JP2019024346A - Automatic travelling system - Google Patents

Abstract

To cause a vehicle body of a work vehicle or the like to travel automatically while executing regeneration processing at an appropriate timing.SOLUTION: An automatic travelling system includes a control part capable of executing automatic travelling control for causing a vehicle body to travel automatically along an automatic travelling route, and regeneration processing for removing particulate substances collected by an exhaust gas purification device 11 for purifying exhaust gas of an engine 10. The control part can execute, as regeneration processing, first regeneration processing for removing particulate substances without requiring the stop of the vehicle body as a condition, and second regeneration processing for removing particulate substances, requiring the stop of the vehicle as a condition. In a situation in which at least the second regeneration processing is required to be executed, the control part prohibits the start of the automatic travelling control.SELECTED DRAWING: Figure 1

Description

  The present invention relates to an automatic traveling system for automatically traveling a work vehicle along an automatic traveling route.

  In the automatic traveling system described above, the current position of the work vehicle is acquired using a satellite positioning system, and the work vehicle is automatically traveled along an automatic travel route generated in advance (see, for example, Patent Document 1). ). In such an automatic traveling system, since the work vehicle is automatically traveled along the travel route, the work vehicle can perform work even if the user is not on the work vehicle.

  A work vehicle used in an automatic traveling system or the like includes a diesel engine and an exhaust gas purification device (Diesel) that collects particulate matter (hereinafter abbreviated as “PM”) contained in the exhaust gas and purifies the exhaust gas. Particulate Filter (hereinafter abbreviated as “DPF”). In the DPF, PM accumulates over time, so if the amount of PM accumulation exceeds a predetermined amount, the flow resistance in the DPF increases, the PM trapping capacity decreases, and the engine output decreases. This will cause problems such as inviting. Therefore, by raising the temperature of the exhaust gas, so-called regeneration processing is performed in which PM accumulated in the DPF is burned and removed, and the PM collection ability of the DPF is recovered (see, for example, Patent Document 2).

  The device described in Patent Document 2 is not an automatic traveling system, but a user is on a work vehicle, and the work vehicle is traveling by a driving operation of the user. The regeneration process includes a low temperature side regeneration process and a high temperature side regeneration process. If the amount of accumulated PM exceeds a predetermined amount during work on the work vehicle, the low temperature side regeneration process is automatically performed. However, even if the low temperature side regeneration process is performed, the amount of accumulated PM may not be reduced. In such a case, the high temperature side regeneration process is performed. In the high temperature side regeneration process, for example, post-injection that injects fuel after the combustion stroke of the engine is performed to raise the temperature of the exhaust gas to a higher temperature than in the low temperature side regeneration process. The high temperature side regeneration process is not performed unless the user performs an artificial operation.In other words, the high temperature side regeneration process is performed after confirming the user's intention to permit the high temperature side regeneration process to be performed by the user's manual operation. Like to do.

International Publication No. 2015/119263 Japanese Patent No. 515579

  In the automatic traveling system described in Patent Document 1, since the user is not on the work vehicle, the high temperature side regeneration process should be performed when the accumulation amount of PM does not decrease even if the low temperature side regeneration process is performed. , The user cannot perform an artificial operation. Therefore, the regeneration process cannot be performed at an appropriate timing, and there is a possibility that problems such as a decrease in the PM output and a decrease in engine output may occur.

  Further, as the high temperature side regeneration process, there is also a regeneration process that needs to be performed while the work vehicle is stopped. When such regeneration processing is performed, the work by the work vehicle is interrupted, and work efficiency may be reduced. Therefore, it becomes a problem at what timing the regeneration process is performed in the automatic traveling system for automatically traveling the work vehicle.

  In view of this situation, a main problem of the present invention is to provide an automatic traveling system capable of automatically traveling a vehicle body such as a work vehicle while performing regeneration processing at an appropriate timing.

The first characteristic configuration of the present invention is an automatic traveling control for automatically traveling a vehicle body along an automatic traveling route, and a regeneration process for removing particulate matter collected by an exhaust gas purifying device for purifying exhaust gas of an engine. A control unit capable of executing
The control unit includes, as the regeneration process, a first regeneration process that removes particulate matter without being stopped by the vehicle body, and a second regeneration process that removes particulate matter when the vehicle body is stopped. Is feasible,
The control unit is configured to prohibit the start of the automatic traveling control in a situation where at least the second regeneration process is required.

  According to this configuration, if at least the second regeneration process is required, the control unit prohibits the start of the automatic travel control. Therefore, the second regeneration is performed in advance before the automatic travel control is started. Processing can be performed. As a result, the subsequent automatic traveling control can be appropriately performed, so that the vehicle body such as a work vehicle can be automatically traveled while the regeneration process can be performed at an appropriate timing.

  According to a second characteristic configuration of the present invention, when the control unit predicts that the second regeneration process needs to be performed during the execution of the automatic travel control before starting the automatic travel control, at least the second 2 The point is that it is determined that it is necessary to perform the reproduction process.

  Even if it is not necessary to perform the second regeneration process at the time before the automatic travel control is started, it may be necessary to perform the second regeneration process during the execution of the automatic travel control thereafter. Therefore, according to this configuration, when it is predicted that the second regeneration process needs to be performed during the execution of the automatic travel control before the automatic travel control is started, the control unit performs at least the second regeneration process. Therefore, the automatic travel control is prohibited from starting. As a result, even if it is necessary to perform the second regeneration process during the execution of the automatic travel control, the second regeneration process can be performed in advance before the start of the automatic travel control. However, automatic travel control can be performed appropriately.

  According to a third characteristic configuration of the present invention, the control unit includes a grace time until the timing at which the second regeneration process should be performed and a scheduled travel time during which the vehicle body automatically travels on an automatic travel route by the automatic travel control. In comparison, when the grace time is less than the scheduled travel time, it is predicted that the second regeneration process needs to be performed during the execution of the automatic travel control.

  If the grace time until the timing for performing the second regeneration process is less than the scheduled travel time, it is necessary to perform the second regeneration process during the execution of the automatic travel control. Although it is a relatively simple configuration of comparing the running time, it is possible to appropriately predict whether or not it is necessary to perform the second regeneration process during the execution of the automatic running control. As a result, the second regeneration process can be performed in advance before the automatic travel control is started based on the appropriate prediction. Therefore, the second regeneration process can be performed at an optimal timing.

In a fourth characteristic configuration of the present invention, the automatic travel route includes a first route in which execution of the second regeneration process is prohibited and a second route in which execution of the second regeneration process is not prohibited. And
The control unit is configured to execute the second regeneration process when the vehicle body is positioned on the second route during the execution of the automatic traveling control.

  According to this configuration, during execution of the automatic traveling control, the control unit does not perform the second regeneration process when the vehicle body is located on the first route, and performs the second regeneration process when the vehicle body is located on the second route. I do. As a result, the automatic travel route can be divided into the first route and the second route according to various conditions such as the work status by the automatic travel control and the surrounding situation, so that the vehicle body performs the second regeneration process. It is possible to improve work efficiency while performing the second regeneration process when located on a suitable route.

