JP2019126282A - Work vehicle - Google Patents

Abstract

To provide a work vehicle capable of reducing a measurement error of an inertia measuring device attributed to the vibration of a vehicle body, etc.SOLUTION: A work vehicle includes: a vehicle body that can travel either by manual steering by a steering handle or by automatic steering by the steering handle on the basis of a travelling planned line; a reception device provided to the vehicle body for receiving a signal of a positioning satellite; an inertia measuring device for measuring inertia of the vehicle body; an automatic steering mechanism for automatically steering the steering handle based on the signal received by the reception device and the inertia measured by the inertia measuring device; a vibration control member for suppressing the vibration of the inertia measuring device; and a support member for supporting the inertia measuring device on the vehicle body through the vibration control member.SELECTED DRAWING: Figure 24

Description

  The present invention relates to a work vehicle such as a tractor.

Conventionally, a work vehicle disclosed in Patent Document 1 is known.
The work vehicle disclosed in Patent Document 1 acquires position information by a traveling machine body having a traveling device, a working device that performs work on a farm field, a steering unit that can steer the traveling device, and a satellite positioning system. Based on the apparatus, the inertial measurement device that measures the inertial information, the generation unit that generates the target line for traveling the traveling machine body, the position information, and the inertial information, the traveling machine body travels along the target line. And a control unit for controlling the steering unit.

JP 2017-112962 A

In the work vehicle, automatic steering control of the traveling machine body can be accurately performed based on the position information acquired by the receiving device and the inertia information measured by the inertial measurement device. ) Etc., there was room for improvement in order to reduce the measurement error of the inertial measurement device.
The present invention has been made in view of such a conventional technique, and an object of the present invention is to provide a work vehicle capable of reducing a measurement error of an inertial measurement device caused by vibration of a vehicle body or the like.

  A work vehicle according to an aspect of the present invention includes a vehicle body that can be driven by either manual steering by a steering wheel or automatic steering of the steering wheel based on a planned traveling line, a vehicle provided on the vehicle body, A receiving device for receiving a signal; an inertia measuring device for measuring the inertia of the vehicle body; and an automatic steering for automatically steering the steering handle based on the signal received by the receiving device and the inertia measured by the inertia measuring device. A mechanism, a vibration isolating member that suppresses vibration of the inertial measurement device, and a support member that supports the inertial measurement device on the vehicle body via the vibration isolation member.

Preferably, a drive unit for driving the vehicle body and a housing covering the drive unit are provided, and the support member supports the inertia measurement device on the housing via the vibration isolation member.
Preferably, the apparatus further comprises a support plate attached to the housing, the support member being disposed below the support plate and having an attachment portion to which the inertial measurement device is attached, a support member rising from the attachment portion and the vibration isolation member And a fixing portion fixed to the support plate.

Preferably, a driver's seat provided on the vehicle body is provided, and the support plate supports the driver's seat from below.
Preferably, the fixing portion is fixed to the support plate by a bolt, and the anti-vibration member is interposed between the bolt and the fixing portion and between the fixing portion and the support plate Yes.

Preferably, the housing is a mission case, and the support plate is attached to an upper portion of the mission case.
Preferably, the support plate has an opening provided above the inertial measurement device, and the inertial measurement device is exposed from the opening.

  According to the work vehicle, the measurement error of the inertial measurement device due to the vibration of the vehicle body or the like can be reduced. Specifically, vibration of the vehicle body or the like is suppressed from being transmitted to the inertial measurement device by the vibration isolation member. Therefore, the measurement error of the inertial measurement device can be reduced, and automatic steering can be performed accurately.

It is a figure which shows the structure and control block diagram of a working vehicle (tractor). It is an explanatory view explaining automatic steering. It is an explanatory view explaining the amount of correction in a push switch. It is an explanatory view explaining the amendment amount in a slide switch. It is a figure which shows the 1st correction | amendment part and 2nd correction | amendment part in a push switch. It is a figure which shows the 1st correction | amendment part and 2nd correction | amendment part in a slide switch. It shows a state in which the calculated vehicle body position is shifted to the right while traveling straight ahead during automatic steering. It shows a state in which the calculated vehicle body position is shifted to the left while traveling straight during automatic steering. It is explanatory drawing explaining automatic operation. It is a top view which shows the principal part of the internal structure of a vehicle body front part. It is a left view which shows the principal part of the internal structure of a vehicle body front part. It is a right view which shows the principal part of the internal structure of a vehicle body front part. It is a rear view which shows the principal part of the internal structure of a vehicle body front part. It is a rear view which shows a steering handle, a cover, etc. It is the figure which looked at the panel cover etc. from the perpendicular | vertical direction with respect to the display surface of a display apparatus. It is the figure which looked at a panel cover etc. from the upper direction of the axial direction of a steering shaft. It is a left view explaining a motion of a steering changeover switch. FIG. 3 is a rear perspective view showing the main part of the internal structure of the front portion of the vehicle body. It is a top view which expands and shows a part (front part) of FIG. It is a right rear perspective view showing a steering wheel, a gear mechanism, etc. It is a figure which shows a gear mechanism seeing from the left. It is a perspective view which shows the attachment structure of an inertial measurement apparatus. It is a top view which shows the attachment structure of an inertial measurement apparatus. It is a perspective view which shows an inertial measuring device, a supporting member, a vibration isolator, and a support plate. It is a right view which shows the attachment structure of an inertial measurement apparatus. It is a right side view which expands and shows the rear of the attachment structure of an inertial measurement device. It is AA sectional view taken on the line of FIG. It is sectional drawing which expands and shows a part (left part) of FIG. It is a schematic plan view explaining the attachment position of an inertial measurement device. It is a figure which shows an example of the 1st screen switched by screen switching switch, and a 2nd screen. It is a left view of a work vehicle (tractor). It is a top view of a work vehicle (tractor).

Hereinafter, embodiments of the present invention will be described based on the drawings.
<Outline of work vehicle>
FIG. 28 is a side view showing an embodiment of the work vehicle 1, and FIG. 29 is a plan view showing an embodiment of the work vehicle 1. In the case of the present embodiment, the work vehicle 1 is a tractor. However, the work vehicle 1 is not limited to a tractor, and may be an agricultural machine (agricultural vehicle) such as a combine or a transplant machine, or a construction machine (a construction vehicle) such as a loader work machine.

  Hereinafter, the front side (direction of arrow A1 in FIG. 28) of the driver sitting in the driver's seat 10 of the tractor (work vehicle) 1 is forward, the rear side of the driver (direction of arrow A2 in FIG. 28) is rear, the left side of the driver (The direction of arrow B1 in FIG. 29) will be described as the left, and the right side of the driver (the direction of arrow B2 in FIG. 29) as the right. Further, the horizontal direction (the direction of arrow B3 in FIG. 29) that is the direction orthogonal to the front-rear direction of the tractor 1 will be described as the vehicle body width direction.

As shown in FIG. 28, the tractor 1 includes a vehicle body 3, a motor 4, and a transmission 5. The vehicle body 3 has a traveling device 7 and can travel. The traveling device 7 is a device having a front wheel 7F and a rear wheel 7R. The front wheel 7F may be a tire type or a crawler type. The rear wheel 7R may also be of a tire type or a crawler type.
The prime mover 4 is a diesel engine, an electric motor or the like, and in this embodiment, is constituted by a diesel engine. The transmission 5 can switch the propulsive force of the traveling device 7 by shifting, and can switch between forward and reverse traveling of the traveling device 7. A driver's seat 10 is provided on the vehicle body 3.

  Further, a connecting portion 8 constituted by a three-point link mechanism or the like is provided at the rear portion of the vehicle body 3. The working device can be attached to and detached from the connecting portion 8. The work device can be pulled by the vehicle body 3 by connecting the work device to the connecting portion 8. Working equipment includes tillage equipment for cultivating, fertilizer application equipment for applying fertilizer, pesticide application apparatus for applying pesticides, harvesting apparatus for harvesting, harvesting apparatus for harvesting grass, etc., diffusion apparatus for spreading grass, etc., grass Such as a grass collecting apparatus for collecting grass and the like, and a molding apparatus for molding grass and the like.

  As shown in FIG. 1, the transmission 5 includes a main shaft (promotion shaft) 5a, a main transmission unit 5b, an auxiliary transmission unit 5c, a shuttle unit 5d, a PTO power transmission unit 5e, and a front transmission unit 5f. Is equipped. The propulsion shaft 5a is rotatably supported by a housing case (mission case) of the transmission 5, and power from the crankshaft of the engine 4 is transmitted to the propulsion shaft 5a. The main transmission unit 5 b includes a plurality of gears and a shifter that changes the connection of the gears. The main transmission unit 5b changes and outputs the rotation input from the propulsion shaft 5a by changing the connection (meshing) of the plurality of gears appropriately with a shifter.

Similar to the main transmission unit 5b, the auxiliary transmission unit 5c includes a plurality of gears and a shifter that changes the connection of the gears. The auxiliary transmission unit 5 c changes and outputs the rotation input from the main transmission unit 5 b by appropriately changing the connection (meshing) of the plurality of gears with a shifter.
The shuttle unit 5 d has a shuttle shaft 12 and a forward / reverse switching unit 13. The power output from the auxiliary transmission unit 5c is transmitted to the shuttle shaft 12 via a gear or the like. The forward and reverse travel switching unit 13 is formed of, for example, a hydraulic clutch, and switches the rotational direction of the shuttle shaft 12, that is, forward and reverse travel of the tractor 1 by turning on and off the hydraulic clutch. The shuttle shaft 12 is connected to the rear wheel differential device 20R. The rear wheel differential device 20R rotatably supports a rear axle 21R to which the rear wheel 7R is attached.

  The PTO power transmission unit 5 e has a PTO propulsion shaft 14 and a PTO clutch 15. The PTO propulsion shaft 14 is rotatably supported and can transmit power from the propulsion shaft 5a. The PTO propulsion shaft 14 is connected to the PTO shaft 16 via a gear or the like. The PTO clutch 15 is formed of, for example, a hydraulic clutch etc., and does not transmit the power of the propulsion shaft 5a to the PTO propulsion shaft 14 and the state of transmitting the power of the propulsion shaft 5a to the PTO propulsion shaft 14 by turning on and off the hydraulic clutch Switch to the state.

  The front transmission unit 5 f includes a first clutch 17 and a second clutch 18. The first clutch 17 and the second clutch can transmit the power from the propulsion shaft 5a. For example, the power of the shuttle shaft 12 is transmitted via the gear and the transmission shaft. The power from the first clutch 17 and the second clutch 18 can be transmitted to the front axle 21F via the front transmission shaft 22. Specifically, the front transmission shaft 22 is connected to the front wheel differential device 20F, and the front wheel differential device 20R rotatably supports a front axle 21F to which the front wheel 7F is attached.

  The first clutch 17 and the second clutch 18 are constituted by hydraulic clutches or the like. An oil passage is connected to the first clutch 17, and the oil passage is connected to a first operation valve 25 to which hydraulic fluid discharged from a hydraulic pump is supplied. The first clutch 17 switches between the connected state and the disconnected state according to the degree of opening of the first actuating valve 25. An oil path is connected to the second clutch 18, and the oil path is connected to the second operating valve 26. The second clutch 18 switches between the connected state and the disconnected state according to the degree of opening of the second operating valve 26. The first operating valve 25 and the second operating valve 26 are, for example, two-position switching valves with solenoid valves, and are switched to the connected state or the disconnected state by exciting or demagnetizing solenoids of the solenoid valves.

When the first clutch 17 is in the disconnected state and the second clutch 18 is in the connected state, the power of the shuttle shaft 12 is transmitted to the front wheel 7F through the second clutch 18. As a result, in the four-wheel drive (4WD) in which the front wheels and the rear wheels are driven by power, the rotational speeds of the front wheels and the rear wheels become substantially the same (4WD constant speed state). On the other hand, when the first clutch 17 is in the connected state and the second clutch 18 is in the disconnected state, four-wheel drive is performed and the rotational speed of the front wheel is faster than the rotational speed of the rear wheel (4WD acceleration state). In addition, when the first clutch 17 and the second clutch 18 are in the connected state, the power of the shuttle shaft 12 is not transmitted to the front wheels 7F, and thus the rear wheels become two-wheel drive (2WD).
<Overview of position detection device>
The tractor 1 is provided with a position detection device 40. The position detection device 40 is a device that detects its own position (positioning information including latitude and longitude) by a satellite positioning system (positioning satellite) such as D-GPS, GPS, GLONASS, Hokuto, Galileo, Michibiki and the like. That is, the position detection device 40 receives a reception signal (position of the positioning satellite, transmission time, correction information, etc.) transmitted from the positioning satellite, and detects the position (for example, latitude, longitude) based on the reception signal. The position detection device 40 includes a reception device 41 and an inertial measurement unit (IMU).

