JP2017201911A - Work vehicle - Google Patents

Abstract

The present invention provides a working depth control system for a work vehicle in which a working depth setting is configured to be remotely operable with respect to a working depth control for keeping the working depth constant.
A work implement lifting control unit having a plowing depth control mode for raising and lowering the tilling work implement based on a detection value from a plowing depth sensor that detects a plowing depth of a plow working implement mounted on a rear portion of a vehicle. And a communication unit 172 that transmits and receives signals to and from the mobile terminal 173, and the work implement control unit 132 is based on a signal received by the communication unit 172 from the mobile terminal 173, and a plowing depth reference value of the plowing depth control mode Set.
[Selection] Figure 4

Description

  The present invention relates to a work vehicle.

  When the portable information terminal communicates with the work vehicle so that data can be exchanged, the operation device of the vehicle is displayed on the touch panel display of the portable information terminal based on the actual arrangement, and the operation device displayed on the screen is touched and operated. A technique is known in which a remote operation signal is transmitted and the control module of the work vehicle outputs a control signal based on the received remote operation signal (Patent Document 1).

JP 2014-192740 A

  Recent work vehicles are equipped with various control functions, and in some cases, it may be preferable to perform an adjustment operation while observing the state from the outside of the vehicle. If the depth adjustment of the depth control that keeps the tillage depth automatically is adjusted while observing from the outside of the vehicle, it is possible to visually check how deeply the tillage implement can be plowed with respect to the ground. Can do. However, the above technology has not disclosed a configuration relating to remote operation of tilling depth control. It is an object of the present invention to provide a working vehicle plowing depth control system capable of remote operation for plowing depth control for keeping the plowing depth constant.

  In order to solve the above-described problem, the present invention provides a tilling depth control mode in which the tilling work machine is moved up and down based on a detection value from a tilling depth sensor that detects the tilling depth of the tilling work machine attached to the rear portion of the vehicle. A working unit control unit, and a communication unit that transmits and receives signals to and from the mobile terminal, the working unit control unit based on a signal received from the mobile terminal by the communication unit, the tilling depth of the tilling depth control mode The first feature is to set the reference value.

  In the invention having the first feature, the mobile terminal registers identification information of a plurality of external communication terminals, and sets a reference value when a reference value is set for the tillage depth. Combined with the identification information being communicated and stored as an individual setting value, the mobile terminal transmits an individual setting value corresponding to the identification information being communicated when the work implement control unit is switched to the plowing depth control mode. This is the second feature.

  In the invention having the first or second feature, the third feature of the invention is that the mobile terminal transmits an on / off signal of the tilling depth control mode.

  According to the invention having the first feature, the tillage depth setting in the tillage depth control mode can be remotely controlled using a mobile terminal that communicates with the work machine control unit via the communication unit. Depth can be controlled.

  Further, according to the invention having the second feature, when there are a plurality of drivers, the identification information of the external communication terminals (for example, mobile phones, etc.) individually owned by each driver is registered, By storing multiple setting values of tillage depth as individual setting values in combination with the identification information of the external communication terminal that was communicating at the time of setting, it is stored on the mobile terminal as individual setting values for each driver. I can keep it. And at the timing when the plowing depth control mode is turned on, by sending an individual setting value corresponding to the identification information of the external communication terminal in communication, even if the driver changes, the setting according to the driver's preference Can be performed automatically.

  Moreover, according to the invention having the third feature, it is possible to switch on / off the plowing depth control mode from the outside of the vehicle by remote operation.

