CN115997511A - Work vehicle - Google Patents

Abstract

The invention aims to provide a work vehicle which can accommodate small articles and has improved convenience. The work vehicle includes: a traveling vehicle body; a work machine attached to the traveling vehicle body; a receiving antenna for acquiring position information of the traveling vehicle body; a frame supporting the receiving antenna; and a radome that covers the receiving antenna, wherein the frame is provided with a housing portion, and wherein the work vehicle is provided with a support member that supports the receiving antenna or the radome, and the housing portion is configured by the support member.

Description

Work vehicle

Technical Field

The present invention relates to an agricultural work vehicle such as a rice transplanter or a tractor that can be automatically driven.

Background

Conventionally, a work vehicle (hereinafter, also simply referred to as a "vehicle") that automatically drives (automatically steers) a steering wheel in a field and automatically travels on the field is known.

For example, patent document 1 discloses a work vehicle (rice transplanting machine) that can assist in traveling straight by automatically driving a steering wheel under the control of a control unit (control device 200) so that the vehicle follows a traveling path using position information of the vehicle acquired by a GNSS (Global Navigation Satu System: global satellite navigation system) receiver when performing agricultural work while traveling straight on a field.

In the work vehicle described in patent document 1, even when the vehicle turns on the land, the steering wheel can be automatically driven under the control of the control unit.

Specifically, as shown in fig. 4 of patent document 1, when turning, the steering wheel is automatically driven to a predetermined angle and the vehicle is driven to a target azimuth angle θ1, and then the steering wheel is automatically returned to a neutral position (a straight position) and is moved straight by a predetermined distance. Then, the operator runs the vehicle body to the target azimuth angle θ2 while making the steering wheel to a predetermined angle again, and finally, the operator automatically returns the steering wheel to the neutral position, whereby the operator can turn the vehicle to the position where the seedling is transplanted while following the straight running. Hereinafter, each course of transplanting seedlings while the working vehicle is traveling straight is referred to as a "transplanting course".

In this way, regardless of the position information and the travel path information acquired by the GNSS receiver, the vehicle can turn to the position of the following insertion stroke based on the steering angle and the travel distance of the steering wheel, and therefore, the vehicle can turn smoothly and stably without causing a jerky motion during turning. Hereinafter, the control of automatically driving the steering wheel to make the work vehicle travel straight is referred to as "straight control", and the control of automatically driving the steering wheel to make the work vehicle turn is referred to as "turning control".

Prior art literature

Patent literature

Patent document 1: japanese patent laid-open No. 2021-069293

However, in the work vehicle, it is preferable that small articles or items (items) located on the vehicle can be stored during the period of automatic driving, particularly during the period of automatic driving of the work vehicle in an unmanned state. However, although small articles or articles can be placed on the floor steps or seats, convenience is not good.

Disclosure of Invention

Accordingly, an object of the present invention is to provide a work vehicle capable of accommodating small articles and having improved convenience.

The present invention provides a work vehicle including: a traveling vehicle body 2; a work machine attached to the traveling vehicle body 2; a receiving antenna 130 for acquiring positional information of the traveling vehicle body 2; a frame supporting the receiving antenna 130; and a radome 50 covering the receiving antenna 130, the frame including a housing 53.

According to the present invention, the housing portion can be provided by the frame supporting the receiving antenna, and the convenience can be improved by housing the article or the small article.

In a preferred embodiment of the present invention, the work vehicle is provided with a support member 104, the support member 104 supports the receiving antenna 130 or the radome 50, and the support member 104 forms the accommodating portion 53.

According to the preferred embodiment of the present invention, intrusion of water or dust into the storage portion can be prevented. In addition, the receiving portion can be configured by the support member, and the articles and small articles can be received, thereby improving convenience.

In a further preferred embodiment of the present invention, the receiving portion 53 is located below the receiving antenna 130.

According to the preferred embodiment of the present invention, intrusion of water or dust into the storage portion can be prevented.

In a preferred embodiment of the present invention, the receiving portion 53 receives a precision instrument such as a terminal of the receiving antenna 130 or a cable, and the elastic body 84 is laid under the precision instrument.

According to the preferred embodiment of the present invention, vibration transmission and shock transmission to the precision instrument stored in the storage section can be suppressed.

According to the present invention, the housing portion can be provided by the frame supporting the receiving antenna, and the convenience can be improved by housing the article or the small article.

Drawings

Fig. 1 is a schematic left side view of a work vehicle according to a preferred embodiment of the present invention.

Fig. 2 is a schematic plan view of the work vehicle shown in fig. 1.

Fig. 3 is a block diagram of a control system, a detection system, an input system, and a drive system of the work vehicle shown in fig. 1.

Fig. 4 is an enlarged view of the main shift lever shown in fig. 1, and is a schematic view showing an operation range of the main shift lever.

Fig. 5 is a schematic plan view showing a path along which the working vehicle shown in fig. 1 travels while transplanting seedlings in a field.

Fig. 6 is a flowchart showing a process of turning control by the control unit of the work vehicle shown in fig. 1.

Fig. 7 is a schematic plan view showing the relationship between the plurality of steps shown in fig. 6 and the direction (azimuth) of the traveling vehicle body.

Fig. 8 is a view showing a setting screen of control values displayed on a monitor in steering angle correction control.

Fig. 9 is a flowchart showing a procedure of turning control based on the form of "reverse turning".

Fig. 10 is a flowchart showing a procedure of turning control by a control unit of a work vehicle according to another preferred embodiment of the present invention.

Fig. 11 is a block diagram of the work vehicle shown in fig. 1.

Fig. 12 is a diagram showing a remote controller for remotely operating the work vehicle.

Fig. 13 is a schematic front view of the vicinity of the status display lamp shown in fig. 1.

Fig. 14 is an enlarged perspective view of the vicinity of the status display lamp in a posture extending in the up-down direction.

Fig. 15 is an enlarged perspective view of the vicinity of the status display lamp in a posture extending in the horizontal direction.

Fig. 16 is an enlarged perspective view of the vicinity of the status display lamp as viewed from the diagonally right rear.

Fig. 17 is an enlarged perspective view of the vicinity of the status display lamp as seen from the obliquely lower left front side.

Fig. 18 is an enlarged perspective view showing an inner surface of the storage box shown in fig. 16.

Detailed Description

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings.

Fig. 1 is a schematic left side view of a work vehicle 1 according to a preferred embodiment of the present invention, and fig. 2 is a schematic plan view of the work vehicle 1 shown in fig. 1.

In the present specification, as indicated by an arrow in fig. 1 or 2, one side in the traveling direction of the work vehicle 1 is referred to as the front side, and unless otherwise specified, the left side in the traveling direction of the work vehicle 1 is referred to as the "left" and the opposite side is referred to as the "right".

The working vehicle 1 of the present embodiment is a rice transplanter for transplanting rice seedlings in a field, and includes, as shown in fig. 1 and 2: a traveling vehicle body 2 (hereinafter, also simply referred to as "body"); a seedling transplanting portion 63 (an example of the working machine of the present invention) mounted on the rear portion of the traveling vehicle body 2; a fertilizer applicator 26 for supplying fertilizer to the field; a pair of left and right scribe marks 40 that form a line on the field as a target of a running position when the seedling is transplanted and running; a receiving antenna 130 provided at the front of the traveling vehicle body 2; an orientation sensor 80 that detects an orientation in which the traveling vehicle body 2 is oriented; and an auxiliary seedling frame 74 provided at the front of the traveling vehicle body 2 and accommodating seedlings supplied to the seedling transplanting portion 63.

As shown in fig. 1, the traveling vehicle body 2 includes: a control portion 87 (corresponding to a "control unit" of the present invention) covered by the front cover 47; a main frame 3 disposed substantially in the center of the traveling vehicle body 2; a rear frame 6 attached to a rear end portion of the main frame 3 and extending in the width direction of the work vehicle 1; a bottom pedal 60 disposed above the main frame 3; a driver's seat 48 disposed above the bottom pedal 60; a manipulation section 49; an engine 7 provided below the driver's seat 48; a pair of left and right front wheels 8 (steering wheels) and a pair of left and right rear wheels 9 as running wheels; and a transmission mechanism such as a transmission case 30 for transmitting the power of the engine 7 to the pair of left and right front wheels 8 and rear wheels 9.