The receiving device 41 has an antenna or the like and receives a received signal transmitted from a positioning satellite, and is attached to the vehicle body 3 separately from the inertial measurement device 42. In this embodiment, the receiving device 41 is attached to the lops 61 provided on the vehicle body 3. In addition, the attachment location of the receiver 41 is not limited to embodiment.
The inertial measurement device 42 includes an acceleration sensor that detects an acceleration, a gyro sensor that detects an angular velocity, and the like. A roll angle, a pitch angle, a yaw angle, and the like of the vehicle body 3 can be detected by the inertial measurement device 42 provided below the vehicle body 3, for example, the driver's seat 10.
<Outline of steering device, manual steering, automatic steering>
As shown in FIG. 1, the tractor 1 includes a steering device 11. The steering device 11 is a device capable of performing a manual steering that steers the vehicle body 3 by a driver's operation and an automatic steering that automatically steers the vehicle 3 regardless of the driver's operation.

  The steering device 11 includes a steering handle (steering wheel) 30 and a steering shaft (rotational shaft) 31 that rotatably supports the steering handle 30. The steering device 11 also has an auxiliary mechanism (power steering device) 32. The auxiliary mechanism 32 assists manual steering of the steering handle 30. More specifically, the auxiliary mechanism 32 assists the rotation of the steering shaft 31 (steering handle 30) by hydraulic pressure or the like. The auxiliary mechanism 32 includes a hydraulic pump 33, a control valve 34 to which hydraulic fluid discharged from the hydraulic pump 33 is supplied, and a steering cylinder 35 operated by the control valve 34. The control valve 34 is, for example, a three-position switching valve that can be switched by the movement of a spool or the like, and switches according to the steering direction (rotational direction) of the steering shaft 31. The steering cylinder 35 is connected to an arm (knuckle arm) 36 that changes the direction of the front wheel 7F.

  Therefore, when the driver grips the steering handle 30 and operates it in one direction or the other, the switching position and the opening degree of the control valve 34 are switched corresponding to the rotation direction of the steering handle 30, and the control valve 34 is switched. The steering direction of the front wheel 7F can be changed by extending or retracting the steering cylinder 35 to the left or right according to the switching position and opening degree. That is, the vehicle body 3 can change the traveling direction to the left or right by the manual steering of the steering wheel 30.

Next, automatic steering will be described.
As shown in FIG. 2, when performing the automatic steering, first, the traveling reference line L1 is set before performing the automatic steering. Automatic steering can be performed by setting the planned traveling line L2 parallel to the traveling reference line L1 after setting the traveling reference line L1. In the automatic steering, the steering of the traveling direction of the tractor 1 (the vehicle body 3) is automatically performed so that the vehicle position measured by the position detection device 40 and the planned traveling line coincide with L2.

  Specifically, the tractor 1 (vehicle body 3) is moved to a predetermined position in the field before automatic steering (S1), and the driver operates the steering selector switch 52 provided on the tractor 1 at the predetermined position. When this is done (S2), the vehicle body position measured by the position detection device 40 is set to the starting point P10 of the travel reference line L1 (S3). Also, when the tractor 1 (vehicle body 3) is moved from the start point P10 of the travel reference line L1 (S4) and the driver operates the steering selector switch 52 at a predetermined position (S5), the position detection device 40 measures The vehicle body position is set to the end point P11 of the traveling reference line L1 (S6). Therefore, a straight line connecting the start point P10 and the end point P11 is set as the travel reference line L1.

  After setting the traveling reference line L1 (after S6), for example, move the tractor 1 (vehicle body 3) to a place different from the place where the traveling reference line L1 is set (S7), and the driver operates the steering selector switch 52 (S8), a planned travel line L2 that is a straight line parallel to the travel reference line L1 is set (S9). After setting of the planned travel line L2, automatic steering is started, and the traveling direction of the tractor 1 (vehicle body 3) is changed to be along the planned travel line L2. For example, if the current vehicle position is on the left with respect to the planned travel line L2, the front wheel 7F is steered to the right, and if the current vehicle position is on the right with respect to the planned travel line L2, the front wheel 7F is Is steered to the left. During automatic steering, the traveling speed (vehicle speed) of the tractor 1 (vehicle body 3) allows the driver to manually change the operation amount of the accelerator member (accelerator pedal, accelerator lever) provided on the tractor 1, or The change can be made by changing the speed position of the transmission.

  In addition, after the start of the automatic steering, when the driver operates the steering switch 52 at an arbitrary point, the automatic steering can be ended. That is, the end point of the planned travel line L2 can be set by the end of the automatic steering by the operation of the steering change switch 52. That is, the length from the start point to the end point of the planned travel line L2 can be set longer or shorter than the travel reference line L1. In other words, the planned travel line L2 is not associated with the length of the travel reference line L1, and the travel planned line L2 can travel while automatically steering a distance longer than the length of the travel reference line L1.

As shown in FIG. 1, the steering device 11 has an automatic steering mechanism 37. The automatic steering mechanism 37 is a mechanism that performs automatic steering of the vehicle body 3, and automatically steers the vehicle body 3 based on the position (vehicle body position) of the vehicle body 3 detected by the position detection device 40. More specifically, the automatic steering mechanism 37 automatically steers the steering handle 30 based on the signal received by the receiving device 41 and the inertia measured by the inertia measuring device 42. The automatic steering mechanism 37 includes a steering motor 38 and a gear mechanism 39. The steering motor 38 is a motor whose rotational direction, rotational speed, rotational angle, etc. can be controlled based on the vehicle position. The gear mechanism 37 includes a gear provided on the steering shaft 31 and rotating with the steering shaft 31, and a gear provided on the rotation shaft of the steering motor 38 and rotating with the rotation shaft. When the rotation shaft of the steering motor 38 rotates, the steering shaft 31 is automatically rotated (rotated) via the gear mechanism 37, and the steering direction of the front wheel 7F is set so that the vehicle position coincides with the planned travel line L2. It can be changed.
<Overview of Display Device>
As shown in FIG. 1 and FIG. 12, the tractor 1 includes a display device 45. The display device 45 is a device capable of displaying various information related to the tractor 1, and can display at least operation information of the tractor 1. The display device 45 is provided in front of the driver's seat 10.
<Overview of setting switch and steering selector switch>
As shown in FIG. 1, the tractor 1 includes a setting switch 51. The setting switch 51 is a switch for switching to a setting mode for performing setting at least before the start of the automatic steering. The setting mode is a mode in which various settings regarding the automatic steering are performed before starting the automatic steering, and for example, a mode in which the start point and the end point of the traveling reference line L1 are set.

  The setting switch 51 can be switched to ON or OFF, and outputs a signal indicating that the setting mode is valid if it is ON, and outputs a signal indicating that the setting mode is invalid if it is OFF. When the setting switch 51 is ON, a signal indicating that the setting mode is valid is output to the display device 45. When the setting switch 51 is indicating OFF, a signal indicating that the setting mode is invalid is output to the display device 45.

The tractor 1 is provided with a steering change switch 52. The steering changeover switch 52 is a switch for switching the start or end of automatic steering in the setting mode. Specifically, the steering changeover switch 52 can be switched from the neutral position up, down, front and back, and when the setting mode is in effect, automatic steering is started when switched from the neutral position to the lower side. It outputs, and when it is switched from the neutral position to the upper side in the state where the setting mode is effective, the end of the automatic steering is output. Further, when the steering mode switch 52 is switched from the neutral position later in a state where the setting mode is effective, the steering mode switch 52 outputs that the current vehicle position is set to the start point P10 of the traveling reference line L1. When the setting mode is switched to the previous position from the neutral position in the state where the setting mode is effective, setting of the current vehicle position to the end point P11 of the traveling reference line L1 is output.
<Overview of Correction Switch>
The tractor 1 is provided with a correction switch 53. The correction switch 53 is a switch that corrects the vehicle body position (latitude, longitude) measured by the position detection device 40. That is, the correction switch 53 is a vehicle position (computed vehicle position) calculated by the received signal (position of positioning satellite, transmission time, correction information, etc.) and measurement information (acceleration, angular velocity) measured by the inertial measurement device 42. ) Is a switch that corrects

The correction switch 53 is configured of a pushable push switch or a slidable slide switch. Hereinafter, the case where the correction switch 53 is a push switch and a slide switch will be described.
When the correction switch 53 is a push switch, the correction amount is set based on the number of operations of the push switch. The amount of correction is determined by the amount of correction = number of operations × the amount of correction per number of operations. For example, as shown in FIG. 3A, each time the push switch is operated, the correction amount is increased by several centimeters or several tens of centimeters. The number of times of operation of the push switch is input to the first control device 60A, and the first control device 60A sets (calculates) the correction amount based on the number of times of operation.

  When the correction switch 53 is a slide switch, the correction amount is set based on the operation amount (displacement amount) of the slide switch. For example, the correction amount is determined by the correction amount = the amount of displacement from the predetermined position. For example, as shown in FIG. 3B, each time the displacement of the slide switch increases by 5 mm, the correction amount increases by several centimeters or several tens of centimeters. The operation amount (displacement amount) of the slide switch is input to the first control device 60A, and the first control device 60A sets (calculates) the correction amount based on the displacement amount. In addition, the increase method of the correction amount mentioned above and the ratio of increase are not limited to the numerical value mentioned above.

  Specifically, as shown in FIGS. 4A and 4B, the correction switch 53 includes a first correction unit 53A and a second correction unit 53B. The first correction unit 53A is a part that commands correction of the vehicle body position corresponding to one side in the width direction (vehicle body width direction) of the vehicle body 3, that is, the left side. The second correction unit 53B is a part that instructs the correction of the vehicle body position corresponding to the other side in the width direction of the vehicle body 3, that is, the right side.

  As shown in FIG. 4A, when the correction switch 53 is a push switch, the first correction unit 53A and the second correction unit 53B are ON or OFF switches that automatically return each time an operation is performed. The switch constituting the first correction unit 53A and the switch constituting the second correction unit 53B are integrated. The switch that constitutes the first correction unit 53A and the switch that constitutes the second correction unit 53B may be arranged separately from each other. As shown in FIG. 3A, each time the first correction portion 53A is pressed, the correction amount (left correction amount) corresponding to the left side of the vehicle body 3 increases. In addition, each time the second correction unit 53B is pressed, the correction amount (right correction amount) corresponding to the right side of the vehicle body 3 increases.

As shown in FIG. 4B, when the correction switch 53 is a slide switch, the first correction unit 53A and the second correction unit 53B include a knob 55 that moves to the left or right along the longitudinal direction of the long hole. There is. When the correction switch 53 is a slide switch, the first correction unit 53A and the second correction unit 53B are spaced apart from each other in the width direction. As shown in FIG. 3B, when the knob 55 is gradually displaced leftward from a predetermined reference position, the left correction amount increases according to the displacement amount. Further, when the knob 55 is gradually displaced to the right from a predetermined reference position, the right correction amount increases in accordance with the displacement amount. As shown in FIG. 4B, in the case of a slide switch, the first correction unit 53A and the second correction unit 53B are integrally formed, the reference position of the knob 55 is set at the center, and from the reference position The left correction amount may be set when moved to the left side, and the right correction amount may be set when the knob 55 is moved from the intermediate position to the right side.
Next, the relationship between the correction amount (left correction amount, right correction amount) by the correction switch 53, the planned traveling route L2, and the behavior (traveling locus) of the tractor 1 (vehicle body 3) will be described.

  FIG. 5A shows a state in which the calculated vehicle body position W1 is shifted to the right while traveling straight during automatic steering. As shown in FIG. 5A, in the state where the automatic steering is started, the actual position (actual position W2) of the tractor 1 (the vehicle body 3) matches the calculated vehicle position W1, and the actual position W2 and the planned traveling route. When L2 matches, the tractor 1 travels along the planned travel route L2. That is, the tractor 1 follows the planned traveling route L2 in the section P1 in which there is no error in the positioning of the position detection device 40 and the vehicle position (computed vehicle position W1) detected by the position detection device 40 is the same as the actual position W2. Run. When there is no error in the positioning of the position detection device 40 and no correction is performed, the calculated vehicle body position W1 and the corrected vehicle position (corrected vehicle position) W3 corrected by the correction amount have the same value. The corrected vehicle body position W3 is corrected vehicle body position W3 = calculated vehicle body position W1−correction amount.