Side view of the entire tractor PTO rotation constant transmission case transmission diagram PTO rotating vehicle speed adaptation type transmission case diagram Control block diagram Schematic diagram of steering device The figure which shows the working depth adjustment operation screen of the mobile terminal Communication system schematic diagram of mobile terminal and external communication terminal

  Embodiments of the present invention will be described below in detail with reference to the drawings. FIG. 1 is an overall side view of a tractor shown as an example of a work vehicle according to the present invention. The power of a common rail type diesel engine 2 mounted in a bonnet 1 at the front of the airframe is used for a PTO shaft rotation constant mission case 3A or PTO shaft. In the rotating vehicle speed adaptation type transmission case 3B, the speed is appropriately changed and transmitted to the front wheel shaft 4 and the rear wheel shaft 5 to drive both the front wheel 6 and the rear wheel 7 or only the rear wheel 7, and into the cabin 26 on the fuselage. An operator sitting on the seat 10 to be provided travels while operating the steering wheel 8 standing at the center to steer the front wheels 6. The lower link 9 projecting rearward of the machine body is mounted with a tillage working machine 200 such as a rotary cultivator, and the tiller working machine 200 mounted by the PTO shaft 11 projecting rearward from the mission case 3A (3B) is driven.

  The rear portion of the tillage working machine 200 is covered with a rear cover 201, and the rear cover 201 rotates around a rear cover rotation shaft 201a in the vehicle left-right direction. The lower end portion 201b of the rear cover 201 is configured to be in contact with the ground during tilling and level the soil after tilling. For this reason, when the tilling claw 203 enters deeply into the ground, the rear cover 201 rotates upward, and when the entry of the tilling claw 203 becomes shallow, the rear cover 201 rotates downward. Therefore, the tilling depth can be electrically measured by detecting the rotation angle of the rear cover 201 by the tilling depth sensor 202.

  The tilling work machine 200 is supported at three points, that is, a left and right lower link 9 and a top link 213, and the left and right lower links 9 are connected by left and right lift arms 210 and lift rods 214. The lift arm 210 is configured to be rotated up and down by the main cylinder 212, and the tilling work machine 200 is raised and lowered by the vertical rotation of the lift arm 210. The rotation angle of the lift arm 210 is detected by a lift arm sensor 211.

  When the tilling depth is set in the tilling depth control mode, the set value is set as the tilling depth reference value L to be compared with the detected value of the tilling depth sensor 202 during tilling, and the detected value is deeper than the tilling depth reference value L. If the lift arm 210 is raised and the detected value is shallower than the plowing depth reference value L, the lift arm 210 is lowered to control the plowing depth to be constant. The plowing depth sensor 202 may be provided in the plowing work machine 200 or may be provided on the vehicle side and connected to the rear cover 201 with a wire, a link mechanism, or the like to detect the rotation angle of the rear cover 201. May be.

  FIG. 2 is a power transmission diagram of the mission case 3 </ b> A with a constant PTO shaft rotation, which is input to the main input shaft 13 connected to the output shaft of the engine 2 by the main joint 105. Three main main gears 106, a second main gear 108, and a third main gear 20 are fixed to the main input shaft 13, and the first main gear 106 is connected to the forward rotation gear 107 of the forward / reverse clutch A and the second main gear. The main gear 108 meshes with the reverse gear 19 of the forward / reverse clutch A via the first counter gear 18, and the third main gear 20 meshes with the PTO input gear 21 of the PTO clutch F to transmit power.

  Therefore, when the forward clutch A1 of the forward / reverse clutch A is engaged, the first main shaft 23 to which the forward / reverse clutch A is attached is rotated forward, and when the reverse clutch A2 is engaged, the first main shaft 23 is reversed, and when the PTO clutch F is engaged. The PTO clutch shaft 103 rotates.

  The forward / reverse clutch A is supplied with hydraulic oil via a forward / reverse switching solenoid 150 and a forward / reverse boost solenoid 151, and the forward / backward switching solenoid 150 supplies hydraulic oil to either the forward clutch A1 or the reverse clutch A2. It is possible to switch to an oil passage or an oil passage that supplies neither.

  The forward / reverse pressure boosting solenoid 151 uses a proportional control valve that can arbitrarily adjust the valve opening degree by the balance between the electromagnetic force proportional to the magnitude of the current flowing through the coil and the elastic force of the spring inside the valve mechanism. This adjusts the relief pressure of the hydraulic oil supply oil passage, thereby reducing the shock when the forward clutch A1 and the reverse clutch A2 are connected.

