JP2018108764A - Work vehicle and operation system of work vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent a work vehicle from being behaved unexpectedly when a passenger and a remote operator perform different operation.SOLUTION: An operation system of a work vehicle can reflect operation of a remote operator or a passenger to operation of the work vehicle according to a mode by switching a remote operation mode and a manual operation mode in response to input of a changeover member (203) which switches the remote operation mode for controlling control object equipment (14a, 24, 25, 42, 48, 97, E4, E6, SC) based upon a signal received from a terminal (TAB) and the manual operation mode for not reflecting a signal to control of the control object equipment (14a, 24, 25, 42, 48, 97, E4, E6, SC) even if receiving a signal from the terminal (TAB). Consequently, it can prevent the work vehicle from being behaved unexpectedly when the passenger and the remote operator perform different operation and enhances safety of the work vehicle.SELECTED DRAWING: Figure 6

Description

  The present invention relates to work vehicles such as a tiller and a tractor, and more particularly to a work vehicle that can be remotely operated from an information terminal.

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

JP 2014-192740 A

  However, in the technique described in Patent Document 1, when there is a passenger on the work vehicle, if the passenger and the remote operator perform different operations, the intention of each other operation is not reflected and the behavior of the vehicle is not stable. There's a problem.

  It is a technical object of the present invention to prevent a work vehicle from behaving unexpectedly when a passenger and a remote operator perform different operations.

  The above-described problems of the present invention are solved by the following solution means.

  The invention according to claim 1 is a control unit (CA to CC, Pa1) that controls the control target devices (14a, 24, 25, 42, 48, 48, 97, E4, E6a to E6d, SC) mounted on the vehicle. ) And a terminal (TAB), a communication unit (U1) that communicates signals for controlling the devices to be controlled (14a, 24, 25, 42, 48, 48, 97, E4, E6a to E6d, SC) ), And a remote operation mode for controlling the devices to be controlled (14a, 24, 25, 42, 48, 48, 97, E4, E6a to E6d, SC) based on a signal received from the terminal (TAB), A manual operation mode that does not reflect the control target devices (14a, 24, 25, 42, 48, 48, 97, E4, E6a to E6d, SC) even if a signal is received from the terminal (TAB). Switching section for switching (203), and the control unit (CA to CC, Pa1) is a work vehicle that switches between a remote operation mode and a manual operation mode according to an input of the switching member (203). .

  According to a second aspect of the present invention, there is provided an operation member (10, 11) that is installed in the vehicle and operates the device to be controlled (14a, 24, 25, 42, 48, 48, 97, E4, E6a to E6d, SC). , 12, 13, 202, 204, 210, 211, 212, 213, 214, 220, 221, 223) and the operation member (10, 11, 12, 13, 202, 204, 210, 211, 212, 213). , 214, 220, 221, 223), and an operation detection member (SN1, SN2, SN3, SN7, SN9, SN31, 202, 211-214, 223) for detecting the operation of the control unit (CA to CC). , Pa1) is based on the detected values of the operation detection members (SN1, SN2, SN3, SN7, SN9, SN31, 202, 211-214, 223). Control devices (14a, 24, 25, 42, 48, 48, 97, E4, E6a to E6d, SC), and receive signals from the terminal (TAB) when set to the remote operation mode Prior to the control based on the detection value of the operation detection member (SN1, SN2, SN3, SN7, SN9, SN31, 202, 211-214, 223), the control based on the signal received from the terminal (TAB) is executed. The work vehicle according to claim 1, wherein:

  The invention according to claim 3 changes to the detection value of the operation detection member (SN1, SN2, SN3, SN7, SN9, SN31, 202, 211-214, 223) when the remote operation mode is set. When there exists, it is a work vehicle of Claim 1 which changes the said control part (CA-CC, Pa1) to the said manual operation mode.

  In the invention according to claim 4, the input for controlling the control target devices (14a, 24, 25, 42, 48, 48, 97, E4, E6a to E6d, SC) mounted on the work vehicle (1) is provided. A transmission unit (TAB3) that transmits a signal for controlling the devices to be controlled (14a, 24, 25, 42, 48, 48, 97, E4, E6a to E6d, SC) according to the input in the possible input unit (TAB1). ) And a control unit (CA to CC, Pa1) for controlling the control target devices (14a, 24, 25, 42, 48, 48, 97, E4, E6a to E6d, SC). And a communication unit (U1) that communicates signals for controlling the devices to be controlled (14a, 24, 25, 42, 48, 48, 97, E4, E6a to E6d, SC) with the terminal (TAB) ) And the terminal (T B) a remote operation mode for controlling the devices to be controlled (14a, 24, 25, 42, 48, 48, 97, E4, E6a to E6d, SC) based on the signal received from B), and from the terminal (TAB) A switching member (203) that switches between manual operation modes that are not reflected in the control of the devices to be controlled (14a, 24, 25, 42, 48, 48, 97, E4, E6a to E6d, SC) even when signals are received. And a work vehicle (1) having the control unit (CA to CC, Pa1) for switching between a remote operation mode and a manual operation mode in response to an input of the switching member (203). This is a work vehicle operation system.

  According to the first and fourth aspects of the present invention, the remote operation mode or the manual operation mode is switched according to the input of the switching member (203), so that the operation of the remote operator or the passenger is performed according to the mode. This can be reflected in the operation of the vehicle. Therefore, when the passenger and the remote operator perform different operations, the work vehicle can be prevented from behaving unexpectedly, and the safety of the work vehicle is improved.

  According to the second aspect of the present invention, when the remote operation mode is set, the operation detection member (SN1, SN2, SN3, SN7, SN9, SN31, 202, 211) that receives a signal from the terminal (TAB). Prior to the control based on the detection values of ˜214, 223), the remote operation can be reliably performed by executing the control based on the signal received from the terminal (TAB).

  According to the third aspect of the present invention, when the remote operation mode is set, the detection value of the operation detection member (SN1, SN2, SN3, SN7, SN9, SN31, 202, 211-214, 223) is changed. When there is, the control part (CA-CC, Pa1) can be reflected in a vehicle reliably by changing the control part (CA-CC, Pa1) into a manual operation mode.

It is a side view of the work vehicle of this invention. FIG. 2 is an explanatory diagram of the engine mounted on the tractor of this embodiment. FIG. 3 is an explanatory diagram of the power transmission device of this embodiment. FIG. 4 is an explanatory diagram of an operation member in front of the seat of the work vehicle according to the present embodiment. FIG. 5 is an explanatory diagram of an operation member on the right side of the seat of the work vehicle according to the present embodiment. FIG. 6 is a functional block diagram of the work vehicle operating system of the present embodiment. FIG. 7 is an explanatory diagram of an example of an image for remote control displayed on the terminal of this embodiment, FIG. 7A is an explanatory diagram of an image for work control, and FIG. 7B is an image for driving control. FIG. 7C is an explanatory diagram of an image for braking control, and FIG. 7D is an explanatory diagram of an image for rotational speed control. FIG. 8 is an explanatory diagram of the steering system of this embodiment. FIG. 9 is an explanatory diagram of the autonomous control of the present embodiment.

Embodiments of the present invention will be described below.
(Work vehicle)
FIG. 1 is a side view of the work vehicle of the present embodiment.
In FIG. 1, in the work vehicle operating system S of the present embodiment, an agricultural machine tractor 1 as an example of a work vehicle includes front wheels 2, 2 and rear wheels 3, 3 at the front and rear portions of the traveling vehicle body. The rotational power of the engine E mounted in the front engine room 4 is appropriately decelerated by a transmission in the transmission case 5 and transmitted to the front wheels 2 and 2 and the rear wheels 3 and 3. The engine room 4 is configured to be covered with a bonnet 6. In addition, a work machine such as a rotary tiller 18 is attached to the rear part of the machine body, and the work machine is driven by a PTO shaft.

