L and 75R can individually take a brake operation state and a brake release state in accordance with a manual operation to the pair of brake operation members 150L and 150R that are manually operated.

  In the present embodiment, the pair of brake devices 75L and 75R are switched between a brake operation state and a brake release state via a pair of brake actuators 250L and 250R, respectively.

  Specifically, the control device 100 sets the pair of brake devices 75L and 75R so that the pair of brake devices 75L and 75R are in a brake operation state or a brake release state according to an artificial operation on the pair of brake operation members 150L and 150R. Actuation control of the actuators 250L and 250R is performed.

  In FIG. 5, reference numerals 150La and 150Ra are sensors for detecting the operation state of the pair of brake operation members 150L and 150R, and reference numerals 75La and 75Ra are sensors for detecting the operation state of the pair of brake devices 75L and 75R. It is.

Next, the PTO transmission structure 80 will be described.
As shown in FIG. 4, in the present embodiment, the PTO transmission structure 80 includes a PTO clutch device 81 and a PTO transmission device 82.

The PTO clutch device 81 is configured to selectively transmit or cut off rotational power from the engine 50 input via the main clutch 51.
The PTO transmission device 82 is configured to change the rotational power from the engine 50 input via the PTO clutch device 81 and output it to the PTO shaft 95.

  That is, as shown in FIG. 5, the control device 100 performs a PTO clutch so that the PTO clutch device 81 is in a transmission state and a shut-off state in response to a manual operation to a PTO on / off operation member 160 that is manually operated. Actuation control of the actuator 260 is performed.

  In FIG. 5, reference numeral 160 a is a sensor that detects the operation position of the PTO on / off operation member 160, and reference numeral 81 a is a sensor that detects the operating state of the PTO clutch device 81.

  Further, as shown in FIG. 5, the control device 100 controls the operation of the PTO speed change actuator 265 so that the PTO speed change device 82 performs a speed change operation in response to a manual operation on the PTO speed change operation member 165 that is manually operated. Is supposed to do.

  Specifically, the PTO transmission 82 is a multistage type, and any one of a plurality of shift stages can be selectively engaged.

  In the present embodiment, as shown in FIG. 4, the PTO transmission 82 includes a gear train 82 (1) to 82 (4) for the first to fourth forward gears and the reverse gear. A gear train 82 (R) for the shift speed is provided, and any one of the gear trains is selectively transmitted to the power by the PTO actuator 265.

  The operating state (shift stage) of the PTO transmission 82 is detected by an operating PTO transmission sensor 82a (see FIG. 5) that detects the operating state of the PTO transmission 82 or the PTO actuator 265.

The PTO speed change operation member 165 is operated in accordance with the gear speed of the PTO transmission 265 (in the present embodiment, the first to fourth gear positions on the forward rotation side and the gear position on the reverse rotation side) according to human operation. It is comprised so that a position can be taken.
The operation position of the PTO speed change operation member 165 is detected by an operation side PTO speed change sensor 165a (see FIG. 5).

  Furthermore, the working vehicle 1 according to the present embodiment is provided with a PTO rotation sensor 95a (see FIG. 5) that detects the actual rotation speed of the PTO shaft 95.

As described above, the working vehicle 1 according to the present embodiment is in the form of a tractor, and in a state in which the rotational power from the engine 50 can be transmitted via the PTO shaft 95, a rotary is achieved via the link mechanism 380. A work machine such as a tillage device can be lifted and lowered and tilted in the left-right direction.
As shown in FIGS. 2 and 3, the link mechanism 380 may include, for example, a top link 381 and a pair of left and right lower links 382.

  The working vehicle 1 is provided with a lifting actuator (not shown) for raising and lowering the working machine 200 and a tilting actuator (not shown) for changing the horizontal tilt of the working machine. Performs operation control of the elevating actuator and the tilting actuator according to an artificial operation on the elevating operation member (not shown) and the tilting operation member (not shown).

The working vehicle 1 further includes a display device having a liquid crystal display unit.
As shown in FIGS. 3 and 5, in the present embodiment, the working vehicle 1 includes, as the display device, a meter panel 400 disposed in front of the driver seat 15, and the driver seat 15 side. And a sub-display 450 disposed on the side.