  According to a fifth characteristic configuration of the present invention, in the automatic traveling control, a reference engine rotational speed is preset for the automatic traveling route, and the control unit performs the first regeneration during execution of the automatic traveling control. When processing needs to be performed, the reference engine rotation speed can be changed to the engine rotation speed for the first regeneration process.

  According to this configuration, the control unit can change the reference engine speed to the engine speed for the first regeneration process when the first regeneration process needs to be performed during the execution of the automatic travel control. The first regeneration process can be performed after changing to an engine speed suitable for performing the regeneration process. Thereby, since the 1st regeneration processing can be performed appropriately, combustion removal of PM deposited on DPF can be performed appropriately.

A sixth characteristic configuration of the present invention is provided with a wireless communication terminal that is capable of wireless communication with the control unit and has an artificially operated operation unit that permits execution of the second reproduction process,
The control unit is configured to be capable of executing the second reproduction process when the operation unit of the wireless communication terminal is operated.

  According to this configuration, since the wireless communication terminal includes the artificial operation type operation unit that permits the execution of the second reproduction process, the user can select the first operation depending on whether or not the operation unit is operated by the user. 2 It can be determined whether or not the execution of the reproduction process is permitted. When the operation unit of the wireless communication terminal is operated, the control unit executes the second reproduction process on the assumption that the user's intention to permit execution of the second reproduction process is performed. It can be executed at an appropriate timing.

The figure which shows schematic structure of an automatic traveling system Block diagram showing schematic configuration of automatic driving system A figure showing an example of an automatic travel route Schematic diagram showing the schematic configuration of engine intake and exhaust Flow chart showing the operation when performing automatic travel control and regeneration processing Flow chart showing operation in reset regeneration control Flow chart showing operation in parking regeneration control The figure which shows the display screen displayed on the display part of a radio | wireless communication terminal The figure which shows the display screen displayed on the display part of a radio | wireless communication terminal The figure which shows the display screen displayed on the display part of a radio | wireless communication terminal

An embodiment of an automatic traveling system according to the present invention will be described with reference to the drawings.
As shown in FIG. 1, the automatic traveling system 1 includes a tractor 2 as a working vehicle that automatically travels along automatic traveling routes K1 and K2 (see FIG. 3), and gives various information to the tractor 2. A possible wireless communication terminal 3 is provided. In this embodiment, a reference station 4 for acquiring position information of the tractor 2 is provided.

  The tractor 2 includes a vehicle body 6 on which a work machine 5 can be mounted on the rear side. A front portion of the vehicle body 6 is supported by a pair of left and right front wheels 7, and a rear portion of the vehicle body 6 is supported by a pair of left and right rear wheels 8. . A bonnet 9 is disposed at the front of the vehicle body 6, and an engine 10 (diesel engine) as a drive source is accommodated in the bonnet 9. An exhaust gas purification device 11 (hereinafter abbreviated as “DPF”) that collects particulate matter (hereinafter abbreviated as “PM”) contained in the exhaust gas and purifies the exhaust gas is disposed at the upper part of the engine 10. Is provided. The DPF 11 is disposed in the bonnet 9 so as to extend in a direction parallel to or orthogonal to the axial direction of the output shaft of the engine 10. A cabin 12 for a user to board is provided on the rear side of the bonnet 9, and a steering handle 13 for a steering operation by the user, a driver's seat 14 for the user, and the like are provided in the cabin 12. .

  In FIG. 1, the tractor 2 is illustrated as the work vehicle. However, in addition to the tractor, a walk-type work vehicle can be applied in addition to a riding work vehicle such as a rice transplanter, a combiner, a civil engineering / architecture work device, and a snowplow.

  As shown in FIG. 2, the tractor 2 includes a vehicle-side wireless communication unit 25, the wireless communication terminal 3 includes a terminal-side wireless communication unit 31, and the reference station 4 includes a reference station-side wireless communication unit 41. ing. Various types of information can be transmitted and received between the tractor 2 and the wireless communication terminal 3 by wireless communication between the vehicle-side wireless communication unit 25 and the terminal-side wireless communication unit 31, and the vehicle-side wireless communication unit 25 and the reference station Various information can be transmitted and received between the tractor 2 and the reference station 4 by wireless communication with the side wireless communication unit 41. The wireless communication terminal 3 and the reference station 4 are configured to transmit and receive various types of information via the tractor 2. Incidentally, the wireless communication terminal 3 and the reference station 4 are configured to be able to directly transmit and receive various types of information without going through the tractor 2 by wireless communication between the terminal side wireless communication unit 31 and the reference station side wireless communication unit 41. You can also. The frequency band used for wireless communication between the wireless communication units may be a common frequency band or different frequency bands.

  As shown in FIG. 2, the tractor 2 includes a positioning antenna 21, a vehicle side control unit 22, a DPF regeneration control unit 23, a position information acquisition unit 24, a vehicle side wireless communication unit 25, a vehicle side regeneration switch 26, and a storage unit. (Not shown) and the like are provided. The vehicle-side control unit 22 is provided in the tractor 2 such as an engine control device, a transmission device, and a steering device (not shown) while acquiring its current position information (current position of the tractor 2) by the position information acquisition unit 24. The tractor 2 can be automatically driven by controlling various devices. Further, the tractor 2 is provided with an inertial measurement device (not shown) having a three-axis gyro, a three-direction accelerometer, and the like, and the vehicle-side control unit 22 is based on the measurement information of the inertial measurement device. It is configured to be able to detect the posture and the direction of travel. Although not shown, the vehicle-side regeneration switch 26 is disposed in the vicinity of the steering handle 13 such as the side of the steering handle 13.

  As shown in FIG. 1, the positioning antenna 21 is configured to receive a signal from a positioning satellite 15 that constitutes a satellite positioning system (GNSS), for example. The positioning antenna 21 is disposed on the upper surface of the roof of the cabin 12 of the tractor 2, for example.

  As a positioning method using the satellite positioning system, as shown in FIG. 1, a reference station 4 installed at a predetermined reference point is provided, and satellite positioning of the tractor 2 (mobile station) is performed by positioning correction information from the reference station 4. A positioning method for correcting the information and obtaining the current position of the tractor 2 can be applied. For example, various positioning methods such as DGPS (differential GPS positioning) and RTK positioning (real-time kinematic positioning) can be applied. Incidentally, as for the positioning method, independent positioning can be used without providing the reference station 4.

  In this embodiment, for example, since RTK positioning is applied, as shown in FIGS. 1 and 2, the reference station 4 is provided in addition to the positioning antenna 21 provided in the tractor 2 on the mobile station side. It has been. The position information of the reference point that is the installation position of the reference station 4 is set and grasped in advance. The reference station 4 is disposed at a position (reference point) that does not interfere with the traveling of the tractor 2, for example, around the field. The reference station 4 includes a reference station side wireless communication unit 41 and a reference station positioning antenna 42.

  In RTK positioning, the carrier phase (satellite positioning information) from the positioning satellite 15 is measured by both the reference station 4 installed at the reference point and the positioning antenna 21 of the tractor 2 on the mobile station side for which position information is to be obtained. doing. The reference station 4 generates positioning correction information including the measured satellite positioning information and the position information of the reference point every time the satellite positioning information is measured from the positioning satellite 15 or every time the set period elapses, and the reference station side radio The positioning correction information is transmitted from the communication unit 41 to the vehicle-side wireless communication unit 25 of the tractor 2. The position information acquisition unit 24 of the tractor 2 obtains the current position information of the tractor 2 by correcting the satellite positioning information measured by the positioning antenna 21 using the positioning correction information transmitted from the reference station 4. The position information acquisition unit 24 obtains, for example, latitude information / longitude information as the current position information of the tractor 2.

