JP2021151867A - Working vehicle - Google Patents

Abstract

To provide a working vehicle which can securely prevent erroneous operation of a plurality of switches relating to automatic steering.SOLUTION: A working vehicle includes: a steering wheel; a steering shaft for rotatably supporting the steering wheel; a vehicle body which can travel by either manual steering by the steering wheel or automatic steering of the steering wheel based on a line to be traveled; a setting switch which is arranged in a periphery of the steering shaft and switches a set mode for setting at least before starting the automatic steering; and a steering changeover switch which is arranged in a periphery of the steering shaft and switches start and end of the automatic steering in the set mode.SELECTED DRAWING: Figure 13

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 includes a GPS position calculation means that receives radio waves transmitted from a GPS satellite and calculates the position of the airframe, a steering drive means that rotates a steering device, and an engine rotation control means. , A speed change means and a control unit for controlling these, and automatically driving by controlling the steering drive means, the engine rotation control means, and the speed change means so as to travel along a set path based on the position of the aircraft. It is provided with a traveling mode and a manual traveling mode that enables the aircraft to travel according to the artificial operation of the speed change operating means, the steering operating means, and the engine rotation operating means.

Japanese Unexamined Patent Publication No. 2014-182453

The work vehicle is provided with an automatic / manual changeover switch that serves as a mode switching operation means for switching between the automatic running mode and the manual running mode. However, Patent Document 1 does not disclose the specific arrangement of the automatic / manual changeover switch, nor does it disclose the switch for switching to the setting mode for setting before the start of automatic steering. Therefore, in the work vehicle disclosed in Patent Document 1, it is difficult to reliably prevent erroneous operation of a plurality of switches related to automatic steering.

The present invention has been made in view of such prior art, and an object of the present invention is to provide a work vehicle capable of reliably preventing erroneous operation of a plurality of switches related to automatic steering.

The work vehicle according to one aspect of the present invention includes a steering handle, a steering shaft that rotatably supports the steering handle, manual steering by the steering handle, and automatic steering of the steering handle based on a planned traveling line. A vehicle body that can be driven by the steering wheel, a setting switch that is arranged around the steering shaft and switches to a setting mode that sets at least the setting before the start of the automatic steering, and a setting mode that is arranged around the steering shaft and the setting mode. A steering changeover switch for switching the start or end of the automatic steering is provided.

Preferably, the position detecting device provided on the vehicle body and detecting the position of the vehicle body based on the signal of the positioning satellite, and the vehicle body arranged around the steering shaft and detected by the position detecting device. It is equipped with a correction switch that corrects the position.
Preferably, a display device arranged around the steering shaft and displaying driving information, and a first screen arranged around the steering shaft and displaying the display device showing the operating status in the setting mode are displayed. And a screen changeover switch that selectively switches to a second screen for explaining the setting operation in the setting mode.

Preferably, the setting switch is located on one side of the steering shaft and the correction switch is located on the other side of the steering shaft.
Preferably, the steering changeover switch is arranged on one side of the steering shaft.
Preferably, the setting switch is arranged on one side of the steering shaft, and the screen changeover switch is arranged on the other side of the steering shaft.

Preferably, a panel cover for supporting the display device is provided below the steering handle, and the setting switch, the correction switch, and the screen changeover switch are provided on the panel cover.
Preferably, a connecting portion provided at the rear portion of the vehicle body and connecting the working device and an elevating lever for raising and lowering the connecting portion are provided, and the elevating lever is arranged on the other side of the steering shaft. ..

Preferably, the setting switch and the correction switch are arranged behind the steering shaft.

According to the work vehicle, it is possible to reliably prevent erroneous operation of a plurality of switches related to automatic steering. Specifically, since the setting switch and the steering changeover switch are arranged around the steering shaft, the driver can reliably recognize the setting switch and the steering changeover switch at a glance without changing the posture. It can be easily operated. Therefore, it is possible to prevent unintended automatic steering or the like due to an erroneous operation of the switch.

It is a figure which shows the structure of the work vehicle (tractor), and the control block diagram. It is explanatory drawing explaining the automatic steering. It is explanatory drawing explaining the correction amount in a push switch. It is explanatory drawing explaining the correction amount in a slide switch. It is a figure which shows the 1st correction part and the 2nd correction part in a push switch. It is a figure which shows the 1st correction part and the 2nd correction part in a slide switch. It shows the state when the calculated vehicle body position shifts to the right while the vehicle is moving straight during automatic steering. It shows the state when the calculated vehicle body position shifts to the left while the vehicle is moving straight during automatic steering. It is explanatory drawing explaining the automatic operation. It is a top view which shows the main part of the internal structure of the front part of a vehicle body. It is a left side view which shows the main part of the internal structure of the front part of a vehicle body. It is a right side view which shows the main part of the internal structure of the front part of a vehicle body. It is a rear view which shows the main part of the internal structure of the front part of a vehicle body. It is a rear view which shows the steering wheel, the cover and the like. It is a figure which looked at the panel cover and the like from the direction perpendicular to the display surface of a display device. It is the figure which looked at the panel cover etc. from above in the axial direction of a steering shaft. It is a left side view explaining the movement of a steering changeover switch. It is a rear perspective view which shows the main part of the internal structure of the front part of a vehicle body. It is a top view which shows the part (front part) of FIG. 7 enlarged. It is a right rear perspective view which shows a steering wheel, a gear mechanism and the like. It is a figure which shows the gear mechanism as seen from the left. It is a perspective view which shows the mounting structure of the inertial measurement unit. It is a top view which shows the mounting structure of the inertial measurement unit. It is a perspective view which shows the inertial measurement unit, a support member, a vibration-proof member, and a support plate. It is a right side view which shows the mounting structure of the inertial measurement unit. It is the right side view which shows the rear part of the mounting structure of the inertial measurement unit enlarged. 20 is a cross-sectional view taken along the line AA of FIG. It is sectional drawing which shows the part (left part) of FIG. 24 enlarged. It is the schematic plan view explaining the mounting position of the inertial measurement unit. It is a figure which shows an example of the 1st screen and the 2nd screen which are switched by a screen changeover switch. It is a left side 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 with reference to the drawings.
<Outline of work vehicle>
FIG. 28 is a side view showing one embodiment of the work vehicle 1, and FIG. 29 is a plan view showing one embodiment of the work vehicle 1. In the case of this embodiment, the work vehicle 1 is a tractor. However, the work vehicle 1 is not limited to the tractor, and may be an agricultural machine (agricultural vehicle) such as a combine or a transplant machine, or a construction machine (construction vehicle) such as a loader work machine.

Hereinafter, the front side (direction of arrow A1 in FIG. 28) of the driver seated 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, and the left side of the driver. (Direction of arrow B1 in FIG. 29) will be described as the left side, and the right side of the driver (direction of arrow B2 in FIG. 29) will be described as the right side. Further, a horizontal direction (direction of arrow B3 in FIG. 29), which is a direction orthogonal to the front-rear direction of the tractor 1, will be described as a vehicle body width direction.

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

Further, a connecting portion 8 composed of a three-point link mechanism or the like is provided at the rear portion of the vehicle body 3. A working device can be attached to and detached from the connecting portion 8. By connecting the work device to the connecting portion 8, the work device can be towed by the vehicle body 3. The working equipment is a tilling device for cultivating, a fertilizer spraying device for spraying fertilizer, a pesticide spraying device for spraying pesticides, a harvesting device for harvesting, a cutting device for cutting grass, a spreading device for spreading grass, and grass. It is a weed collecting device that collects grass, etc., a molding device that molds grass, etc.

As shown in FIG. 1, the transmission 5 includes a main shaft (propulsion shaft) 5a, a main transmission 5b, an auxiliary transmission 5c, a shuttle 5d, a PTO power transmission unit 5e, a front transmission 5f, and the like. It has. 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 5b has a plurality of gears and a shifter for changing the connection of the gears. The main transmission 5b changes the rotation input from the propulsion shaft 5a and outputs (shifts) by appropriately changing the connection (meshing) of a plurality of gears with a shifter.

Like the main transmission 5b, the auxiliary transmission 5c has a plurality of gears and a shifter for changing the connection of the gears. The auxiliary transmission 5c changes the rotation input from the main transmission 5b and outputs (shifts) by appropriately changing the connection (meshing) of a plurality of gears with a shifter.
The shuttle unit 5d has a shuttle shaft 12 and a forward / backward switching unit 13. The power output from the auxiliary transmission 5c is transmitted to the shuttle shaft 12 via gears and the like. The forward / backward switching unit 13 is composed of, for example, a hydraulic clutch or the like, and switches the rotation direction of the shuttle shaft 12, that is, the forward movement and the reverse movement of the tractor 1 by turning on / 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 the rear axle 21R to which the rear wheel 7R is attached.

