KR20160026851A - Agricultural work vehicle - Google Patents

Abstract

And to establish a more suitable control structure at the time of regeneration of the exhaust gas purifier 202 than in the prior art. An engine ECU 311 for controlling the driving of the engine 201 and a separate ECU (apparatus ECUs) 351 and 354 to 358 that are separate from the engine ECU 311 are provided. When the temperature of the engine 201 is less than a predetermined value based on the operation of the key switch 331 that opens the engine 201, 311 start the regeneration control of the exhaust gas purifying device 202.

Description

{AGRICULTURAL WORK VEHICLE}

The present invention relates to an agricultural work vehicle called a combine, a tractor, and a transfer machine used for agricultural work.

2. Description of the Related Art Conventionally, as a measure against exhaust gas of a diesel engine (hereinafter simply referred to as an engine), an exhaust filter (diesel particulate filter) is provided in an exhaust path of an engine to trap particulate matter (PM) (See, for example, Patent Documents 1 and 2, etc.). If the PM trapped by the exhaust filter exceeds the specified amount, the flow resistance in the exhaust filter increases and the engine output is lowered. Therefore, the PM accumulated in the exhaust filter is removed by the temperature rise of the exhaust gas, (Regeneration) of the recording medium is also carried out. When the exhaust filter is not sufficiently regenerated even after raising the exhaust gas, it is possible to promote the exhaust filter regeneration by supplying the unburned fuel into the exhaust filter and burning the PM.

Japanese Patent Application Laid-Open No. 2000-145430 Japanese Patent Application Laid-Open No. 2003-27922

However, in the case of an agricultural machine equipped with this type of engine, there is an input device (for example, a sensor or a setting device) for transmitting a signal of a control amount as a control target to the ECU or for detecting an operation amount of the control object, And an output system (for example, various actuators, etc.) for driving the control object in accordance with a signal from the input system. These input / output devices are usually controlled by an ECU such as a microcomputer.

Regeneration control for regenerating the exhaust filter mainly controls the driving of the engine to raise the temperature of the exhaust gas, so that it is executed by the engine ECU. However, since the original engine ECU executes a large number of control processes for the purpose of high performance and high efficiency, it is difficult to control the input / output devices related to the regeneration control with the engine ECU because there is a high load on the engine ECU, have.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances and provides an improved agricultural work vehicle.

According to a first aspect of the present invention, there is provided an exhaust gas purifying apparatus for an internal combustion engine, comprising: a traveling airframe supported by left and right traveling parts; a common rail type engine mounted on the traveling airframe; And an ECU for an apparatus which is provided separately from the engine ECU and controls an apparatus equipped in the running vehicle, wherein the ECUs are electrically interconnected to each other, A control device for a regeneration control capable of performing regeneration control for burning and removing particulate matter accumulated in a gas purifier, characterized in that it displays a request for a warm-up operation when the engine temperature is a predetermined value or less based on a key switch operation for starting the engine , And the engine ECU starts regeneration control of the exhaust gas purifying apparatus when the engine temperature rises above a predetermined value.

According to a second aspect of the present invention, in the agricultural machine according to the first aspect of the present invention, the regeneration control of the exhaust gas purifying apparatus is executed in one or both of a manual mode and an automatic mode, The playback control is set to the manual mode.

According to a third aspect of the present invention, in the agricultural working vehicle according to the second aspect, the regeneration operating member for executing the regeneration control of the exhaust gas purifying apparatus is provided, the regeneration operating member is connected to the ECU for the apparatus, The engine ECU executes the regeneration control of the exhaust gas purifying apparatus on the basis of the instruction of the ECU for the apparatus based on the ON operation of the engine.

According to a fourth aspect of the present invention, in the agricultural working vehicle according to the third aspect, the regeneration operating member includes a regeneration display lamp, the regeneration display lamp is connected to the ECU for the apparatus, The ECU for the apparatus blinks the regeneration display lamp and the ECU for the apparatus lights the regeneration display lamp while the regeneration control of the exhaust gas purifying apparatus is being executed.

(Effects of the Invention)

According to the present invention, there is provided an exhaust gas purifying apparatus comprising: a traveling gas supported by left and right traveling sections; a common rail type engine mounted on the traveling gas; an agitating section provided on the traveling gas; And an ECU for an apparatus which is provided separately from the engine ECU and controls an apparatus equipped in the running vehicle, wherein the ECUs are electrically interconnected to each other, A control device for a regeneration control capable of performing regeneration control for burning and removing particulate matter accumulated in a gas purifier, characterized in that it displays a request for a warm-up operation when the engine temperature is a predetermined value or less based on a key switch operation for starting the engine , The engine ECU starts regeneration control of the exhaust gas purifying apparatus when the engine temperature rises above a predetermined value, The regeneration control operation of the engine ECU is executed when the engine temperature is equal to or higher than a predetermined value. Therefore, the exhaust gas purifying apparatus is supplied with the exhaust gas at a high temperature enough to burn and remove the particulate matter deposited in the exhaust gas purifying apparatus, whereby the regeneration control of the exhaust gas purifying apparatus can be appropriately performed.

According to the present invention, the regeneration control of the exhaust gas purifying apparatus is carried out in either or both of a manual mode and an automatic mode, wherein the regeneration control is manually performed based on a key switch operation for starting the engine, Mode, the regeneration control of the exhaust gas purifying apparatus is started in the manual mode by the restart of the engine even if the regeneration control of the exhaust gas purifying apparatus is stopped in the automatic mode, The control operation can be prevented in advance.

Further, according to the present invention, there is provided an exhaust gas purifying apparatus comprising: a regeneration operating member for performing regeneration control of the exhaust gas purifying apparatus; connecting the regeneration operating member to the ECU for the apparatus; The regeneration operating member can be assembled by using the ECU for the apparatus by causing the engine ECU to execute the regeneration control of the exhaust gas purifying apparatus by an instruction of the ECU for use. Therefore, there is no need to additionally provide an extra ECU to install the regeneration operation member, and the regeneration operation member can be arranged at low cost. In addition, since the execution control of the regeneration control is performed by the ECU for the apparatus, it is possible to execute the regeneration control without hindrance while reducing the load on the engine ECU. In addition, since the regeneration control is not performed without the on-operation of the regeneration operating member, that is, without the intention of the operator, the operator can predict the impact of the torque fluctuation or the engine sound change in advance, Eliminating the uncomfortable feeling of.

According to the present invention, the regeneration operating member incorporates a regeneration display lamp, and when the regeneration display lamp is connected to the ECU for the apparatus and regeneration control of the exhaust gas purifying apparatus is required, The ECU for the apparatus blinks the regeneration display lamp and during the execution of the regeneration control of the exhaust gas purifying apparatus the ECU for the apparatus lights up the regeneration display lamp so that the regeneration display lamp can be assembled have. Therefore, there is no need to additionally provide an additional ECU to install the regenerative display lamp, and the regenerative display lamp can be arranged at low cost.

Fig. 1 is a left side view of a six-unit pre-combination combine.
2 is a plan view thereof.
3 is a right side view of the same.
4 is a rear perspective view of an attaching portion of the exhaust gas purifying apparatus.
5 is a front perspective view.
6 is a plan view of the same.
Fig. 7 is an enlarged explanatory view of Fig. 4. Fig.
8 is a front perspective view of the engine and the exhaust gas purifier.
9 is a left side view of the exhaust gas purifying apparatus.
10 is a cross-sectional side view of the same.
11 is an explanatory top view of the exhaust gas purifying apparatus.
12 is an explanatory view of a left attachment portion of the exhaust gas purifying apparatus.
13 is a cross-sectional explanatory view of a top surface view of the operation cabin.
14 is an enlarged plan view of the steering handle and the periphery thereof.
15 is a front perspective view of the engine and the exhaust filter.
16 is a rear perspective view of the engine and the exhaust filter.
17 is a functional block diagram showing the configuration of the control device in the combine.
18 is an explanatory diagram of the fuel system of the engine.
19 is a view for explaining fuel injection timing;
20 is an explanatory diagram of an output characteristic map.
21 is a flowchart of assist playback control and reset playback control.
22 is a flowchart of the non-job regeneration control.
23 is an explanatory diagram of a screen showing normal information.
24 is an explanatory diagram of a screen showing warm-up operation request information;
25 is an explanatory diagram of a screen showing reset reproduction request information.
26 is an explanatory diagram of a screen showing normal information during reset reproduction control.
27 is an explanatory diagram of a screen showing first non-job reproduction request information.
28 is an explanatory diagram of a screen showing second non-work reproduction request information.
29 is an explanatory diagram of a screen showing reproduction information.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.

(One). Structure of Combine

First, the overall structure of the combine, which is an example of the agricultural worker, will be described with reference to Figs. 1 to 3. Fig. In the following description, the left side toward the advancing direction of the traveling base 1 will be referred to simply as the left side, and the right side toward the advancing direction will be simply referred to as the right side. As shown in Figs. 1 to 3, includes a traveling base 1 supported by a pair of left and right traveling crawlers 2 as a traveling portion. A six-piece preliminary cutting device 3 for cutting and taking grain cullet at the front part of the running vehicle 1 is moved around the cutting pivot point shaft 4a by the single-acting elevating hydraulic cylinder 4 As shown in Fig. The traveling base 1 is provided with a trolley unit 5 having a feed chain 6 and a grain tank 7 for storing cereals taken out from the trolley unit 5 in a transversely arranged manner. The threshing device 5 is disposed on the left side of the traveling base 1 and the grain tank 7 is disposed on the right side of the traveling base 1. [ The cutting apparatus 3, the trolley unit 5, and the like correspond to the agricultural working unit installed in the traveling base 1.

A grain discharging conveyor 8 capable of pivoting through a conveyor 8a is installed vertically on the rear portion of the traveling base 1 and the grains inside the grain tank 7 are conveyed to the rice discharging conveyor 8 And is discharged from the loading port 9 to a track, a container, or the like of the track. A driving cabin 10 as a control section is provided on the right side of the cutting device 3 and on the front side of the grain tank 7. A cabin pivot point shaft 10a is provided below the front surface of the driving cabin 10 and a lower portion of the front surface of the driving cabin 10 is rotatably supported on the running vehicle 1 via a cabin turning point shaft 10a, The operation cabin 10 is arranged to be movable toward the front side of the outdoors and the operation cabin 10 is rotated forward about the cabin turning point shaft 10a.

