JP2016089678A - Tractor - Google Patents

Abstract

PROBLEM TO BE SOLVED: To molten frozen urea water in advance before starting an engine.SOLUTION: A tractor having a diesel engine and urea selective catalyst reduction system installed thereon comprises urea water tank for storing urea water; a level sensor for detecting an amount of urea water in the urea water tank; NOx sensor for detecting an amount of NOx contained in exhaust gas; GPS receiver; a wireless communication device capable of communicating with an outside part of the tractor; and an ECU for performing a controlling operation. A communication can be carried out between the wireless communication device and a portable terminal having GPS receiver. Upon stopping the engine of the tractor, position information about the tractor is transmitted to the portable terminal. When a worker holds the portable terminal and moves away from the tractor body and the worker holding the portable terminal approaches the tractor again, a temperature of urea water in the urea water tank is increased.SELECTED DRAWING: Figure 11

Description

  The present invention relates to a tractor that is an agricultural machine, and more particularly to a tractor equipped with a urea selective catalytic reduction system (SCR system).

  A technique for preventing freezing of urea water in a vehicle equipped with a urea selective catalytic reduction (SCR) system is disclosed (for example, see Patent Document 1).

JP 2013-170569 A

In the technique as described above, a technique for coping with a case where the weather condition becomes extremely low and urea water is frozen is not disclosed. For this reason, when urea water freezes,
When urea water is exhausted, there is a problem that exhaust gas cannot be purified.

  An object of the present invention is to solve the above-mentioned problems.

The above object of the present invention is achieved by the following configuration.
That is, in the invention described in claim 1, in a tractor equipped with a diesel engine (E) and a urea selective catalytic reduction (SCR) system, a urea water tank (80) for storing urea water and the urea water tank (80) ECU for controlling a level sensor (78) for detecting the amount of urea water, a NOx sensor (76) for detecting the amount of NOx in exhaust gas, a GPS receiver (300), and a wireless communication device (91) capable of communicating with the outside of the aircraft (100)
The wireless communication device (91) and a portable terminal (90) having a GPS receiver (301) are configured to be communicable. When the tractor engine (E) is stopped, the position information of the tractor is obtained from the portable terminal (90). ), When the worker is away from the aircraft holding the portable terminal (90), and the worker holding the portable terminal (90) again approaches the aircraft, the urea water temperature in the urea water tank (80) The tractor is characterized in that it is configured to raise the lift.

  In the invention according to claim 2, the worker who has carried the portable terminal (90) is more than a predetermined distance (R) away from the aircraft, and the worker who has the portable terminal (90) again within the predetermined distance (R). The tractor according to claim 1, wherein when approached, the urea water temperature in the urea water tank (80) is increased.

  In invention of Claim 3, the said portable terminal (90) is comprised so that weather data, such as temperature, can be received, and the operator leaves | separated more than predetermined distance (R) in the state holding the portable terminal (90), When the worker who has the portable terminal (90) again approaches within the predetermined distance (R) and the temperature of the weather data received by the portable terminal (90) is equal to or lower than the predetermined value, the urea water tank ( 80) The tractor according to claim 2, wherein the temperature of the urea aqueous solution is increased.

Since the present invention is configured as described above, according to claims 1 and 2, urea water frozen before starting the engine can be dissolved.
According to the third aspect, since the urea water is dissolved by the temperature, the use of the electric energy of the battery can be suppressed.