The PTO power transmission unit 5e 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 composed of, for example, a hydraulic clutch or the like, and is in a state where the power of the propulsion shaft 5a is transmitted to the PTO propulsion shaft 14 and the power of the propulsion shaft 5a is not transmitted to the PTO propulsion shaft 14 when the hydraulic clutch is turned on and off. Switch to the state.

The front transmission unit 5f has 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 the front axle 21F to which the front wheels 7F are attached.

The first clutch 17 and the second clutch 18 are composed of a hydraulic clutch or the like. An oil passage is connected to the first clutch 17, and the oil passage is connected to a first operating valve 25 to which hydraulic oil discharged from a hydraulic pump is supplied. The first clutch 17 switches between a connected state and a disconnected state depending on the opening degree of the first operating valve 25. An oil passage is connected to the second clutch 18, and the oil passage is connected to the second operating valve 26. The second clutch 18 switches between a connected state and a disconnected state depending on the opening degree of the second operating valve 26. The first operating valve 25 and the second operating valve 26 are, for example, a two-position switching valve with a solenoid valve, and are switched to a connected state or a disconnected state by exciting or degaussing the solenoid of the solenoid valve.

When the first clutch 17 is in the disengaged state and the second clutch 18 is in the connected state, the power of the shuttle shaft 12 is transmitted to the front wheels 7F through the second clutch 18. As a result, the front wheels and the rear wheels are driven by power in four-wheel drive (4WD), and the rotation speeds of the front wheels and the rear wheels are substantially the same (4WD constant velocity 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, the four-wheel drive is performed and the rotation speed of the front wheels is faster than the rotation speed of the rear wheels (4WD acceleration state). Further, 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, so that the rear wheels are driven by power (2WD).
<Overview of position detection device>
The tractor 1 includes a position detecting 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, and Michibiki. That is, the position detection device 40 receives the received 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 received signal. The position detecting device 40 includes a receiving device 41 and an inertial measurement unit (IMU) 42.

The receiving device 41 is a device having an antenna or the like and receiving a received signal transmitted from the positioning satellite, and is attached to the vehicle body 3 separately from the inertial measurement unit 42. In this embodiment
The receiving device 41 is attached to a rops 61 provided on the vehicle body 3. The mounting location of the receiving device 41 is not limited to the embodiment.
The inertial measurement unit 42 includes an acceleration sensor that detects acceleration, a gyro sensor that detects angular velocity, and the like. The vehicle body 3, for example, provided below the driver's seat 10, can detect the roll angle, pitch angle, yaw angle, etc. of the vehicle body 3 by the inertial measurement unit 42.
<Outline of steering device, manual steering, and 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 manual steering in which the vehicle body 3 is steered by the driver's operation and automatic steering in which the vehicle body 3 is automatically steered without the driver's operation.

The steering device 11 has a steering handle (steering wheel) 30 and a steering shaft (rotating shaft) 31 that rotatably supports the steering handle 30. Further, the steering device 11 has an auxiliary mechanism (power steering device) 32. The auxiliary mechanism 32 assists the 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 oil 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 moving 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 wheels 7F.

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

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

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

After setting the travel reference line L1 (after S6), for example, the tractor 1 (vehicle body 3) is moved to a location different from the location where the travel reference line L1 is set (S7), and the driver operates the steering selector switch 52. (S8), the scheduled travel line L2, which is a straight line parallel to the travel reference line L1, is set (S9). After setting the scheduled travel line L2, automatic steering is started, and the traveling direction of the tractor 1 (vehicle body 3) is changed so as to be along the scheduled travel line L2. For example, if the current vehicle body position is on the left side of the scheduled travel line L2, the front wheels 7F are steered to the right, and if the current vehicle body position is on the right side of the scheduled travel line L2, the front wheels 7F are steered to the right. Is steered to the left. During automatic steering, the traveling speed (vehicle speed) of the tractor 1 (vehicle body 3) can be changed by the driver manually changing the operation amount of the accelerator members (accelerator pedal, accelerator lever) provided on the tractor 1. It can be changed by changing the shift stage of the transmission.

Further, after the start of the automatic steering, when the driver operates the steering changeover switch 52 at an arbitrary position, the automatic steering can be ended. That is, the end point of the scheduled travel line L2 can be set by the end of automatic steering by operating the steering changeover switch 52. That is, the length from the start point to the end point of the scheduled 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 scheduled travel line L2 can automatically steer 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 for automatically steering 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 inertial measuring unit 42. The automatic steering mechanism 37 includes a steering motor 38 and a gear mechanism 39. The steering motor 38 is a motor whose rotation direction, rotation speed, rotation angle, and the like can be controlled based on the vehicle body position. The gear mechanism 37 includes a gear provided on the steering shaft 31 and rotating around the steering shaft 31, and a gear provided on the rotating shaft of the steering motor 38 and rotating around the rotating shaft. When the rotation shaft of the steering motor 38 rotates, the steering shaft 31 automatically rotates (rotates) via the gear mechanism 37, and the steering direction of the front wheels 7F is adjusted so that the vehicle body position coincides with the planned traveling line L2. Can be changed.
<Overview of display device>
As shown in FIGS. 1 and 12, the tractor 1 includes a display device 45. The display device 45 is a device capable of displaying various information regarding the tractor 1, and can display at least the 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 setting at least before the start of automatic steering. The setting mode is a mode in which various settings related to the automatic steering are performed before the automatic steering is started, 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 when it is ON, it outputs a signal in which the setting mode is valid, and when it is OFF, it outputs a signal in which the setting mode is invalid. Further, the setting switch 51 outputs a signal in which the setting mode is valid to the display device 45 when it is ON, and outputs a signal in which the setting mode is invalid to the display device 45 when it is OFF.

The tractor 1 includes a steering changeover 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 selector switch 52 can be switched from the neutral position to the top, bottom, front, and rear, and when the setting mode is enabled and the steering switch 52 is switched from the neutral position to the bottom, automatic steering is started. It outputs, and when the setting mode is enabled and the position is switched upward from the neutral position, the end of automatic steering is output. Further, the steering changeover switch 52 outputs that the current vehicle body position is set to the start point P10 of the traveling reference line L1 when the setting mode is effectively switched from the neutral position to the steering changeover switch 52. The 52 outputs that when the neutral position is switched forward while the setting mode is valid, the current vehicle body position is set at the end point P11 of the traveling reference line L1.
<Overview of correction switch>
The tractor 1 includes 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 the vehicle body position (referred to as the calculated vehicle body position) calculated by the received signal (position of the positioning satellite, transmission time, correction information, etc.) and the measurement information (acceleration, angular velocity) measured by the inertial measurement unit 42. ) Is a switch to correct.

The correction switch 53 is composed of a push switch that can be pressed or a slide switch that can be slid. Hereinafter, a 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 correction amount is determined by the correction amount = the number of operations × the amount of correction per number of operations. For example, as shown in FIG. 3A, the correction amount increases by several centimeters or several tens of centimeters each time the push switch is operated. The number of operations 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 operations.

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 a predetermined position. For example, as shown in FIG. 3B, every time the displacement amount 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. The method of increasing the correction amount and the rate of increase described above are not limited to the above-mentioned numerical values.

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 portion 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 portion that commands 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 constituting the first correction unit 53A and the switch constituting the second correction unit 53B may be arranged apart from each other. As shown in FIG. 3A, each time the first correction unit 53A is pressed, the correction amount (left correction amount) corresponding to the left side of the vehicle body 3 increases. Further, 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 portion 55 that moves to the left or right along the longitudinal direction of the elongated hole. There is. When the correction switch 53 is a slide switch, the first correction unit 53A and the second correction unit 53B are arranged apart from each other in the width direction. As shown in FIG. 3B, when the knob portion 55 is gradually displaced to the left from a predetermined reference position, the left correction amount increases according to the displacement amount. Further, when the knob portion 55 is gradually displaced to the right from a predetermined reference position, the right correction amount increases according to 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 portion 55 is set to the central portion, and the reference position is set. The left correction amount may be set when the knob portion 55 is moved to the left side, and the right correction amount may be set when the knob portion 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 travel route L2, and the behavior (travel locus) of the tractor 1 (vehicle body 3) will be described.