A driving handle 11, a driving seat 12, a peripheral speed lever 15, an auxiliary speed change lever 16 and a machining clutch lever 17 for turning on and off the machining clutch are provided in the driving cabin 10, And a machining clutch lever 18 for operating the machining clutch on and off. A common rail type diesel engine 201 (hereinafter simply referred to as an engine) as a power source is disposed in the running vehicle 1 below the driver's seat 12. [ The operation cabin 10 is provided with a step on which the operator is boarded, a handle column provided with the steering wheel 11, a lever column provided with the levers 15, 16, 17 and 18, and the like.

As shown in Fig. 1, left and right track frames 21 are disposed on the lower surface side of the traveling base 1. [ The track frame 21 is provided with a driving sprocket 22 for transmitting the power of the engine 14 to the traveling crawler 2, a tension roller 23 for holding the tension of the traveling crawler 2, A plurality of track rollers 24 for holding the ground side of the traveling crawler 2 in a grounded state and an intermediate roller 25 for holding the non-grounded side of the traveling crawler 2 are provided. The front side of the traveling crawler 2 is supported by the driving sprocket 22 and the rear side of the traveling crawler 2 is supported by the tension roller 23 and the rear side of the traveling crawler 2 is supported by the track roller 24. [ And the intermediate roller 25 supports the non-earthed side of the traveling crawler 2.

As shown in Figs. 1 and 2, a cut-off frame 51 connected to the cutting axis 4a of the cutting unit 3 is provided with a bari- Device 52 is provided. In front of the cutting frame 51, there are disposed six pieces of inter-stage popular devices 53 for causing a non-interrupted cut between the packages. Between the intermission device 53 and the front end of the feed chain 6 (the feed start end side), the intermittent feed device 54 for feeding the cut edge cut by the cutter device 52 is disposed. In the lower front of the intermission device 53, a six-minute counterweight 55 for branching the non-cutout curved portion is protruded. And is configured to successively cut the uncut portions placed in the package by the cutting unit 3 while moving the package.

Next, the structure of the threshing device 5 will be described with reference to Figs. 1 and 2. Fig. 1 and 2, the threshing device 5 is provided with a swinging motion classifying unit 57 for sweeping the curled masses and a swinging motion selecting unit 57 for selecting an overflowing object falling downwardly of the swinging motion 56, A processing tongue 59 for reprocessing the threshing discharge taken out from the rear portion of the swivel 56 and a defrosting fan 60 for discharging the backward displacement of the rear portion of the swinging determination board 57 Respectively. The curtain conveyed from the cutting device 3 by the curved conveying device 54 is transferred to the feed chain 6 and carried into the threshing device 5 and thrown at the raking 56.

As shown in Fig. 1, a first conveyor 61 for taking out the curled ply (first ply) selected by the pivoting screening unit 57 and a second conveyance member such as a ply-attached curved paper are taken out from below the pendulum sorting board 57 A second conveyor 62 is provided. The swinging discriminating board 57 is configured such that the grains dropped from the water channel 67 extending downwardly of the ram 56 are shaken by the feed fan 68 and the chaff sheave 69 by specific gravity. The dust particles falling from the swirling screening unit 57 are removed by the air blowing from the tuyere pan 58 and fall on the first conveyor 61. [ The grains collected from the first conveyor 61 are carried into the grain tank 7 through the grains conveyor 63 and collected in the grain tank 7.

As shown in Fig. 1, the swinging motion discrimination unit 57 is configured to drop second articles such as circumferential-edge-attached curved pieces from the chaff sheave 69 into the second conveyor 62 by swinging. And a separating fan (71) for separating winds falling downward from the chaff sheave (69). The dust and straw crumb in the grains are removed by the sorting air from the sorting pan 71 and dropped onto the second conveyor 62. [ The end portion of the second conveyor 62 is connected to the upper surface side of the feed fan 68 through the reduction conveyor 66 and is configured to return the second item to the upper surface side of the oscillating screening plate 67 for redetection.

On the other hand, as shown in Figs. 1 and 2, a hung chain 64 and a hung cutter 65 are disposed on the rear end side (feeding longitudinal side) of the feed chain 6. The hungry (the straw with the curled grain removed) transferred from the rear end side of the feed chain 6 to the hung chain 64 is discharged to the rear side of the traveling base 1 in the long state, Is cut to a suitable length by a hung cutter (65) installed, and is then discharged to the rear lower side of the traveling base (1).

(2). Structure of exhaust filter

Next, the structure of the exhaust filter 202 (diesel particulate filter) which is a continuous regeneration type exhaust gas purifying apparatus will be described with reference to Figs. 4 to 12. Fig. As shown in Figs. 4 to 8, the exhaust filter 202 includes a continuously regenerating purge casing 240 for introducing exhaust gas from the engine 201. [ The purge casing 240 has an inlet side case 247 and an outlet side case 249. A diesel oxidation catalyst 243 such as platinum which generates nitrogen dioxide (NO ₂ ) and a particulate matter (hereinafter referred to as PM) trapped in the inlet side case 247 and the outlet side case 249 at a relatively low temperature A soot filter 244 of a honeycomb structure which is continuously oxidized and removed in the exhaust gas is arranged in series from the moving direction of the exhaust gas (from the lower side to the upper side in Fig. 7). In addition to the removal of PM in the exhaust gas of the engine 201 by the diesel oxidation catalyst 243 and the soot filter 244 in the inlet side case 247 and the outlet side case 249, And the hydrocarbon (HC).

4 to 8, a purge inlet pipe 241 serving as an exhaust gas inlet pipe is fixedly welded to the inlet case 247, and the purge inlet pipe 241 is fixed to the outlet case 249 as an exhaust gas outlet pipe One end of the outlet pipe 242 is bolted. The other end of the purge outlet pipe 242 is connected to the other end of the tail pipe 83 as the exhaust pipe. A tail pipe 83 is connected to the purge outlet pipe 242 so as to be sucked. The exhaust gas from the engine 201 is introduced into the purge casing 240 from the purge inlet pipe 241 and the exhaust gas in the purge casing 240 is discharged from the purge outlet pipe 242 to the tail pipe 83, And is discharged to the outside of the pipe after the gas temperature is lowered in the pipe (83). The inlet-side case 247 and the outlet-side case 249 are detachably fastened to a plurality of sets of the thick plate-like flange bodies 271 and the plurality of bolts 272.

According to the above configuration, nitrogen dioxide (NO ₂ ) produced by the oxidation action of the diesel oxidation catalyst 243 is supplied from the one end face (introduction side end face) into the soot filter 244. The PM contained in the exhaust gas of the engine 201 is collected by the soot filter 244 and is continuously oxidized and removed by nitrogen dioxide (NO ₂ ). The content of carbon monoxide (CO) and hydrocarbon (HC) in the exhaust gas of the engine 201 is reduced in addition to the removal of PM in the exhaust gas of the engine 201.

4 to 11, the engine room frame 91 is installed upright on the traveling base 1 and the rear side of the engine 201 mounted on the upper side of the traveling base 1 is connected to the engine room frame 91). The engine room frame 91 has a rectangular pipe main body 92 on the left side, a main pipe main body 93 on the right side and right and left main body bodies 92 and 93, And has a pipe-like horizontal frame 94. A rubber press-fitting leg body 95 is provided on the rear side of the bottom of the operation cabin 10 and the upper side of the left and right receiving bases 96 of the horizontal frame 94 is connected to the lower side of the operation cabin 10 And the rear end of the operation cabin 10 is vertically supported so as to be able to be folded in the respective receiving bases 96 of the horizontal frame 94 in contact with the pressure contact leg body 95. An engine 201 is installed in an engine room 97 formed by a bottom surface of the driving cabin 10 and an engine room frame 91.

Further, a pair of right and left purifying case support bodies 111 are integrally welded and fixed to the horizontal frame 94. Further, the front support bracket 114 is integrally welded and fixed to the outer surface of the inlet case 247 of the purge casing 240. The front support bracket 114 is disposed at the middle portion of the purge casing 240 at the upper and lower width side (the upper side of the purge inlet pipe 241). The front portion of the front support bracket 114 is attached (fitted) from the rear side between a pair of the left and right purifying case support members 111 and the left and right purge case support members 111 and the front support bracket 114 The front support bracket 114 is detachably fastened to the purge case support body 111 by the upper bolt 116a and the lower bolt 116b which are screwed from the left and right directions.

7 and 9, the upper bolt 116a is locked to the coupling notch 111a of the purge case support body 111 in a detachable manner and the position of the purge case support body 111 is adjusted And the lower bolt 116b is passed through the long hole 111b. That is, when the exhaust filter 202 is assembled, the upper bolt 116a is temporarily fastened to the front support bracket 114, the exhaust filter 202 is brought close to the attachment position of the purification case support 111, The upper bolt 116a is coupled to the coupling notch 111a of the support 111 and the purge casing 240 is temporarily supported on the purge case support 111. [ Thereafter, the lower bolt 116b is passed through the long hole 11lb for adjusting the position of the purge case support 111, the lower bolt 116b is fastened to the front support bracket 114, and the front support bracket 114 And the front support bracket 114 is detachably fixed to the purge case support body 111 through the bolts 116a and 116b and the front support bracket 114 is fixed to the engine room And the exhaust filter 202 is mounted on the back side of the exhaust filter. 10, the top plate 114a and the bottom plate 114b are welded to the upper and lower ends of the U-shaped front support bracket 114 to weld the front support bracket 114 And has a high rigidity structure on a square box.

That is, the engine room 97 is formed on the lower side of the cabin 10 and the cabin 10 is movably installed toward the front (outside the outboard side) of the running vehicle 1, And a purge case support body 111 for supporting the purge casing 240 are disposed in the same portion of the engine room frame 91 (the transverse frame 94) So that the cabin 10 can be folded.

