JP2016159726A - Work vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suitably display a PM amount in a diesel particulate filter and improve visibility thereof.SOLUTION: A work vehicle on which a diesel engine having a diesel particulate filter (46b) provided to collect particulate materials (PM) in exhaust gas includes PM amount detection means (58) and (53) for detecting a PM amount deposited in the diesel particulate filter (46b), first display means (71b) for displaying the PM amount detected by the PM amount detection means (58) and (53), and second display means (71d) for displaying a PM deposition amount from the lapse of time, and is characterized in that the first display means (71b) and the second display means (71d) are displayed on a liquid crystal display part (71) in a meter panel (70).SELECTED DRAWING: Figure 6

Description

  The present invention relates to a work vehicle equipped with a diesel engine equipped with a diesel particulate filter (DPF).

  The PM amount generated from the engine speed and the load is calculated and displayed on a display device (see, for example, Patent Document 1).

JP 2011-117373 A

  In the technique described above, a specific display location is not specified. For this reason, improvement in visibility cannot be expected.

  The subject of this invention is providing the work vehicle carrying the diesel engine which eliminates the above malfunctions.

  The above object of the present invention is achieved by the following configuration.

  That is, according to the first aspect of the present invention, in a work vehicle equipped with a diesel engine equipped with a diesel particulate filter (46b) that collects particulate matter (PM) in exhaust gas, the diesel particulate filter (46b) PM amount detecting means (58), (53) for detecting the amount of PM accumulated in the inside are provided, and a first display means for displaying the PM amount detected by the PM amount detecting means (58), (53) ( 71b), second display means (71d) for displaying the PM accumulation amount from the elapsed time is provided, and the first display means (71b) and the second display means (71d) are displayed on the liquid crystal display in the meter panel (70). The work vehicle is characterized in that it is configured to display on the part (71).

  In the invention according to claim 2, in the work vehicle equipped with the diesel engine equipped with the diesel particulate filter (46b) for collecting the particulate matter (PM) in the exhaust gas, the diesel particulate filter (46b) PM amount detecting means (58) and (53) for detecting the amount of accumulated PM are provided, and a first display means (71b) for displaying the PM amount detected by the PM amount detecting means (58) and (53). The second display means (71d) for displaying the PM accumulation amount from the elapsed time is provided, and the first display means (71b) and the second display means (71d) are connected to the left front column (74L) in the cabin (14). ) And the right front column (74R).

  According to a third aspect of the present invention, the first display means (71b) and the second display means (71d) are configured to serve both as a fuel gauge display function and an engine water temperature gauge display function. 1 is a work vehicle according to the first aspect.

  Since the present invention is configured as described above, in the first and second aspects of the invention, the PM amount detected by the PM amount detecting means (58), (53) and the PM accumulation amount displayed from the elapsed time. Visibility is improved.

  In the third aspect of the invention, it is not necessary to provide dedicated display means, so that the configuration is simple and inexpensive.

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 Top view of meter panel Figure showing the front of the aircraft from inside the tractor cabin Flow chart Diagram showing engine operating time and DPF differential pressure Schematic diagram showing communication between work vehicle and server Flow chart

  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.

  The regeneration of the DPF 46b includes automatic regeneration and manual regeneration (forced regeneration). The threshold value of the PM amount in the DPF 46b when performing automatic regeneration and manual regeneration is higher in manual regeneration. The automatic regeneration can be performed during work traveling or on the road, and the automatic regeneration is automatically performed when the PM accumulation amount exceeds about 70%. In addition, manual regeneration (forced regeneration) needs to be performed while the vehicle is stopped. When the amount of accumulated PM exceeds about 80%, manual regeneration is urged (lighting of an alarm lamp, liquid crystal display, etc.). Even if the automatic regeneration is started, the exhaust gas temperature may not rise depending on the operating conditions. Therefore, the regeneration of the DPF may not be possible, and thus the manual regeneration (forced regeneration) region may be entered.

  If the state where manual regeneration is not performed after entering manual regeneration continues, PM becomes over-deposited, and maintenance may be performed with the DPF removed, or in the worst case, the DPF may be damaged. For this reason, it is important to inform the operator that the manual regeneration area has been entered.

