JP2017177895A - Working vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve workability.SOLUTION: A working vehicle 1 includes a display device 30 and a control part 100. The display device 30 is selectively disposed on a plurality of positions including the front of an operation seat 7 and displays a plurality kinds of screens 32 including a direct advance assist screen 32a assisting direct advance of a traveling vehicle 2. The control part 100 exchanges a display screen of the display device 30 to any of the screens 32. Also, the control part 100 exchanges the display screen to the direct advance assist screen 32a when the display device 30 is set to the front of the operation seat 7.SELECTED DRAWING: Figure 5

Description

  The present invention relates to a work vehicle.

  2. Description of the Related Art Conventionally, in a vehicle, there is a technology for displaying various information such as meter information and map information by using a tablet terminal as a display device and installing the tablet terminal so as to cover a meter panel in front of a cockpit (for example, , See Patent Document 1).

JP 2014-94639 A

  Here, in a work vehicle (for example, an agricultural tractor), when displaying an assist screen that assists the vehicle (traveling vehicle body) in a straight line, it is preferable to display the assist screen on the front of the cockpit. When a screen other than the screen is displayed, it is assumed that the position of the display device is changed according to the work contents, such as preferably displaying at a position that does not obstruct the operator's view.

  Further, when changing the position of the display device, the operator needs to switch the display screen to a screen corresponding to the work content. For this reason, when the conventional technology as described above is applied to a work vehicle such as an agricultural tractor, the operability is poor because a switching operation of the display screen of the tablet terminal, that is, the display device is necessary. There was a risk of lowering.

  The present invention has been made in view of the above, and an object thereof is to provide a work vehicle capable of improving workability.

  In order to solve the above-described problems and achieve the object, the work vehicle according to claim 1 is selectively installed at a plurality of positions including the front of the cockpit (7), and the traveling vehicle body (2) travels straight. A display device (30) for displaying a plurality of types of screens (32) including a straight-aid assist screen (32a) for assisting, and a control unit for switching the display screen of the display device (30) to any one of the screens (32) (100), and the control unit (100) switches the display screen to the rectilinear assist screen (32a) when the display device (30) is installed in front of the cockpit (7). It is characterized by.

  The work vehicle according to claim 2 is the work vehicle according to claim 1, wherein the display device (30) is provided in front of the cockpit (7) in front of the cockpit (7). It is installed in the upper part of a dashboard (9).

  The work vehicle according to claim 3 is the work vehicle according to claim 1 or 2, wherein the display device (30) is provided on the traveling vehicle body (2) as one of the plurality of types of screens (32). A screen of a work situation by the connected working machines is further displayed.

  According to the first aspect of the present invention, when the display device is installed in front of the cockpit, the display screen is automatically switched to the rectilinear assist screen, so that it is possible to save the operator from switching the screen. be able to. Thereby, the operability of the display device can be improved, and the workability can be improved.

  According to the second aspect of the invention, in addition to the effect of the first aspect of the invention, the display device is disposed in front of the pilot who has arrived at the cockpit, so that the pilot remains facing forward. You can see the assist screen. Thereby, the controllability of the airframe (traveling vehicle body) can be improved, and the workability can be improved.

  According to the invention described in claim 3, in addition to the effect of the invention described in claim 1 or 2, the operator can check the work status of the work implement while maneuvering the body (traveling vehicle body). Thereby, workability | operativity can be improved.

FIG. 1 is a schematic left side view of a work vehicle. FIG. 2 is a perspective view inside the cabin. FIG. 3A is an explanatory diagram of a straight traveling assist screen. FIG. 3B is an explanatory diagram of an on / off operation screen. FIG. 4A is an explanatory diagram (part 1) of an arrangement of a display device in a cabin. FIG. 4B is an explanatory diagram (part 2) of the arrangement of the display device in the cabin. FIG. 5 is a block diagram of screen switching control. FIG. 6A is an explanatory diagram (part 1) of a first modification of the sub-monitor detection configuration. FIG. 6B is an explanatory diagram (part 2) of the first modified example of the sub-monitor detection configuration. FIG. 7 is an explanatory diagram of a second modification of the sub-monitor detection configuration. FIG. 8A is an explanatory diagram (part 1) of a third modification of the sub-monitor detection configuration. FIG. 8B is an explanatory diagram (part 2) of the third modified example of the sub-monitor detection configuration.

  Hereinafter, an embodiment of a work vehicle disclosed in the present application will be described in detail with reference to the accompanying drawings. In addition, this invention is not limited by embodiment shown below.

  First, the overall configuration of the work vehicle 1 according to the present embodiment will be described with reference to FIG. FIG. 1 is a schematic left side view of the work vehicle 1. Hereinafter, the tractor 1 will be described as an example of the work vehicle. The tractor 1 is an agricultural tractor that mainly performs work in an agricultural field.