In addition, as shown in Figs. 4 to 8 and 12, the side support bracket 141 is integrally welded and fixed to the left outer peripheral surface of the inlet case 247 of the purge casing 240. The front support bracket 114 and the side support bracket 141 are arranged radially (in the cross direction) on the same circumference of the outer side surface of the inlet side case 247. [ The bolt 143 is fastened to the side support bracket 141 so that the one end side of the assembly adjustment plate 142 is positionally adjustable and the other end of the assembly control plate 142 is fastened to the right side of the base housing frame 144 of the threshing apparatus 5. [ Tighten the bolts (145) on one side. The side support brackets 141 and the gas housing frame 144 are connected and fixed via the assembly regulating plate 142 to be adjustable in position. The side surface of the cleaning case support 111 and the right side of the threshing device 5 are detachably connected through the side support bracket 141. In other words, the front surface of the inlet case 247 is fastened and fixed to the engine compartment 97 side (the transverse frame 94), and the inlet case (not shown) 247 are fastened and fixed.

That is, as shown in Figs. 4 to 8, the middle portion of the purge casing 240 is fixed to the engine room frame 91 through the inlet-side casing 247 in the vertical posture. The purge inlet pipe 241 is installed in the forward direction on the front surface of the purge casing 240 among the exhaust gas supply side on the lower end side of the purge casing 240 and purifies the purge gas toward the upper surface side An inlet pipe (241) is extended and installed. An exhaust manifold 207 and a turbocharger 232 are disposed on the front side of the engine 201 on which the crankshaft 203 is mounted on the traveling base 1 in the left-right direction. The one end side of the exhaust connection pipe 119 is connected to the purge inlet pipe 241 via a bendable exhaust pipe 98 on the bellows side while the exhaust connection pipe 119 is connected to the exhaust outlet pipe 99 of the turbocharger 118 And the other end side of the pipe 119 is connected. The purge casing 240 is connected to the exhaust manifold 207 through the exhaust pipe 232 and the exhaust connection pipe 119.

4, the space formed between the front surface of the grain tank 7 and the rear surface of the cabin 10 in the right chamber of the threshing device 5 has a vertically long cylindrical shape (vertical posture) The purge casing 240 is arranged and the exhaust gas of the engine 201 is introduced into the purge casing 240 through the exhaust manifold 207, the turbo supercharger 232 and the exhaust connection pipe 119. Further, exhaust gas is discharged from the tail pipe 83 from the upper surface side between the threshing device 5 and the grain tank 7 toward the rear side.

4 to 7, 10 and 11, a pipe inlet side support body 151 and a pipe outlet side support body 152 are fixed to the exhaust inlet side and the exhaust outlet side of the tail pipe 83, respectively. Respectively. The left end of the thick plate-like flange body 273 on the upper surface of the purge casing 240 is projected toward the threshing device 5 and the one end side of the exhaust support pedestal 153 is fastened to the left end of the thick plate- The other end side of the exhaust support pedestal 153 is protruded from the left end of the thick plate-shaped flange body 273 toward the threshing device 5. The lower end side of the inlet side bracket 154 is fastened to the other end side of the exhaust support base 153 and the inlet side bracket 154 is installed upright on the exhaust support base 153. On the upper end side of the inlet side bracket 154, The lower end side of the side support 151 is fastened.

An outlet side bracket 155 is installed on the right side of the upper surface of the threshing device 5 and a lower side of the pipe outlet side support body 152 is fastened to the upper side of the outlet side bracket 155. The upper surface of the purge casing 240 and the upper surface of the threshing device 5 are connected to each other through the pipe inlet side support body 151 and the pipe outlet side support body 152 that are installed upright on the upper surface side of the threshing device 5 and the purge casing 240, The tail pipe 83 is extended and installed. A tail pipe 83 is supported on each upper surface of the threshing device 5 and the purge casing 240. The inner diameter of the tail pipe 83 is formed to be larger than the outer diameter of the purge outlet pipe 242 and the gaps are formed at the connection between the purge outlet pipe 242 on the small diameter side and the tail pipe 83 on the large diameter side. The exhaust gas flowing from the purge outlet pipe 242 into the tail pipe 83 is mixed with the outside air sucked into the tail pipe 83 from the gap to lower the temperature of the exhaust gas discharged from the tail pipe 83 .

As shown in Figs. 9 to 11, an upper cover member 156 in the shape of an umbrella that covers the upper surface side of the purge casing 240 is provided. The cover supporting bracket 157 is welded and fixed radially to the outer peripheral surface of the exhaust pipe inlet side (connection with the purge outlet pipe 242) of the tail pipe 83. And a bolt 158 is detachably fastened to the cover cover bracket 157 to detachably fix the top cover 156. [ The top cover member 156 prevents dust, debris, and the like from accumulating on the upper surface of the purge casing 240. Further, the outlet side lid 265 is detachably fastened to the outlet side case 249 of the purge casing 240 through a plurality of sets of the thick plate type flange bodies 273. The outlet pipe flange 87 is welded to the lower end of the purge outlet pipe 242 and the purge outlet pipe 242 is supported on the outlet case 249 through the outlet lid 265.

On the other hand, as shown in Figs. 6 and 7, a pair of hanging engagement holes 134 are provided on the upper end side of the outer surface of the purge casing 240 (exhaust filter 202). The pair of hanging engagement holes 134 are integrally formed at the front end portion and the rear end portion of the upper flange member 86 so as to radially project the front end edge and the rear end edge of the thick plate upper end flange member 86 . Therefore, in the assembling factory of the combine, for example, a hook of the unloading and hanging device such as a chain block or a hoist is locked to the hanging engagement hole body 134, and a hanging engagement hole body 134 The purge casing 240 is mounted on the purge casing 240 via the lid 86 and the heavy purge casing 240 is transported and moved. The operation of assembling or removing the purge casing 240 can be easily performed and the detachability of the exhaust filter 202 can be improved.

A sensor bracket 283 is bolted to a thick plate-like flange body 273 projecting radially in the right direction of the outlet case 249 and a sensor bracket 283 is fixed to the right side of the upper end side of the purge casing 240, . A differential pressure sensor 281 integrally provided with an electric wiring connector is installed on the flat upper surface of the sensor bracket 283 protruding laterally from the purge casing 240. The upstream-side sensor pipe 288 and the downstream-side sensor pipe 289 are connected to the differential pressure sensor 281, respectively. The other end side of each of the sensor pipes 288 and 289 on the upstream and downstream sides of each pressure boss body 292 on the upstream and downstream sides disposed in the purge casing 240 to sandwich the soot filter 244 in the purge casing 240 Respectively.

The differential pressure sensor 281 detects the difference between the exhaust gas pressure on the inlet side of the soot filter 244 and the exhaust gas pressure on the outlet side of the soot filter 244 (differential pressure of the exhaust gas). The residual amount of particulate matter in the exhaust gas collected in the soot filter 244 is proportional to the differential pressure of the exhaust gas. Therefore, when the amount of particulate matter remaining in the soot filter 244 increases by a predetermined amount or more, (For example, control for raising the exhaust temperature) is performed to reduce the amount of particulate matter of the soot filter 244 based on the detection result of the exhaust gas purifying catalyst. Further, for example, when the remaining amount of particulate matter is further increased beyond the reproducible range, the maintenance casing 240 is detached / disassembled to clean the soot filter 244, and maintenance work for artificially removing particulate matter is performed.

The DPF temperature sensor 282 detects the temperature of the exhaust gas in the diesel oxidation catalyst 243, as well as an electric wiring box integrally provided with the electric wiring connector on the outer case portion of the differential pressure sensor 281. And fixes the electric wiring connector 294 of the DPF temperature sensor 282 to the sensor bracket 283.

A differential pressure sensor 281 and an electric wiring connector 294 of the DPF temperature sensor 282 are disposed above the purge casing 240 via a sensor bracket 283. The respective connectors 294 are supported in the respective connecting directions of the electric wiring connector of the differential pressure sensor 281 and the electric wiring connector 294 of the DPF temperature sensor 282 in the same direction. An upper portion of the purge casing 240 is disposed so as to face the air discharge port of the air conditioning fan 115 installed on the back surface of the cabin 10. Therefore, the wiring of the differential pressure sensor 281 or each connector 294 can be cooled by exhausting air from the air conditioning fan 115. It is possible to prevent them from being burned by the exhaust heat on the side of the purge casing 240, and to improve their durability.

On the other hand, as shown in Figs. 1, 7 and 9 to 11, the vertical take-out conveyor 8a for supporting the discharge auger 8 supports the rear portion of the grain tank 7, The grain tank 7 is horizontally rotated on the front side of the grain tank 7 so as to move the grain tank 7 toward the outside of the grain. A plurality of cover supports 136 are welded to the rear side of the purge casing 240 facing the grain tank 7 and the rear cover body 137 is detachably attached to each of the cover supports 136 138). That is, the purge casing 240 is disposed between the engine compartment 97 (engine room frame 91) and the grain tank 7, and the rear cover body 137 . The rear cover member 137 prevents the operator from contacting the purge casing 240 when the grain tank 7 is moved toward the outside air side and the rear side of the engine room 97 is opened to carry out a maintenance work or the like .

(3). Structure in driving cabin

Next, the structure in the driving cabin 10 will be described with reference to Figs. 13 and 14. Fig. As described above, the driving cabin 10 is provided with a steering wheel 11 for changing the traveling (turning) direction of the traveling base 1 and a driving seat 12 for the operator to sit on. A peripheral speed lever 15 for performing a shifting operation of the traveling vehicle 1 is disposed in the side column 160 disposed in the left side room of the driving seat 12. [ The auxiliary shift lever 16, the cut clutch lever 17, and the cut clutch lever 18 are also disposed in the side column 160, although not shown in detail.

On the inside of the handle foil 165 of the steering wheel 11, a display device 161 capable of displaying various kinds of information such as characters, symbols and images is disposed. The display device 161 includes a liquid crystal monitor 162 and an outer case 163 for receiving the liquid crystal monitor 162. [ The display device 161 is fixed to the front column 166 side supporting the steering wheel 11 and is not connected to the steering wheel 11. [ Therefore, even if the steering wheel 11 is turned, the display device 161 does not move and the screen is always visible from the operator. A display switching switch 164, which is an example of a display switching member, is provided on the outer circumferential side of the liquid crystal monitor 162 in the outer case 163. The display switching switch 164 is a non-locking type push switch that emits one ON pulse signal at one pressing. The liquid crystal monitor 162 and the display switching switch 164 are electrically connected to the display ECU 351 (details will be described later) as a separate ECU.

