JP6147217B2 - Engine equipment - Google Patents

Description

  The present invention relates to an engine device mounted on a work machine such as a construction machine, a farm work machine, and an engine generator, for example, and relates to an engine apparatus provided with an exhaust gas purification device.

  Conventionally, as a countermeasure for exhaust gas of a diesel engine (hereinafter simply referred to as an engine), by providing an exhaust gas purification device (diesel particulate filter) in the exhaust path of the engine, particulate matter (PM) or the like in the exhaust gas is removed. Techniques for collecting and suppressing atmospheric emission are well known (see, for example, Patent Documents 1 and 2). If the PM collected by the exhaust gas purifier exceeds a specified amount, the flow resistance in the exhaust gas purifier increases and the engine output decreases, so the PM accumulated in the exhaust gas purifier due to the temperature rise of the exhaust gas It is also performed to recover (regenerate) the PM trapping ability of the exhaust gas purification device. If the exhaust gas purification device does not regenerate sufficiently even if the exhaust gas temperature is raised, regeneration of the exhaust gas purification device can be promoted by supplying unburned fuel into the exhaust gas purification device and burning PM. Is possible. Such a reset reproduction technique is also known.

JP 2000-145430 A Japanese Patent Laid-Open No. 2003-27922

  However, even if reset regeneration that supplies unburned fuel to the exhaust gas purification device is executed, if an operation state that does not provide sufficient temperature rise continues, PM accumulates excessively in the exhaust gas purification device There is. When the exhaust gas purification device is regenerated in such a situation, the exhaust gas purification device is cracked or melted due to abrupt combustion (runaway combustion) of the over-deposited PM.

  An engine device mounted on a work vehicle may be driven by limiting the rotation speed of the engine at no load in order to suppress fuel consumption and noise during low-load work. However, when the engine speed is limited and the engine is driven, the exhaust gas cannot be sufficiently heated, and the regeneration capability of the exhaust gas purification device may be reduced.

  Further, isochronous control and droop control are known as methods for controlling the fuel injection amount, and depending on the work vehicle, there are methods in which isochronous control and droop control can be selected and designated by an operator. In such an engine device mounted on a work vehicle, when the regeneration control is executed when the droop control is rough, the rotational speed may decrease due to the load on the engine, and the regeneration of the exhaust gas purification device The ability may be reduced.

  This invention makes it a technical subject to provide the engine apparatus which examined and improved the above present condition.

The invention according to claim 1 includes an engine, an exhaust gas purification device disposed in an exhaust path of the engine, and an engine control device that controls driving of the engine, and the engine control device includes the exhaust gas purification device. Non-working regeneration control for increasing exhaust gas temperature by combining post-injection and a predetermined high-speed rotational speed as the plurality of regeneration controls in an engine device that executes a plurality of regeneration controls for burning and removing particulate matter accumulated therein The engine control device alternatively selects execution of a high idle limit mode for limiting the engine speed by a limit value of the high idle speed and cancellation of the high idle limit mode. In the non-work regeneration control, the engine control device can be used only for the combustion removal of the particulate matter. With drives, said forcibly releasing the high idle limit mode, is that driving the engine at higher than said high idle speed limit the given high speed rotation speed.

  According to a second aspect of the present invention, in the engine device according to the first aspect, the engine control device stores an output specifying map based on a relationship between a rotational speed and a torque of the engine, and executes the high idle restriction mode. The engine control device corrects the output characteristic map based on the limit value of the high idle rotational speed, and then calculates a target fuel injection amount based on the corrected output characteristic map to drive the engine. It is.

  According to a third aspect of the present invention, in the engine device according to the first or second aspect, the isochronous control for maintaining the rotational speed of the engine constant regardless of the fluctuation of the load of the engine, and the load on the engine increases. The droop control for reducing the rotation speed can be alternatively selected, and the isochronous control is forcibly executed in the non-work regeneration control.

Invention of Claim 4 is a structure mounted in the working machine which has a working part driven with the motive power of the said engine in any one of Claims 1-3, Comprising: The said non-work reproduction | regeneration as a control, on failure of possible playback control while continuing work of the working machine, and stationery reproduction control executable in a non-working reproduction state stopping the working portion, the failure of the stationary regeneration control, the stationary reproduction And at least a recovery regeneration control that can be executed in the non-work regeneration state, and the engine control device performs the stationary regeneration control or the recovery regeneration control. when performing either the ene in the given high speed rotation speed forced release to the high idle restricted mode It is that drives the emissions.

  According to the present invention, an engine, an exhaust gas purification device disposed in an exhaust path of the engine, and an engine control device that controls driving of the engine are provided, and the engine control device is provided in the exhaust gas purification device. In the engine device that executes a plurality of regeneration controls for burning and removing the accumulated particulate matter, the plurality of regeneration controls include at least non-work regeneration control that increases exhaust gas temperature by combining post injection and a predetermined high speed rotation speed. In the non-work regeneration control, the engine control device drives the engine exclusively for the combustion removal of the particulate matter. Therefore, the engine does not normally operate in the non-work regeneration control. In other words, the non-work regeneration control exists as a mode for avoiding a crisis such as prevention of damage (melting damage) of the exhaust gas purification device and prevention of excessive emission.

  Further, according to the present invention, in the non-work regeneration control, the high idle limit mode is forcibly released, and the engine is driven at the predetermined high speed higher than the limit value of the high idle speed. When the non-work regeneration control is executed, the engine can be rotated at a predetermined high speed, so that the exhaust gas temperature can be increased, and the PM in the exhaust gas purification device is forced to be forced under favorable conditions. It is possible to regenerate the purification capability of the exhaust gas purification device by removing it by combustion.

Further, according to the present invention, in the non-work regeneration control, the engine output is limited to a non-working maximum output lower than the maximum output. Therefore, it is possible to prevent deterioration of exhaust system parts such as the exhaust gas purifying device due to the temperature rise and occurrence of exhaust gas leakage from the joint of the exhaust system parts due to pressure increase.

  Further, according to the present invention, in the non-work regeneration control, the non-work regeneration control is executed by forcibly executing the isochronous control that maintains the engine speed constant regardless of the fluctuation of the engine load. Since the engine rotates at a predetermined high speed, the exhaust gas temperature can be increased, and the PM in the exhaust gas purification device is forcibly burned and removed under favorable conditions. The purification ability of the exhaust gas purification device can be regenerated.

It is a left view of a tractor. It is a top view of a tractor. It is a block diagram which shows the outline of a power transmission system. It is a top view of a cabin. It is a left view in a cabin. It is a front view of the meter panel seen from the control seat side. It is a front view of the engine in an embodiment. It is a rear view of an engine. It is a left view of an engine. It is a right view of an engine. It is a top view of an engine. It is a perspective view which shows the structure of an engine room. It is a functional block diagram of a controller. It is fuel system explanatory drawing of an engine. It is a figure explaining the injection timing of fuel. It is explanatory drawing of an output characteristic map. It is explanatory drawing which shows the relationship between an isochronous characteristic and a droop characteristic. It is explanatory drawing of the output characteristic map at the time of high idle restriction | limiting. It is a timing chart which shows the control action at the time of non-work reproduction | regeneration control execution. It is a flowchart of assist reproduction | regeneration control and reset reproduction | regeneration control. It is a flowchart of non-work reproduction control. It is a flowchart which shows the lamp | ramp display operation | movement at the time of non-work reproduction | regeneration control. It is a figure which shows the relationship of each reproduction | regeneration control.

  DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments embodying the present invention will be described below with reference to the drawings, taking a tractor that is a work vehicle as an example.

  First, an outline of the tractor will be described with reference to FIGS. 1 and 2. The traveling machine body 2 of the tractor 1 in the embodiment is supported by a pair of left and right rear wheels 4 as well as a pair of left and right front wheels 3 as a traveling unit. By driving the rear wheel 4 and the front wheel 3 with a common rail type diesel engine 5 (hereinafter simply referred to as an engine) as a power source mounted on the front part of the traveling machine body 2, the tractor 1 travels forward and backward. It is configured. The engine 5 is covered with a bonnet 6. A cabin 7 is installed on the upper surface of the traveling machine body 2. Inside the cabin 7, a steering seat 8 and a steering handle (round handle) that moves the steering direction of the front wheel 3 to the left and right by steering. 9 are arranged. A fuel tank 11 that supplies fuel to the engine 5 is provided below the bottom of the cabin 7. In FIG. 2, the cabin is not shown for convenience.

The traveling machine body 2 includes an engine frame 14 having a front bumper 12 and a front axle case 13, and left and right machine body frames 16 that are detachably fixed to the rear portion of the engine frame 14 with bolts. A mission case 17 is mounted on the rear part of the machine body frame 16 to transmit the rotational power from the engine 5 to the front and rear four wheels 3, 3, 4, 4 as appropriate. The rear wheel 4 is attached to the mission case 17 via a rear axle case 18 mounted so as to protrude outward from the outer surface of the mission case 17. Upper portions of the left and right rear wheels 4 are covered with a fender 19 fixed to the body frame 16.

  On the rear upper surface of the mission case 17, a hydraulic lifting mechanism 20 for lifting and lowering the rotary tiller 15 as a working unit is detachably attached. The rotary cultivator 15 is connected to the rear portion of the mission case 17 via a three-point link mechanism including a pair of left and right lower links 21 and a top link 22. On the rear side surface of the mission case 17, a PTO shaft 23 for transmitting a PTO driving force to the rotary cultivator 15 protrudes backward.

  As shown in FIG. 3, a flywheel 25 is attached to an engine output shaft 24 projecting rearward on the rear side surface of the engine 5 so as to be directly connected. A main drive shaft 26 that is connected to the flywheel 25 via the main clutch 140 and extends rearward is a main transmission input shaft 27 that protrudes forward from the mission case 17, and a telescopic type shaft that has universal joints at both ends. It is connected via a power transmission shaft 28. On the other hand, as shown in FIG. 1, a front wheel transmission shaft (not shown) protruding rearward from the front axle case 13 and a front wheel output shaft (not shown) protruding forward from the front side surface of the mission case 17 Are connected via a front wheel drive shaft 85.

  In the mission case 17, a hydraulic continuously variable transmission 29, a forward / reverse switching mechanism 30, a traveling auxiliary transmission gear mechanism 31, and a differential gear mechanism 58 are disposed. The rotational power of the engine 5 is transmitted to the main transmission input shaft 27 of the transmission case 17 via the power transmission shaft 28, and then appropriately shifted by the hydraulic continuously variable transmission 29 and the traveling sub transmission gear mechanism 31. The This speed change power is transmitted to the left and right rear wheels 4 via the differential gear mechanism 58. Further, the transmission power described above is transmitted to the front axle case 13 via the front wheel drive shaft 85, so that it is also transmitted to the left and right front wheels 3.