  A cabin 7 is supported on the upper portion of the traveling vehicle body. Inside the cabin 7, a driver's seat 8 is disposed at an upper position of the transmission case 5, and a steering handle 10, a forward / reverse lever 11, a parking brake (not shown) and the like are disposed in front of the driver's seat 8. ing. Further, a speed meter (not shown), various operation switches (described later), and the like are disposed in front of the driver seat 8. A traveling operation tool such as a clutch pedal 12, an accelerator pedal 13, a left and right brake pedal (described later) is disposed in the lower front portion of the driver seat 8.

  In FIG. 1, a hydraulic cylinder case 14 is provided above the rear portion of the transmission case 5, and lift arms 15 and 15 are pivotally attached to the left and right sides of the hydraulic cylinder case 14. Lift rods 17, 17 are connected between the lift arms 15, 15 and the lower links 16, 16, and a rotary tiller 18, which is a work machine, is connected to the rear of the lower links 16, 16.

When hydraulic oil is supplied to the hydraulic cylinder 14a accommodated in the hydraulic cylinder case 14, the lift arms 15, 15 are rotated upward, and the working machine (rotary tillage) is connected via the lift rod 17, the lower link 16, and the like. (Device) 18 rises. On the contrary, when the hydraulic oil in the hydraulic cylinder 14a is discharged into the transmission case 5 which also serves as a hydraulic tank, the lift arms 15 and 15 are lowered.
A rotary tiller 18 is connected to the rear of the traveling vehicle body of the tractor 1, and the rotary tiller 18 is pivotally attached to a tiller 18a, a main cover 18b covering the top of the tiller 18a, and a rear part of the main cover 18b. A rear cover 18c and the like.

(engine)
FIG. 2 is an explanatory diagram of the engine mounted on the tractor of this embodiment.
In FIG. 2, the pressure accumulation type fuel injection device as an example of the engine E is applied to, for example, a multi-cylinder diesel engine, but may be a gasoline engine. The accumulator fuel injection device pressurizes the common rail E1 that accumulates fuel to an injection pressure that appropriately controls the fuel, the rail pressure sensor E2 that is attached to the common rail E1, and the fuel pumped up from the fuel tank E3 to the common rail E1. The fuel high-pressure pump E4 for pumping, the high-pressure injector E6 for injecting the high-pressure fuel accumulated in the common rail E1 into the cylinder E5 of the engine E, the fuel high-pressure pump E4, the high-pressure injector E6, and other control operations are controlled. The engine control unit CB (ECU: Engine Control Unit) is configured.

Thus, the common rail E1 makes the fuel injected into each cylinder E5 of the engine E a pressure necessary for the required output.
The fuel in the fuel tank E3 is sucked into the fuel high pressure pump E4 driven by the engine E through the fuel filter E7 through the suction passage, and the high pressure fuel pressurized by the fuel high pressure pump E4 is discharged to the common rail E1 through the discharge passage E8. To be stored.

  The high-pressure fuel in the common rail E1 is supplied to the high-pressure injectors E6 (E6a, E6b, E6c, E6d) corresponding to the number of cylinders through the high-pressure fuel supply passages E9, and the high-pressure injector E6 is operated based on a command from the engine control unit CB. Thus, high pressure fuel is injected into each cylinder E5 chamber of the engine E, and surplus fuel (return fuel) in each high pressure injector E6 is led to a common return passage E10a by each return passage E10, and this common return passage E10a. Is returned to the fuel tank E3.

Further, in order to control the fuel pressure (common rail pressure) in the common rail E1, a pressure control valve E11 is provided in the fuel high pressure pump E4. The pressure control valve E11 is controlled by a signal from the engine control unit CB. This adjusts the flow area of the common return passage E10a for surplus fuel from E4 to the fuel tank E3, and thereby the fuel supply amount to the common rail E1 side can be adjusted to control the common rail pressure.
Specifically, the target common rail pressure is set according to the operating condition of the engine E, and the common rail pressure is fed back via the pressure control valve E11 so that the common rail pressure detected by the rail pressure sensor E2 matches the target common rail pressure. It is configured to control.
Note that when the high-pressure injector E6 stops supplying fuel, the engine E stops.

(Power transmission device)
FIG. 3 is an explanatory diagram of the power transmission device of this embodiment.
In FIG. 3, the power transmission device D in the transmission case 5 will be described. The rotation of the output shaft 20 of the engine E is transmitted to the input shaft 21, and the first input gear 22 and the second input gear fixed to the input shaft 21. 23, a first low speed gear 26 of the first high / low clutch 24, a second low speed gear 27 of the second high / low clutch 25, and a first high speed gear 30 of the first high / low clutch 24, and a second high / low, respectively. The clutch 25 meshes with the second high speed gear 31 and is driven to rotate. The reduction ratio by the combination of the number of teeth of the first input gear 22 and each of the low speed gears 26 and 27 and the reduction ratio by the combination of the number of teeth of the second input gear 23 and each of the high speed gears 30 and 31 are different. The clutch shafts 28 and 29 are set to rotate at a higher speed when connected to the high speed gears 30 and 31.

  The first high / low clutch 24 and the second high / low clutch 25 are the same hydraulic multi-plate clutch, and each of the first clutch shafts decelerates the rotation of the input shaft 21 to two stages of high and low at the same reduction ratio. 28 and the second clutch shaft 29 are transmitted. That is, when the first high / low clutch 24 (the first and third speed clutch) is connected to the first low speed gear 26, the low speed rotation is transmitted to the first clutch shaft 28, and when the first high / low clutch 24 is connected to the first high speed gear 30. High speed rotation is transmitted to the clutch shaft 28. Further, when the second high / low clutch 25 (second and fourth speed clutch) is connected to the second low speed gear 27, low speed rotation is transmitted to the second clutch shaft 29, and when the second high speed gear 31 is connected to the second high speed gear 31, the second speed is reduced. High speed rotation is transmitted to the clutch shaft 29.

  A low speed transmission gear 35 a is fixed to the first clutch shaft 28, and a low speed transmitted gear 35 b is fixed to the low speed transmission shaft 34. The low speed transmitted gear 35b meshes with the low speed transmission gear 35a. A high speed transmission gear 33 a is fixed to the second clutch shaft 29, and a high speed transmitted gear 33 b is fixed to the high speed transmission shaft 32. The high speed transmitted gear 33b meshes with the high speed transmission gear 33a. When the reduction ratio by the combination of the number of teeth of the low-speed gears 35a and 35b is different from the reduction ratio by the combination of the number of teeth of the high-speed gears 33a and 33b and the rotation of the input shaft 21 is the same, the high-speed transmission shaft 32. Each speed reduction ratio is set so that the number of rotations transmitted to the speed is higher than the number of rotations transmitted to the low-speed transmission shaft 34.

  A second small gear 37 and a second large gear 38 are supported on the high-speed transmission shaft 32. A first small gear 43 and a first large gear 44 are supported on the low speed transmission shaft 34. The first small gear 43 and the second small gear 37 are engaged with the third low speed gear 40. Further, the first large gear 44 and the second large gear 38 mesh with the third high speed gear 41. The third low speed gear 40 and the third high speed gear 41 are supported by the first transmission shaft 39 of the third high / low clutch 42 (high, low speed clutch).

  The reduction ratio due to the combination of the number of teeth of the third low speed gear 40 and each of the small gears 37 and 43 and the reduction ratio due to the combination of the number of teeth of the third high speed gear 41 and each of the large gears 38 and 44 are different. The first transmission shaft 39 is set to rotate at a higher speed when connected to the large gears 38 and 44.