Overall configuration diagram of accumulator fuel injection system Diagram showing the relationship between engine speed and output torque in control mode Left side view of tractor Top view of tractor Schematic diagram of intake and exhaust systems Side view of the front of the tractor Front view of the engine Control block diagram Flow chart Flow chart Monitor screen display Flow chart Front view of engine and urea water tank Side view of tractor

The best mode for carrying out the present invention will be described.
FIG. 1 is an overall configuration diagram of a pressure accumulation type fuel injection device. The accumulator type fuel injection device is applied to, for example, a multi-cylinder diesel engine, but may be a gasoline engine. The accumulator fuel injection device pressurizes the common rail 1 that accumulates high-pressure fuel corresponding to the injection pressure, the pressure sensor 2 attached to the common rail 1, and the fuel pumped up from the fuel tank 3, and pumps the fuel to the common rail 1. A high-pressure pump 4, a fuel injection nozzle 6 for injecting high-pressure fuel accumulated in the common rail 1 into the cylinder 5 of the engine E, a control device (ECU) for controlling the operation of the high-pressure pump 4, the fuel injection nozzle 6 and the like Consists of ECU is an abbreviation for engine control unit.

Thus, the common rail 1 injects fuel to each cylinder 5 of the engine E, and makes the fuel supply a required pressure.
The fuel in the fuel tank 3 is sucked into the high-pressure pump 4 driven by the engine E through the fuel filter 7 through the suction passage, and the high-pressure fuel pressurized by the high-pressure pump 4 is guided to the common rail 1 through the discharge passage 8. Stored.

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

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

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

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

  The traveling mode A is droop control in which the output also varies with the variation of the engine speed. It is used when traveling without farming. For example, when the traveling speed is reduced or stopped by applying a brake, the engine speed decreases with an increase in the traveling load, so that the traveling speed can be safely reduced or stopped.

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

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

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

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

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

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

  The tractor includes front wheels 12 and 12 and rear wheels 13 and 13 at the front and rear portions of the fuselage, and the rotational power of the engine E mounted on the front portion of the fuselage is appropriately decelerated by a transmission in the transmission case T so that the front wheels 12 , 12 and the rear wheels 13, 13.

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

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

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

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

The exhaust gas combusted in the cylinder 5 passes through the exhaust manifold 42 from the exhaust valve 41 and is then discharged by driving the supercharger TB with the exhaust turbine 45 of the supercharger TB.
The diesel engine has an EGR (exhaust gas recirculation device) circuit 44 for mixing a part of the exhaust gas into the intake side. In the EGR circuit, a part of the exhaust gas is mixed into the intake side to reduce the amount of oxygen (O2), thereby reducing the generation of nitrogen oxide Nox. However, if the EGR rate increases too much, the amount of oxygen decreases and incomplete combustion occurs. Therefore, it is necessary to adjust the EGR rate according to the combustion state. This adjustment is performed by the EGR valve 43. The EGR circuit 44 connects between an exhaust pipe 55 on the downstream side of a post-processing device 46 described later and an intake pipe 56 on the upstream side of the intake turbine 36 of the supercharger TB. In addition, an EGR cooler 57 is provided in the middle of the EGR circuit 44. The amount of exhaust gas reduced into the cylinder 5 varies depending on how the EGR valve 43 is opened and closed.

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

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

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

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

  As a condition for performing such a DPF regeneration operation, the pressure sensor 52 is provided on the upper side of the post-processing device 46, the pressure sensor 53 is provided on the lower side of the post-processing device 46, and this pressure difference is a predetermined value or more. Then, since PM accumulates in the DPF 46b and becomes a resistance, the DPF regeneration operation is performed. Moreover, it is good also as a structure which provides the pressure sensor 58 between DOC46a and DPF46b instead of the pressure sensor 52. FIG.

  Further, if the state in which the DPF regeneration operation is started continues for a long time, the DPF 46b is damaged due to an overheating state. Therefore, a temperature sensor 59 is provided on the lower side of the post-processing device 46, and when the value of the temperature sensor 59 exceeds a predetermined value, the DPF regeneration operation is stopped and the normal operation is resumed.

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

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

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

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

  Further, when the engine rotation shifts to low idle during the forced regeneration of the DPF 46b, the EGR valve 43 is fully opened. Since the temperature sensor 59 is provided on the downstream side of the DPF 46b, it may be added to the condition that the detection value by the temperature sensor 59 has risen to a predetermined value or more.