The meter panel 400 functions as, for example, a tachometer that displays the rotational speed of the engine 50, a plurality of display lamps that display whether or not various control modes included in the work vehicle 1 are activated, and the liquid crystal display unit. And a liquid crystal display unit.
The sub display 450 may include a liquid crystal display unit that functions as the liquid crystal display unit.

  Here, the energy saving level display function provided in the working vehicle 1 according to the present embodiment will be described.

  In the present embodiment, the control device 100 has an energy saving level display mode.

The energy saving level display mode is manually operated when the engine 50 is operated or manually through the energy saving level display mode on / off operation member 550 (see FIG. 5) after the engine 50 is operated. The energy saving level relating to the engine operating state is calculated based on the engine load factor, and the energy saving level is displayed on the liquid crystal display unit.
In addition, the code | symbol 550a in FIG. 5 is a sensor which detects the operation state of the said energy saving level display mode on / off operation member 550. FIG.

  The engine load factor can be calculated using, for example, the relationship between the engine speed and the fuel injection amount shown in FIG.

  In this case, the control device 100 stores in advance the relationship between the engine speed and the fuel injection amount, and the control device 100 obtains the measured engine speed N (a) from the operating-side engine speed sensor 50a. The maximum fuel injection amount Fmax (a) and the no-load fuel injection amount Fidl (a) at the actually measured engine speed N (a) are obtained from the relationship between the engine speed and the fuel injection amount (see FIG. 6).

  Further, the control device 100 obtains an actually measured fuel injection amount F (a) from a fuel injection amount sensor based on the operating state of the injector, and the maximum fuel injection amount Fmax (a) and no-load fuel injection amount Fidl (a ) Between the measured fuel injection amount F (a) and the no-load fuel injection amount Fidl (a), that is, (F (a) −Fidl (a)) / (Fmax (a) −Fidl). (a)) is calculated as the engine load factor La at that time.

  Here, the control device 100 stores in advance optimum engine load factor data relating to the optimum engine load factor Lx determined for each engine speed obtained by experiments or the like.

  Based on the actually measured engine speed N (a) and the optimum engine load factor data input from the operating side engine speed sensor 50a, the control device 100 determines the optimum engine load factor Lx at the current engine rpm. And the energy saving level Leco can be calculated based on the ratio of the engine load factor La at that time to the optimum engine load factor Lx.

  Specifically, the control device 100 determines the ratio of the engine load factor La at that time to the optimum engine load factor Lx at the engine speed at that time, that is, (La / Lx) × 100 (%) as the energy saving level Leco. And the result is displayed on the liquid crystal display unit.

  In the present embodiment, the energy saving level Leco is displayed on the sub display 450.

FIG. 7 shows a schematic diagram of the sub-display 450.
As shown in FIG. 7, in the present embodiment, the sub-display 450 includes a vehicle speed display area 451 for displaying the vehicle speed, a PTO actual rotation speed display area 452 for displaying the rotation speed of the PTO shaft 95, and information. The information display area 453 displays the energy saving level Leco.

  As described above, in the work vehicle 1 according to the present embodiment, the energy saving level Leco indicating the degree of energy saving operation is displayed on the liquid crystal display unit, so that the operator can easily grasp the energy saving level Leco at that time. It is possible to easily understand what kind of driving operation or work operation the energy saving level Leco increases or decreases.

In the present embodiment, as shown in FIG. 7, the control device 100 displays the energy saving level Leco in a bar graph format, so that the operator can intuitively grasp the degree of energy saving. However, as long as the energy saving level Leco can be displayed, the display form on the liquid crystal display unit can take various forms.
For example, a numerical value with “100” as the upper limit can be displayed.

Furthermore, when a numerical value calculated by the calculation formula (La / Lx) × 100 (%) is used as the energy saving level Leco, the first digit of the numerical value calculated by the calculation formula can be rounded down.
That is, when the value calculated by the calculation formula is, for example, 50 (%) or more and less than 60 (%), the energy saving level Leco is set to 50 (%), and 60 (%) or more and less than 70 (%). In this case, the energy saving level Leco can be set to 60 (%).