  The hydraulic continuously variable transmission 29 is an in-line system in which a main transmission output shaft 36 is concentrically arranged on a main transmission input shaft 27, and a variable displacement hydraulic pump unit 150 and a discharge from the hydraulic pump unit 150. And a constant displacement type hydraulic motor unit 151 for transmission that is operated by a high-pressure hydraulic oil. The hydraulic pump unit 150 is provided with a pump swash plate 159 that can change the inclination angle with respect to the axis of the main transmission input shaft 27 and adjust the amount of hydraulic oil supplied thereto. The pump swash plate 159 is associated with a main transmission hydraulic cylinder that changes and adjusts the inclination angle of the pump swash plate 159 with respect to the axis of the main transmission input shaft 27. By changing the tilt angle of the pump swash plate 159 by driving the main transmission hydraulic cylinder (not shown), the amount of hydraulic oil supplied from the hydraulic pump unit 150 to the hydraulic motor unit 151 is changed and adjusted. The main transmission operation of the continuously variable transmission 29 is performed.

  That is, when a switching valve (not shown) is actuated by hydraulic oil from a proportional control valve 123 (see FIG. 13) that operates in proportion to an operation amount of a main transmission lever 290 (details will be described later), it is not shown. The main transmission hydraulic cylinder is driven, and accordingly, the inclination angle of the pump swash plate 159 with respect to the axis of the main transmission input shaft 27 is changed. The pump swash plate 159 of the embodiment is angle-adjusted in a range between one (positive) maximum inclination angle and the other (negative) maximum inclination angle with a neutral angle of substantially zero inclination (before and after that including zero) interposed therebetween. This is possible and is set to be an angle inclined to one of the traveling vehicle bodies 2 when the vehicle speed is the lowest (in this case, an inclination angle that is negative and near the maximum).

When the inclination angle of the pump swash plate 159 is substantially zero (neutral angle), the hydraulic motor unit 151 is not driven by the hydraulic pump unit 150 and the main transmission output shaft 237 is rotated at substantially the same rotational speed as the main transmission input shaft 27. Rotates. When the pump swash plate 159 is inclined in one direction (positive inclination angle) with respect to the axis line of the main transmission input shaft 27, the hydraulic pump unit 150 increases the speed of the hydraulic motor unit 151 to operate the main transmission input shaft. The main transmission output shaft 36 rotates at a rotational speed faster than 27. As a result, the rotational speed of the hydraulic motor unit 151 is added to the rotational speed of the main transmission input shaft 27 and transmitted to the main transmission output shaft 36. Therefore, in the range of the rotational speed higher than the rotational speed of the main transmission input shaft 27, the transmission power (vehicle speed) from the main transmission output shaft 36 is proportional to the inclination angle (positive inclination angle) of the pump swash plate 159. Be changed. When the pump swash plate 159 is positive and has an inclination angle near the maximum, the traveling machine body 2 reaches the maximum vehicle speed.

  When the pump swash plate 159 is tilted in the other direction (negative tilt angle) with respect to the axis of the main transmission input shaft 27, the hydraulic pump unit 150 operates the hydraulic motor unit 151 to decelerate (reverse) the main shift. The main transmission output shaft 36 rotates at a lower rotational speed than the input shaft 27. As a result, the rotational speed of the hydraulic motor unit 151 is subtracted from the rotational speed of the main transmission input shaft 27 and transmitted to the main transmission output shaft 36. Therefore, the transmission power from the main transmission output shaft 36 is changed in proportion to the inclination angle (negative inclination angle) of the pump swash plate 159 within the range of the rotation speed lower than the rotation speed of the main transmission input shaft 27. . When the pump swash plate 159 is negative and has an inclination angle near the maximum, the traveling machine body 2 has the lowest vehicle speed.

  The forward / reverse switching mechanism 30 receives rotational power from the main transmission output shaft 36 of the hydraulic continuously variable transmission 29. The forward / reverse switching mechanism 30 includes a forward gear (not shown) and a reverse gear (not shown) for switching forward and backward of the traveling machine body 2, and the forward gear is driven by a forward and reverse hydraulic clutch (not shown). Then, the reverse transmission gear 31 is selectively selected and rotated to transmit power to the auxiliary transmission mechanism 31. At this time, in the state where the forward / reverse switching lever (reverser lever) 252 is in the neutral position, both the forward and reverse hydraulic clutches (not shown) are in the power cut-off state. The rotational power from the main transmission output shaft 36 toward the front and rear wheels 3 and 4 is configured to be substantially zero (the same state as when the main clutch 140 is disengaged).

  Further, the forward clutch solenoid valve 46 (see FIG. 13) is driven by the forward side tilting operation of the forward / reverse switching lever 252 (see FIGS. 1 and 2) to operate the forward clutch cylinder (not shown). Thereby, the rotational power by the main transmission output shaft 36 is transmitted to the auxiliary transmission mechanism 31 via the forward gear (not shown) in the forward / reverse switching mechanism 30. On the other hand, the reverse clutch solenoid valve 48 (see FIG. 13) is driven by the reverse operation of the forward / reverse switching lever 252 to operate the reverse clutch cylinder (not shown). Thereby, the rotational power by the main transmission output shaft 36 is transmitted to the auxiliary transmission mechanism 31 via the reverse gear (not shown) in the forward / reverse switching mechanism 30.

  The auxiliary transmission mechanism 31 receives the rotational power from the forward / reverse switching mechanism 30 and shifts and outputs the rotational power via the forward / backward switching mechanism 30. The auxiliary transmission mechanism 31 includes a low-speed gear (not shown) and a high-speed gear (not shown) for auxiliary transmission, and the low-speed gear and the high-speed gear are connected by a low-speed clutch (not shown) and a high-speed clutch (not shown). By alternatively selecting and rotating, the rotational power from the forward / reverse switching mechanism 30 is shifted and transmitted to each subsequent mechanism.

  The position of the piston rod of the sub-transmission hydraulic cylinder (not shown) according to the switching operation of the high-speed clutch solenoid valve 136 (see FIG. 13) by the low-speed side tilting operation of the sub-transmission lever 258 (see FIGS. 1 and 2). Is moved to the low speed side. Accordingly, a sub-shift shifter (not shown) connected to the piston rod tip of the sub-transmission hydraulic cylinder (not shown) places the low-speed clutch (not shown) in the power connection state, and the rotation from the forward / reverse switching mechanism 30 is rotated. The power is shifted to a low speed and transmitted to the differential gear mechanism 58.

On the other hand, the position of the piston rod of the sub-transmission hydraulic cylinder (not shown) is displaced to the high-speed side according to the switching operation of the high-speed clutch solenoid valve 136 (see FIG. 13) by the high-speed side tilting operation of the sub-transmission lever 258. Therefore, a sub shift shifter (not shown) places a high speed clutch (not shown) in a power connection state, shifts the rotational power from the forward / reverse switching mechanism 30 at a high speed, and the differential gear mechanism 58. To communicate.

  The differential gear mechanism 58 receives the rotational power from the auxiliary transmission mechanism 31 and transmits the transmission power changed by the auxiliary transmission mechanism 31 to the left and right rear wheels 4. At this time, the differential gear mechanism 58 distributes and transmits the transmission power changed by the auxiliary transmission mechanism 31 to the differential output shafts 62 extending in the left-right direction by a differential gear (not shown). Operation). The differential output shaft 62 is connected to the rear axle 64 via a final gear 63 and the like, and the rear wheel 4 is attached to the tip of the rear axle 64. The differential output shaft 62 is provided with brake operating mechanisms 65a and 65b in association with each other, and the brake operating mechanisms 65a and 65b are operated by depressing the brake pedal 251 (see FIG. 2) on the right side of the steering column 245. Is configured to perform a braking operation.

  Further, when the steering angle of the steering handle 9 (see FIGS. 1 and 2) exceeds a predetermined angle, a brake cylinder (not shown) is driven by driving an autobrake solenoid valve 67a (67b) corresponding to the rear wheel 4 inside the turn. ) Is activated, and the brake operation mechanism 65a (65b) for the rear wheel 4 inside the turn is configured to automatically perform a braking operation. For this reason, small turn turning such as U-turn can be executed. The differential gear mechanism 58 includes a differential lock mechanism (not shown) for stopping the differential operation (the left and right differential output shafts 62 are always driven at a constant speed). In this case, the differential pin is fixed and the differential function is stopped by engaging the differential pin with the differential gear by depressing the differential lock pedal 257 (see FIG. 2). The differential output shaft 62 is driven to rotate at a constant speed.

  Further, the transmission case 17 having the above-described configuration interrupts power transmission between the PTO transmission gear mechanism (not shown) for switching the driving speed of the PTO shaft 23 and the main transmission input shaft 27 and the PTO transmission gear mechanism. A PTO clutch (not shown) that can be used. The power from the engine 5 is transmitted to the PTO shaft 23 by the operations of the PTO transmission gear mechanism and the PTO clutch.

  In this case, when a PTO clutch switch 225 (described later) is turned on, the PTO clutch hydraulic solenoid valve 104 (see FIG. 13) is driven to bring a PTO clutch (not shown) into a power connection state. As a result, the rotational power from the engine 5 transmitted through the main transmission input shaft 27 is output toward the PTO shaft 23 from a PTO gear mechanism (not shown). At this time, when the PTO speed change lever 256 is operated to shift, a plurality of gears in a PTO speed change gear mechanism (not shown) are selectively rotated, so that each PTO speed change output of 1st to 4th speeds and reverse rotation is generated on the PTO shaft. 23.

  The control seat 8 and the surrounding structure will be described with reference to FIGS. A steering column 245 is disposed in front of the control seat 8 in the cabin 7. The steering column 245 is erected so as to be embedded in the back side of the dashboard 263 that surrounds the rear side of the engine 5. A steering handle 9 having a substantially round shape in plan view is attached to the upper end of a handle shaft that protrudes from the upper surface of the steering column 245. Therefore, the substantially annular steering wheel 247 in the steering handle 9 is inclined obliquely downward and rearward with respect to the horizontal.

On the right side of the steering column 245, a throttle lever 250 for setting and maintaining the output rotational speed of the engine 5 and a pair of left and right brake pedals 251 for braking the traveling machine body 2 are disposed. On the left side of the steering column 245, a forward / reverse switching lever (reverser lever) 252 for switching the traveling direction of the traveling machine body 2 between forward and reverse, and a main clutch 140 for power transmission and disconnection are operated. A clutch pedal 253 is disposed. A parking brake lever 254 for holding the left and right brake pedals 251 in the depressed position is disposed on the rear side of the steering column 245.

  On the right side of the steering column 245 of the floor plate 248 in the cabin 7 is an accelerator pedal for accelerating / decelerating the engine speed in a range beyond this with the engine speed set by the throttle lever 250 as the minimum engine speed. 255 is arranged. Below the control seat 8 are a PTO speed change lever 256 for switching the drive speed of the PTO shaft 23, which will be described later, and a diff lock pedal 257 for executing an operation of rotating the left and right rear wheels 4 at a constant speed. Is arranged. An auxiliary transmission lever 258 for switching the output range of the traveling auxiliary transmission gear mechanism 31 (see FIG. 3) between a low speed and a high speed is disposed on the left side of the control seat 8.