  When the DPF 46b is forcibly regenerated by restricting the throttle valve 47, the engine speed is reduced to increase the supply oxygen amount, and the exhaust gas flow rate is decreased to increase the temperature easily. However, when the engine speed is changed to low idle or in the vicinity thereof during regeneration, soot burns rapidly due to an increase in the amount of supplied oxygen and a decrease in the flow velocity. As a result, the temperature may rise rapidly and the DPF 46b may be damaged. Therefore, it is necessary to manage the soot that the maximum temperature does not exceed the allowable temperature.

  For this reason, when the temperature sensor 59 exceeds a predetermined value, the engine speed is increased to a medium speed range. As a result, the flow rate of the exhaust gas is increased, so that the maximum temperature is lowered and damage to the DPF 46b can be prevented. Further, when the predetermined value of the temperature sensor 59 is controlled in the vicinity of the limit value, the DPF 46b can be efficiently regenerated.

  In order to increase the engine speed to the middle speed range, it may be configured to once increase to the maximum speed and then decelerate to the middle speed range, so that the exhaust gas once flows at the maximum speed. For example, it is possible to prevent the DPF 46b from being heated and exceeding the threshold temperature.

  Further, during the forced regeneration of the DPF 46b, when the engine speed is shifted to low idle as described above, the post-injection is interrupted, and then the engine speed is increased to the maximum speed and shifted to the medium speed range. Then, post-injection is resumed. Thereby, since the rapid rise in the exhaust gas temperature can be suppressed, damage to the DPF 46b can be prevented.

  When the differential pressure across the DPF 46b exceeds a predetermined value, the driver selects the regeneration mode of the DPF 46b after the operation with the selection switch 67, so that the DPF 46b is automatically regenerated. After the DPF 46b is regenerated, the engine is automatically stopped. To be configured. The differential pressure across the DPF 46b is monitored by pressure sensors 58 and 53. If the differential pressure across the DPF 46b immediately before the engine stops is equal to or greater than a predetermined value, a warning lamp or alarm notifies the driver, and the driver operates a switch (not shown) for regenerating the DPF 46b.

  Even when the engine key is in the cut position, since the regeneration mode is selected, the engine keeps rotating in the idling state and performs regeneration of the DPF 46b. When the differential pressure before and after the DPF 46b falls below a predetermined value, the engine is automatically stopped.

Thus, even after the work is completed, the DPF 46b can be automatically regenerated and the engine can be stopped, so that the driver can leave the machine and perform other work.
When the DPF 46b is regenerated, the intake side air may be sent from the pipe 61 to the upstream side of the DPF 46b as shown in FIG. That is, when the DPF 46b is regenerated, the valve 60 may be opened so that the intake air on the upstream side of the turbocharger TB having a large amount of oxygen is sent to the upstream side of the DPF 46b. Thereby, the reproduction efficiency is improved.

  Alternatively, the temperature of the DPF 46b may be monitored by the temperature sensors 62 and 59, and the temperature increase during regeneration may be confirmed in three steps. First, the intake is throttled (not shown), and the temperature rise in the throttled state of intake is confirmed. Next, the first post injection is performed to check the temperature rise. At this time, if the temperature before and after the DPF 46b does not reach 250 degrees, further temperature rise cannot be expected even if the second post-injection is performed. Therefore, the regeneration is temporarily interrupted. Of course, if it is 250 degrees or more, the second post injection is performed to regenerate the DPF 46b.

  As shown in FIG. 5, an air-fuel ratio sensor 63 is provided on the downstream side of the DPF 46b. When the post-injection is performed to regenerate the DPF 46b, if the fuel injection amount is too large, the fuel consumption is deteriorated. If the fuel injection amount is small, the temperature does not increase and the regeneration cannot be performed. Therefore, the injection amount is determined by feeding back the value of the air-fuel ratio sensor 63 to the ECU 100. As a result, the fuel consumption becomes appropriate and the DPF 46b can be regenerated. Further, instead of the air-fuel ratio sensor 63, a pressure value in the intake manifold may be fed back.