  Here, in the vicinity of the position P20, although the actual position W2 is not shifted from the planned travel route L2, an error occurs in the positioning of the position detection device 40 due to various effects, and the position detection device 40 If the detected vehicle body position W1 shifts to the right with respect to the planned travel route L2 (actual position W2), and the displacement amount W4 is maintained, the tractor 1 moves to the calculated vehicle body position W1 and the planned travel route L2. It is determined that a shift has occurred, and the tractor 1 is steered to the left so as to eliminate the shift amount W4 between the calculated vehicle body position W1 and the planned travel route L2. Then, the actual position W2 of the tractor 1 is shifted to the planned travel route L2 by the left steering. Thereafter, it is assumed that the driver notices that the tractor 1 deviates from the planned travel route L2, and steers the second correction unit 53B at the position P21 to increase the right correction amount from zero. The right correction amount is added to the calculated vehicle position W1, and the corrected vehicle position (corrected vehicle position) W3 can be made substantially the same as the actual position W2. That is, by setting the right correction amount by the second correction unit 53B, it is possible to correct the vehicle position of the position detection device 40 in the direction of eliminating the displacement amount W4 generated near the position P20. As shown at position P21 in FIG. 5A, after correction of the vehicle position, when the actual position W2 of the tractor 1 is separated from the planned travel route L2 to the left, the tractor 1 is steered to the right. The actual position W2 can be made to coincide with the planned travel route L2.

  FIG. 5B shows a state where the calculated vehicle body position W1 is shifted to the left during automatic steering and straight ahead. As shown in FIG. 5B, in the case where the actual position W2 matches the calculated vehicle body position W1 and the actual position W2 matches the planned travel route L2 in the state where automatic steering is started, FIG. Similarly, the tractor 1 travels along the planned travel route L2. That is, as in FIG. 5A, the tractor 1 travels along the planned travel route L2 in the section P2 in which there is no error in the positioning of the position detection device 40. Further, as in FIG. 5A, the calculated vehicle body position W1 and the corrected vehicle body position W3 have the same value.

Here, at the position P22, various influences cause an error in positioning of the position detection device 40, and the vehicle position W1 detected by the position detection device 40 shifts to the left with respect to the actual position W2, and the shift amount W5 is If maintained, the tractor 1 steers the tractor 1 to the right so as to eliminate the amount of deviation W5 between the calculated vehicle body position W1 and the planned travel route L2. Thereafter, it is assumed that the driver notices that the tractor 1 deviates from the planned travel route L2, and the driver steers the first correction unit 53A at the position P23 to increase the left correction amount from zero. Then, the left correction amount is added to the calculated vehicle position W1, and the corrected vehicle position (corrected vehicle position) W3 can be made substantially the same as the actual position W2. That is, by setting the left correction amount by the first correction unit 53A, it is possible to correct the vehicle position of the position detection device 40 in the direction of eliminating the displacement amount W5 generated near the position P22. As shown at position P23 in FIG. 5B, after correction of the vehicle position, when the actual position W2 of the tractor 1 is away from the planned travel route L2 to the right, the tractor 1 is steered to the left. The actual position W2 can be made to coincide with the planned travel route L2.
<Outline of control device>
As shown in FIG. 1, the tractor 1 is provided with a plurality of control devices 60. The plurality of control devices 60 are devices that perform control of a traveling system in the tractor 1, control of a working system, calculation of a vehicle position, and the like. The plurality of control devices 60 are a first control device 60A, a second control device 60B, and a third control device 60C.

  The first control device 60A receives the reception signal (reception information) received by the reception device 41 and the measurement information (acceleration, angular velocity, etc.) measured by the inertia measurement device 42, and the vehicle position based on the reception information and the measurement information. Ask for For example, when the correction amount by the correction switch 53 is zero, that is, when the correction of the vehicle body position by the correction switch 53 is not instructed, the first control device 60A calculates the calculated vehicle body by the reception information and the measurement information. The correction is not performed on the position W1, and the calculated vehicle body position W1 is determined to be the vehicle body position to be used at the time of automatic steering. On the other hand, when the correction of the vehicle position by the correction switch 53 is instructed, the first control device 60A determines the vehicle position based on either the number of times the correction switch 53 is operated or the operation amount (displacement amount) of the correction switch 53. A correction amount is set, and a corrected vehicle body position W3 obtained by correcting the calculated vehicle body position W1 with the correction amount is determined as the vehicle body position used at the time of automatic steering.

  The first control device 60A sets a control signal based on the vehicle body position (calculated vehicle body position W1, corrected vehicle body position W3) and the planned travel line L2, and outputs the control signal to the second control device 60B. The second control device 60B controls the steering motor 38 of the automatic steering mechanism 37 so that the vehicle body 3 travels along the planned travel line L2 based on the control signal output from the first control device 60A.

  As shown in FIG. 6, when the deviation between the vehicle body position and the planned travel line L2 is less than the threshold value, the second control device 60B maintains the rotation angle of the rotation shaft of the steering motor 38. When the deviation between the vehicle position and the planned travel line L2 is equal to or greater than the threshold and the tractor 1 is positioned on the left side with respect to the planned travel line L2, the second control device 60B causes the steering direction of the tractor 1 to be right The rotation shaft of the steering motor 38 is rotated to be in the direction. When the deviation between the vehicle body position and the planned travel line L2 is equal to or greater than the threshold and the tractor 1 is positioned on the right with respect to the planned travel line L2, the second control device 60B causes the steering direction of the tractor 1 to be left The rotation shaft of the steering motor 38 is rotated to be in the direction. In the embodiment described above, the steering angle of the steering device 11 is changed based on the deviation between the vehicle position and the planned travel line L2, but the direction of the planned travel line L2 and the traveling direction of the tractor 1 (vehicle body 3) If the direction (vehicle direction) F1 of (travel direction) is different, that is, if the angle θ of the vehicle direction F1 with respect to the planned travel line L2 is equal to or greater than the threshold, the second control device 60B determines that the angle θ is zero (vehicle direction The steering angle may be set such that F1 coincides with the heading of the planned travel line L2. Further, the second control device 60B sets the final steering angle in automatic steering based on the steering angle calculated based on the deviation (positional deviation) and the steering angle calculated based on the azimuth (azimuth deviation θ). You may The setting of the steering angle in the automatic steering in the embodiment described above is an example and is not limited.

The third control device 60 </ b> C raises and lowers the connecting portion 8 in accordance with the operation of the operation member provided around the driver's seat 10.
The travel system control, work system control, and vehicle body position calculation described above are not limited.
<Specific configuration of car body etc.>
As shown in FIG. 28, the vehicle body 3 has a front axle frame 70, a flywheel housing 71, a clutch housing 72, an intermediate frame 73, and a transmission case 74.

  The front axle frame 70 is disposed at the front of the vehicle body 3 and rotatably supports an axle (front axle) 21F of the front wheel 7F. The front axle frame 70 supports the prime mover 4 and extends forward from the prime mover 4. The front axle frame 70, the flywheel housing 71, the clutch housing 72, the intermediate frame 73, and the transmission case 74 are integrally connected to constitute a highly rigid body frame.

  The flywheel housing 71 is connected to the rear of the motor 4 and accommodates a flywheel connected to the output shaft of the motor 4. The clutch housing 72 is connected to the flywheel housing 71 and accommodates a clutch that transmits the power of the prime mover 4 transmitted via the flywheel in an intermittent manner. The intermediate frame 73 is connected to the rear portion of the clutch housing 72 and extends rearward from the clutch housing 72. The transmission case 74 is connected to the rear of the intermediate frame 73 and accommodates the transmission 5 and the rear wheel differential 20R.

  As shown in FIG. 7, the front axle frame 70 includes a first frame 70A disposed on one side (left side) in the vehicle body width direction and a second frame 70B disposed on the other side (right side) in the vehicle body width direction. And a third frame 70C connecting the first frame 70A and the second frame 70B. As shown in FIGS. 7, 28 and 29, a weight 75 is attached to the front end of the front axle frame 70. A bonnet 76 is attached to the upper portion of the front axle frame 70.

The bonnet 76 covers the prime mover 4. Specifically, the bonnet 76 includes an upper plate 76a covering the upper side of the motor 4, a left plate 76b covering the left of the motor 4, a right plate 76c covering the right of the motor 4, and a front plate covering the front of the motor 4 It has a portion 76d. A cover 77 for accommodating the steering shaft 31 and the like is provided at the rear portion of the bonnet 76. A steering handle 30 is provided above the cover 77 and in front of the driver's seat 10.
<Panel cover, column cover>
As shown in FIGS. 8 to 10, the outer periphery of the steering shaft 31 is covered by a steering post 80. The steering post 80 is cylindrical and extends along the axial direction of the steering shaft 31. As shown in FIGS. 8 and 9, the outer periphery of the steering post 80 is covered with a cover 77. The cover 77 is provided in front of the driver seat 10. As shown in FIGS. 14, 28, and 29, the cover 77 includes a panel cover 78 and a column cover 79.

  As shown in FIGS. 11 to 14, 28, and 29, the panel cover 78 has an upper plate portion 78a, a left plate portion 78b, a right plate portion 78c, and a rear plate portion 78d. The front end of the left plate portion 78 a of the panel cover 78 is connected to the left plate portion 76 b of the bonnet 76. The front end of the right plate portion 78 c of the panel cover 78 is connected to the right plate portion 76 c of the bonnet 76. The rear plate portion 78d of the panel cover 78 connects the rear end of the left plate portion 78b and the rear end of the right plate portion 78c. The upper plate portion 78 a of the panel cover 78 is connected to the upper end of the left plate portion 78 b, the upper end of the right plate portion 78 c, and the upper end of the rear plate portion 78 d, and is connected to the upper plate portion 76 a of the bonnet 76.

As shown in FIGS. 11 to 14, the upper portion 78 a of the panel cover 78 is provided with a support portion 78 e that supports the display device 45. The support portion 78 e supports the display device 45 in front of the steering shaft 31 and below the steering handle 30.
In the case of this embodiment, the display device 45 is composed of a liquid crystal panel. As shown in FIG. 13, the display device 45 is disposed around the steering shaft 31. Specifically, the display device 45 is disposed in front of the steering shaft 31. As shown in FIG. 12, the display device 45 is positioned so as not to overlap the grip 30 a of the steering handle 30 when viewed from the direction perpendicular to the display surface of the display device 45 (hereinafter referred to as “display surface vertical direction”). It is arrange | positioned at the inside of the grip 30a. Since the vertical direction of the display screen substantially coincides with the line of sight of the driver seated on the driver's seat 10, the visibility of the display device 45 is good.

  As shown in FIGS. 11 to 14, the upper plate portion 78a of the panel cover 78 has a mounting surface 78f to which the setting switch 51, the correction switch 53, and the screen switching switch 54 are attached. That is, the panel cover 78 is provided with a setting switch 51, a correction switch 53, and a screen changeover switch 54. The attachment surface 78f is provided behind the support portion 78e and below the steering handle 30. The supporting portion 78e and the mounting surface 78f are continuously and integrally configured, the supporting portion 78e is located at the front of the upper plate portion 78a, and the mounting surface 78f is located at the rear of the upper plate portion 78a .

  As shown in FIG. 8, FIG. 9, FIG. 11, and FIG. 14, the mounting surface 78f is inclined to shift downward as it goes rearward. As shown in FIG. 12, the attachment surface 78f has a first region 78f1, a second region 78f2, and a third region 78f3 provided around the steering shaft 31. The first region 78f1 is a region located on one side (left side) of the steering shaft 31. The second region 78f2 is a region located on the other side (right side) of the steering shaft 31. The third region 78f3 is a region located behind the steering shaft 31. The setting switch 51, the correction switch 53, and the screen changeover switch 54 are attached to any one of the three regions (first region 78f1, second region 78f2, and third region 78f3) of the attachment surface 78f, so that the steering shaft 31 It is arranged around. The specific arrangement of the setting switch 51, the correction switch 53, and the screen switching switch 54 will be described later.