  Here, in the following description, the front-rear direction is a traveling direction when the work vehicle, that is, the tractor 1 travels straight, and the front side in the traveling direction is defined as “front” and the rear side is defined as “rear”. The traveling direction of the tractor 1 is a direction from a cockpit 7 (to be described later) toward the steering handle 8 when the tractor 1 travels straight.

  Moreover, in the following description, the left-right direction is a direction that is horizontally orthogonal to the front-rear direction (see FIG. 2). Here, the left and right are defined toward the “front” side in the front-rear direction. That is, the left hand side of the pilot is “left” and the right hand side is “right” in a state where the pilot has arrived at the cockpit 7 and turned forward. Furthermore, the up-down direction is a direction orthogonal to the front-rear direction and the left-right direction. The front-rear direction, the left-right direction, and the up-down direction are orthogonal to each other in three dimensions.

  As shown in FIG. 1, the tractor 1 includes left and right front wheels 3 at the front portion of the traveling vehicle body 2 and left and right rear wheels 4 at the rear portion of the traveling vehicle body 2. In the following description, the tractor 1 and the traveling vehicle body 2 may be referred to as “airframes” without being distinguished from each other. Further, the working machine connected to the front part or the rear part of the traveling vehicle body 2 may be referred to as “airframe”.

  As shown in FIG. 1, the tractor 1 has an engine E mounted in a hood at the front of the body. Rotational power from the engine E is transmitted to the transmission in the mission case 5 and is appropriately decelerated by the transmission to be transmitted to the wheels, that is, the rear wheels 4 of the tractor 1.

  The transmission can transmit the rotational power from the engine E to the front wheels 3 as necessary, and in this case, the front wheels 3 and the rear wheels 4 generate driving force. In other words, the transmission can switch between two-wheel drive and four-wheel drive.

  Further, the tractor 1 is provided in a cabin 6 at the rear of the fuselage, provided in the front of the cockpit 7, the front of the cockpit 7, the steering wheel 8 for steering the front wheels 3, the front of the steering wheel 8, a meter panel, etc. And a dashboard 9 incorporating various types of instruments. In the tractor 1, various work machines are connected to the front part or the rear part of the machine body. For example, when the work machine is connected to the rear part of the machine body, the rotational power from the engine E is transmitted by a PTO (Power take-off) shaft 50 protruding rearward from the machine body.

  Further, in the cabin 6, around the cockpit 7, in addition to the steering handle 8 and the dashboard 9, various operation pedals such as an accelerator pedal 10, a clutch pedal 11, a brake pedal 12, a forward / reverse switching lever 13, a main shift Various operation levers such as a lever 14 and an auxiliary transmission lever 15 (see FIG. 2) are provided.

  Next, various operation devices provided in the cabin 6 will be described with reference to FIG. FIG. 2 is a perspective view of the cabin 6. In FIG. 2, for convenience of explanation, some parts such as a meter panel are omitted.

  As shown in FIG. 2, in the cabin 6 (see FIG. 1), there is a cockpit 7, a steering handle 8, a dashboard 9, various operation pedals (accelerator pedal 10, clutch pedal 11, brake pedal 12, etc.), various operations. Lever (forward / reverse switching lever 13, main transmission lever 14, auxiliary transmission lever 15, etc.) is provided.

  The steering handle 8 is rotatably provided on the handle post 20. A forward / reverse switching lever 13 is provided on the left side of the handle post 20 to switch the traveling direction to either forward or reverse when the vehicle is traveling. An accelerator pedal 10, a clutch pedal 11, and a brake pedal 12 are provided below the handle post 20 and in the vicinity of the feet of the driver who has arrived at the cockpit 7.

  The brake pedal 12 is provided in a pair of left and right, and can brake each of the left and right rear wheels 4. The pair of brake pedals 12 and 12 are configured to be connectable. When the left and right are operated independently, a braking force is independently generated for each of the left and right rear wheels 4, and the left and right are connected. When operated, braking force is generated for both the left and right rear wheels 4.

  The main shift lever 14 performs a main shift operation that is a shift of the main transmission, and switches between an automatic shift that automatically performs the main shift and a manual shift that is arbitrarily performed by the operator. The main transmission lever 14 switches the reduction ratio of the main transmission to any one of a plurality of stages (for example, eight stages) in manual transmission. A sub-transmission lever 15 to be described later operates the sub-transmission device to switch the traveling speed of the airframe to, for example, low speed, medium speed, high speed, and neutral.

  As shown in FIG. 2, an operation panel 21 is provided on the right side of the cockpit 7. The operation panel 21 is provided with various operation levers and various operation switches such as a throttle lever 22, a main transmission increase / decrease switch 23, a sub transmission lever 15, a sub control lever 24, a sensitivity adjustment dial 25, and a draft ratio adjustment dial 26, for example. Yes.