  When regenerating the DPF 46b as described above, in the case of a plurality of cylinders, the combustion of some cylinders may be stopped. Thus, by stopping the combustion of some cylinders, the exhaust temperature may be increased by increasing the load per cylinder even if the engine friction is the same.

Next, the structure shown in FIG. 6 and FIG. 7 is the Example which mounts the urea SCR system, Comprising: The side view and front view of the engine room of a tractor are shown.
SCR is selective catalytic reduction, and an increasing number of those use urea. When the urea SCR system is mounted, the DPF may not be mounted (this embodiment), but may be mounted. A first DOC (oxidation catalyst) 71 is connected so that the outlet of the exhaust turbine 45 of the supercharger TB faces the rear of the machine body and is close to the outlet of the exhaust turbine 45. A nozzle 72 for injecting an aqueous urea solution is disposed downstream of the first DOC (oxidation catalyst) 71. The urea aqueous solution is stored in the urea water tank 80. Further, the SCR cylinder 73 is connected to the downstream side of the nozzle 72. An SCR 73a and a second DOC 73b are provided inside the SCR cylinder 73. The SCR cylinder 73 is housed in an engine room 75 covered with a bonnet 74.

  In the first DOC 71, NO in the exhaust gas is changed to NO2. Since the ratio of NO to NO2 is preferably (1: 1), the capacity of the first DOC 71 is determined in accordance with this ratio. However, the amount of NO in the exhaust gas varies depending on the fuel injection amount and load conditions. Therefore, the ratio of NO to NO2 is configured to be approximately (1: 1) when the NO level in the exhaust gas is a value near the average.

  The urea water is injected from the nozzle 72 into the exhaust gas that has passed through the first DOC 71. Then, urea is converted into ammonia by water and heat, and the reaction of ammonia and NOx results in NOx → N2 and O2. As a result, exhaust gas with reduced NOx is released into the atmosphere.

  The amount of urea water injected from the nozzle 72 is determined based on the detected value of the NOx amount by the NOx sensor 76. However, if the injection amount of urea water is small, NOx remains, so a large amount is injected, but ammonia remains. The ammonia is oxidized by the second DOC 73b behind.

  About urea water, it is set as the structure which mounts the urea water tank 80 for exclusive use in a body, and stores it like fuel, but the mounting position of this tank for exclusive use of urea water is mentioned later. When the urea water is exhausted, the amount of NOx released into the atmosphere increases, so the amount of urea water must be monitored in the same way as fuel.

  When the SCR is illustrated in the schematic diagram of FIG. 5, first, the oxidation catalyst (DOC) 46 a and the first DOC 71 are the same, so the oxidation catalyst (DOC) 46 a becomes the first DOC 71. And it is set as the structure which arrange | positions the nozzle 72 and the SCR cylinder 73 which inject the urea water in the downstream. The DPF 46b may or may not be provided.

FIG. 8 shows a control block diagram.
The NOx sensor 76 and the level sensor 78 of the urea water tank 80 are connected to the input side of the ECU 100, and the liquid crystal monitor 79, the urea injection nozzle 72, and the fuel injection nozzle 6 are connected to the output side. is there.

  Basically, the configuration is such that the engine is forcibly stopped when there is no urea water, so it is impossible to travel. However, when the urea water falls below a predetermined threshold, the urea water that is used to suppress the fuel injection amount is used. As a result, the working time and the traveling time become longer.

  FIG. 9 shows a flowchart of the remaining amount control of urea water. The urea water tank 80 is provided with a level sensor 78. If a malfunction occurs in the level sensor 78, the urea water remaining amount suddenly becomes zero, and the engine suddenly becomes sudden when the engine stop control is factored in. May stop and work may not be continued. Of course, there is no problem if urea water can be replenished at any time, but it is often difficult in a wide field.