  During normal travel, when the forward / reverse lever 180 is operated forward, the forward / reverse lever operation position sensor 146 reads the position and transmits it to the travel control unit 149, and the travel control unit 149 The forward switching solenoid 150 is switched to the direction of supplying hydraulic oil to the forward clutch A1 side, and the value of the current flowing through the forward / reverse boosting solenoid 151 is adjusted.

  On the other hand, when the forward / reverse lever 180 is operated to the reverse side, the forward / reverse lever operation position sensor 146 reads the position and transmits it to the traveling control unit 149, and the traveling control unit 149 responds to the value to the forward / reverse switching solenoid 150. Is switched to the direction in which hydraulic oil is supplied to the reverse clutch A2 side, and the value of the current flowing through the forward / reverse pressure boosting solenoid 151 is adjusted.

  Further, when the forward / reverse lever 180 is operated to the neutral position, the forward / reverse lever operation position sensor 146 reads the position and transmits it to the travel control unit 149, and the travel control unit 149 responds to the value to the forward / reverse switching solenoid 150. Therefore, the forward / reverse clutch A is kept neutral by the elastic force of the internal spring.

  In a state where the connection of the clutch is restricted, the forward / reverse clutch A is kept neutral regardless of the value of the forward / reverse lever operation position sensor 146. If the forward / reverse clutch A is kept neutral, the rotations of the forward rotation gear 107 and the reverse rotation gear 19 are not transmitted to the first main shaft 23, and the rotational power of the engine 2 is cut off.

  The rotation of the first main shaft 23 is shifted by the four-speed transmission clutch B, the high / low switching clutch C constituting the main transmission device BC, and the sub-transmission device D constituting the sub-transmission device D, and the bevel gear shaft which is the travel final transmission shaft. 14 and the gear stage is shifted in 32 stages of 4 × 2 × 4 = 32. The front wheel 6 transmitted from the bevel gear shaft 14 can rotate faster than the rear wheel 7 by the speed increasing clutch E.

  The rotation of the PTO clutch shaft 103 that is transmitted from the main input shaft 13 by the third main gear 20 and the PTO input gear 21 is transmitted from the PTO clutch F to the first PTO shaft 22, and the PTO transmission mechanism G performs three forward rotations. The speed is changed to one reverse speed.

  Hereinafter, the power transmission mechanism will be described in detail. The rotation of the first main shaft 23 transmitted by the forward / reverse clutch A (the forward clutch A1 and the reverse clutch A2) causes the first gear 15 fixed to the shaft end to be fitted with the one- and three-speed clutch B1 of the four-speed clutch B. The first transmission gear 16 fixed to the first transmission shaft 24 and the second transmission gear 17 fixed to the second transmission shaft 25 mounted with the second and fourth transmission clutches B2 of the four-speed transmission clutch B are engaged with each other and transmitted.

  The rotation of the first transmission shaft 24 and the second transmission shaft 25 is transmitted from the seventh gear 40 to the sixth gear 39 that is spline-fitted to the second main shaft 42 when the first-speed clutch B11 is connected to the second main shaft 42. When the second speed clutch B22 is connected, the second gear shaft 42 is rotated from the ninth gear 38 to the eighth gear 37 spline-fitted to the second main shaft 42, and the third speed clutch B13 is connected. Transmission from the eleventh gear 31 to the tenth gear 30 spline-fitted to the second main shaft 42 rotates the second main shaft 42 and connects the four-speed clutch B24 to connect the thirteenth gear 36 to the second main shaft. The second main shaft 42 is rotated by being transmitted to the twelfth gear 41 that is spline-fitted to the 42.