(4). Overview of the engine

Next, the outline of the common rail type engine 201 will be described with reference to Figs. 15 and 16. Fig. The engine 201 as a prime mover mounted on the agricultural work vehicle is provided with an exhaust filter 202 (diesel particulate filter) which is a continuous regeneration type exhaust gas purifying apparatus. The PM in the exhaust gas discharged from the engine 201 is removed by the exhaust filter 202 and the carbon monoxide (CO) and the hydrocarbon (HC) in the exhaust gas are reduced.

The engine 201 is provided with a crankshaft 203 which is an engine output shaft and a cylinder block 204 which incorporates a piston (not shown). A cylinder head 205 is mounted on the cylinder block 204. An intake manifold 206 is disposed on the rear side of the cylinder head 205 and an exhaust manifold 207 is disposed on the front side of the cylinder head 205. The top surface side of the cylinder head 205 is covered with a head cover 208. The right and left end sides of the crankshaft 203 are protruded from both left and right sides of the cylinder block 204. A cooling fan 209 is provided on the right side of the engine 201. [ A rotational movement force is transmitted from the left end side of the crankshaft 203 to the cooling fan 209 through the V-belt 222 for the cooling fan.

A flywheel housing 210 is provided on the rear side of the engine 201. The flywheel 211 is accommodated in the flywheel housing 210 in such a state that the flywheel 211 is pivotally supported on the rear end side of the crankshaft 203. [ The rotational movement force of the engine 201 is transmitted from the crankshaft 203 to the operating portion of the working machine through the fly foil 211. [ An oil pan 212 for storing lubricating oil is disposed on the lower surface of the cylinder block 204. The lubricating oil in the oil pan 212 is supplied to each lubricating portion of the engine 201 through the oil filter 213 or the like disposed on the rear side of the cylinder block 204 and then returned to the oil pan 212.

A fuel supply pump 214 is provided above the oil filter 213 (below the intake manifold 206) on the rear surface of the cylinder block 204. Further, the engine 201 is provided with an injector 215 for four cylinders having an electromagnetic opening / closing control type fuel injection valve 219 (see Fig. 17). A common rail device 220 is provided below the intake manifold 206 on the rear side of the cylinder block 204 for multi-stage injection of fuel into each cylinder of the engine 201 during one combustion cycle. Each injector 215 is connected to a fuel tank 218 mounted on the working machine through a fuel supply pump 214, a common rail device 220 and a fuel filter 217. The fuel in the fuel tank 218 is pumped from the fuel supply pump 214 via the fuel filter 217 to the common rail device 220. The high-pressure fuel accumulated in the common rail device 220 is injected from each injector 215 into each cylinder of the engine 201 by opening and closing the fuel injection valve 219 of each injector 215.

On the left side of the cylinder block 204, a cooling water pump 221 for cooling water lubrication is disposed coaxially with the fan shaft of the cooling fan 209. The cooling water pump 221 is driven together with the cooling fan 209 through the cooling fan V belt 222 by the rotational movement force of the crankshaft 203. [ The cooling water in the radiator (not shown) mounted on the working machine is supplied to the cylinder block 204 and the cylinder head 205 by driving the cooling water pump 221 to cool the engine 201. The cooling water that contributes to the cooling of the engine 201 is returned to the radiator. An alternator 223 is disposed in the left side of the cooling water pump 221.

And an engine leg attaching portion 224 is provided on the front and rear sides of the cylinder block 204, respectively. An engine leg body (not shown) having an anti-vibration rubber is bolted to each of the engine leg attaching portions 224. The engine 201 is supported by a working machine (specifically, an engine-equipped chassis) through respective engine legs.

As shown in Fig. 16, the inlet of the intake manifold 206 is connected to an air cleaner (not shown) through an EGR device 226 (exhaust gas recirculation device). (External air) sucked into the air cleaner is sent to the intake manifold 206 through the EGR device 226 and supplied to each cylinder of the engine 201 after being damped and cleaned by the air cleaner.

The EGR device 226 is an EGR device that mixes a part of the exhaust gas of the engine 201 (EGR gas from the exhaust manifold 207) and a leak (outside air from the air cleaner) An intake throttle member 228 for communicating the EGR main body case 227 with the air cleaner and a recirculation exhaust gas pipe 230 connected to the exhaust manifold 207 through the EGR cooler 229, And an EGR valve member 231 communicating the EGR main body case 227 with the recirculated exhaust gas pipe 230.

An intake throttle member 228 is connected to the intake manifold 206 through an EGR main body case 227. The air intake throttling member 228 is bolted to one longitudinal end portion of the EGR main body case 227. An opening end in the left-right direction of the EGR main body case 227 is bolted to the inlet of the intake manifold 206. The outlet side of the recirculated exhaust gas pipe 230 is connected to the EGR main body case 227 through the EGR valve member 231. [ The inlet side of the recirculation exhaust gas pipe 230 is connected to the lower side of the exhaust manifold 207 through the EGR cooler 229. By adjusting the opening degree of the EGR valve member 231, the amount of EGR gas supplied to the EGR main body case 227 is regulated.

(External air) is supplied from the air cleaner to the EGR main body case 227 through the air intake throttling member 228 while the EGR gas is supplied from the exhaust manifold 207 via the EGR valve member 231, EGR gas (a part of the exhaust gas discharged from the exhaust manifold 207) is supplied into the case 227. [ The mixture gas in the EGR main body case 227 is supplied to the intake manifold 206 after the leak from the air cleaner and the EGR gas from the exhaust manifold 207 are mixed into the EGR main body case 227. [ Thus, by partially returning the exhaust gas discharged from the exhaust manifold 207 to the engine 201 via the intake manifold 206, the maximum combustion temperature at the time of high load operation is lowered and the NOx (Nitrogen oxides) in the exhaust gas.

As shown in Fig. 15, a turbo supercharger 232 is arranged above the exhaust manifold 207 in the right chamber of the cylinder head 205. The turbocharger 232 includes a turbine case 233 having a turbine foil (not shown) incorporated therein and a compressor case 234 having a blower foil (not shown) incorporated therein. The exhaust inlet side of the turbine case 233 is connected to the outlet of the exhaust manifold 207. The exhaust outlet side of the turbine case 233 is connected to a tail pipe (not shown) through an exhaust filter 202. The exhaust gas discharged from each cylinder of the engine 201 to the exhaust manifold 207 is discharged to the outside from the tail pipe via the turbine case 233 of the turbocharger 232 and the exhaust filter 202 and the like.

The intake inlet side of the compressor case 234 is connected to the air cleaner through a suction pipe. The intake air outlet side of the compressor case 234 is connected to the air intake throttling member 228 through a supercharging tube. The dusts dampened in the air cleaner are transferred from the compressor case 234 to the intake manifold 206 via the intake throttle member 228 and the EGR main body case 227 and supplied to the respective cylinders of the engine 201. The intake tube is connected to the breather chamber in the head cover 208 through a blowby gas transfer tube. The blowby gas in which the lubricating oil is separated and removed from the breather chamber is returned to the intake manifold 206 through the blow-by gas return pipe and refluxed to the respective cylinders of the engine 201.

(5). Outline of Common Rail Device

Next, a general outline of the common rail apparatus 220 which is the fuel injection apparatus will be described with reference to Figs. 17 and 18. Fig. A fuel tank 218 is connected to each injector 215 for four cylinders in the engine 201 through a common rail device 220 and a fuel supply pump 214. As described above, each injector 215 is provided with an electromagnetic opening / closing control type fuel injection valve 219. The common rail device 220 has a cylindrical common rail 216 (axial pressure chamber). The suction side of the fuel supply pump 214 is connected to the fuel tank 218 through the fuel filter 217 and the low pressure pipe 261. The fuel in the fuel tank 218 is sucked into the fuel supply pump 214 through the fuel filter 217 and the low pressure pipe 261. A common rail 216 is connected to the discharge side of the fuel supply pump 214 through a high pressure pipe 262. Four cylinders of injectors 215 are connected to the common rail 216 via four fuel injection pipes 263.

A fuel supply pump 214 is connected to the fuel tank 218 through a fuel return pipe 264. One end side of the common rail return pipe 267 is connected to the longitudinal end of the common rail 216 via a return pipe connector 266 for limiting the pressure of the fuel in the common rail 216. The other end side of the common rail return pipe 267 is connected to the fuel tank 218 through the fuel return pipe 264 (joining the fuel return pipe 264). The excess fuel of the fuel supply pump 214 and the surplus fuel of the common rail 216 are recovered to the fuel tank 218 through the fuel return pipe 264 and the common rail return pipe 267.

The fuel in the fuel tank 218 is pressurized by the common rail 220 by the fuel supply pump 214 and accumulated in the common rail 216 as high pressure fuel. The injection timing and the injection period (injection amount) of the high-pressure fuel in the common rail 216 are controlled with high accuracy by opening and closing each of the fuel injection valves 219, To the respective cylinders of the engine 201. Therefore, nitrogen oxide (NOx) discharged from the engine 201 can be reduced, and the noise vibration of the engine 201 can be reduced.

As shown in Fig. 19, the common rail apparatus 220 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 220 executes a small amount of pilot injection B for the purpose of reducing NOx and noise at the timing of the crank angle? 1 before about the top dead center (C) for the purpose of reducing the noise at the crank angle? 2 just before the top dead center, or for the purpose of reducing the PM and promoting the purification of the exhaust gas at the crank angles? 3 and? 4 after the top dead center And is configured to execute the after-injection (D) and the post-injection (E).

The pilot injection (B) is injected at a time when the main injection (A) advances greatly, thereby promoting the mixing of fuel and air. The pre-injection C is to shorten the delay of the ignition timing in the main injection A by injecting the main injection A in advance. The after-injection D is activated by the diffusion combustion by slightly retarding the main injection A to raise the temperature of the exhaust gas from the engine 201 (to re-burn PM). The post injection (E) is injected at a timing largely sensed with respect to the main injection (A), so that the post injection (E) does not contribute to the actual combustion process and is supplied to the exhaust filter (202) as unburned fuel. The unburned fuel supplied to the exhaust filter 202 reacts on the diesel oxidation catalyst 243, and the temperature of the exhaust gas in the exhaust filter 202 rises due to the reaction heat. Here, roughly speaking, the peak of the peak of the graph in Fig. 19 indicates the difference in fuel injection amount in each of the injection steps A to E.