As shown in fig. 2, the manipulation unit 49 includes: a main shift lever 35 that changes the forward/backward movement and the vehicle speed of the traveling vehicle body 2; a steering mechanism 43 including a steering wheel 56 for steering the pair of right and left front wheels 8; a straight auxiliary lever 79 provided near the left side of the steering wheel 56; a monitor 61 (see fig. 8) having an operation switch; and an operation portion 54 provided with various operation switches for operating the work vehicle 1. In the present embodiment, a straight-running control (so-called straight-running assist) for automatically driving the steering wheel to run straight and a turning control for automatically driving the steering wheel to turn the work vehicle can be executed based on the output signal of the control unit 87.

The straight assist lever 79 is swung to be operated when position information of the traveling vehicle body 2 is acquired and when the straight control is started or stopped.

The control unit 87 includes: a processing unit 89 having a CPU (Central Processing Unit: central processing unit); and a storage unit 93 having a ROM (Read Only Memory) and a RAM (Random Access Memory: random access Memory), and various programs and data for controlling the work vehicle 1 are stored in the storage unit 93.

As shown in fig. 3, the work vehicle 1 detection system includes: a steering sensor 58 that detects a steering angle of the steering wheel 56; a steering motor sensor 45 provided to the steering motor 57 and detecting a rotational position and a rotational speed of the steering motor 57; an engine rotation sensor 96 that detects the rotation speed of the engine 7; a link sensor 190 that detects a relative angle of the upper link arm 85 with respect to the link base frame 10; a receiving antenna 130 for receiving electric waves from an artificial satellite; a rear wheel rotation sensor 29 that counts the rotation speed of each of the left and right axles 82 connected to the pair of left and right rear wheels 9; a hull sensor 33 that detects the up-down position of the front of the center hull 38; an orientation sensor 80; a tilt detection sensor 37 that detects a tilt of the traveling vehicle body 2 in the sway direction; a conductivity sensor 98 that acquires data of fertility used for variable fertilization; a depth sensor 99; and a temperature sensor 1000.

The receiving antenna 130 is an example of the "position information acquisition unit" of the present invention.

As shown in fig. 3, the input system of the work vehicle 1 includes: a main shift lever sensor 36 that detects an operation position of a main shift lever 35 (see fig. 1, 2, and 4) that changes a forward/reverse direction and a vehicle speed of the work vehicle 1; a straight assist lever sensor 81 that detects an operation of a straight assist lever 79 (see fig. 1 and 2) that is swung to be operated upward and downward when position information of the traveling vehicle body 2 is acquired and when straight control is started or stopped; a finger lever sensor 16 for detecting the swing operation of the finger lever 23 for lifting and lowering the seedling-transplanting portion 63; a transplanting on-off switch 19 for switching on-off of the transplanting operation of the seedling; a monitor 61 shown in fig. 8; a marker switch 28 for performing a switching operation of the posture of each of the left and right scribe markers 40; and a turning control switch 17 that sets the turning control. The marker switch 28 and the turning control switch 17 are provided in the operation unit 54.

In the present embodiment, the turning control switch 17 is configured to be operated to set the turning control, whereby the turning control can be selected in any one of the forms of "U-turn" which is a normal turning and "back turn" which is most suitable for seedling replenishment at the ridge side.

As shown in fig. 3, the drive system of the work vehicle 1 includes: a throttle motor 97 that adjusts an intake air amount of the engine 7 provided below the driver's seat 48; an electro-hydraulic valve 88 for extending and retracting the lifting hydraulic cylinder 12 when the seedling transplanting part 63 is lifted and lowered; an HST servomotor 150 for adjusting the opening degree of a trunnion in the hydrostatic continuously variable transmission 25, and changing the forward/reverse direction and the vehicle speed of the work vehicle 1; a steering motor 57 that rotates the steering shaft 83 and the steering wheel 56; a solenoid valve 103 for switching on and off a side clutch of the rear wheel 9; a power steering section 108; an insertion clutch motor 27 for operating the insertion clutch; a marker motor 34 for swinging the pair of left and right scribe markers 40; and a fertilizer amount adjustment motor 66 that adjusts the amount of fertilizer applied to the field by fertilizer unit 26.

In the present embodiment, the control unit 87 is configured to control the solenoid valve 103 so as to switch to a state in which power is not transmitted to the rear wheels 9 on the inside of the turn, because the traveling vehicle body 2 is considered to be turning when the steering angle of the steering wheel 56 is equal to or greater than the threshold value (in other words, when the steering wheel 56 is turned to one side greatly to the left and right) while the traveling vehicle body 2 is traveling. With this structure, the vehicle can smoothly turn around the ground in the field.

The steering motor 57 is driven by the control unit 87 for the purpose of automatically rotating the steering wheel 56 during the straight-ahead control and the turning control, and the rotational position and the rotational speed of the steering motor 57 are detected by the steering motor sensor 45 during the straight-ahead control and the turning control. In the present embodiment, the steering motor 57 uses a speed control motor capable of feedback-controlling the rotational speed based on the actual rotational speed detected by the steering motor sensor 45.

As shown in fig. 5, the seedling-raising field 200 of the work vehicle 1 is a flat paddy field, which is substantially rectangular in plan view, and includes 2 sides 201 and 203 extending in the north-south direction, 2 sides 202 and 204 extending in the east-west direction, 4 peripheral regions 211 to 214 extending along the sides 201 to 204, and a central region 210 surrounded by the 4 peripheral regions 211 to 214. The 2 peripheral areas 211, 213 are so-called ground heads, and the width in the north-south direction of each peripheral area 211, 213 and the width in the east-west direction of each peripheral area 212, 214 are equal to or greater than the working width (width of the row number of seedlings 8) of the seedling transplanting portion 63 of the working vehicle 1.

Next, the following describes in detail the straight travel control and the turning control of the work vehicle 1, taking this field 200 as an example. For convenience, the field 200 is set to the shape, size, and orientation (azimuth) described above, but the field in which the straight-line control and the turning control are performed is not particularly limited.

When seedlings are planted in the field 200, the straight control and the turning control by the control unit 87 are alternately performed, seedlings are planted in the central area 210 while the field 200 is traveling in a serpentine shape, and thereafter, seedlings are planted in the 4 peripheral areas 211 to 214 in sequence as indicated by the gray thick lines with arrows in fig. 5. In the present embodiment, in order to perform the turning control by the control unit 87, the turning control switch 17 needs to be operated in advance, and the turning control is set to be performed.

When seedlings are planted in the central area 210, first, position information of the start point and the end point of the reference line used for the straight control is acquired by so-called teaching. In the straight traveling control, the steering motor 57 is driven to travel straight in parallel with a virtual reference line connecting the start point and the end point (more specifically, in such a manner that the working vehicle 1 is along a virtual target line parallel to the reference line, which will be described later in detail), and the steering angle of the steering wheel 56 is adjusted.

When acquiring the position information of the start point of the reference line, the work vehicle 1 is moved to the north position in the peripheral edge area 212 of the field 200 shown in fig. 5 based on the operator's manipulation (the operation of the main shift lever 35 and the steering wheel 56), and the straight auxiliary lever 79 is swung downward, whereby the position information of the start point 218 of the reference line is acquired using the receiving antenna 130.

Next, when the marker switch 28 is operated to switch the eastern side marker 40 (the side of turning, in this case, the left side marker 40) to the active posture, the work vehicle 1 moves to the position on the south side in the peripheral edge area 212 as indicated by the arrow-headed broken line 208 based on the manipulation of the operator, and the straight auxiliary lever 79 is swung downward. As a result, the position information of the end point 219 of the reference line is acquired using the receiving antenna 130. The positional information of the start point and the end point of the reference line acquired as described above is stored in the storage unit 93. In the present embodiment, for convenience, a virtual reference line connecting the start point and the end point will be described as a line extending in the north-south direction accurately.

In the present embodiment, when the marker switch 28 is operated to switch the scribe marker 40 to the active posture, the turning of the work vehicle 1 is detected based on the output signal of the steering sensor 58 every time the work vehicle 1 turns, one of the scribe markers 40 in the active posture is automatically switched to the inactive posture, and the other of the scribe markers 40 is automatically switched to the active posture after the work vehicle 1 turns.

