Work vehicles

Abstract

We provide work vehicles that balance safety and convenience. [Solution] The work vehicle 1 is equipped with a connecting member 33 that can connect the left and right brake pedals 31L and 31R, a first notification device 61 that gives a first notification, a second notification device 62 that gives a second notification, and a control device 40. When the control device 40 determines that the connecting member 33 is in a disconnected state, it causes the first notification device 61 to give a first notification. When the control device 40 determines that the connecting member 33 is in a disconnected state and that the conditions for being able to travel at a vehicle speed of a predetermined speed or higher are met, it causes the second notification device 62 to give a second notification.

Description

Technical Field

[0001] The present invention relates to a work vehicle, for example.

Background Art

[0002] Patent Document 1 describes an agricultural work vehicle (tractor) in which, when a controller detects a high-speed traveling state of the vehicle from the output of a sub-transmission switch or a vehicle speed sensor, an alarm device is activated (a lamp buzzer is turned ON) to notify the driver of the high-speed traveling state, and a solenoid is actuated to automatically connect the left and right brake pedals by a lock member, after which the operation of the alarm device is stopped (the lamp buzzer is turned OFF) to notify the driver that the left and right brake pedals are connected.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problem to be Solved by the Invention

[0004] The tractor described in Patent Document 1 is merely configured to notify that the vehicle is in a high-speed traveling state and that the left and right brake pedals are automatically connected as a result. That is, the above tractor does not warn of the unconnected state of the left and right brake pedals, so there is room for improvement in safety.

[0005] Furthermore, with the above-mentioned tractor, once the left and right brake pedals are automatically coupled, it is impossible to drive without them coupled. For example, when working with a plow or other operations requiring deep tilling, the direction of the vehicle cannot be easily changed by steering alone. Therefore, there is a driving technique that involves using one brake to change the direction of the vehicle. The above-mentioned tractor cannot meet the need to perform field work with the left and right brake pedals uncoupled, making it less convenient. Also, the fact that the alarm continues to sound when the brakes are uncoupled is an area that needs improvement in terms of convenience.

[0006] Therefore, in view of the above problems, the present invention aims to provide a work vehicle that achieves both safety and convenience. [Means for solving the problem]

[0007] A work vehicle according to one aspect of the present invention comprises a connecting member capable of connecting left and right brake pedals, a first notification device that provides a first notification, a second notification device that provides a second notification, and a control device. When the control device determines that the connecting member is in a disconnected state, it causes the first notification device to provide a first notification. When the control device determines that the connecting member is in a disconnected state and that the conditions for driving at a vehicle speed of a predetermined speed or higher are met, it causes the second notification device to provide a second notification. [Effects of the Invention]

[0008] The above-mentioned work vehicle makes it possible to provide a work vehicle that balances safety and convenience. [Brief explanation of the drawing]

[0009] [Figure 1] This is a block diagram showing the configuration of a work vehicle according to an embodiment. [Figure 2] This is a diagram showing the area around the driver's seat. [Figure 3] This is a diagram showing multiple display devices. [Figure 4] This diagram illustrates how the left and right brake pedals can be connected by a connecting member. [Figure 5A]This figure shows an example of the first notification. [Figure 5B] This figure shows examples of the first and second notifications. [Figure 5C] This figure shows another example of the first and second notifications. [Figure 6] This is a flowchart showing an example of alarm processing in the embodiment. [Figure 7] This flowchart shows an example of the process for determining whether a condition has been met. [Figure 8] This flowchart shows an example of the alarm process for the first type of torture. [Figure 9] This flowchart shows an example of alarm processing for the second variant. [Figure 10] This figure shows an example of a data table. [Figure 11] This is a side view of the work vehicle. [Modes for carrying out the invention]

[0010] Hereinafter, embodiments of the present invention will be described with reference to the drawings. Figure 1 is a block diagram showing the configuration of the work vehicle 1 of the embodiment. Figure 11 is a side view of the work vehicle 1. As shown in Figure 11, the work vehicle 1 of this embodiment is a tractor. However, the work vehicle 1 is not limited to a tractor, and may be agricultural machinery (agricultural vehicle) such as a combine harvester or transplanter, or construction machinery (construction vehicle) such as a loader.

[0011] In the following, the front of the driver seated in the driver's seat 10 of the work vehicle (tractor) 1 (direction of arrow Y1 in Figure 11) will be referred to as the front, the rear of the driver (direction of arrow Y2 in Figure 11) as the rear, the left side of the driver as the left, and the right side of the driver as the right. Furthermore, the horizontal direction, which is perpendicular to the front-to-back direction of the work vehicle 1, will be referred to as the vehicle width direction.

[0012] As shown in Figure 1 and Figure 11, the work vehicle (tractor) 1 includes a vehicle body 3 (see Figure 11), a prime mover 4, and a transmission 5. The vehicle body 3 has a traveling device 7 and is capable of traveling. The traveling device 7 is a drive device driven by power output from the prime mover 4, and is a device having front wheels 7F and rear wheels 7R. The front wheels 7F may be of a tire type or a crawler type. Further, the rear wheels 7R may also be of a tire type or a crawler type.

[0013] The prime mover 4 is a diesel engine, an electric motor or the like, and is a machine that outputs power. In this embodiment, the prime mover 4 is a diesel engine. The transmission 5 is a transmission mechanism that transmits the power output from the prime mover 4 to the traveling device 7 (drive device). The transmission 5 is capable of switching the propulsive force of the traveling device 7 by gear shifting, and is also capable of switching between forward movement and reverse movement of the traveling device 7. The vehicle body 3 is provided with a cabin 9, and a driver's seat 10 is provided inside the cabin 9.

[0014] Further, a coupling device 8 is provided at the rear portion of the vehicle body 3. The coupling device 8 is capable of attaching and detaching a work device 2 (for example, an implement). The coupling device 8 is a lifting device such as a three-point link that can lift and lower the work device 2. The work vehicle 1 can tow the work device 2 with the vehicle body 3 by coupling the work device 2 to the coupling device 8. Note that the coupling device 8 may be a traction device such as a drawbar. The work device 2 is a tilling device for tilling soil, a fertilizer spreading device for spreading fertilizer, an agrochemical spreading device for spreading agrochemicals, a harvesting device for performing harvesting, a mowing device for mowing grass or the like, a spreading device for spreading grass or the like, a grass collecting device for collecting grass or the like, a forming device for forming grass or the like, and the like.

[0015] As shown in Figure 1, the coupling device 8 includes a lift arm 8a, a lower link 8b, a top link 8c, a lift rod 8d, and a lift cylinder 8e. The front end of the lift arm 8a is supported on the rear upper portion of the case (transmission case) that houses the transmission 5 so as to be swingable upward or downward. The lift arm 8a swings (moves up and down) by the drive of the lift cylinder 8e. The lift cylinder 8e is configured as a hydraulic cylinder. The lift cylinder 8e is connected to a hydraulic pump via a control valve 34. The control valve 34 is a solenoid valve or the like, and extends and retracts the lift cylinder 8e.