(6). Structure of engine control

Next, a control-related structure of the engine 201 will be described with reference to Figs. 17 to 20. Fig. 17, the combine includes an engine ECU 311 for controlling the driving of the engine 201, a display ECU 351 for controlling the display operation of the display device 161, A pre-travel ECU 355 for controlling the travel of the travel unit by the speed control of the intermittent conveyance by the feed chain 6, and a stably controlled posture of the travel gas 1 ECU 356 for controlling the driving of one running part and the driving of the threshing device 5 including the elevation control of the discharge auger 8 and the opening and closing control of the chaff sheave of the shaking motion discriminating board 57 A pre-thresh-up ECU 357 and a post-thresh- old ECU 358 for controlling the driving of the threshing device 5 including the swing control of the discharge auger 8 and the like.

Although not shown in detail, the engine ECU 311, the display ECU 351, the cutting ECU 354, the pre-travel ECU 355, the after-travel ECU 356, the pre- 358 are provided with a ROM that stores various data in advance in a fixed manner, a ROM that stores control programs and various data so that they can be rewritten, a control program, and various data that temporarily store various data RAM, a timer for time measurement, and an input / output interface. Further, in the embodiment, the display ECU 351, the cutting ECU 354, the pre-drive ECU 355, the after-travel ECU 356, the pre-thaw ECU 357, and the post- And are communicably connected to each other through a CAN communication bus 349. The engine ECU 311 and the pre-thaw ECU 357, which are separate bodies, are connected to each other via the CAN communication bus 350 so as to be able to communicate with each other.

17 and 18, the engine ECU 311 is connected to the battery 332 through a key switch 331 for power supply. The key switch 331 is a rotary switch that can be pivoted to three terminal positions, i.e., an off position, an on position, and a starter position by a predetermined key inserted into a keyhole. Although the illustration is omitted, the key switch 331 is provided in the front column 166 which supports the steering wheel 11. [ The ON position (terminal) of the key switch 331 is connected to the input side of the engine ECU 311.

An input side of the engine ECU 311 is provided with at least a rail pressure sensor 312 for detecting the fuel pressure in the common rail 216, an electromagnetic clutch 313 for rotating or stopping the fuel supply pump 214, An engine rotation sensor 314 for detecting a speed (a position of a camshaft of the crankshaft 203), an injector 215 for detecting and setting the number of fuel injections of the injector 215 (the number of times during the fuel injection period of one stroke) A throttle position sensor 316 for detecting an operating position of an accelerator operation opening (not shown), an intake air temperature sensor 317 for detecting an intake air temperature in the intake path, an exhaust temperature sensor A cooling water temperature sensor 319 for detecting the temperature of the cooling water of the engine 201, a fuel temperature sensor 320 for detecting the temperature of the fuel in the common rail 216, an EGR temperature sensor 321), before and after the soot filter 244 in the exhaust filter 202 It connects the DPF temperature sensor 282 for detecting the exhaust gas temperature in the differential pressure sensor 281 for detecting the differential pressure of the exhaust gas, and the exhaust filter 202 of the downstream).

Electron solenoids of the fuel injection valves 219 for at least four cylinders are connected to the output side of the engine ECU 311, respectively. That is, the high-pressure fuel stored in the common rail 216 is injected from the fuel injection valve 219 while dividing a plurality of circuits during one stroke while controlling the fuel injection pressure, the injection timing and the injection period, thereby suppressing the generation of nitrogen oxides (NOx) And is also configured to improve the fuel consumption rate by performing complete combustion in which the generation of soot or carbon dioxide (CO ₂ ) is reduced. An intake throttle member 228 for regulating the intake pressure (intake amount) of the engine 201 and an EGR valve member (regulating member) for regulating the supply amount of the EGR gas in the intake manifold 206 are provided on the output side of the engine ECU 311 231) are also connected.

17, a display switching switch 164 of the display device 161 is connected to the input side of the display ECU 351, and a liquid crystal monitor 162 of the display device 161 is connected to the output side thereof . The exhaust side of the exhaust filter 202 is connected to the output side of the cut-off ECU 354 connected to the input side of the work clutch sensor 352 for detecting the on / off state of the cut- And an alarm buzzer 330 that is operative with respect to operation and the like are connected. A playback switch 322 as an input member for permitting the exhaust filter 202 regeneration operation is provided on the input side of the pre-drive ECU 355 to which a peripheral speed position sensor 353 for detecting the operation position of the peripheral speed lever 15 is connected. (Playback operation member) are also connected.

On the input side of the ECU 356 after the running, there are provided a parking brake sensor 324 (not shown) for detecting the ON / OFF state of the parking brake pedal (not shown) for maintaining the left and right traveling crawlers 2 in the braking state And an auger clutch sensor 325 for detecting the on / off state of the auger clutch for the power step with respect to the auger 8 are connected. A regeneration lamp 328 as an alarm lamp that flickers in connection with the regeneration operation of the exhaust filter 202 is connected to the output side of the ECU 358 after the thrashing. Data relating to the brightness of the warning buzzer 330 is stored in advance in the ROM of the cutoff ECU 354 and data concerning the blinking and the lighting color of the reproduction lamp 328 is stored in advance in the ROM of the pre- Remember.

The playback switch 322 is of the momentary operation type. That is, the reproducing switch 322 is a non-locking type push switch that emits one ON pulse signal under one pressing. The pressing down time of the reproduction switch 322 by the operator is adopted as one of the criteria for discriminating whether or not to execute each reproduction control after the reset reproduction control (details will be described later). A reproduction lamp 328 is incorporated in the reproduction switch 322 of the embodiment. That is, the reproduction switch 322 is configured in the switch with the reproduction lamp 328. The regeneration switch 322 is disposed in the left chamber of the steering wheel 11 in the operation cabin 10 and in front of the peripheral speed lever 15 as shown in Fig. That is, the playback switch 322 is disposed near the crosswise direction of the steering wheel 11 and the fore and aft direction of the peripheral speed lever 15.

The pre-tread ECU 357 receives an input signal from the work clutch sensor 352 received from the cutting ECU 354 via the CAN communication bus 349, a reproduction switch 322 received from the ECU 355 before running, An input signal from the speed position sensor 353, a parking brake sensor 324 received from the ECU 356 after running, and an input signal from the auger clutch sensor 325, respectively. Therefore, the pre-tread ECU 357 controls the power stepped state (on / off) by the traction clutch and auger clutch, the position of the peripheral speed lever 15, the operation by the regeneration switch 322, the brake of the traveling crawler 2 And the like can be recognized.

The pre-hoisting ECU 357 sends a command signal for designating the display operation by the liquid crystal monitor 162 to the display ECU 351 via the CAN communication bus 349 and an alarm buzzer 330 to the ECU 358, and a command signal for specifying the flicker operation by the regenerating lamp 328 for the post-thrown ECU 358, respectively. The display ECU 351, the cutout ECU 354 and the post-tension ECU 358 that have received the command signal from the pre-hoop ECU 357 are each capable of performing a display operation by the liquid crystal monitor 162 (Such as display contents and the like), a mousing motion (volume or rush cycle) by the alarm buzzer 330, and a blinking operation (lighting color or lighting cycle) by the reproduction lamp 328.

The ROM of the engine ECU 311 stores in advance an output characteristic map M (see Fig. 20) indicating the relationship between the rotational speed N of the engine 201 and the torque T (load). The exhaust gas flow rate map for converting the exhaust gas flow rate from the relationship between the rotation speed N of the engine 201 and the fuel injection amount and the exhaust gas flow rate map for converting the exhaust gas flow rate are also stored in the ROM of the engine ECU 311, A PM emission amount map for converting the PM emission amount of the engine 201 from the relationship between the rotation speed N and the fuel injection amount is also stored in advance. And the output characteristic map (M) are obtained by experiments or the like. In the output characteristic map M shown in Fig. 20, 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 an area surrounded by a solid line Tmx drawn upward. The solid line Tmx is the maximum torque line representing the maximum torque for each rotation speed N. [ In this case, if the engine 201 is of the same type, the output characteristic maps M stored in the engine ECU 311 are all the same (common). As shown in Fig. 20, the output characteristic map M is divided into upper and lower parts by boundary lines BL1 and BL2 indicating the relationship between the rotation speed N and the torque T at a predetermined exhaust gas temperature.

An area above the first boundary line BL1 is a region in which the PM deposited on the soot filter 244 can be oxidized and removed only by normal operation of the engine 201 (oxidation action of the diesel oxidation catalyst 243 acts) Area. The area between the first boundary line BL1 and the second boundary line BL2 is deposited in the soot filter 244 without being oxidized and removed only by normal operation of the engine 201. However, And is a reproducible area that the exhaust filter 202 reproduces by execution. An area below the second boundary line BL2 is a non-reproducible area that the exhaust filter 202 does not reproduce in the assist reproduction control or the reset reproduction control. The exhaust gas temperature of the engine 201 in the non-regenerable region is too low. Therefore, even if the assist regeneration control or the reset regeneration control is performed from this state, the exhaust gas temperature does not rise to the regeneration boundary temperature. That is, when the relationship between the rotation speed N of the engine 201 and the torque T is in the playback disable area, the exhaust filter 202 is not played back in the assist playback control or the reset playback control The particulate matter trapping ability is not recovered). In addition, the exhaust gas temperature on the first boundary line BL1 is the self regeneratable regeneration boundary temperature (about 300 deg. C).

The engine ECU 311 basically obtains the torque of the engine 201 from the rotational speed detected by the engine rotation sensor 314 and the throttle position detected by the throttle position sensor 316, Calculates the injection amount, and executes the fuel injection control for operating the common rail device 220 based on the calculation result. In addition, the fuel injection amount of the common rail device 220 is mainly adjusted by adjusting the modification period of each fuel injection valve 219 and changing the injection period to each injector 215.

(Regeneration control method) of the engine 201 includes a normal operation control (self regeneration control) in which the exhaust filter 202 regenerates spontaneously only by the normal operation of the engine 201 and a normal operation control The regeneration regeneration control for automatically raising the exhaust gas temperature by using the load increase of the engine 201 when the exhaust gas temperature exceeds the regulated level, the regeneration regeneration control for raising the exhaust gas temperature by using the post injection (E) E) and the high idling rotation speed of the engine 201 to raise the exhaust gas temperature, and a non-operation regeneration control (also referred to as parking regeneration control or emergency regeneration control) Playback control.