  The wireless communication terminal 3 is composed of, for example, a tablet-type personal computer having a touch panel, and can display various information on the touch panel. Various information can also be input by operating the touch panel. The wireless communication terminal 3 can be used by being carried by the user outside the tractor 2, and can also be used by being mounted on the side of the driver seat 14 of the tractor 2.

  As shown in FIG. 2, the wireless communication terminal 3 includes a terminal-side wireless communication unit 31, a terminal-side control unit 32, a route generation unit 33, a display unit 34, a reproduction switch 35, and the like. The route generation unit 33 is configured to generate automatic travel routes K1, K2 (see FIG. 3) on which the tractor 2 automatically travels. Further, the wireless communication terminal 3 is provided with a storage unit (not shown), and various information such as information registered by the user is stored in the storage unit.

  When performing automatic traveling of the tractor 2, information for generating automatic traveling routes K <b> 1 and K <b> 2 such as information on the field area, the tractor 2 and the work implement 5 by the user operating the touch panel of the wireless communication terminal 3 is used. Registered. The route generation unit 33 of the wireless communication terminal 3 generates automatic travel routes K1 and K2 on which the tractor 2 automatically travels based on registration information and the like. For example, as shown in FIG. 3, the route generation unit 33 includes, as the automatic travel routes K1 and K2, the straight path K1 that performs operations such as tillage while automatically traveling the tractor 2 in the field H, and the straight path K1. A turning circuit K2 for turning the tractor 2 on the next straight path K1 is generated. The automatic travel routes K1 and K2 shown in FIG. 3 are merely examples, and what automatic travel routes K1 and K2 the route generation unit 33 generates can be appropriately changed.

  When the route generation unit 33 generates the automatic travel routes K1 and K2, information about the field H such as the shape and position information of the field H is registered in advance. In the field H, a work area R1 where work such as tillage and a non-work area R2 (headland) where no work is performed are specified as areas for generating the automatic travel paths K1 and K2. The route generation unit 33 generates a straight path K1 for the work area R1 and generates a turning circuit K2 for the non-work area R2. The straight path K1 is a path that automatically travels from one end side to the other end side in the work area R1 in the field H, and the straight path K1 extends from the start point S to the goal point G over the entire work area R1. It is generated so as to be arranged adjacent to each other in the width direction of H. The turning circuit K2 is generated as a route for turning the tractor 2 by connecting the ends of the two straight roads K1 arranged in the width direction of the field H.

  In this way, when the route generation unit 33 generates the automatic travel routes K1 and K2, the terminal-side control unit 32 of the wireless communication terminal 3 sends route information regarding the automatic travel routes K1 and K2 from the wireless communication terminal 3 to the tractor 2. By transferring, the vehicle side control part 22 of the tractor 2 can acquire route information. The vehicle-side control unit 22 acquires the current position information (current position of the tractor 2) by the position information acquisition unit 24 based on the acquired route information, and the tractor 2 along the automatic travel routes K1 and K2. Can be driven automatically. The current position information of the tractor 2 acquired by the position information acquisition unit 24 is transmitted from the tractor 2 to the wireless communication terminal 3 in real time (for example, every several seconds), and the current position of the tractor 2 is transmitted by the wireless communication terminal 3. Trying to figure out.

  Here, in generating the automatic travel routes K1 and K2, the reference engine speed and the reference vehicle speed of the tractor 2 are set for each of the straight road K1 and the turning circuit K2. The reference engine rotation speed for the straight road K1 and the reference vehicle speed of the tractor 2 and the reference engine rotation speed for the turning circuit K2 and the reference vehicle speed of the tractor 2 are set to the same engine rotation speed or vehicle speed, or different engine rotation speeds or vehicle speeds. Can be set. The engine rotation speed setting information indicating the reference engine rotation speed and the vehicle speed information indicating the reference vehicle speed of the tractor 2 are configured to be capable of wireless communication from the wireless communication terminal 3 to the tractor 2 together with the route information.

  Further, in generating the automatic travel routes K1 and K2, it is possible to set the work content of what work is to be performed, and the route generation unit 33 can set various work details such as the set work content and route information. Based on the information, the estimated work time required for the work is obtained when the tractor 2 is automatically driven along the generated automatic travel routes K1 and K2. The scheduled work time information indicating the scheduled work time is configured to be able to wirelessly communicate from the wireless communication terminal 3 to the tractor 2 together with the route information.

  In the wireless communication terminal 3, when the user operates the touch panel to instruct the start of automatic traveling, the wireless communication terminal 3 transmits an automatic traveling start instruction to the tractor 2. As a result, in the tractor 2, the vehicle-side control unit 22 receives an instruction to start automatic traveling, so that the position information acquisition unit 24 acquires its current position information (current position of the tractor 2) while automatically traveling. It is configured to perform automatic traveling control for automatically traveling the tractor 2 along the routes K1 and K2.

  As described above, as shown in FIG. 1, the tractor 2 includes the engine 10 disposed in the bonnet 9, and includes the DPF 11 that collects PM contained in the exhaust gas of the engine 10 and purifies the exhaust gas. It has been. Hereinafter, a schematic configuration of the intake and exhaust of the engine 10 will be described with reference to FIG.

  The engine 10 includes an intake passage 51 that sucks air from the outside, a combustion chamber 52 that combusts fuel, and an exhaust passage 53 that discharges exhaust gas from the combustion chamber 52 to the outside. 4 shows the four-cylinder engine 10 having four combustion chambers 52, the number of the combustion chambers 52 can be changed as appropriate. An intake valve 54 and an intake manifold 55 are arranged in the intake passage 51 in order from the upstream side in the air flow direction. The intake valve 54 is configured to be able to adjust the amount of air supplied to the combustion chamber 52, and the intake manifold 55 is configured to distribute and supply intake air to each of the plurality of combustion chambers 52. .

  The engine 10 is provided with a common rail 56 and an injector 57 for supplying fuel to the combustion chamber 52. Fuel is pumped to the common rail 56 by a fuel pump (not shown). The injectors 57 are disposed in the respective combustion chambers 52, and the fuel stored at a high pressure in the common rail 56 is ejected to the respective combustion chambers 52 at a predetermined timing.

  In the exhaust path 53, an exhaust manifold 58, an exhaust valve 59, and a DPF 11 are arranged in order from the upstream side in the exhaust gas flow direction. The exhaust manifold 58 is configured to collectively discharge exhaust gas generated in each combustion chamber 52, and the exhaust valve 59 is configured to be able to adjust the amount of exhaust gas discharged to the outside of the engine 10. ing.

  The DPF 11 includes an oxidation catalyst 11a and a soot filter 11b in order from the upstream side in the exhaust gas flow direction, and the oxidation catalyst 11a and the soot filter 11b are accommodated in a casing. The oxidation catalyst 11a is configured to promote oxidation of carbon monoxide, nitrogen monoxide and the like contained in the exhaust gas. The soot filter 11b is configured to collect particulate matter (PM) such as soot contained in the exhaust gas, and is configured to burn and remove the PM collected and deposited by the soot filter 11b. ing.