In the present embodiment, the vehicle speed is set based on the operation position of the main shift lever 35 in both the case where the operator turns the steering wheel 56 and the case where the steering wheel 56 is turned based on the output signal of the control unit 87 (straight running control and turning control), but the vehicle speed is limited to a predetermined speed or less at any time during the turning control.

When positional information of the start point and the end point of the reference line is acquired, the working vehicle 1 turns to the east side based on the operator's manipulation, moves to the planting start position 207 (x mark) of the first row (first planting stroke) in the central area 210, and starts straight running with the planting of the seedling in the planting stroke shown as the "first row" in fig. 5.

Specifically, after the finger lever 23 shown in fig. 4 is swung downward to switch the seedling transplanting portion 63 to the working position, the respective transplanting devices 64 are driven by pressing the transplanting on-off switch 19, and the transplanting of seedlings is started by 8 rows of transplanting pieces 69 (see fig. 2). At this time, as shown in fig. 5, the right scribe marker 40 is automatically switched to the active posture, and the scribe body 41 is rolled on the field, whereby a line that is the target of the travel position is formed at the position of the "second row" in fig. 5.

Next, the operator swings the straight auxiliary lever 79 upward, and starts straight control by the control unit 87. The conditions for starting the straight control are: the straight assist lever 79 is swung upward in a state where the angular difference between the target line (a virtual line indicating the position to be travelled and a line parallel to the reference line) and the direction of the travelling vehicle body 2 (the direction of the vehicle body 2) is less than 30 °.

In the straight traveling control, the control unit 87 is configured to drive the steering motor 57 based on the detection signals output from the receiving antenna 130 and the azimuth sensor 80, and steer the pair of right and left front wheels 8 as steering wheels so that the work vehicle 1 travels straight in parallel with a reference line 208 indicated by a broken line with an arrow in fig. 5, the reference line 208 being a line connecting a start point and an end point at which position information is acquired by the swinging operation of the straight traveling auxiliary lever 79. As a result, work vehicle 1 travels straight north in the line shown as the "first line".

In the straight-line control according to the present embodiment, the control unit 87 is configured to drive the steering motor 57 along the target line after setting a virtual target line extending parallel to the reference line 208 at a position offset from the reference line 208 by 240cm (30 cm between lines×8 seedlings) toward the next working line side (east side) during the "first row" travel in the central region 210. In addition, during traveling in the "nth row" (n is an integer of 2 or more), the control unit 87 is configured to set a target line extending parallel to the reference line 208 at a position offset 240cm from the line of the (n-1) th row toward the next working row (east side), and then drive the steering motor 57 along the target line.

However, in the straight-line control, it is not necessarily required to drive the steering motor 57 so that the machine body 2 runs along the generated target line, and in the straight-line control, only the direction in which the reference line extends may be set as the target direction, and the steering motor 57 may be driven so that the direction deviation between the direction of the machine body 2 and the target direction becomes small from the point at which the straight-line assist lever 79 swings upward in each of the first to n-th columns.

When the work vehicle 1 approaches the peripheral edge area 213 (north ground), the operator swings the straight auxiliary lever 79 upward, and the straight control by the control unit 87 is terminated.

In the work vehicle 1 of the present embodiment, the configuration is as follows: in a state where the turning control is set by the operation of the turning control switch 17, when the main shift lever 35 is in the forward position (vehicle forward position) and the finger lever 23 is swung upward, the turning control by the control unit 87 is started. Turning control under "U-turn" will be described in detail first.

Fig. 6 is a flowchart showing a process of turning control by the control unit 87 of the work vehicle 1 shown in fig. 1, and fig. 7 is a schematic plan view showing a relationship between a plurality of steps shown in fig. 6 and the direction (azimuth) of the traveling vehicle body 2. In fig. 7, a single-dot chain line with an arrow (during straight running) and a two-dot chain line with an arrow (during cornering running) indicate a locus of movement of a central portion in the width direction (left-right direction) of the work vehicle 1. In fig. 7, the portion shown in fig. 6 (relating to step s 10) is shown in gray for convenience.

In the turning control, first, the control unit 87 acquires data of the distance to the turning target position from the storage unit 93 (step s 1).

Here, the turning control is aimed at turning the work vehicle 1 to an east-west direction position (east-west direction position where a line is formed by the scribe marks 40) where the work vehicle runs straight after turning, and the turning target position (position where the work vehicle 1 should be located after turning, position of the following insertion stroke) in the case of turning from the "first row" to the "second row" is the position of the "second row" shown in fig. 5 (east-west direction position). That is, in other words, the distance up to the turning target position is the distance between the "first row" and the "second row" (in the east-west direction in the field 200) shown in fig. 5, and in the present embodiment, since the seedling transplanting portion 63 is configured as an 8-row transplanting transplanter having 8 rows of the transplanting pieces 69 arranged in the left-right direction, data of a value of 240cm (30 cm×8 rows between rows) is stored. In addition, "first row" to "nth row" shown in fig. 5 are "planting strokes" for planting seedlings while the working vehicle 1 is traveling straight, respectively.

When the data of the distance up to the turning target position is acquired in this way, the control unit 87 drives the HST servomotor 150 to limit the vehicle speed to 0.75[ m/s ], and drives the steering motor 57 to start turning of the steering wheel 56 in the direction of the next operation line (to the right side when turning the "second row") so as to be the predetermined steering angle θd [ degree ] (step s 2). In this specification, [ ] represents a unit.

Here, in the present embodiment, the predetermined steering angle θd [ degree ] used in the turning control is the following steering angle: in the 8-row-inserted work vehicle 1, the steering wheel 56 is turned in a state of automatically maintaining the predetermined steering angle θd in a field under standard conditions, and when the direction of the body 2 is changed by 180 ° from the direction (azimuth) before turning to the yaw direction (specifically, the time equal to or less than θst described in detail later), the steering angle of the steering wheel 56 is returned to the neutral position, whereby the vehicle can be turned to the turning target position.

Specifically, the field as a standard condition is a field in which the slip ratio of the traveling wheels 8, 9 (the ratio of the slip calculated by dividing the actual traveling distance detected by the receiving antenna 130 or the like by the traveling distance of the work vehicle 1 estimated from the rotation speed or the like of the axle 82 of the rear wheel 9, etc.) is about 10% and the depth of the field is about 20 cm. As a result of performing the turning test of the work vehicle 1 on such a land a plurality of times, the steering angle of the steering wheel 56 that can turn to the turning target position is θd [ degrees ].

The steering angle θd [ degree ] of the steering wheel 56 differs depending on the tread width, the wheel base, the position of the following insertion stroke, and the like of the traveling wheel, but in the working vehicle 1 of the 8-row insertion of the present embodiment, the angle is an angle of 20 ° or more (the upper limit of the steering angle correction value described in detail later) before the tie position (the lock position, the position where the left and right sides are rotated to the limit), and the angle from the neutral position exceeds 100 °. That is, the steering angle θd [ degree ] of the steering wheel 56 is an angle of 20 ° or more from the dead position to the neutral position side. In the present embodiment, when the steering wheel 56 is turned to the steering angle θd, the control unit 87 is configured to stop driving the steering motor 57 when the detection signal of the steering sensor 58 (see fig. 3) detects that the steering angle of the steering wheel 56 is the steering angle θd [ degree ], and then drive the steering motor 57 based on the detection signal of the steering motor sensor 45, but this is not necessarily required. Further, when the steering angle of the steering wheel 56 is θd [ deg ], a dead zone of about 3 bits may be provided, and when the steering angle is within the range of θd±3 bits, the driving of the steering motor 57 may be stopped. The target steering angle θd before correction, the current steering angle θa [ degree ], and the target steering angle θdi [ degree ] after correction, which are described later, are steering angles from the neutral position of the steering wheel 56.

As described above, in the field of the standard condition, the steering wheel 56 is automatically turned while being maintained at the predetermined steering angle θd [ degree ], so that the vehicle can be turned to the turning target position.