  The throttle lever 22 is a lever that is mainly used at the time of work in the field and adjusts the rotational speed of the engine E (see FIG. 1) in the same manner as the accelerator pedal 10. The throttle lever 22 can maintain the rotational speed of the engine E at an arbitrary rotational speed by maintaining an arbitrary operation state by the operator.

  The main shift increase / decrease switch 23 is a switch for switching the shift stage of a transmission having a plurality of shift stages. The main shift increase / decrease switch 23 is composed of two switches: a switch for switching to a high speed shift stage having a small reduction ratio and a switch for switching to a low speed shift stage having a large reduction ratio. Has been.

  The auxiliary transmission lever 15 is a lever that performs a speed change operation to a “traveling speed” that is a speed region when the vehicle is traveling on the road and a “working speed” that is a speed region when working on the field. In addition, when the “working speed” is selected, the auxiliary transmission lever 15 can be switched to the medium speed side or the low speed side.

  Specifically, the auxiliary speed change lever 15 can switch the speed range of the airframe traveling on the road determined by the speed reduction ratio of the transmission to high speed, medium speed, and low speed, and high speed is assigned as “travel speed”. Medium speed and low speed are assigned as “working speed”. For this reason, the sub-shift lever 15 can shift to “running speed” by switching to high speed, and can shift to “working speed” by switching to medium speed or low speed.

  Further, the auxiliary transmission lever 15 can be switched to neutral. When the auxiliary transmission lever 15 is switched to neutral, the rotational power from the engine E is not transmitted to the wheels (the front wheels 3 and the rear wheels 4), so the aircraft does not travel.

  The sub-con lever 24 is a lever that adjusts the hydraulic pressure supplied to the working machine connected to the connecting portion 51 (see FIG. 1). In the sub control lever 24, the work implement can be operated in an arbitrary operation state by adjusting the hydraulic pressure.

  The sensitivity adjustment dial 25 is a dial that adjusts a shift state such as a speed when shifting is performed by the transmission. The draft ratio adjustment dial 26 is also a dial that adjusts the traction load when the traction work is performed by the work machine connected to the connecting portion 51.

  Here, the draft ratio adjustment dial 26 will be described. The tractor 1 (see FIG. 1) is provided with a draft sensor (not shown) for detecting a traction load when the vehicle is traveling in the connecting portion 51 (see FIG. 1). The connecting portion 51 can adjust the vertical position of the work implement according to the traction load detected by the draft sensor.

  In the draft ratio adjustment dial 26, for example, when the traction load detected by the draft sensor is large, the connecting portion 51 is operated to move the position of the work implement upward. Thereby, the load which a working machine receives from a farm field can be reduced. That is, it is possible to reduce the load when the vehicle is traveling.

  Thus, the draft ratio adjustment dial 26 can adjust the balance between the work position in the vertical direction of the work implement and the traction load. For example, when the draft ratio adjustment dial 26 is turned to the left (counterclockwise), the position that is the work position of the work implement is given priority, and the sensitivity to the traction load becomes dull. In this case, the working machine is less changed from the set position, and the vertical movement is reduced.

  Further, for example, when the draft ratio adjustment dial 26 is turned to the right (clockwise), priority is given to the load during towing, and the sensitivity to the towing load becomes sharp. In this case, when the traction load detected by the draft sensor increases, the work machine moves upward so that the traction load decreases, and when the traction load detected by the draft sensor decreases, the work implement descends to the set position.

  Here, a work vehicle (tractor) 1 such as an agricultural tractor is used in a cabin 6 as a main monitor such as a meter panel arranged in front of a pilot seated in a cockpit 7 and for assisting in straight running of the aircraft. A display device (hereinafter referred to as “sub-monitor”) 30 (see FIGS. 4A and 4B) that displays a straight-ahead assist screen to be used, a work screen used to check the work status by the work machine, and the like is provided.

  The display device, that is, the sub-monitor 30 is, for example, a tablet-type terminal, is disposed at a predetermined position in the cabin 6, and is selectively installed at a plurality of positions around the cockpit 7. More specifically, the sub-monitor 30 is detachably installed at a position including one of the front and left and right sides of the cockpit 7.

  Next, a plurality of types of screens 32 displayed on the display screen 31 of the display device (sub monitor) 30 will be described with reference to FIGS. 3A and 3B. FIG. 3A is an explanatory diagram of the straight traveling assist screen 32a. FIG. 3B is an explanatory diagram of the on / off operation screen 32b. 3A and 3B show output examples of the screens 32a and 32b.

  In the tractor 1 (see FIG. 1), basic information on the aircraft includes vehicle management information, vehicle operation information, work implement operation information, and the like, and each such information is collected in the sub-monitor 30. The sub monitor 30 includes a GPS antenna or module, a communication antenna or module, an acceleration sensor, a memory, a battery, and the like.