  On the right side of the control seat 8, an armrest 259 for placing the arm and elbow of the operator seated on the control seat 8 is provided. The armrest 259 is configured separately from the control seat 8 and includes a main transmission lever 290 that is a travel system operation unit and a work unit position dial (elevating dial) 300 that is a work system operation unit. The main transmission lever 290 is provided so as to be able to tilt forward and backward as a main transmission operation body. In the present embodiment, the vehicle speed of the traveling machine body 2 increases when the main transmission lever 290 is tilted forward, while the vehicle speed of the traveling machine body 2 decreases when the main transmission lever 290 is tilted backward. The working unit position dial 300 is a dial type for manually changing and adjusting the height position of the rotary tiller 15.

  When the main transmission lever 290 is tilted forward (toward the steering handle 9), the pump swash plate 159 (see FIG. 3) is set to a positive inclination angle in accordance with the operation position of the main transmission lever 290 detected by the main transmission potentiometer 222. The traveling speed of the traveling machine body 2 is accelerated. On the other hand, when the main transmission lever 290 is tilted rearward (toward the control seat 8), the pump swash plate 159 (FIG. 3) is adjusted in accordance with the operation position of the main transmission lever 290 detected by the main transmission potentiometer 290. Is inclined to the negative inclination angle side, and the traveling speed of the traveling machine body 2 is reduced.

  On the right side of the armrest 259, an operation table 260 provided with various operation means is fixed above the fender 19, and a PTO clutch switch 225 is disposed on the upper surface of the operation table 260. The PTO clutch switch 225 is used for intermittently operating power transmission from the PTO shaft 23 to the rotary tiller 15 by turning on and off a PTO clutch (not shown). When the PTO clutch switch 225 is rotated clockwise in plan view while pressing the switch once, the PTO clutch switch 225 is locked at the pressed position, and the power transmission from the PTO shaft 23 to the rotary tiller 15 is brought into the connected state, and further pressed again. This is a push switch that returns to the original position and shuts off power transmission from the PTO shaft 23 to the rotary tiller 15.

  As shown in FIGS. 4 to 6, the meter panel 246 is inclined slightly upward from the rear so that the meter panel 246 faces the operator seated on the control seat 8 at a position on the lower front side of the steering wheel 247. It is arranged in the state. The outer edge of the meter panel 246 is covered with a meter cover 262 raised from the inside toward the outside. The meter panel 246 covered with the meter cover 262 is disposed on the rear surface (rear surface) of the dashboard 263 at the upper front of the steering column 245. The dashboard 263 and the steering column 245 constitute a steering column.

As shown in FIG. 6, the meter panel 246 has an engine tachometer 265 that indicates the number of revolutions of the engine 5 as a pointer in the center display area as a driving operation display device. Display lamps 266a to 266d and 267a to 267d using LEDs or the like are provided in a display area outside the display area. The meter panel 246 configured as described above is a display lamp 266a to 266d, 267a to 267d, a warning light indicating an abnormality of each part of the tractor 1, or a display indicating a traveling state of the tractor 1 or an operating state of the rotary tiller 15. Acts as a light.

  In the configuration example of FIG. 6, in the right display area of the meter panel 246, the display lamps 267 a to 267 d are respectively switched to the parking brake lamp 346 (see FIG. 13) for notifying the locked state of the parking brake lever 254 and the PTO clutch switch 225 being turned on. The PTO lamp 348 (see FIG. 13) for notifying the state, the regeneration lamp 332 (see FIG. 13) for notifying the regeneration control request alarm, and the engine abnormality lamp 347 (see FIG. 13) for leaving the abnormality of the engine 5 are operated. . In addition, the meter panel 246 has a liquid crystal panel 330 described later below the engine tachometer 265.

  In addition, the central display area of the meter panel 246 has a display lamp 273 made of LEDs or the like in the display area above the engine tachometer 265. The display lamp 273 acts as a reverser neutral lamp 349 (see FIG. 13) for informing the neutral state of the forward / reverse switching lever 252 by imitating the letter “N” on the meter panel 246.

  A control method selection switch 271 and a mode selection switch 272 are installed on the left side surface on the rear rear surface of the meter cover 262. Both the control method selection switch 271 and the mode selection switch 272 are of the alternate operation type. The control method selection switch 271 designates either droop control or isochronous control as the control method of the engine 5 by the operation of the operator. The mode selection switch 272 restricts the high idle rotation speed (maximum rotation speed at no load) of the engine 5 at a predetermined rotation speed (limit value) Nh (for example, 1800 rpm) by an operator's operation. Specify whether or not.

  A regeneration switch 329 is installed on the right surface on the rear rear surface of the meter cover 262. The regeneration switch 329 is of a momentary operation type. That is, the regeneration switch 329 is a non-locking type push switch that generates one ON pulse signal when pressed once. The pressing time of the regeneration switch 329 by the operator is adopted as one of criteria for determining whether or not each regeneration control after the reset regeneration control (details will be described later) can be executed. The regeneration switch 329 of the embodiment is configured by a switch with a lamp in which a regeneration switch lamp 345 is built. Since the regeneration switch 329 is arranged in the vicinity of the meter panel 246 for displaying a later-described regeneration request alarm by the display lamp 267a, the operator can operate the regeneration switch 329 while viewing the display on the meter panel 246. it can.

  In the embodiment, the regeneration switch 329 is disposed in the vicinity of the display lamp 267a of the meter panel 246 that acts as the regeneration lamp 332 (see FIG. 13). That is, the regeneration switch 329 is disposed in the vicinity of the regeneration control request alarm display area on the meter panel 246 serving as a driving operation display unit. Therefore, the operator can easily recognize the operation position of the regeneration switch 329 when the regeneration request alarm is notified by the display of the display lamp 267a.

  Furthermore, in the embodiment, when the regeneration lamp 332 of the display lamp 267c blinks in the display area on the right side of the meter panel 246, the operator recognizes the notification of the regeneration request alarm and simultaneously recognizes the operation position of the regeneration switch 329. It becomes easy. Further, since the display lamp 267d by the engine abnormality lamp 347 is disposed on the right side of the display lamp 267c by the regeneration lamp 332, as will be described later, the required regeneration control is performed by reset regeneration by the blinking operation of the display lamps 267c and 267d. The operator can easily determine whether the control is non-work regeneration control.

  Further, since the display lamps 267a and 267b to be the parking brake lamp 346 and the PTO lamp 348 are arranged in the right display area in the vicinity of the display lamp 267c by the reproduction lamp 332, as will be described later, the display lamps 267a, 267a, With the blinking operation 267b, the operator can easily recognize which of the non-work regeneration transition conditions is not satisfied when the non-work regeneration control is requested. The display lamps 267a to 267d are not limited to the configuration example of FIG. 6, and the regeneration lamp 332, the parking brake lamp 346, the engine abnormality lamp 347, and the PTO lamp 348 are combined at close positions in the display area of the meter panel 246. Other configurations may be used as long as they are arranged.

  Next, a schematic structure of the common rail engine 5 according to the embodiment will be described with reference to FIGS. In the following description, both sides along the engine output shaft 24 (both sides sandwiching the engine output shaft 24) are left and right, the cooling fan 56 side is the front side, the flywheel 25 side is the rear side, and the exhaust manifold 54 is placed. The left side is referred to as the left side, and the side where the intake manifold 53 is disposed is referred to as the right side.

  As shown in FIGS. 7 to 11, the engine 5 as a prime mover mounted on a work vehicle such as a tractor includes a continuous regeneration type exhaust gas purification device 50 (DPF). The exhaust gas purification device 50 removes particulate matter (PM) in the exhaust gas exhausted from the engine 5 and reduces carbon monoxide (CO) and hydrocarbons (HC) in the exhaust gas.

  The engine 5 includes a cylinder block 51 that houses an engine output shaft 24 (crankshaft) and a piston (not shown). A cylinder head 52 is mounted on the cylinder block 51. An intake manifold 53 is disposed on the right side surface of the cylinder head 52. An exhaust manifold 54 is disposed on the left side surface of the cylinder head 52. That is, the intake manifold 53 and the exhaust manifold 54 are distributed and arranged on both side surfaces along the engine output shaft 24 in the engine 5. A head cover 55 is disposed on the upper surface of the cylinder head 52. A cooling fan 56 is provided on one side of the engine 5 that intersects the engine output shaft 24, specifically, on the front surface of the cylinder block 51. Rotational power is transmitted to the cooling fan 56 from the front end side of the engine output shaft 24 via the V belt 72.

  A flywheel housing 57 is provided on the rear surface of the cylinder block 51. The flywheel 25 is disposed in the flywheel housing 57. A flywheel 25 is pivotally supported on the rear end side of the output shaft 24. The power of the engine 5 is extracted from the working part of the work vehicle 1 via the engine output shaft 24. An oil pan 59 is disposed on the lower surface of the cylinder block 51. Lubricating oil in the oil pan 59 is supplied to each lubricating portion of the engine 5 through an oil filter 60 disposed on the right side surface of the cylinder block 51.

  A fuel supply pump 327 for supplying fuel is mounted on the right side surface of the cylinder block 51 above the oil filter 60 (below the intake manifold 53). An injector 340 with an electromagnetic switching control type fuel injection valve 328 (see FIG. 14) is provided in the engine 5. A fuel tank 344 (see FIG. 14) mounted on the work vehicle is connected to each injector 340 via a fuel supply pump 327, a cylindrical common rail 341, and a fuel filter 343 (see FIG. 14).

Fuel in the fuel tank 344 is pumped from the fuel supply pump 327 to the common rail 341 via the fuel filter 343, and high-pressure fuel is stored in the common rail 341. By controlling the fuel injection valve 328 of each injector 340 to open and close, the high-pressure fuel in the common rail 341 is injected from each injector 340 into each cylinder of the engine 5. An engine starter 61 is provided in the flywheel housing 57. The pinion gear of the engine starter 61 meshes with the ring gear of the flywheel 25. When the engine 5 is started, the engine output shaft 24 starts to rotate by rotating the ring gear of the flywheel 25 by the rotational force of the starter 61 (so-called cranking is executed).

  A cooling water pump 71 is disposed coaxially with the fan shaft of the cooling fan 56 on the front side of the cylinder head 52 (on the cooling fan 56 side). An alternator 73 is provided on the left side of the engine 5, specifically on the left side of the cooling water pump 71, as a generator that generates electric power using the power of the engine 5. Cooling in a radiator 109 (see FIG. 12) mounted on a work vehicle that transmits rotational power to the cooling fan 56, the cooling water pump 71, and the alternator 73 from the front end side of the engine output shaft 24 via the V-belt 72. Water is supplied to the cylinder block 51 and the cylinder head 52 by driving the cooling water pump 71 to cool the engine 5.