However, when turning control is performed on a field that is not a standard condition, the driving force becomes weak due to slip of the traveling wheels 8, 9, and when the traveling vehicle body 2 turns around at this place with little forward movement, if turning is performed until the traveling vehicle body 2 turns 180 ° in the yaw direction while maintaining the steering wheel 56 at the predetermined steering angle θd, as indicated by the grey thin line with an arrow in fig. 5, the vehicle 1 may be positioned at a position offset toward the near side (the west side in fig. 5) from the turning target position.

In addition, when the field is too shallow, the slip of the traveling wheels 8, 9 is small compared to that of the standard condition field, and the vehicle 1 may turn too much, depending on the state of the field, and the vehicle is located at a position offset to the inside (east side in fig. 5) from the turning target position.

In view of such a situation, in the present embodiment, after starting the rotation of the steering wheel 56 to the predetermined steering angle θd, the control unit 87 calculates the slip amount of the traveling wheels 8, 9 from the angular velocity of the traveling vehicle body 2, and automatically steers or steers the steering wheel 56 to the steering angle θdi in consideration of the slip amount at a timing when the angle difference between the azimuth of the traveling vehicle body 2 and the target line of the "first row" (the line parallel to the reference line and located on the east side compared to the reference line) is 30 ° or more, as will be described later, and thereby can move the working vehicle 1 to the position of the turning target position (the position of the "second row" in the turning after the "first row" straight running) without excessively turning or excessively turning. In the following description, during the turning control, the control of the steering wheel 56 automatically returning or fully taking into account the steering angle θdi of the slip amount of the traveling wheels 8, 9 is referred to as "steering angle correction control".

In addition, in the conventional turning control of the work vehicle, the steering motor is used to uniformly turn the steering wheel at the highest speed regardless of the vehicle speed, and therefore, there is a problem as follows: when the vehicle speed is high, the travel distance until the rotation (steering) of the steering wheel is completed is long, and as a result, the steering is turned too much, whereas when the vehicle speed is low, the travel distance until the rotation of the steering wheel is completed is short, and as a result, the steering is turned too little.

In addition, in the conventional work vehicle, when the turning direction of the steering wheel is switched from the counterclockwise direction to the clockwise direction or from the clockwise direction to the counterclockwise direction during the turning control, emergency braking may occur, and gear noise may occur between the steering wheel and the steering motor.

In contrast, in the present embodiment, the constitution is as follows: when the rotation direction of the steering wheel 56 is switched (for example, when θdi is returned after θd is reached from the substantially neutral position), the control unit 87 controls: the rotation speed of the steering motor 57 (i.e., the rotation speed of the steering wheel 56) is gradually reduced from the highest speed up to the upper limit, and after the reversal, the rotation speed of the steering motor 57 (i.e., the rotation speed of the steering wheel 56) is gradually accelerated up to the upper limit. With this configuration, the impact at the time of reverse rotation can be reduced, and thus gear noise can be prevented.

On the other hand, when the steering wheel 56 is started to rotate to the predetermined steering angle θd, the control unit 87 calculates the ideal angular velocity ωi for turning the vehicle 1 to the position "second row" as the next turning target position without slipping of the traveling wheels 8, 9 (step s 3).

v is the actual vehicle speed [ m/s ] of the traveling vehicle body 2 obtained by the receiving antenna 130, and θa is the steering angle of the steering wheel 56 obtained by the steering sensor 58. Further, "0.071" is a parameter for obtaining the ideal angular velocity of the working vehicle 1 of the present embodiment, and is adjusted by multiplying the parameter by a different value according to the difference in tread width and wheelbase of the traveling wheel (the distance in the front-rear direction between the front wheel axle 31 and the rear wheel axle 82) because the ideal angular velocity during turning is different.

In the present embodiment, when the vehicle speed v is 0.1[ m/s ] or less, the control unit 87 determines that the working vehicle 1 is in a stop state, ωi=0. The value of ωi is calculated as a moving average of 0.1 seconds and 0.5 seconds of the data period before the steering angle correction control ends, and the value of ωi is continuously updated at all times.

Next, the control unit 87 calculates the actual angular velocity ωp in the yaw direction of the traveling vehicle body 2 from the detection signal of the azimuth (direction of the body 2) θp of the traveling vehicle body 2 at this time output from the azimuth sensor 80 (step s 4).

In the present embodiment, the frequency of output of the detection signal of the azimuth sensor 80 is 0.1 seconds (the data period is 0.1 seconds), and the value obtained by subtracting θ (p-1), which is the azimuth of the traveling vehicle body 2 before 1 data, from the azimuth θp of the traveling vehicle body 2 at that time acquired by the azimuth sensor 80 is multiplied by 10, so that the angular velocity ωp in the yaw direction of the actual traveling vehicle body 2 per 1 second can be calculated. In the present embodiment, the calculation is performed with a moving average of 0.5 seconds. In addition, the value of ωp is continuously updated at a later time.

In this way, when calculating the ideal angular velocity ωi and the angular velocity ωp in the yaw direction of the actual traveling vehicle body 2, the control unit 87 determines whether or not the steering angle of the steering wheel 56 has been set to the predetermined angle θd [ degree ] based on the detection signal of the steering motor sensor 45 (step s 5). In addition, as described above, when the dead zone is provided at the predetermined angle θd [ degree ], it is determined whether or not the steering angle of the steering wheel 56 is within the predetermined angle θd or the range of the dead zone before and after the predetermined angle θd.

If the result of the determination as to whether or not the steering angle of the steering wheel 56 is the predetermined angle θd is that the steering angle of the steering wheel 56 is smaller than the predetermined angle θd, the acquisition and determination of the detection signal of the steering motor sensor 45 are repeated until the steering wheel 56 is hit by the predetermined angle θd.

On the other hand, when the steering angle of the steering wheel 56 is the predetermined angle θd as a result of the determination, the control unit 87 drives the steering motor 57 to retract or fully drive the steering wheel 56 so that the steering angle of the steering wheel 56 becomes the calculated corrected steering angle θdi [ degree ] (step s6, see fig. 6 and 7).

Wherein thetadi is in the range of thetad-100 thetadi thetad +20 degrees, the steering angle is corrected in the range of 100 DEG from the steering angle thetad to the returning direction (the direction toward the neutral position) and 20 DEG to the footstrike direction (the direction toward the dead position=the lock position). That is, the lower limit of the steering angle correction value is-100 °, and the upper limit of the steering angle correction value is 20 °. In addition, when the steering wheel 56 is corrected (changed) to the steering angle θdi, a dead zone of about 3 bits may be provided in the front-rear direction.

As described above, θd [ degrees ] is such an angle as follows: in the field of the standard condition, the vehicle can be turned to the turning target position by the turning control while maintaining the steering angle of the steering wheel 56 at θd [ degree ].

Comprising the following items: regardless of the amount of slip (regardless of the amount of slip), the operator can arbitrarily correct the steering angle according to the actual turning situation.

The term that functions to correct the steering angle of the steering wheel 56 from the predetermined steering angle θd [ degree ] to the neutral position side is a term that functions to correct the steering angle of the steering wheel 56 from the predetermined steering angle θd [ degree ] to the dead position side.

As described above, θp is the azimuth of the traveling vehicle body 2 (the direction of the vehicle body 2) at this time, and it is desirable to change the control amount of the steering motor 57 according to the azimuth of the vehicle body 2 (the traveling vehicle body 2), so that it is multiplied by "sin θp·cos (θp/2)".

On the other hand, the value calculated from "ωp- ωi" ([ degree/sec ]) is a correlation value indicating the slip amount (the degree of slip) of the running wheels 8, 9.

Here, when the working vehicle 1 (the traveling vehicle body 2) turns, the traveling wheels 8 and 9 slip due to the state of the field, and the traveling vehicle body 2 hardly moves forward and turns around the field, the actual angular velocity ωp in the yaw direction of the traveling vehicle body 2 increases and the value calculated from ωp—ωi increases as compared with the case where the slip is small and the vehicle turns normally. That is, the slip amounts of the running wheels 8, 9 have a correlation with the value calculated from ωp to ωi. Therefore, by subtracting the ideal angular velocity ωi from the angular velocity ωp in the yaw direction of the actual traveling vehicle body 2, a correlation value indicating the slip amount (the degree of slip) can be calculated.

Therefore, for example, if the value of ωp to ωi is equal to or greater than a predetermined value, it may be determined that the traveling wheels 8 and 9 slip. In actual fields, ωp to ωi is approximately 0 to 5 and is about 10 at the maximum.