FIG. 5A shows a state in which the calculated vehicle body position W1 shifts to the right during automatic steering and going straight. As shown in FIG. 5A, in the state where the automatic steering is started, the actual position (actual position W2) of the tractor 1 (vehicle body 3) and the calculated vehicle body position W1 match, and the actual position W2 and the planned travel route If it matches L2, the tractor 1 travels along the planned travel route L2. That is, in the section P1 in which there is no error in the positioning of the position detection device 40 and the vehicle body position (calculated vehicle body position W1) detected by the position detection device 40 is the same as the actual position W2, the tractor 1 is along the planned travel route L2. Run. If 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 body position (corrected vehicle body position) W3 corrected by the correction amount are the same values. The corrected vehicle body position W3 is the 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 does not deviate from the planned travel route L2, an error occurs in the positioning of the position detection device 40 due to various influences, and the position detection device 40 causes an error. Assuming that the detected vehicle body position W1 is displaced to the right with respect to the planned travel route L2 (actual position W2) and the deviation amount W4 is maintained, the tractor 1 is set to the calculated vehicle body position W1 and the planned travel route L2. It is determined that the deviation has occurred, and the tractor 1 is steered to the left so as to eliminate the deviation 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 steering to the left. After that, it is assumed that the driver notices that the tractor 1 is deviated 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 body position W1, and the corrected vehicle body position (corrected vehicle body position) W3 can be substantially the same as the actual position W2. That is, by setting the right correction amount by the second correction unit 53B, the vehicle body position of the position detection device 40 can be corrected in the direction of eliminating the deviation amount W4 generated in the vicinity of the position P20. As shown in position P21 of FIG. 5A, when the actual position W2 of the tractor 1 is separated from the scheduled travel route L2 to the left after the vehicle body position is corrected, the tractor 1 is steered to the right and the tractor 1 is steered to the right. The actual position W2 can be matched with the planned travel route L2.

FIG. 5B shows a state in which the calculated vehicle body position W1 is shifted to the left during automatic steering and going straight. As shown in FIG. 5B, when the actual position W2 and the calculated vehicle body position W1 match and the actual position W2 and the planned travel route L2 match in the state where the automatic steering is started, FIG. 5A and 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 where there is no error in the positioning of the position detection device 40. Further, similarly to FIG. 5A, the calculated vehicle body position W1 and the corrected vehicle body position W3 have the same values.

Here, at the position P22, an error occurs in the positioning of the position detection device 40 due to various influences, the vehicle body position W1 detected by the position detection device 40 shifts to the left side with respect to the actual position W2, and the shift amount W5 increases. Assuming that the tractor 1 is maintained, the tractor 1 steers the tractor 1 to the right so as to eliminate the deviation amount W5 between the calculated vehicle body position W1 and the planned travel route L2. After that, it is assumed that the driver notices that the tractor 1 is deviated 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 body position W1, and the corrected vehicle body position (corrected vehicle body position) W3
Can be substantially the same as the actual position W2. That is, by setting the left correction amount by the first correction unit 53A, the vehicle body position of the position detection device 40 can be corrected in the direction of eliminating the deviation amount W5 generated in the vicinity of the position P22. As shown in position P23 of FIG. 5B, if the actual position W2 of the tractor 1 is far to the right from the planned travel route L2 after the vehicle body position is corrected, the tractor 1 is steered to the left and the tractor 1 is steered to the left. The actual position W2 can be matched with the planned travel route L2.
<Outline of control device>
As shown in FIG. 1, the tractor 1 includes a plurality of control devices 60. The plurality of control devices 60 are devices that control the traveling system, control the working system, calculate the vehicle body position, and the like in the tractor 1. 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 received signal (received information) received by the receiving device 41 and the measurement information (acceleration, angular velocity, etc.) measured by the inertial measurement unit 42, and the vehicle body position is based on the received information and the measurement information. Ask for. For example, in the first control device 60A, 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 commanded, the calculated vehicle body calculated by the received information and the measurement information. The calculated vehicle body position W1 is determined to be the vehicle body position used during automatic steering without correcting the position W1. On the other hand, when the correction switch 53 is instructed to correct the vehicle body position, the first control device 60A determines the vehicle body position based on either the number of operations of the correction switch 53 or the operation amount (displacement amount) of the correction switch 53. The correction amount is set, and the 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 to be used during 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 scheduled 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 scheduled 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 body position and the scheduled travel line L2 is equal to or greater than the threshold value and the tractor 1 is located on the left side with respect to the scheduled travel line L2, the second control device 60B has the steering direction of the tractor 1 on the right. The rotation axis of the steering motor 38 is rotated so as to be in the direction. When the deviation between the vehicle body position and the scheduled travel line L2 is equal to or greater than the threshold value and the tractor 1 is located on the right side with respect to the scheduled travel line L2, the second control device 60B has the steering direction of the tractor 1 on the left. The rotation axis of the steering motor 38 is rotated so as to be in the direction. In the above-described embodiment, the steering angle of the steering device 11 is changed based on the deviation between the vehicle body position and the planned traveling line L2, but the direction of the planned traveling line L2 and the traveling direction of the tractor 1 (vehicle body 3). When the orientation (vehicle body orientation) F1 of the (traveling direction) is different, that is, when the angle θ of the vehicle body orientation F1 with respect to the planned traveling line L2 is equal to or greater than the threshold value, the second control device 60B has a zero angle θ (vehicle body orientation). The steering angle may be set so that F1 matches the direction of the planned traveling line L2). Further, the second control device 60B sets the final steering angle in automatic steering based on the steering angle obtained based on the deviation (positional deviation) and the steering angle obtained based on the direction (direction deviation θ). You may. The setting of the steering angle in the automatic steering in the above-described embodiment is an example and is not limited.

The third control device 60C raises and lowers the connecting portion 8 in response to the operation of the operating member provided around the driver's seat 10.
It should be noted that the above-mentioned control of the traveling system, control of the working system, and calculation of the vehicle body position are not limited.
<Specific configuration of the 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 arranged at the front of the vehicle body 3 and rotatably supports the axle (front axle) 21F of the front wheels 7F. Further, 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 form a highly rigid vehicle body frame.

The flywheel housing 71 is connected to the rear portion of the prime mover 4 and houses the flywheel connected to the output shaft of the prime mover 4. The clutch housing 72 is connected to the flywheel housing 71 and houses a clutch that intermittently transmits the power of the prime mover 4 transmitted via the flywheel. 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 portion of the intermediate frame 73 and houses the transmission 5 and the rear wheel differential device 20R.

As shown in FIG. 7, the front axle frame 70 includes a first frame 70A arranged on one side (left side) in the vehicle body width direction and a second frame 70B arranged on the other side (right side) in the vehicle body width direction. , A third frame 70C that connects 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 part of the front axle frame 70.

The bonnet 76 covers the prime mover 4. Specifically, the bonnet 76 includes an upper plate portion 76a that covers the upper part of the prime mover 4, a left plate portion 76b that covers the left side of the prime mover 4, a right plate portion 76c that covers the right side of the prime mover 4, and a front plate that covers the front of the prime mover 4. It has a part 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 wheel 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 circumference of the steering shaft 31 is covered with the steering post 80. The steering post 80 has a cylindrical shape 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's 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 78a of the panel cover 78 is connected to the left plate portion 76b of the bonnet 76. The front end of the right plate portion 78c of the panel cover 78 is connected to the right plate portion 76c 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 78a of the panel cover 78 connects the upper end of the left plate portion 78b, the upper end of the right plate portion 78c, and the upper end of the rear plate portion 78d, and is connected to the upper plate portion 76a of the bonnet 76.

As shown in FIGS. 11 to 14, the upper plate portion 78a of the panel cover 78 is provided with a support portion 78e that supports the display device 45. The support portion 78e 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 arranged around the steering shaft 31. Specifically, the display device 45 is arranged in front of the steering shaft 31. As shown in FIG. 12, the display device 45 is located at a position (hereinafter, referred to as “vertical direction of the display surface”) that does not overlap with the grip 30a 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 arranged inside the grip 30a). Since the vertical direction of the display screen substantially coincides with the line-of-sight direction of the driver seated in the driver's seat 10, the visibility of the display device 45 is improved.

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

As shown in FIGS. 8, 9, 11, and 14, the mounting surface 78f is inclined so as to move downward toward the rear. As shown in FIG. 12, the mounting 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 mounted on any of the three regions (first region 78f1, second region 78f2, third region 78f3) of the mounting surface 78f, whereby the steering shaft 31 It is arranged around. The specific arrangement of the setting switch 51, the correction switch 53, and the screen changeover switch 54 will be described later.

As shown in FIGS. 11 to 14, 28, and 29, the shuttle lever 81 projects from the left portion (left plate portion 78b) of the panel cover 78. The shuttle lever 81 projects from the left side of the panel cover 78 to the left 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 / backward switching unit 13 is in a state of outputting 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 backward, the forward / backward switching unit 13 is in a state of outputting the reverse power to the traveling device 7, and the traveling direction of the vehicle body 3 is switched to the reverse direction. When the shuttle lever 81 is in the neutral position, no power is output to the traveling device 7.