  As shown in FIGS. 11 to 14, 28, and 29, the shuttle lever 81 protrudes from the left portion (left plate portion 78 b) of the panel cover 78. The shuttle lever 81 protrudes leftward from the left portion of the panel cover 78 and then extends upward. The shuttle lever 81 is a member that performs an operation of switching the traveling direction of the vehicle body 3. More specifically, by operating (swinging) the shuttle lever 81 forward, the forward / reverse switching unit 13 outputs a forward power to the traveling device 7, and the traveling direction of the vehicle body 3 is switched to the forward direction. Further, by operating (swinging) the shuttle lever 81 rearward, the forward / reverse switching unit 13 outputs a reverse power to the traveling device 7, and the traveling direction of the vehicle body 3 is switched to the backward direction. When the shuttle lever 81 is in the neutral position, no power is output to the traveling device 7.

  At the tip (upper end) of the shuttle lever 81, a gripping portion 81a that the operator grips is provided. As shown in FIG. 11, the gripping portion 81 a is disposed on the left side of the grip 30 a of the steering handle 30. The gripping portion 81a is disposed above the attachment surface 78f of the panel cover 78 and at a position leftward from the attachment surface 78f. As a result, the switch (such as the setting switch 51) provided on the mounting surface 78f is not intended when the shuttle lever 81 is operated, or is not intended when the various switches provided on the mounting surface 78f are operated. It is possible to prevent the shuttle lever 81 from being touched.

  As shown in FIGS. 11 to 14, 28, and 29, the column cover 79 is disposed below the steering handle 30. As shown in FIGS. 8 and 9, the column cover 79 covers the periphery of the steering shaft 31 and the upper portion of the steering post 80. The column cover 79 is formed in a substantially rectangular tube shape, and protrudes upward from the mounting surface 78 f of the panel cover 78. As shown in FIG. 12, the first area 78f1, the second area 78f2, and the third area 78f3 of the mounting surface 78f are respectively located on one side (left side), the other side (right side), and the rear side of the column cover 79. Has been placed. That is, the mounting surface 78 f is provided around the column cover 79. The setting switch 51, the correction switch 53, and the screen switching switch 54 attached to the mounting surface 78f are disposed around the column cover 79.

  As shown in FIGS. 8, 9, and 11 to 14, the attachment surface 78f is connected to the lower end portion of the column cover 79 and is located at the same height as the lower end portion. Therefore, the mounting surface 78 f is separated from the grip 30 a of the steering handle 30 by the height of the column cover 79. Accordingly, the setting switch 51, the correction switch 53, and the screen changeover switch 54 that are attached to the attachment surface 78f are arranged at positions away from the steering handle 30.

When the setting switch 51, the correction switch 53, and the screen switching switch 54 are away from the steering wheel 30, the setting switch 51, the correction switch 53, and the screen switching switch 54 are unintentionally touched when the steering wheel 30 is operated. Being prevented. Further, unintentional contact with the steering handle 30 can be prevented when the setting switch 51, the correction switch 53, and the screen changeover switch 54 are operated. Therefore, it is possible to prevent unintentional switching to automatic steering due to an erroneous operation.
<Placement of switch>
Next, the arrangement of the setting switch 51, the steering switch 52, the correction switch 53, and the screen switch 54 will be described.

As shown in FIGS. 11 to 13, the setting switch 51, the steering changeover switch 52, the correction switch 53, and the screen changeover switch 54 are disposed around the steering shaft 31. Hereinafter, specific arrangements of the setting switch 51, the steering switch 52, the correction switch 53, and the screen switch 54 will be described.
As shown in FIGS. 11 to 13, the setting switch 51 is disposed on one side (left side) of the steering shaft 31 in the vehicle body width direction. The setting switch 51 is disposed behind the steering shaft 31 in the front-rear direction. That is, the setting switch 51 is disposed on the left side and the rear side (diagonal left rear side) of the steering shaft 31. In the case of the present embodiment, the setting switch 51 is configured of a push switch.

The setting switch 51 is arranged on the left side and the rear side (diagonal left rear side) of the column cover 79 in the positional relationship with the column cover 79. The setting switch 51 is disposed at the rear of the first area 78f1 of the mounting surface 78f in positional relationship with the mounting surface 78f of the panel cover 78.
Further, the setting switch 51 is disposed behind the display device 45 (on the side of the driver's seat 10) in the positional relationship with the display device 45. As a result, the driver can operate the setting switch 51 easily and accurately while checking the display device 45 without changing the posture of sitting on the driver's seat 10.

  As shown in FIG. 13, the setting switch 51 does not overlap with the grip 30 a of the steering handle 30 when viewed from the axial direction of the steering shaft 31. Specifically, the setting switch 51 is disposed inside the grip 30a of the steering handle 30 (on the side close to the axis of the steering shaft 31) when viewed from the axial direction of the steering shaft 31.

  As shown in FIGS. 11 to 13, the steering switch 52 is disposed on one side (left) of the steering shaft 31. In the case of this embodiment, the steering changeover switch 52 is composed of a swingable lever. The steering changeover switch 52 can swing with a base end portion provided on the steering shaft 31 side as a fulcrum. The base end of the steering selector switch 52 is provided inside the column cover 79. The steering changeover switch 52 protrudes to one side (left side) of the column cover 79.

  A grip portion 52 a that is gripped by the operator is provided at the distal end portion (left end portion) of the steering changeover switch 52. As shown in FIGS. 11 and 14, the grip 52a is disposed below the grip 30a of the steering handle 30 and in the vicinity of the grip 30a. Furthermore, as shown in FIG. 13, the grip portion 52 a overlaps with the grip 30 a of the steering handle 30 when viewed in the axial direction of the steering shaft 31. Thus, in a state in which the grip 30a of the steering handle 30 is gripped, it is possible to extend the finger to the grip portion 52a and operate the steering switching switch 52.

  Here, the gripping portion 81a of the shuttle lever 81 is separated downward and leftward from the grip 30a of the steering handle 30, and is disposed at a position where fingers cannot reach when the grip 30a is gripped. Therefore, when the steering selector switch 52 is operated in a state where the grip 30a is gripped, it is possible to prevent the shuttle lever 81 from being operated unintentionally. In addition, when operating the shuttle lever 81, it is possible to prevent the steering changeover switch 52 from being operated unintentionally.

As shown in FIG. 14, the steering selector switch 52 switches the start or end of the automatic operation in the first direction (the direction indicated by the arrows C1 and C2), and the start and end points of the travel reference line which is the reference of the planned travel line. Can be swung in a second direction (direction indicated by arrows D1 and D2).
The swing in the first direction is a swing upward or downward from the neutral position. The swing in the second direction is swing forward or backward from the neutral position. When the setting mode is effective, the steering changeover switch 52 instructs (outputs) the start of automatic steering by rocking downward from the neutral position (direction of arrow C1), and moves upward from the neutral position (direction of arrow C2). The end of automatic steering is commanded (output) by the swing of. Further, when the setting mode is effective, the steering changeover switch 52 sets the starting point of the traveling reference line by swinging from the neutral position to the rear (direction of arrow D1), and from the neutral position to the front (direction of arrow D2). Set the end point of the travel reference line by the swing of.

  As shown in FIGS. 11 to 13, the correction switch 53 is disposed on the other side (right side) of the steering shaft 31 in the vehicle body width direction. The correction switch 53 is disposed behind the steering shaft 31 in the front-rear direction. That is, the correction switch 53 is disposed on the right side and the rear side (diagonally right rear side) of the steering shaft 31. In the case of the present embodiment, the correction switch 53 is composed of a push switch. The correction switch 53 is arranged on the right side and the rear side (diagonally right rear side) of the column cover 79 in the positional relationship with the column cover 79. The correction switch 53 is disposed at the rear of the second region 78f2 of the mounting surface 78f in positional relationship with the mounting surface 78f of the panel cover 78.

The correction switch 53 is arranged behind the display device 45 (on the side of the driver's seat 10) in the positional relationship with the display device 45. Accordingly, the driver can easily and accurately operate the correction switch 53 while checking the display device 45 without changing the posture of the driver seat 10.
As shown in FIG. 13, the correction switch 53 does not overlap the grip 30 a of the steering handle 30 when viewed from the axial direction of the steering shaft 31. Specifically, the correction switch 53 is disposed inside the grip 30a of the steering handle 30 (on the side close to the axis of the steering shaft 31) when viewed from the axial direction of the steering shaft 31.

The screen switching switch 54 is a switch for switching the display of the display device 45 to a first screen Q1 for displaying the driving situation (driving information) in the setting mode and a second screen Q2 for explaining setting operation in the setting mode. FIG. 27 shows an example of the first screen Q1 and the second screen Q2 displayed on the display device 45.
As shown in FIGS. 12 and 13, the screen change switch 54 is disposed on the other side (right side) of the steering shaft 31 in the vehicle body width direction. The screen changeover switch 54 is disposed in front of the steering shaft 31 in the front-rear direction. That is, the screen changeover switch 54 is arranged on the right side and the front side (obliquely right front side) of the steering shaft 31. In the case of the present embodiment, the screen switching switch 54 is configured of a push switch. The screen switching switch 54 is disposed on the right side and in front of the column cover 79 (diagonal right front) in the positional relationship with the column cover 79. The screen changeover switch 54 is arranged at the front of the second region 78F of the mounting surface 78f in the positional relationship with the mounting surface 78f of the panel cover 78. Further, the screen switching switch 54 is located in front of the correction switch 53.

  As shown in FIG. 13, the screen changeover switch 54 does not overlap with the grip 30 a of the steering handle 30 when viewed from the axial direction of the steering shaft 31. Specifically, the screen switching switch 54 is disposed on the inner side (closer to the axial center of the steering shaft 31) of the grip 30 a of the steering handle 30 when viewed in the axial direction of the steering shaft 31.

  As described above, the setting switch 51, the steering changeover switch 52, the correction switch 53, and the screen changeover switch 54 are collectively arranged around the steering shaft 31. Therefore, the driver can grasp the position of each switch at a glance. In addition, the driver can operate each switch without changing the posture while sitting on the driver's seat 10. Therefore, operability can be improved and erroneous operation can be prevented. Moreover, the harnesses (wirings) arranged from each switch can be shortened.

  Further, as shown in FIGS. 12 and 13, a combination switch (combination switch) 82 is provided on the mounting surface 78 f of the panel cover 78. The combination switch 82 is a switch for operating a winker, a headlamp, and the like provided in front of the vehicle body 3. The combination switch 82 is disposed around the steering shaft 31. Specifically, the combination switch 82 is disposed on one side (left side) of the steering shaft 31. The combination switch 82 is disposed on one side (left side) of the column cover 79 in relation to the column cover 79. The combination switch 82 is disposed below the steering switch 52 and in front of the setting switch 51.

  As shown in FIG. 13, the combination switch 82 does not overlap the grip 30 a of the steering handle 30 when viewed in the axial direction of the steering shaft 31. Specifically, when the combination switch 82 is viewed in the axial direction of the steering shaft 31, the combination switch 82 is disposed inside the grip 30a of the steering handle 30 (the side closer to the axial center of the steering shaft 31).

In addition, regarding the arrangement of the various switches described above, the positional relationship between the left and right may be exchanged. That is, one side may be disposed to the left and the other side may be disposed to the right, or one side may be disposed to the right and the other may be disposed to the left. Specifically, for example, the setting switch 51 and the steering changeover switch 52 may be disposed to the right of the steering shaft 31, and the correction switch 53 may be disposed to the left of the steering shaft 31.
<Lifting lever (pompa lever), accelerator lever>
As shown in FIGS. 11 to 13, the tractor 1 includes an elevating lever 83 and an accelerator lever 84.

  The raising and lowering lever 83 is a lever (pomper lever) for raising and lowering the connecting portion 8. The elevating lever 83 is disposed on the other side (right side) of the steering shaft 31. The elevating lever 83 can swing with a base end portion provided on the steering shaft 31 side as a fulcrum. The proximal end of the elevation lever 83 is provided inside the panel cover 78. The lifting lever 83 protrudes to the other side (right side) of the panel cover 78 and extends upward, and its tip end is located on the other side (right side) of the column cover 79.

  As shown in FIG. 13, when the lift lever 83 is in the neutral position, it is located between the correction switch 53 and the screen changeover switch 54 when viewed from the axial direction of the steering shaft 31. It does not overlap with the changeover switch 54. As a result, the correction switch 53 and the screen switch 54 are unintentionally operated when the lift lever 83 is operated, or the lift lever 83 is unintentionally operated when the correction switch 53 and the screen switch 54 are operated. It is prevented from being manipulated.