As described above, in the present embodiment, since the steering wheel 56 is retracted or fully steered (i.e., steering angle correction control is performed) in consideration of the slip amount calculated from ωp to ωi, it is possible to prevent an excessive cornering or an excessive cornering due to the slip amount of the traveling wheels 8, 9.

In addition, in the case where ωp- ωi < 0, θdi is calculated as (ωp- ωi) =0 assuming no slip. When the angular velocity detection is unstable at a low vehicle speed, although ωp- ωi may be locally smaller than 0, if calculation is performed in a state in which ωp- ωi is negative, θdi is corrected to the positive side (small turning side) and turning is unstable.

In contrast, in the present embodiment, when ωp- ωi < 0, θdi is calculated as (ωp- ωi) =0, and hence correction of an improper steering angle can be prevented.

Further, in the present embodiment, the operator can adjust the amount (angle, rotation amount) by which the steering wheel 56 is retracted or fully retracted from the steering angle θd in the steering angle correction control by setting the control value of the substitution variable x in advance on the monitor 61.

Fig. 8 is a diagram showing a setting screen of the control value displayed by the monitor 61 in the steering angle correction control, fig. 8 (a) is a diagram showing a setting screen of the control value in the steering angle correction control in the case of turning to the left, and fig. 8 (b) is a diagram showing a setting screen of the control value in the steering angle correction control in the case of turning to the right.

The monitor 61 has a display 32 for displaying a currently set control value and an operation switch 62 for setting the control value.

In the present embodiment, from among the values of 21 integers including-10 to 10 inclusive of 0, an arbitrary value is set as the value of the control value of the substitution variable x using the operation switch 62, the set value is stored in the storage unit 93, and the steering angle θdi [ degree ] is calculated by reading from the storage unit 93 at the timing shown in fig. 6 (step s 6).

The larger the value of the control value set in the range of-10 to 10, the larger the value of the angle subtracted from the steering angle θd becomes, and the larger the turning of the work vehicle 1 becomes. As a result, after turning, work vehicle 1 is located further to the rear (further to the east in fig. 5).

Therefore, when the operator compares the position of the work vehicle 1 after turning based on the turning control with the position of the line to be directly driven next formed by the scribe mark 40 in the east-west direction, and the operator sets the control value to be larger by using the operation switch 62 of the monitor 61 in the case where the work vehicle 1 after turning is located on the west side (near side) than the position of the line to be directly driven next, the position of the work vehicle 1 after turning can be shifted to the east side more, and the line to be directly driven next is aligned with the position in the east-west direction.

Further, the smaller the control value set in the range of-10 to 10, the smaller the value of the angle subtracted from the steering angle θd, and the larger the value added to the steering angle θd, the smaller the turning of the work vehicle 1 becomes. As a result, work vehicle 1 is located further toward the front side (further toward the west side in fig. 5).

Therefore, when the operator compares the position in the east-west direction of the work vehicle 1 after turning based on the turning control with the position in the east-west direction of the row to be directly driven by the scribe mark 40, and the work vehicle 1 after turning is located on the east side (the back side) of the position of the row to be directly driven, the control value is set smaller by the operation switch 62 of the monitor 61, and the position of the work vehicle 1 after turning can be shifted to the west side, so that the row to be directly driven is aligned with the position in the east-west direction.

In the present embodiment, as shown in fig. 8 (a) and 8 (b), a control value of a variable x substituted for the target steering angle θdi in the steering angle correction control performed in the leftward turning and a control value of a variable x substituted for the target steering angle θdi in the steering angle correction control performed in the rightward turning can be set independently of each other. In other words, in the case of turning to the left by the turning control and in the case of turning to the right by the turning control, the control value substituted into the variable x for calculating the target steering angle θdi can be set to different values.

Therefore, in the field 200 and the travel route shown in fig. 5, when the state of the field is different between the ground turning to the right, i.e., the north ground and the ground turning to the left, i.e., the south ground, by setting the control value appropriate for each ground, the position in the east-west direction of the following straight travel column can be made to coincide with the position in the west-west direction of the working vehicle 1 (travel vehicle body 2) after the turning, and therefore, the control can be smoothly shifted to the straight travel control after the turning.

On the other hand, as shown in fig. 6 and 7, when the steering wheel 56 is turned to the steering angle θdi, the control unit 87 determines whether or not the angle difference between the azimuth of the body 2 determined based on the detection signal output from the azimuth sensor 80 and the target line in the following straight running is 60 ° or less (step s 7).

When the angle difference between the orientation of the body 2 and the target line exceeds 60 ° as a result of the determination, the control unit 87 maintains the steering angle θdi of the steering wheel 56 until the angle difference is 60 ° or less.

On the other hand, when the angle difference between the orientation of the body 2 and the virtual target line is 60 ° or less as a result of the determination, the control unit 87 ends the steering angle correction control, drives the steering motor 57, changes the steering angle of the steering wheel 56 to θd (step s8, see fig. 6 and 7), and returns to the control of the steering wheel 56 based on the detection of the angle of the steering sensor 58.

In addition, while the steering angle correction control is being performed, the steering angle of the steering wheel 56 is held at θdi [ degree ] as described above, but during turning, the actual vehicle speed, the steering angle of the steering wheel 56, the orientation of the body 2, and the angular velocity are changed at all times, and therefore, the respective values of ωp (actual angular velocity of the body), ωi (ideal angular velocity), and θp (orientation of the body) are updated at all times. Therefore, the steering angle θdi [ degree ] of the steering wheel 56 during the steering angle correction control is also continuously changed (updated) until the angle difference between the orientation of the body 2 and the virtual target line is 60 ° or less (step s 8). As described above, in the present embodiment, the following state is maintained until the angular difference between the orientation of the body 2 and the target line is 60 ° or less: the correction is a steering angle that takes into account the slip amounts of the running wheels 8, 9 and the control value of the steering angle correction set on the monitor 61.

When the steering angle of the steering wheel 56 is changed to θd in this way, the control unit 87 determines whether or not the angle difference between the azimuth of the body 2 determined based on the detection signal output from the azimuth sensor 80 and the virtual target line in the following straight running is 50 ° or less (step s 9).

If the angle difference between the orientation of the body 2 and the virtual target line in the subsequent insertion stroke (for example, "second row") exceeds 50 °, the determination is repeated until the angle difference is 50 ° or less.

On the other hand, when the angle difference between the direction of the machine body 2 and the virtual target line in the following straight running is 50 ° or less as a result of the determination, the control unit 87 drives the HST servomotor 150 to limit the vehicle speed to 0.5m/s (step s10, see fig. 6 and 7).

When the vehicle speed of the work vehicle 1 is limited to 0.5m/s, the control unit 87 calculates the azimuth of the body 2 to start returning the steering wheel 56 to the neutral position (step s 11).

Next, the control unit 87 determines whether or not the angle difference between the azimuth of the body 2 determined based on the detection signal output from the azimuth sensor 80 and the virtual target line in the following straight running is equal to or smaller than the calculated angle θst (step s 12).

When the angle difference between the direction of the body 2 and the target line in the following straight running exceeds θst [ degree ], the determination is repeated until the angle difference is equal to or less than θst [ degree ] while maintaining the steering angle of the steering wheel 56 at θd.

On the other hand, when the angle difference between the direction of the body 2 and the target line in the following straight running is equal to or less than θst [ degree ], as a result of the determination, the control unit 87 drives the steering motor 57 to return the steering wheel 56 to the neutral position (step s 13). As a result, after turning, the orientation of the machine body 2 is fixed (in the case of the field 200 and the travel path shown in fig. 5, north or south).

In the present embodiment, the following is provided: the steering wheel 56 is returned to the neutral position at a time when the difference between the azimuth of the body 2 and the target line in the following straight running is equal to or smaller than the calculated angle, but the steering wheel 56 may be returned to the neutral position at a time when θst=180-1.32·ωp [ degree ] changes from the azimuth before turning to the yaw direction. In either case, the same effect is achieved.