  Engine leg mounting portions 74 are provided on the left and right side surfaces of the oil pan 59, respectively. Each engine leg mounting portion 74 can be bolted to an engine leg (not shown) having vibration-proof rubber. In the embodiment, the oil pan 59 is sandwiched between a pair of left and right engine frames in the work vehicle, and the engine leg mounting portions 74 on the oil pan 59 side are bolted to the engine frames 14, whereby both engine frames 14 of the work vehicle 1 are connected. Supports the engine 5. The oil pan 59 has a groove-like recess 66 that is parallel to the engine output shaft 24 at the center of the bottom surface. The front wheel drive shaft 85 of the work vehicle 1 is inserted into the recess 66 of the oil pan 59 and connected to the front axle case (see FIG. 1).

  As shown in FIGS. 10 and 11, an air cleaner 145 is connected to the inlet portion of the intake manifold 53 via an EGR device 76 (exhaust gas recirculation device). The EGR device 76 is mainly located on the right side of the engine 5, specifically, on the right side of the cylinder head 52. The fresh air (external air) sucked into the air cleaner 145 is dedusted and purified by the air cleaner 145, then sent to the intake manifold 53 via the EGR device 76, and supplied to each cylinder of the engine 5.

  The EGR device 76 mixes a part of the exhaust gas of the engine 5 (EGR gas) and fresh air and supplies the air to the intake manifold 53, and an intake throttle member 78 that causes the air cleaner 145 to communicate with the EGR main body case. The recirculation exhaust gas pipe 80 connected to the exhaust manifold 54 via the EGR cooler 29 and the EGR valve member 81 for communicating the EGR main body case with the recirculation exhaust gas pipe 80 are provided. In the embodiment, the intake intake side of the intake manifold 53 constitutes an EGR main body case.

  That is, the intake throttle member 78 is connected to the intake intake side of the intake manifold 53. The outlet side of the recirculation exhaust gas pipe 80 is also connected to the intake intake side of the intake manifold 53. The inlet side of the recirculated exhaust gas pipe 80 is connected to the exhaust manifold 54 via the EGR cooler 79. By adjusting the opening degree of the EGR valve in the EGR valve member 81, the supply amount of EGR gas to the intake intake side of the intake manifold 53 is adjusted.

  In the above configuration, fresh air is supplied from the air cleaner 145 to the intake manifold 53 intake side via the intake throttle member 78, while EGR gas is supplied from the exhaust manifold 54 to the intake intake side of the intake manifold 53. Fresh air from the air cleaner 145 and EGR gas from the exhaust manifold 54 are mixed on the intake intake side of the intake manifold 53. By recirculating a part of the exhaust gas discharged from the engine 5 to the exhaust manifold 54 from the intake manifold 53 to the engine 5, the maximum combustion temperature at the time of high load operation decreases, and NOx (nitrogen oxide) from the engine 5 decreases. Emissions are reduced.

  An exhaust gas purification device 50 is disposed on the upper surface side of the engine 5 above the exhaust manifold 54, that is, above the exhaust manifold 54 on the left side of the cylinder head 52. The exhaust gas purification device 50 is for collecting particulate matter (PM) and the like in the exhaust gas, and has a substantially cylindrical shape extending long in the left-right direction parallel to the output shaft (crankshaft) 24 of the engine 5. It is configured. Exhaust gas inlet pipes 86 and exhaust gas outlets 93 are provided separately on the left and right sides of the engine 5 on the left and right sides of the exhaust gas purification device 50 (upstream and downstream in the exhaust gas movement direction). An exhaust gas inlet pipe 86 on the exhaust gas intake side of the exhaust gas purification device 50 is bolted to the exhaust manifold 54 so as to be detachable.

The structure of the exhaust gas purification device 50 will be described. The exhaust gas purification device 50 includes a purification housing 87 having a purification inlet pipe 86. Inside the purification housing 87 is a diesel oxidation catalyst 88 such as platinum that generates nitrogen dioxide (NO ₂ ), and a soot filter having a honeycomb structure that continuously oxidizes and removes the collected particulate matter (PM) at a relatively low temperature. 89 are arranged in series in the exhaust gas movement direction. The diesel oxidation catalyst 88 and the soot filter 89 are accommodated in the purification housing 87. For example, a silencer or a tail pipe is connected to the exhaust gas outlet 93 of the purification housing 87 via an exhaust pipe, and the exhaust gas is discharged from the exhaust gas outlet 93 to the outside via the silencer or the tail pipe.

  The purification housing 87 is attached to the cylinder head 52 and the exhaust manifold 54 via a flange side bracket leg 83 and a casing side bracket leg 84 as supports. The base end side of the flange side bracket leg 83 is detachably bolted to a joint flange on the outer peripheral side of the purification housing 87. Further, the base end side of the casing side bracket leg 84 is bolted to the outer cover body of the purification housing 87 so as to be detachable. The front end side of the flange side bracket leg 83 is detachably bolted to the side surface of the cylinder head 52 on the cooling fan 56 side. The front end side of the casing side bracket leg 84 is detachably bolted to the side surface of the cylinder head 52 on the flywheel housing 57 side.

  The purification housing 87 is connected to the exhaust manifold 54 via the exhaust gas inlet pipe 86 by fastening the inlet flange body of the exhaust gas inlet pipe 86 to the outlet portion of the exhaust manifold 54. As a result, the purification housing 87 is stably connected and supported by the bracket legs 83 and 84 to the exhaust manifold 54 and the cylinder head 52 which are high-rigidity parts of the engine 5. Therefore, it is possible to suppress damage to the exhaust gas purification device 50 due to vibration or the like.

In the above configuration, nitrogen dioxide (NO ₂ ) generated by the oxidation action of the diesel oxidation catalyst 88 is taken into the soot filter 89. Particulate matter contained in the exhaust gas of the engine 5 is collected by the soot filter 89 and continuously oxidized and removed by nitrogen dioxide (NO ₂ ). In addition to the removal of particulate matter (PM) in the exhaust gas of the engine 5, the content of carbon monoxide (CO) and hydrocarbon (HC) in the exhaust gas of the engine 5 is reduced.

  A plurality of engine operation sensor power supply system harnesses 111 connected to the engine controller 311 (see FIG. 12) or the battery 202 (see FIG. 12), a plurality of common rail power supply system harnesses 112 connected to the fuel injection valve 328, and the engine 5 And a plurality of engine operation sensor signal system harnesses 113 connected to operation sensors (not shown) provided at various locations. As a plurality of harness assemblies 114, 115, 116 attached to the engine 5, the harnesses 111, 112, 113 are grouped together.

With the above configuration, the weight of one harness (harness assemblies 114, 115, 116) can be suppressed by dividing the common rail power supply system harness 112 and the engine operation sensor signal system harness 113 by function. The degree of freedom of layout of each harness assembly 114, 115, 116 is increased. Further, since each harness assembly 114, 115, 116 can be exchanged, a harness other than the common rail power system harness can be shared with the engine 5 having a different number of cylinders as in the case of a three-cylinder engine or a four-cylinder engine.

  Of the side surfaces of the cylinder block 51, the connector bracket 117 is fixed to the side surface between the common rail 341 and the oil filter 60, and a plurality of sets of harness connectors 118 are detachably fixedly supported on the connector bracket 117. A common rail power supply system harness 112, an engine operation sensor signal system harness 113, and an exhaust gas purifier signal system harness (not shown) are electrically connected to 5 sets of engine operation sensor power system harnesses 111 via 5 sets of harness connectors 118, respectively. Connect. That is, the common rail power supply system harness 112 is connected to the engine operation sensor power supply system harness 111 via a pair of harness connectors 118. An engine operation sensor signal system harness 113 is connected to the engine operation sensor power supply system harness 111 via three sets of harness connectors 118. Further, an exhaust gas purifying device signal system harness (not shown) is connected to the engine operation sensor power supply system harness 111 via a set of harness connectors 118. A plurality of exhaust gas purifying device signal system harnesses are connected to the DPF temperature sensor 326 (see FIG. 13) and the differential pressure sensor 325.

  Further, as shown in FIG. 10, a harness assembly 115 (common rail power supply system harness 112) and a harness assembly 116 (engine operation sensor signal system harness 113) are extended on the outer peripheral sides of the intake manifold 53 and the common rail 341, respectively. ing. On the other hand, the common rail 341 is disposed below the intake manifold 53, and the harness connector 118 is assembled below the common rail 341. The harnesses 112 and 113 are installed along the outer surface of the engine 5 while separating the harnesses 112 and 113 from the outer surface of the engine 5 for a certain distance. It is possible to prevent the harnesses 112 and 113 from greatly protruding from the outer surface of the engine 5. A harness connector 118 is installed in the cooling air passage of the engine 5 formed between the common rail 341 and the oil filter 60. The outside of the harness connector 118 is protected by the oil filter 60. For example, in maintenance work of the engine 5 or the like, it is possible to reduce the occurrence of problems such as bringing a tool into contact with the harness connector 118.

  Next, a configuration in the engine room 10 under the hood 6 will be described with reference to FIG. A front grill 138 is formed below the front part of the bonnet 6. The front, upper and left and right sides of the engine 5 are covered by the left and right engine covers 139 and the bonnet 6 supported by the engine frame 14. On the front side of the engine frame 14, a radiator 109 with a fan shroud 141 attached to the back side is erected so as to be positioned on the front side of the engine 5. The fan shroud 141 surrounds the outer peripheral side of the cooling fan 56 and allows the radiator 109 and the cooling fan 56 to communicate with each other.

  A rectangular frame 142 is erected on the front side of the radiator 109. In front of the frame frame 142, an oil cooler 143 for cooling the hydraulic oil in the mission case 17 (see FIG. 3) and a battery 202 for supplying electric power are arranged. Due to the rotation of the cooling fan 56, the cooling air blows against the oil cooler 143 and the radiator 109 and then flows toward the engine 5 via the fan shroud 141.

An air cleaner 145 for purifying fresh air introduced into the engine 5 is disposed above the oil cooler 143 and the battery 202 in front of the frame frame 142. An intake relay pipe 146 extending from one side of the air cleaner 145 is connected to the inlet portion of the intake manifold 53 via the EGR device 76. A fresh air introduction pipe for introducing fresh air into the air cleaner 145 is formed on the outer peripheral surface of the air cleaner 145.

  On the front side of the cabin 7, a shielding plate 144 that partitions the engine 5 side and the dashboard 263 (steering column) side is provided. The left and right engine covers 139, the hood 6, and the shielding plate 144 constitute an engine room 10 that surrounds the front, rear, right, left, and upper sides of the engine 5. An upper support frame 147 extending in the front-rear direction is spanned between the upper rear surface of the fan shroud 141 and the upper front surface of the shielding plate 144. On the other hand, a longitudinally long bonnet stay 155 is provided at a position facing the upper support frame 147 on the inner surface side of the bonnet 6. The rear end side of the bonnet stay 155 is attached to the shielding plate 144 via the bonnet opening / closing fulcrum shaft 156 so as to be vertically rotatable. A gas damper 157 is mounted between the upper support frame 154 and the bonnet stay 155.