  As shown in FIGS. 12 and 13, a grip portion 83 a that is gripped by the operator is provided at the tip (right end) of the lift lever 83. The grip portion 83a is disposed below the grip 30a of the steering handle 30 and in the vicinity of the grip 30a. As shown in FIG. 13, the gripping portion 83 a overlaps the grip 30 a when viewed from the axial direction of the steering shaft 31. As a result, in the state where the grip 30a of the steering handle 30 is gripped, the finger can be extended to the grip portion 83a and the lift lever 83 can be operated.

The elevating lever 83 is arranged on the opposite side of the steering switch 52 with the steering shaft 31 in between in the vehicle body width direction. Thereby, an erroneous operation due to the operator's hand touching the lift lever 83 at the time of operation of the steering changeover switch 52 or the operator's hand touching the steering selector switch 52 at the time of operation of the elevation lever 83 is prevented. it can.
As shown in FIGS. 11 to 13, the accelerator lever 84 is disposed on the other side (right side) of the steering shaft 31. The accelerator lever 84 can swing with a base end portion provided on the steering shaft 31 side as a fulcrum. The base end of the acceleration lever 84 is provided inside the panel cover 78. The accelerator lever 84 projects upward from the mounting surface 78 f of the panel cover 78 on the other side of the column cover 79. More specifically, the accelerator lever 84 projects from the mounting surface 78 f of the panel cover 78 in front of the correction switch 53 and behind the screen changeover switch 54. The accelerator lever 84 protrudes upward from the mounting surface 78f and then extends rightward (in a direction away from the column cover 79).

A grip portion 84 a that is gripped by the operator is provided at the distal end portion (right end portion) of the accelerator lever 84. The gripping portion 84 a is located below the grip 30 a of the steering handle 30. As shown in FIG. 13, the gripping portion 84 a overlaps the grip 30 a in the axial direction of the steering shaft 31. The grip 84 a of the accelerator lever 84 is located in front of and below the grip 83 a of the elevating lever 83.
<Placement of automatic steering mechanism>
Next, the arrangement and the like of the automatic steering mechanism 37 will be described.

  As shown in FIGS. 10 and 15 to 17, the steering motor 38 of the automatic steering mechanism 37 is disposed around the steering shaft 31. Specifically, the steering motor 38 is disposed in front of and on the right side of the steering shaft 31 (diagonal right front) below the steering handle 30. The output shaft (rotating shaft) of the steering motor 38 is disposed in parallel with the axial direction of the steering shaft 31 and extends downward.

  The gear mechanism 39 of the automatic steering mechanism 37 has a gear case 39a and a plurality of gears accommodated in the gear case 39a. As shown in FIGS. 10 and 15, the gear case 39 a is fixed to the upper end portion of the support post 85. The support post 85 is formed in a square cylinder shape and extends in the axial direction of the steering shaft 31. As shown in FIGS. 15 and 17, an upper plate 85 a that supports the gear case 39 a from below is provided at the upper end portion of the support post 85. In FIG. 17, the gear case 39a is omitted and the internal gear is displayed. As shown in FIG. 17, the lower portion of the steering shaft 31 penetrating the upper plate 85a and the gear case 39a is inserted into the upper portion of the support post 85. As shown in FIGS. 8 to 10 and 15, the lower end portion of the support post 85 is fixed to the upper portion of the clutch housing 72 via an attachment stay 86 and the like.

The steering motor 38 and the gear mechanism 39 are integrally provided. Specifically, the housing of the steering motor 38 is fixed to the upper part of the gear case 39a by a bolt or the like.
As shown in FIG. 10, the steering motor 38 and the gear mechanism 39 are disposed in the vicinity of the axis CL <b> 1 of the steering shaft 31. Specifically, the steering motor 38 and the gear mechanism 39 are disposed at a position closer to the axis CL1 of the steering shaft 31 than the outer edge of the grip 30a of the steering handle 30 in the vehicle body width direction. In other words, in the vehicle width direction, the steering motor 38 and the gear mechanism 39 extend in the vehicle width direction of the grip 30a in the vehicle width direction of the grip 30a. It is arranged between the outer end on the other side and the virtual line VL2 extending downward.

  As shown in FIGS. 17 and 18, the gear mechanism 39 includes a first gear 391, a second gear 392, a third gear 393, and a fourth gear 394. The first gear 391 is attached to the output shaft (rotary shaft) of the steering motor 38. The second gear 392 is disposed in front of the steering shaft 31 and meshes with the first gear 391. The third gear 393 is disposed below the second gear 392 and is connected to the second gear 392 by a connecting shaft 390. The connecting shaft 390 is rotatably supported by a bearing 395 held in the gear case 39a. The second gear 392 and the third gear 393 rotate integrally with the connecting shaft 390. The fourth gear 394 meshes with the third gear 393. The fourth gear 394 is attached to the steering shaft 31 and rotates together with the steering shaft 31.

When the steering motor 38 is driven to rotate the output shaft, the power of the rotation is transmitted from the first gear 391 to the second gear 392, and the connecting shaft 390 is rotated. When the connecting shaft 390 rotates, the third gear 393 rotates, and the power of the rotation is transmitted to the steering shaft 31 via the fourth gear 394, and the steering shaft 31 rotates. Thus, the steering shaft 31 is rotated by the drive of the steering motor 38.
<Arrangement of power steering device>
Next, the arrangement and the like of the power steering device 32 will be described.

  As shown in FIGS. 7 and 17, the steering shaft 31 is connected to the control valve 34 of the power steering device 32 via a linkage mechanism (universal joints 87, 88, 89 and arms 90, 91, 92). Specifically, the lower portion of the steering shaft 31 is connected to one end of the first arm 90 via the first universal joint 87. The other end of the first arm 90 is connected to one end of a second arm 91 via a second universal joint 88. The other end of the second arm 91 is connected to one end of the third arm 92 via a third universal joint 89. The other end of the third arm 92 is connected to a power steering unit 93 including the control valve 34. Although the configuration of the power steering device 32 shown in FIG. 7 is partially different from the configuration shown in FIG. 1, any configuration may be adopted, and other configurations may be adopted.

  A power steering unit 93 shown in FIG. 7 includes a control valve 34 and a steering cylinder (power cylinder) 35. The power steering unit 93 (the control valve 34 and the steering cylinder 35) is supported by the front axle frame 70. The power steering unit 93 is located between the first frame 70A and the second frame 70B of the front axle frame 70. The power steering unit 93 is connected to the hydraulic pump 33 via a hydraulic hose (not shown). The hydraulic pump 33 is disposed behind the power steering unit 93 and above the second frame 70 B of the front axle frame 70. The hydraulic pump 33 is driven by the power of the prime mover 4.

  The steering cylinder 93 is connected to one end portion (inner end portion) of the left and right tie rods 95 via a pitman arm 94. The other end portion (outer end portion) of the tie rod 95 is connected to the left and right front wheels 7F. When the steering handle 30 is manually rotated (steered), this rotation is transmitted from the steering shaft 31 to the power steering unit 93 via the linkage mechanism (universal joints 87, 88, 89 and arms 90, 91, 92), and the control valve. 34 operates (the spool moves). Thus, the hydraulic oil discharged from the hydraulic pump 33 is sent to the steering cylinder 35, and the steering cylinder 35 is driven. The driving force of the steering cylinder 35 is transmitted to the tie rod 95 via the pitman arm 94, and the direction of the left and right front wheels 7F is changed as the tie rod 95 moves.

  As shown in FIG. 28, the power steering unit 93 (control valve 34, steering cylinder 35) and the hydraulic pump 33 which constitute the power steering device 32 are disposed outside the panel cover 78 (in front of the panel cover 78). . On the other hand, as shown in FIGS. 8 and 9, the automatic steering mechanism 37 (the steering motor 38 and the gear mechanism 39) is disposed inside the panel cover 78. As described above, the automatic steering mechanism 37 (the steering motor 38 and the gear mechanism 39) and the power steering device 32 are arranged at positions separated from each other.

When the automatic steering mechanism 37 and the power steering device 32 (e.g., the control valve 34) are arranged at a nearby position, a large arrangement space is required, but a position away from the automatic steering mechanism 37 and the power steering device 32. By placing on each, the placement space for each can be small and does not require a large, large placement space.
<Arrangement of First Control Device, Second Control Device, etc.>
As shown in FIGS. 8 and 9, the first control device 60 </ b> A and the second control device 60 </ b> B are disposed inside the panel cover 78. As shown in FIGS. 10 and 16, the first control device 60 </ b> A is disposed on one side (left side) of the steering shaft 31. The second control device 60B is disposed on the other side (right side) of the steering shaft 31. The first control device 60A and the second control device 60B are connected by a harness (not shown) capable of transmitting an electrical signal.

  In this way, the first control device 60A and the second control device 60B are configured separately, and are arranged separately on one side (left side) and the other side (right side) of the steering shaft 31. Thus, the first control device 60A and the second control device 60B can be miniaturized as compared to the case where they are integrated control devices, and can be disposed near the steering shaft 31. Therefore, the first control device 60A and the second control device 60B can be reliably accommodated in the panel cover 78. Further, since the first control device 60A and the second control device 60B are disposed apart from each other, the heat generated from one control device is prevented from adversely affecting the other control device.

  The first control device 60A and the second control device 60B have a housing and a circuit board disposed in the housing. The circuit board is composed of various electrical / electronic components such as semiconductors, and can perform the control described above. The casing has a rectangular parallelepiped shape and is arranged vertically. Specifically, the housing of the first control device 60A has the shortest side facing the vehicle body width direction and the longest side facing the vertical direction among the three sides (vertical, horizontal, and height). Of the three sides of the casing of the second control device 60B, the shortest side is substantially in the vehicle body width direction, and the longest side is substantially in the front-rear direction. Thus, in the first control device 60A and the second control device 60B, the shortest side faces the vehicle body width direction or the substantially vehicle body width direction. Thereby, since the occupied area in the vehicle body width direction of the first control device 60A and the second control device 60B is reduced, the first control device 60A and the second control device 60B can be reliably accommodated in the panel cover 78. . Moreover, since the panel cover 78 can be made small, it is possible to sufficiently secure the foot space and the front view of the driver seated on the driver's seat 10. Furthermore, since the first control device 60A and the second control device 60B can be disposed close to each other, the harness connecting the first control device 60A and the second control device 60B can be shortened, and the influence of noise can be obtained. It becomes difficult to receive.

  As shown in FIG. 10, the first control device 60A is disposed at a position closer to the axis CL1 of the steering shaft 31 than the outer edge of the grip 30a of the steering handle 30 in the vehicle body width direction. In other words, the first control device 60A is disposed at a position closer to the axis CL1 than the imaginary line VL1 obtained by extending the outer end on one side in the vehicle width direction of the grip 30a of the steering handle 30 downward. . The second control device 60B overlaps an imaginary line VL2 that extends downward on the outer end of the grip 30a of the steering handle 30 on the other side in the vehicle body width direction.

  The second control device 60B is disposed below the first control device 60A. Further, the second control device 60B is disposed below the steering motor 38. That is, the second control device 60B is disposed at a position shifted downward with respect to the first control device 60A and the steering motor 38. Thereby, it is possible to prevent the second control device 60B from being adversely affected by the heat generation from the first control device 60A and the steering motor 38.

  As shown in FIG. 10, the second control device 60 </ b> B and the steering motor 38 are arranged on the right side with respect to the axis CL <b> 1 of the steering shaft 31. As described above, since the second control device 60B and the steering motor 38 are arranged in the same direction (rightward) in the vehicle body width direction, the second control device 60B is located in the vicinity of the steering motor 38. Thereby, the harness which electrically connects the 2nd control apparatus 60B and the steering motor 38 can be shortened, and it becomes difficult to receive the influence of noise.

  As shown in FIGS. 7, 10, and 15 to 17, the first control device 60 </ b> A and the second control device 60 </ b> B are held by the holding member 96. The holding member 96 includes a first holding part 96a, a second holding part 96b, and a connecting part 96c. The first holding portion 96 a is disposed on one side (left side) of the steering shaft 31. The first control device 60A is fixed to and held by the first holding portion 96a by a fixing tool such as a bolt. The second holding portion 96b is disposed on the other side (right side) of the steering shaft 31. The second control device 60B is fixed to and held by the second holding portion 96c by a fixing tool such as a bolt. The connecting portion 96 c extends in the vehicle body width direction from one side (left) to the other side (right) of the steering shaft 31. The connecting part 96c connects the first holding part 96a and the second holding part 96b.