[0016] The front end of the lower link 8b is supported on the rear lower portion of the transmission 5 so as to be swingable upward or downward. The front end of the top link 8c is supported on the rear portion of the transmission 5 above the lower link 8b so as to be swingable upward or downward. The lift rod 8d connects the lift arm 8a and the lower link 8b. The working device 2 is connected to the rear portion of the lower link 8b and the rear portion of the top link 8c. When the lift cylinder 8e is driven (extended and retracted), the lift arm 8a moves up and down, and the lower link 8b connected to the lift arm 8a via the lift rod 8d also moves up and down. As a result, the working device 2 swings (moves up and down) upward or downward with the front portion of the lower link 8b as a fulcrum.

[0017] Figure 2 is a diagram showing the area around the driver's seat 10. As shown in Figure 2, a steering wheel 30 for steering the vehicle body 3, a braking operation member 31, and a clutch switching member 32 are provided around the driver's seat 10. The braking operation member 31 includes a plurality of operation portions, for example, a brake pedal 31L provided on the left side and a brake pedal 31R provided on the right side. The brake pedal 31L and the brake pedal 31R are swingably supported on the vehicle body 3, and can be operated by a driver seated in the driver's seat 10.

[0018] The clutch switching member 32 includes a clutch pedal 32A and a shuttle lever 32B. The clutch pedal 32A is pivotably supported on the vehicle body 3 and can be operated by a driver seated in the driver's seat 10, similar to the brake pedals 31L and 31R. The shuttle lever 32B is pivotably supported, for example, near the steering wheel 30 and can be switched between a forward position (F), a reverse position (R), and a neutral position (N).

[0019] As shown in Figure 1, the transmission 5 comprises a main shaft (drive shaft) 5a, a main transmission unit 5b, a sub-transmission unit 5c, a drive clutch 5d, and a PTO power transmission unit 5e. The drive shaft 5a is rotatably supported in the housing case (transmission case) of the transmission 5, and power from the crankshaft of the prime mover 4 is transmitted to the drive shaft 5a. The main transmission unit 5b has multiple gears and a shifter that changes the connection of these gears. The main transmission unit 5b changes the rotation input from the drive shaft 5a and outputs it (changes speed) by appropriately changing the connection (meshing) of the multiple gears with the shifter.

[0020] The sub-transmission unit 5c, like the main transmission unit 5b, has multiple gears and a shifter that changes the connections between these gears. The sub-transmission unit 5c changes the rotation input from the main transmission unit 5b and outputs it (changes the speed) by appropriately changing the connections (meshing) of the multiple gears with the shifter.

[0021] The travel clutch 5d is a clutch that can be switched between a connected state, which transmits power to the travel device 7 (front wheels 7F, rear wheels 7R), and a disconnected state, which disconnects the transmission of power to the travel device 7. Furthermore, when switching from the disconnected state to the connected state, the travel clutch 5d can be displaced into a semi-clutch state, which partially transmits power to the travel device 7 while slipping. The travel clutch 5d has a shuttle shaft 12 and a clutch switching unit 13. Power output from the prime mover 4 is transmitted to the shuttle shaft 12. The clutch switching unit 13 is a hydraulic clutch that can be switched to the forward side, reverse side, and neutral side. The clutch switching unit 13 may also be a mechanical clutch.

[0022] The clutch switching unit 13 is connected to a forward switching valve 26 and a reverse switching valve 27, which are connected via an oil passage or the like. The forward switching valve 26 and the reverse switching valve 27 are, for example, two-position electromagnetic switching valves. When the solenoid of the forward switching valve 26 is energized, the clutch switching unit 13 switches to the forward position. When the solenoid of the reverse switching valve 27 is energized, the clutch switching unit 13 switches to the reverse position. When the solenoids of the forward switching valve 26 and the reverse switching valve 27 are de-energized, the clutch switching unit 13 switches to the neutral position.

[0023] The clutch switching unit 13 can be switched by the clutch switching member 32. When the shuttle lever 32B is in the forward position (F), the solenoid of the forward switching valve 26 is energized, while the solenoid of the reverse switching valve 27 remains demagnetized, and the clutch switching unit 13 is switched to the forward position. When the shuttle lever 32B is in the reverse position (R), the solenoid of the reverse switching valve 27 is energized, while the solenoid of the forward switching valve 26 remains demagnetized, and the clutch switching unit 13 is switched to the reverse position. When the shuttle lever 32B is in the neutral position (N), the solenoids of the forward switching valve 26 and the reverse switching valve 27 remain demagnetized, and the clutch switching unit 13 is switched to the neutral position.

[0024] Furthermore, when the clutch pedal 32A is operated while the shuttle lever 32B is in the forward position (F) or reverse position (R), the solenoid of either the forward switching valve 26 or the reverse switching valve 27 is energized, and the clutch switching unit 13 is switched from either the forward side or the reverse side to the neutral side.

[0025] The shuttle shaft 12 is connected to the drive shaft 5a. Power from the drive shaft 5a is transmitted to the main transmission unit 5b and the sub-transmission unit 5c, and the power output from the sub-transmission unit 5c is transmitted to the rear wheel differential device 20R. The rear wheel differential device 20R rotatably supports the rear axle 21R to which the rear wheels 7R are attached. In other words, the drive clutch 5d is engaged when the clutch switching unit 13 is switched to either the forward or reverse side and the clutch pedal 32A is not operated, and transmits power to the drive system 7 (front wheels 7F, rear wheels 7R). Also, when the clutch switching unit 13 is switched to the neutral side, the drive clutch 5d is disengaged, and the transmission of power to the drive system 7 is cut off.

[0026] The PTO power transmission unit 5e includes a PTO drive shaft 14 and a PTO clutch 15. The PTO drive shaft 14 is rotatably supported and capable of receiving power from the drive shaft 5a. The PTO drive shaft 14 is connected to the PTO shaft 16 via gears or the like. The PTO clutch 15 is, for example, a hydraulic clutch, and by engaging and disengaging the hydraulic clutch, it switches between a state in which power from the drive shaft 5a is transmitted to the PTO drive shaft 14 and a state in which power from the drive shaft 5a is not transmitted to the PTO drive shaft 14. In this example, the PTO power transmission unit 5e is an independent PTO system using a hydraulic clutch, but a non-independent PTO system such as a live PTO or a ground PTO may also be used.

[0027] As shown in Figure 1, the work vehicle 1 is equipped with a braking system 46. The braking system 46 has a left braking device 46a and a right braking device 46b. The left braking device 46a and the right braking device 46b are disc-type braking devices and can be switched between a braking state and a release state. The left braking device 46a is located on the left side of the rear axle 21R, and the right braking device 46b is located on the right side of the rear axle 21R. When the driver operating the work vehicle 1 operates (presses down) the brake pedal 31L, the left connecting member 47a connected to the brake pedal 31L moves in the braking direction, and the left braking device 46a can be put into a braking state. When the driver operates (presses down) the brake pedal 31R, the right connecting member 47b connected to the brake pedal 31R moves in the braking direction, and the right braking device 46b can be put into a braking state.