A grip portion 81a gripped by the operator is provided at the tip end portion (upper end portion) of the shuttle lever 81. As shown in FIG. 11, the grip portion 81a is arranged to the left of the grip 30a of the steering handle 30. Further, the grip portion 81a is arranged at a position above the mounting surface 78f of the panel cover 78 and away from the mounting surface 78f to the left. As a result, when the shuttle lever 81 is operated, it unintentionally comes into contact with various switches (setting switch 51, etc.) provided on the mounting surface 78f, or when the various switches provided on the mounting surface 78f are operated unintentionally. It is possible to prevent the shuttle lever 81 from coming into contact with the shuttle lever 81.

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

As shown in FIGS. 8, 9 and 11 to 14, the mounting 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 78f is separated from the grip 30a of the steering handle 30 by the height of the column cover 79. As a result, the setting switch 51, the correction switch 53, and the screen changeover switch 54 mounted on the mounting surface 78f are arranged at positions away from the steering handle 30.

When the setting switch 51, the correction switch 53, and the screen changeover switch 54 are located away from the steering handle 30, the setting switch 51, the correction switch 53, and the screen changeover switch 54 are unintentionally contacted when the steering handle 30 is operated. It is prevented from doing. Further, it is possible to prevent unintentional contact with the steering handle 30 when the setting switch 51, the correction switch 53, and the screen changeover switch 54 are operated. Therefore, it is possible to prevent an unintended switch to automatic steering due to an erroneous operation.
<Switch layout>
Next, the arrangement of the setting switch 51, the steering changeover switch 52, the correction switch 53, and the screen changeover 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 arranged around the steering shaft 31. Hereinafter, the specific arrangement of the setting switch 51, the steering changeover switch 52, the correction switch 53, and the screen changeover switch 54 will be described.
As shown in FIGS. 11 to 13, the setting switch 51 is arranged on one side (left side) of the steering shaft 31 in the vehicle body width direction. Further, the setting switch 51 is arranged behind the steering shaft 31 in the front-rear direction. That is, the setting switch 51 is arranged to the left and rearward (obliquely left rearward) of the steering shaft 31. In the case of the present embodiment, the setting switch 51 is composed of a push switch.

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

As shown in FIG. 13, the setting switch 51 does not overlap with the grip 30a of the steering handle 30 when viewed from the axial direction of the steering shaft 31. Specifically, the setting switch 51 is arranged inside the grip 30a of the steering handle 30 (the side closer to the axial center 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 changeover switch 52 is arranged on one side (left side) of the steering shaft 31. In the case of the present 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 portion of the steering changeover switch 52 is provided inside the column cover 79. The steering changeover switch 52 projects to one side (left side) of the column cover 79.

A grip portion 52a gripped by the operator is provided at the tip end portion (left end portion) of the steering changeover switch 52. As shown in FIGS. 11 and 14, the grip portion 52a is arranged below the grip 30a of the steering handle 30 and in the vicinity of the grip 30a. Further, as shown in FIG. 13, the grip portion 52a overlaps with the grip 30a of the steering handle 30 when viewed from the axial direction of the steering shaft 31. As a result, the steering changeover switch 52 can be operated by extending a finger to the grip portion 52a while gripping the grip 30a of the steering handle 30.

Here, the grip portion 81a of the shuttle lever 81 is separated downward and to the left from the grip 30a of the steering handle 30, and is arranged at a position where the fingers cannot reach when the grip 30a is gripped. Therefore, it is possible to prevent the shuttle lever 81 from being unintentionally operated when the steering changeover switch 52 is operated while the grip 30a is being gripped. Further, it is possible to prevent the steering changeover switch 52 from being unintentionally operated when the shuttle lever 81 is operated.

As shown in FIG. 14, the steering selector switch 52 has a first direction (directions indicated by arrows C1 and C2) for switching the start or end of automatic operation, and a start point and an end point of a travel reference line that serves as a reference for the planned travel line. It is possible to swing in the second direction (direction indicated by the arrow D1 and the arrow D2) in which and is set.
The swing in the first direction is a swing upward or downward from the neutral position. The swing in the second direction is a swing from the neutral position to the front or the rear. When the setting mode is valid, the steering selector switch 52 commands (outputs) the start of automatic steering by swinging downward (arrow C1 direction) from the neutral position, and moves upward (arrow C2 direction) from the neutral position. Command (output) the end of automatic steering by swinging. Further, when the setting mode is valid, the steering selector switch 52 sets the start point of the traveling reference line by swinging from the neutral position to the rear (arrow D1 direction), and moves from the neutral position to the front (arrow D2 direction). The end point of the running reference line is set by the swing of.

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

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

The screen changeover switch 54 is a switch that switches the display of the display device 45 between the first screen Q1 for displaying the operation status (operation information) in the setting mode and the second screen Q2 for explaining the 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 changeover switch 54 is arranged on the other side (right side) of the steering shaft 31 in the vehicle body width direction. Further, the screen changeover switch 54 is arranged 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 (diagonally right front side) of the steering shaft 31. In the case of the present embodiment, the screen changeover switch 54 is composed of a push switch. The screen changeover switch 54 is arranged on the right side and the front side (diagonally right front side) of the column cover 79 in the positional relationship with the column cover 79. The screen changeover switch 54 is arranged in the front portion 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 changeover 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 30a of the steering handle 30 when viewed from the axial direction of the steering shaft 31. Specifically, the screen changeover switch 54 is arranged inside the grip 30a of the steering handle 30 (the side closer to the axial center of the steering shaft 31) when viewed from 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 while sitting in the driver's seat 10 without changing his / her posture. Therefore, the operability is improved and erroneous operation can be prevented. In addition, the harness (wiring) arranged from each switch can be shortened.

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

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

Regarding the arrangement of the various switches described above, the left and right positional relationships may be interchanged. That is, one side may be arranged as the left side and the other side may be arranged as the right side, or one side may be arranged as the right side and the other side may be arranged as the left side. Specifically, for example, the setting switch 51 and the steering changeover switch 52 may be arranged on the right side of the steering shaft 31, and the correction switch 53 may be arranged on the left side of the steering shaft 31.
<Elevating lever (pump lever), accelerator lever>
As shown in FIGS. 11 to 13, the tractor 1 includes an elevating lever 83 and an accelerator lever 84.

The elevating lever 83 is a lever (pumper lever) for elevating and lowering the connecting portion 8. The elevating lever 83 is arranged on the other side (right side) of the steering shaft 31. The elevating lever 83 can swing with the base end portion provided on the steering shaft 31 side as a fulcrum. The base end portion of the elevating lever 83 is provided inside the panel cover 78. The elevating lever 83 projects upward from the other side (right side) of the panel cover 78, and the tip end portion is located on the other side (right side) of the column cover 79.

As shown in FIG. 13, when the elevating 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, and the correction switch 53 and the screen. It does not overlap with the changeover switch 54. As a result, the correction switch 53 and the screen changeover switch 54 are unintentionally operated when the elevating lever 83 is operated, and the elevating lever 83 is unintentionally operated when the correction switch 53 and the screen changeover switch 54 are operated. It is prevented from being operated.

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

The elevating lever 83 is arranged on the side opposite to the steering changeover switch 52 with the steering shaft 31 interposed therebetween in the vehicle body width direction. As a result, erroneous operation due to the operator's hand touching the elevating lever 83 when operating the steering changeover switch 52 or the operator's hand touching the steering changeover switch 52 when operating the elevating lever 83 is prevented. can.
As shown in FIGS. 11 to 13, the accelerator lever 84 is arranged 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 portion of the accelerator lever 84 is provided inside the panel cover 78. The accelerator lever 84 projects upward from the mounting surface 78f 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 78f of the panel cover 78 in front of the correction switch 53 and behind the screen changeover switch 54. The accelerator lever 84 projects upward from the mounting surface 78f and then extends to the right (in the direction away from the column cover 79).

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

As shown in FIGS. 10 and 15 to 17, the steering motor 38 of the automatic steering mechanism 37 is arranged around the steering shaft 31. Specifically, the steering motor 38 is arranged below the steering handle 30 in front of the steering shaft 31 and to the right (obliquely right front). The output shaft (rotating shaft) of the steering motor 38 is arranged parallel to 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 housed inside the gear case 39a. As shown in FIGS. 10 and 15, the gear case 39a is fixed to the upper end 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 85a for supporting the gear case 39a from below is provided at the upper end of the support post 85. In FIG. 17, the gear case 39a is omitted to show the internal gear. As shown in FIG. 17, a 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 of the support post 85 is fixed to the upper part of the clutch housing 72 via a mounting stay 86 or 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 bolts or the like.
As shown in FIG. 10, the steering motor 38 and the gear mechanism 39 are arranged in the vicinity of the axis CL1 of the steering shaft 31. Specifically, the steering motor 38 and the gear mechanism 39 are arranged at positions 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 steering motor 38 and the gear mechanism 39 have a virtual line VL1 in which the outer end of the grip 30a on one side in the vehicle body width direction is extended downward and the grip 30a in the vehicle body width direction. 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 has a first gear 391, a second gear 392, a third gear 393, and a fourth gear 394. The first gear 391 is mounted on the output shaft (rotary shaft) of the steering motor 38. The second gear 392 is arranged in front of the steering shaft 31 and meshes with the first gear 391. The third gear 393 is arranged below the second gear 392 and is connected to the second gear 392 by the 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 rotates. When the connecting shaft 390 rotates, the third gear 393 rotates, the power of the rotation is transmitted to the steering shaft 31 via the fourth gear 394, and the steering shaft 31 rotates. In this way, the steering shaft 31 is rotated by driving the steering motor 38.
<Arrangement of power steering device, etc.>
Next, the arrangement of the power steering device 32 and the like 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 linking 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 the 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 the 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, or any other configuration may be adopted.