  Therefore, the injection amount is integrated from the past injection pressure of the urea water and the injection time, and the remaining amount of the urea water is always confirmed. And it is set as the structure which promotes early replenishment before urea water runs out. The urea water injection pressure is detected by the urea water injection pressure sensor 85, and the urea water injection time is detected by the timer 86 in the ECU 100. In this manner, the injection amount is calculated from the injection pressure and the injection time of the urea water, and when the amount is equal to or less than the specified amount, the current amount of the urea water remaining amount is B. This warning is performed on the liquid crystal monitor 79 or the like. Thereby, since urea water can be replenished before it becomes empty, work traveling can be performed efficiently.

  Further, if the replenishment is not performed, the remaining amount of urea water becomes zero, but at this time, the engine is stopped if it is normal. However, since the work cannot be performed, a work end button 87 is provided, and the engine stop is performed by turning on the work end button 87. When the engine is stopped with the work end button 87 inserted, the engine cannot be started unless the urea water is replenished up to a specified amount. Thereby, it is possible to prevent the operation from being restarted again with the urea water remaining amount zero.

A predicted consumption amount of urea water for the past day calculated as described above is A. Also, let B be the current amount of remaining urea water. For the past one day, the average value in the most recent days is calculated. However, the maximum value in the most recent days may be used for a margin. And
Predicted amount of urea water consumption A> Current remaining amount of urea water B
Then, the liquid crystal monitor 79 or the like is used for prompting replenishment. This series of flows is shown in the flowchart of FIG. Thereby, it can prevent beforehand that urea water is lost in the middle of work.

  FIG. 11 shows a map. The position of the agricultural machine equipped with the urea SCR system is indicated by reference numeral 88. On the other hand, the position of the operator is indicated by reference numeral 89. The worker 89 has a portable terminal 90. The portable terminal 90 is capable of operating an agricultural machine (tractor, combine, rice transplanter, etc.) 88 by operating instructions on the screen of the portable terminal 90. The portable terminal 90 is, for example, a tablet PC or a smartphone having a telephone function and has a wireless communication function, and can perform wireless communication with the wireless communication device 91 mounted on the agricultural machine 88 by the wireless communication function.

  The position information of the agricultural machine 88 (ascertained by the GPS receiver 300) is automatically transmitted to the portable terminal 90 when the engine is stopped. Of course, since it may be used by other workers, it is configured to transmit periodically (every predetermined time). In this way, periodically transmitting the position information of the agricultural machine 88 to the portable terminal 90 of the worker 89 also prevents theft.

  The portable terminal 90 has a function of automatically collecting weather data (such as temperature) from a current time to a predetermined time before (24 hours before). Then, when the worker 89 holding the portable terminal 90 approaches a distance R within a certain distance from the agricultural machine 88, the portable terminal 90 automatically transmits to the agricultural machine 88 that the worker 89 has approached. The configuration is as follows. At this time, when the weather data, particularly the average temperature in the past 24 hours, is lower than the predetermined temperature, the urea water for SCR mounted on the agricultural machine 88 may be frozen.

  Therefore, the portable terminal 90 automatically transmits a signal for heating urea water. A flowchart of this heating is shown in FIG. The heating configuration is shown in FIG. This makes it possible to smoothly start the engine, warm up, and start work when the temperature is low.

  FIG. 13 shows an arrangement configuration of the urea water tank 80 and a configuration for warming the urea water in the urea water tank 80. A recess 92a is formed in a part of the oil pan 92 of the engine E, and the urea water tank 80 is arranged in the recess 92a.

  In addition, the heating wire 94 is arranged around (lower) the urea water tank 80, and a control signal is transmitted from the ECU 100 to the battery 93 so that a current flows through the heating wire 94 to warm or cut off the current. The configuration is to be performed. As described with reference to FIGS. 11 and 12, when the ECU 100 receives a signal for automatically (or manually) heating urea water from the portable terminal 90 of the operator 89, an electric current is passed through the heating wire to supply power. The heat ray 94 is heated.