  In regenerating the DPF 46b, the amount of PM in the DPF 46b is estimated as described above. This method is roughly divided into two methods. The first method is a method of estimating by using pressure sensors before and after the DPF 46b, or calculating and estimating a PM accumulation level based on fluctuations caused by operating conditions (engine speed, fuel injection amount, DPF internal temperature, etc.). Method 2 is a method performed by time management, for example, a method of determining that PM is accumulated to the extent that the DPF is manually regenerated when it has been operated for a predetermined time (50 hours). In this method, the DPF 46b is periodically regenerated by management.

  In the second method, even if PM is not deposited, the regeneration is performed when the regeneration time elapses, so that the regeneration is performed even if there is an erroneous calculation or erroneous detection of the PM deposition value. Absent. Further, in the first method, even if the predetermined time has not elapsed, regeneration can be appropriately performed by causing regeneration when PM is accumulated by calculation.

  It is desirable to visually confirm the amount of PM deposited by the first method and the amount of PM deposited by the second method. Therefore, as shown in FIG. 6, an indicator of the PM accumulation amount is provided on the meter panel 70. A liquid crystal display unit 71 is provided at the center of the meter panel 70. A tachometer (engine tachometer) 72 is disposed on the left side of the liquid crystal display unit 71, and an alarm region 73 provided with an alarm lamp and the like is disposed on the right side. A fuel display (F, E) 71 a and a fuel display liquid crystal unit (bar display) 71 b are provided at both left and right ends of the liquid crystal display unit 71. On the right side, a water temperature display (H, C) 71c and a water temperature display liquid crystal unit (bar display) 71d are provided.

  The fuel display liquid crystal unit (bar display) 71b and the water temperature display liquid crystal unit (bar display) 71d are respectively configured to display the PM deposition amount by the first method (first display means) and the PM deposition amount by the second method. The display (second display means) is used. Thereby, it becomes possible to easily recognize the PM accumulation amount. Then, the display of the display means having the higher PM accumulation amount is displayed darkly (in the case of monochrome liquid crystal). In the case of a color liquid crystal, the display means having a higher PM accumulation amount is displayed in red, for example, and the display means having a lower PM accumulation amount is displayed in yellow.

  Then, the regeneration of the DPF is performed with the higher value of the PM deposition amount by the first method and the PM deposition amount by the second method, thereby preventing over deposition.

  When the PM accumulation amount is displayed in this way, the driver must be informed that the PM accumulation amount is being displayed, so the PM display lamps 71e and 71f are turned on simultaneously. Switching to PM display may be configured to be performed automatically or may be configured to be performed manually (switch or the like).

  The automatic switching to PM display is periodically performed at time intervals. Further, the DPF accumulation amount is switched to a predetermined value (automatic regeneration value, manual regeneration value, dangerous area, etc.). In addition, during automatic regeneration, manual regeneration, etc., automatic switching enables the driver to visually confirm the amount of PM deposition, the performance of regeneration, and the next regeneration standard.

  FIG. 7 shows a state in which the front of the aircraft is viewed from the cabin 14. Since the front strut 74 (the left front strut 74L and the right front strut 74R) of the cabin 14 enters the field of view of the driver, the PM accumulation amount instruction section is provided on each of the left front strut 74L and the right front strut 74R. (75L, 75R) may be provided. The PM deposition amount instruction section (75L, 75R) is displayed as a bar with liquid crystal, and the PM deposition amount instruction section 75L on the left side displays the PM deposition amount according to the first method, and the PM deposition amount on the right side. The instruction unit 75R is configured to display the PM deposition amount by the second method. Accordingly, the driver can grasp the PM accumulation amount while looking at the front view.

  Further, when the amount of PM in the DPF 46b is over-deposited, it is easy to recognize by automatically discharging the washer liquid 84 or automatically moving the wiper 85.