Therefore, in the embodiment, when the first high / low clutch 24 is connected to the first low speed gear 26, the lowest speed “first speed”, and the second high / low clutch 25 is connected to the second low speed gear 27. "2nd speed", when the first high / low clutch 24 is connected to the first high speed gear 30, "3rd speed", when the second high / low clutch 25 is connected to the second high speed gear 31 It is set to be “4th speed”. The third high / low clutch 42 is “low speed” when connected to the small gears 37, 43, and “high speed” when connected to the large gears 38, 44. As a result, the rotation of the first input shaft 21 is shifted by the first transmission shaft 39 to a total of 8 speeds of 4 low speeds and 4 high speeds.
The multi-speed transmission 150 up to this point constitutes the main transmission, and the driver automatically controls the first and second high / low clutches 24, 25 according to the operation of the four-speed by the traveling control unit CA. The speed is changed.

  The first transmission shaft 39 is connected to the second transmission shaft 45, and a seventh gear 46 and an eighth gear 47 are fixed to the second transmission shaft 45, and a forward / reverse clutch (clutch member, forward / reverse clutch) 48 is fixed. The forward rotation clutch gear 49 is engaged with the reverse rotation gear 51 of the reverse rotation shaft 52, and the reverse rotation gear 51 is engaged with the reverse rotation clutch gear 50. Therefore, when the forward / reverse clutch 48 is connected to the forward clutch gear 49, the forward transmission state is transmitted to the auxiliary transmission shaft 53 connected to the forward / reverse clutch 48, and when the forward / reverse clutch 48 is connected to the reverse clutch gear 50, the reverse rotation state is established. Is transmitted to the auxiliary transmission shaft 53.

  A ninth gear 54 and a tenth gear 55 are fixed to the auxiliary transmission shaft 53 and mesh with the third synchro small gear 56 and the third synchro large gear 59 of the third sync change 58, respectively. When the third sync change 58 is connected to the third sync small gear 56 side, the fifth transmission shaft 60 is accelerated by the rotation transmitted from the ninth gear 54 to the third sync small gear 56, and is driven at a high speed. When the synchro change 58 is connected to the third synchro large gear 59, the fifth transmission shaft 60 is decelerated by the rotation transmitted from the tenth gear 55 to the third synchro large gear 59 and driven at a medium speed.

When the third sync change 58 is made neutral, the rotation of the tenth gear 55 is transmitted to the third sync large gear 59, and transmitted from the eleventh gear 57 fixed on the third sync large gear 59 side to the fourth sync small gear 69. It has come to be.
When the fourth sync change 71 is connected to the fourth sync small gear 69 side, the rotation of the fourth sync small gear 69 is rotated by the rotation of the sixteenth gear 74, and the fourth sync change 71 is changed to the fourth sync big gear 72. When connected to the side, the rotation of the fourth sync small gear 69 is transmitted from the fifteenth gear 70 to the seventeenth gear 75, the eighteenth gear 76, and the fourth synchro large gear 72, and the sixteenth gear 74 becomes ultra-low speed.

Further, the sixteenth gear 74 meshes with the twelfth gear 61 fixed to the fifth transmission shaft 60 to drive the fifth transmission shaft 60. The first bevel gear 62 fixed to the shaft end of the fifth transmission shaft 60 meshes with the second bevel gear 63 of the rear bevel gear case 64, and the 13th gear 66 and the 14th gear 67 from the bevel output shaft 65 of the rear bevel gear case 64. , The rear wheel output shaft 68 is rotated to drive the rear wheel 3.
The sub-transmission parts 53 to 76 of the present embodiment are constituted by the members given the reference numerals 53 to 76.

  Further, a 21st gear 117 is fixed to the fifth transmission shaft 60, and a first front wheel is connected via a 22nd gear 118 and a 23rd gear 148 fixed to a third tube shaft 119 supported by the auxiliary transmission shaft 53. The rotation of the fifth transmission shaft 60 is transmitted to the first front wheel drive shaft 78 by being transmitted to the 19th gear 77 of the drive shaft 78.

  The power is transmitted from the first front wheel drive shaft 78 to the second front wheel drive shaft 85 via the front wheel speed increasing clutch 79 and is transferred to the third front wheel drive shaft 86, the fourth front wheel drive shaft 87, and the front wheel drive bevel shaft 88. The first front bevel gear 89 fixed to the shaft end of the front wheel drive bevel shaft 88 meshes with the second front bevel gear 115 of the front bevel case 90, and the front bevel output shaft 91 of the front bevel case 90 to the first front bevel gear 92 The front wheel output shaft 94 is rotated via the front wheel drive shaft 116 and the second bevel gear set 93 to drive the front wheel 2.

  When the front wheel acceleration clutch (drive switching clutch member, 4WD clutch) 79 is connected to the front wheel constant speed gear 82 side, the rotational drive of the first front wheel drive shaft 78 is transmitted to the second front wheel drive shaft 85 as it is, and the normal four wheels When the front wheel speed increasing clutch 79 is connected to the front wheel speed increasing gear 84 side, the first front wheel driving shaft 78 is driven to rotate from the front wheel constant speed gear 82 via the first speed increasing gear 81 and the second speed increasing gear 83. The increased rotation speed is transmitted to the second front wheel drive shaft 85, and front wheel increased speed four-wheel drive is performed. Further, when the front wheel acceleration clutch 79 is set to the neutral state, power is not transmitted to the front wheel 2, so that the rear wheel is driven by two wheels.

The PTO clutch gear 96 of the PTO clutch 97 is engaged with the second input gear 23 so that the power is intermittently connected to the PTO output shaft 111 by the PTO clutch 97.
The first PTO shaft 95 is provided with a PTO speed change portion 157, and the first PTO gear 98, the second PTO gear 99, the fifth synchro small gear 100 of the fifth sync change 151, and the fifth synchro large gear 101 are mounted on the first PTO gear 95. A twentieth gear 102, a twenty-fourth gear 152, a twenty-sixth gear 103, and a twenty-fifth gear 153 are fixed to the shaft 107, and a PTO reverse gear 105 is pivotally supported on the counter shaft 106.

  When the first PTO gear 98 is slid and meshed with the twentieth gear 102, the second PTO shaft 107 becomes the second speed, and when the first PTO gear 98 is slid and engaged with the second PTO gear 99, the first PTO shaft 95 rotates. Is transmitted to the second PTO shaft 107 via the second PTO gear 99 and the 24th gear 152 to become the fourth speed, and when the fifth sync change 151 is connected to the fifth sync small gear 100, the fifth sync small gear 100 to the 26th gear. When the fifth synchro change gear 151 is connected to the fifth synchro large gear 101, the fifth synchro gear 101 is transmitted from the fifth synchro large gear 101 to the 25th gear 153, and the third gear is set. When meshed with the 1PTO gear 98 and the twentieth gear 102, the rotation of the first PTO shaft 95 is changed from the first PTO gear 98 to the PTO reverse gear 10. A reverse rotation transmitted to the 2PTO shaft 107 is transmitted to the 20th gear 102 through.

  The rotation of the second PTO shaft 107 is transmitted to the fourth PTO shaft 108 via the third PTO shaft 156, and is further decelerated by the first PTO output gear 109 and the second PTO output gear 110 to drive the PTO output shaft 111.