Normal operation control is a type of control when driving on the road or during agricultural work (harvesting operation). The relationship between the rotational speed N and the torque T in the engine 201 is in the self regeneration region of the output characteristic map M and the PM oxidation amount in the exhaust filter 202 is the PM The exhaust gas of the engine 201 is at a high temperature.

In the assist regeneration control, regeneration of the exhaust throttle member 228 and regeneration of the exhaust filter 202 by the after-injection (D) are performed. That is, in the assist regeneration control, the EGR valve member 231 is closed and the intake throttling member 228 is closed to a predetermined degree (by tightening) to limit the intake amount to the engine 201. Then, since the load of the engine 201 increases, the fuel injection amount of the common rail device 220 increases to maintain the set rotation speed, and the exhaust gas temperature of the engine 201 is raised. According to this, the diffuser combustion is activated by the after-injection D which is slightly retarded with respect to the main injection A to raise the temperature of the exhaust gas of the engine 201. [ As a result, the PM in the exhaust filter 202 is burned away. Further, in any of the regeneration control described below, the EGR valve member 231 is closed.

The reset regeneration control is executed when the assist regeneration control fails (when the clogged state of the exhaust filter 202 is not improved and the PM remains) or when the cumulative drive time TI of the engine 201 reaches the set time TI1 ( For example, about 100 hours). In the reset regeneration control, in addition to the form of assist regeneration control, regeneration of the exhaust filter 202 is performed by post injection (E). That is, in the reset regeneration control, in addition to the opening degree adjustment of the intake throttle member 228 and the after-injection D, the unfired fuel is directly fed into the exhaust filter 202 in the post injection E, The exhaust gas temperature in the exhaust gas filter 202 is raised (about 560 DEG C or so). As a result, the PM in the exhaust filter 202 is forcibly removed.

The non-operation regeneration control is performed when the reset regeneration control fails (when the clogged state of the exhaust filter 202 is not improved and the PM remains). In the non-job regeneration control, in addition to the form of the reset regeneration control, the engine 201 is controlled to maintain the engine speed N at a high idling speed (maximum rotation speed, for example, 2200 rpm) After the temperature is raised, the temperature of the exhaust gas is raised (about 600 deg. C) by the post injection (E) in the exhaust filter 202 as well. As a result, the PM in the exhaust filter 202 is forcibly removed under the condition better than the reset regeneration control. Further, the air intake throttling member 228 in the non-operation regeneration control is not tightened but completely closed. The after-injection D in the non-job regeneration control is performed in a delayed (retarded) manner than the assist regeneration control or the reset regeneration control.

In the non-job regeneration control, the output of the engine 201 is limited to the maximum output during parking (for example, about 80% of the maximum output), which is lower than the maximum output. In this case, since the rotational speed N of the engine 201 is maintained at the high idling rotational speed, the torque T is suppressed to adjust the fuel injection amount of the common rail device 220 so as to be the maximum output during parking.

The recovery regeneration control is performed, for example, when the non-operation regeneration control fails (when the clogged state of the exhaust filter 202 is not improved and PM is accumulated). The recovery regeneration control of the embodiment is divided into two stages of a recovery first regeneration control and a recovery second regeneration control. Recovery first regeneration control is to gradually remove the PM in the exhaust filter 202 and smoothly regenerate the exhaust filter 202 under a situation where there is a risk of congested combustion of the PM deposited thereon. The recovery second regeneration control is to quickly regenerate the exhaust filter 202 under the condition that there is no fear of congestion combustion.

In the recovery first regeneration control, in order to prevent the congested combustion of the accumulated PM, for example, the fuel injection amount in the post injection (E) is made small (For example, 3 hours) than the non-operation regeneration control at a temperature TP3 lower than the non-operation regeneration control (for example, 450 DEG C or lower) or the like The PM in the exhaust filter 202 is gradually burned and removed. In the recovery first regeneration control, the output of the engine 201 is limited to a maximum output in a recovery lower than the maximum output during parking (for example, about 80% of the maximum output). In this case, not only the torque T of the engine 201 but also the rotation speed N is suppressed, so that the fuel injection amount of the common rail device 220 is adjusted so that the maximum output is obtained upon recovery.

In the recovery second regeneration control, the exhaust gas temperature in the exhaust filter 202 is lowered by the high idling rotational speed of the intake throttling member 228, the after-injection D, the post injection E, (For example, 550 deg. C or higher) higher than the temperature of the exhaust gas from the exhaust gas recirculation control valve 1 to regenerate the exhaust gas filter 202 quickly. That is, the form of the recovery second reproduction control is the same as that of the non-operation reproduction control.

In the assist regeneration control and the reset regeneration control, the power of the engine 201, for example, the running crawler 2 as the running portion, the cutting device 3 as the running work portion, and the threshing device 5, (The engine 201 can be driven by normal operation). In the non-work regeneration control and recovery regeneration control, the engine 201 is driven solely for the combustion removal of PM, and the running crawler 2, the cutting device 3, the threshing device 5, etc. are driven by the power of the engine 201 Do not drive.

(7). Types of exhaust filter regeneration control

Next, an example of the exhaust gas filter regeneration control by the engine ECU 311 will be described with reference to the flowcharts of Figs. 21 and 22. Fig. Each of the above-described regeneration control is executed by the engine ECU 311 based on the instruction of the ECU 357 before the throttling. That is, the algorithm (program) shown in the flow charts of Figs. 21 and 22 is stored in the ROM of the pre-thresh- old ECU 357, and the algorithm is called by the CPU to the RAM and the engine ECU 311 is instructed And the engine ECU 311 processes the command of the pre-thresh-up ECU 357 to execute the above-described respective regeneration control.

During the normal operation control, the liquid crystal monitor 162 is provided with a speedometer 361 indicating the running speed (vehicle speed) of the running vehicle 1, a load graph 362 indicating the engine load, a grain tank 7, A fuel monitor 363 for informing the amount of stored grain in the engine 3, a fuel system 364 for informing the remaining amount of fuel, a sub shift monitor 365 for informing the set state of the sub shift lever 16, A cutting shift monitor 366 for notifying the setting state of the speed, and the like (see Fig. 23). Further, in the present embodiment, as will be described later, in the operation of the key switch 331 for starting the engine 201 The regeneration control of the exhaust gas filter 202 is set to the manual mode.

During the normal operation control, the liquid crystal monitor 162 is provided with a speedometer 361 indicating the running speed (vehicle speed) of the running vehicle 1, a load graph 362 indicating the engine load, A fuel monitor 363 for informing the amount of stored grain in the engine 7, a fuel system 364 for informing the remaining amount of the fuel, an auxiliary speed monitor 365 for notifying the set state of the auxiliary speed change lever 16, And a cutting shift monitor 366 for notifying the setting state of the driving speed of the vehicle (see Fig. 23).

21, in the exhaust gas filter regeneration control, first, when the key switch 331 is on (S101: YES), based on the cooling water temperature of the engine 201 detected by the cooling water temperature sensor 319 It is checked whether or not the engine 201 is executing the warm-up operation (S150). When it is determined that the cooling water temperature of the engine 201 is lower than the predetermined temperature and the warming operation of the engine 201 is not completed (S150: No), the screen display of the liquid crystal monitor 162 is displayed as normal information 360 (Refer to FIG. 23) to the warm-up operation request information 382 (see FIG. 24) for facilitating the execution of the warm-up operation. The character data 383 of the "warm-up operation request", the character data 384 of "wait until the warm-up operation is executed", and the function of the display switching switch 164 are displayed on the screen of the warm-up operation request information 382 shown in FIG. An operation instruction marker 370 or the like is displayed. At this time, the pre-hoisting ECU 357 transmits a command signal to the display ECU 351 via the CAN communication bus 349 indicating that the warm-up operation is requested. Therefore, the display ECU 351 drives the liquid crystal monitor 162 on the basis of the received command signal, displays the warm-up operation request information 382 on the screen, and urges the operator to perform the warm-up operation.

On the other hand, when it is determined that the cooling water temperature of the engine 201 is higher than the predetermined temperature and the warming operation of the engine 201 is completed (S150: Yes), the engine rotation sensor 314, the cooling water temperature sensor 319, The detected values of the differential pressure sensor 281 and the DPF temperature sensor 282, the opening of the intake throttle member 228 and the EGR valve member 231, and the fuel injection amount of the common rail device 220 are read out (S102) . If the cumulative driving time TI is equal to or longer than the set time TI2 (for example, 100 hours) (S151: Yes) after executing the reset playback control or nonworking playback control in the past, S201).

At this stage, the alarm buzzer 330 intermittently performs a low-speed alarm (for example, 0.5 Hz) as well as the low-speed flashing of the regeneration lamp 328 in the first color (for example, yellow) 0.5 Hz). Then, the screen display of the liquid crystal monitor 162 is switched from the normal information 360 to the reset reproduction request information 367 (see Fig. 25) for facilitating the execution of the reset reproduction control. Character data 368 of the "exhaust filter regeneration request", character data 369 of "press and hold the regeneration switch", and the function of the display switching switch 164 are displayed on the screen of the reset regeneration request information 367 shown in FIG. An operation instruction marker 370 indicating the operation instruction is displayed. That is, when the key switch 331 is turned on in S101, since the exhaust gas filter regeneration control is set to the manual mode, the execution of the reset regeneration control by the operation on the regeneration switch 322 is prompted to the operator.

At this stage, the alarm buzzer 330 intermittently performs a low-speed alarm (for example, 0.5 Hz) as well as the low-speed flashing of the regeneration lamp 328 in the first color (for example, yellow) 0.5 Hz). Then, the screen display of the liquid crystal monitor 162 is switched from the normal information 360 to the reset reproduction request information 367 (see Fig. 25) for facilitating the execution of the reset reproduction control. Character data 368 of the "exhaust filter regeneration request", character data 369 of "press and hold the regeneration switch", and the function of the display switching switch 164 are displayed on the screen of the reset regeneration request information 367 shown in FIG. An operation instruction marker 370 indicating the operation instruction is displayed.