  The first-speed clutch B11 is controlled by a signal from the travel control unit 149, the third-speed clutch B13 is controlled by a transmission-three solenoid 154, the second-speed clutch B22 is controlled by a transmission-second solenoid 155, and the fourth-speed clutch B24 is controlled by a signal from the traveling control unit 149. By doing so, you can freely control connection and disconnection. When all these four clutches are disconnected, the rotational power of the engine 2 is cut off.

  The rotation of the second main shaft 42 is transmitted to the high / low switching shaft 44 by the first joint 43, and when the high speed clutch C 1 of the high / low switching clutch C is connected, the high speed clutch gear 45 moves to the fourteenth gear 46 of the first counter shaft 47. When the low-speed clutch C2 of the high-low switching clutch C is connected, the low-speed clutch gear 48 is transmitted to the sixteenth gear 49 of the first countershaft 47.

  By mounting the high / low switching clutch C on the drive side shaft, the inertial rotational force of the high / low switching clutch C that is turned off when the auxiliary transmission D is shifted can be reduced, and the synchronizing function of the auxiliary transmission D is improved. Further, by providing the high / low switching clutch C between the four-speed transmission clutch B and the sub-transmission device D, the four-speed transmission clutch B is double-engaged to stop inertia rotation and the high / low switching clutch C is disengaged. The synchronizing function of the transmission device D works well, and the gear shifting can be performed well.

  The high speed clutch C1 can be freely connected and disconnected by controlling the high speed clutch solenoid 157 and the low speed clutch C2 by controlling the low speed clutch solenoid 158, respectively. When both clutches are disconnected, the rotational power of the engine 2 is disconnected.

  The rotation of the first counter shaft 47 is transmitted to the second counter shaft 51 by the second joint 50, and when the mechanical high speed clutch D 1 of the auxiliary transmission D is switched to the eighteenth gear 53 side, Transmission to the eighteenth gear 53 drives the bevel gear shaft 14 from the mechanical high speed clutch D1 at high speed.

  Further, when the mechanical high speed clutch D1 of the auxiliary transmission D is switched to the twentieth gear 55 side, transmission from the nineteenth gear 54 to the twentieth gear 55 causes the bevel gear shaft 14 to move from the mechanical high speed clutch D1 to the medium speed. To drive.

  When the mechanical low speed clutch D2 is switched to the twenty-second gear 57 side, transmission is made from the nineteenth gear 54 to the twenty-second gear 55, transmission from the twenty-fifth gear 60 to the twenty-sixth gear 61, Transmission from the 27th gear 62 to the 28th gear 63 drives the bevel gear shaft 14 from the mechanical low speed clutch D2 at a low speed.

  When the mechanical low speed clutch D2 is switched to the twenty-fourth gear 59 side, transmission from the nineteenth gear 54 to the twenty-second gear 55, transmission from the twenty-fifth gear 60 to the twenty-sixth gear 61, Transmission from the 27th gear 62 to the 28th gear 63, transmission from the 22nd gear 57 to the 21st gear 56, transmission from the 23rd gear 58 to the 24th gear 59, The bevel gear shaft 14 is driven at a very low speed from the mechanical low speed clutch D2.

  The auxiliary transmission D has a two-shaft configuration of the bevel gear shaft 14 and the second counter shaft 51 by loosely fitting the twenty-first gear 56 and the twenty-sixth gear 61 to the second counter shaft 51 to save space. It has become. Further, the auxiliary transmission device D includes a seventeenth gear 52, a nineteenth gear 54, a twenty-sixth gear 61, a twenty-seventh gear 62, a twenty-first gear 56, and a twenty-third gear 58 for shifting. Is provided on the second counter shaft 51, the synchro function is improved.

  The rotation of the bevel gear shaft 14 is such that the first bevel gear 64 formed integrally with the bevel gear shaft 14 meshes with the second bevel gear 66 of the rear wheel drive shaft 65, and the rear bevel gear set 83, the rear wheel drive shaft 65, and the rear planetary gear set. The rear wheel shaft 5 on which the rear wheel 7 is mounted is driven via 84.