(Explanation of operation members)
FIG. 4 is an explanatory diagram of an operation member in front of the seat of the work vehicle according to the present embodiment.
FIG. 5 is an explanatory diagram of an operation member on the right side of the seat of the work vehicle according to the present embodiment.
In FIG. 4, in the cabin 7, the steering handle 10, the forward / reverse lever 11, the main key 201, and the tilling depth adjustment dial for adjusting the depth of tillage are within the range that can be operated by the operator from the driver seat 8. 202, a remote operation mode switching switch 203 (switching member) for switching between the remote operation mode and the manual operation mode is disposed. Further, operation members such as a clutch pedal 12, an accelerator pedal 13, a left brake pedal P1, and a right brake pedal P2 are disposed below the steering handle 10.

  In FIG. 5, an auxiliary transmission lever 210 is disposed at the front part on the right side of the cabin 7. The auxiliary transmission lever 210 is configured to be switchable between a front low speed position and a rear middle speed position. A main transmission operation member 211 for increasing or decreasing the main transmission is provided on the upper rear surface of the sub transmission lever 210. The main transmission operating member 211 of this embodiment includes a main transmission acceleration switch 211a for increasing the main transmission and a main transmission deceleration switch 211b for decelerating the main transmission. In addition, a clutch button 212 for turning on and off the forward / reverse clutch 48 is provided on the front surface of the auxiliary transmission lever 210. On the rear side of the auxiliary transmission lever 210, a constant rotation switch 213 for performing work with a predetermined constant rotation A and constant rotation B is disposed. A PTO switch 214 for turning on and off the PTO clutch 97 is disposed behind the constant rotation switch 213. On the rear side of the PTO switch 214, an operation panel 216 is installed. The operation panel 216 includes a rotation speed increase / decrease switch (accelerator memory increase / decrease switch) 217 for increasing / decreasing the set value (constant rotation A, B) of the rotation speed of the engine E when the constant rotation switch 213 is input, A brake adjustment dial 218 or the like for adjusting the pressure is installed.

  On the left side of the auxiliary transmission lever 210 (inside the cabin 7), a work implement elevating lever 220 is disposed. The working machine lifting lever 220 of the present embodiment is configured so that the height of the working machine 18 can be adjusted in eight stages. An accelerator lever 221 for adjusting the rotational speed of the engine E is disposed inside the work implement lifting lever 220. A work implement lift switch 222 is disposed on the rear side of the work implement lift lever 220. The work implement raising / lowering switch 222 is configured to allow input so that the work implement 18 can be raised or lowered with one touch. A main shift increase / decrease switch 223 for increasing / decreasing the main shift is disposed behind the work implement lifting / lowering switch 222.

(Explanation of functional block diagram)
FIG. 6 is a functional block diagram of an operation system for a work vehicle according to the present embodiment.
In FIG. 6, the work vehicle operation system S of the first embodiment includes a tractor control unit CA to CC, a meter panel Pa1 as an example of a control unit, a terminal control unit CD of a tablet terminal as an example of a terminal, a server S3, A control unit (not shown) of the terminal S4 is included. Each control unit CA to CD includes an input / output interface (I / O) for inputting / outputting signals from / to the outside, a ROM (read only memory) storing programs and information for performing necessary processing, and the like. RAM (random access memory) for temporarily storing various data, a CPU (central processing unit) that performs processing according to a program stored in a ROM, etc., and a small information processing device having an oscillator or the like, so-called It is constituted by a microcomputer, and various functions can be realized by executing a program stored in a storage member such as the ROM, RAM, or nonvolatile memory.

(Control part of tablet terminal)
In FIG. 6, the terminal control unit CD of the tablet terminal TAB includes signal output elements such as a touch panel TAB1 as an example of an input unit, an input button TAB2 such as a power button and a volume change button, and a communication module TAB3 as an example of a communication unit. The output signal from is input. Therefore, signals from the control units CA to CC of the tractor 1 and the server S3 are input to the terminal control unit CD via the communication module TAB3.

  The terminal control unit CD is connected to a touch panel TAB1 as an example of a display, a speaker (not shown), a communication module TAB3, and other control elements not shown. The terminal control unit CD outputs a control signal to each control element. Therefore, a signal can be output to the control units CA to CC of the tractor 1 via the communication module TAB3.

  The terminal control unit CD has a function of executing processing according to an input signal from the signal output element TAB1 and outputting a control signal to each of the control elements CA to CC. The terminal control unit CD of the present embodiment is an operating system OS as an example of basic software and an example of application software. The processing software AP1 as an example of processing means, and other application software (not shown) (Internet browser, Document creation software).

FIG. 7 is an explanatory diagram of an example of an image for remote control displayed on the terminal of this embodiment, FIG. 7A is an explanatory diagram of an image for work control, and FIG. 7B is an image for driving control. FIG. 7C is an explanatory diagram of an image for braking control, and FIG. 7D is an explanatory diagram of an image for rotational speed control.
In FIG. 7, the processing software AP1 of the present embodiment displays images 310, 320, 330, and 340 for remote operation of the tractor 1 on the touch panel TAB1. Any one of the images 310 to 340 is displayed on the touch panel TAB1, and when an operation (scroll input or flick input) for switching the images 310 to 340 is performed on the touch panel TAB1, the next images 310 to 340 are displayed. Is displayed.

  In FIG. 7A, a work control image 310 for controlling the work implement includes a tilling depth adjustment dial image unit 311, a tilling depth adjustment button image unit 312, a tilling depth adjustment on / off image unit 313, And an input image unit 314 for the height of the work implement. By the input to the plowing depth adjustment button image unit 312, the plowing depth can be adjusted and set similarly to the plowing depth adjustment dial 202. The plowing depth adjustment dial image unit 311 is updated according to the input to the plowing depth adjustment button image unit 312. Moreover, the turning on / off of the tilling depth adjustment can be changed according to the input to the turning depth adjusting on / off image part 313. Further, the height of the work implement 18 can be adjusted in the same manner as the work implement lift lever 220 according to the input to the input image unit 314 of the work implement lift height. When input is made to each of the image units 312 to 314, a control signal is transmitted from the tablet terminal TAB to the control units CA to CC of the tractor 1.

  In FIG. 7B, an image 320 for controlling the traveling of the tractor 1 includes an accelerator adjustment image unit 321, a main transmission setting image unit 322, an input image unit 323 for one-touch turning, a handle operation image unit 324, a decelera A setting image unit 325, an IQ accelerator setting image unit 326, a backup setting image unit 327, and an autolift setting image unit 328 are included. As with the accelerator levers 204 and 221, the number of revolutions of the engine E can be set by input to the accelerator adjustment image unit 321. As with the main shift increase / decrease buttons 211 and 223, the main shift section 150 can be switched between the first speed to the fourth speed by input to the main shift setting image section 322. The steering cylinder SC of the tractor 1 can be operated to automatically turn right or left according to the input to the input image portion 323 of one-touch turning. Adjustment to the direction of travel of the tractor 1 is possible by input to the handle operation image unit 324, and the tilling position can be adjusted by remote operation. A function (desera function) that reduces the descending speed when the work implement 18 descends and contacts the ground by the input to the desera setting image unit 325 and suppresses the phenomenon (dashing) that the tractor 1 suddenly accelerates when the work implement 18 contacts the ground. ) Can be set. An input to the IQ accelerator setting image unit 326 can be set to turn on / off the function of stopping the driving of the inner ring and making a sudden turn when turning. With the input to the backup setting image unit 327, it is possible to set on / off of a function (backup function) that automatically raises the work implement 18 when the tractor 1 moves backward. With the input to the auto lift setting image unit 328, it is possible to set on / off of a function (auto lift function) for automatically raising the work implement 18 when the tractor 1 turns. When input is made to each of the image units 321 to 328, a control signal is transmitted from the tablet terminal TAB to the control units CA to CC of the tractor 1.