  The end of the gas damper 157 on the rod side is pivotally attached to the front side of the upper support frame 147 by a laterally extending pin shaft. The cylinder-side end of the gas damper 157 is pivotally attached to the front and rear middle part of the bonnet stay 155 so as to be rotatable by a laterally extending pin shaft. After unlocking the bonnet locking mechanism, the front part of the bonnet 6 is lifted upward, so that the bonnet 6 rotates upward around the bonnet opening / closing fulcrum shaft 156 and the front and upper sides of the engine 5 are opened. Is done. And the bonnet 6 is hold | maintained in the open position by the tension action of the gas damper 157. FIG.

  A sensor bracket (sensor support) 148 that supports a differential pressure sensor 325 integrally provided with an electrical wiring connector is attached to the upper support frame 147. The sensor bracket 148 is detachably attached to the upper support frame 147, and also supports the electrical wiring connector 149 of the DPF temperature sensor 326 (see FIG. 13) along with the differential pressure sensor 325.

  The sensor bracket 148 attached to the upper support frame 147 is disposed on the upper side of the exhaust gas purification device 50. Therefore, the differential pressure sensor 325 supported by the sensor bracket 148 can measure the pressure difference of the exhaust gas between the upstream side and the downstream side of the soot filter 40. Further, since the sensor bracket 148 can be disposed at a position away from the exhaust gas purification device 50, the influence of exhaust heat from the exhaust gas purification device 50 on the electronic components supported by the sensor bracket 148 can be reduced.

  The DPF temperature sensor 326 (see FIG. 13) is a thermistor type upstream gas temperature sensor and downstream gas temperature sensor, and is attached to the gas purification housing 87. The DPF temperature sensor 326 is an upstream gas temperature sensor that detects the exhaust gas temperature on the gas inflow side end face of the diesel oxidation catalyst 88, and the downstream gas temperature sensor detects the exhaust gas temperature on the gas outflow side end face of the diesel oxidation catalyst 88. Is detected.

  The differential pressure sensor 325 is connected to the upstream and downstream sensor pipe boss bodies installed so as to sandwich the soot filter 89 in the gas purification housing 87, and the upstream and downstream sensor pipes. . The differential pressure sensor 325 detects the pressure difference of the exhaust gas between the upstream side and the downstream side of the soot filter 89. Based on the exhaust pressure difference between the upstream side and the downstream side of the soot filter 89, the accumulation amount of the particulate matter in the soot filter 89 is calculated, and the clogged state in the soot filter 89 can be grasped.

Next, a configuration for executing various controls (shift control, automatic horizontal control, tillage depth automatic control, etc.) of the tractor 1 will be described with reference to FIG. As shown in FIG. 13, the tractor 1 includes an engine controller 311 that controls the driving of the engine 5, a meter controller (driving operation display controller) 312 that controls the display operation of the meter panel 246 mounted on the steering column (steering column) 245, and And a machine controller 313 for controlling the speed of the traveling machine body 2 and the like.

  Each of the controllers 311 to 313 includes a CPU for executing various arithmetic processes and controls, a ROM for storing control programs and data, a RAM for temporarily storing control programs and data, and a timer for measuring time And an input / output interface and the like, and are connected to each other via a CAN communication bus 315 so that they can communicate with each other. The engine controller 311 and the meter controller 312 are connected to the battery 202 via the power application key switch 201. The key switch 201 is a rotary switch that can be rotated by a predetermined key inserted into the keyhole, and is attached to the right side position of the steering column 245 of the dashboard 263 as shown in FIG.

  On the input side of the meter controller 312, a steering potentiometer 210 that detects the amount of rotation (steering angle) of the steering handle 9, a regeneration switch 329 as an input member that permits regeneration operation of the exhaust gas purification device 50, and a control method of the engine 5 ( A control method selection switch 271 that is set to either droop control or isochronous control as a speed control mode) and a mode selection switch 272 that sets whether or not the rotational speed of the engine 5 is restricted are connected.

  Further, on the output side of the meter controller 312, the liquid crystal panel 330 in the meter panel 246, the alarm buzzer 331 that rings in association with the regeneration operation of the exhaust gas purification device 50, and the blinking in connection with the regeneration operation of the exhaust gas purification device 50. A regenerative lamp 332 as an alarm lamp, a regenerative switch lamp 345 which is built in the regenerative switch 329 and blinks in accordance with a regenerating operation of the exhaust gas purification device 50, and a parking brake which is turned on when the parking brake lever 254 is in a locked state. Lamp 346, engine abnormality lamp 347 that lights when there is an abnormality in the engine 5, PTO lamp 348 that lights when the PTO clutch switch 225 is in the on state, and lights when the forward / reverse switching lever 252 is in the neutral state A reverser neutral lamp 349 is connected

  On the input side of the machine controller 313, a forward / reverse potentiometer 211 that detects the operation position of the forward / reverse switching lever 252, a main transmission output shaft rotation sensor 212 that detects the output rotational speed of the main transmission output shaft 36, front and rear wheels 3, 4, a vehicle speed sensor 213 that detects the rotational speed (traveling speed) 4, a brake pedal switch 220 that detects whether the brake pedal 251 is depressed, an auto brake switch 221 that switches the auto brake solenoid valves 67 a and 67 b, and a main transmission lever 290. Main shift potentiometer 222 for detecting the operation position of the vehicle, position dial sensor 223 for detecting the operation position of the working unit position dial 300 for manually changing and adjusting the height position of the rotary tiller 15, and the left and right brake pedals by the parking brake lever 254 251 stepped on position (parking Parking brake switch 236 becomes ON in the locked state) by Rekireba 254 and connects the PTO clutch switch 225.

  On the output side of the controller 313, a forward clutch solenoid valve 46 for operating a forward clutch cylinder (not shown), a reverse clutch solenoid valve 48 for operating a reverse clutch cylinder (not shown), and not shown. PTO clutch hydraulic solenoid valve 104 for actuating the PTO clutch, a control solenoid valve 121 for supplying hydraulic oil to a single-acting hydraulic cylinder (not shown) of the hydraulic lifting mechanism 20, and a tilting operation amount of the main transmission lever 290 Proportional control valve 123 for operating a main transmission hydraulic cylinder (not shown), a high-speed clutch solenoid valve 136 for operating an auxiliary transmission hydraulic cylinder (not shown), and left and right brake operation mechanisms 65a and 65b, respectively. The automatic brake solenoid valves 67a and 67b for operating the are connected.

  As shown in FIG. 14, at least on the input side of the engine controller 311, a rail pressure sensor 321 for detecting the fuel pressure in the common rail 341, an electromagnetic clutch 342 for rotating or stopping the fuel supply pump 327, and the rotation of the engine 5 are provided. An engine rotation sensor 322 for detecting the speed (camshaft position of the engine output shaft 24), an injection setting device 333 for detecting and setting the number of fuel injections of the injector 340 (number of times during the fuel injection period of one stroke), an accelerator operating tool A throttle position sensor 334 for detecting the operation position, an intake air temperature sensor 335 for detecting the intake air temperature in the intake passage, an exhaust temperature sensor 336 for detecting the exhaust gas temperature in the exhaust passage, and a coolant temperature for detecting the coolant temperature of the engine 5 Fuel temperature for detecting the fuel temperature in the sensor 323 and the common rail 341 Sensor 324, EGR temperature sensor 337 that detects the temperature of EGR gas, differential pressure sensor 325 that detects the differential pressure of exhaust gas before and after the soot filter 89 (upstream and downstream) in the exhaust filter 50, and exhaust gas in the exhaust filter 50 A DPF temperature sensor 326 for detecting the gas temperature is connected.

At least the electromagnetic solenoid of each fuel injection valve 328 is connected to the output side of the engine controller 311. That is, the high-pressure fuel stored in the common rail 341 is injected from the fuel injection valve 328 in a plurality of times during one stroke while controlling the fuel injection pressure, the injection timing, the injection period, and the like, so that nitrogen oxide (NOx ), And complete combustion with reduced generation of soot, carbon dioxide (CO ₂ ) and the like is performed to improve fuel efficiency. Also connected to the output side of the engine controller 311 are an intake throttle member 78 for adjusting the intake pressure (intake amount) of the engine 5, an EGR valve member 81 for adjusting the supply amount of EGR gas to the intake manifold 53, and the like. doing.

  The engine controller 311 basically calculates the torque of the engine 5 from the rotation speed detected by the engine rotation sensor 322 and the throttle position detected by the throttle position sensor 334, and calculates the target fuel injection amount using the torque and output characteristics. Then, fuel injection control for operating the common rail 341 based on the calculation result is executed. The fuel injection amount of the common rail 341 is mainly adjusted by adjusting the valve opening period of each fuel injection valve 328 and changing the injection period to each injector 340.

  As shown in FIG. 15, the common rail device 320 including the common rail 341 connected to the injector 340 is configured to execute the main injection A in the vicinity of the top dead center (TDC). In addition to the main injection A, the common rail device 320 performs a small amount of pilot injection B for the purpose of reducing NOx and noise at the time of the crank angle θ1 about 60 ° before the top dead center, Pre-injection C is executed for the purpose of noise reduction immediately before the crank angle θ2, and particulate matter (hereinafter referred to as PM) is reduced and exhaust gas is emitted at the crank angles θ3 and θ4 after top dead center. The after-injection D and the post-injection E are executed for the purpose of promoting purification.

  The pilot injection B is injected at a timing that is greatly advanced with respect to the main injection A, thereby promoting the mixing of fuel and air. The pre-injection C is performed prior to the main injection A to shorten the ignition timing delay in the main injection A. The after-injection D is an injection that is slightly retarded with respect to the main injection A, thereby activating diffusion combustion and raising the temperature of exhaust gas from the engine 5 (reburning PM). The post-injection E is supplied to the exhaust gas purification device 50 as unburned fuel without contributing to the actual combustion process by being injected at a timing that is largely retarded with respect to the main injection A. The unburned fuel supplied to the exhaust gas purification apparatus 50 reacts on the diesel oxidation catalyst 243, and the exhaust gas temperature in the exhaust gas purification apparatus 50 rises due to the reaction heat. Here, the level of the peaks in the graph in FIG. 15 roughly represents the difference in the fuel injection amount at each of the injection stages A to E.

  The EEPROM of the ECU 311 stores in advance an output characteristic map M (see FIG. 16) indicating the relationship between the rotational speed N of the engine 5 and the torque T (load). Although not described in detail, the EEPROM of the ECU 311 includes an exhaust gas flow rate map for converting the exhaust gas flow rate from the relationship between the rotational speed N of the engine 5 and the fuel injection amount, and the rotational speed N of the engine 5 and the fuel injection. A PM emission amount map for converting the PM emission amount of the engine 5 from the relationship with the amount is also stored in advance. Each map such as the output characteristic map M is obtained by experiments or the like. In the output characteristic map M shown in FIG. 16, the rotational speed N is taken on the horizontal axis and the torque T is taken on the vertical axis. The output characteristic map M is a region surrounded by a solid line Tmx drawn upwardly. A solid line Tmx is a maximum torque line representing the maximum torque for each rotational speed N. In this case, if the model of the engine 5 is the same, the output characteristic maps M stored in the ECU 311 are all the same (common). As shown in FIG. 16, the output characteristic map M is divided into upper and lower parts by boundary lines BL1 and BL2 representing the relationship between the rotational speed N and the torque T at a predetermined exhaust gas temperature.