  The engine 10 includes an EGR device 60 and is configured to be able to recirculate a part of the exhaust gas to the intake side. The EGR device 60 includes an EGR path 61 that recirculates a part of the exhaust gas in the exhaust path 53 to the intake path 51. In the EGR passage 61, an EGR cooler 62 that cools the exhaust gas that recirculates and an EGR valve 63 that can adjust the recirculation amount of the exhaust gas are arranged in order from the upstream side in the exhaust gas flow direction.

  The engine 10 is provided with various sensors. As sensors, for example, an engine rotation speed sensor 64 that detects the rotation speed of the engine 10, an oxidation catalyst temperature sensor 65 that detects the temperature upstream of the oxidation catalyst 11a in the DPF 11, and a temperature upstream of the soot filter 11b in the DPF 11 are detected. A soot filter temperature sensor 66, a differential pressure sensor 67 for detecting a differential pressure between the upstream side and the downstream side of the soot filter 11b in the DPF 11 are provided.

  The vehicle-side control unit 22 uses the detection information of various sensors, a preset map, and the like to supply the air supply amount by the intake valve 54, the exhaust amount by the exhaust valve 59, the fuel injection timing by the injector 57, and the fuel By controlling the injection amount, the recirculation amount by the EGR valve 63, and the like, the output state of the engine 10 is set to a predetermined output state. For example, the vehicle-side control unit 22 sets the air supply amount by the intake valve 54, the exhaust amount by the exhaust valve 59, and the injector 57 so that the engine rotation speed detected by the engine rotation speed sensor 64 becomes a predetermined engine rotation speed. The fuel injection timing, the fuel injection amount, and the recirculation amount by the EGR valve 63 are controlled.

  As described above, since PM is collected by the soot filter 11b in the DPF 11, PM accumulates on the soot filter 11b. Accordingly, the vehicle-side control unit 22 raises the exhaust gas temperature so that the PM deposited on the soot filter 11b in the DPF 11 is burned and removed, and the DPF regeneration that performs so-called regeneration processing that recovers the PM collection capability of the DPF is performed. A control unit 23 (see FIGS. 2 and 4) is provided.

  The DPF regeneration control unit 23 is configured to execute an assist regeneration process, a reset regeneration process, and a parking regeneration process as regeneration processes. Incidentally, since the vehicle-side control unit 22 controls the engine 10 so that the output state of the engine 10 becomes a predetermined output state (an output state suitable for work), the exhaust gas temperature of the engine 10 (for example, The temperature detected by the oxidation catalyst temperature sensor 65 may be high enough to burn and remove PM. In such a case, when the vehicle-side control unit 22 performs the normal operation of the engine 10, combustion removal of PM accumulated on the soot filter 11b in the DPF 11 is naturally performed. Accordingly, when the PM accumulated on the soot filter 11b in the DPF 11 cannot be burned and removed even if the vehicle-side control unit 22 performs the normal operation of the engine 10, the regeneration process by the DPF regeneration control unit 23 is performed.

  In the assist regeneration process, the DPF regeneration control unit 23 adjusts the opening degree of the intake valve 54 to the throttle side, and sets the injection timing of the injector 57 to the after injection side after the main injection, so that the temperature in the DPF 11 ( For example, the temperature detected by the oxidation catalyst temperature sensor 65 or the soot filter temperature sensor 66 is controlled to a set temperature (for example, 250 ° C. to 500 ° C.).

  In the reset regeneration process (corresponding to the first regeneration process), the DPF regeneration control unit 23 injects fuel (post-injection) into the combustion chamber 52 by the injector 57 after the combustion process, in addition to the assist regeneration process. The temperature in the DPF 11 (for example, the detected temperature of the oxidation catalyst temperature sensor 65 or the soot filter temperature sensor 66) is controlled to be equal to or higher than the set temperature (for example, about 560 degrees). The DPF regeneration control unit 23 ends the reset regeneration process when a set time (for example, 30 minutes) elapses from the start of the reset regeneration process.

  In the parking regeneration process (corresponding to the second regeneration process), with the tractor 2 stopped, the DPF regeneration control unit 23 adds the engine rotational speed to the high idle engine rotational speed in addition to the reset regeneration process. Further, by increasing the engine rotation speed, the temperature in the DPF 11 (for example, the temperature detected by the oxidation catalyst temperature sensor 65 or the soot filter temperature sensor 66) is controlled to be equal to or higher than the set temperature (for example, about 600 degrees). The DPF regeneration control unit 23 ends the parking regeneration process when a set time (for example, 30 minutes) has elapsed since the start of parking regeneration.

  As to the priority order of the assist regeneration process, the reset regeneration process, and the parking regeneration process, when the PM accumulation amount of the soot filter 11b does not decrease even if the assist regeneration process is performed, the DPF regeneration control unit 23 is configured to perform reset reproduction processing. In addition, the DPF regeneration control unit 23 is configured to perform the parking regeneration process when the PM accumulation amount of the soot filter 11b does not decrease even if the reset regeneration process is performed.

A method for obtaining the PM accumulation amount of the soot filter 11b will be described.
The relationship of the PM accumulation amount with respect to the differential pressure between the upstream side and the downstream side in the soot filter 11b is set in advance by experiments or the like. The PM accumulation amount information indicating the PM accumulation amount based on the detection information of the differential pressure sensor 67 using the relationship between the PM accumulation amount and the preset differential pressure by the vehicle side control unit 22 (DPF regeneration control unit 23). Can be obtained. Further, the PM accumulation amount can also be obtained by subtracting the regeneration amount of PM burned and removed in the DPF 11 from the PM emission amount discharged from the engine 10. Since the amount of PM emission and the amount of regeneration of PM vary depending on the output state of the engine 10, the amount of PM emission and the amount of regeneration of PM with respect to the output state of the engine 10 are determined by experiments and the like. The relationship can be set in advance. Thereby, the vehicle-side control unit 22 (DPF regeneration control unit 23) relates to the output state of the engine 10, such as the detection information of the engine rotation speed sensor 64 and the reference engine rotation speed set for the automatic travel paths K1 and K2. By acquiring the information, it is possible to acquire the PM accumulation amount information indicating the PM accumulation amount by using the relationship between the PM discharge amount and the PM regeneration amount with respect to the preset output state of the engine 10.

  In the automatic traveling system 1, the vehicle-side control unit 22 (corresponding to the control unit) performs automatic traveling control for automatically traveling the tractor 2 (the vehicle body 6) along the automatic traveling routes K1 and K2, so that the tractor 2 Even if the user is not on board, various operations such as tillage on the farm field H (FIG. 3) can be performed. When performing the automatic travel control, the vehicle-side control unit 22 needs to perform the above-described regeneration process as necessary.

  Therefore, how to perform the regeneration process when the tractor 2 automatically travels will be described below based on the flowchart of FIG. The operation shown in the flowchart of FIG. 5 is performed before the vehicle-side control unit 22 starts the automatic travel control and acquires the route information regarding the automatic travel routes K1 and K2.