[0028] Furthermore, a left hydraulic actuation unit 48a, which is operated by hydraulic fluid, is connected to the left connecting member 47a. A left brake valve 49a is connected to the left hydraulic actuation unit 48a via an oil passage. By operating the left hydraulic actuation unit 48a with the left brake valve 49a, the left connecting member 47a can be moved in the braking direction. Furthermore, a right hydraulic actuation unit 48b, which is operated by hydraulic fluid, is connected to the right connecting member 47b. A right brake valve 49b is connected to the right hydraulic actuation unit 48b via an oil passage. By operating the right hydraulic actuation unit 48b with the right brake valve 49b, the right connecting member 47b can be moved in the braking direction.

[0029] As described above, the left braking device 46a and the right braking device 46b can independently apply braking to the left rear wheel 7R and the right rear wheel 7R by operating the brake pedal 31L and the brake pedal 31R, respectively.

[0030] Figure 3 shows a plurality of display devices 50. As shown in Figure 3, a plurality of display devices 50 are provided on the front side of the area surrounding the driver's seat 10. The plurality of display devices 50 include a first display device 50A provided in front of the driver's seat 10 (steering wheel 30) and a second display device 50B provided to the side of the driver's seat 10 (steering wheel 30).

[0031] As shown in Figure 3, the first display device 50A is a meter panel, etc., that mainly displays various information related to operation, and includes an engine tachometer 51a that displays the rotational speed of the prime mover 4, a water temperature gauge 51b, and a fuel gauge 51c. The first display device 50A also has various indicator lights 52A that notify various information by turning on / off, etc. The first display device 50A shown in Figure 3 is an example and is not limited to the configuration described above.

[0032] The second display device 50B, like the first display device 50A, is a device that mainly displays various operational information, and comprises a display panel 50B1, a touch panel 50B2 positioned in front of the display panel 50B1, and a speaker 50B3. Various menus are displayed on the second display device 50B, and various settings of the work vehicle 1 can be made by performing predetermined operations. The speaker 50B3 may be integrated with the display panel 50B1, or it may be provided separately from the display panel 50B1.

[0033] As shown in Figure 1, the work vehicle 1 is equipped with a control device 40. The control device 40 consists of electrical and electronic circuits, a processor 40A, a memory unit 40B, etc. The processor 40A is, for example, a CPU (Central Processing Unit), a GPU (Graphics Processing Unit), a DSP (Digital Signal Processor), an FPGA (Field Programmable Gate Array), and an ASIC (Application Specific Integrated Circuit). The memory unit 40B is a non-volatile memory, etc., and stores control programs, data tables, etc., related to the control of the control device 40. The memory unit 40B is, for example, an HDD (Hard Disk Drive) or an SSD (Solid State Drive). The control device 40 performs various controls on the work vehicle 1 by having the processor 40A execute control programs.

[0034] The control device 40 is connected to an accelerator sensor 42a that detects the amount of operation of the accelerator pedal 41a, an ignition switch 42b, a lift switch 42c (pump switch), a vehicle speed detection sensor 42d1 that detects the vehicle speed (driving speed of the vehicle body 3), a brake operation detection sensor 42e that detects the amount of operation of the braking operation members 31 (brake pedal 31L, brake pedal 31R), a shuttle lever sensor 42f that detects the position of the shuttle lever 32B, and the like.

[0035] The work vehicle 1 is equipped with a vehicle speed acquisition unit 42d that acquires the vehicle speed (the travel speed of the vehicle body 3). The vehicle speed acquisition unit 42d is, for example, a vehicle speed detection sensor 42d1. The vehicle speed acquisition unit 42d (vehicle speed detection sensor 42d1) is connected to the control device 40, and vehicle speed data from the vehicle speed acquisition unit 42d is input. Therefore, the control device 40 can determine the vehicle speed from the input vehicle speed data.

[0036] The vehicle speed acquisition unit 42d is not limited to the vehicle speed detection sensor 42d1. For example, if the work vehicle 1 is equipped with a positioning device 35 (see Figures 1 and 11) that detects its own position, the vehicle speed acquisition unit 42d may acquire the vehicle speed from the positioning device 35. The positioning device 35 is a device that detects its own position (latitude and longitude) based on data from positioning satellites such as GPS and Michibiki (positioning satellite system). The positioning device 35 may calculate the travel speed of the vehicle body 3 based on multiple detected positions and time information indicating each detection time, and output it to the vehicle speed acquisition unit 42d. For example, the positioning device 35 calculates the travel distance from multiple detected positions, calculates the travel time from each detection time, and calculates the travel speed of the vehicle body 3 by dividing the travel distance by the travel time. Alternatively, the vehicle speed acquisition unit 42d may calculate and acquire the travel speed of the vehicle body 3 based on multiple detected positions and time information from the positioning device 35. The vehicle speed acquisition unit 42d may acquire the vehicle speed by a method other than those described above.

[0037] When the accelerator sensor 42a detects the amount of operation of the accelerator pedal 41a, the control device 40 changes the rotational speed of the prime mover 4 (referred to as prime mover rotational speed) according to the amount of operation. When the ignition switch 42b is operated to ON, the control device 40 starts the prime mover 4 after a predetermined process, and when the ignition switch 42b is operated to OFF, it stops the driving of the prime mover 4.

[0038] When the lifting switch 42c is operated in the upward direction (upward), the control device 40 controls the control valve to extend the lift cylinder 8e of the coupling device 8, thereby raising the work device 2. Conversely, when the lifting switch 42c is operated in the downward direction (downward), the control device 40 retracts the lift cylinder 8e of the coupling device 8, thereby lowering the work device 2.

[0039] The control device 40 performs braking control based on the brake operation detection sensor 42e. In braking control, when the operation of the brake pedal 31L is detected by the brake operation detection sensor 42e, the control device 40 activates the left hydraulic actuation unit 48a to apply braking using the left braking device 46a. In braking control, when the operation of the brake pedal 31R is detected by the brake operation detection sensor 42e, the control device 40 activates the right hydraulic actuation unit 48b to apply braking using the right braking device 46b. In braking control, when the operation of both the brake pedal 31L and the brake pedal 31R is detected by the brake operation detection sensor 42e, the control device 40 activates the left hydraulic actuation unit 48a and the left hydraulic actuation unit 48a to apply braking using the left braking device 46a and the right braking device 46b.

[0040] When the control device 40 detects that the shuttle lever 32B has been switched to the forward position (F) by the shuttle lever sensor 42f, it energizes the solenoid of the forward switching valve 26 to switch the clutch switching unit 13 to the forward side. When the control device 40 detects that the shuttle lever 32B has been switched to the reverse position (R) by the shuttle lever sensor 42f, it energizes the solenoid of the reverse switching valve 27 to switch the clutch switching unit 13 to the reverse side. When the control device 40 detects that the shuttle lever 32B has been switched to the neutral position (N) by the shuttle lever sensor 42f, it demagnetizes the solenoids of the forward switching valve 26 and the reverse switching valve 27 to switch the clutch switching unit 13 to the neutral side.

[0041] As shown in Figure 1, the work vehicle 1 is equipped with a sub-transmission operating device 43 for operating the sub-transmission unit 5c and a main transmission operating device 44 for operating the main transmission unit 5b. As shown in Figure 2, the sub-transmission operating device 43 and the main transmission operating device 44 are located on the left side of the driver's seat 10. The sub-transmission operating device 43 and the main transmission operating device 44 are, for example, operating levers. For example, the sub-transmission operating device 43 and the main transmission operating device 44 are arranged side by side in the front-to-back direction, but they may be arranged in other ways. The sub-transmission operating device 43 and the main transmission operating device 44 may also be operating devices other than operating levers, such as buttons, switches, dials, or pedals, as long as the number of gears can be changed.