  The vehicle management information includes, for example, a vehicle identification number such as a model, model, and number, hour meter information, and position information from GPS. The vehicle driving information includes, for example, engine oil pressure, engine cooling water temperature, instantaneous fuel consumption, fuel remaining amount, (2P or 3P) position information, travel shift position, vehicle vehicle speed information, PTO rotation speed, engine rotation speed, and the like. is there.

  In addition, in the work implement operation information, for example, when the work implement is a chemical spraying device, such as a vehicle identification number such as a model, model, and number, tillage width information and depth information when the work implement is a rotary tiller. Pesticide application amount, pesticide tank remaining amount, application width information, yield information, etc.

  The sub-monitor 30 collects various information obtained from the tractor 1 and analyzes and processes the data. Such information includes vehicle operation information, operation time collection, fuel consumption collection, vehicle information such as failure information, operation information for each work machine, work machine consumer goods (such as fertilizer used) information, and work drive route information. There is information specific to agricultural machinery such as vehicle speed information for each work machine.

  The sub-monitor 30 provides information such as guidance for maintenance time and energy-saving driving recommendation guidance for saving fuel consumption by analyzing and processing data. The maintenance time guidance is a quick response to failure repair, a consumable parts replacement time guidance, etc., and the energy saving operation recommended guidance provides soil information for each field.

  Note that the sub-monitor 30 is configured to be switched to display of various touch-type switch groups, along with various data such as the model and model selected on the display screen 31. In the sub-monitor 30, for example, when a “travel assist” switch is pressed among various switch groups, the screen 32 of the display screen (display unit) 31 is switched to the travel assist screen.

  As shown in FIG. 3A, the travel assist screen (straight advance assist screen 32a, turn assist screen) includes a progress status display portion 321a and a touch switch group arranged on either one of the left and right sides of the progress status display portion 321a. A display unit 322a and a steering display unit 323a disposed above the progress status display unit 321a are provided. Note that, on the travel assist screen, the tractor image T of the progress status display unit 321a moves along the course as the aircraft progresses.

  When the setting switch 322ac is selected from the touch switch groups 322aa to 322ad of the touch switch group display unit 322a, the screen is switched to a screen for designating either “work machine width selection” or “travel assist mode selection” (not shown). When “work machine width selection” is designated, the work machine width of a work machine (such as a rotary tiller) can be input.

  When “travel assist mode selection” is designated, the screen is switched to the “straight line mode” and “curve mode” screens. Note that the straight-ahead assist screen 32a illustrated in FIG. 3A is a screen displayed when the “straight line mode” is selected.

  As shown in FIG. 3A, when the “straight line mode” is pressed, the screen is switched to the straight traveling assist screen 32a. In the rectilinear assist screen 32a, teaching is performed to create a reference straight path, an adjacent work target path is set based on the reference straight path, and the deviation or progress of the aircraft along the target straight path along with the reciprocation stroke of the adjacent work ( Direct and support)

  In addition, although not shown, when the “curve mode” is pressed, the screen is switched to the turning assist screen. On the curve assist screen, teaching is performed to sequentially create a reference target route along a curved line such as a curved shore, and instructions and support for deviations and progression (curvature) of the vehicle body that curves.

  Further, in the sub monitor 30, for example, when an on / off operation switch of various switch groups is pressed, the screen 32 of the display screen (display unit) 31 may be rephrased as an on / off operation screen (“operation panel screen”). ). The on / off operation screen is a screen in which an operation panel 21 (see FIG. 2) for operating on / off of various control functions related to the aircraft is displayed on the display screen 31 in a pseudo manner. It resembles a panel.

  As shown in FIG. 3B, the on / off operation screen 32b has at least two or more various control functions (volume switches for adjusting on / off of various controls and adjusting analog values) that are incorporated into the actual operation panel 21. Yes. On the on / off operation screen 32b, as with the actual operation panel 21, a combination of on / off states of various operation switches is arbitrarily set according to the operator and the content of work.

  Various operation switches on the on / off operation screen 32b include, for example, AT shift work sensitivity adjustment dial 321b, lowering speed adjustment dial 322b, brake adjustment dial 323b, backup ON / OFF switch 324b, auto lift ON / OFF switch 325b, auto brake There are an ON / OFF switch 326b, a horizontal sensitivity switch 327b, and the like.

  Of the above-described operation switches, the AT shift work sensitivity adjustment dial 321b is a dial for adjusting the shift sensitivity of the function of automatically shifting to the deceleration side when the engine load becomes high in the AT shift work. Note that the AT shift work sensitivity adjustment dial 321b shifts faster as the value becomes "+".