  Incidentally, although not shown in FIG. 5, in the assist regeneration process, the PM accumulation amount becomes a set amount or more before the start of the automatic traveling control of the tractor 2 and during the execution of the automatic traveling control of the tractor 2. The vehicle control unit 22 performs assist regeneration processing by the DPF regeneration control unit 23. Then, when it is necessary to perform the reset regeneration process and the parking regeneration process during the execution of the assist regeneration process by the DPF regeneration control unit 23, the process proceeds from the assist regeneration process to the reset regeneration process and the parking regeneration process. It is configured as follows.

  First, the vehicle-side control unit 22 determines whether there is a possibility that a reset regeneration or parking regeneration condition is satisfied during the execution of the automatic travel control before starting the automatic travel control (step #). 1). Before starting the automatic travel control, the vehicle-side control unit 22 indicates the PM accumulation amount information indicating the DPF accumulation amount of the soot filter 11b in the DPF 11, and the reference engine rotation speed set for the automatic travel paths K1 and K2. Based on the engine speed setting information and the scheduled traveling time information indicating the scheduled traveling time in which the tractor 2 automatically travels along the automatic traveling paths K1 and K2 by automatic traveling control, reset regeneration or parking is performed during the automatic traveling control. It is determined whether or not the reproduction condition is likely to be satisfied.

  The reset regeneration condition is, for example, a condition that the PM accumulation amount does not become less than the set amount even when the assist regeneration process is executed, or the reset regeneration process every time the accumulated drive time of the engine 10 passes a set time (for example, 100 hours). It can be set to include conditions for performing For example, the parking regeneration condition can be set so as to include a condition in which the PM accumulation amount does not become less than the set amount even when the reset regeneration process is executed.

  The vehicle-side control unit 22 obtains a grace time until the parking regeneration process should be performed based on the PM accumulation amount information, the engine speed setting information, and the like. It is determined that there is a possibility that the parking regeneration condition may be satisfied when the grace time is less than the planned travel time. When determining that there is a possibility that the parking regeneration condition is satisfied, the vehicle-side control unit 22 prohibits the automatic traveling, and maintains the state in which the automatic traveling is prohibited until the PM accumulation amount decreases below the set amount. (In the case of Yes for parking regeneration in step # 1, step # 2, step # 3). In this case, the vehicle-side control unit 22 may output a display control signal for causing the display unit 34 of the wireless communication terminal 3 to display a display indicating that automatic driving is prohibited. Thereby, in the wireless communication terminal 3, since it is displayed on the display part 34 that automatic traveling is prohibited, the user can recognize that automatic traveling is prohibited.

  When it is determined in step # 1 that the parking regeneration condition may be satisfied, the user burns and removes PM by causing the tractor 2 to travel by manual operation and raising the temperature of the exhaust gas, thereby accumulating PM. By reducing the amount below the set amount, it is possible to return to step # 1. When it is determined in step # 1 that the parking regeneration condition may be satisfied, the vehicle-side control unit 22 may execute the parking regeneration control as in step # 8 described later. Even if the parking regeneration condition is not satisfied, if there is a high possibility that the parking regeneration condition will be satisfied after that, the parking regeneration control is executed before starting the automatic travel, thereby more reliably removing PM. Is possible.

  Thus, if the vehicle-side control unit 22 predicts that it is necessary to perform the parking regeneration process (second regeneration process) during the execution of the automatic travel control before starting the automatic travel control, at least the parking regeneration is performed. Since it is necessary to perform the process, the start of automatic travel control is prohibited. That is, the vehicle-side control unit 22 prohibits the start of the automatic travel control, assuming that at least the parking regeneration process is necessary when the automatic travel prohibition condition regarding the parking regeneration process is satisfied. Yes.

  Here, the vehicle-side control unit 22 may satisfy the parking regeneration condition by comparing the grace time until the timing at which the parking regeneration process should be performed and the scheduled traveling time (scheduled traveling time information). However, it is also possible to determine whether or not there is a possibility that the parking regeneration condition is satisfied based on, for example, the magnitude of the engine load applied to the engine 10 when executing the automatic travel control. . When the engine load applied to the engine 10 increases, the temperature of the exhaust gas also increases, and the amount of PM deposition tends to decrease. Therefore, when the automatic travel control is executed, if the engine 10 is not loaded with a load higher than a predetermined load (for example, when the work content for performing the automatic travel control is the work content with a small engine load), the parking regeneration is performed. It can be determined that the condition may be satisfied.

  In step # 1 of FIG. 5, the vehicle-side control unit 22 obtains a grace time until the timing for performing the reset regeneration process based on the PM accumulation amount information and the engine speed setting information. The grace time is compared with the planned travel time (scheduled travel time information), and it is determined that there is a possibility that the reset regeneration condition is satisfied when the grace time is less than the planned travel time. When the vehicle-side control unit 22 determines that there is a possibility that the reset regeneration condition is satisfied, a display for causing the display unit 34 of the wireless communication terminal 3 to display a display indicating that the reset regeneration condition may be satisfied. A control signal is output (in the case of Yes for reset reproduction in Step # 1, Step # 4). Thereafter, in the wireless communication terminal 3, when the user operates the touch panel to instruct the start of automatic traveling, the vehicle-side control unit 22 starts automatic traveling control and performs automatic traveling of the tractor 2 (step #). If the answer is Yes, step # 6).

  In this way, if the vehicle-side control unit 22 predicts that it is necessary to perform the reset regeneration process during the execution of the automatic travel control before starting the automatic travel control, the predicted content of the wireless communication terminal 3 is displayed. It is displayed on the display unit 34 so that the user can recognize the predicted contents.

  By the way, the determination as to whether or not there is a possibility that the reset regeneration condition is satisfied is not limited to the comparison between the grace time and the scheduled travel time, like the parking regeneration condition, for example, the magnitude of the engine load, etc. Based on other conditions, it can be determined whether there is a possibility that the reset regeneration condition is satisfied.

  When it is determined that there is no possibility that both the reset regeneration condition and the parking regeneration condition are satisfied (in the case of No in Step # 1), the vehicle side control unit 22 uses the touch panel on the wireless communication terminal 3. Is instructed to start automatic traveling, the vehicle-side control unit 22 starts automatic traveling control and performs automatic traveling of the tractor 2 (in the case of Yes in step # 5, step # 6). Incidentally, when the vehicle-side control unit 22 determines that both the reset regeneration condition and the parking regeneration condition are not likely to be satisfied, there is a possibility that both the reset regeneration condition and the parking regeneration condition are satisfied. You may output the display control signal for displaying on the display part 34 of the radio | wireless communication terminal 3 the display which shows that there is no.

  The vehicle-side control unit 22 determines whether or not a reset regeneration or parking regeneration condition is satisfied during execution of the automatic travel control (step # 7).

  When the vehicle-side control unit 22 determines that the parking regeneration condition is satisfied, the parking regeneration control is executed, and the state in which the parking regeneration control is executed is maintained until the PM accumulation amount is reduced below the set amount. (In the case of Yes for parking regeneration in Step # 7, Step # 8, Step # 9).