  Further, a twenty-ninth gear 67 that is spline-fitted to the bevel gear shaft 14 meshes with a thirty-second gear 70 fixed to the first front wheel drive shaft 71 via a thirty gear 68 and a thirty-first gear 69. The first front wheel drive shaft 71 is also driven.

  When the speed increasing clutch E is attached to the front shaft end of the first front wheel driving shaft 71 and the constant speed clutch E2 is connected, the rotation of the first front wheel driving shaft 71 is transmitted to the second front wheel driving shaft 79 as it is, and the speed increasing clutch When E1 is connected, the rotation of the first front wheel drive shaft 71 is increased through the 33rd gear 75, the 34th gear 76, the 35th gear 77, and the 36th gear 78, and the second front wheel. It is transmitted to the drive shaft 79. The tip of the second front wheel drive shaft 79 drives the front wheel shaft 4 on which the front wheel 6 is mounted via the front bevel gear set 80, the front vertical drive shaft 81, and the front planetary gear set 82, as in the conventional case.

  The PTO input gear 21 is rotated by rotating the second PTO shaft 73 from the PTO clutch shaft 103 through the third joint 85, the first PTO shaft 22, and the fourth joint 86 by inserting the PTO clutch F.

  The PTO clutch shaft 104 provided side by side with the second PTO shaft 73 is provided with a first PTO transmission clutch G1 and a second PTO transmission clutch G2 constituting the PTO transmission mechanism G, and the first PTO transmission clutch G1 is connected to the thirty-eighth. When put in the gear 88 side, the rotation of the second PTO shaft 73 is transmitted to the PTO clutch shaft 104 at a low speed by the 37th gear 87 and the 38th gear 88, and the first PTO speed change clutch G1 is moved to the 40th gear 91. The second PTO shaft 73 is rotated at a medium speed by the 39th gear 90 and the 40th gear 91 to the PTO clutch shaft 104, and the second PTO speed change clutch G2 is moved to the 42nd gear 93 side. , The rotation of the second PTO shaft 73 is transmitted at high speed to the PTO clutch shaft 104 by the forty-first gear 92 and the forty-second gear 93, and the second PTO transmission clutch G2 is moved to the forty-fourth gear 96 side. The second one Rotation of the TO shaft 73 PTO clutch shaft 104 in the forty-third gear 95 and the forty-fifth gear 101 forty-fourth gear 96 is the transmission in reverse rotation.

  FIG. 3 shows a PTO shaft rotation vehicle speed adaptation type mission case 3B, which is configured by changing a part of the PTO transmission mechanism G of the PTO shaft rotation constant mission case 3A. The thirty-third gear 68 of the second PTO shaft 73 meshing with the forty-fifth gear 101 is eliminated, and the rotation of the bevel gear shaft 14 is transmitted to the counter shaft 97 to which the forty-fifth gear 101 is fixed. When the forty-sixth gear 98 is provided and the second PTO shift clutch G2 is switched to the forty-fourth gear 96 side, the twenty-ninth gear 67 to the thirty-gear 68, the forty-sixth gear 98, Transmission to the forty-fifth gear 101 and the forty-fourth gear 96 results in travel speed adaptation PTO rotation (ground PTO) in which the PTO clutch shaft 104, that is, the PTO shaft 11, changes speed according to the rotational fluctuation of the bevel gear shaft 14.

  The thirty gear 68 that receives the rotation from the twenty-ninth gear 67 and the thirty-first gear 69 that sends the rotation to the thirty-second gear 70 are integrated, and the thirty-sixth gear 68 has a forty-sixth gear. Since the traveling speed adaptation PTO rotation is obtained by meshing 98, the PTO shaft rotation constant transmission case 3A and the PTO shaft rotation vehicle speed adaptation transmission case 3B are shared. Further, the configuration can be simplified by loosely fitting the integrated thirty gear 68 and thirty-first gear 69 to the PTO clutch shaft 104.