  That is, as shown in FIG. 16, the holding member 96 (first holding portion 96a) supports the first control device 60A on one side (left side) of the steering shaft 31 and the gear case 39a in plan view. There is. The holding member 96 (second holding portion 96b) supports the second control device 60B on one side (left) of the steering shaft 31 and the gear case 39a in a plan view. Further, the holding member 96 (second holding portion 96b) supports the second control device 60B so that the second control device 60B moves to one side (left side) as it goes from the front end to the rear end. There is. Thereby, since the space 200A between the connector side (front side) of the gear case 39a and the second control device 60B can be widened, wiring or the like is easy to perform.

As shown in FIG. 10, the holding member 96 supports the first control device 60A above the gear case 39a when the first control device 60A and the second control device 60B are viewed with reference to the gear case 39a. The second control device 60B is supported below the gear case 39a.
An intermediate portion in the vehicle body width direction of the connecting portion 96c of the holding member 96 is fixed to the connection member 97 by welding or the like. The connection member 97 extends in the front-rear direction. As shown in FIG. 15, the connecting member 97 extends forward and backward from the connecting portion 96c. The rear end of the connection member 97 is fixed to the upper portion of the support post 85. The front end portion of the connection member 97 is connected to the rear end portion of the stay 98 extending in the front-rear direction.

  More specifically, as shown in FIGS. 16 and 17, the connection member 97 is formed of a plate member, and a connection portion 96c is attached, and a front plate portion 97a extending forward from the connection portion 96c and a connection portion 96c are attached. The rear plate portion 97b extending rearward (steering shaft 31 side) from the connecting portion 96c, the one plate portion 97c extending from the rear plate portion 97b toward the first control device 60A, and the second control device 60B from the rear plate portion 97B. It has the other plate part 97d extended in the side. The one plate portion 97 c and the other plate portion 97 d are integrally formed, and are inclined downward toward the steering shaft 31. The rear ends of the one plate portion 97c and the other plate portion 97d are attached to the support post 85.

The front end of the stay 98 is fixed to the top of the partition plate 99. As shown in FIGS. 8 and 9, the partition plate 99 is disposed inside the bonnet 76 and divides the space inside the bonnet 76 into a first space S1 in the front and a second space S2 in the rear. ing. The prime mover 4 is disposed in the first space S1. A fuel tank (not shown) is disposed in the second space S2. The lower part of the partition plate 99 is fixed to the upper part of the clutch housing 72.
<Arrangement of Receivers>
Next, arrangement | positioning etc. of the receiver 41 which comprises the position detection apparatus 40 are demonstrated.

  The receiving device 41 receives a positioning satellite signal and detects the position of the vehicle body 3 based on the received signal. That is, the receiving device 41 is a device that detects the position information of the vehicle body 3 by a satellite positioning system (GNSS: Global Navigation Satellite System). For example, a GPS (Global Positioning System) is used as a satellite positioning system. For example, the receiving device 41 receives a signal transmitted from a positioning satellite and a signal transmitted from a base station installed on the ground, and calculates the position and the like of the vehicle body 3 based on the received signal. Specifically, in the base station, correction information including position information (reference position) of the base station, information obtained from signals from positioning satellites (distance between satellite receivers, etc.), etc. is transmitted to the receiving device 41 by wireless communication or the like. introduce. The receiving device 41 corrects the information received from the positioning satellite based on the correction information acquired from the base station, and acquires position information with higher accuracy. However, other methods such as the RTK method may be used as a vehicle body position detection method by the receiving device 41.

As shown in FIG. 28 and FIG. 29, the receiving device 41 is attached to the ropes 61.
Before describing the mounting position of the receiving device 41, a specific configuration of the lops 61 will be described.
The lops 61 are provided behind the driver's seat 10. The lops 61 includes a first vertical column portion 61a, a second vertical column portion 61b, and a horizontal portion 61c. The first vertical column portion 61a, the second vertical column portion 61b, and the horizontal portion 61c are integrally formed by bending a square pipe. The first vertical column portion 61a extends in the vertical direction on the left side and the rear side of the driver's seat 10. The second vertical column portion 61b extends in the vertical direction on the right side and the rear side of the driver's seat 10. The horizontal bridge portion 61c extends in the vehicle body width direction, and connects the upper end of the first vertical column portion 61a and the upper end of the second vertical column portion 61b above and behind the driver's seat 10. Thereby, the lops 61 are formed in a substantially gate shape as a whole in a front view. The rope 61 can be pivoted rearward with the pivot shaft 102 provided at the lower end of the first vertical column 61a and the lower end of the second vertical column 61b as a fulcrum.

  The receiving device 41 is attached to the horizontal support 61 c of the lops 61. The receiving device 41 is fixed to the bracket 103, and the bracket 103 is attached to the horizontal portion 61c. The bracket 103 is attached to a central portion in the vehicle body width direction of the lateral bridge portion 61c, and extends rearward from the central portion. Thereby, the receiver 41 is located behind the center part of the horizontal part 61c in the vehicle body width direction. Thus, the receiving device 41 is disposed at a position offset (shifted) backward from the lops 61. The receiving device 41 is located above and behind the driver seat 10.

However, the mounting position of the receiving device 41 is not limited to the positions shown in FIGS. For example, the receiving device 41 may be disposed at a position offset forward or side from the lops 61. Also, the receiving device 41 may be attached to the first vertical column 61 a or the second vertical column 61 b of the lops 61, or may be attached to a location other than the lops 61 of the tractor 1. Also, a canopy may be used instead of the lops 61, and the receiver 41 may be attached to the canopy.
<Arrangement of inertial measurement device>
Next, the arrangement of the inertial measurement device 42 constituting the position detection device 40 will be described.

The inertia measuring device 42 is a device that measures the inertia of the vehicle body 3. Specifically, the inertia measuring device 42 can measure inertia (inertia information) such as a yaw angle, a pitch angle, and a roll angle of the vehicle body 3.
As shown in FIG. 19, FIG. 20, FIG. 28, and FIG. 29, the inertial measurement device 42 is disposed below the driver's seat 10 and on the center line CL2 in the vehicle body width direction. Further, the inertial measurement device 42 is disposed at a position overlapping the rear wheel 7R in a side view.

  The inertial measurement device 42 is disposed above the mission case 74. In other words, the inertial measurement device 42 is disposed at a position overlapping the mission case 74 in plan view. When the inertial measurement device 39 is at a position overlapping the transmission case 10, the position of the inertial measurement device 39 becomes close to the center of gravity of the vehicle body 3. Therefore, it becomes easy for the inertial measurement device 39 to measure the representative value of the posture change of the vehicle body 3 (a value that can represent the posture change in the vehicle body 3). It can be obtained with high accuracy. In other words, since the inertial measurement device 39 is arranged at a position where the weight balance of front and rear, left and right, and height is good in the vehicle body 3, the measurement accuracy of the position of the vehicle body 3 can be improved.

  Further, as shown in FIG. 20, the inertial measurement device 42 is disposed on the axis CL3 of the rear axle in a plan view. When a working device (implement) is attached to the connecting portion 8, the center of gravity of the vehicle body 2 and the working device is closer to the axis CL3 of the rear axle than the center of the vehicle body 2 in the front-rear direction. Therefore, the inertial measurement device 42 is arranged on the rear axle axis CL3, so that the inertial measurement device 39 is close to the center of gravity of the vehicle body 3 even when a work device (implement) is attached to the connecting portion 8. Therefore, the position of the vehicle body 3 can be determined quickly and accurately.

Hereinafter, the support structure (attachment structure) of the inertial measurement device 42 will be described mainly based on FIGS.
The inertial measurement device 42 is supported on the vehicle body 3 (mission case 74) by a support member 65 through a vibration isolation member 64. The vibration isolation member 64 is a member that suppresses vibration of the inertial measurement device 42 and is a member that can be elastically deformed, such as rubber or a spring.

  The support member 65 supports the inertial measurement device 42 on the vehicle body 3 via the vibration isolation member 64. More specifically, the support member 65 supports the inertia measurement device 42 in a housing that covers the drive unit that drives the vehicle body 3 via the vibration isolation member 64. The drive unit is a motor 4 or a device that transmits power of the motor 4. In the case of the present embodiment, the drive unit is the transmission 5 and the housing is the transmission case 74. However, the housing on which the support member 65 is supported is not limited to the transmission case 74, and the drive part covered by the housing is not limited to the transmission 5. For example, the housing may be the clutch housing 72 and the drive unit may be a clutch. The following description will be made on the assumption that the drive unit is the transmission 5 and the housing is the transmission case 74.

The support member 65 is attached to the support plate 66. The support plate 66 is attached to a mission case (housing) 74. That is, the support member 65 is indirectly attached to the mission case 74 via the support plate 66. However, the support member 65 may be directly attached to the transmission case (housing) 74 (not via the support plate 66).
The support plate 66 is disposed below the driver seat 10 and supports the driver seat 10 from below. The support bracket 100 and the cushioning material 101 are attached to the upper surface of the support plate 66. The support bracket 100 is fixed to the left front portion and the right front portion of the support plate 66 by welding or the like, and extends forward from the support plate 66. In the case of this embodiment, the support bracket 100 is made of an angle member having an L-shaped cross section. The cushion material 101 is made of an elastic material such as rubber. In the case of this embodiment, the cushion material 101 is cylindrical. The cushion material 101 is fixed to the left rear and the right rear of the support plate 66 by bolts or the like. The driver's seat 10 is supported above the support plate 66 by being placed on top of the support bracket 100 and the cushion material 101.

  The support plate 66 is attached to the upper part of the mission case 74. As shown in FIGS. 19, 22, etc., the mission case 74 has a protruding portion 74 a that protrudes upward from the upper surface of the mission case 74. The projecting portion 74 a includes a front projecting portion 74 a 1 projecting upward from the front portion of the mission case 74 and a rear projecting portion 74 a 2 projecting upward from the rear portion of the mission case 74. The front projecting portion 74a1 and the rear projecting portion 74a2 are arranged at intervals in the front-rear direction and extend in the vehicle body width direction. The front protrusion 74a1 and the rear protrusion 74a2 are each formed with a screw hole 74b extending in the vertical direction. A plurality of screw holes 74b are formed at intervals in the vehicle width direction for each of the front protrusion 74a1 and the rear protrusion 74a2. In the case of this embodiment, two screw holes (four in total) are formed in the front protrusion 74 a 1 and the rear protrusion 74 a 2.

The support plate 66 has a first through hole 66a and a second through hole 66b.
The first through holes 66 a are holes for attaching the support plate 66 to the transmission case 74. As shown in FIG. 19, FIG. 21, and FIG. 22, the first through holes 66a are formed at positions respectively corresponding to the plurality of screw holes 74b formed in the transmission case 74. Specifically, the first through hole 66a includes a front through hole 66a1 and a rear through hole 66a2. The front through hole 66a1 is formed in the left front portion and the right front portion of the support plate 66, respectively. The rear through holes 66a2 are formed in the left rear portion and the right rear portion of the support plate 66, respectively. A bolt B1 is inserted into the first through hole 66a, and the support plate 66 is fixed to the upper portion of the transmission case 74 by screwing the bolt B1 into the screw hole 74b.

As described above, the transmission case 74 constitutes a highly rigid body frame by being integrally connected to the front axle frame 70, the flywheel housing 71, the clutch housing 72, and the intermediate frame 73. Therefore, the support plate 66 is fixed to the highly rigid body frame by being fixed to the mission case 74.
The second through holes 66 b are holes for attaching the support member 65 to the support plate 66. As shown in FIGS. 21 and 24, the second through hole 66 b is provided at a position closer to the rear of the support plate 66. More specifically, the second through hole 66b is provided behind the front through hole 66a1 and in front of the rear through hole 66a2. The second through hole 66b includes one through hole 66b1 provided on one side (left side) in the vehicle body width direction and the other through hole 66b2 provided on the other side (right side) in the vehicle body width direction. On the other hand, the through hole 66b1 and the other through hole 66b2 are provided at symmetrical positions with a center line CL2 in the vehicle body width direction interposed therebetween.

  A first female screw member 691 and a second female screw member 692 are fixed to the upper surface of the support plate 66. The first female screw member 691 is provided above the one through hole 66b1. The second female screw member 692 is provided above the other through hole 66b2. The screw hole of the first female screw member 691 communicates with the one through hole 66b1. The screw hole of the second female screw member 692 communicates with the other through hole 66b2. The first female screw member 691 and the second female screw member 692 can be omitted by directly forming the screw holes in the support plate 66.