  In FIG. 7C, an image 330 for controlling the braking (braking) of the tractor 1 includes a brake pressure adjustment image unit 331 and a brake pressure display image unit 332. As with the brake adjustment dial 218, the brake pressure can be adjusted and set by input to the brake pressure adjustment image section 331. The brake pressure display image unit 332 displays the set value of the brake pressure, and the image is updated according to the input to the brake pressure adjustment image unit 331. The brake pressure is a hydraulic pressure when the brake is operated. If the brake pressure is high, the sharp turn is easy but the field is easily roughened. If the brake pressure is low, the quick turn is difficult but the field is not rough. When an input is made to the brake pressure adjustment image unit 331, a control signal is transmitted from the tablet terminal TAB to the control units CA to CC of the tractor 1.

  In FIG. 7D, an image 340 for controlling the engine speed of the tractor 1 includes a setting image section 341 for constant rotation work, an accelerator memory adjustment image section 342, and a set rotation speed display image section 343. Have. As with the constant rotation switch 213, the operation can be set to be executed at a preset number of rotations by inputting to the setting image section 341 of the constant rotation operation. As with the rotation speed increase / decrease switch 217, the set value of the rotation speed of the constant rotation work can be remotely changed and set by input to the accelerator memory adjustment image section 342, so that work efficiency is improved. The set rotation speed display image section 343 displays the current set rotation speed in response to inputs to the image sections 341 and 342. When input is made to each of the image units 341 and 342, a control signal is transmitted from the tablet terminal TAB to the control units CA to CC of the tractor 1.

(Tractor control unit)
As an example, the control units CA to CC, Pa1 of the tractor according to the present embodiment are configured by a so-called ECU: Electronic Control Unit. Each control unit CA to CC is connected by a CAN: Controller Area Network as a communication line, and is configured to be accessible to each other. The CAN is connected to a communication unit (communication unit) U1 that receives GPS positioning information and communicates with the outside, a meter panel (control unit) Pa1 of the tractor 1, and an operation panel 216. Communication information, operation information, etc. are transmitted and received with CA-CC.

(Description of meter panel Pa1)
An output signal from the remote operation mode changeover switch 203 and other signal output elements (not shown) is input to the meter panel Pa1.
When the input of the remote operation mode changeover switch 203 is in the manual operation mode, the meter panel Pa1 displays that the manual operation mode is displayed on the display unit of the meter panel Pa1, and also controls each of the control units CA to CC. Then, a control signal is output so as to control the tractor 1 in response to input of operation members such as the steering handle 10, the accelerator pedal 13, and the main shift increase / decrease buttons 211 and 223. Further, when the input of the remote operation mode changeover switch 203 is in the remote operation mode, the meter panel Pa1 displays that the remote operation mode is displayed on the display unit of the meter panel Pa1, and also displays the control units CA to CC. On the other hand, a control signal is output so as to control the tractor 1 in accordance with an input signal from the tablet terminal TAB.

(Description of traveling control unit CA)
(Signal output element connected to travel controller CA)
The travel controller CA includes a sub-shift lever operation position sensor SN1, a forward / reverse lever operation position sensor SN2, main shift increase / decrease switches 211 and 223, a clutch button 212, a clutch pedal depression detection switch SN3, and a forward / reverse clutch pressure sensor SN4, 4-speed clutch pressure sensor SN5a to SN5d, high-speed / low-speed clutch pressure sensor SN6, PTO switch 214, accelerator sensor SN7, tilling depth adjustment dial 202, constant rotation switch 213, vehicle speed sensor SN8, steering wheel sensor SN9, cutting angle sensor SN10, An output signal from a signal output element such as the orientation sensor SN11 is input.

  The sub transmission lever operation position sensor SN1 detects the position of the sub transmission lever 210. The forward / reverse lever operation position sensor SN2 detects the position of the forward / reverse lever 11. The clutch pedal depression detection switch SN3 detects whether or not the clutch pedal 12 is depressed by pressing the switch when the clutch pedal 12 is depressed. The forward / reverse clutch pressure sensor SN4 detects the pressure of hydraulic oil (clutch pressure) that operates the forward / reverse clutch (forward / reverse clutch) 48. The first to fourth speed clutch pressure sensors SN5a to SN5d detect the pressure (clutch pressure) of the pressure oil that operates the first high / low clutch 24 and the second high / low clutch 25 in the main transmission unit (multi-stage transmission) 150. To do. The high speed / low speed clutch pressure sensor SN6 detects the pressure of the pressure oil (clutch pressure) that operates the third high / low clutch 42.

  The accelerator sensor SN7 detects the positions of the accelerator levers 204 and 221. The vehicle speed sensor SN8 detects the vehicle speed of the tractor 1. Note that the vehicle speed sensor SN8 of this embodiment is disposed in the vicinity of the 21st gear 117 and detects the vehicle speed based on the rotation of the 21st gear 117. The steering wheel sensor SN9 detects the operation amount (rotation amount) of the steering wheel (steering handle) 10. The cutting angle sensor SN10 detects the cutting angle of the wheels 2 and 3 of the tractor 1, that is, the inclination angle with respect to the traveling direction. Note that the turning angle sensor SN10 of the present embodiment is disposed in the vicinity of the front wheel 2 and detects the turning angle of the front wheel 2. The direction sensor SN11 detects the direction of the tractor 1. As the direction sensor SN11, a magnetic sensor that detects geomagnetism, a gyro sensor, or a conventionally known sensor that combines these can be used.

(Controlled element connected to traveling control unit CA)
The travel controller CA includes a forward switching solenoid SL1, a forward / reverse boosting solenoid SL2, a reverse switching solenoid SL3, a clutch pedal solenoid SL4, a first speed solenoid SL5, a first and third speed boosting solenoid SL6, a third speed solenoid SL7, a second speed solenoid SL8, The second and fourth speed boosting solenoid SL9, the fourth speed solenoid SL10, the high speed boosting solenoid SL11, the low speed boosting solenoid SL12, the PTO clutch solenoid SL13, the right steering solenoid SL14, the left steering solenoid SL15, and other control elements (not shown) are connected.

  The forward switching solenoid SL1 drives the hydraulic control valve so that the forward clutch gear 49 of the forward / reverse clutch (forward / reverse clutch) 48 is engaged when the detection result of the forward / reverse lever operation position sensor SN2 is forward. The forward / reverse boost solenoid SL2 controls a proportional control valve for hydraulic pressure supplied to the forward / reverse clutch 48. The forward / reverse boost solenoid SL2 of the present embodiment controls the rate of increase of the clutch pressure when the forward / reverse clutch 48 is connected forward or reverse based on the detection result of the forward / reverse clutch pressure sensor SN4. The reverse switching solenoid SL3 drives a hydraulic control valve so that the reverse clutch gear 50 of the forward / reverse clutch (forward / reverse clutch) 48 is engaged when the detection result of the forward / reverse lever operation position sensor SN2 is reverse. Each of the switching solenoids SL1 and SL3 has a control valve so that the clutch gears 49 and 50 are not connected when the clutch button 212 is input or when the clutch pedal depression detection switch SN3 detects depression. Switch. When the clutch is disengaged, the clutch pedal solenoid SL4 contacts the clutch pedal 12 and moves the clutch pedal 12 to the depressed position when the clutch is disengaged.