  Next, the flow of control signals will be described with reference to the control block diagram of FIG. First, the engine mode is entered from the engine mode selection switch 125, the engine speed is entered from the engine revolution sensor 126, the pressure of the engine lubricating oil is entered from the engine oil pressure sensor 127, and the engine water temperature sensor 128 is entered. The temperature of the cooling water enters, the pressure of the common rail enters from the rail pressure sensor 129, the drive signal is output to the fuel high-pressure pump 130, and the fuel supply adjustment control signal is output to the high-pressure injector 131.

  Next, the work implement elevating control unit 132 includes an operation signal for the work implement elevating sensor 123 provided on the work implement elevating lever, a lift signal for the lift arm sensor 122, a raising position regulating signal for the raising position regulating dial 120, and a lowering speed adjustment dial. 121, a lowering speed setting signal 121 is input, and a work implement raising / lowering signal is output to the main raising solenoid 133 and the main lowering solenoid 134 to operate the working implement raising / lowering cylinder 135.

  In addition, the work implement lifting / lowering control section is provided with a work implement connector 171, and bidirectional communication can be performed according to a communication standard determined with the connected work implement. The engine control unit 124, the work implement lifting control unit 132, the travel control unit 149, the communication unit 172, and the meter panel 136 each have an information processing capability and perform bidirectional communication with each other. As a function. These communicate with each other control signals, and the meter panel 136 displays the state of the engine, the lifting / lowering state of the work implement, the traveling speed of the traveling device, and the like.

  The communication unit 172 transmits and receives signals to and from a mobile terminal 173 such as a tablet terminal or a smartphone by wireless communication. When the external GPS 174 is installed in the vehicle and the signal is received, the information of the external GPS 174 is given priority over the information of the internal GPS 175 transmitted from the mobile terminal 173, and the signal from the external GPS 174 is received. If not, the information of the built-in GPS 175 is used.

  In addition, when a PTO operation command is received from the mobile terminal 173, the PTO clutch solenoid 152 is operated via the travel control unit 149, so that remote operation is possible.

  The travel control unit 149 receives the clutch engagement signal, that is, the gear position of the sub-transmission device D, from the shift 1 clutch pressure sensor 138, the shift 2 clutch pressure sensor 139, the shift 3 clutch pressure sensor 140, and the shift 4 clutch pressure sensor 141, The shift position of the auxiliary transmission D is input from the clutch pressure sensor 142 and the low-speed clutch pressure sensor 143, and forward / neutral / reverse of the forward / reverse clutch A is input from the forward clutch pressure sensor 144 and the reverse clutch pressure sensor 145, and the forward / reverse travel is performed. A shift operation position signal is input from a forward / reverse lever operation position sensor 146 and a sub shift sensor 147 that detect an operation position of the lever 180, and a steering angle signal of the front wheels 6 is input from a steering angle sensor 159.

  Further, the travel control unit 149 receives a travel speed from the vehicle speed sensor 163, an operation signal for the steering wheel 8 from the steering wheel sensor 164 that also serves as an oil temperature sensor for hydraulic oil, and a switching signal for the PTO clutch solenoid 152 from the PTO switch 165. .

  As for the output from the travel control unit 149, a forward / reverse switching clutch A switching signal is output to the forward / reverse switching solenoid 150, and a forward / reverse clutch hydraulic oil supply oil passage relief pressure adjustment signal is output to the forward / reverse boosting solenoid 151. Reduces clutch connection shock, outputs an on / off signal to the PTO clutch solenoid 152, and sends a first speed control signal to the shift 1 solenoid 153 that controls the hydraulic cylinder that turns on and off the first and third shift clutch B1. A third speed control signal is output to a shift 3 solenoid 154 that controls the hydraulic cylinder that outputs and controls the third speed, and a shift 2 solenoid 155 that controls the hydraulic cylinder that switches the second and fourth shift clutch B2 on and off. The second speed control signal is output to the gear 4 and the fourth speed control signal is output to the shift 4 solenoid 156 that controls the hydraulic cylinder that turns on and off the fourth speed. Input signal of the incoming signal and the low speed clutch high speed clutch is output to the low-speed clutch solenoid 158 for actuating a hydraulic cylinder for driving the high-speed clutch solenoid 157 and low speed operating the hydraulic cylinder to drive the C fast. In addition, a steering signal for controlling the steering cylinder R is output to the steering solenoid 162.