[0042] The number of gears in the auxiliary transmission unit 5c (i.e., the number of gears in the auxiliary transmission) is, for example, three gears: low speed (L), medium speed (M), and high speed (H), as shown in Figure 1. The auxiliary transmission operating tool 43 is displaceable to the "low," "medium," and "high" positions. The number of gears in the auxiliary transmission is changed according to the operating position of the auxiliary transmission operating tool 43. The auxiliary transmission operating tool 43 may be displaceable to the "low," "medium," "N (neutral position)," and "high" positions, or it may be an auxiliary transmission gear type other than these.

[0043] The number of gears in the main transmission unit 5b (i.e., the number of main transmission gears) is, for example, 3 gears, "1", "2", and "3", as shown in Figure 1. A higher number indicates a higher speed. The main transmission operating tool 44 is displaceable to the positions "1", "2", and "3". The number of main transmission gears is changed according to the operating position of the main transmission operating tool 44. The main transmission operating tool 44 is not limited to 3 gears and may be displaceable to multiple gear positions other than 3 (e.g., 9 gears). Furthermore, the main transmission operating tool 44 may be a notch-type glide shift that performs clutchless shifting between multiple forward gears (e.g., 16 gears), N (neutral position), and multiple reverse gears (e.g., 10 gears).

[0044] The control device 40 sets the number of gears in the auxiliary transmission unit 5c according to the operating position of the auxiliary transmission operating tool 43, and changes the number of gears in the main transmission unit 5b according to the operating position of the main transmission operating tool 44. For example, if the operating position of the auxiliary transmission operating tool 43 is in the "high" position, the control device 40 sets the number of gears in the auxiliary transmission to "high (H)", and if the operating position of the main transmission operating tool 44 is in the "2" position, it sets the number of gears in the main transmission to "2".

[0045] Figure 4 illustrates how the left and right brake pedals 31L and 31R can be connected by a connecting member 33. As shown in Figure 4, the work vehicle 1 is equipped with a connecting member 33 that can connect the left and right brake pedals 31L and 31R. The connecting member 33 is a locking member, for example, a roughly L-shaped connecting fitting. The connecting member 33 is mounted on the support member 36R that supports the right brake pedal 31R at an intermediate point so as to be slidable in the vehicle width direction (direction of the arrow in Figure 4). One end of the connecting member 33, that is, the tip portion 33a extending toward the left brake pedal 31L, is cylindrical. The other end of the connecting member 33 has a bent portion 33b that is bent forward, and this bent portion 33b is grasped by the operator. A cylindrical pin 37 is fixed to the support member 36L that supports the left brake pedal 31L at an intermediate point. The pin 37 can be inserted into the cylinder of the tip portion 33a of the connecting member 33.

[0046] The connecting member 33 can be moved in the vehicle width direction by being grasped by an operator (e.g., a driver), allowing it to be displaced between a connected state in which the left and right brake pedals 31L and 31R are connected, and an unconnected state in which they are not connected. For example, by sliding the connecting member 33 to the left in the vehicle width direction, the operator inserts the pin 37 into the cylinder at the tip 33a of the connecting member 33, and the left and right brake pedals 31L and 31R are connected. In the connected state, when one of the left or right brake pedals 31L or 31R is pressed down, the left and right brake pedals 31L and 31R swing (move) together according to the amount of the press operation.

[0047] Conversely, the operator slides the connecting member 33 to the right in the vehicle width direction, causing the tip 33a of the connecting member 33 to detach from the pin 37, and the left and right brake pedals 31L and 31R to become unconnected.

[0048] As shown in Figure 4, the work vehicle 1 is equipped with a coupling detection sensor 38 that detects the coupling state of the coupling member 33. The coupling detection sensor 38 is a non-contact sensor, such as a photoelectric sensor, and is connected to the control device 40. When the pin 37 is inserted into the cylinder of the tip 33a of the coupling member 33, the detection light intensity of the coupling detection sensor 38 becomes equal to or greater than the reference value due to reflected light from the outer surface of the tip 33a of the coupling member 33. On the other hand, when the pin 37 is not inserted into the cylinder of the tip 33a of the coupling member 33, there is no reflected light from the outer surface of the tip 33a of the coupling member 33, so the detection light intensity of the coupling detection sensor 38 becomes less than the reference value.

[0049] The control device 40 determines that the connecting member 33 is connected if the detected light intensity at the connection detection sensor 38 is equal to or greater than a reference value, and determines that the connecting member 33 is not connected if the light intensity is less than the reference value. Therefore, the control device 40 can determine whether the connecting member 33 is connected or not based on the detection signal from the connection detection sensor 38. The connection detection sensor 38 may be a contact type sensor or a mechanical switch such as a limit switch or microswitch.

[0050] The connecting member 33 is configured as an insertion pin type lock as described above, but is not limited to this. For example, the connecting member 33 can be configured to connect the left and right brake pedals 31L and 31R, and various lock configurations such as a rotary latch, a latch, a slide latch, or a snap lock may be used.

[0051] Now, as shown in Figure 1, the work vehicle 1 is equipped with a first notification device 61 that provides a first notification and a second notification device 62 that provides a second notification.

[0052] If the control device 40 determines that the connecting member 33 is in a disconnected state, it will trigger a first notification by the first notification device 61. If the control device 40 determines that the connecting member 33 is in a disconnected state and that the conditions for driving at a vehicle speed of a predetermined speed or higher are met, it will further trigger a second notification by the second notification device 62. The control device 40 determines that the conditions are met when the vehicle speed is above a threshold. Note that the control device 40 is not limited to a configuration that determines based on the actual vehicle speed. For example, it may set a vehicle speed command value to indicate the vehicle speed according to the detected value of the accelerator sensor 42a (i.e., the amount operated by the accelerator pedal 41a), and determine that the conditions are met when this vehicle speed command value is above a threshold.

[0053] The first notification device 61 is a first alarm device 71 that provides a visual alarm as the first notification. For example, the first alarm device 71 is a display panel that displays various indicator lights 52A of the first display device 50A shown in Figure 3. The first alarm device 71 only needs to be configured to display at least one of the various indicator lights 52A, namely a warning light 52A1. Figure 5A shows an example of the first notification. As shown in Figure 5A, the warning light 52A1 is a symbol (mark, logo, icon, etc.) that indicates that the connecting member 33 is in a disconnected state. The first notification is a warning that the left and right brake pedals 31L and 31R are in a disconnected state. Note that the warning light 52A1 may also be a text display such as "Brake disconnected" in addition to a symbol.

[0054] As shown in Figure 1, the second notification device 62 includes a second alarm device 72 that provides an audible alarm as a second notification. The second alarm device 72 is, for example, a sound-generating component (e.g., a buzzer) that generates a buzzer sound (alarm, electronic sound, etc.). The second alarm device 72 may also be an audio output device capable of outputting sound. The second notification is a warning that the connecting member 33 is in an unconnected state and that the determination conditions for driving at a vehicle speed of a predetermined speed or higher have been met. Figure 5B shows an example of the first and second notifications. As shown in Figure 5B, the second alarm device 72 outputs a buzzer sound when the determination conditions are met. As a result, a warning is given by buzzer sound when the determination conditions are met.