  The first speed solenoid SL5 is a hydraulic control valve so that the first low speed gear 26 of the first high / low clutch 24 is connected when the first speed increase / decrease button 211, 223 is input to the first speed. Drive. The third speed solenoid SL7 is a hydraulic control valve so that the first high speed gear 30 of the first high / low clutch 24 is connected when the third speed is input by the input of the main shift increase / decrease buttons 211 and 223. Drive. The 1st and 3rd speed boost solenoid SL6 controls the proportional control valve of the hydraulic pressure supplied to the first high / low clutch 24 based on the detection result of the 1st speed clutch pressure sensor SN5a and the 3rd speed clutch pressure sensor SN5c, Controls the rate of increase of clutch pressure. The second speed solenoid SL8 is a hydraulic control valve so that the second low speed gear 27 of the second high / low clutch 25 is connected when the second speed is input by the main shift increase / decrease buttons 211 and 223. Drive. The fourth speed solenoid SL10 is a hydraulic control valve so that the second high speed gear 31 of the second high / low clutch 25 is connected when the fourth speed is inputted by the main shift increase / decrease buttons 211 and 223. Drive. The second and fourth speed boost solenoid SL9 controls the proportional control valve of the hydraulic pressure supplied to the second high / low clutch 25 based on the detection result of the second speed clutch pressure sensor SN5b and the fourth speed clutch pressure sensor SN5d, Controls the rate of increase of clutch pressure.

The high-speed boost solenoid SL11 and the low-speed boost solenoid SL12 drive the hydraulic control valve so that the third high / low clutch 42 is connected in accordance with the auxiliary transmission lever operation position sensor SN1. Each boost solenoid SL11, SL12 increases the clutch pressure (hydraulic pressure) based on the detection result of the high speed / low speed clutch pressure sensor SN6.
The PTO clutch solenoid SL13 controls a control valve that supplies pressure oil to the PTO clutch 97 in response to an input of turning on / off the PTO switch 214.

FIG. 8 is an explanatory diagram of the steering system of this embodiment.
In FIG. 8, the right steering solenoid SL14 and the left steering solenoid SL15 drive the steering cylinder SC based on the detection results of the steering wheel sensor SN9 and the turning angle sensor SN10. That is, when the traveling direction is tilted to the right, the right steering solenoid SL14 drives the hydraulic control valve so that the steering cylinder SC tilts the front wheel 2 to the right, and when the steering is tilted to the left, the left steering solenoid SL15 controls the hydraulic system. Drive the valve. Therefore, for example, when a right turn is input in the input image portion 323 for one-touch turning, the tractor 1 is turned right by the right steering solenoid SL14, and then the traveling direction is reversed by 180 degrees based on the signal from the direction sensor SN11. Accordingly, it is possible to control the left steering solenoid SL15 to return the steering handle 10 to the straight traveling position. By doing so, it is possible to assist a turning operation that is difficult by an input to the handle operation image unit 324.

(Engine control unit CB)
The engine control unit CB receives output signals from signal output elements such as the engine rotation sensor SN21 and the rail pressure sensor E2.
The engine control unit CB is connected to a fuel high-pressure pump E4, high-pressure injectors E6a to E6d, and other control elements (not shown).

  The engine control unit CB has a function of executing a process according to an output signal from the signal output element and outputting a control signal to the control element. The engine control unit CB sets a target common rail pressure according to inputs from the accelerator levers 204 and 221, the accelerator pedal 13, and the constant rotation switch 213, and the common rail pressure detected by the rail pressure sensor E2 matches the target common rail pressure. The common rail pressure is feedback-controlled through the pressure control valve E11. Such control is conventionally known, and for example, the configuration described in JP 2013-24038 A can be applied, and thus detailed description thereof is omitted. When the engine E is stopped in response to the operation of the main key 201, the supply of fuel from all the high pressure injectors E6a to E6d is stopped.

  In the present embodiment, when the input image unit 323 for one-touch turning is input, the engine control unit CB reduces the engine speed during turning, turns the vehicle in a decelerated state, and the steering handle 10 moves straight. When returning to, control is made to return to the original rotational speed. In this way, wasteful consumption of fuel can be suppressed by reducing the engine speed at the time of turning when the working machine is lifted and the load is lightened. Further, by reducing the speed at the time of turning, the turning performance is improved and the wheels are less likely to hit the soil and the field is less likely to be damaged.

(Worker lifting control part CC)
The work implement lifting / lowering control section CC receives output signals from signal output elements such as the position lever sensor SN31, the tilling depth sensor SN32, the lift arm sensor SN33, and the work implement connector CON.

  Here, in the present embodiment, the work machine connector CON is configured to correspond to the communication standard AG-PORT. The work implement connector CON is electrically connected to a work implement connector such as the rotary tiller 18 and transmits a control signal to the work implement control unit, and ID information for identifying the work implement is received from the work implement. read.

  The position lever sensor SN31 detects an operation position of a position lever (work implement lifting lever 220) for lifting and lowering the lift arms 15 and 15. The tilling depth sensor SN32 is supported by the work implement 18 and detects the depth of tilling of the work implement 18. The lift arm sensor SN33 is supported near the base of the lift arm 15 and detects the height of the lift arm 15.

The work implement lifting / lowering control unit CC is connected to the work implement raising solenoid SL21, the work implement lowering solenoid SL22, and other control elements (not shown).
The work implement elevating control unit CC has a function of executing a process according to an output signal from the signal output element or each control unit and outputting a control signal to the control element or each control unit. .

  The work implement lifting / lowering control unit CC according to the present embodiment performs energization / non-energization of the work implement raising solenoid SL21 and the work implement lowering solenoid SL22 according to the detection results of the sensors SN31 to SN33 and the input of the tilling depth adjustment dial 202. Control. Thereby, supply and discharge of the pressure oil to and from the hydraulic cylinder 14a are performed, and the lifting and lowering of the lift arms 15 and 15 is controlled.

  In addition, each control part CA-CC of a present Example discriminate | determines whether it is manual operation mode or remote operation mode based on the control signal from meter panel Pa1. In the manual operation mode, each of the control units CA to CC has the main shift increase / decrease buttons 211 and 223, the auxiliary shift lever 210, the forward / reverse lever 11, the clutch button 212, the clutch pedal 12, and the accelerator pedal as described above. 13, the PTO switch 214, the accelerator levers 204 and 221, the tilling depth adjustment dial 202, the constant rotation switch 213, the steering handle 10, and the clutches 24, 25, and 42 according to inputs from operation members such as the work implement lifting lever 220. , 48, 48, 97, steering cylinder SC, hydraulic cylinder 14a, high-pressure fuel pump E4, high-pressure injectors E6a to E6d, and other controlled devices.

  On the other hand, in the remote operation mode, the clutches 24, 25, 42, 48, 48, and 97 are based on the transmission data from the tablet terminal TAB rather than the input from the operation members such as the main shift increase / decrease buttons 211 and 223. The control target device such as is controlled.

FIG. 9 is an explanatory diagram of the autonomous control of the present embodiment.
Based on the positioning position Tα of the tractor 1 measured by the external GPS, the work guide route (scheduled route) R, the planned traveling speed, etc., the control units CA to CC are equipped with an engine E (fuel high-pressure pump E4, high-pressure injector E6a). To E6d), the clutches 24, 25, 42, 48, 48, 97, the steering cylinder SC, the hydraulic cylinder 14a, etc., are controlled to automatically drive the tractor 1 along the work guide route R. Is also possible. Further, the control units CA to CC according to the first embodiment cause the work implement 18 to work along the planned work route R based on the positioning position Tα and the planned work position. In FIG. 9, the work guidance route R is based on the angular positions Hα1, Hα2, Hα3, Hα4 that define the outer shape of the field H, the position of the entrance / exit path P1, the position of the work starting point P3, the vehicle width W, and the like. Are set in advance.