The 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 (control valve 34, 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 arranged behind the power steering unit 93 and above the second frame 70B 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 (inner end) of the left and right tie rods 95 via the pitman arm 94. The other end (outer end) of the tie rod 95 is connected to the front wheels 7F on the left and right sides. 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 coupling mechanism (universal joints 87, 88, 89 and arms 90, 91, 92), and the control valve. 34 operates (spool moves). As a result, 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 movement of the tie rod 95 changes the directions of the front wheels 7F on the left and right sides.

As shown in FIG. 28, the power steering unit 93 (control valve 34, steering cylinder 35) and the hydraulic pump 33 constituting the power steering device 32 are arranged 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 (steering motor 38, gear mechanism 39) is arranged inside the panel cover 78. In this way, the automatic steering mechanism 37 (steering motor 38, gear mechanism 39) and the power steering device 32 are arranged at separate positions.

When the automatic steering mechanism 37 and the power steering device 32 (for example, the control valve 34) are arranged at close positions, a large arrangement space is required, but the automatic steering mechanism 37 and the power steering device 32 are separated from each other. By arranging in, each arrangement space can be small, and a large arrangement space is not required.
<Arrangement of first control device, second control device, etc.>
As shown in FIGS. 8 and 9, the first control device 60A and the second control device 60B are arranged inside the panel cover 78. As shown in FIGS. 10 and 16, the first control device 60A is arranged on one side (left side) of the steering shaft 31. The second control device 60B is arranged 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 electric signal.

In this way, the first control device 60A and the second control device 60B are separately configured, and are separately arranged on one side (left side) and the other side (right side) of the steering shaft 31. As a result, the first control device 60A and the second control device 60B can be miniaturized as compared with the case where they are integrated as a control device, and can be arranged at a position near the steering shaft 31. Therefore, the first control device 60A and the second control device 60B can be reliably housed in the panel cover 78. Further, since the first control device 60A and the second control device 60B are arranged apart from each other, it is possible to prevent the other control device from being adversely affected by the heat generated from one control device.

The first control device 60A and the second control device 60B have a housing and a circuit board arranged in the housing. The circuit board is composed of various electrical and electronic components such as semiconductors, and can perform the above-mentioned control and the like. The housing has a rectangular parallelepiped shape and is arranged vertically. Specifically, in the housing of the first control device 60A, the shortest side of the three sides (length, width, height) faces the vehicle body width direction, and the longest side faces the vertical direction. In the housing of the second control device 60B, the shortest side of the three sides faces in the substantially width direction of the vehicle body, and the longest side faces in the substantially front-rear direction. As described above, 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. As a result, the occupied area of the first control device 60A and the second control device 60B in the vehicle body width direction becomes smaller, so that the first control device 60A and the second control device 60B can be reliably accommodated in the panel cover 78. .. Further, 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 in the driver's seat 10. Further, since the first control device 60A and the second control device 60B can be arranged 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 shortened. It becomes difficult to receive.

As shown in FIG. 10, the first control device 60A is arranged 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 arranged at a position closer to the axis CL1 than the virtual line VL1 in which the outer end on one side of the grip 30a of the steering handle 30 in the vehicle body width direction is extended downward. .. The second control device 60B overlaps with the virtual line VL2 in which the outer end of the grip 30a of the steering handle 30 on the other side in the vehicle body width direction is extended downward.

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

As shown in FIG. 10, the second control device 60B and the steering motor 38 are arranged to the right of the axis CL1 of the steering shaft 31. As described above, the second control device 60B and the steering motor 38 are arranged in the same direction (right side) in the vehicle body width direction, so that the second control device 60B is located in the vicinity of the steering motor 38. As a result, the harness that electrically connects the second control device 60B and the steering motor 38 can be shortened, and the harness is less susceptible to noise.

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

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

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

Specifically, as shown in FIGS. 16 and 17, the connecting member 97 is composed of a plate member, and the front plate portion 97a to which the connecting portion 96c is attached and extends forward from the connecting portion 96c and the connecting portion 96c are attached. A rear plate portion 97b extending rearward (steering shaft 31 side) from the connecting portion 96c, a one-sided plate portion 97c extending from the rear plate portion 97b to the first control device 60A side, and a second control device 60B from the rear plate portion 97B. It has the other plate portion 97d extending to the side. The one plate portion 97c and the other plate portion 97d 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 upper part of the partition plate 99. As shown in FIGS. 8 and 9, the partition plate 99 is arranged inside the bonnet 76, and the space inside the bonnet 76 is divided into a front first space S1 and a rear second space S2. ing. The prime mover 4 is arranged in the first space S1. A fuel tank (not shown) is arranged 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 receiving devices, etc.>
Next, the arrangement and the like of the receiving device 41 constituting the position detecting device 40 will be described.

The receiving device 41 receives the signal of the positioning satellite 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 the satellite positioning system (GNSS: Global Navigation Satellite System). As the satellite positioning system, for example, GPS (Global Positioning System) is used. For example, receiver 4
1 receives a signal transmitted from a positioning satellite and a signal transmitted from a base station installed on the ground, and calculates the position of the vehicle body 3 and the like based on the received signal. Specifically, in the base station, correction information including the position information (reference position) of the base station, information obtained by signals from positioning satellites (distance between satellite receivers, etc.), etc. is sent 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 the position information with higher accuracy. However, as a method for detecting the vehicle body position by the receiving device 41, another method such as the RTK method may be used.

As shown in FIGS. 28 and 29, the receiving device 41 is attached to the rops 61.
Before explaining the mounting position of the receiving device 41, a specific configuration of the lops 61 will be described.
The rops 61 is provided behind the driver's seat 10. The rops 61 has a first vertical column portion 61a, a second vertical column portion 61b, and a horizontal frame portion 61c. The first vertical column portion 61a, the second vertical column portion 61b, and the horizontal frame portion 61c are integrally formed by bending a square pipe. The first vertical pillar portion 61a extends in the vertical direction to the left and rear of the driver's seat 10. The second vertical pillar portion 61b extends in the vertical direction to the right and behind the driver's seat 10. The horizontal portion 61c extends in the width direction of the vehicle body, 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. As a result, the Lops 61 is formed in a substantially gantry shape as a whole when viewed from the front. The rops 61 can be swung backward with the pivot shaft 102 provided at the lower end of the first vertical column portion 61a and the lower end of the second vertical column portion 61b as a fulcrum.

The receiving device 41 is attached to the horizontal portion 61c of the rops 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 the central portion of the horizontal portion 61c in the vehicle body width direction, and extends rearward from the central portion. As a result, the receiving device 41 is located behind the central portion of the horizontal portion 61c in the vehicle body width direction. In this way, the receiving device 41 is arranged at a position offset (shifted) rearward from the rops 61. Further, the receiving device 41 is located above and behind the driver's seat 10.

However, the mounting position of the receiving device 41 is not limited to the positions shown in FIGS. 28 and 29. For example, the receiving device 41 may be arranged at a position offset forward or sideways from the rops 61. Further, the receiving device 41 may be attached to the first vertical column portion 61a or the second vertical column portion 61b of the tractor 61, or may be attached to a place other than the rops 61 of the tractor 1. Further, a canopy may be used instead of the rops 61, and the receiving device 41 may be attached to the canopy.
<Arrangement of inertial measurement units, etc.>
Next, the arrangement and the like of the inertial measurement unit 42 constituting the position detection device 40 will be described.

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

Further, the inertial measurement unit 42 is arranged above the mission case 74. In other words, the inertial measurement unit 42 is arranged at a position where it overlaps with the mission case 74 in a plan view. Since the inertial measurement unit 39 is in a position where it overlaps with the mission case 10, the position of the inertial measurement unit 39 is close to the position of the center of gravity of the vehicle body 3. Therefore, the inertial measurement unit 39 can easily measure the representative value of the posture change of the vehicle body 3 (the value that can represent the posture change in the vehicle body 3), and quickly and quickly adjusts the position of the vehicle body 3 according to the posture change of the vehicle body 3. It can be obtained with high accuracy. In other words, since the inertial measurement unit 39 is arranged at a position in the vehicle body 3 where the weight balance of front / rear, left / right, and height is good, the measurement accuracy of the position of the vehicle body 3 can be improved.