  As shown in FIG. 8, the temperature sensor 62 detects the temperature at the inlet of the DPF 46b during automatic regeneration of the DPF 46b. Then, the temperature is detected a predetermined number of times (about 5 times) within a predetermined time (about 10 minutes), and an instruction for manual regeneration is issued when the average temperature becomes a predetermined value (about 640 degrees) or more. As another configuration, a manual regeneration instruction is issued when a predetermined temperature (about 640 degrees) or more is detected at least twice of the predetermined number of times (about 5 times). Further, instead of the detection value of the temperature sensor 62, when a low injection amount continues, for example, an injection amount of 20 mg / st or less continues for 20 hours or more in an integrated time, and a manual regeneration instruction is issued. . Further, when the differential pressure before and after the DOC 46a becomes a predetermined value or more, specifically, 3 kPa or more, a manual regeneration instruction is issued. As a result, the entrance blockage of the DOC 46a can be prevented.

  FIG. 9 will be described. Immediately after the automatic regeneration or manual regeneration of the DPF 46b, the differential pressure across the DPF 46b within a certain time is measured each time and stored in the CPU. When the front-rear differential pressure tends to increase and becomes a certain value or more, a display requesting cleaning of the DPF is performed. After DPF regeneration, there is almost no PM accumulated in the DPF, and as a result, the ash (burning residue (ash) of oil and fuel) is accumulated by measuring the differential pressure across the DPF in that state. I understand. If a value equal to or greater than a certain value is continuously measured in the DPF differential pressure, it is possible to prevent trouble by encouraging cleaning.

  When DPF regeneration, information on the date, regeneration time, and temperature of regeneration was sent to the vehicle base server each time, and the vehicle base side determined that the number of regenerations, time, and temperature were abnormal from the data sent The vehicle is configured to transmit and display caution information that prompts inspection (the meter panel or the operator's mobile phone) and to dispatch a service person. This relationship is shown in FIG. 10 and FIG. Thereby, trouble can be avoided in advance.

  In addition, during DPF regeneration, exhaust gas at a high temperature is exhausted. Therefore, a specific location or section is registered in advance in the CPU on the vehicle side, and a location registered in advance by the GPS receiver on the vehicle side When it is confirmed that it exists in the section, the DPF regeneration is prohibited. For example, safety can be ensured by setting the inside of a greenhouse or warehouse as a prohibited area and prohibiting DPF regeneration. Conversely, the DPF may be regenerated only in a location or section registered in the vehicle CPU. In order to store a specific location or section in the CPU on the vehicle side, switches, GPS receivers, screens, etc. installed directly on the vehicle side are used, but they are set with a PC, tablet, or smartphone. It may be configured to transmit to the CPU on the vehicle side by communication.

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

PM Granulated material 14 Cabin 46b Diesel particulate filter (DPF)
53 PM amount detection means 58 PM amount detection means 70 Meter panel 71 Liquid crystal display portion 71b First display means 71d Second display means 74L Left front column 74R Right front column

Claims (3)

  In a work vehicle equipped with a diesel engine equipped with a diesel particulate filter (46b) that collects particulate matter (PM) in the exhaust gas, the amount of PM accumulated in the diesel particulate filter (46b) is detected. PM amount detecting means (58), (53) to perform, and a first display means (71b) for displaying the PM amount detected by the PM amount detecting means (58), (53) is provided, and PM deposition is performed from the elapsed time. A second display means (71d) for displaying the amount is provided, and the first display means (71b) and the second display means (71d) are displayed on the liquid crystal display section (71) in the meter panel (70). A working vehicle characterized by that.   In a work vehicle equipped with a diesel engine equipped with a diesel particulate filter (46b) that collects particulate matter (PM) in the exhaust gas, the amount of PM accumulated in the diesel particulate filter (46b) is detected. PM amount detecting means (58), (53) to perform, and a first display means (71b) for displaying the PM amount detected by the PM amount detecting means (58), (53) is provided, and PM deposition is performed from the elapsed time. A second display means (71d) for displaying the quantity is provided, and the first display means (71b) and the second display means (71d) are connected to the left front column (74L) and the right front column (74R) in the cabin (14). A work vehicle characterized by being provided in   The work vehicle according to claim 1, wherein the first display means (71b) and the second display means (71d) are configured to serve both as a fuel gauge display function and an engine water temperature gauge display function.

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