  In addition, the structure which makes work vehicles, such as the tractor 1, drive | work by autonomous control based on the work guidance route | root R etc. is conventionally well-known, for example, Unexamined-Japanese-Patent No. 10-66405 etc. are described. Therefore, the detailed description regarding autonomous control is omitted.

  The tractor 1 of this embodiment having the above-described configuration can switch between the remote operation mode and the manual operation mode in accordance with the input of the remote operation mode changeover switch 203. In the remote operation mode, the tractor 1 operates based on an input from the tablet terminal TAB. In the manual operation mode, the tractor 1 operates based on the operation of each operation member such as the main shift increase / decrease buttons 211 and 223 of the tractor 1. Operate. Therefore, in the remote operation mode, even if an operator (passenger) sitting on the driver's seat 8 of the tractor 1 operates the operation member, the operation of the tractor 1 is not reflected. In the manual operation mode, the operation of the tablet terminal TAB is performed. Even if an operator (remote operator) performs an operation, the operation of the tractor 1 is not reflected. Therefore, in any mode, even if the passenger and the remote operator perform different operations, the tractor 1 is prevented from behaving unexpectedly.

  Therefore, for example, when there is an unscheduled depression or an obstacle such as a stone on the planned route R and the passenger determines that the course should be changed, the remote control mode switch 203 is manually operated. By setting the mode, it is possible to suppress the behavior of the vehicle against the passenger's intention, and the safety of the tractor 1 is improved.

  When the remote operation mode is set and the remote operation is performed from the tablet terminal TAB, the remote operation can be reliably performed by giving priority to the remote operation over the operation member of the tractor 1. Therefore, even when there is no passenger on the tractor 1, it can be operated remotely, and labor saving can be achieved.

  In the present embodiment, the remote operation mode and the manual operation mode are set to be switched according to the input of the remote operation mode changeover switch 203, but the present invention is not limited to this. For example, when the remote operation mode is set, the auxiliary transmission lever operation position sensor SN1, the forward / reverse lever operation position sensor SN2, the clutch pedal depression detection switch SN3, the accelerator sensor SN7, the steering wheel sensor SN9, and the position lever sensor SN31. When the operation detection members such as the main shift increase / decrease buttons 211 and 223, the clutch button 212, the PTO switch 214, the tilling depth adjustment dial 202, and the constant rotation switch 213 detect the operation of the operator (passenger) of the tractor 1 In addition, the meter panel Pa1 of the present embodiment can be configured to control so as to switch from the remote operation mode to the manual operation mode. In the present embodiment, the buttons and switches 202, 211 to 214, and 223 are operation members that are operated by the operator, and are operation detection members that can detect the operation. In this case, when the operation member of the tractor 1 is operated during the remote operation mode setting, the operation mode is changed to the manual operation mode, so that the occupant's operation intention can be reliably reflected in the tractor 1. Therefore, even if an emergency situation occurs during remote operation, the operation member can be switched to the manual operation mode by directly operating each operation member such as the main shift increase / decrease buttons 211 and 223 without operating the remote operation mode switch 203. be able to. Therefore, an unexpected accident can be prevented. After the emergency situation is avoided, the remote operation mode changeover switch 203 is operated to return to the remote operation mode or when the operation detection member does not detect the operation for a certain period after the operation member is operated. It is also possible to return to the remote operation mode when a signal for returning to the remote operation mode is received from the tablet terminal TAB.

  In this embodiment, the control of switching between the remote operation mode and the manual operation mode is performed by the meter panel Pa1, but the present invention is not limited to this, and a configuration in which the control is performed by the travel control unit CA or the like is also possible. It is. Further, the operation member, the operation detection member, and the control target device exemplified in the present embodiment can be increased or decreased according to the configuration and specifications of the work vehicle 1, additional options, and the like.

  The work vehicle of the present invention is not limited to a farm work vehicle such as a tractor, and can be applied to various work vehicles.