Further, as shown in FIG. 20, the inertial measurement unit 42 is arranged on the axis CL3 of the rear axle in a plan view. When the working device (implement) is attached to the connecting portion 8, the position of 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, by arranging the inertial measurement unit 42 on the axle center CL3 of the rear axle, the inertial measurement unit 39 is close to the position of the center of gravity of the vehicle body 3 even when the working device (implementation) is attached to the connecting portion 8. Therefore, the position of the vehicle body 3 can be obtained quickly and accurately.

Hereinafter, the support structure (mounting structure) of the inertial measurement unit 42 will be described mainly based on FIGS. 19 to 25.
The inertial measurement unit 42 is supported by the vehicle body 3 (mission case 74) by the support member 65 via the vibration isolator member 64. The vibration isolator member 64 is a member that suppresses the vibration of the inertial measurement unit 42, and is an elastically deformable member such as rubber or a spring.

The support member 65 supports the inertial measurement unit 42 on the vehicle body 3 via the vibration isolator member 64. More specifically, the support member 65 supports the inertial measurement unit 42 in a housing that covers the drive unit that drives the vehicle body 3 via the vibration isolator member 64. The drive unit is a prime mover 4 or a device that transmits the power of the prime mover 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 in which the support member 65 is supported is not limited to the transmission case 74, and the drive unit 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 the clutch. Hereinafter, it is assumed 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 the 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 mission case (housing) 74 (without passing through the support plate 66).
The support plate 66 is arranged below the driver's seat 10 and supports the driver's seat 10 from below. A support bracket 100 and a cushion 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, respectively, and extends forward from the support plate 66. In the case of the present 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 has a cylindrical shape. The cushion material 101 is fixed to the left rear portion and the right rear portion of the support plate 66 by bolts or the like, respectively. The driver's seat 10 is supported above the support plate 66 by being placed on 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 and 22, the mission case 74 has a protruding portion 74a that projects upward from the upper surface of the mission case 74. The projecting portion 74a includes a front projecting portion 74a1 projecting upward from the front portion of the mission case 74, and a rear projecting portion 74a2 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, respectively. Screw holes 74b extending in the vertical direction are formed in the front protruding portion 74a1 and the rear protruding portion 74a2, respectively. A plurality of screw holes 74b are formed at intervals in the vehicle body width direction for each of the front protruding portion 74a1 and the rear protruding portion 74a2. In the case of the present embodiment, two screw holes 74b are formed in each of the front protruding portion 74a1 and the rear protruding portion 74a2 (four in total).

The support plate 66 has a first through hole 66a and a second through hole 66b.
The first through hole 66a is a hole for attaching the support plate 66 to the mission case 74. As shown in FIGS. 19, 21, and 22, the first through hole 66a is formed at a position corresponding to each of the plurality of screw holes 74b formed in the mission case 74. Specifically, the first through hole 66a includes a front through hole 66a1 and a rear through hole 66a2. The front through holes 66a1 are 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 through the first through hole 66a, and the support plate 66 is fixed to the upper part of the mission case 74 by screwing the bolt B1 into the screw hole 74b.

As described above, the transmission case 74 constitutes a highly rigid vehicle 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 vehicle body frame by being fixed to the mission case 74.
The second through hole 66b is a hole for attaching the support member 65 to the support plate 66. As shown in FIGS. 21 and 24, the second through hole 66b 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 a 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. One through hole 66b1 and the other through hole 66b2 are provided at symmetrical positions with the 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 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 through hole 66b1. The screw hole of the second female screw member 692 communicates with the other through hole 66b2. By forming the screw holes directly in the support plate 66, the first female screw member 691 and the second female screw member 692 can be omitted.

As shown in FIGS. 21 and 24, the support member 65 has a mounting portion 65a and a fixing portion 65b. The mounting portion 65a and the fixing portion 65b are integrally formed by bending one plate (metal plate or the like).
The mounting portion 65a is arranged below the support plate 66. The mounting portion 65a has a flat plate shape and is arranged in parallel with the support plate 66. An inertial measurement unit 42 is attached to the attachment portion 65a. Specifically, the inertial measurement unit 42 is mounted on the upper surface of the mounting portion 65a, and is fixed to the upper surface by mounting tools (bolts B2 and nuts N1).

The fixed portion 65b rises from the mounting portion 65b. Specifically, the fixing portion 65b includes a first fixing portion 65b1 provided on the left side of the support member 65 and a second fixing portion 65b2 provided on the right side of the support member 65. The first fixing portion 65b1 has 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 to the left from the upper end of the first standing portion 62. The second fixing portion 65b2 has a second standing portion 63 that rises from the right end of the mounting portion 65a, and a second upper plate portion 68 that extends to the right from the upper end of the second standing portion 63. The upper surface of the first upper plate portion 67 and the upper surface of the second upper plate portion 68 are arranged at the same height and parallel to the upper surface of the mounting portion 65a.

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

As shown in FIGS. 24 and 25, the fixing portions 65b (first fixing portion 65b1 and second fixing portion 65b2) are fixed to the support plate 66 via the vibration isolator member 64. The anti-vibration member 64 is made of an elastic body (rubber or the like) having a substantially cylindrical shape. As shown in FIG. 25, the vibration isolator 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 64a is provided on the upper portion of the vibration isolator member 64. The second large diameter portion 64b is provided below the vibration isolator member 64. The small diameter portion 64c is provided between the first large diameter portion 64a and the second large diameter portion 64b. Although FIG. 25 shows the mounting structure of the vibration isolator member 64 in the first fixing portion 65b1, the mounting structure of the vibration isolator member 64 in the second fixing portion 65b2 is also the same.

The first large diameter portion 64a is interposed between the upper surface of the fixing portion 65b (the first fixing portion 65b1 and the second fixing portion 65b2) 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 holes 67a, second mounting holes 68a) of the support member 65. In this way, 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 isolator 64 is interposed between them.

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 isolator member 64 due to the tightening of the bolt B3, or the vibration isolator member 64 may be formed. It may be formed in a state where it is not elastically deformed.
As described above, the support member 65 supports the inertial measurement unit 42 below the support plate 66 via the vibration isolator member 64.

As shown in FIGS. 20, 21 and the like, the support plate 66 has an opening 66c provided above the inertial measurement unit 42. The inertial measurement unit 42 is exposed from the opening 66c. That is, the inertial measurement unit 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 unit 42 is located above the support plate 66, but is separated from at least the lower surface of the driver's seat 10 by a distance that can surely avoid contact with the lower surface. Further, the opening 66c exposes the fixture (nut N1). As a result, the fixture can be easily removed by inserting a hand, a tool, or the like from the opening 66c. Further, by projecting the upper part of the inertial measurement unit 42 from the opening 66c, the space occupied by the inertial measurement unit 42 in the thickness direction (vertical direction) can be reduced.

The mounting position of the inertial measurement unit 42 is not limited to the above embodiment. From the viewpoint of accurately detecting the behavior of the tractor (working vehicle) 1 by the inertial measurement unit 42, there are mainly four possible positions for attaching the inertial measurement unit 42.
The first position is within the 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 reference numeral A in FIG. The second position is within the vicinity of the intersection of the diagonal line connecting the left front wheel 7FL and the right rear wheel 7RR and the diagonal line connecting the right front wheel 7FR and the left rear wheel 7RL, and is designated by reference numeral 26 in FIG. Shown by B. The third position is near 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 when the tractor 1 travels (a range in which the center of gravity position moves during travel (dynamic center of gravity position)), and is indicated by reference numeral C in FIG. The range in which the ZMP indicated by the reference numeral C in FIG. 26 moves is a stable region in which the posture of the tractor 1 is stable when traveling (for example, a region in which the tractor 1 travels stably).

The ZMP can be calculated 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 the first load (floor reaction force) and moment applied to the vehicle body 3, and is, for example, the first in the three-axis directions (X-axis direction, Y-axis direction, Z-axis direction). A 6-component load cell capable of detecting loads and moments is used. The X-axis direction can be set in the traveling direction of the vehicle body 3, the Y-axis direction can be set in the vehicle body width direction, and the Z-axis direction can be set in the vertical direction.