  The lowering speed adjustment dial 322b is a dial that adjusts the lowering speed of the work implement supported by the lift arm. With the lowering speed adjustment dial 322b, the speed is increased as the speed is increased, and the working efficiency is increased, but the impact when the working machine is grounded is increased. The brake adjustment dial 323b is a dial that adjusts the strength of the brake during autobraking. With the brake adjustment dial 323b, the smaller the “stronger” the better, but the field becomes more prone to rough.

  The backup ON / OFF switch 324b is a switch for turning on / off the function of automatically raising the work machine when the gear is moved backward. The auto lift ON / OFF switch 325b is a switch for turning on / off the function of automatically raising the work machine when the machine turns. The auto brake ON / OFF switch 326b is a switch for turning on / off the function of automatically performing one brake when the aircraft is turning. The horizontal sensitivity switch 327b is a switch that adjusts (dulls) the sensitivity of the work implement horizontal control.

  Although not shown, the sub-monitor 30 displays on the display screen 31 an image (video) captured by an imaging unit (for example, a CCD camera or a CMOS camera capable of wide-angle imaging) that images the aircraft and its surroundings. A work screen in which such an image is used for confirming the work status of the work machine is provided. Thus, the sub-monitor 30 displays the work screen, so that the operator can check the work status of the work machine while maneuvering the aircraft. Thereby, workability | operativity can be improved.

  In addition, the sub-monitor 30 is selected on a master screen that can select models and types of various agricultural machines (for example, tractors), a display screen that displays vehicle management information of the tractor selected on the master screen, and a master screen. Menu screen that allows you to select items such as track record, fuel consumption / fuel consumption, mileage / work time, work analysis, error information, and driving assistance, and details of each item selected on the menu screen. A plurality of types of screens 32 such as screens are displayed.

  The sub monitor 30 has a wireless communication function. For this reason, the data regarding the display of the display screen 31 transmitted from the control part 100 mentioned later are received by radio | wireless communication. Further, the sub monitor 30 includes a rechargeable battery, and is configured to be rechargeable only by being attached to the installation unit 35. Thus, since the sub monitor 30 does not require connection of a power source or a communication line, the sub monitor 30 can be easily moved.

  The sub-monitor 30 includes a storage device for an SD card or a USB memory, and is configured to be able to store various types of information such as the machine body, the engine E (see FIG. 1), and the work machine. Thereby, the state of the machine, the work content, the work situation, etc. can be saved. And workability | operativity can be improved by taking back and managing the preserve | saved data, or utilizing for the work of a later day.

  Next, the arrangement of the display device (sub monitor) 30 in the cabin 6 will be described with reference to FIGS. 4A and 4B. 4A and 4B are explanatory views of the arrangement of the display device (sub monitor) 30 in the cabin 6.

  FIG. 4A shows an example in which the sub monitor 30 is installed on the upper part of the dashboard 9 so as to be arranged in front (front) of the operator who has arrived at the cockpit 7. 4B, the sub-monitor 30 is installed on a panel that covers various operation levers (the throttle lever 22 and the like) so that the sub-monitor 30 is disposed on the right side (right diagonally forward) of the operator who has arrived at the cockpit 7. An example is shown.

  As shown in FIGS. 4A and 4B, an installation portion 35 to which the sub monitor 30 is attached is provided at a predetermined position around the cockpit 7 in the cabin 6. As described above, the installation units 35 are provided at a plurality of positions, and the sub-monitor 30 is detachably attached to each installation position.

  The installation unit 35 includes a mounting table 36 and a detection unit 37. The mounting table 36 is fixed to the installation position of the sub-monitor 30 and is mounted with the sub-monitor 30 standing. The detection unit 37 detects the sub monitor 30 placed on the placement unit 36. As shown in FIG. 4A, in the installation part 35 (35a) at the top of the dashboard 9, when the sub-monitor 30 is placed on the placement table 36 (36a), the detection part (first detection part) 37 (37a) (FIG. 5), it is detected that the sub-monitor 30 is installed in the installation unit 35a.

  As shown in FIG. 4B, in the installation part 35 (35b) on the panel that covers various operation levers on the right side of the cockpit 7, when the sub monitor 30 is placed on the placement table 35 (35b), the detection part ( The second detector 37 (37b) (see FIG. 5) detects that the sub monitor 30 is installed in the installation unit 35b.

  Here, in the tractor 1, there is a high possibility that the straight traveling assist screen 32a is selected on the sub-monitor 30 during straight traveling. The straight assist screen 32a is preferably in front of the operator. On the other hand, when using the screen 32 other than this, it is preferable that it is not in front of the operator. In particular, the on / off operation screen 32b that displays the operation panel 21 in a pseudo manner is preferably on the right side of the operator close to the position where the operation panel 21 is originally provided.