[0055] As shown in Figure 1, the second notification device 62 further includes a third alarm device 73 that provides an alarm based on display information. The third alarm device 73 corresponds to the display panel 50B1 and speaker 50B3 of the second display device 50B. The third alarm device 73 provides a different warning from the first alarm device 71. Figure 5C shows another example of the first and second notifications. As shown in Figure 5C, the third alarm device 73 provides a different warning (a warning by display on the display panel 50B1 and an audible warning from the speaker 50B3) from the warning of the first alarm device 71 (i.e., the warning light 52A1). The display panel 50B1 displays, for example, "Please engage the brake pedal." The speaker 50B3 provides, for example, an audible output of "Please engage the brake pedal."

[0056] When the control device 40 determines that the left and right brake pedals 31L and 31R are connected by the connecting member 33, it cancels the alarms of the first alarm device 71 and the second alarm device 72. If the work vehicle 1 is a vehicle equipped with a vehicle speed detection sensor 42d1, the control device 40 cancels the alarm of the second alarm device 72 if the left and right brake pedals 31L and 31R are not connected by the connecting member 33 and the vehicle speed remains below a threshold for a predetermined time (for example, several seconds).

[0057] The control device 40 determines that the condition is met when the transmission 5 is in a shifted state at a predetermined speed or higher. For example, the control device 40 determines that the condition is met when the number of gears of the auxiliary transmission is "high speed (H)" and the shuttle lever 32B is in a position other than the neutral position (N) (forward position (F) or reverse position (R)). Also, if the work vehicle 1 is, for example, a notch-type glide shift, the control device 40 determines that the condition is met when the number of gears of the auxiliary transmission is "high speed (H)" and the number of gears of the main transmission is in a position other than the neutral position (N) (any of the multiple forward gears or multiple reverse gears). The control device 40 determines that the number of gears of the auxiliary transmission is "high speed (H)" if the auxiliary transmission operating tool 43 is in the "high" position.

[0058] When the control device 40 determines that the left and right brake pedals 31L and 31R are connected by the connecting member 33, it cancels the alarms of the first alarm device 71 and the second alarm device 72. If the work vehicle 1 is a vehicle type that does not have a vehicle speed detection sensor 42d1, the control device 40 cancels the alarm of the second alarm device 72 if the left and right brake pedals 31L and 31R are not connected by the connecting member 33 and the transmission 5 is in a geared state below a predetermined speed.

[0059] As described above, the condition for the activation of the first notification is that the left and right brake pedals 31L and 31R are not connected. The condition for the release of the first notification is that the left and right brake pedals 31L and 31R are connected.

[0060] The conditions for the second notification are, under the conditions for the first notification (i.e., when the left and right brake pedals 31L and 31R are not connected), when the work vehicle 1 has a vehicle speed acquisition unit 42d (for example, a vehicle speed detection sensor 42d1), when the vehicle speed exceeds a threshold, and when the work vehicle 1 does not have a vehicle speed acquisition unit 42d, when the auxiliary transmission operating device 43 is in the "high" position and the shuttle lever 32B is in a position other than the neutral position (N) (forward position (F) or reverse position (R)).

[0061] The conditions for releasing the second notification are when the left and right brake pedals 31L and 31R are coupled, or, if the work vehicle 1 has a vehicle speed acquisition unit 42d, when the vehicle speed remains below a threshold for a predetermined period of time, or, if the work vehicle 1 does not have a vehicle speed acquisition unit 42d, when the sub-transmission operating device 43 is in a position other than "high", or when the main transmission is in the neutral position (N) (or the shuttle lever 32B is in the neutral position (N)).

[0062] Here, the alarm processing by the control device 40 will be explained using Figure 6. Figure 6 is a flowchart showing an example of alarm processing in this embodiment.

[0063] As shown in Figure 6, the control device 40 determines whether the connecting member 33 is in a connected state (i.e., the left and right brake pedals 31L and 31R are connected) based on the detection signal from the connection detection sensor 38 (S11).

[0064] If the light intensity detected by the coupling detection sensor 38 is above a reference value, the control device 40 determines that the coupling member 33 is in a coupled state (Yes in S11), and there is no notification from the first notification device 61 and the second notification device 62 (S12), and returns to S11. For example, the control device 40 does not illuminate the warning light 52A1 of the first alarm device 71 (i.e., no first notification), and does not execute the alarm by the second alarm device 72 and the display alarm by the third alarm device 73 (i.e., no second notification).

[0065] If the light intensity detected by the connection detection sensor 38 is below a reference value, the control device 40 determines that the connecting member 33 is in a disconnected state (No in S11), that is, that the disconnection condition is met, and causes the first notification device 61 to perform the first notification (see Figure 5A) (S13). As shown in Figure 5A, the control device 40 illuminates the warning light 52A1 of the first alarm device 71 (i.e., the first notification is given).

[0066] After S13, the control device 40 determines whether the determination condition is met (S14). S14 is executed by the process shown in Figure 7. Figure 7 is a flowchart of an example of the determination condition meeting process. Specifically, the control device 40 determines whether the determination condition is met by executing the meeting determination process shown in Figure 7.

[0067] As shown in Figure 7, the control device 40 determines whether or not the vehicle is a vehicle speed acquisition type (S141). For example, the memory unit 40B has in advance stored whether or not the vehicle is a vehicle speed acquisition type. Here, the memory unit 40B stores that the work vehicle 1 is a vehicle speed acquisition type because it is equipped with a vehicle speed acquisition unit 42d (for example, vehicle speed acquisition by a vehicle speed detection sensor 42d1, or vehicle speed acquisition by a positioning device 35). Alternatively, the control device 40 may determine that the vehicle is a vehicle speed acquisition type simply because the vehicle speed acquisition unit 42d is connected.

[0068] If the control device 40 determines that the vehicle is a vehicle speed acquisition type (Yes in S141), it determines whether the vehicle speed is above a threshold (S142). If the control device 40 determines that the vehicle speed from the vehicle speed acquisition unit 42d is above the threshold (Yes in S142), it determines that the determination condition is met (S143) and terminates this process. On the other hand, if the control device 40 determines that the vehicle speed from the vehicle speed acquisition unit 42d is not above the threshold (No in S142), it determines that the determination condition is not met (S144) and terminates this process.

[0069] In S141, if the control device 40 determines that the vehicle is not a vehicle speed acquisition type (No in S141), it determines whether the transmission 5 is in a shifted state at a predetermined speed or higher (S145). The control device 40 determines that the determination condition is met if the auxiliary transmission operating tool 43 is in the "high" position and the shuttle lever 32B is in a position other than the neutral position (N) (forward position (F) or reverse position (R)). Furthermore, if the work vehicle 1 is, for example, a notch-type glide shift, the control device 40 determines that the determination condition is met if the auxiliary transmission operating tool 43 is in the "high" position and the number of gears of the main transmission is in a position other than the neutral position (N) (any of the multiple forward gears or multiple reverse gears).