  The engine control unit 124, work implement lifting control unit 132, travel control unit 149, communication unit 172, meter panel 136, and operation panel 137 perform various control functions by transmitting and receiving signals to and from each other. For example, when the steering angle sensor 159 detects a steering angle greater than or equal to a predetermined angle, an automatic brake function that facilitates a brake operation during reverse turning can be executed by automatically applying a single brake inside the turning. .

  In addition, when the steering angle sensor 159 detects a steering angle greater than or equal to a predetermined angle, an automatic lifting function that automatically raises the tilling work machine 200, the lift arm sensor 122 raises the tilling work machine 200 above a predetermined height. The automatic stop function for automatically disconnecting the PTO clutch when it is detected, and the reverse lift function for automatically raising the tilling work machine 200 can be executed when it is detected that the reverse lever 180 is operated backward. .

  The input switch 176 can switch the control mode to three modes: a running mode, a commitment mode, and a tilling mode. In the traveling mode, all the control functions for work such as the automatic brake function, the automatic ascent function, the automatic stop function, and the reverse function during the reverse movement are set to the off state. In the sticking mode, these control functions are set to be turned on / off arbitrarily, and in the tillage mode, all are set to the on state.

  Further, the detected value of the rotation angle of the rear cover 201 is input from the tilling depth sensor 202 to the work implement lifting / lowering control unit 132. In the tilling depth control mode, the main cylinder 135 is controlled based on the detected value, and the tilling depth is adjusted. Controlled to keep constant. Specifically, the plowing depth reference value L is set to the angle of the rear cover 201, and when the rear cover 201 is raised above the plowing depth reference value L, the plowing is too deep, so that the main cylinder is moved up. When the rear cover 201 is lower than the plowing depth reference value L, the main cylinder 135 is controlled so that the plowing work machine 200 is lowered because the plowing is too shallow.

  The plowing depth reference value L at this time is set by digital input while the driver looks at the screen of the meter panel 136 with the input switch 176. This setting by digital input can also be performed remotely by operating a mobile terminal 173 that communicates with the communication unit 172.

  An application for setting the tilling depth reference value L of the tilling depth is installed in the mobile terminal 173, and the tilling reference value L is set by operating a screen displayed by the application. In addition to the plowing depth reference value setting function in the plowing depth control mode, this application also includes a security release function by voice recognition, a height adjustment function of the electric step 220, and a position adjustment function of the seat 10 and the handle 8.

  FIG. 5 is a schematic view of the steering device. The operation amount of the steering wheel 8 is detected by the steering wheel sensor 164 and input to the travel control unit 149, and based on the value, a control signal for the steering cylinder R is output to the steering solenoid 162, and the steering control of the vehicle is performed. . At this time, the value of the steering angle sensor 159 that detects the angle of the front wheel 6 may be fed back to the control value of the steering solenoid 162.

  In addition, the mobile terminal 173 can be operated to be steered by remote control. The operation amount is transmitted from the mobile terminal 173 instead of the signal from the steering wheel sensor 164, the operation amount received by the communication unit 172 is input to the travel control unit 149, and the same steering control is performed. At this time, when the position information by the external GPS 174 as the positioning device is outside the range stored in advance, the signal output from the travel control unit 149 to the steering solenoid 162 is restricted to restrict the steering control.