  For this reason, in the tractor 1 according to the present embodiment, when the sub monitor 30 is attached to the front surface of the cockpit 7, that is, to the installation portion 35a on the upper part of the dashboard 9, the display screen 31 is the straight-aid assist screen 32a (FIG. 3A). Automatically). In addition, the sub-monitor 30 is turned on when it is attached to either the left or right side of the cockpit 7 (right side in the present embodiment), that is, when it is attached to the installation portion 35b on the cover panel 27 of various operation levers on the right side. The screen is automatically switched to the cut operation screen 32b.

  Next, screen switching control on the display screen 31 of the display device (sub monitor) 30 will be described with reference to FIG. FIG. 5 is a block diagram of screen switching control. In addition, the control part 100 which performs this screen switching control has CPU, ROM, and RAM as an example, and controls the sub monitor 30 by executing the program memorize | stored in ROM.

  As shown in FIG. 5, the control unit 100 displays the display screen 31 of the display device (sub monitor) 30 according to the work content based on the detection signals output from the first detection unit 37 a and the second detection unit 37 b. Switch automatically. In the sub monitor 30, various screens 32 to be displayed are set for each installation position.

  Specifically, the control unit 100 uses, for example, the detection signal output from the first detection unit 37a when the sub monitor 30 is installed in the installation unit 35a (see FIG. 4A) provided in the upper part of the dashboard 9. Based on this, the display screen 31 is switched to the straight travel assist screen 32a.

  According to such a configuration, when the sub monitor 30 is installed on the installation unit 35a provided at the upper part of the dashboard 9, that is, in front of the cockpit 7, the display screen 31 is automatically switched to the straight traveling assist screen 32a. Therefore, it is possible to save time and effort for the screen switching operation by the operator. As a result, the operability of the sub-monitor 30 can be improved and workability can be improved.

  In addition, since the sub-monitor 30 is arranged at an appropriate position according to the work content, specifically, a rectilinear assist screen 32a that assists the rectilinear travel of the aircraft is disposed in front of the operator, so that the line of sight during the rectilinear operation The amount of movement of the vehicle can be reduced, and the straight operability can be improved. That is, workability can be improved.

  Further, the control unit 100 displays, for example, based on the detection signal output from the second detection unit 37b when the sub-monitor 30 is installed in the installation unit 35b provided on the cover panel 27 (see FIG. 4B). The screen 31 is switched to the on / off operation screen 32b. Note that when various switches displayed on the on / off operation screen 32b are turned on / off, the control unit 100 turns on / off various control functions according to the operation content in the same manner as when the switches are actually turned on / off. To control.

  According to such a configuration, an on / off operation screen 32b for operating on / off of various control functions related to the aircraft is displayed on the display screen 31 of the sub-monitor 30, so that various control functions are turned on / off by operations on the display screen 31. be able to. Moreover, since the on / off operation screen 32b is a screen display, it can be made into various layouts. Thus, even when the operation panel 21 is different depending on the model, model, number, etc., it is possible to cope.

  The on / off operation screen 32b is capable of operating on / off of at least two control functions (switches) (see FIG. 3B). The control unit 100 includes a storage unit 101 that stores a combination of ON / OFF states of such control functions. The storage unit 101 stores a plurality of combinations of on / off states of control functions. Then, the control unit 100 calls a combination desired by the operator in response to a call operation for a combination of on / off states of control functions such as selection from a menu screen.

  According to such a configuration, even when different settings for different pilots or different work contents are required at the time of turning on / off various control functions (various switches) related to the aircraft, The desired combination can be easily set by calling the combination of operation states (set to). Thereby, the on / off operability of various control functions can be improved.

  As shown in FIG. 5, for example, when using the on / off operation screen 32b, the control unit 100 recognizes and communicates with an external communication terminal 150 (for example, a tablet-type terminal) individually possessed by the pilot. A communication unit 102 is provided. For this reason, when the pilot carries the external communication terminal 150 and gets into the aircraft, the control unit 100 recognizes the brought-in external communication terminal 150 and performs communication with the external communication terminal 150. In addition, when the external communication terminal 150 is recognized by the communication unit 102, the control unit 100 determines the on / off state corresponding to the brought-in external communication terminal 150 from the combination of a plurality of on / off states stored in the storage unit 101. Call the combination.

  According to such a configuration, the operator recognizes the external communication terminal 150 individually possessed, and is automatically set so that the on / off operation state of various control functions is a combination corresponding to the brought-in external communication terminal 150. can do. Thereby, there is no need for any on / off state setting operation, and the on / off operability of various control functions can be improved.

  Note that the control unit 100 determines that the engine when the first detection unit 37a and the second detection unit 37b do not detect the sub monitor 30, that is, when the sub monitor 30 is not installed in any of the installation units 35a and 35b. You may comprise so that E may not be started.

  According to this configuration, the sub monitor 30 can be used for the purpose of preventing the tractor 1 from being stolen. Specifically, for example, theft can be prevented by removing the sub-monitor 30 and taking it home.