As described above, in the turning control of the present embodiment, the steering angle correction control for returning or stepping up the steering wheel 56 to the steering angle θdi is performed in the middle, and the steering angle θdi is obtained by taking into consideration the slip amount calculated by ωp- ωi and the control value of the steering angle correction set on the monitor 61, so that it is possible to prevent an excessive turning or a too small turning due to the slip amount of the traveling wheels 8, 9.

Further, as a result of the turning control performed by the operation of the turning control switch 17, if the work vehicle 1 turns to a position different from the position in the east-west direction (the position of the line formed by the scribe marker 40, and also the position of the virtual target line) in which the work vehicle is traveling straight next (an understeer or an oversteer), the operator can adjust the position in the east-west direction of the work vehicle 1 (the traveling vehicle body 2) after the turning by operating the operation switch 62 shown in fig. 8 to change the control value substituted into the variable x.

When the turning control is completed in this way, the control unit 87 releases the limitation of the vehicle speed, drives the HST servomotor 150, and changes the vehicle speed to the vehicle speed corresponding to the operation position of the main shift lever 35. Further, the control unit 87 is configured to: the seedling transplanting portion 63 is automatically lowered to the working position to start the transplanting of seedlings, and the straight assist lever 79 for starting the straight control is not operated, and the control is automatically shifted to the straight control (the straight control is started).

As a result, the working vehicle 1 can travel in the south direction at the position shown as the "second row" in fig. 5, and at the same time, seedlings are planted at appropriate intervals on the east side of seedlings planted when traveling in the north direction at the "first row" position.

When the work vehicle 1 approaches the peripheral edge 211 under the straight travel control, the operator swings the straight travel assist lever 79 upward, and the straight travel control by the control unit 87 is ended.

Next, the operator swings the finger lever 23 shown in fig. 4 upward to raise the seedling-transplanting portion 63, and makes a turn from the "second row" to the "third row" by the turning control in the same manner as in the case of turning from the "first row" to the "second row".

Hereinafter, similarly, the working vehicle 1 travels to the "nth row" position while repeating straight traveling (shown by a one-dot chain line in fig. 5) accompanied by seedling insertion and turning (shown by a two-dot chain line in fig. 5) by turning control.

In this way, after seedlings are planted in the entire central region 210, the working vehicle 1 runs in the peripheral regions 211 to 214 in sequence based on the operator's manipulation, and seedlings are planted. As a result, seedlings are planted in the entire field 200.

The method of transplanting seedlings in the field while alternately performing the straight-running control and the turning control based on the form of "U-turn" is described in detail above, but when the "reverse turn" is set by the operation of the turning control switch 17, the turning control is performed as follows.

Fig. 9 is a flowchart showing a procedure of turning control based on the form of "reverse turning".

As shown in fig. 9, before turning control by the form of "reverse turning", the straight assist lever 79 is swung upward in each straight running row such as "first row" shown in fig. 5, and after the straight running control by the control unit 87 is completed, the work vehicle 1 is driven by the manipulation of the operator and stopped at the position of the ridge side as the peripheral edge region 211 or 213 of the ground. In the case of insufficient seedlings, the seedlings are supplied at this timing by the operator or an assist person in the ridge.

Next, when the main shift lever 35 is operated to the reverse region (see fig. 4 (b)), turning control based on the form of "reverse turning" is started.

When turning control is started by the reverse of the work vehicle 1, first, the control unit 87 acquires data of the distance to the turning target position from the storage unit 93 (step ss 1). The definition of the turning target position is the same as in the case of "U-turn".

Next, the control unit 87 returns the steering wheel 56 to the neutral position, and causes the machine body 2 to update the predetermined distance and stop. In the present embodiment, the body is configured to be retracted by 106cm based on the detection signal of the rear wheel rotation sensor 29.

Thus, when the body 2 is parked, the control unit 87 limits the vehicle speed to 0.75[ m/s ], advances the body, and drives the steering motor 57 so as to make the predetermined steering angle θd [ degree ], thereby starting the turning of the steering wheel 56 in the direction of the next work row (to the right when turning "second row") (step ss 2).

Hereinafter, the same control as in step s3 to step s13 (see fig. 6) in the case of "U-turn" is performed.

According to the present embodiment shown in fig. 1 to 9, in the turning control, since the steering angle correction of the steering wheel 56 is performed from the target steering angle θdi [ degree ] which is a predetermined steering angle θd [ degree ] at which the vehicle can turn to the turning target position in the field under the standard condition, and the correlation value indicating the degree of the slip amount of the traveling wheels 8, 9 with respect to the target steering angle θdi [ degree ] is a term functioning to correct the steering angle from the predetermined steering angle θd [ degree ] to the neutral position side of the steering wheel 56, the steering angle of the steering wheel 56 can be corrected to the neutral position side according to the slip amount.

Therefore, even when the slip amount is large, it is possible to prevent an excessively small turning, and it is possible to stably turn the work vehicle 1 at a constant turning radius to a position of the following insertion stroke, which is the turning target position, at a steering angle in consideration of the slip amount of the traveling wheels 8, 9.

Further, since the vehicle can make a turn at the steering angle in consideration of the slip of the traveling wheels 8 and 9, it is not necessary to additionally set a traveling path at the time of the turn and to rotate the steering wheel 56 repeatedly along the traveling path, and therefore, the work vehicle 1 can be made to stably turn to the position of the next insertion stroke as the turning target position, and the body 2 can be prevented from rattling, so that the operation can be stabilized.

Further, according to the present embodiment, when the correlation value "(ωp- ωi)" indicating the degree of slip of the traveling wheels 8, 9 at the time of turning is smaller than 0, the target steering angle θdi is calculated by setting the correlation value to 0, and thus correction of an improper steering angle can be prevented.

Further, according to the present embodiment, since the term "1.5· (10-x)" including the variable x substituted into the control value (see fig. 8 (a) and 8 (b)) of the steering angle correction set by the operator is included when calculating the target steering angle θdi, the work vehicle 1 can be steered to the position of the next insertion stroke as the turning target position with high accuracy at the steering angle in consideration of the control value set by the operator. The term "1.5· (10-x)" is a term that functions to correct the steering angle of the steering wheel 56 from the predetermined steering angle θd [ deg ] to the dead position side, and therefore, can prevent excessive cornering in a situation where the slip amount in a shallow field or the like is small.

Further, according to the present embodiment, since the work vehicle 1 can be turned to a precise position by sequentially changing the steering angle of the steering wheel 56 to θd, θdi, θd, and neutral position, it is not necessary to additionally set a travel path at the time of turning and to repeatedly rotate the steering wheel so as to follow the travel path, and therefore, control can be simplified.

In addition, according to the present embodiment, during the period in which the work vehicle 1 is turned by the turning control, the control unit 87 as the control means for driving the steering motor 57 for turning the steering wheel 56 is configured to change the upper limit value of the turning speed of the steering wheel 56 in accordance with the operation position of the main shift lever 35 so that the turning speed of the steering wheel 56 decreases as the vehicle speed of the traveling vehicle body 2 decreases, and therefore, the turning radius in the turning control can be made more stable, and the work vehicle 1 can be turned stably to the position of the following insertion stroke.

Further, according to the present embodiment, in the turning control, the rotation speed of the steering motor 57 that rotates the steering wheel 56 is suppressed to be low before and after the switching of the rotation direction of the steering wheel 56, and therefore, the impact at the time of switching the rotation direction of the steering wheel 56 can be reduced, and the occurrence of gear noise between the steering wheel 56 and the steering motor 57 can be prevented.

Further, according to the present embodiment, since the distance interval at which the data of the fertility of the soil is obtained is equal to the distance (30 cm) between the rows in which seedlings are planted in the field, it is possible to stably sample the data, and even when teaching is performed while traveling obliquely or laterally, the data can be obtained in substantially adjacent rows (rows of seedlings).

Further, according to the present embodiment, in the turning control, as shown in fig. 8, the control value is changed on the monitor 61 to increase or decrease the rotation amount (rotation angle) when the steering wheel 56 is turned back or on the basis of the correlation value indicating the degree of slip of the traveling wheels 8, 9, and therefore, the position of the work vehicle 1 after the turning can be easily adjusted on the monitor 61.

Further, according to the present embodiment, since the respective control values can be set on the monitor 61 in the case of turning to the left and the case of turning to the right, the position of the work vehicle 1 after turning can be appropriately adjusted for each ground in the case where the field condition is different between one ground (north ground) and the other ground (south ground) on the field.