  Naturally, instead of this, it is also possible to round the first digit of the numerical value calculated by the calculation formula.

Further, when the engine load factor La at that time exceeds the optimum engine load factor Lx at the engine speed at that time, that is, when the numerical value calculated by the calculation formula exceeds 100 (%). The control device can display on the liquid crystal display unit that an overload state is present instead of displaying the energy saving level.
According to such a configuration, it is possible to effectively prevent the engine stall due to the engine overload state.

In addition, the work vehicle 1 according to the present embodiment is configured to automatically start energy saving operation.
Specifically, the control device 100 has an eco mode in addition to the normal control mode.

As shown in FIG. 5, the working vehicle 1 is provided with an eco mode on / off operation member 560, and the control device 100 performs the normal control when the eco mode on / off operation member 560 is operated. The eco mode is activated instead of the mode.
In addition, the code | symbol 560a in FIG. 5 is a sensor which detects the operation position of the said eco-mode on / off operation member 560. FIG.

  In the eco mode, when the engine load factor becomes smaller than a predetermined value, the engine speed is such that the engine speed becomes a low speed that is lower than the set speed set by the engine speed changing operation member 110 by a predetermined speed. While operating the number changing actuator 40, the main transmission actuator 220 is operated so that the transmission ratio of the main transmission 61 becomes larger than the set transmission ratio set by the main transmission operation member 120.

  By providing the eco mode, since the engine speed is automatically reduced when the engine load factor is smaller than a predetermined value, fuel consumption can be effectively suppressed.

  Preferably, the eco mode is configured to change the speed ratio of the main transmission 61 so that the traveling vehicle speed does not fluctuate before and after the engine speed is reduced to a low speed.

1 Working vehicle 40 Combustion injection device (engine speed change actuator)
50 engine 61 HST (travel transmission)
DESCRIPTION OF SYMBOLS 100 Control apparatus 110 Engine speed change operation member 120 Main transmission operation member (travel transmission operation member)
220 Main transmission actuator (traveling transmission actuator)
450 Sub-display (display device)
550 Energy saving level display mode on / off operation member 560 Eco mode on / off operation member

Claims (5)

An engine whose output is variable, an engine speed change operation member, an engine speed change actuator, a travel transmission device inserted in a travel system transmission path from the engine to the travel member, and a travel speed change operation member; A travel transmission actuator, a display device having a liquid crystal display, and a control device,
The control device operates the engine rotation speed change actuator so that the engine rotation speed becomes a set rotation speed set by the engine rotation speed change operation member, and the speed change ratio of the travel transmission device is the travel speed change operation member. The energy saving level for calculating the energy saving level related to the engine operating state based on the normal control mode for operating the traveling speed change actuator to be set to the set gear ratio set by the engine load factor and the engine load factor, and displaying the energy saving level on the liquid crystal display unit A working vehicle having a level display mode.   The work vehicle according to claim 1, wherein the energy saving level is displayed in a bar graph format. Equipped with energy-saving level display mode on / off operation member that can be operated manually,
The work vehicle according to claim 1, wherein the control device activates the energy saving level display mode in response to an entry operation to the energy saving level display mode on / off operation member. The control device stores optimum engine load factor data in which an optimum engine load factor is determined for each engine speed,
The energy saving level display mode obtains the optimum engine load factor at that time using the engine speed at that time and the optimum engine load factor data, and the engine load factor at that time corresponds to the optimum engine load factor. The energy saving level is calculated based on the ratio and displayed on the liquid crystal display unit. When the engine load factor at that time exceeds the optimum engine load factor, an overload display is performed instead of the energy saving level indication. The working vehicle according to any one of claims 1 to 3, wherein Equipped with eco-mode on / off operation members that can be operated manually,
The control device is configured to start the eco mode instead of the normal control mode when the eco mode on / off operation member is turned on and operated.
In the eco mode, when the engine load factor becomes smaller than a predetermined value, the engine speed change actuator is operated so that the engine speed becomes a low speed lower than the set speed by a predetermined speed, and the traveling speed change is performed. The working vehicle according to any one of claims 1 to 4, wherein the traveling speed change actuator is operated so that a speed change ratio of the device is larger than the set speed change ratio.

Images