[0070] When the control device 40 determines that the transmission 5 is in a shifted state at a predetermined speed or higher (Yes in S145), it determines that the determination condition has been met (S143) and terminates this process.

[0071] On the other hand, if the control device 40 determines that the transmission 5 is not in a shifted state above a predetermined speed (No in S145), it determines that the determination condition is not met (S144). The control device 40 determines that the determination condition is not met if the auxiliary transmission operating tool 43 is in a position other than the "high" position ("medium" position or "low" position), or if the shuttle lever 32B is in the neutral position (N). Furthermore, if the work vehicle 1 is, for example, a notch-type glide shift, the control device 40 determines that the determination condition is not met if the auxiliary transmission operating tool 43 is in a position other than the "high" position ("medium" position or "low" position), or if the number of gears in the main transmission is in the neutral position (N). After S144, the control device 40 terminates this process.

[0072] In S14 of Figure 6, if the control device 40 determines that the judgment condition is met (Yes in S14), it executes the first and second notifications (S15). Specifically, as shown in Figure 5B, the control device 40 executes the first notification by the first notification device 61 (illumination of the warning light 52A1) and the second notification by the second notification device 62 (buzzer sound warning by the second alarm device 72). Alternatively, as shown in Figure 5C, the control device 40 executes the first notification by the first notification device 61 (illumination of the warning light 52A1) and the second notification by the second notification device 62 (buzzer sound warning by the second alarm device 72, and display and audio warning by the third alarm device 73).

[0073] After S15, the control device 40 determines whether the connecting member 33 is in a connected state (i.e., the left and right brake pedals 31L and 31R are connected) based on the detection signal from the connection detection sensor 38 (S16).

[0074] If the light intensity detected by the coupling detection sensor 38 is above a reference value, the control device 40 determines that the coupling member 33 is in a coupled state (Yes in S16), cancels the announcements by the first announcement device 61 and the second announcement device 62 (S17), and returns to S11. For example, the control device 40 turns off the warning light 52A1 of the first alarm device 71 and cancels the alarm by the second alarm device 72 and the display alarm by the third alarm device 73 (i.e., terminates the second announcement).

[0075] The control device 40 determines that the connecting member 33 is in a disconnected state (No in S16) if the detected light intensity at the connection detection sensor 38 is less than a reference value, that is, it determines that the disconnection condition is met, and determines whether the determination condition is not met or not (S18). S18 is executed by the process shown in Figure 7 above. The control device 40 determines whether the determination condition is met or not by executing the determination process shown in Figure 7 above.

[0076] If the control device 40 determines that the determination condition is not false (No in S18), it returns to S16. On the other hand, if the control device 40 determines that the determination condition is false (Yes in S18), it determines whether or not the vehicle is a vehicle speed acquisition type (S19). If the control device 40 determines that the vehicle is not a vehicle speed acquisition type (No in S19), it returns to S13 and continues only the first notification (S13).

[0077] If the control device 40 determines that the vehicle is a vehicle speed acquisition type (Yes in S19), it determines whether the failure has been maintained for a predetermined time (for example, several seconds) (S20). If the failure has not been maintained for a predetermined time (for example, several seconds) (No in S20), the control device 40 returns to S16. On the other hand, if the failure has been maintained for a predetermined time (for example, several seconds) (Yes in S20), the control device 40 cancels the second notification (i.e., terminates the second notification) and returns to S13, continuing only the first notification (S13). Then, if the result in S14 is No, the control device 40 returns to S11, and if it determines that the connecting member 33 is in a connected state (Yes in S11), there is no notification (S12). At this point, the notification by the first notification device 61 is canceled (terminated).

[0078] Furthermore, the control device 40 may intensify the second notification by the second notification device 62 as time elapses since the second notification or as the vehicle speed increases after the second notification. For example, the control device 40 may gradually or continuously increase the volume of the buzzer sound shown in Figure 5B or Figure 5C by the second alarm device 72, change the interval between buzzer sounds (for example, increase the buzzer sound duration (output duration)), or change the warning display mode of the third alarm device 73 shown in Figure 5C (such as enlarging, flashing, or changing the color of the display panel 50B1).

[0079] <First variation> In the first modified work vehicle 1, even if the determination condition is met, the second notification is not executed if the work device 2 is in a working position, which is different from the embodiment described above. In the first modified example, a configuration different from the embodiment described above will be explained, and the same configuration will not be explained here.

[0080] Even if the control device 40 determines that the connecting member 33 is unconnected and the determination conditions are met when the work device 2 is in the working position, it does not execute the second notification by the second notification device 62.

[0081] In the first modified example, the working device 2 is a contact-to-ground type implement that works in contact with the field. Examples of contact-to-ground type implements include tilling implements such as plows and cultivating implements such as rotary tillers. The working posture of the working device 2 is the posture in which it works in contact with the field. If it is a tilling implement, the working posture is the tilling posture, and if it is a cultivating implement, the working posture is the cultivating posture.

[0082] The work vehicle 1 is equipped with detection sensors 39. Examples of detection sensors 39 include an angle detection sensor that detects the angle of the lift arm 8a which swings (rises and falls) due to the drive of the lift cylinder 8e of the coupling device 8, a position detection sensor that detects the extension and retraction position of the lift cylinder 8e of the coupling device 8, a height detection sensor that detects the height position of the work device 2, and an attachment / detachment detection sensor that detects the attachment and detachment of the work device 2 (e.g., implement). The control device 40 determines that the work device 2 is in the working position if the detected value from the detection sensors 39 is within a range value that indicates a predetermined range of working positions (working posture positions).

[0083] Figure 8 is a flowchart showing an example of alarm processing in the first modified example. As shown in Figure 8, the first modified example differs from Figure 6 in that S14A is added between S14 and S15. Here, we will mainly explain S14A in Figure 8, and omit explanations of the other parts.

[0084] As shown in Figure 8, when the control device 40 determines that the determination condition is met (Yes in S14), it determines whether the work device 2 is in a working position (S14A).

[0085] If the detection value from the detection sensor 39 falls within the above range, the control device 40 determines that the work device 2 is in a working position (Yes in S14A) and proceeds to S13. In other words, if the work device 2 is in a working position, the first notification (S13) is executed, but the process does not proceed to S15, and therefore the second notification is not executed.

[0086] On the other hand, if the detection value from the detection sensor 39 is outside the above range, the control device 40 determines that the work device 2 is not in a working position (No in S14A) and proceeds to S15. In other words, if the work device 2 is not in a working position, the first and second notifications are executed (S15).

[0087] <Second variation> In the first modified work vehicle 1, the second notification is not performed if the work device 2 is in a working position. However, in the second modified work vehicle 1, the presence or absence of the second notification is determined depending on whether the work device 2 is a contact-to-ground type or a non-contact-to-ground type, which is different from the above-described embodiment and the first modified example. In the second modified example, a configuration different from the above-described embodiment and the first modified example will be described, and the same configuration will not be described here.

[0088] The control device 40 determines whether or not to execute the second notification by the second notification device 62, depending on the type of work device 2. For example, if the type of work device 2 is a contact-to-ground work type, the control device 40 will not execute the second notification by the second notification device 62, even if it determines that the connecting member 33 is in a disconnected state and the determination conditions are met.