  The region above the first boundary line BL1 is a self-regenerating region in which PM deposited on the soot filter 89 can be oxidized and removed only by normal operation of the engine 5 (the oxidation action of the diesel oxidation catalyst 88 works). In the region between the first boundary line BL1 and the second boundary line BL2, PM is deposited on the soot filter 89 without being oxidized and removed only by normal operation of the engine 5, but the assist regeneration control and reset regeneration control described later are performed. This is a reproducible region that the exhaust gas purifying device 50 regenerates by execution. The region below the second boundary line BL2 is a non-renewable region where the exhaust gas purification device 50 does not regenerate even when the assist regeneration control or the reset regeneration control is executed. Since the exhaust gas temperature of the engine 5 in the non-renewable region is too low, the exhaust gas temperature does not rise to the regeneration boundary temperature even if the assist regeneration control or the reset regeneration control is executed from this state. That is, if the relationship between the rotational speed N of the engine 5 and the torque T is in the non-recoverable region, the exhaust gas purification device 50 is not regenerated by the assist regeneration control or reset regeneration control (particulate matter collecting ability of the soot filter 89). Does not recover). The exhaust gas temperature on the first boundary line BL1 is a regeneration boundary temperature (about 300 ° C.) that allows self-regeneration.

  As shown in FIG. 17, the engine controller 311 adjusts the fuel injection amount so that the rotational speed N decreases as the load (torque T) of the engine 5 increases in the relationship between the rotational speed N and the torque T. The control and the isochronous control for adjusting the fuel injection amount so as to maintain the rotation speed N constant regardless of the load variation of the engine 5 can be executed. By operating the control method selection switch 271 by the operator, either droop control or isochronous control can be switched alternatively. That is, the engine controller 311 recognizes whether the control method specified by the control method selection switch 271 is either droop control or isochronous control through the meter controller 312 and the CAN communication bus 315.

  The droop control is executed, for example, when traveling on the road. The droop characteristic (relationship between the rotational speed N and the torque T at the time of droop control) is a characteristic represented by a straight line (one-dot chain line L1 in FIG. 17) having a constant gradient in the output characteristic map M. When the droop control is selected, the engine controller 311 calculates the target fuel injection amount based on the operation amount of the accelerator pedal 255, and executes the fuel injection control of the common rail device 320.

  Isochronous control is executed during various operations such as tillage and tillage operations, for example. The isochronous characteristic (relationship between the rotational speed N and the torque T during isochronous control) is a characteristic (broken line L2 in FIG. 17) represented by a vertical straight line with a gradient of zero in the output characteristic map M. When the isochronous control is selected, the engine controller 311 determines that the rotation speed N detected by the engine rotation sensor 322 and the target rotation speed Nt are maintained at the target rotation speed Nt specified by the main transmission lever 290. Based on the difference, the target fuel injection amount is calculated, and the fuel injection control of the common rail device 320 is executed.

  The engine controller 311 has, as control modes for the engine 5, a power mode that emphasizes workability in the work vehicle and an economy mode that emphasizes fuel efficiency. The economy mode is a high idle limit mode that is selected when the engine output is kept low to reduce fuel consumption and noise, and the limit value Nh of the high idle speed (the maximum speed at no load). The target fuel injection amount is set based on (for example, 1800 rpm). The power mode is a high idle limit release mode that is selected when a large engine output is required during traveling or working, and the target fuel injection amount is based on the maximum rotational speed that is higher than the limit value Nh of the high idle rotational speed. Set. The power mode and the economy mode are designated by the mode selection switch 272 through the meter controller 312 and the CAN communication bus 315.

  When the economy mode (high idle limit mode) is selected by the mode selection switch 272, the engine controller 311 refers to the high idle speed limit value Nh stored in advance in the RAM. Thereby, as shown in FIG. 18, the controller 311 corrects the output characteristic map M according to the limit value Nh, and creates the output characteristic M1. The engine controller 311 calculates a target fuel injection amount based on the output characteristic map M1 corrected with the limit value Nh, and executes fuel injection control of the common rail device 320. Therefore, in the economy mode (high idle limit mode), the maximum rotation speed of the engine 5 is limited to the high idle rotation speed limit value Nh or less.

  When the power mode (high idle restriction release mode) is selected by the mode selection switch 272, the engine controller 311 calculates the target fuel injection amount based on the output characteristic map M, and performs the fuel injection control of the common rail device 320. Run. Therefore, in the power mode (high idle limit release mode), the maximum rotation speed of the engine 5 is higher than the limit value Nh of the high idle rotation speed, and a predetermined high speed (for example, 2200 rpm) in non-work regeneration control described later. ) Can be increased.

  As a control method (regeneration control method) of the engine 5, normal operation control (self-regeneration control) in which the exhaust gas purification device 50 spontaneously regenerates only by normal operation of the engine 5, and clogged state of the exhaust gas purification device 50 are used. Assist regeneration control that automatically increases the exhaust gas temperature by using the load increase of the engine 5 when it exceeds the specified level, reset regeneration control that increases the exhaust gas temperature using post injection, and post injection E Non-work regeneration control (parking regeneration control or emergency regeneration control) that raises the exhaust gas temperature by combining the reset regeneration control for increasing the exhaust gas temperature and the post-injection E and the predetermined high-speed rotation speed N1 of the engine 5. There is also.

  Normal operation control is a control format for traveling on the road or during farm work. In the normal operation control, the relationship between the rotational speed N and the torque T in the engine 5 is in the self-regeneration region of the output characteristic map, and the amount of PM oxidation in the exhaust gas purification device 50 exceeds the amount of collected PM. 5 exhaust gas is hot.

In the assist regeneration control, the exhaust filter 50 is regenerated by adjusting the opening degree of the intake throttle member 78 and after injection. That is, in the assist regeneration control, the intake air amount to the engine 5 is limited by closing the EGR valve member 81 and closing (squeezing) the intake throttle member 78 to a predetermined opening. Then, the load on the engine 5 increases, so that the fuel injection amount of the common rail 341 increases to maintain the set rotational speed, and the exhaust gas temperature of the engine 5 increases. Accordingly, diffusion combustion is activated by after-injection D, which is injected with a slight delay with respect to main injection A, and the exhaust gas temperature of engine 5 is raised. As a result, the PM in the exhaust gas purification device 50 is burned and removed. In any of the regeneration controls described below, the EGR valve member 81 is closed.

  In the reset regeneration control, when the assist regeneration control fails (when the clogged state of the exhaust gas purifying device 50 does not improve and PM remains), or when the accumulated drive time TI of the engine 5 is the set time TI1 (for example, about 100 hours). It is performed when it becomes above. In the reset regeneration control, the exhaust gas purification device 50 is regenerated by performing post injection E in addition to the assist regeneration control. That is, in the reset regeneration control, in addition to the adjustment of the opening degree of the intake throttle member 78 and after-injection, unburned fuel is directly supplied into the exhaust gas purification device 50 by post injection E, and the unburned fuel is supplied to the diesel oxidation catalyst 88. The temperature of the exhaust gas in the exhaust gas purification device 50 is increased by burning at (about 560 ° C.). As a result, the PM in the exhaust gas purification device 50 is forcibly burned and removed.

  Non-work regeneration control is performed, for example, when reset regeneration control fails (when the clogged state of the exhaust gas purification device 50 does not improve and PM remains). In the non-work regeneration control, in addition to the reset regeneration control mode, by maintaining the rotational speed N of the engine 5 at a predetermined high rotational speed N1 (for example, 2200 rpm), the exhaust gas temperature of the engine 5 is increased, Even in the exhaust filter 50, the exhaust gas temperature is raised by the post injection E (about 600 ° C.). As a result, the PM in the exhaust gas purification device 50 is forcibly burned and removed under conditions better than the reset regeneration control. Note that the intake throttle member 78 in non-work regeneration control is not throttled, but is completely closed. The after-injection D in the non-work regeneration control is performed by retarding (retarding) the assist regeneration control and the reset regeneration control.

  In non-work regeneration control, the output of the engine 5 is limited to a maximum output during parking that is lower than the maximum output (for example, about 80% of the maximum output). In this case, since the rotation speed N of the engine 5 is maintained at the predetermined high speed rotation speed N1, the fuel injection amount of the common rail 341 is adjusted so that the torque T is suppressed and the maximum output during parking is achieved.

  Of course, in the normal regeneration control, the assist regeneration control and the reset regeneration control can perform various operations by transmitting the power of the engine 5 to, for example, the operating part of the work implement (the engine 5 is operated in the normal operation). Can drive). At this time, the engine controller 311 controls driving of the engine 5 based on the control method (droop control or isochronous control) designated by the control method selection switch 271. The engine controller 311 controls the driving of the engine 5 based on the control mode (economy mode or power mode) designated by the mode selection switch 272.

  In the non-work regeneration control, the engine 5 is driven at a high rotational speed exclusively for PM combustion removal, and therefore, for example, the operating part of the work machine is not driven by the power of the engine 5. At this time, the engine controller 311 forcibly controls the driving of the engine 5 by isochronous control regardless of the control method specified by the control method selection switch 271 as shown in FIG. Further, as shown in FIG. 19, the engine controller 311 controls the driving of the engine 5 in the power mode (high idle limit release mode) regardless of the control mode designated by the mode selection switch 272.

  Next, an example of the regeneration control of the exhaust gas purification device 50 by the engine controller 311 will be described with reference to the flowcharts of FIGS. That is, the algorithms (programs) shown in the flowcharts of FIGS. 20 and 21 are stored in the ROM of the engine controller 311. The algorithms are called into the RAM and then processed by the CPU, and the above-described reproduction control is executed. Is done.

As shown in FIG. 20, in the exhaust gas purification device 50 regeneration control, first, the key switch 201 is used.
Is ON (S101: YES), the detected values of the engine rotation sensor 322, the cooling water temperature sensor 323, the differential pressure sensor 325 and the DPF temperature sensor 326, the opening degree of the intake throttle member 78 and the EGR valve member 81, the common rail The fuel injection amount by 341 is read (S102). That is, the engine controller 311 detects the detected values of the engine rotation sensor 322, the cooling water temperature sensor 323, the differential pressure sensor 325 and the DPF temperature sensor 326, the opening degrees of the intake throttle member 78 and the EGR valve member 81, and the fuel injection by the common rail 341. Read the amount and.