Here, the parking regeneration control will be described.
First, a description will be given of the display when performing the parking regeneration control. When the parking regeneration condition is satisfied, the vehicle-side control unit 22 wirelessly transmits a display control signal for displaying the regeneration switch 35 (see FIG. 2). It is transmitted to the communication terminal 3. When receiving the display control signal, the wireless communication terminal 3 displays the reproduction switch 35 on the display unit 34 so that the reproduction switch 35 appears.

  For example, in the wireless communication terminal 3, when a display control signal is received, the display screen shown in FIG. 8 is displayed on the display unit 34. In the display screen shown in FIG. 8, route information such as the automatic travel route K1 and the current position of the tractor 2 are displayed at the center of the display screen, and a start icon 36 for commanding the start of automatic travel and a command for stopping automatic travel are commanded. A stop icon 37 is displayed on the upper side of the display screen. In addition, various other information is displayed on the display screen, and icons for instructing various operations are also displayed. Since the parking regeneration condition is satisfied and automatic driving is disabled, the start icon 36 is displayed in a predetermined color (for example, gray) on the display screen shown in FIG. The icon 38 located at the lower left end is displayed so as to be distinguishable from other icons (for example, displayed in red). At this time, when the user presses the icon 38, the display unit 34 shifts from the display screen shown in FIG. 8 to the display screen shown in FIG. 9, and a playback icon ( The reproduction switch 35) is displayed. Incidentally, in the display screen shown in FIG. 9, the DPF icon 39 is displayed so as to be distinguishable from other icons (for example, displayed in red), and the user can confirm the detailed contents by pressing the DPF icon 39. It will shift to the display screen.

  In addition, when the parking regeneration condition is satisfied, the vehicle-side control unit 22 not only causes the display unit 34 of the wireless communication terminal 3 to display the regeneration switch 35 but also includes the vehicle-side regeneration switch 26 provided in the tractor 2. Flashes the light emitting part. That is, when the parking regeneration condition is satisfied, the vehicle-side regeneration switch 26 of the tractor 2 blinks, and the regeneration switch 35 appears on the display unit 34 of the wireless communication terminal 3.

  If any of the regeneration switches is operated while the regeneration switch 26 is blinking and the regeneration switch 35 is in the on state, the regeneration regeneration switch 26 is turned on to execute the parking regeneration process. In addition, a parking reproduction execution message indicating that the parking reproduction process is being executed is displayed on the display unit 34 as in the display screen shown in FIG. When the parking regeneration process ends, the vehicle-side regeneration switch 26 is turned off, and the display of the parking regeneration execution message on the display unit 34 is terminated. In the present embodiment, the regeneration switch 35 is not displayed on the display unit 34 during the execution of the parking regeneration process. For example, an aspect (for example, a lighting display) different from that before the parking regeneration process is performed (for example, blinking display). It is good also as displaying on the display part 34 and ending the display on the display part 34, when a parking reproduction | regeneration process is complete | finished.

  Based on FIG. 7, the operation | movement of parking reproduction | regeneration control is demonstrated. Incidentally, in the following description, it is assumed that the user's operation on the regeneration switch 35 is determined in a predetermined step on the assumption that the user is not on the tractor 2, but the user's operation on the vehicle-side regeneration switch 26 is also described. It may be determined at the same time.

  The vehicle-side control unit 22 determines whether or not the current position of the tractor 2 is located in the turning circuit K2, and if the current position of the tractor 2 is not located in the turning circuit K2, the regeneration switch 35 is set by the user. It is confirmed whether or not it is operated (in the case of No in step # 31, step # 32). When the vehicle-side control unit 22 confirms that the regeneration switch 35 is operated and confirms that the current position of the tractor 2 has reached the turning circuit K2, the vehicle-side control unit 22 stops the automatic travel and performs parking by the DPF regeneration control unit 23. Reproduction processing is performed (in the case of Yes in Step # 32, in the case of Yes in Step # 33, Step # 34, Step # 37).

  In step # 31, when the current position of the tractor 2 is located on the turning circuit K2, the vehicle-side control unit 22 stops the automatic travel and confirms that the regeneration switch 35 is operated. The parking reproduction process by the unit 23 is performed (in the case of Yes in Step # 31, Step # 35, in the case of Yes in Step # 36, Step # 37).

  Thus, in the parking regeneration control, if the vehicle-side control unit 22 can confirm the operation of the regeneration switch 35 by the user when the current position of the tractor 2 is located on the turning circuit K2, the DPF regeneration control unit 23 The parking regeneration process is performed. The automatic travel routes K1 and K2 include the straight road K1 and the turning circuit K2, but the straight road K1 is set as the first route in which execution of the parking regeneration process is prohibited, and the turning circuit K2 performs the parking regeneration process. It is set to the second route whose execution is not prohibited. The vehicle-side control unit 22 performs the parking regeneration process when the current position of the tractor 2 is located on the turning circuit K2 (second route). Thereby, on the straight road K1 where the work is performed by the tractor 2, the vehicle-side control unit 22 does not execute the parking regeneration process, so that the work is not interrupted and parking is performed while improving work efficiency. Playback processing can be performed. The vehicle-side control unit 22 prohibits execution of the parking regeneration process when the regeneration switch 35 (corresponding to the operation unit) of the wireless communication terminal 3 is not operated. Since the parking regeneration process temporarily stops the automatic travel of the tractor 2, the user's intention is confirmed. If the user does not perform the manual operation of the regeneration switch 35, the parking regeneration process is not performed, and the parking regeneration is performed after confirming the user's intention to permit the execution of the parking regeneration process by the manual operation of the regeneration switch 35 by the user. Processing is performed.

  Further, the timing for performing the parking regeneration process is when the current position of the tractor 2 is located on the turning circuit K2. For example, in the turning circuit K2, the point at which the traveling direction of the tractor 2 is reversed (for example, the tractor 2). The parking regeneration process may be performed when the tractor 2 is located at a point where the posture of 2 is a posture along a direction orthogonal to the straight road K1. Thus, not only can the parking regeneration process be performed at any point over the entire length of the turning circuit K2, but also the tractor 2 can be located at some preset points in the turning circuit K2. The parking regeneration process can be performed only when

  Returning to FIG. 5, when the vehicle-side control unit 22 determines in step # 7 that the reset regeneration condition is satisfied, reset regeneration control is performed (step # 10). The vehicle-side control unit 22 confirms whether or not the PM accumulation amount has decreased below the set amount by performing reset regeneration control (step # 11). If the PM accumulation amount decreases below the set amount, the vehicle-side control unit 22 returns to step # 6 and continues the automatic travel control (in the case of Yes in step # 11). The vehicle-side control unit 22 performs the above-described parking regeneration control (see FIG. 7) when the PM accumulation amount has not decreased below the set amount and the parking regeneration condition is satisfied (step # 11). No and Yes in step # 13).

Here, the reset reproduction control will be described with reference to FIG.
The vehicle-side control unit 22 determines whether or not the reference engine rotation speed associated with the straight road K1 is equal to or higher than the predetermined rotation speed, and the reference engine rotation speed associated with the straight road K1 is less than the predetermined rotation speed. If so, the reference engine rotational speed of the straight path K1 is changed to an engine rotational speed (engine rotational speed for the first regeneration process) equal to or higher than a predetermined rotational speed (in the case of No in Step # 21, Step # 22). .