Fig. 10 is a flowchart showing a procedure of turning control by the control unit 87 of the work vehicle 1 according to another preferred embodiment of the present invention.

The working vehicle 1 of the present embodiment is configured as a rice transplanter provided with 7 rows of seedling transplanting portions 63 (an example of the working machine), and the distance to the turning target position (for example, the distance between the "first row" and the "second row") is 210cm (30 cm between rows×7 rows of seedlings), and therefore is set to be 30cm shorter than in the case of the working vehicle 1 of the above embodiment shown in fig. 1 to 9.

Therefore, in the turning control, the control unit 87 can turn to the predetermined steering angle θd [ degree ] of the turning target position on the dead-end position side (the steering angle θd [ degree ] from the neutral position is larger than that in the case of the embodiment) than the predetermined steering angle θd [ degree ] in the case of the embodiment in the field of the standard condition, and starts turning in a state where the steering wheel 56 is driven to the substantially dead-end position.

Here, as described above, the range of the target steering angle θdi after correction is θd-100 Σ Σd+20 degrees, the correction range from the predetermined steering angle θd degree is configured to be-100 ° to +20°, and the upper limit (maximum value) of the correction value to the dead position side (correction of the footstrike direction from the steering angle θd) is +20°.

However, in the working vehicle 1 having the seedling transplanting portion 63 of 7 rows of transplanting, the steering angle θd is substantially the tie-up position, and the steering angle θd [ degree ] before correction is not located at a position on the neutral position side of the tie-up position by the correction upper limit angle (+20°). In other words, when the correction upper limit angle is added to the predetermined steering angle θd [ degree ], the angle exceeds the dead position. Therefore, since the steering angle correction to the foot hitting side is not performed sufficiently, in the present embodiment, the timing of returning to the neutral position (the direction of the body 2 calculated in step s11 in fig. 6) is corrected, and thus the vehicle can turn to the turning target position, and the correction of the timing of returning to the neutral position in the turning control based on the form of "U-turn" will be described below.

In the present embodiment, after acquiring the data of the distance to the turning target position (step sss 1), the control unit 87 limits the vehicle speed to 0.75[ m/s ], and drives the steering motor 57 to rotate the steering wheel 56 to the following insertion stroke side so as to make the predetermined steering angle θd [ degree ] (step sss 2).

Next, the control unit 87 determines whether or not the angle difference between the orientation of the machine body 2 determined based on the detection signal output from the orientation sensor 80 of the machine body and the virtual target line in the following straight running is 50 ° or less (step sss 3).

If the angle difference between the orientation of the body 2 and the virtual target line in the subsequent insertion stroke (for example, "second row") exceeds 50 °, the determination is repeated until the angle difference is 50 ° or less.

On the other hand, when the angle difference between the orientation of the body 2 and the virtual target line in the subsequent insertion stroke is 50 ° or less as a result of the determination, the control unit 87 drives the HST servomotor 150 to limit the vehicle speed to 0.5m/s (step sss 4).

Next, the control unit 87 determines whether or not the angle difference between the azimuth of the body 2 determined based on the detection signal output from the azimuth sensor 80 and the virtual target line in the following straight running is equal to or smaller than the angle θst (step sss 6).

When the angle difference between the orientation of the body 2 and the target line in the following insertion stroke (straight running) exceeds θst [ degree ], the determination is repeated until the angle difference is equal to or less than θst [ degree ] while maintaining the steering angle of the steering wheel 56 at θd.

On the other hand, when the angle difference between the direction of the body 2 and the target line in the following straight running is θst [ degree ] or less as a result of the determination, the control unit 87 drives the steering motor 57 to return the steering wheel 56 to the neutral position (step sss 7).

As described above, in the present embodiment, since the steering wheel 56 is returned to the neutral position in consideration of the body orientation (timing) of the control value set in the monitor 61, the vehicle can be turned to the turning target position with high accuracy.

When the turning control is finished in this way, the control unit 87 releases the limitation of the vehicle speed, drives the HST servomotor 150, and changes the vehicle speed to the vehicle speed corresponding to the operation position of the main shift lever 35.

The work vehicle is preferably provided with a status display lamp that notifies the operator located outside the vehicle of the status of the work vehicle at a glance during the period when the automatic driving is performed, particularly during the period when the automatic driving is performed in an unmanned state. The status display lamp is generally provided in an upper portion of the vehicle in order to make visual confirmation from the surroundings good. (Japanese patent application laid-open No. 2021-108595)

However, the status display lamp is often long in the vertical direction, and if the status display lamp is provided in the upper portion of the vehicle, the status display lamp protrudes upward from a portion of the vehicle other than the status display lamp, and accordingly, the overall height of the vehicle increases, and the status display lamp may be damaged by contact with the outside of the tunnel or the like when the work vehicle is mounted on the truck or the like.

Accordingly, an object of the present invention is to provide a work vehicle as follows: the status display lamp has good visual confirmation, and can prevent the status display lamp from contacting with the outside.

The working vehicle 1 of the present embodiment is a rice transplanter for transplanting rice seedlings in a field, and includes, as shown in fig. 1: a traveling vehicle body 2 (hereinafter, also simply referred to as "vehicle body"); a seedling transplanting part 63 mounted at the rear of the traveling vehicle body 2; a status display lamp 55 for displaying the status of the work vehicle 1; a fertilizer applicator 26 for supplying fertilizer to the field; a pair of left and right scribe marks 40 that form a line on the field as a target of a running position when the seedling is transplanted and running; a receiving antenna 130 provided at the front of the traveling vehicle body 2; an orientation sensor 80 that detects an orientation of the traveling vehicle body 2; an auxiliary seedling frame 74 provided at the front part of the traveling vehicle body 2 and accommodating seedlings supplied to the seedling transplanting part 63; and a remote controller 44 (see fig. 11 and 12) for remotely operating the work vehicle 1 from the outside.

The receiving antenna 130 and the orientation sensor 80 are covered by the radome 50 shown in fig. 1. The seedling transplanting portion 63 is an example of the "working machine" of the present invention.

The receiving antenna 130 is an antenna for receiving radio waves from GNSS satellites, and can acquire position information of the vehicle body. The acquired position information is transmitted to the navigation ECU 70 (see fig. 11) provided in the control unit 87 of the traveling vehicle body 2. The RTK-GNSS is used to acquire the position information, and the correction information is received, whereby the position information can be acquired with high accuracy.

In the present embodiment, SPP (Serial Port Profile) of Bluetooth (registered trademark) is used as an input interface for correction information, and a mobile phone and a Bluetooth (registered trademark) converter are connected and input by a device name.

The remote controller 44 is capable of remotely operating the work vehicle 1 and transmitting instructions for starting the work, moving forward and backward, stopping the vehicle, and the like to a remote control antenna 52 provided in the vehicle. When remote controller 44 is separated from work vehicle 1 by a communication distance or longer, work vehicle 1 is automatically parked for safety.

Fig. 13 is a schematic front view of the vicinity of the status display lamp 55 shown in fig. 1, fig. 14 is an enlarged perspective view of the vicinity of the status display lamp 55 in a posture extending in the up-down direction, and fig. 15 is an enlarged perspective view of the vicinity of the status display lamp 55 in a posture extending in the horizontal direction.

An enlarged front view of the support member 90 supporting the status display lamp 55 is shown in the dialog box of fig. 13, and the vicinity of the status display lamp 55 is shown in fig. 14 and 15 as viewed from the diagonally right front. In fig. 14 and 15, a storage box described in detail later is omitted.

Fig. 16 is an enlarged perspective view of the vicinity of the status display lamp 55 viewed from the diagonally right rear, and fig. 17 is an enlarged perspective view of the vicinity of the status display lamp 55 viewed from the diagonally left lower front.

As shown in fig. 14 and 16, the status display lamp 55 is configured as a laminated lamp including a first lamp 121, a second lamp 122, and a third lamp 123 arranged in the vertical direction, the first lamp 121 being capable of emitting (lighting) a peach color, the second lamp 122 being capable of emitting (lighting) a green color, and the third lamp 123 being capable of emitting (lighting) a blue color.