  As described above, the control unit 100 automatically displays the display screen 31 by wireless communication for each installation position (installation unit 35) of the sub-monitor 30 based on the detection results of the first detection unit 37a and the second detection unit 37b. However, the configuration for detecting the installation position of the sub-monitor 30 is not limited to this.

  Here, a first modification of the configuration for detecting the installation position of the display device (sub-monitor) 30 will be described with reference to FIGS. 6A and 6B. 6A and 6B are explanatory diagrams of a first modification of the detection configuration (first detection unit 37a and second detection unit 37b) of the sub-monitor 30. FIG. 6A shows a case where the sub-monitor 30 is attached to the installation part 35a on the upper part of the dashboard 9, and FIG. 6B shows an installation part other than the installation part 35a (for example, the installation part 35b on the cover panel 27). The case where it is attached to is shown.

  As shown in FIG. 6A, in the first modification, in the first detection unit 37a, when the sub monitor 30 is attached to the installation unit 35a on the dashboard 9 (see FIG. 2) on the front of the cockpit 7, It is detected that the sub-monitor 30 has been installed by the connection, and the digital screen is automatically input when the connector is connected, thereby switching to the desired screen 32 (in this case, the straight travel assist screen 32a). In this case, the sub monitor 30 is connected to the GND, and a close circuit is formed.

  As shown in FIG. 6B, in the second detection unit 37b, when the sub monitor 30 is attached to a position other than the installation unit 35a (for example, the installation unit 35b), an open circuit is formed because the connector is not connected. Thus, manual operation is possible.

  According to the configuration of the first modification, the sub monitor 30 is connected by wire, and the state of the input circuit changes according to the installation position using the digital input circuit of the sub monitor 30. Thereby, the screen of the display screen 31 can be changed according to the installation position.

  Next, a second modification of the configuration for detecting the installation position of the display device (sub monitor) 30 will be described with reference to FIG. FIG. 7 is an explanatory diagram of a second modification of the detection configuration of the sub-monitor 30 (first detection unit 37a and second detection unit 37b). FIG. 7 shows an example in which the sub-monitor 30 is attached to the installation part 35 a on the dashboard 9 and the installation part 35 b on the cover panel 27.

  As shown in FIG. 7, in the second modification, the sub monitor 30 includes, for example, two magnetic bodies 38a and 38b on the back surface. Of the two magnetic bodies, one is provided at the lower center, and the other is provided at either the left or right of the lower part. Further, proximity sensors 39a and 39b for detecting a magnetic material are provided in the installation portions 35a and 35b, respectively. The proximity sensor 39a is provided at the center of the lower portion of the mounting portion 36a, and the proximity sensor 39b is provided on the side corresponding to the magnetic body 38b on the lower left or right side of the mounting table 36b.

  When the sub monitor 30 is installed in any of the installation portions 35a and 35b, it is detected that the magnetic bodies 38a and 38b corresponding to the proximity sensors 39a and 39b on the installed side have reacted to install the sub monitor 30. . And the control part 100 switches the display screen 31 of the sub monitor 30 to the screen 32 according to the installation position.

  According to the configuration of the second modification, it is possible to determine the installation position of the sub monitor 30 when the sub monitor 30 is wirelessly connected. Further, the first detector 37a and the second detector 37b (both see FIG. 5) have a proximity switch structure using magnetic bodies 38a and 38b and proximity sensors 39a and 39b, so that the sub-monitor 30 is installed. The position can be determined without contact.

  Next, a third modification of the configuration for detecting the installation position of the display device (sub monitor) 30 will be described with reference to FIGS. 8A and 8B. 8A and 8B are explanatory diagrams of a third modification of the detection configuration (the first detection unit 37a and the second detection unit 37b) of the sub-monitor 30. FIG. 8A shows a case where the sub monitor 30 is attached to the installation portion 35a at the top of the dashboard 9. FIG. 8B shows an installation portion other than the installation portion 35a (for example, installation on the cover panel 27). The case where it attaches to the part 35b) is shown.

  As shown in FIGS. 8A and 8B, in the third modification, the sub monitor 30 includes a tilt sensor 40 that detects the tilt angle of the main body of the sub monitor 30. When a tablet type terminal is used for the sub monitor 30, for example, an acceleration sensor built in the sub monitor 30 and detecting its own tilt may be used as the tilt sensor 40.

  The inclination sensor 40 determines the installation position of the sub-monitor 30 according to an inclination angle that differs between the installation units 35a and 35b. If it is determined based on the inclination of only the sub-monitor 30, there is a possibility of erroneous detection when the aircraft is on an inclined ground. Therefore, the tilt sensor 40 can determine the installation position of the sub-monitor 30 based on the tilt angle of the sub-monitor 30 with respect to the tilt angle (roll angle) of the fuselage when detecting the tilt in the front-rear direction and the left-right direction of the fuselage.