As shown in FIGS. 21 and 24 and the like, the support member 65 has an attachment portion 65 a and a fixing portion 65 b. The attachment portion 65a and the fixed portion 65b are integrally formed by bending a single plate (metal plate or the like).
The attachment portion 65 a is disposed below the support plate 66. The attachment portion 65 a has a flat plate shape and is disposed in parallel with the support plate 66. The inertia measuring device 42 is attached to the attachment portion 65a. Specifically, the inertial measurement device 42 is placed on the upper surface of the mounting portion 65a, and is fixed to the upper surface by a mounting tool (bolt B2 and nut N1).

  The fixed portion 65b rises from the mounting portion 65b. Specifically, the fixing portion 65 b includes a first fixing portion 65 b 1 provided on the left side of the support member 65 and a second fixing portion 65 b 2 provided on the right side of the support member 65. The first fixing portion 65b1 includes a first standing portion 62 that rises from the left end of the mounting portion 65a, and a first upper plate portion 67 that extends leftward from the upper end of the first standing portion 62. The second fixing portion 65b2 includes a second upright portion 63 that rises from the right end of the attachment portion 65a, and a second upper plate portion 68 that extends rightward from the upper end of the second upright portion 63. The upper surface of the first upper plate portion 67 and the upper surface of the second upper plate portion 68 are disposed at the same height and are disposed in parallel with the upper surface of the attachment portion 65a.

  As shown in FIGS. 24 and 25, the first upper plate portion 67 is formed with a first mounting hole 67a. A second mounting hole 68 a is formed in the second upper plate portion 68. The first attachment hole 67a and the second attachment hole 68a are through holes extending in the vertical direction. The first attachment hole 67a is disposed at a position overlapping the one through hole 66b1. The second attachment hole 68 a is disposed at a position overlapping the other through hole 66 b 2. Bolts B3 are inserted through the first mounting hole 67a and the second mounting hole 68a, respectively. The bolt B3 inserted into the first mounting hole 67a passes through the one through hole 66b1 and is screwed into the screw hole of the first female screw member 691. The bolt B3 inserted into the second mounting hole 68a passes through the other through hole 66b2 and is screwed into the screw hole of the second female screw member 692. Thus, the fixing portion 65b is fixed to the support plate 66 by the bolt B3.

  As shown in FIGS. 24 and 25 and the like, the fixing portion 65 b (the first fixing portion 65 b 1 and the second fixing portion 65 b 2) is fixed to the support plate 66 via the vibration isolation member 64. The anti-vibration member 64 is composed of a substantially cylindrical elastic body (rubber or the like). As shown in FIG. 25, the vibration isolation member 64 has a first large diameter portion 64a, a second large diameter portion 64b, and a small diameter portion 64c. The first large diameter portion 64 a is provided on the top of the vibration isolation member 64. The second large diameter portion 64 b is provided in the lower part of the vibration damping member 64. The small diameter portion 64c is provided between the first large diameter portion 64a and the second large diameter portion 64b. FIG. 25 shows the mounting structure of the vibration isolating member 64 in the first fixing portion 65b1, but the mounting structure of the vibration isolating member 64 in the second fixing portion 65b2 is the same.

  The first large diameter portion 64 a is interposed between the upper surface of the fixing portion 65 b (the first fixing portion 65 b 1 and the second fixing portion 65 b 2) and the lower surface of the support plate 66. The second large diameter portion 64b is interposed between the lower surface of the fixing portion 65b (the first fixing portion 65b1 and the second fixing portion 65b2) and the head of the bolt B3. The small diameter portion 64c is interposed between the outer peripheral surface of the bolt B3 and the inner peripheral surface of the mounting holes (first mounting hole 67a, second mounting hole 68a) of the support member 65. Thus, between the bolt B3 and the fixing portion 65b (first fixing portion 65b1, second fixing portion 65b2), and between the fixing portion 65b (first fixing portion 65b1, second fixing portion 65b2) and the support plate 66, A vibration isolation member 64 is interposed between the two.

One or both of the first large diameter portion 64a and the second large diameter portion 64b may be formed by elastic deformation of the vibration proofing member 64 resulting from the tightening of the bolt B3, or the vibration proofing member 64 It may be formed in a state where it is not elastically deformed.
As described above, the support member 65 supports the inertial measurement device 42 below the support plate 66 via the vibration isolation member 64.

  As shown in FIGS. 20, 21, etc., the support plate 66 has an opening 66 c provided above the inertial measurement device 42. The inertial measurement device 42 is exposed from the opening 66c. That is, the inertial measurement device 42 has a portion located below the support plate 66 and a portion protruding above the support plate 66 through the opening 66c. The uppermost surface of the inertial measurement device 42 is located above the support plate 66, but at least away from the lower surface of the driver's seat 10 by a distance that can reliably avoid contact with the lower surface. Further, the opening 66c exposes the fixture (nut N1). Thereby, a hand, a tool, etc. can be put in from the opening part 66c, and a fixture can be removed easily. Further, by making the upper portion of the inertial measurement device 42 project from the opening 66 c, the occupied space in the thickness direction (vertical direction) of the inertial measurement device 42 can be reduced.

The mounting position of the inertial measurement device 42 is not limited to the above embodiment. From the viewpoint of accurately detecting the behavior of the tractor (work vehicle) 1 by the inertial measurement device 42, four positions can be mainly considered as the positions to which the inertial measurement device 42 is attached.
The first position is in a region connecting the left front wheel 7FL, the right front wheel 7FR, the left rear wheel 7RL, and the right rear wheel 7RR, and is indicated by a symbol A in FIG. The second position is in the vicinity of the intersection of the diagonal connecting the front wheel 7FL on the left and the rear wheel 7RR on the right, and the diagonal connecting the front wheel 7FR on the right and the rear wheel 7RL on the left. Indicated by B. The third position is in the vicinity of the position of the center of gravity of the tractor 1. The fourth position is a range in which the zero moment point (ZMP) moves during traveling of the tractor 1 (a range of movement of the center of gravity during traveling (dynamic center of gravity position)), and is indicated by a symbol C in FIG. The range in which the ZMP moves, which is indicated by a symbol C in FIG. 26, is a stable region (for example, a region in which the tractor 1 travels stably) in which the posture is stable during traveling.

  The calculation of ZMP can be performed by providing the vehicle body 3 with a plurality of vehicle body state detection units. The vehicle body state detection unit is a device that detects at least a first load (floor reaction force) and a moment applied to the vehicle body 3, and is, for example, a first in three axis directions (X axis direction, Y axis direction, Z axis direction). A 6-component load cell capable of detecting the load and moment is used. The X-axis direction can be set to the traveling direction of the vehicle body 3, the Y-axis direction to the vehicle body width direction, and the Z-axis direction to the vertical direction.

  The plurality of vehicle state detection units are a first state detection unit corresponding to a support point on the left front of the vehicle body 3 (left front wheel), and a second condition detection corresponding to a support point on the right front of the vehicle body 3 (right front wheel) A third state detection unit corresponding to a support point (left rear wheel) at the left rear portion of the vehicle body 3, and a fourth state detection unit corresponding to a support point (right rear wheel) at the right rear portion of the vehicle body 3. Can. The calculation of ZMP can be performed by a control device (control device 60 or other control device) (computer). The said control apparatus is the 1st load (floor reaction force) of the support point of the vehicle body 3, for example, the floor reaction force and moment in a 1st state detection part, a 2nd state detection part, a 3rd state detection part, and a 4th state detection part. Based on the above, the two-dimensional ZMP is obtained.

  In FIG. 26, a region Q1 connecting support points of vehicle body 3 (positions where a plurality of vehicle state detection units are installed) is a critical region, and is represented in two dimensions of X axis and Y axis. The stable region Q2 (C) is a stable region where the posture of the tractor 1 is stabilized when traveling, and is a region shifted inward by a predetermined distance from the critical region Q1. The region excluding the critical region Q1 and the stable region Q2, that is, the region between the contour line forming the critical region Q1 and the contour line forming the stable region Q2, is an unstable region Q3 that tends to be unstable. .

By setting the attachment position of the inertial measurement device 42 to the stable region Q2 (C), the measurement accuracy of the inertial measurement device 42 can be improved.
<Effect>
According to work vehicle (tractor) 1 of the above-mentioned embodiment, the following effects are produced.
The work vehicle 1 includes a steering wheel 30, a steering shaft 31 rotatably supporting the steering wheel, a vehicle body 3 capable of traveling by any of manual steering by the steering wheel and automatic steering of the steering wheel based on a planned travel line. And a setting switch 51 disposed around the steering shaft and switching to a setting mode for performing setting at least before start of automatic steering, and disposed around the steering shaft and switching the start or end of automatic steering in the setting mode And a steering changeover switch 52.

  According to this configuration, since the setting switch 51 and the steering switching switch 52 are disposed around the steering shaft 31, the driver can reliably recognize the setting switch 51 and the steering switching switch 52 at a glance. At the same time, it can be easily operated without changing the posture. Therefore, unintended automatic steering due to an erroneous operation of the switch can be prevented.

In addition, the work vehicle 1 is provided on the vehicle body 3 and is disposed around the steering shaft 31 and detected by the position detection device that detects the position of the vehicle body based on a signal from the positioning satellite. A correction switch 53 for correcting the position of the vehicle body.
According to this configuration, in addition to the setting switch 51 and the steering changeover switch 52, the correction switch 53 is also arranged around the steering shaft 31, so that the driver can set the setting switch 51, the steering changeover switch 52 and the correction switch 53 at a glance. Can be reliably recognized and can be easily operated without changing the posture. Therefore, it is possible to prevent an unintended automatic steering or the like due to an erroneous operation of the switch.

In addition, the work vehicle 1 is arranged around the steering shaft 31 and displays the driving information, and the work vehicle 1 is arranged around the steering shaft and displays the driving status in the setting mode. A screen changeover switch 54 that selectively switches between a single screen G1 and a second screen Q2 that describes a setting operation in the setting mode is provided.
According to this configuration, in addition to the setting switch 51, the steering selector switch 52, and the correction switch 53, the screen selector switch 54 is also disposed around the steering shaft 31, so the driver can set the setting switch 51 and the steering selector switch 52. The correction switch 53 and the screen changeover switch 54 can be recognized at a glance, and can be easily operated without changing the posture. Therefore, it is possible to prevent an unintended automatic steering or the like due to an erroneous operation of the switch.

The setting switch 51 is arranged on one side of the steering shaft 31, and the correction switch 53 is arranged on the other side of the steering shaft 53.
According to this configuration, since the setting switch 51 and the correction switch 53 are disposed in the opposite directions with respect to the steering shaft 31, the space around the steering shaft 31 can be effectively used. Incorrect operation of the correction switch 53 is prevented.

The steering switch 52 is disposed on one side of the steering shaft 31.
According to this configuration, since the steering switch 52 and the setting switch 51 are disposed on the same side with respect to the steering shaft 31, the operability of switch operation for automatic steering of the work vehicle 1 is improved.

The setting switch 51 is disposed on one side of the steering shaft 31, and the screen switching switch 54 is disposed on the other side of the steering shaft 31.
According to this configuration, the setting switch 51 and the screen changeover switch 54 are arranged in opposite directions with the steering shaft 31 interposed therebetween, so that the space around the steering shaft 31 can be effectively utilized and the setting switch 51 is also used. And the screen changeover switch 54 can be prevented from being erroneously operated.

Further, a panel cover 78 that supports the display device 45 is provided below the steering handle 30, and the setting switch 51, the correction switch 53, and the screen changeover switch 54 are provided on the panel cover.
According to this configuration, the setting switch 51, the correction switch 53, and the screen changeover switch 54 are collectively arranged on the panel cover 78 that supports the display device 45. Therefore, the driver can view the setting switch 51, the correction switch 53, and the screen changeover switch 54 together with the display device 45, and the operability is improved. In addition, since the setting switch 51, the correction switch 53, and the screen switching switch 54 are disposed at a position separated from the steering wheel 30, the setting switch 51, the correction switch 53, and the screen switching switch are unintentionally operated when operating the steering wheel 30. Contact with the steering wheel 30 or unintentional contact with the steering wheel 30 when the setting switch 51, the correction switch 53, and the screen switching switch 54 are operated can be prevented. Therefore, it is possible to prevent unintentional switching to automatic steering due to an erroneous operation.