At this time, a command signal indicating that the pre-hoop ECU 357 is in the reset standby mode before the reset regeneration control is transmitted to the display ECU 351, the cutting ECU 354, and the ECU 358 via the CAN communication bus 349 Respectively. Therefore, the display ECU 351, the cutting ECU 354, and the post-tensioning ECU 358 are connected to the liquid crystal monitor 162, the alarm buzzer 330, and the regeneration lamp 328, respectively, Respectively. Thus, as described above, the first color blinking of the reproduction lamp 328, the slow speed rotation of the alarm buzzer 330, and the screen display of the reset reproduction request information 367 are performed to instruct the operator to execute the reset reproduction control do.

The operation instruction marker 370 means that the screen display of the liquid crystal monitor 162 is returned from the reset reproduction request information 367 to the normal information 360 by the ON operation of the display switching switch 164 . If the display switching switch 164 is turned on in a state in which the reset reproduction request information 367 is displayed on the screen of the liquid crystal monitor 162 without turning on the reproduction switch 322, The screen display is alternately transited to the normal information 360 and the reset reproduction request information 367 at a predetermined timing (for example, every 2 seconds). When the reset reproduction control is obtained, the operator can confirm both the normal information 360 and the reset reproduction request information 367 so as to prevent the operation of the combine during the running on the road or during the agricultural operation.

If the exhaust gas temperature TP in the exhaust filter 202 is equal to or greater than TP1 (for example, 250 DEG C) (S201: YES) when the regeneration switch 322 is turned ON for a predetermined time (for example, , And executes the reset reproduction control (S202). In this step, the regeneration lamp 328 is turned on in the first color, and the alarm buzzer 330 is automatically stopped. Then, the screen display of the liquid crystal monitor 162 is changed from the reset reproduction request information 367 to the normal information 360 (see Fig. 26). 26 is displayed on the screen of the normal information 360 in the reset regeneration control, in addition to the above-described speedometer 361, a notice mark 371 indicating a symbol or symbol mark notifying that the reset regeneration control is being executed . Therefore, even on the screen showing the normal information 360, the operator can easily confirm that the reset regeneration control is being executed, and can alert the operator.

At this time, a command signal indicating that the ECU 357 performs the reset regeneration control is transmitted to the display ECU 351, the cutting ECU 354, and the post-tension ECU 358 via the CAN communication bus 349 do. The display ECU 351, the cutting ECU 354 and the post-tensioning ECU 358 drive the liquid crystal monitor 162, the alarm buzzer 330, and the regeneration lamp 328, respectively, on the basis of the received command signals . As described above, the first color lighting of the reproduction lamp 328, the automatic stop of the alarm buzzer 330, and the screen display of the notification sign 371 are performed to notify the operator that the reset is being reproduced.

When the regeneration switch 322 is OFF and the exhaust gas temperature TP in the exhaust filter 202 is less than TP1 (S201: NO), the PM accumulation amount in the exhaust filter 202 is estimated (S203) If a predetermined time TI5 (for example, one hour) has elapsed (S204: YES) in a state of less than the amount Mr (for example, 6 g / l) . When the predetermined time TI6 (for example, three hours) elapses from the state of NO at step S204 (S205: YES), there is a possibility of accumulation of PM and therefore, there is a possibility of accumulation at step S301 .

During execution of the reset regeneration control, the PM accumulation amount in the exhaust filter 202 is estimated (S206). When the PM accumulation amount is less than the specified amount Mr (for example, 10 g / l) (S207: NO) and the exhaust gas temperature TP in the exhaust filter 202 is equal to or higher than TP2 (For example, 30 minutes) (S209: YES) after a predetermined time TI7 (for example, 25 minutes) elapses (S208: YES) The reset regeneration control is terminated and the normal operation control is returned. If the PM accumulation amount is equal to or greater than the specified amount Mr (S207: YES), it is regarded as a failure of the reset regeneration control, and there is a possibility of accumulation with PM, and therefore the process shifts to step S301 which is the parking standby mode before the non-job regeneration control.

As shown in Fig. 22, in the parking standby mode, the PM accumulation amount in the exhaust filter 202 is first estimated (S301). At this stage, the regeneration lamp 328 is turned off, but the alarm buzzer 330 intermittently operates at a high speed (for example, 1.0 Hz). Then, the screen display of the liquid crystal monitor 162 is transited to the first non-work reproduction request information 372 (see Fig. 27) for predicting the execution of the non-work reproduction control. 27, character data 373 of "exhaust filter regeneration request", character data 374 of "please park in a safe place", "work clutch" "off" is displayed on the screen of the first non-work reproduction request information 372, Character data 375 of " parking brake ", character data 376 of the parking brake " on "

At this time, the pre-tread ECU 357 transmits a command signal indicating that the vehicle is in the parking stop mode to the display ECU 351, the cutting ECU 354, and the post-tension ECU 358 via the CAN communication bus 349 . Therefore, the display ECU 351, the cutout ECU 354 and the post-thresh- ture ECU 358 are connected to the liquid crystal monitor 162, the alarm buzzer 330, and the regeneration lamp 328, respectively, Respectively. Thus, as described above, the on / off of the reproduction lamp 328, the high-speed display of the alarm buzzer 330, and the screen display of the first non-operation reproduction request information 372 are performed, .

If the PM accumulation amount is less than the specified amount Mb (for example, 12 g / l) (S302: NO) and within the predetermined time TI9 (for example, 10 hours) (S303: NO) And waits until the job execution condition is satisfied (S304). If the PM accumulation amount is equal to or greater than the specified amount Mb (S302: YES) and the predetermined time TI9 (for example, 10 hours) has elapsed while remaining in the parking standby mode (S303: YES) The process proceeds to step S401, which is the recovery standby mode before the recovery reproduction control.

The non-work transition condition shown in step S304 is a condition in which the parking brake sensor 324 is in the locked state (ON), the peripheral speed lever 15 is in the neutral position, the cut-off clutch is in the OFF state (For example, 3 seconds), the engine 201 detects the low idling rotational speed (rotational speed at the minimum limit at no load) and the detected value of the cooling water temperature sensor 319 reaches a predetermined value ) Or more. In this case, the parking brake sensor 324 is in a locked state (ON) when the parking brake pedal is depressed to brak the traveling crawler 2, the parking brake pedal is depressed to release the parking brake pedal, When the brake is released, it is released (off).

When the parking brake sensor 324 is in the locked state, the peripheral speed lever 15 is in the neutral position, the cut-off clutch is in the OFF state, the engine 201 is in the low idling rotational speed, The regenerative lamp 328 flashes at a low speed in a second color (for example, an isochromatic color), the warning buzzer 330 is replaced with an intermittent slow speed automatic In addition, screen display of the liquid crystal monitor 162 is transited to second non-work reproduction request information 377 (refer to Fig. 28) prompting execution of non-work reproduction control. In the screen of the second non-work reproduction request information 377 shown in Fig. 28, in addition to the character data 373 of the above-described " exhaust filter regeneration request ", character data 378 Is displayed.

At this time, the display ECU 351, the cut-off ECU 354, and the display ECU 352 via the CAN communication bus 349 issue a command signal indicating that the pre-tilt ECU 357 is in a state of pushing down the reproduction switch 322 in the parking standby mode. And transmits it to each of the ECU 358 after the thrashing. The display ECU 351, the cutting ECU 354 and the post-tensioning ECU 358 drive the liquid crystal monitor 162, the alarm buzzer 330, and the regeneration lamp 328, respectively, on the basis of the received command signals . Thus, as described above, the second color blinking of the reproduction lamp 328, the slow blinking of the alarm buzzer 330, and the screen display of the second non-work reproduction reproduction request information 377 are performed, . It may also be added as a condition that the auger clutch is off (power cut-off state) as the non-work transition condition in step 304. [

When the reproduction switch 322 is turned on for a predetermined time (S304: YES), six non-job transition conditions are established and non-job playback control is executed (S305). In this step, the regeneration lamp 328 is turned on in the second color, and the alarm buzzer 330 is automatically stopped. Then, the screen display of the liquid crystal monitor 162 is switched to the reproduction information 379 (refer to Fig. 29) indicating the parking or recovery reproduction control. 29, character data 380 of "during exhaust filter reproduction" and character data 381 of "please wait until reproduction end" are displayed on the screen of the reproduction information 379 shown in FIG.

At this time, a command signal indicating that the pre-hoisting ECU 357 is executing the non-job regeneration control is transmitted to the display ECU 351, the cutting ECU 354, and the post-thresh- old ECU 358 via the CAN communication bus 349 . The display ECU 351, the cutting ECU 354 and the post-tensioning ECU 358 drive the liquid crystal monitor 162, the alarm buzzer 330, and the regeneration lamp 328, respectively, on the basis of the received command signals . Thus, the second color lighting of the reproduction lamp 328, the automatic stop of the alarm buzzer 330, and the screen display of the reproduction information 379 are performed as described above, thereby notifying the operator of the non-operation reproduction.

During execution of the non-work regeneration control, the PM accumulation amount in the exhaust filter 202 is estimated (S306). When the PM accumulation amount is less than the specified amount Ms (for example, 8 g / l) (S307: YES) and the exhaust gas temperature TP in the exhaust gas filter 202 is equal to or higher than TP2 If a predetermined time TI11 (for example, 30 minutes) elapses from the start of the non-job regeneration control (YES in S309) after a predetermined time TI10 (for example, 25 minutes) elapses (S308: YES) The non-work regeneration control is terminated and the normal operation control is returned.

If the PM accumulation amount in the C method is equal to or greater than the specified amount Cs (S307: YES) during the execution of the non-work regeneration control, the parking brake pedal is strongly depressed to release the parking brake sensor 324 from the released state (S311: YES), the non-work regeneration control is stopped and the regeneration lamp 328 flashes at a low speed in the second color. At this time, the pre-thresh-up ECU 357 gives an instruction signal to the ECU 358 after the thresh- old, whereby the low-speed blinking by the second color of the regenerating lamp 328 is executed. When the non-operation regeneration control is stopped, the non-operation regeneration control is resumed when the regeneration switch 322 is turned on.

It is also assumed in S311 that whether or not the non-operation regeneration control is interrupted is determined by the state of the parking brake sensor 324. When the regeneration switch 322 is pressed to turn off the regeneration switch 322, The playback control may be interrupted. Thus, it is possible to stop the non-operation regeneration control of the exhaust filter 202 without stopping the engine 201 and performing troublesome operations such as stopping the non-operation regeneration control of the exhaust filter 202. [ For example, the non-operation regeneration control of the exhaust filter 202 can be stopped while the threshing device 5 or the like is continuously operated.