[0089] Figure 9 is a flowchart showing an example of alarm processing in the second modified example. As shown in Figure 9, the second modified example differs from Figure 8 in that S14B is used instead of S14A in the first modified example shown in Figure 8. Here, we will mainly explain S14B in Figure 9, and omit explanations of the others.

[0090] As shown in Figure 9, when the control device 40 determines that the determination condition is met (Yes in S14), it determines whether the work device 2 is a non-contact ground work type (S14B).

[0091] Figure 10 shows an example of a data table TB1. The storage unit 40B shown in Figure 1 has the data table TB1 shown in Figure 10. The data table TB1 has two types of work devices 2: a contact-to-ground work type and a non-contact-to-ground work type.

[0092] Contact-type ground-work implements include, for example, tillage implements such as plows and tillage implements such as rotary tillers. Non-contact ground-work implements include, for example, spray implements that allow the operator to work from a position at a height distance from the field and apply fertilizer or chemicals to the field without contact.

[0093] As shown in Figure 10, data table TB1 stores contact-to-ground work types and records where the second notification is not performed, and non-contact-to-ground work types and records where the second notification is performed.

[0094] As shown in Figure 9, if the type of work device 2 is a contact-to-ground work type, the control device 40 determines that the work device 2 is not a non-contact-to-ground work type (No in S14B) and proceeds to S13. In other words, if the work device 2 is a contact-to-ground work type (a type that does not execute the second notification), the first notification (S13) is executed, but the process does not proceed to S15, and therefore the second notification is not executed.

[0095] On the other hand, if the type of work device 2 is a non-contact ground work type (Yes in S14B), the control device 40 proceeds to S15. In other words, if the work device 2 is a non-contact ground work type (a type that executes the second notification), the first notification and the second notification are executed (S15).

[0096] In the embodiments and modifications described above, the control device 40 may store a vehicle speed threshold in the storage unit 40B in advance for each model of the work vehicle 1. For example, the storage unit 40B stores that if the work vehicle 1 is a first model, the threshold is set to 8 [km / h], and if it is a second model, the threshold is set to 10 [km / h], but it is not limited to these values. The storage unit 40B also stores model information indicating the model of the vehicle in advance. The control device 40 reads the model information of the vehicle from the storage unit 40B, sets the threshold to 8 [km / h] if the vehicle is a first model, and sets the threshold to 10 [km / h] if the vehicle is a second model.

[0097] The main characteristic features and effects of the work vehicle 1 in the embodiments described above are as follows:

[0098] (Item A1) A work vehicle 1 comprising a connecting member 33 capable of connecting the left and right brake pedals 31L and 31R, a first notification device 61 that gives a first notification, a second notification device 62 that gives a second notification, and a control device 40, wherein the control device 40, when it determines that the connecting member 33 is in a disconnected state, causes the first notification device 61 to give a first notification, and when it determines that the connecting member 33 is in a disconnected state and that the conditions for driving at a vehicle speed of a predetermined speed or higher are met, causes the second notification device 62 to give a second notification.

[0099] With this configuration, if the connecting member 33 is disconnected, a first notification is given, informing the driver that the left and right brake pedals 31L and 31R are disconnected. If the conditions for determining that the vehicle can travel at a speed of a predetermined speed or higher are met while the connecting member 33 is disconnected, a second notification is given, providing the driver with a significant warning. This ensures the safety of driving the work vehicle 1. Furthermore, since it is possible to drive with the connecting member 33 disconnected under the second notification, it can meet special driving needs in the field and offers excellent convenience. Special driving needs will now be explained. For example, when working with a plow or other work requiring a high tilling depth, the direction of the vehicle body cannot be easily changed by steering alone. Therefore, there is a driving technique that involves using one brake to change the direction of the vehicle body. In the above embodiment and modified examples, the work vehicle 1 (tractor) allows for one-sided brake operation, enabling field work with the left and right brake pedals disconnected (i.e., changing the direction of the vehicle body by using one brake when working with a plow). Furthermore, the single-brake function can be used not only for plowing but also in situations where turning or maintaining direction is impossible with front-wheel steering alone, such as on soft ground, uneven terrain, or slopes. Thus, there are advantages to maintaining the single-brake state. The work vehicle 1 can appropriately apply the single brake in these situations. In addition, even if the connecting member 33 is not connected, the second notification is not issued if the vehicle speed is below the predetermined speed. Therefore, work can be performed with the left and right brake pedals 31L and 31R not connected and at a vehicle speed below the predetermined speed without receiving the second notification, which is highly convenient. Thus, a work vehicle 1 that balances safety and convenience can be provided.

[0100] (Item A2) The control device 40 determines that the determination condition is met when the vehicle speed or vehicle speed command value is equal to or greater than a threshold value for the work vehicle 1 described in Item A1.

[0101] With this configuration, if the connecting member 33 is in a disconnected state, a first notification is issued to draw attention, and if the vehicle speed or vehicle speed command value is above a threshold, a second notification is issued to provide a further warning, thereby ensuring the safety of operating the work vehicle 1. Furthermore, even if the connecting member 33 is in a disconnected state, if the vehicle speed or vehicle speed command value is below the threshold, the second notification is not issued. Therefore, work can be performed with the left and right brake pedals 31L and 31R disconnected and the vehicle speed or vehicle speed command value below the threshold without receiving the second notification, which is highly convenient.

[0102] (Item A3) The work vehicle 1 described in Item A1 or A2, wherein the first notification device 61 is a first alarm device 71 that provides a visual alarm as a first notification, and the second notification device 62 is a second alarm device 72 that provides an audible alarm as a second notification.

[0103] With this configuration, the driver can be notified by visual information that the left and right brake pedals 31L and 31R are not connected. If the connecting member 33 is not connected and the vehicle speed is above a threshold, the driver can be given a corresponding warning by audible information.

[0104] (Item A4) A work vehicle 1 according to Item A3, which is equipped with a vehicle speed detection sensor 42d1 that acquires vehicle speed, wherein the control device 40 cancels the alarms of the first alarm device 71 and the second alarm device 72 when it determines that the left and right brake pedals 31L and 31R are connected by the connecting member 33, and cancels the alarm of the second alarm device 72 when the left and right brake pedals 31L and 31R are not connected by the connecting member 33 and the vehicle speed acquired by the vehicle speed detection sensor 42d1 remains below the threshold for a predetermined period of time.

[0105] With this configuration, when the left and right brake pedals 31L and 31R are connected by the connecting member 33, the alarms of the first alarm device 71 and the second alarm device 72 are canceled, so that each alarm can be terminated immediately. In addition, since the alarm of the second alarm device 72 is canceled when the vehicle speed remains below the threshold for a predetermined period of time, the alarm of the second alarm device 72 can be canceled after the vehicle speed has stabilized below the threshold, thereby reducing false alarms by the second alarm device 72.

[0106] (Item A5) The work vehicle 1 according to item A3 or A4, further comprising a third alarm device 73 that provides an alarm based on display information, wherein the second alarm device 62 is a second alarm device 62.

[0107] With this configuration, the second alarm device 72 provides an audible alarm, and the third alarm device 73 provides a display alarm, allowing for more reliable warnings to the driver and further ensuring the safety of operating the work vehicle 1.