In addition, the work vehicle 1 is provided with a connecting portion 8 provided at the rear of the vehicle body 3 and connecting the working device, and an elevation lever 83 for raising and lowering the coupling portion 8. The elevation lever is the other side of the steering shaft 31 Is located in
According to this configuration, the lift lever 83 and the steering selector switch 52 are disposed in opposite directions with respect to the steering shaft 31, so that the space around the steering shaft 31 can be effectively used. In addition, by touching the steering selector switch 52 when operating the elevator lever 83 or contacting with the elevator lever 83 when operating the steering selector switch 52, it is possible to prevent an operation unintended by the driver.

Further, the setting switch 51 and the correction switch 53 are disposed behind the steering shaft 31.
According to this configuration, since the setting switch 51 and the correction switch 53 are disposed on the side of the driver who operates the steering wheel 30, the operability of the setting switch 51 and the correction switch 53 is improved, and erroneous operation is less likely to occur. Become.

  Further, the work vehicle 1 can travel by any one of a steering handle 30, a steering shaft 31 that rotatably supports the steering handle 30, manual steering by the steering handle, and automatic steering of the steering handle based on a planned travel line. Position detection device 40 provided on the vehicle body and detecting the position of the vehicle body based on the signals of the positioning satellites, and automatic steering wheel steering based on the position of the vehicle body detected by the position detection device A steering mechanism 37, a first control device 60A disposed on one side of the steering shaft and outputting a control signal calculated based on the position of the vehicle body detected by the position detection device, and the other side of the steering shaft And the vehicle body is arranged based on the control signal output from the first control device. And a, a second control unit 60B for controlling the automatic steering mechanism so as to run along the row scheduled line.

  According to this configuration, the control device is miniaturized as compared to the case where the first control device 60A and the second control device 60B are integrated. Therefore, the control devices (the first control device 60A and the second control device 60B) can be disposed in the vicinity of the steering shaft 31 in a small space. Further, since the first control device 60A and the second control device 60B are disposed in opposite directions with respect to the steering shaft 31, the heat generated from one of the control devices is prevented from adversely affecting the other control device. It is broken.

In addition, the work vehicle 1 includes a display device 45 that is disposed around the steering shaft 31 and displays driving information, and a panel cover 78 that supports the display device below the steering handle 30, and includes a first control device. The 60A and the second control device 60B are disposed in the panel cover 78.
According to this configuration, since the first control device 60A and the second control device 60B are disposed in the panel cover 78 in the state of being disposed in the vicinity of the steering shaft 41, the panel cover 78 can be made smaller. Therefore, it is possible to sufficiently secure the driver's foot space and the forward field of view.

  Further, the work vehicle 1 can travel by any one of a steering handle 30, a steering shaft 31 that rotatably supports the steering handle, manual steering by the steering handle, and automatic steering of the steering handle based on a planned travel line. A position detection device 40 provided on the vehicle body 3, the vehicle body and detecting the position of the vehicle body on the basis of a signal of a positioning satellite, a power steering device 32 for assisting a manual operation of a steering wheel, and a power steering device And an automatic steering mechanism 37 for automatically steering the steering wheel based on the position of the vehicle body that is disposed at the position and detected by the position detection device.

According to this configuration, since the power steering device 32 and the automatic steering mechanism 37 are disposed at separate positions, the operation of the power steering device 32 and the operation of the automatic steering mechanism 37 are made independent, respectively, to perform automatic steering. The power steering device 32 can be operated regardless of whether the mechanism 37 is operated or not.
The work vehicle 1 is disposed around the steering shaft 31 and supports a display device 45 that displays driving information, a panel cover 78 that supports the display device below the steering wheel, and the vehicle body 3 so that the vehicle body 3 can travel. The vehicle body has a front axle frame 72 for supporting the front wheels, the automatic steering mechanism is disposed in the panel cover, and the power steering apparatus includes a hydraulic pump 33 and a hydraulic pump A control valve 34 to which the discharged hydraulic oil is supplied and a steering cylinder 35 that is operated by the control valve are provided, and the control valve is supported by the front axle frame 72.

According to this configuration, the automatic steering mechanism 37 can be disposed in the panel cover 78 near the steering shaft 31 without increasing the size of the panel cover 78. Therefore, it is possible to sufficiently secure the driver's foot space and the forward field of view.
In addition, the work vehicle 1 can travel by any one of the steering wheel 30, the steering shaft 31 rotatably supporting the steering wheel, manual steering by the steering wheel, and automatic steering of the steering wheel based on a planned travel line. A first direction for switching the start or end of automatic steering with a base end portion disposed around the vehicle body 3 and the steering shaft and provided on the steering shaft side as a fulcrum, and a travel reference line serving as a reference for the scheduled travel line And a steering changeover switch 52 that can be swung in a second direction in which a start point and an end point are set.

  According to this configuration, switching of the start or end of the automatic steering and setting of the start point and the end point of the traveling reference line as the reference of the planned traveling line can be performed only by changing the swing direction of the steering changeover switch 52 Therefore, it is excellent in operability. Further, the installation space for the steering switch 52 can be reduced as compared with the case where a plurality of switches are provided as the steering switch 52.

In the steering selector switch 52, the swinging in the first direction is a swinging upward or downward, and the swinging in the second direction is a swinging forward or backward.
According to this configuration, switching of the start or end of the automatic steering by the upward, downward, forward, and backward swinging of the steering changeover switch 52 and the start point and the end point of the travel reference line which is the reference of the planned travel line. Since it can be set, it is excellent in operability.

Further, the steering changeover switch 52 commands start of automatic steering by swinging downward, commands termination of automatic steering by swinging upward, and sets the starting point of the travel reference line by swinging backward. The end point of the running reference line is set by swinging forward.
According to this configuration, each operation of the start of automatic steering, the end of automatic steering, the setting of the start point of the traveling reference line, and the setting of the end point of the traveling reference line can be easily and reliably performed.

A setting switch 51 is provided around the steering shaft 31 and switches to a setting mode for setting at least before the start of automatic steering.
According to this configuration, since the setting switch 51 is disposed around the steering shaft 31 in addition to the steering selector switch 52, the switch arrangement space can be reduced while providing various switches.

Further, a position detection device 40 that detects the position of the vehicle body based on a signal from the positioning satellite, and a correction switch 53 that is disposed around the steering shaft 31 and corrects the position detected by the position detection device 40. Have.
According to this configuration, the steering changeover switch 52, the setting switch 51, and the correction switch 53 are collectively arranged around the steering shaft 31, so that a variety of switches can be provided and a switch arrangement space can be reduced. Can.

In addition, the display device 45 is arranged around the steering shaft 31 and the display device 45 is selectively switched between a first screen Q1 for displaying the driving situation in the setting mode and a second screen Q2 for explaining the setting operation in the setting mode. A screen change switch 54 is provided.
According to this configuration, in addition to the steering changeover switch 52, the setting switch 51, and the correction switch 53, the screen changeover switches 54 are also collectively arranged around the steering shaft 31. Therefore, while providing various switches, the arrangement space of the switches can be reduced.

  In addition, the work vehicle 1 is provided with the vehicle body 3 capable of traveling by either the manual steering by the steering wheel 30 or the automatic steering of the steering wheel based on the planned traveling line, and receives signals of positioning satellites. A receiving device 41, an inertia measuring device 42 for measuring the inertia of the vehicle body, an automatic steering mechanism 37 for automatically steering the steering wheel based on the signal received by the receiving device and the inertia measured by the inertia measuring device, and inertia measurement It has a vibration isolation member 64 for suppressing the vibration of the device, and a support member 65 for supporting the inertial measurement device on the vehicle body via the vibration isolation member.

According to this configuration, the vibration isolation member 64 suppresses the vibration of the vehicle body 3 and the like from being transmitted to the inertial measurement device 42. Therefore, the measurement error of the inertial measurement device 42 can be reduced, and automatic steering can be performed accurately.
In addition, a drive unit (for example, the transmission 5) for driving the vehicle body and a housing (for example, the transmission case 74) covering the drive unit are provided. Is supported by the housing.

According to this configuration, vibration due to the drive of the drive unit is prevented from being transmitted to the inertial measurement device 42 by the vibration isolation member 64. Therefore, the measurement error of the inertial measurement device 42 can be reduced.
The support member 66 is provided with a support plate 66 attached to the housing 74. The support member 65 is disposed below the support plate 66 and has an attachment portion 65a to which the inertia measurement device 42 is attached, and a support member 65a. And a fixing portion 65 b fixed to the support plate 66 via

  According to this configuration, the inertial measurement device 42 can be suspended below the support plate 66 attached to the housing 74, and the vibration isolation member 64 can be interposed between the inertial measurement device 42 and the support plate 65. Therefore, it is possible to effectively prevent vibration from being transmitted to the inertial measurement device 42 by the vibration isolation member 64. Further, an installation space such as a driver's seat can be secured above the support plate 66.

Further, a driver's seat 10 provided on the vehicle body 3 is provided, and the support plate 66 supports the driver's seat from below.
According to this configuration, the inertial measurement device 42 can be disposed below the driver's seat 10 via the support plate 66. Therefore, the inertial measurement device 42 can be disposed near the center of gravity of the vehicle body 3, and the measurement accuracy of the inertial measurement device 42 can be improved.

The fixing portion 65b is fixed to the support plate 66 by a bolt B3, and the vibration-proofing member 64 is interposed between the bolt and the fixing portion and between the fixing portion and the support plate.
According to this configuration, the vibration isolation member 64 can reliably prevent the vibration of the support plate 66 from being transmitted to the inertial measurement device 42 via the support member 65.
The housing is a mission case 74, and the support plate 66 is attached to the upper part of the mission case.

According to this configuration, the support plate 66 is attached to the highly rigid mission case, so that the vibration of the support plate 66 to which the support member 65 is fixed is suppressed, and the measurement accuracy of the inertial measurement device 42 can be improved. .
The support plate 66 has an opening 66c provided above the inertial measurement device 42, and the inertial measurement device is exposed from the opening.

According to this configuration, the inertial measurement device 42 can be easily attached and detached using the opening 66c. Further, by projecting the upper part of the inertial measurement device 42 from the opening 66c, the occupied space in the thickness direction (vertical direction) of the inertial measurement device 42 can be reduced.
As mentioned above, although one embodiment of the present invention was described, it should be thought that the embodiment indicated this time is illustration and restrictive at no points. The scope of the present invention is indicated not by the above description but by the claims, and is intended to include all the modifications within the meaning and scope equivalent to the claims.

DESCRIPTION OF SYMBOLS 1 Work vehicle 2 Car body 5 Drive part (transmission)
DESCRIPTION OF SYMBOLS 10 Driver's seat 30 Steering handle 31 Steering shaft 37 Automatic steering mechanism 40 Position detecting device 41 Receiving device 42 Inertial measuring device 64 Vibration isolating member 65 Support member 65a Mounting portion 65b Fixing portion 66 Support plate 66c Opening portion 74 Housing (mission case)
B3 bolt

Claims (7)

A vehicle body capable of traveling by either manual steering by a steering wheel or automatic steering of the steering wheel based on a planned driving line;
A receiving device provided on the vehicle body and receiving a positioning satellite signal;
An inertial measurement device for measuring the inertia of the vehicle body;
An automatic steering mechanism for automatically steering the steering wheel based on the signal received by the receiver and the inertia measured by the inertia measuring device;
An anti-vibration member for suppressing vibration of the inertial measurement device;
A support member for supporting the inertial measurement device on the vehicle body via the vibration isolation member;
Work vehicle equipped with. A drive unit for driving the vehicle body;
A housing covering the drive unit;
With
The work vehicle according to claim 1, wherein the support member supports the inertial measurement device on the housing via the vibration isolation member. Comprising a support plate attached to the housing;
The support member is
An attachment portion disposed below the support plate and to which the inertial measurement device is attached;
The work vehicle according to claim 2, further comprising a fixing portion that rises from the attachment portion and is fixed to the support plate via the vibration isolation member. A driver's seat provided on the vehicle body;
The work vehicle according to claim 3, wherein the support plate supports the driver's seat from below. The fixing portion is fixed to the support plate by a bolt,
The work vehicle according to claim 3 or 4, wherein the vibration isolation member is interposed between the bolt and the fixing portion and between the fixing portion and the support plate. The housing is a mission case;
The work vehicle according to claim 3, wherein the support plate is attached to an upper portion of the mission case. The support plate has an opening provided above the inertial measurement device,
The work vehicle according to claim 3, wherein the inertial measurement device is exposed from the opening.

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