  Next, if the cumulative drive time TI after executing the reset regeneration control or the non-work regeneration control in the past is less than the set time TI1 (for example, 50 hours) (S103: NO), PM accumulation in the exhaust gas purifying device 50 is performed. The amount is estimated (S104). The PM accumulation amount estimation is based on the P method based on the detection value of the differential pressure sensor 325 and the exhaust gas flow rate map, the C method based on the detection value of the engine rotation sensor 322, the fuel injection amount, the PM emission amount map, and the exhaust gas flow rate map. Using the law. If the PM accumulation amount is not less than a prescribed amount Ma (for example, 8 g / l) (S105: YES), assist regeneration control is executed (S106).

  During the assist regeneration control, the PM accumulation amount in the exhaust gas purification device 50 is estimated based on the detection value of the engine rotation sensor 322, the fuel injection amount, the PM emission amount map, and the exhaust gas flow rate map (S107). . If the PM accumulation amount is less than a prescribed amount Ma (for example, 6 g / l) (S108: YES), the assist regeneration control is terminated and the normal operation control is resumed. When the PM accumulation amount is equal to or greater than the prescribed amount Ma (S108: NO), when a predetermined time TI4 (for example, 10 minutes) has elapsed in this state (S109: YES), the step is a reset standby mode before reset regeneration control. The process proceeds to S201.

  Returning to step S103, if the cumulative drive time TI is equal to or longer than the set time TI1 (S103: YES), the process proceeds to step S201, which is a reset standby mode, to execute a reset regeneration request. At this stage, the regeneration lamp 332 and the regeneration switch lamp 345 blink slowly (for example, 0.5 Hz), and the alarm buzzer 331 sounds intermittently (for example, 0.5 Hz). Therefore, the operator can immediately confirm the position of the regeneration switch 329 for which the manual operation is urged by the regeneration control request alarm based on the driving of the alarm buzzer 331, the regeneration lamp 332, and the regeneration switch lamp 345.

  Thereafter, when the regeneration switch 329 is turned on for a predetermined time (for example, 3 seconds) (S202: YES), reset regeneration control is executed (S203). At this stage, the engine controller 311 turns on the regeneration lamp 332 and the regeneration switch lamp 345 and stops the alarm buzzer 331 from sounding. Therefore, the operator can easily recognize that the reset regeneration control is being executed by checking the state of the regeneration switch 329 (the regeneration switch lamp 345 is lit), and can call the operator's attention.

  During execution of the reset regeneration control, the PM accumulation amount in the exhaust gas purification device 50 is estimated (S204), and when the PM accumulation amount is less than a prescribed amount Mr (for example, 10 g / l) (S205: NO), If a predetermined time TI8 (for example, 30 minutes) has elapsed from the start of the reset regeneration control (S206: YES), the reset regeneration control is terminated and the normal operation control is returned to. At this time, in order to end the reset regeneration control, the regeneration lamp 332 and the regeneration switch lamp 345 are turned off. On the other hand, if the PM accumulation amount is equal to or greater than the prescribed amount Mr (S205: YES), it is considered that the reset regeneration control has failed, and there is a concern about the possibility of PM overdeposition, so the parking standby mode before the non-work regeneration control is performed. The process proceeds to step S301.

As shown in FIG. 21, in the parking standby mode, first, the PM accumulation amount in the exhaust gas purification device 50 is estimated (S301). If the PM accumulation amount is less than a prescribed amount Mb (for example, 12 g / l) (S302: NO) and within a predetermined time TI9 (for example, 10 hours) (S303: NO), the first non-work regeneration request is executed. (S304). At this stage, the regeneration switch lamp 345 remains off, but the regeneration lamp 332 and the engine abnormality lamp 347 blink rapidly (for example, 1.0 Hz), and the alarm buzzer 331 sounds intermittently (for example, 1.0 Hz). ). Therefore, the operator can set the non-work regeneration transition condition (interlock release condition) to execute the non-work regeneration control by the regeneration control request alarm based on the driving of the alarm buzzer 331, the regeneration lamp 332, and the engine abnormality lamp 347. Recognize that establishment is required.

  On the other hand, if the PM accumulation amount is equal to or greater than the prescribed amount Mb (S302: YES) or if a predetermined time TI9 (for example, 10 hours) has elapsed in the parking standby mode (S303: YES), there is a concern about the possibility of PM overdeposition. Therefore, the abnormality of the exhaust gas purification device 50 is notified (STEP 401). At this time, the engine abnormality lamp 347 blinks at high speed (for example, 1.0 Hz), and the alarm buzzer 331 sounds at high speed (for example, 1.0 Hz). On the other hand, the regeneration lamp 332 and the regeneration switch lamp 345 remain off.

  After executing the first non-work regeneration request in step S304 described above, the process waits until a preset non-work regeneration transition condition (interlock release condition) is satisfied (S305). The non-work regeneration transition condition shown in step S305 is that the forward / reverse potentiometer 211 is in the neutral position (neutral state of the forward / reverse switching lever 252), the parking brake switch 236 is on (locked by the parking brake lever 254), and the PTO clutch switch 225 is The off state, the engine 5 is at a low idle rotational speed (minimum rotational speed at no load) N0, and the detected value of the cooling water temperature sensor 323 is a predetermined value (for example, 65 ° C.) or more (completion of warm-up operation of the engine 5) It consists of conditions.

  If the non-work regeneration transition condition (interlock release condition) is satisfied in step S305 (YES), a second non-work regeneration request is executed (S306). At this stage, the regeneration lamp 332 and the regeneration switch lamp 345 blink slowly (for example, 0.5 Hz), the engine abnormality lamp 347 blinks rapidly (for example, 1.0 Hz), and the alarm buzzer 331 switches to intermittent slow sounding. (For example, 0.5 Hz). Therefore, the operator recognizes the establishment of the non-work regeneration transition condition (interlock release condition) by the regeneration control request alarm based on the driving of the alarm buzzer 331, the regeneration lamp 332, and the regeneration switch lamp 345, and at the same time, the manual operation is performed. The position of the urged playback switch 329 can be confirmed immediately. In addition, each of the blinking cycle of the regeneration lamp 332 and the sounding cycle of the alarm buzzer 331 transitions from high speed to low speed, so that the operator can reliably recognize that the non-work regeneration transition condition (interlock release condition) is satisfied. it can.

  When the regeneration switch 329 is turned on for a predetermined time (S307: YES), non-work regeneration control is executed (S308). That is, it is confirmed that the engine controller 311 has received an ON operation from the operator to the regeneration switch 329, and non-work regeneration control is executed. At this stage, the regeneration lamp 332, the regeneration switch lamp 345, and the engine abnormality lamp 347 are turned on, and the alarm buzzer 331 is stopped. Thus, since the operator recognizes that the non-work regeneration control is being executed, it is possible to prevent an operator from operating erroneously when the non-work regeneration control is executed.

Immediately before the non-work regeneration control is executed, the engine controller 311 keeps the rotational speed of the engine 5 constant regardless of fluctuations in the load of the engine 5 in order to drive the engine 5 exclusively for the combustion removal of the particulate matter. The isochronous control to be maintained is forcibly executed. That is, as shown in FIG. 19, even when the droop control is designated by the control method selection switch 271, the engine controller 311 performs the non-work regeneration control.
The engine 5 is driven and controlled by switching to isochronous control. Therefore, when the non-work regeneration control is executed, the engine 5 rotates at a predetermined high speed N1 that is lower than the maximum output during parking (for example, about 80% of the maximum output). The PM in the exhaust gas purification device 50 is forcibly burned and removed under favorable conditions, and the purification ability of the exhaust gas purification device 50 can be regenerated.

  Further, when the non-work regeneration control is executed, the engine 5 is rotated at a predetermined high-speed rotation speed N1 (for example, 2200 rpm) higher than the high idle rotation speed limit value Nh (for example, 1800 rpm). Limiting is not preferred. Therefore, the engine controller 311 forcibly disables (releases) the high idle restriction mode (economy mode). That is, as shown in FIG. 19, even when the high idle restriction mode is designated by the mode selection switch 272, the engine controller 311 forces the high idle restriction mode when executing the non-work regeneration control. And the engine 5 is driven and controlled. Therefore, when the non-work regeneration control is executed, the engine 5 rotates at a predetermined high speed rotation speed N1 that is lower than the maximum output during parking (for example, about 80% of the maximum output) to increase the exhaust gas temperature. The PM in the exhaust gas purification device 50 is forcibly burned and removed under favorable conditions, and the purification capability of the exhaust gas purification device 50 can be regenerated.

  During the non-work regeneration control, the PM accumulation amount in the exhaust filter 202 is estimated (S309). If the PM accumulation amount is less than a prescribed amount Ms (for example, 8 g / l) (S310: YES) and a predetermined time TI11 (for example, 30 minutes) has elapsed from the start of non-work regeneration control (S311: YES), non-work The regeneration control is terminated and the normal operation control is restored. If the PM deposition amount is equal to or greater than the prescribed amount Ms (S310: NO), if a predetermined time TI12 (for example, 30 minutes) has elapsed in this state (S312: YES), it is considered that the non-work regeneration control has failed and PM overdeposition is possible Therefore, the process proceeds to step S401 for notifying the abnormality of the exhaust gas purification device 50.

  If the non-work regeneration transition condition (interlock release condition) is not established due to the release of the lock state by the parking brake lever 254 or the like during execution of the non-work regeneration control (S313: YES), the non-work regeneration control is performed. After the interruption (S314), the process proceeds to step S304 to execute the first non-work regeneration request. In S312, it is determined whether or not the non-work regeneration control can be interrupted based on the state where the non-work regeneration transition condition (interlock release condition) is not established. When 329 is pressed, the non-work regeneration control may be interrupted. Thus, the non-work regeneration control of the exhaust gas purification device 50 can be interrupted without performing a troublesome operation such as stopping the diesel engine 1 and interrupting the non-work regeneration control of the exhaust gas purification device 50. it can.

  As described above, in the present embodiment, the start instruction for the regeneration control of the exhaust gas purification device 50 by a manual operation by the operator is a long press operation (on operation for a predetermined time (for example, 3 seconds)) with respect to the regeneration switch 329. That is, the regeneration control of the exhaust gas purifying device 50 is started when the regeneration switch 329 is continuously operated for an operation time that can be determined whether the operation with respect to the regeneration switch 329 is a manual operation or an erroneous operation by the operator. It is configured. Accordingly, it is possible to prevent a regeneration control operation that is not assumed by the operator.

  Further, during regeneration control of the exhaust gas purification device 50, when the operator turns off the key switch to stop the diesel engine 1 and then restarts the diesel engine 1, the regeneration control of the exhaust gas purification device 50 is reset. By configuring as described above, it is possible to prevent the regeneration control operation that is not assumed by the operator.

When performing the regeneration control as described above, the meter controller 312 performs the parking brake lamp 346, the PTO lamp 348, the regeneration lamp 332, the engine abnormality lamp 347, and the display lamps 267a to 267d and 273 of the meter panel 246. The blinking operation of each of the reverser neutral lamps 349 is controlled. In particular, when the non-work regeneration control is executed, the meter controller 312 determines that the parking brake lamp 346, the PTO lamp 348, Each of the reverser neutral lamps 349 blinks.