  The vehicle-side control unit 22 determines whether or not the reference engine rotation speed associated with the turning circuit K2 is equal to or higher than a predetermined rotation speed, and the reference engine rotation speed associated with the turning circuit K2 is less than the predetermined rotation speed. The reference engine rotation speed of the turning circuit K2 is changed to an engine rotation speed (engine rotation speed for the first regeneration process) equal to or higher than a predetermined rotation speed (in the case of No in step # 23, step # 24).

  Incidentally, the predetermined rotational speed in the straight path K1 and the predetermined rotational speed in the turning circuit K2 can be set to the same rotational speed or different rotational speeds. When changing the reference engine rotation speed, a changeable range of the engine rotation speed can be set by a user or the like as to what rotation speed to change. At this time, the changeable range of the engine rotation speed can be set to a range in which the vehicle speed of the tractor 2 associated with the straight road K1 and the turning circuit K2 is not changed. Further, when the changeable range of the engine rotation speed is set to a range in which the vehicle speed of the tractor 2 associated with the straight road K1 and the turning circuit K2 is changed, the change of the vehicle speed is indicated by the radio communication terminal 3 The information is displayed on the display unit 34 to allow the user to recognize that the vehicle speed changes. Only when the user performs a permission operation for permitting a change in the vehicle speed, the changeable range of the engine rotation speed is changed to a range in which the vehicle speed of the tractor 2 associated with the straight road K1 and the turning circuit K2 is changed. It is set.

  In this way, the vehicle-side control unit 22 sets the reference engine rotation speed associated with the straight road K1 to a predetermined rotation speed or higher and sets the reference engine rotation speed associated with the turning circuit K2 to a predetermined rotation speed or higher. Then, the reset regeneration process is performed by the DPF regeneration control unit 23 (step # 25).

  In the reset regeneration process by the DPF regeneration control unit 23, when the current position of the tractor 2 is located on the straight path K1, the vehicle-side control unit 22 controls the engine rotational speed to a reference engine rotational speed equal to or higher than a predetermined rotational speed, The DPF regeneration control unit 23 performs reset regeneration processing. When the current position of the tractor 2 is located on the turning circuit K2, the DPF regeneration control unit 23 performs the reset regeneration process in a state where the vehicle-side control unit 22 controls the engine rotational speed to a reference engine rotational speed that is equal to or higher than a predetermined rotational speed. I do.

  When the reference engine rotation speed associated with the straight road K1 is changed and when the reference engine rotation speed associated with the turning circuit K2 is changed, the vehicle-side control unit 22 performs the DPF regeneration control unit 23. When the reset regeneration process is completed, the reference engine speed associated with the straight path K1 is set back to the original reference engine speed, and the reference engine speed associated with the turning circuit K2 is set to the original reference. The engine speed is set to return.

  Returning to FIG. 5, when the vehicle-side control unit 22 determines in step # 7 that both the reset regeneration condition and the parking regeneration condition are not satisfied, it determines whether or not the pre-execution condition for reset regeneration is satisfied. (No in step # 7, step # 14). The vehicle-side control unit 22 requires the reset regeneration process before the work by the automatic travel control is finished, and the time required for the reset regeneration process (for example, 30 minutes) is from the current time before the work by the automatic travel control is finished. When the remaining work time is exceeded, it is determined that the pre-execution condition for reset regeneration is satisfied. The vehicle-side control unit 22 needs a reset regeneration process before the work by the automatic travel control is completed based on the PM accumulation amount information, the engine speed setting information, the route information, the current position information of the tractor 2, and the like. Is determined. Moreover, the vehicle side control part 22 discriminate | determines whether the time (for example, 30 minutes) required for reset reproduction | regeneration processing exceeds remaining work time based on route information, the current position information of the tractor 2, etc. ing.

  When it is determined that the reset regeneration pre-execution condition is satisfied, the vehicle-side control unit 22 performs the above-described reset regeneration control (in the case of Yes in step # 14, step # 10). When it is determined that the pre-execution condition for the reset regeneration is not satisfied, the vehicle-side control unit 22 determines whether or not the work is finished, and when the work is finished, the automatic traveling control is finished (step) In the case of No in # 14, in the case of Yes in Step # 15, Step # 16).

  In this way, the vehicle-side control unit 22 repeatedly determines whether or not the reset regeneration or parking regeneration condition is satisfied during execution of the automatic travel control, and whether or not the reset regeneration prior execution condition is satisfied. Is repeatedly determined. The vehicle-side control unit 22 is configured to perform regeneration control (reset regeneration control or parking regeneration control) according to the condition when any of the conditions is satisfied.

  Here, the operations shown in FIGS. 5 to 7 are merely examples, and other operations can be performed. For example, when the vehicle-side control unit 22 determines in step # 1 in FIG. 5 that there is a possibility that the reset regeneration condition is satisfied, the wireless communication terminal 3 displays a display indicating that the reset regeneration condition may be satisfied. A display control signal to be displayed on the display unit 34 is output (step # 4). Instead, if the vehicle-side control unit 22 determines that the reset regeneration condition may be satisfied, the vehicle-side control unit 22 may output a route regeneration instruction signal for regenerating the automatic travel routes K1 and K2. Good. In this case, when the wireless communication terminal 3 receives the route regeneration instruction signal, the display unit 34 can display a setting screen for regenerating the automatic travel routes K1 and K2. In this manner, if there is a possibility that the reset regeneration condition is satisfied before the automatic travel control is started, the automatic travel route can be generated again. When the automatic travel route is generated again, for example, the automatic travel route can be generated so as to satisfy the condition that the load of the engine 10 increases and the temperature of the exhaust gas increases.

  In step # 14 of FIG. 5, when it is determined that the reset regeneration pre-execution condition is satisfied, the vehicle-side control unit 22 executes reset regeneration control (in the case of Yes in step # 14, step # 15). ). Alternatively, if the vehicle-side control unit 22 determines that the reset regeneration prior execution condition is satisfied, the vehicle-side control unit 22 can also prohibit the execution of the reset regeneration control. As a result, if the reset regeneration process does not end before the automatic travel control ends, the reset regeneration process is not performed, and the situation where the reset regeneration process continues after the automatic travel control ends appears. Can be prevented. Further, when the vehicle-side control unit 22 determines that the pre-execution condition for the reset regeneration is satisfied, the vehicle-side control unit 22 displays a display indicating that the reset regeneration process is continued after the automatic travel control is terminated. It is also possible to output a display control signal for causing the display 34 to display. Furthermore, step # 14 can be omitted, and automatic traveling control can be performed without determining whether the pre-execution condition for reset regeneration is satisfied.

  In step # 7 of FIG. 5, if the vehicle-side control unit 22 determines that the parking regeneration condition is satisfied during the execution of the automatic travel control, the vehicle-side control unit 22 performs parking regeneration control (parking regeneration processing) (step # 8). Instead of this, the vehicle-side control unit 22 does not execute the parking regeneration control (parking regeneration processing) even if it is determined that the parking regeneration condition is satisfied during the execution of the automatic traveling control, and the automatic traveling control is performed. After ending, parking regeneration control (parking regeneration processing) can be automatically executed. In this case, the vehicle-side control unit 22 causes the display unit 34 of the wireless communication terminal 3 to display a display indicating that the parking regeneration control (parking regeneration process) is automatically executed after the automatic travel control ends. A display control signal can be output.