[0108] (Item A6) The third alarm device 73 provides a different warning from the first alarm device 71 for the work vehicle 1 described in Item A5.

[0109] With this configuration, the third warning device 73 provides a different warning than the first warning device 71, thus providing a more appropriate warning to the driver.

[0110] (Item A7) The control device 40 determines that the determination condition is met when the transmission 5 is in a shifted state of a predetermined speed or higher, as described in Item A1.

[0111] With this configuration, if the connecting member 33 is not connected, a first notification alerts the user, and if the transmission 5 is shifted to a speed above a predetermined speed, a second notification provides a significant warning, thus ensuring the safety of operating the work vehicle 1. Furthermore, even if the connecting member 33 is not connected, if the transmission 5 is shifted to a speed below the predetermined speed, the second notification is not issued. Therefore, work can be performed with the left and right brake pedals 31L and 31R not connected and at a vehicle speed below the predetermined speed without receiving the second notification, offering superior convenience.

[0112] (Item A8) The work vehicle 1 described in Item A7, wherein the first notification device 61 is a first alarm device 71 that provides a warning using visual information as a first notification, and the second notification device 62 is a second alarm device 72 that provides a warning using audible information as a second notification.

[0113] With this configuration, the driver can be notified by visual information that the left and right brake pedals 31L and 31R are not connected. If the connecting member 33 is not connected and the transmission 5 is in a geared state above a predetermined speed, the driver can be given a corresponding warning by audible information.

[0114] (Item A9) The work vehicle 1 as described in Item A8, wherein the control device 40 cancels the alarms of the first alarm device 71 and the second alarm device 72 when it determines that the left and right brake pedals 31L and 31R are connected by the connecting member 33, and the alarm of the second alarm device 72 is canceled when the left and right brake pedals 31L and 31R are not connected by the connecting member 33 and the transmission 5 is in a geared state below a predetermined speed.

[0115] With this configuration, when the left and right brake pedals 31L and 31R are connected by the connecting member 33, the alarms of the first alarm device 71 and the second alarm device 72 are deactivated, so the alarms can be terminated immediately. Also, when the transmission 5 is in a geared state below a predetermined speed, the alarm of the second alarm device 72 is deactivated, so the alarm of the second alarm device 72 can be terminated immediately.

[0116] (Item A10) A work vehicle 1 as described in any one of items A1 to A9, wherein the control device 40 is equipped with a coupling device 8 to which a work device 2 is attached, and even if the control device 40 determines that the coupling member 33 is in an uncoupled state and the determination condition is met when the work device 2 is in a working position, it does not perform a second notification by the second notification device 62.

[0117] With this configuration, even if the conditions for determining whether the vehicle can travel at a speed of a predetermined speed or higher are met when the working device 2 is in a working position and the connecting member 33 is not connected, the second notification device 62 will not perform a second notification. This prevents the inconvenience of the second notification being issued while the working device 2 is working.

[0118] (Item A11) A work vehicle 1 according to any one of items A1 to A9, comprising a coupling device 8 to which a work device 2 is attached, wherein the control device 40 determines whether or not to perform a second notification by the second notification device 62 depending on whether the work device 2 is a contact-to-ground work type or a non-contact-to-ground work type.

[0119] With this configuration, the control device 40 determines whether or not to execute the second notification depending on whether the work device 2 is a contact-to-ground work type or a non-contact-to-ground work type. Therefore, the second notification can be appropriately executed depending on whether the work device 2 is a contact-to-ground work type or a non-contact-to-ground work type.

[0120] (Item A12) The control device 40 strengthens the second notification as time elapses or as the vehicle speed increases after the second notification, any one of items A1 to A11, the work vehicle 1 according to claim 1.

[0121] With this configuration, the control device 40 strengthens the second notification as time elapses or as the vehicle speed increases after the second notification, thereby providing a stronger warning to the driver. The driver will be unable to ignore such a warning and will strive to drive in a way that eliminates the warning. This ensures the safety of driving the work vehicle 1.

[0122] The embodiments disclosed herein should be considered in all respects to be illustrative and not restrictive. The scope of the present invention is indicated by the claims rather than by the foregoing description, and all modifications within the meaning and scope equivalent to the claims are intended to be included. [Explanation of Symbols]

[0123] 1. Work vehicles 2. Working equipment 3. Vehicle Body 5. Transmission 8 Coupling device 32B Shuttle Lever 33 Connecting member 40 Control device 42d Vehicle speed acquisition part 61. First notification device 62. Second notification device 71 First alarm device 72 Second alarm device 73 Third alarm device

Claims

1. A connecting member that can connect the left and right brake pedals, A first notification device that provides the first notification, A second notification device that provides a second notification, A control device is provided, When the control device determines that the connecting member is in a disconnected state, it causes the first notification device to perform the first notification. A work vehicle that, upon determining that the connecting member is in an unconnected state and that the conditions for driving at a vehicle speed of a predetermined speed or higher are met, further causes the second notification device to perform a second notification.

2. The work vehicle according to claim 1, wherein the control device determines that the determination condition is met when the vehicle speed or vehicle speed command value is equal to or greater than a threshold value.

3. The first notification device is a first alarm device that provides an alarm using visual information as the first notification, The work vehicle according to claim 2, wherein the second notification device includes a second alarm device that provides an alarm using sound information as a second notification.

4. Equipped with a vehicle speed detection sensor that acquires vehicle speed, When the control device determines that the left and right brake pedals are connected by the connecting member, it cancels the alarms of the first alarm device and the second alarm device. The work vehicle according to claim 3, wherein the left and right brake pedals are not connected by the connecting member, and the alarm of the second alarm device is canceled if the vehicle speed obtained by the vehicle speed detection sensor remains below the threshold for a predetermined period of time.

5. The work vehicle according to claim 3 or 4, further comprising a third alarm device that provides an alarm based on display information, as the second notification device.

6. The work vehicle according to claim 5, wherein the third alarm device provides a different warning from the first alarm device.

7. The work vehicle according to claim 1, wherein the control device determines that the determination condition is met when the transmission is in a shifted state of a predetermined speed or higher.

8. The first notification device is a first alarm device that provides an alarm using visual information as the first notification, The work vehicle according to claim 7, wherein the second notification device includes a second alarm device that provides an alarm using sound information as a second notification.

9. When the control device determines that the left and right brake pedals are connected by the connecting member, it cancels the alarms of the first alarm device and the second alarm device. The work vehicle according to claim 8, wherein the left and right brake pedals are not connected by the connecting member, and the alarm of the second alarm device is released when the transmission is in a geared state below a predetermined speed.

10. It is equipped with a coupling device to which a work device is attached, The work vehicle according to claim 1, wherein the control device determines that the connecting member is in a disconnected state and the determination condition is met when the work device is in a working position, but does not allow the second notification by the second notification device to be executed.

11. It is equipped with a coupling device to which a work device is attached, The work vehicle according to claim 1, wherein the control device determines whether or not to perform a second notification by the second notification device depending on whether the work device is a contact-to-ground work type or a non-contact-to-ground work type.

12. The work vehicle according to claim 1, wherein the control device strengthens the second notification as time elapses since the second notification or as the vehicle speed increases after the second notification.

Images