The plurality of vehicle body state detection units are a first state detection unit corresponding to a support point (left front wheel) on the left front portion of the vehicle body 3, and a second state detection unit corresponding to a support point (right front wheel) on the right front portion of the vehicle body 3. The unit, the third state detection unit corresponding to the support point (left rear wheel) at the left rear part of the vehicle body 3, and the fourth state detection unit corresponding to the support point (right rear wheel) at the right rear part of the vehicle body 3 are included. Can be done. The calculation of ZMP can be performed by a control device (control device 60 or other control device) (computer). The control device has a first load (floor reaction force) at a support point of the vehicle body 3, for example, a floor reaction force and a moment in the first state detection unit, the second state detection unit, the third state detection unit, and the fourth state detection unit. Based on, the ZMP shown in two dimensions is obtained.

In FIG. 26, the region Q1 connecting the support points of the vehicle body 3 (positions where a plurality of vehicle body state detection units are installed) is a critical region and is represented in two dimensions of the X-axis and the Y-axis. The stable region Q2 (C) is a stable region in which the posture of the tractor 1 is stable 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 constituting the critical region Q1 and the contour line constituting the stable region Q2 is an unstable region Q3 that tends to be unstable. ..

By setting the mounting position of the inertial measurement unit 42 to the stable region Q2 (C), the measurement accuracy of the inertial measurement unit 42 can be improved.
<Effect>
According to the work vehicle (tractor) 1 of the above embodiment, the following effects are obtained.
The work vehicle 1 is a vehicle body 3 capable of traveling by either a steering handle 30, a steering shaft 31 that rotatably supports the steering handle, manual steering by the steering handle, or automatic steering of the steering handle based on a planned travel line. A setting switch 51 that is arranged around the steering shaft and switches to a setting mode that sets at least before the start of automatic steering, and a setting switch 51 that is arranged around the steering shaft and switches the start or end of automatic steering in the setting mode. It includes a steering changeover switch 52.

According to this configuration, since the setting switch 51 and the steering changeover switch 52 are arranged around the steering shaft 31, the driver can surely recognize the setting switch 51 and the steering changeover switch 52 at a glance. At the same time, it can be easily operated without changing the posture. Therefore, it is possible to prevent unintended automatic steering or the like due to an erroneous operation of the switch.

Further, the work vehicle 1 is provided on the vehicle body 3 and is arranged around the steering shaft 31 and is detected by the position detection device 40 and the position detection device 40 that detects the position of the vehicle body based on the signal of the positioning satellite. It is provided with a correction switch 53 that corrects 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 see the setting switch 51, the steering changeover switch 52, and the correction switch 53 at a glance. It can be surely recognized and can be easily operated without changing the posture. Therefore, it is possible to prevent unintended automatic steering or the like due to an erroneous operation of the switch.

Further, the work vehicle 1 is arranged around the steering shaft 31 and displays the driving information, and the display device 45 is arranged around the steering shaft and displays the display device to display the driving status in the setting mode. It includes a screen changeover switch 54 that selectively switches between the one screen G1 and the second screen Q2 for explaining the setting operation in the setting mode.
According to this configuration, in addition to the setting switch 51, the steering changeover switch 52, and the correction switch 53, the screen changeover switch 54 is also arranged around the steering shaft 31, so that the driver can use the setting switch 51 and the steering changeover switch 52. The correction switch 53 and the screen changeover switch 54 can be reliably recognized at a glance, and can be easily operated without changing the posture. Therefore, it is possible to prevent unintended automatic steering or the like due to an erroneous operation of the switch.

Further, 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 arranged in opposite directions with the steering shaft 31 interposed therebetween, the space around the steering shaft 31 can be effectively utilized, and the setting switch 51 and the setting switch 51 can be effectively utilized. It is possible to prevent erroneous operation of the correction switch 53.

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

Further, the setting switch 51 is arranged on one side of the steering shaft 31, and the screen changeover switch 54 is arranged on the other side of the steering shaft 31.
According to this configuration, since the setting switch 51 and the screen changeover switch 54 are arranged in opposite directions with the steering shaft 31 in between, the space around the steering shaft 31 can be effectively utilized and the setting switch 51 can be effectively used. And the screen changeover switch 54 can be prevented from being erroneously operated.

Further, a panel cover 78 for supporting the display device 45 is provided below the steering handle 30, and a setting switch 51, a correction switch 53, and a 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 visually recognize 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. Further, since the setting switch 51, the correction switch 53, and the screen changeover switch 54 are arranged at positions separated from the steering handle 30, the setting switch 51, the correction switch 53, and the screen changeover switch are unintentionally operated when the steering handle 30 is operated. It is possible to prevent the 54 from being touched or the steering handle 30 from being unintentionally touched when the setting switch 51, the correction switch 53, and the screen changeover switch 54 are operated. Therefore, it is possible to prevent an unintended switch to automatic steering due to an erroneous operation.

Further, the work vehicle 1 includes a connecting portion 8 provided at the rear portion of the vehicle body 3 and connecting the work device, and an elevating lever 83 for raising and lowering the connecting portion 8, and the elevating lever is on the other side of the steering shaft 31. It is located in.
According to this configuration, the elevating lever 83 and the steering changeover switch 52 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. Further, by contacting the steering changeover switch 52 when operating the elevating lever 83 or contacting the elevating lever 83 when operating the steering changeover switch 52, it is possible to prevent the driver from performing an unintended operation.

Further, the setting switch 51 and the correction switch 53 are arranged behind the steering shaft 31.
According to this configuration, since the setting switch 51 and the correction switch 53 are arranged on the driver side that operates the steering handle 30, the operability of the setting switch 51 and the correction switch 53 is improved, and erroneous operation is unlikely to occur. Become.

Further, the work vehicle 1 can travel by either the steering handle 30, the steering shaft 31 that rotatably supports the steering handle 30, manual steering by the steering handle, or automatic steering of the steering handle based on the planned travel line. The vehicle body 3, the position detection device 40 provided on the vehicle body and detecting the position of the vehicle body based on the signal of the positioning satellite, and the automatic steering handle automatically steering based on the position of the vehicle body detected by the position detection device. The steering mechanism 37, the first control device 60A which is arranged on one side of the steering shaft and outputs 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. It is provided with a second control device 60B which is arranged and controls an automatic steering mechanism so that the vehicle body travels along a planned traveling line based on a control signal output by the first control device.

According to this configuration, the control device is downsized as compared with the case where the first control device 60A and the second control device 60B are integrated as a control device. Therefore, the control devices (first control device 60A and second control device 60B) can be arranged in a small space near the steering shaft 31. Further, since the first control device 60A and the second control device 60B are arranged in opposite directions with the steering shaft 31 interposed therebetween, it is possible to prevent the other control device from being adversely affected by the heat generated from one control device. It comes off.

Further, the work vehicle 1 includes a display device 45 arranged around the steering shaft 31 and displaying driving information, and a panel cover 78 supporting the display device below the steering handle 30, and is a first control device. The 60A and the second control device 60B are arranged in the panel cover 78.
According to this configuration, since the first control device 60A and the second control device 60B are arranged in the panel cover 78 in a state where they are arranged in the vicinity of the steering shaft 41, the panel cover 78 can be made smaller. Therefore, it is possible to sufficiently secure the foot space of the driver and the field of view in front of the driver.

Further, the work vehicle 1 can travel by either the steering handle 30, the steering shaft 31 that rotatably supports the steering handle, manual steering by the steering handle, or automatic steering of the steering handle based on the planned travel line. The vehicle body 3, the position detection device 40 provided on the vehicle body and detecting the position of the vehicle body based on the signal of the positioning satellite, the power steering device 32 that assists the manual operation of the steering handle, and the power steering device are separated from each other. It is provided with an automatic steering mechanism 37 that is arranged at a position and automatically steers the steering handle based on the position of the vehicle body detected by the position detecting device.

According to this configuration, since the power steering device 32 and the automatic steering mechanism 37 are arranged at separate positions, the operation of the power steering device 32 and the operation of the automatic steering mechanism 37 are made independent of each other for automatic steering. The power steering device 32 can be operated regardless of whether the mechanism 37 is activated or not.
Further, the work vehicle 1 supports the display device 45, which is arranged around the steering shaft 31 and displays driving information, the panel cover 78 that supports the display device below the steering handle, and the vehicle body 3 so as to be able to travel. With front wheels 7F and rear wheels 7R, the vehicle body has a front axle frame 72 that supports the front wheels, an automatic steering mechanism is located within the panel cover, and the power steering device is from the hydraulic pump 33 and the hydraulic pump. It has a control valve 34 to which the discharged hydraulic oil is supplied and a steering cylinder 35 operated by the control valve, and the control valve is supported by the front axle frame 72.