  Further, when the auxiliary transmission sensor 147 detects the connection of the mechanical high speed clutch D1 to the eighteenth gear 53 side, the signal output from the travel control unit 149 to the steering solenoid 162 based on the signal from the mobile terminal 173 To regulate. Further, when the control mode is set to the travel mode by the input switch 176, all of the control functions for work such as the automatic brake function, the automatic ascent function, the automatic stop function, and the reverse function during the reverse operation are turned off. Similarly, the signal output from the travel control unit 149 to the steering solenoid 162 based on the signal from the mobile terminal 173 is restricted.

  If the mobile terminal 173 downloads an application in addition to the driving control signal, the mobile terminal 173 sends a control mode switching signal instead of the input switch 176, or sends a main shift operation or a sub shift change operation. In addition, it may be configured so that it can be remotely operated, and if it is a device that is electrically controlled, the mobile terminal 173 is used instead of the switching device provided in the vehicle so that it can be remotely operated. Can do.

  FIG. 6 is a diagram showing a tilling depth adjustment operation screen of the mobile terminal 173. By operating the tilling depth adjustment dial 181 or the tilling depth adjustment buttons 182U and 182D displayed on the screen of the mobile terminal 173, the tilling depth reference value L of the tilling depth is transmitted to the vehicle. A plowing depth control mode on / off switch 183 is displayed at the top of the screen. By operating this switch, it is possible to remotely turn on / off the plowing depth control mode.

  FIG. 7 is a schematic diagram of a communication system between the mobile terminal 173 and the external communication terminal 190. When the plowing depth reference value L is set with the identification information N1, N2, N3,... Of the plurality of external communication terminals 190A, 190B, 190C... Registered in the storage unit 173M of the mobile terminal 173, the plowing depth reference The value L is stored in the mobile terminal 173 as the individual setting value P in association with the identification information N during communication. The personal setting value P may be configured such that setting values such as a handle position and a step height can be stored. In addition, information such as work history Q may be recorded in association with each identification information N. The identification information N is registered as an external communication terminal 190 such as a mobile phone owned by the driver, and when it is detected that it is nearby, a personal set value P corresponding to the identification information N is transmitted to the vehicle. To do.

  With the above configuration, the tillage depth of the tillage working machine 200 is detected, and the tillage depth is set to the mobile terminal in the tillage depth control mode in which the tiller working machine is moved up and down based on the detected value to keep the tillage depth constant. 173 can be set by remote control. Therefore, the driver can adjust the tilling depth while confirming how deeply the tilling work machine 200 enters the ground from the outside of the vehicle.

  In addition, when the mobile terminal 173 detects that the external communication terminal 190 is nearby, the mobile terminal 173 calls and transmits the individual setting P related to the identification information N. Therefore, when the driver changes, the mobile terminal 173 sets the preference of the driver. Automatic setting is possible.

  Further, by enabling on / off switching operation of the tilling depth control mode from the mobile terminal 173, it is possible to remotely operate on / off switching of the tilling depth control mode.

132 Work implement lifting control unit 173 Mobile terminal 172 Communication unit 190 External communication terminal 200 Plowing work machine 202 Plowing depth sensor L Plowing depth reference value N Identification information P Individual set value

Claims (3)

A work implement elevating control unit having a plowing depth control mode for raising and lowering the plowing work implement based on a detection value from a plowing depth sensor that detects the plowing depth of the plow working implement mounted on the rear of the vehicle;
A communication unit for transmitting and receiving signals to and from a mobile terminal,
The work implement control unit sets a plowing depth reference value of the plowing depth control mode based on a signal received from a mobile terminal by a communication unit.
Working vehicle plowing depth control system. The mobile terminal registers identification information of a plurality of external communication terminals,
When the plowing depth reference value is set, the plowing depth reference value is stored as an individual setting value in association with the identification information being communicated,
The mobile terminal transmits an individual setting value corresponding to identification information being communicated when the work implement control unit is switched to a plowing depth control mode.
The working vehicle plowing depth control system according to claim 1. The mobile terminal transmits an on / off signal of the tillage control mode;
The working vehicle plowing depth control system according to claim 1 or 2.

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