  In the reset regeneration control of FIG. 6, reset regeneration processing is performed by the DPF regeneration control unit 23 without requiring a user operation on the regeneration switch 35 or the vehicle-side regeneration switch 26. Instead, when performing the reset regeneration control, the regeneration switch 35 is made to appear on the display unit 34 of the wireless communication terminal 3 and the vehicle-side regeneration switch, as in the case of performing the parking regeneration control (see FIG. 7). 26 is blinked. The vehicle-side control unit 22 prohibits execution of the reset regeneration process by the DPF regeneration control unit 23 when the regeneration switch 35 or the vehicle-side regeneration switch 26 is not operated by the user, and the user performs the regeneration switch 35 or the vehicle-side regeneration switch. Only when 26 is operated, the reset regeneration process by the DPF regeneration control unit 23 can be executed. Incidentally, when the reset regeneration process is performed by the DPF regeneration control unit 23, a display indicating that the reset regeneration process is performed can be displayed on the display unit 34 of the wireless communication terminal 3.

  In step # 33 of FIG. 7, the vehicle-side control unit 22 performs the parking regeneration process by the DPF regeneration control unit 23 after confirming that the current position of the tractor 2 has reached the turning circuit K2 (step S33). # 36). Instead, when the regeneration switch 35 is operated in step # 32, the vehicle side control unit 22 omits step # 33 and determines whether or not the current position of the tractor 2 has reached the turning circuit K2. Regardless, the automatic regeneration is stopped when the regeneration switch 35 is operated, and the parking regeneration process by the DPF regeneration control unit 23 can be executed.

[Another embodiment]
(1) In the above embodiment, the first route in which the execution of the parking regeneration process is prohibited is the straight path K1, and the second route in which the execution of the parking regeneration process is not prohibited is the turning circuit K2. The first route in which the execution of the parking regeneration process is prohibited may be the turning circuit K2, and the second route in which the execution of the parking regeneration process is not prohibited may be the straight path K1.

  Further, only a part of the plurality of turning circuits K2 can be used as the second route, and the other automatic travel routes K1 and K2 can be used as the first route, and the first route and the second route in the automatic travel routes K1 and K2. How to set can be changed as appropriate. For example, in the automatic travel routes K1 and K2, a route portion where high temperature exhaust gas cannot be discharged can be a first route, and a route portion where high temperature exhaust gas can be discharged can be a second route. The first route and the second route can be set according to various conditions such as the control work situation and the surrounding situation.

  Regarding the setting of the first route and the second route, for example, the first route and the second route can be changed and set by the user operating the wireless communication terminal 3 as necessary. The settings of the first route and the second route may be fixed so that the settings of the first route and the second route cannot be changed.

(2) In the above embodiment, the vehicle-side control unit 22 performs the parking regeneration process when the current position of the tractor 2 is located on the turning circuit K2 (second route). Instead of or in addition to this, the vehicle-side control unit 22 predicts in advance the timing at which it is necessary to perform the parking regeneration process before starting the automatic travel control or during the execution of the automatic travel control. Then, when it is predicted that the timing at which the parking regeneration process will be required at the timing when the tractor 2 travels the turning circuit K2 (second route), the vehicle-side control unit 22 directly performs the tractor 2. The parking regeneration process can be performed at the timing when the vehicle travels along the turning circuit K2 (second route). Conversely, when it is predicted that the vehicle-side control unit 22 will be required to perform the parking regeneration process at the timing when the tractor 2 travels on the straight road K1 (second route), the straight road The parking regeneration process can be performed at the timing when the tractor 2 travels on the turning circuit K2 before (not necessarily immediately before) K1 or the next turning circuit K2 of the straight road K1.

(3) In the above embodiment, the vehicle-side control unit 22 prohibits the DPF regeneration control unit 23 from executing the parking regeneration process when the regeneration switch 35 or the vehicle-side regeneration switch 26 is not operated by the user. The parking regeneration process by the DPF regeneration control unit 23 is executed only when the regeneration switch 35 or the vehicle regeneration switch 26 is operated. Instead, the vehicle-side control unit 22 can perform the parking regeneration process by the DPF regeneration control unit 23 regardless of whether the regeneration switch 35 or the vehicle-side regeneration switch 26 is operated by the user. In this case, the vehicle-side control unit 22 performs the parking regeneration process by the DPF regeneration control unit 23 at the timing when the regeneration switch 35 or the vehicle-side regeneration switch 26 is operated by the user, and also the regeneration switch 35 or the vehicle by the user. If the state where the side regeneration switch 26 is not operated continues for a set time or longer, the parking regeneration process by the DPF regeneration control unit 23 can be automatically performed.

(4) In the above embodiment, the reset playback process is set as the first playback process. However, for example, the assist playback process and the reset playback process can be set as the first playback process. As long as the PM of the exhaust gas purifying device 11 is burned and removed without stopping the tractor 2.

1 Automated driving system 2 Tractor (work vehicle)
3 Wireless communication terminal 10 Engine (diesel engine)
11 Exhaust gas purification device (DPF)
22 Control part (vehicle side control part)
35 Playback switch (operation unit)
K1 straight road (first route)
K2 turning circuit (second path)

Claims (6)

An automatic travel control for automatically traveling the vehicle body along the automatic travel route, and a control unit capable of executing a regeneration process for removing the particulate matter collected by the exhaust gas purification device that purifies the exhaust gas of the engine,
The control unit includes, as the regeneration process, a first regeneration process that removes particulate matter without being stopped by the vehicle body, and a second regeneration process that removes particulate matter when the vehicle body is stopped. Is feasible,
The automatic travel system configured to prohibit the start of the automatic travel control when the control unit is in a situation where at least the second regeneration process is required.   When the control unit predicts that the second regeneration process needs to be performed during the execution of the automatic travel control before starting the automatic travel control, it is necessary to perform at least the second regeneration process. The automatic traveling system according to claim 1, wherein the automatic traveling system is determined to be a situation.   The control unit compares the grace time until the timing for performing the second regeneration process with the scheduled travel time for the vehicle body to automatically travel on the automatic travel route by the automatic travel control, and the grace time is The automatic travel system according to claim 2, wherein it is predicted that the second regeneration process needs to be performed during execution of the automatic travel control when the planned travel time is below. The automatic travel route includes a first route in which execution of the second regeneration process is prohibited and a second route in which execution of the second regeneration process is not prohibited,
The said control part is comprised so that the said 2nd reproduction | regeneration process may be performed when the said vehicle body is located in the said 2nd path | route during execution of the said automatic travel control. The automatic driving system described in 1. In the automatic travel control, a reference engine speed is preset for the automatic travel route,
The control unit is configured to be able to change the reference engine rotation speed to an engine rotation speed for the first regeneration process when it is necessary to perform the first regeneration process during the execution of the automatic travel control. Item 5. The automatic travel system according to any one of Items 1 to 4. A wireless communication terminal capable of wireless communication with the control unit and having an artificially operated operation unit that permits execution of the second reproduction process is provided.
The automatic travel system according to any one of claims 1 to 5, wherein the control unit is configured to be able to execute the second reproduction process when the operation unit of the wireless communication terminal is operated.

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