  The display operation of the meter panel 246 when non-work regeneration control is executed will be described below according to the flowchart of FIG. When the meter controller 312 receives the first non-work regeneration request from the engine controller 311 in step S304 (S451: YES), the meter controller 312 blinks the regeneration lamp 332 and the engine abnormality lamp 347 at high speed (S452). Then, the meter controller 312 communicates with the main unit controller 313 to check whether or not the forward / reverse switching lever 252 is in a neutral state based on the signal from the forward / reverse potentiometer 211 (S453).

  When the forward / reverse switching lever 252 is on the forward or reverse side (S453: NO), the reverser 332 and the engine abnormality lamp 347 are used together with the reversing lamp 332 to urge the operator to set the forward / backward switching lever 252 to the neutral state. The neutral lamp 349 is blinked (S454). At this time, the blinking cycle of the reverser neutral lamp 349 may be the same as the blinking cycle of the regeneration lamp 332 and the engine abnormality lamp 347. On the other hand, when the forward / reverse switching lever 252 is in the neutral position (S453: YES), the reverser neutral lamp 349 is turned on (S455).

  Next, the meter controller 312 communicates with the work machine controller 314 to check whether the PTO clutch switch 225 is in an OFF state based on a signal from the PTO clutch switch 225 (S456). When the PTO clutch switch 225 is on (S456: NO), the PTO lamp 348 is blinked together with the regeneration lamp 332 and the engine abnormality lamp 347 (S457). At this time, the blinking cycle of the PTO lamp 348 may be the same as the blinking cycle of the regeneration lamp 332 and the engine abnormality lamp 347. On the other hand, when the PTO clutch switch 225 is in the OFF state (S456: YES), the PTO lamp 348 is turned off (S458).

  Next, the meter controller 312 communicates with the main unit controller 314 and confirms whether or not the parking brake lever 254 is locked based on the signal from the parking brake switch 236 (S459). When the parking brake switch 236 is in the off state (S459: NO), the parking brake lamp 346 blinks together with the regeneration lamp 332 and the engine abnormality lamp 347 in order to urge the operator to lock the parking brake lever 254 ( S460). At this time, the blinking cycle of the parking brake lamp 346 may be the same as the blinking cycle of the regeneration lamp 332 and the engine abnormality lamp 347. On the other hand, when the parking brake switch 236 is on (S459: YES), the parking brake lamp 346 is turned on (S461).

  Thereafter, when the meter controller 312 receives the second non-work regeneration request from the engine controller 311 in step S306 (S462: YES), the engine controller 312 causes the regeneration lamp 332 and the regeneration switch lamp 345 to blink at a low speed and at the same time, the engine abnormality lamp 347. Blinks at high speed (S463). Then, as in step S307, it is determined whether or not a long press operation has been performed on the regeneration switch 329 (S464). At this time, if the regeneration switch 329 is turned on for a predetermined time (S464: YES), the regeneration lamp 332, the regeneration switch lamp 345, and the engine abnormality lamp 347 are turned on (S465).

  In this embodiment, non-work regeneration control is only stationary regeneration control (parking regeneration control or emergency regeneration control) executed after reset regeneration control failure. However, as shown in FIG. May also include recovery regeneration control executed after stationary regeneration control failure. In the assist regeneration control and the reset regeneration control, as in the normal operation control, the operation by the work machine (in this embodiment, the tractor 1) can be performed while continuing the stationary regeneration control and the recovery regeneration that are non-work regeneration controls. In the control, a non-work regeneration state in which work by the work machine is stopped is set. Note that the assist regeneration control and the reset regeneration control are in-work regeneration control that can be performed while the work is continued, as compared to the non-work regeneration control. Hereinafter, the recovery reproduction control will be briefly described.

  The recovery regeneration control is performed, for example, when the stationary regeneration control fails (when the clogged state of the exhaust gas purification device 50 does not improve and PM is over-deposited). The recovery reproduction control of the embodiment is executed in two stages of recovery first reproduction control and recovery second reproduction control. The recovery first regeneration control gradually regenerates the exhaust gas purification device 50 by gradually burning and removing the PM in the exhaust gas purification device 50 in a situation where there is a risk of runaway combustion of the excessively accumulated PM. is there. In the recovery second regeneration control, the exhaust gas purification device 50 is promptly regenerated in a situation where there is no risk of runaway combustion.

  The recovery recovery control as a whole is basically performed in the same manner as the stationary recovery control. However, in the recovery first regeneration control, for example, in order to prevent the run-up combustion of the excessively accumulated PM, the fuel injection amount at the post injection E, for example, For example, the temperature TP3 (for example, about 500 ° C.) in which the exhaust gas temperature in the exhaust gas purifying device 50 is lower than that in the non-work regeneration control is targeted and for a long time (for example, within about 3 to 3.5 hours). The PM in the exhaust gas purifying device 50 is gradually burned and removed. In the recovery first regeneration control, the output of the engine 5 is limited to the maximum output during recovery that is lower than the maximum output during non-working (for example, about 80% of the maximum output). In this case, the fuel injection amount of the common rail 341 is adjusted so that not only the torque T of the engine 5 but also the rotational speed N is suppressed and the maximum output during recovery is obtained.

  In the recovery second regeneration control, the exhaust gas temperature in the exhaust gas purification device 50 is set to be higher than that in the recovery first regeneration control by closing the intake throttle member 78, after-injection D, post-injection E, and the predetermined high-speed rotation speed of the engine 5. The exhaust gas purification device 50 is quickly regenerated with the target of a high temperature TP4 (for example, about 600 ° C.). That is, the aspect of the recovery second regeneration control is the same as the aspect of the stationary regeneration control. The main difference between the recovery first regeneration control and the recovery second regeneration control is the injection amount of the post injection E. For example, the injection amount of the post injection E during the recovery first regeneration control is the post injection amount during the recovery second regeneration control. It is less than the injection amount of the injection E.

  As described above, both the stationary regeneration control and the recovery regeneration control are non-work regeneration controls. Therefore, when either the stationary regeneration control or the recovery regeneration control is being executed, the engine controller 311 forcibly controls the drive of the engine 5 by isochronous control as shown in FIG. The drive of the engine 5 is controlled by the high idle restriction release mode.

As described above, as a plurality of regeneration controls, a reset regeneration control for increasing the exhaust gas temperature using the post injection E, and a stationary regeneration control for increasing the exhaust gas temperature by combining the post injection E and a predetermined high speed rotation speed. And recovery recovery control that can be executed when the non-work recovery control fails. In the stationary regeneration control and the recovery regeneration control, the engine 5 is driven exclusively for the combustion removal of the particulate matter. Therefore, the engine 5 does not normally operate in the stationary regeneration control and the recovery regeneration control. That is, the stationary regeneration control and the recovery regeneration control exist as modes for avoiding a crisis such as prevention of damage (melting damage) of the exhaust gas purification device 50 and prevention of excessive emission.

  In addition, a setting is made so as to shift from reset regeneration control to stationary regeneration control via stationary regeneration control. Then, when shifting from reset regeneration control to stationary regeneration control, it passes through a non-work standby mode waiting for establishment of a preset non-work transition condition, and when shifting from stationary regeneration control to recovery regeneration control, it is set in advance. It goes through the recovery standby mode that waits for the established recovery transition condition. Then, when each transition condition is not satisfied, the standby is performed in each standby mode, so that only the stationary regeneration control or the recovery regeneration control can be performed once the transition is made to each standby mode. Therefore, the regeneration control that causes the runaway combustion is not performed, the occurrence of the runaway combustion can be prevented, and the crisis avoidance such as the damage (melting damage) of the exhaust gas purification device 50 and the prevention of excessive emission can be surely performed. Yes.

  Further, in the stationary regeneration control, the output of the engine 5 is limited to a non-working maximum output lower than the maximum output, and in the recovery regeneration control, the output of the engine 5 is set to a recovery maximum output lower than the non-working maximum output. Restrict. Therefore, when stationary regeneration control or recovery regeneration control is performed, excessive temperature rise and pressure increase of the exhaust gas are prevented, deterioration of exhaust system components such as the exhaust gas purification device 50 due to temperature rise, Occurrence of exhaust gas leakage from the joint of exhaust system parts can be suppressed.

  In addition, the structure of each part in this invention is not limited to embodiment of illustration, A various change is possible in the range which does not deviate from the meaning of this invention.

5 Engine 50 Exhaust gas purification device 225 PTO clutch switch 236 Parking brake switch 271 Control method selection switch 272 Mode selection switch 311 Engine controller 312 Meter controller 313 Main unit controller 315 CAN communication bus 322 Engine rotation sensor 323 Cooling water temperature sensor 324 Fuel temperature sensor 325 Differential pressure sensor 326 DPF temperature sensor 329 Regeneration switch 331 Alarm buzzer 332 Regeneration lamp 345 Regeneration switch lamp

Claims (4)

An engine, an exhaust gas purification device disposed in an exhaust path of the engine, and an engine control device that controls driving of the engine, the particulate matter deposited in the exhaust gas purification device by the engine control device In the engine device that executes a plurality of regeneration controls for removing the combustion,
As the plurality of regeneration controls, at least non-work regeneration control for increasing the exhaust gas temperature by combining post injection and a predetermined high speed rotation speed,
The engine control device can alternatively select execution of a high idle limit mode for limiting the engine speed by a limit value of the high idle speed and release of the high idle limit mode,
In the non-work regeneration control, the engine control device drives the engine exclusively for combustion removal of the particulate matter, forcibly releases the high idle restriction mode, and restricts the high idle rotation speed. An engine device that drives the engine at the predetermined high-speed rotation speed higher than the value. The engine control device stores an output specifying map based on a relationship between the rotation speed and torque of the engine,
During execution of the high idle limit mode, the engine control device calculates the target fuel injection amount based on the corrected output characteristic map after correcting the output characteristic map with the limit value of the high idle rotation speed, The engine device according to claim 1, wherein the engine is driven. The engine control device alternatively includes isochronous control for maintaining the engine speed constant regardless of fluctuations in the engine load and droop control for decreasing the engine speed as the engine load increases. You can choose
The engine apparatus according to claim 1, wherein the isochronous control is forcibly executed in the non-work regeneration control. It is configured to be mounted on a working machine having a working unit that is driven by the power of the engine,
As the non-work regeneration control, when the regeneration control that can be performed while the work of the work machine is continued fails , the stationary regeneration control that can be executed in the non-work regeneration state that stops the working unit, and when the stationary regeneration control fails And at least recovery recovery control that can be executed in the non-work regeneration state while reducing the amount of post-injection compared to the stationary regeneration control ,
The engine control device, when executing either the stationary regeneration control or the recovery regeneration control, forcibly releases the high idle restriction mode and drives the engine at the predetermined high speed rotation speed. The engine device according to any one of claims 1 to 3.

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