Here, a temporary stop (stop) state based on occurrence of an abnormality is indicated by turning on only the first lamp 121, a running state by automatic driving is indicated by turning on only the third lamp 123, a running state by automatic driving is indicated by turning on all of the first to third lamps 121, 122, 123, and a manual driving mode or a manned automatic driving mode is indicated by turning off all of the first to third lamps 121, 122, 123. Therefore, the status indicator lamp 55 does not light up and flicker or become in the way while the operator is riding on the work vehicle 1 and performing the maneuvering.

When the unmanned automatic driving mode is set, any one of the status display lamps 55 121 to 123 is turned on.

As shown in fig. 1 and 13, a status display lamp 55 that displays the status of the work vehicle 1 is disposed at the highest position in the vehicle on the front side (right side) of the radome 50 that covers the receiving antenna 130 (see fig. 1).

As shown in fig. 13 and 16, the antenna frame 100 supporting the receiving antenna 130 and the radome 50 includes: a pair of left and right fixing frames 75, 76 fixed to the lower portion of the bottom pedal 60 of the traveling vehicle body 2; and a mounting frame 77 connecting the pair of fixing frames 75, 76 at their upper ends, the radome 50 being mounted to the mounting frame 77.

In the present embodiment, the status display lamp 55 is attached to the support member 90 and is supported by the support member 90.

As shown in the dialog box of fig. 13, the support member 90 has an inverted L-shaped mounting plate 92 with an L-shape turned upside down as viewed from the front, and a U-shaped stay 91, and the right portion of the stay 91 of the support member 90 is fixed to the mounting frame 77 by a bolt 93A.

When the status indicator lamp 55 is in use (the status of use shown in fig. 1, 13, 14, 15, and 16), the mounting plate 92 and the stay 91 are coupled by the knob bolt 58A and the shoulder bolt 59 shown in fig. 14.

Specifically, the mounting plate 92 and the stay 91 are coupled by overlapping the screw hole 94 formed on the front side of the mounting plate 92 with the screw hole 94 formed on the front side of the stay 91, overlapping the hole 95 formed on the rear side of the mounting plate 92 with the hole 95 formed on the rear side of the stay 91, inserting and screwing the knob bolt 58A into the screw holes 94, 94 on the front side, inserting the shoulder bolt 59 into the holes 95, 95 on the rear side, and fixing them from the inside (left side) with nuts. The shoulder bolts 59 are inserted in the left-right direction (vehicle width direction).

Here, if only the knob bolt 58A is detached from the attachment plate 92 and the stay 91, the attachment plate 92 and the status indicator lamp 55 fixed to the attachment plate 92 can be turned rearward with the shoulder bolt 59 extending in the left-right direction as a turning fulcrum, and the state of storage (storage posture) shown in fig. 15 can be switched.

In the present embodiment, when the mounting plate 92 and the status indicator lamp 55 are rotated rearward, the entire status indicator lamp 55 is positioned below (entirely) the upper end of the radome 50.

Therefore, for example, when the work vehicle 1 is carried by loading on a truck or the like, the operator removes the knob bolts 58A from the mounting plate 92 and the stay 91 and rotates the mounting plate 92 and the status indicator lamp 55 rearward (toward the driver's seat 48), so that the total height of the vehicle can be reduced, and breakage of the status indicator lamp 55 due to contact with the outside (for example, a tunnel) or the like during carrying can be prevented.

In the present embodiment, since the knob bolt 58A is used for insertion into the screw holes 94, 94 on the front side, the knob bolt 58A can be detached from the mounting plate 92 and the stay 91 without tools, and the mounting plate 92 and the status indicator lamp 55 can be rotated, which is convenient.

In the present embodiment, as shown in fig. 13, the mounting plate 92 of the support member 90 has an inverted L shape, and a portion 113 of the mounting plate 92 above the portion connected to the stay 91 extends inward in the vehicle width direction (toward the center marker 18 side). A status display lamp 55 is mounted on the upper surface of the portion extending toward the vehicle width direction inner side.

With this configuration, even when the status display lamp 55 is disposed (adjacent) to the side of the radome 50, the position of the status display lamp 55 can be disposed on the vehicle width direction (left-right direction) center side, and therefore, the status display lamp 55 can be suppressed from interfering with the work route of the operator. Further, as shown in fig. 15, when the mounting plate 92 and the status display lamp 55 are turned to the rear, the removal of the bolts 93A and the shoulder bolts 59 becomes easy.

When the status indicator lamp 55 is not in use, the mounting plate 92 and the status indicator lamp 55 may be turned further downward from the state shown in fig. 15, and the status indicator lamp 55 may be switched to the state in which the status indicator lamp 55 is oriented downward (the state in which the second lamp 122 is located below the third lamp 123, and the status indicator lamp 55 may be turned downward by approximately 180 ° from the state shown in fig. 14).

In this case, since the entire status display lamp 55 is located below the upper end portion of the radome 50, the status display lamp 55 can be prevented from coming into contact with the outside, and the bolts 93A and the shoulder bolts 59 can be easily removed. When the status display lamp 55 is switched to the downward extending state (posture), the status display lamp 55 does not extend toward the rear driver seat 48, and thus it is difficult to obstruct the operator.

In addition, the status display lamp may be disposed at a position below the radome 50 in a lateral position (the first lamp is located laterally to the third lamp), and in this case, the status display lamp does not interfere with the receiving antenna, and the overall height of the vehicle during operation can be suppressed, the appearance is good, and the status display lamp can be easily checked from the driver seat 48.

Fig. 18 is an enlarged perspective view showing the inner surface of the storage box 53 shown in fig. 16.

As shown in fig. 13, 16, 17, and 18, a storage box 53 is provided below the radome 50, and a pair of plates 68 (see fig. 18) attached to the left and right sides of the storage box 53 are fastened together with the stay 91 and the attachment frame 77 by bolts 93A.

As shown in fig. 16, an opening 78 is formed in the rear portion of the storage box 53, and a precision instrument such as a terminal for network type RTK-GPS service (VRS) or cables thereof can be stored in the storage box 53 without interfering with acquisition of positional information of the receiving antenna 130 and the view of an operator.

As shown in fig. 18, a rubber plate 84 is adhered to the bottom surface of the inside of the storage box 53, and suppresses transmission of vibration and shock to the precision instrument stored in the storage box 53.

As shown in fig. 17, the storage box 53 is fixed in a state of being closely adhered to the bottom surface so that no gap is left between the upper end portion of the storage box 53 and the bottom surface (GNSS plate) 104 of the radome 50 except for the opening 78, and it is possible to prevent intrusion of water and dust from the portion other than the opening 78 and to form the storage box aesthetically. Further, since the slit 101 extending in the left-right direction is formed in the bottom surface of the storage box 53, water and dust can be prevented from accumulating in the storage box 53.

As shown in fig. 16, 17 and 18, a folded portion (return portion) 106 having a length of about 20mm is provided at the rear portion of the storage box 53, so that the articles stored in the storage box 53 can be prevented from falling outside.

As shown by "turn-back" in fig. 18, the rear end portion of the turn-back portion 106 is turned back downward so as to be in close contact with the outer surface, and injuries due to burr warpage can be prevented.

Claims (5)

1. A work vehicle, comprising:

a traveling vehicle body (2);

a working machine mounted on the traveling vehicle body (2);

A receiving antenna (130) for acquiring position information of the traveling vehicle body (2);

a frame supporting the receiving antenna (130); and

a radome (50) covering the receiving antenna (130),

the frame is provided with a storage section (53).

2. The work vehicle of claim 1, wherein the vehicle is a vehicle,

the work vehicle is provided with a support member (104), the support member (104) supporting the receiving antenna (130) or the radome (50),

the receiving portion (53) is constituted by the support member (104).

3. The working vehicle according to claim 1 or 2, characterized in that,

the receiving portion (53) is located below the receiving antenna (130).

4. The working vehicle according to claim 1 or 2, characterized in that,

a precision instrument and/or a cable including a terminal of the receiving antenna (130) is stored in the storage section (53), and an elastic body (84) is laid under the precision instrument.

5. The work vehicle of claim 3, wherein the vehicle is a vehicle,

a precision instrument and/or a cable including a terminal of the receiving antenna (130) is stored in the storage section (53), and an elastic body (84) is laid under the precision instrument.

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