Further, the urea water tank 80 itself is provided near the oil pan 92 of the engine E, so that the freezing of the urea water can be thawed at an early stage.
Further, the urea water tank 80 itself may be provided near the oil pan 92 of the engine E, or may be provided at a place away from the engine E. The engine oil may be formed to flow into the space 80a.

  Specifically, a first pipe 96 is formed between the oil pan 92 (in the oil) and the space 80 a of the urea water tank 80, and a pump 95 is provided in the middle of the pipe 96. Furthermore, the second pipe 97 is provided between the space 80a and the oil pan 92 (above the oil surface).

  The pump 95 is driven when it is determined that the urea water is frozen from the urea water temperature, the purification rate, and the like. When the pump 95 is driven, the oil passes through the first pipe 96, the pump 95, the space 80a of the urea water tank 80, and the second pipe 97, and returns to the upper side of the oil pan 92 (above the oil surface).

As a result, the oil whose temperature has risen relatively after the engine is started passes through the space 80a of the urea water tank 80, so that the temperature of the urea water gradually increases.
With the configuration as described above, the urea water tank 80 is disposed in the vicinity of the engine E, so that the pipe 98 from the urea water tank 80 to the urea water injection nozzle 72 can be shortened.

FIG. 14 shows the layout of the urea water tank 80 and the like.
First, the urea water tank 80 is arranged in the meter panel 99. Since the urea water tank 80 has a small volume, it serves as an auxiliary tank. And it is set as the structure which covers the circumference | surroundings of the meter panel 99 and the circumference | surroundings of the urea water tank 80 with a translucent or transparent member (acryl etc.). Thereby, the state (freezing etc.) of the urea water in the urea water tank 80 can be grasped. The steering shaft 101 of the handle 102 is configured to pass through the urea water tank 80, and the blade 101 a is provided on the steering shaft 101 in the urea water tank 80. Thereby, urea water can be stirred.

  A urea water tank 80 may be provided in the handle post 103. In this case, by providing the air conditioner jet 104 near the operator's feet, the urea water can be quickly dissolved even if it freezes.

  Further, a urea water tank 80 may be provided below the armrest 17a of the seat 17. The urea water tank disposed in the cabin 14 is characterized by being difficult to freeze.

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

E diesel engine R predetermined distance 76 NOx sensor 78 urea water tank level sensor 80 urea water tank 90 portable terminal 91 wireless communication device 100 ECU
300 GPS Receiver 301 Aircraft GPS Receiver

Claims (3)

In a tractor equipped with a diesel engine (E) and a urea selective catalytic reduction (SCR) system, a urea water tank (80) for storing urea water and a level sensor (78) for detecting the amount of urea water in the urea water tank (80) ), A NOx sensor (76) that detects the amount of NOx in the exhaust gas, a GPS receiver (300), a wireless communication device (91) that can communicate with the outside of the aircraft, and an ECU (100) that performs control,
The wireless communication device (91) and a portable terminal (90) having a GPS receiver (301) are configured to be communicable. When the tractor engine (E) is stopped, the position information of the tractor is obtained from the portable terminal (90). ), When the worker is away from the aircraft holding the portable terminal (90), and the worker holding the portable terminal (90) again approaches the aircraft, the urea water temperature in the urea water tank (80) A tractor characterized by being configured to raise the lift.   When the worker is away from the machine body by a predetermined distance (R) while holding the portable terminal (90) and the worker who has the portable terminal (90) approaches within the predetermined distance (R) again, the urea water tank ( 80) The tractor according to claim 1, wherein the temperature of the urea aqueous solution is increased.   The portable terminal (90) is configured to be able to receive weather data such as temperature, and the operator is away from the aircraft by a predetermined distance (R) while holding the portable terminal (90), and again has the portable terminal (90). When the operator who has done this approaches within a predetermined distance (R) and the temperature of the meteorological data received by the portable terminal (90) is below a predetermined value, the urea water temperature in the urea water tank (80) is reduced. The tractor according to claim 2, wherein the tractor is configured to be raised.

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