DESCRIPTION OF SYMBOLS 1 ... Work vehicle (tractor) 2 ... Front wheel 3 ... Rear wheel 4 ... Engine room 5 ... Transmission case 6 ... Bonnet 7 ... Cabin 8 ... Driver's seat 10 ... Steering handle 10, 11, 12, 13, 202, 204, 210, 211, 212, 213, 214, 220, 221, 223 ... operation member 11 ... forward / reverse lever 12 ... clutch pedal 13 ... accelerator pedal 14 ... hydraulic cylinder case 14a ... hydraulic cylinders 14a, 24, 25, 42, 48, 48, 97, E4, E6a to E6d, SC ... Controlled device 15 ... Lift arm 16 ... Lower link 17 ... Lift rod 18 ... Working machine (rotary tillage device)
18a ... Tillage section 18b ... Main cover 18c ... Rear cover 20 ... Output shaft 21 ... Input shaft 22 ... First input gear 23 ... Second input gear 24 ... First high / low clutch (1, 3-speed clutch)
25 ... 2nd high / low clutch (2, 4 speed clutch)
26 ... first low speed gear 27 ... second low speed gear 28 ... first clutch shaft 29 ... second clutch shaft 30 ... first high speed gear 31 ... second high speed gear 32 ... high speed transmission shaft 33a ... high speed transmission gear 33b ... high speed covered Transmission gear 34 ... Low speed transmission shaft 35a ... Low speed transmission gear 35b ... Low speed transmitted gear 37 ... Second small gear 39 ... First transmission shaft 40 ... Third low speed gear 43 ... First small gear 45 ... Second transmission shaft 46 ... 7th gear 47 ... 8th gear 48 ... Forward / reverse clutch (forward / reverse clutch)
49 ... Forward clutch gear 50 ... Reverse clutch gear 51 ... Reverse gear 52 ... Reverse shaft 53 ... Sub-transmission shaft 53-76 ... Sub-transmission section 54 ... Ninth gear 55 ... Tenth gear 56 ... Third synchro small gear 57 ... 11th gear 58 ... 3rd synchro change 59 ... 3rd synchro large gear 60 ... 5th transmission shaft 61 ... 12th gear 62 ... 1st bevel gear 63 ... 2nd bevel gear case 64 ... rear bevel gear case 65 ... bevel output shaft 66 ... 1st 13th gear 67 ... 14th gear 68 ... Rear wheel output shaft 69 ... 4th synchro small gear 70 ... 15th gear 71 ... 4th synchro change 72 ... 4th synchro large gear 74 ... 16th gear 75 ... 17th gear 76 ... 18th gear 77 ... 19th gear 78 ... 1st front wheel drive shaft 79 ... Front wheel acceleration clutch (4WD clutch)
DESCRIPTION OF SYMBOLS 81 ... First speed increasing gear 82 ... Front wheel constant speed gear 83 ... Second speed increasing gear 84 ... Front wheel speed increasing gear 85 ... Second front wheel driving shaft 86 ... Third front wheel driving shaft 87 ... Fourth front wheel driving shaft 88 ... Front wheel Drive bevel shaft 89 ... first front bevel gear 90 ... front bevel case 91 ... front bevel output shaft 92 ... first front bevel gear 93 ... second bevel gear set 94 ... front wheel output shaft 95 ... first PTO shaft 96 ... PTO clutch gear 97 ... PTO Clutch 98 ... 1st PTO gear 99 ... 2nd PTO gear 100 ... 5th synchro small gear 101 ... 5th synchro large gear 102 ... 20th gear 103 ... 26th gear 105 ... PTO reverse gear 106 ... counter shaft 107 ... 2nd PTO shaft 108 ... 4th PTO shaft 109 ... 1st PTO output gear 110 ... 2nd PTO output gear 111 ... PTO output shaft 115 ... 2nd front Berugiya 116 ... front-wheel drive shaft 117 ... 21 gear 118 ... 22 gear 119 ... third cylindrical shaft 148 ... 23 gear 150 ... mechanical transmission (main transmission section)
151 ... 5th synchro change 152 ... 24th gear 153 ... 25th gear 156 ... 3rd PTO shaft 157 ... PTO speed changer 201 ... main key 202 ... plowing depth adjustment dial
203 ... Remote operation mode changeover switch (switching member)
204 ... Accelerator lever 210 ... Sub transmission lever 211 ... Main transmission operation member 211,223 ... Main transmission increase / decrease button 211a ... Main transmission acceleration switch 211b ... Main transmission deceleration switch 212 ... Clutch button 213 ... Constant rotation switch 214 ... PTO switch 216 ... Operation panel 217 ... Rotational speed increase / decrease switch (Accelerator memory increase / decrease switch)
218 ... Brake adjustment dial 220 ... Work implement lift lever 221 ... Accelerator lever 222 ... Work implement lift switch 223 ... Main transmission increase / decrease switch 310 ... Work control images 310, 320, 330, 340 ... Remote operation images 311 ... Plowing depth Adjustment dial image part 312 ... plowing depth adjustment button image part 313 ... plowing depth adjustment on / off image part 314 ... worker lifting height input image part 320 ... running control image 321 ... accelerator adjustment image part 322 ... main shift Setting image portion 323... One-touch turning input image portion 324. Steering operation image portion 325. Decera setting image portion 326... IQ accelerator setting image portion 327 .. Backup setting image portion 328 .. Autolift setting image portion 330. 331 ... Brake pressure adjustment image part 332 ... Brake pressure display image part 340 Setting image portion of the image 341 ... constant rotation operations for controlling the rotational speed of the engine 342 ... access memory adjustment image 343 ... setting rotational speed display image section
AP1 ... processing software (application software, processing means)
CA ... running control unit CA to CD, Pa1 ... control unit CB ... engine control unit CC ... work machine lifting control unit CD ... terminal control unit CON ... work machine connector E ... engine E1 ... common rail E2 ... rail pressure sensor E3 ... fuel Tank E4 ... Fuel high pressure pump E5 ... Cylinder E6 (E6a, E6b, E6c, E6d) ... High pressure injector E7 ... Fuel filter E8 ... Discharge passage E9 ... High pressure fuel supply passage E10 ... Return passage E10a ... Common return passage E11 ... Pressure control Valve OS ... operating system (basic software),
P1 ... Left brake pedal P2 ... Right brake pedal Pa1 ... Meter panel (control unit) S ... Work vehicle operation system S3 ... Server S4 ... Terminal SL1 ... Forward switching solenoid SL2 ... Forward / backward boost solenoid SL3 ... Forward switching solenoid SL4 ... Clutch pedal Solenoid SL5 ... 1st speed solenoid SL6 ... 1st, 3rd speed boost solenoid SL7 ... 3rd speed solenoid SL8 ... 2nd speed solenoid SL9 ... 2nd, 4th speed boost solenoid SL10 ... 4th speed solenoid SL11 ... High speed boost solenoid SL12 ... Low speed boost solenoid SL13 ... PTO Clutch solenoid SL14 ... Right steering solenoid SL15 ... Left steering solenoid SL21 ... Work machine lifting solenoid SL22 ... Work machine lowering solenoid SN1 ... Sub-shift lever operating position sensors SN1, SN2, SN3, S N7, SN9, SN31, 202, 211-214, 223 ... operation detecting member SN2 ... forward / reverse lever operation position sensor SN3 ... clutch pedal depression detection switch SN4 ... forward / reverse clutch pressure sensors SN5a-SN5d ... 1-4 speed clutch pressure sensor SN6: High speed / low speed clutch pressure sensor SN7: Acceleration sensor SN8: Vehicle speed sensor SN9: Steering wheel sensor SN10 ... Cutting angle sensor SN11 ... Direction sensor SN21 ... Engine rotation sensor SN31 ... Position lever sensor SN32 ... Depth of plow sensor SN33 ... Lift arm sensor TAB ... Tablet terminal (terminal) TAB1 ... Touch panel (input unit, display)
TAB2 ... Input button TAB3 ... Communication module (transmitter)
U1 ... Communication unit (communication unit)

Claims (4)

Control units (CA to CC, Pa1) for controlling control target devices (14a, 24, 25, 42, 48, 48, 97, E4, E6a to E6d, SC) mounted on the vehicle;
A communication unit (U1) that communicates signals for controlling the control target devices (14a, 24, 25, 42, 48, 48, 97, E4, E6a to E6d, SC) with a terminal (TAB);
A remote operation mode for controlling the devices to be controlled (14a, 24, 25, 42, 48, 48, 97, E4, E6a to E6d, SC) based on a signal received from the terminal (TAB); TAB) is a switching member that switches between manual operation modes that are not reflected in the control of the devices to be controlled (14a, 24, 25, 42, 48, 48, 97, E4, E6a to E6d, SC) even if signals are received from TAB). (203),
With
The control unit (CA to CC, Pa1) switches between a remote operation mode and a manual operation mode according to an input of the switching member (203). Operation members (10, 11, 12, 13, 202, 204) installed in the vehicle and for operating the devices to be controlled (14a, 24, 25, 42, 48, 48, 97, E4, E6a to E6d, SC). 210, 211, 212, 213, 214, 220, 221, 223),
Operation detection members (SN1, SN2, SN3, SN7, SN9) that detect operations of the operation members (10, 11, 12, 13, 202, 204, 210, 211, 212, 213, 214, 220, 221, 223). SN31, 202, 211-214, 223),
With
The control unit (CA to CC, Pa1) is configured to control the control target device (14a, SN2, SN3, SN7, SN9, SN31, 202, 211 to 214, 223) based on the detected value. 24, 25, 42, 48, 48, 97, E4, E6a to E6d, SC) and the operation detecting member for receiving a signal from the terminal (TAB) when the remote operation mode is set. The control based on the signal received from the terminal (TAB) is executed in preference to the control based on the detection value of (SN1, SN2, SN3, SN7, SN9, SN31, 202, 211-214, 223). The work vehicle according to claim 1. If the detection value of the operation detection member (SN1, SN2, SN3, SN7, SN9, SN31, 202, 211-214, 223) is changed when the remote operation mode is set, the control unit The work vehicle according to claim 1, wherein (CA to CC, Pa1) is changed to the manual operation mode. In the input unit (TAB1) capable of input for controlling the control target devices (14a, 24, 25, 42, 48, 48, 97, E4, E6a to E6d, SC) mounted on the work vehicle (1). A terminal (TAB) having a transmission unit (TAB3) for transmitting a signal for controlling the device to be controlled (14a, 24, 25, 42, 48, 48, 97, E4, E6a to E6d, SC) according to an input )When,
Between the control part (CA-CC, Pa1) which controls the said control object apparatus (14a, 24, 25, 42, 48, 48, 97, E4, E6a-E6d, SC), and the said terminal (TAB). Received from the terminal (TAB) and a communication unit (U1) that communicates signals for controlling the devices to be controlled (14a, 24, 25, 42, 48, 48, 97, E4, E6a to E6d, SC) Remote control mode for controlling the control target devices (14a, 24, 25, 42, 48, 48, 97, E4, E6a to E6d, SC) based on the signal, and receiving the signal from the terminal (TAB) And a switching member (203) for switching a manual operation mode not reflected in the control of the control target devices (14a, 24, 25, 42, 48, 48, 97, E4, E6a to E6d, SC), and the switching member ( The control unit for switching the remote control mode and a manual operation mode in response to an input of 03) (CA～CC, and Pa1), a working vehicle (1) having,
A work vehicle operating system comprising:

Images