(8). summary

21 and 22, the traveling vehicle 1 supported by the right and left traveling parts 2, the common rail type engine 201 mounted on the traveling vehicle 1, An exhaust gas purifier 202 disposed in an exhaust path of the engine 201 and an engine ECU 201 for controlling the driving of the engine 201. The exhaust gas purifier 202 is provided in the running vehicle 1, (ECUs) 351 and 354 to 358 that are separate from the engine ECU 311 and are electrically interconnected between the ECUs 311, 351 and 354 to 358, Wherein the regeneration control is capable of performing regeneration control for burning and removing particulate matter accumulated in the exhaust gas purifying apparatus (201), wherein the engine (201) is operated based on the operation of the key switch (331) ) Indicates that the warming-up operation is requested when the temperature is lower than a predetermined value, and when the temperature of the engine 201 has risen to a predetermined value or higher The regeneration control operation of the engine ECU 311 is executed when the engine temperature is equal to or higher than a predetermined value in order for the engine ECU 311 to start the regeneration control of the exhaust gas purifier 202. [ Therefore, exhaust gas at a high temperature capable of burning off the particulate matter deposited in the exhaust gas purifier 202 is supplied to the exhaust gas purifier 202, so that the regeneration of the exhaust gas purifier 202 The control can be appropriately executed.

In addition, according to the present invention, the regeneration control of the exhaust gas purifier 202 is performed in either or both of the manual mode and the automatic mode, and the operation of the key switch 331 for starting the engine 201 Even if the regeneration control of the exhaust gas purifier 202 stops the engine in the automatic mode by setting the regeneration control to the manual mode on the basis of the exhaust gas purifying device 202 Can be started in the manual mode and the reproduction control operation other than the assumed operation of the operator can be prevented in advance.

It is preferable to further include an input member (playback operation member) 322 for executing the playback control, wherein the input member 322 is connected to any one of the separate ECUs 351 and 354 to 358, The engine ECU 311 executes the regeneration control by any one of the separate ECUs 351 and 354 to 358 based on the ON operation of the engine ECU 311, It is possible to execute the reproduction control without hindrance. In addition, if the input member 322 is turned on, that is, the operator does not intend to perform the regeneration control, the operator can predict the impact of the torque fluctuation and the engine sound in advance, Thereby eliminating the uncomfortable feeling of the operator.

The input member 322 is provided with an alarm lamp 328 for venting the warning and the warning lamp 328 is connected to any one of the separate ECUs 351 and 354 to 358, Any one of the separate ECUs 351 and 354 to 358 may blink the alarm lamp 328 if necessary, and during the execution of the regeneration control, The case where the regeneration control is required by another form of the alarm lamp 328 after the load on the engine ECU 311 is reduced because the warning lamp 328 is lit, Can be distinguished and recognized, and the operator can easily grasp the execution state of the reproduction control.

The exhaust gas purifier 202 further includes a regeneration indicator lamp 328 for outputting the regeneration state of the exhaust gas purifier 202. The exhaust gas purifier 202 is adapted to perform a plurality of kinds of regeneration control for regenerating the exhaust gas purifier 202 The type of the regeneration control of the exhaust gas purifier 202 can be discriminated as the lighting color of the regenerative indicator lamp 328 because the lighting color of the regenerative indicator lamp 328 is changed. Therefore, it is possible to display a plurality of modes of the regeneration control of the exhaust gas purifier 202 without providing a plurality of the regeneration display lamps 328. [ That is, the operator can easily check the regeneration control state of the exhaust gas purifier 202 only by watching one of the regeneration display lamps 328.

21 and 22, the regeneration control (S106) using the load increase of the engine 201 as the plurality of regeneration control, the regeneration regeneration control S202 using the post injection (E) When the reset regeneration control S202 is required, the engine ECU 311 executes the reset regeneration control (S202) based on the ON operation of the input member 322, The engine ECU 311 automatically executes the assist regeneration control S106 when the regeneration control S106 is required to reduce the load imposed on the engine ECU 311, Control (S106, S202) can be executed.

In addition, since the reset regeneration control (S202) is not executed without the on-operation of the input member 322, that is, by the operator, the operator can predict the impact of the torque fluctuation and the change of the engine sound in advance, Thereby eliminating the operator's uncomfortable feeling due to the reset regeneration control (S202). Since the assist regeneration control (S106) is executed when the accumulation amount of the particulate matter is small as compared with the reset regeneration control (S202), as understood from the presence or absence of the post injection (E) There is a need to positively notify the operator of the execution of the control (S106). Therefore, if the configuration of the embodiment is employed, the operator is not notified of the execution of the assist reproduction control (S106), so there is little fear of breaking the operator's mind during the agricultural work and there is no need to force troublesome operations on the operator.

21 and 22, the traveling vehicle 1 supported by the right and left traveling parts 2, the common rail type engine 201 mounted on the traveling vehicle 1, And an exhaust gas purifier 202 disposed in an exhaust path of the engine 201. The exhaust gas purifier 202 is disposed in the exhaust gas purifier 202, (S202) using post injection (E) as one of the plurality of regeneration controls, wherein the regeneration regeneration control (S202) is performed using the post injection (E) The exhaust gas temperature is increased because the power of the engine 201 can be transmitted to the traveling section 2 and the agitating section 3 and 5 during the execution of the reset regeneration control S202 There is no need to stop road running or agricultural work (harvesting) All. Therefore, deterioration of workability as an agricultural work vehicle caused by the reset regeneration control (S202) can be avoided.

When the reset regeneration control (S202) is required, the input member (322) is turned on continuously for a predetermined period of time by performing the reset operation (S202) Since the reproduction control (S202) is executed, the above-described reset reproduction control (S202) can be executed on the basis of the firm intention of the operator. The reset regeneration control (S202) is not performed to the extent that the input member 322 is careless, and the safety is high.

A display device 161 disposed in the control unit 10 of the traveling vehicle 1 and a display switching member 164 for switching the screen display of the display device 161, When the control (S202) is required, the reproduction request information 367 prompting the execution is displayed on the display device 161 and the display switching member 164 , The display screen of the display device 161 is alternately transited to the normal information 360 displayed at the time of normal operation control and the reproduction request information 367 at a predetermined timing, The operator can easily confirm both of the normal information 360 and the reset reproduction request information 367 so that the operation of the combine does not interfere with the operation of the combine while running on the road or in the course of agricultural work.

21 and 22, the traveling vehicle 1 supported by the right and left traveling parts 2, the common rail type engine 201 mounted on the traveling vehicle 1, And an exhaust gas purifier 202 disposed in an exhaust path of the engine 201. The exhaust gas purifier 202 is disposed in the exhaust gas purifier 202, And a non-work regeneration control (S305) in which a post injection (E) and a high idling rotation speed are combined as one of the plurality of regeneration controls , The power of the engine (201) can not be transmitted to the traveling section (2) and the agitating section (3, 5) during the execution of the non-work regeneration control (S305) The engine 201 can be driven for combustion removal, The non-job regeneration control (S305) can be executed efficiently. The non-work regeneration control (S305) can be performed at a higher efficiency, so that the frequency of execution of the non-work regeneration control (S305) can be lowered and the stopping of the running of the road or the agricultural work (harvest work) can be avoided as much as possible.

It is also possible to further include a reset regeneration control (S202) using the post injection (E) as the plurality of regeneration controls and to shift to the non-job regeneration control (S305) when the reset regeneration control (S202) fails So that this also contributes to the lowering of the frequency of execution of the non-work regeneration control (S305).

(9). Other

The present invention is not limited to the above-described embodiments, but may be embodied in various forms. In addition, the constitution of each part is not limited to the embodiment of the present invention, and various modifications can be made without departing from the gist of the present invention.

1: traveling vehicle 2: traveling crawler (traveling part)
3: Cutting device 5: Threshing device
10: driving cabin 11: steering handle
12: driver's seat 15: peripherals lever
17: Cutting clutch lever 161: Display device
162: LCD monitor 164: Display switching switch
201: engine 202: exhaust filter
220: Common rail device 243: Diesel oxidation catalyst
244: Soot filter 281: Differential pressure sensor
311: engine ECU 322: regeneration switch
328: Playback lamp 349, 350: CAN communication bus
351: Display ECU 352: Work clutch sensor
353: Peripheral position sensor 354: Cutting ECU
355: before running ECU 356: ECU after running
357: ECU before throttling 358: ECU after threshing
360: normal information 367: reset playback request information
370: operation instruction label 371: notice label
372: first non-job reproduction request information 377: second non-job reproduction request information
379: reproduction information 382: warm-up operation request information

Claims (4)

A common rail type engine mounted on the running vehicle; an agriculture working part provided on the running vehicle; an exhaust gas purifying device arranged in an exhaust path of the engine; And an ECU for an apparatus which is provided separately from the engine ECU and controls an apparatus equipped in the traveling vehicle, wherein the ECUs are electrically interconnected to each other and are deposited in the exhaust gas purifying apparatus 1. An agricultural machine capable of performing regeneration control for burning and removing particulate matter,
Wherein when the engine temperature is equal to or lower than a predetermined value based on a key switch operation for starting the engine, a request for warm-up operation is displayed, and when the engine temperature rises above a predetermined level, Of the agricultural machine. The method according to claim 1,
Wherein the regeneration control of the exhaust gas purifying apparatus is an agriculture operation difference executed in either one or both of a manual mode and an automatic mode, and the regeneration control is set to a manual mode based on a key switch operation for starting the engine A farm worker. 3. The method of claim 2,
And a regeneration operating member for performing regeneration control of the exhaust gas purifying apparatus, wherein the regeneration operating member is connected to the ECU for the apparatus, And the engine ECU executes regeneration control of the exhaust gas purifying apparatus. The method of claim 3,
Wherein the regeneration operation member includes a regeneration display lamp and connects the regeneration display lamp to the ECU for the apparatus,
When the regeneration control of the exhaust gas purifying apparatus is required, the ECU for the apparatus blinks the regeneration display lamp, and during execution of regeneration control of the exhaust gas purifying apparatus, the ECU for the apparatus lights up the regeneration display lamp An agriculture work vehicle characterized by.

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