  When the tilt sensor 40 is a simple sensor and detects only the tilt in the left-right direction of the airframe, as shown in FIG. 8A, for example, the sub-monitor 30 has an installation portion 35 a on the dashboard 9. Is attached, the same left-right direction inclination angle B is detected with respect to the left-right direction inclination angle (roll angle) A of the airframe. Thereby, it can be determined that the sub-monitor 30 is installed in the installation unit 35a.

  Further, as shown in FIG. 8B, the tilt sensor 40 detects the tilt angle C in a different direction with respect to the tilt angle A of the airframe, for example, when the sub-monitor 30 is attached to the installation portion 35b on the cover panel 27. To do. Thereby, it can be determined that the sub-monitor 30 is installed in an installation unit other than the installation unit 35a (for example, the installation unit 35b). Each installation portion 35 has a bracket structure in which the sub-monitors 30 have different inclination angles at each installation position.

  According to the configuration of the third modified example, the cost can be suppressed by using the inclination sensor (acceleration sensor) 40 built in the sub monitor 30 for detecting the installation position of the sub monitor 30. Further, by determining the installation position based on the relative inclination between the airframe and the sub monitor 30, it is possible to determine the stable installation position. Further, for example, screen switching control can be realized without providing a radio wave generator or the like on both the meter panel of the dashboard 9 and the ECU (Electronic Control Unit) of the control unit 100 (see FIG. 5). Thereby, cost can be further suppressed.

  Although not shown in the drawings, as another modified example, for example, a transmission unit that emits weak radio waves is provided in both internal circuits of the meter panel and the ECU, and a reception unit that receives weak radio waves transmitted from the transmission unit is provided in the sub-monitor 30. It is good also as a structure which judges and the installation position of the sub monitor 30 is judged according to a received signal. Even with this configuration, the installation position of the sub-monitor 30 can be automatically determined.

  In addition, for example, the internal circuit of either the meter panel or the ECU includes a transmission unit that emits weak radio waves, and the sub monitor 30 includes a reception unit in which the receivable distance of the weak radio waves transmitted from the transmission unit is limited. It is good also as a structure which judges the installation position of the sub monitor 30 by whether a radio wave is received. In this case, it is preferable that the receivable distance of the receiving unit is, for example, 10 to 30 cm. Even with this configuration, the installation position of the sub-monitor 30 can be automatically determined. In addition, it is not necessary to provide a transmission unit in both the meter panel and the ECU, and costs can be reduced.

  Further, when the weak radio wave from the transmission unit as described above cannot be received, the display screen 31 may be configured to be a screen (manual operation screen) for selecting which screen 32 to use. According to such a configuration, since the screen is automatically switched to a manually operated screen, for example, when the transmission unit or the reception unit is not functioning, it is possible to prevent the operator from working on a screen different from the screen 32 desired. Can do.

  Further effects and modifications can be easily derived by those skilled in the art. Thus, the broader aspects of the present invention are not limited to the specific details and representative embodiments shown and described above. Accordingly, various modifications can be made without departing from the spirit or scope of the general inventive concept as defined by the appended claims and their equivalents.

1 Work vehicle (tractor)
2 traveling vehicle body 3 front wheel 4 rear wheel 5 mission case 6 cabin 7 cockpit 8 steering handle 9 dashboard 10 accelerator pedal 11 clutch pedal 12 brake pedal 13 forward / reverse switching lever 14 main transmission lever 15 subtransmission lever 20 handle post 21 operation panel 22 Throttle lever 23 Main shift increase / decrease switch 24 Sub control lever 25 Sensitivity adjustment dial 26 Draft ratio adjustment dial 30 Display device (sub monitor)
31 Display screen (display section)
32 screen 32a rectilinear assist screen 32b on / off operation screen 35 installation unit 35a installation unit 35b (on the top of the dashboard) installation unit 35b (on the cover panel) 36 mounting table 37 detection unit 37a first detection unit 37b second detection unit 100 control Unit 101 Storage unit 102 Communication unit 150 External communication terminal E Engine

Claims (3)

A display device that is selectively installed at a plurality of positions including the front of the cockpit and displays a plurality of types of screens including a straight-ahead assist screen that assists the vehicle body to go straight;
A controller that switches the display screen of the display device to any one of the screens,
The controller is
When the display device is installed in front of the cockpit, the display screen is switched to the rectilinear assist screen. The display device
The work vehicle according to claim 1, wherein the work vehicle is installed in front of the cockpit at an upper part of a dashboard provided in front of the cockpit. The display device
The work vehicle according to claim 1, further comprising a work state screen displayed by a work machine connected to the traveling vehicle body as one of the plurality of types of screens.

Images