According to this configuration, the automatic steering mechanism 37 can be arranged in the panel cover 78 in the vicinity of the steering shaft 31 without increasing the size of the panel cover 78. Therefore, it is possible to sufficiently secure the foot space of the driver and the field of view in front of the driver.
Further, the work vehicle 1 can travel by either the steering handle 30, the steering shaft 31 that rotatably supports the steering handle, manual steering by the steering handle, or automatic steering of the steering handle based on the planned travel line. The first direction for switching the start or end of automatic steering with the vehicle body 3 and the base end provided around the steering shaft as a fulcrum, and the driving reference line which is the reference of the planned traveling line. It is provided with a second direction for setting the start point and the end point of the steering wheel, and a steering changeover switch 52 capable of swinging.

According to this configuration, the start or end of automatic steering can be switched and the start point and end point of the travel reference line, which is the reference of the scheduled travel line, can be set by simply changing the swing direction of the steering changeover switch 52. It has excellent operability. Further, the installation space of the steering changeover switch 52 can be reduced as compared with the case where a plurality of switches are provided as the steering changeover switch 52.

Further, in the steering changeover switch 52, the swing in the first direction is a swing upward or downward, and the swing in the second direction is a swing forward or backward.
According to this configuration, the start or end of automatic steering is switched by swinging upward, downward, forward, and backward of the steering changeover switch 52, and the start point and end point of the travel reference line, which is the reference of the scheduled travel line, are set. It is easy to operate because it can be set.

Further, the steering changeover switch 52 commands the start of automatic steering by swinging downward, commands the end of automatic steering by swinging upward, and sets the start point of the traveling reference line by swinging backward. , Set the end point of the driving reference line by swinging forward.
According to this configuration, each operation of starting automatic steering, ending automatic steering, setting the start point of the travel reference line, and setting the end point of the travel reference line can be easily and surely performed.

Further, it is provided with a setting switch 51 which is arranged around the steering shaft 31 and switches to a setting mode in which at least the setting before the start of automatic steering is performed.
According to this configuration, by arranging the setting switch 51 around the steering shaft 31 in addition to the steering changeover switch 52, it is possible to reduce the arrangement space of the switches while providing various switches.

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

Further, the display of the display device 45, which is arranged around the steering shaft 31, is selectively switched between the first screen Q1 for displaying the operating status in the setting mode and the second screen Q2 for explaining the setting operation in the setting mode. A screen changeover 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 switch 54 is also arranged around the steering shaft 31. Therefore, it is possible to reduce the space for arranging the switches while providing a wide variety of switches.

Further, the work vehicle 1 receives a vehicle body 3 capable of traveling by either manual steering by the steering handle 30 or automatic steering of the steering handle based on the planned travel line, and a signal of a positioning satellite provided on the vehicle body. The receiving device 41, the inertial measuring unit 42 that measures the inertia of the vehicle body, the automatic steering mechanism 37 that automatically steers the steering handle based on the signal received by the receiving device and the inertia measured by the inertial measuring unit, and the inertial measurement. It includes a vibration-proof member 64 that suppresses vibration of the device, and a support member 65 that supports the inertial measurement unit on the vehicle body via the vibration-proof member.

According to this configuration, the vibration isolator member 64 suppresses the transmission of vibrations of the vehicle body 3 and the like to the inertial measurement unit 42. Therefore, the measurement error of the inertial measurement unit 42 can be reduced, and the automatic steering can be performed accurately.
Further, a drive unit (for example, a transmission 5) for driving the vehicle body and a housing (for example, a mission case 74) for covering the drive unit are provided, and the support member 65 is an inertial measurement unit 42 via a vibration isolator member 64. Is supported by the housing.

According to this configuration, the vibration isolator member 64 suppresses the transmission of vibration caused by the drive of the drive unit to the inertial measurement unit 42. Therefore, the measurement error of the inertial measurement unit 42 can be reduced.
Further, a support plate 66 attached to the housing 74 is provided, and the support member 65 is arranged below the support plate 66 and has an attachment portion 65a to which the inertial measurement unit 42 is attached, and an anti-vibration member 64 that rises from the attachment portion 65a. It has a fixing portion 65b, which is fixed to the support plate 66 via the support plate 66.

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

Further, the 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 unit 42 can be arranged below the driver's seat 10 via the support plate 66. Therefore, the inertial measurement unit 42 can be arranged near the center of gravity of the vehicle body 3, and the measurement accuracy of the inertial measurement unit 42 can be improved.

Further, the fixing portion 65b is fixed to the support plate 66 by the bolt B3, and the vibration isolator 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 isolator 64 can reliably prevent the vibration of the support plate 66 from being transmitted to the inertial measurement unit 42 via the support member 65.
Further, the housing is the mission case 74, and the support plate 66 is attached to the upper part of the mission case.

According to this configuration, by attaching the support plate 66 to the highly rigid transmission case, 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 unit 42 can be improved. ..
Further, the support plate 66 has an opening 66c provided above the inertial measurement unit 42, and the inertial measurement unit is exposed from the opening.

According to this configuration, the inertial measurement unit 42 can be easily attached / detached by using the opening 66c. Further, by projecting the upper part of the inertial measurement unit 42 from the opening 66c, the space occupied by the inertial measurement unit 42 in the thickness direction (vertical direction) can be reduced.
Although one embodiment of the present invention has been described above, it should be considered that the embodiments disclosed this time are exemplary in all respects and are not restrictive. The scope of the present invention is shown not by the above description but by the scope of claims, and is intended to include all modifications within the meaning and scope equivalent to the scope of claims.

1 Work vehicle 3 Body 8 Connection part 30 Steering handle 31 Steering shaft 40 Position detection device 45 Display device 51 Setting switch 52 Steering changeover switch 53 Correction switch 54 Screen changeover switch 78 Panel cover 83 Elevating lever

The work vehicle according to one aspect of the present invention includes a steering handle, a steering shaft that rotatably supports the steering handle, manual steering by the steering handle, and automatic steering of the steering handle based on a planned traveling line. and the vehicle body can be run in either a shuttle lever perform an operation of switching the traveling direction of the vehicle body, and is disposed around the steering shaft, and a steering selector switch for switching the start or end of the automatic steering, the The steering changeover switch is arranged in the same direction as the shuttle lever with respect to the steering shaft, and the grip portion of the steering changeover switch is arranged closer to the steering handle than the grip portion of the shuttle lever .

Preferably, the work vehicle includes a connecting portion provided at the rear portion of the vehicle body and connecting the work device, and an elevating lever for raising and lowering the connecting portion, and the elevating lever sandwiches the steering shaft. It is arranged on the opposite side of the steering changeover switch.
Preferably, the steering changeover switch can be operated in at least two directions from the neutral position to the up, down, front, and rear directions, and the steering changeover switch is operated from the neutral position in the two directions.
By operating in the first predetermined direction of the directions, the start point of the traveling reference line for the automatic steering is set, and the steering changeover switch moves from the neutral position to the second predetermined direction of the two directions. The automatic steering is started by the operation.

Preferably, the work vehicle has a setting switch capable of switching to a setting mode for setting at least the setting before the start of the automatic steering, a display device arranged around the steering shaft and displaying driving information, and the steering handle. A panel cover for supporting the display device is provided below the panel cover, and the setting switch is provided on the panel cover.
Preferably, the work vehicle has a setting switch capable of switching to a setting mode for setting at least the setting before the start of the automatic steering, and a display arranged in front of the steering shaft and displaying driving information supported by the support portion. A device and a panel cover that supports the display device below the steering handle are provided, and the setting switch is arranged behind the display device and provided on the panel cover.

Preferably, the work vehicle is provided on the vehicle body and has a position detection device that detects the position of the vehicle body based on a signal of a positioning satellite and a correction switch that corrects the position of the vehicle body detected by the position detection device. And have.
Preferably, the grip portion of the steering changeover switch is located behind the grip portion of the shuttle lever.

Preferably, the outer end of the grip portion of the steering changeover switch is closer to the outer end of the steering handle than the outer end of the grip portion of the shuttle lever, and the steering changeover is performed from an axially upward viewpoint of the steering shaft. The grip portion of the switch is arranged at a position where at least a part of the steering handle and the projected area overlap.

Claims (9)

With the steering wheel
A steering shaft that rotatably supports the steering handle and
A vehicle body that can be driven by either manual steering by the steering handle or automatic steering of the steering handle based on the planned travel line.
A setting switch that is arranged around the steering shaft and switches to a setting mode that sets at least the setting before the start of the automatic steering.
A steering selector switch that is arranged around the steering shaft and that switches the start or end of the automatic steering in the setting mode.
A work vehicle equipped with. A position detection device provided on the vehicle body and detecting the position of the vehicle body based on a signal of a positioning satellite.
A correction switch arranged around the steering shaft and correcting the position of the vehicle body detected by the position detecting device, and a correction switch.
The work vehicle according to claim 1. A display device arranged around the steering shaft and displaying driving information,
Screen switching that is arranged around the steering shaft and selectively switches the display of the display device between a first screen that displays the operating status in the setting mode and a second screen that explains the setting operation in the setting mode. Switch and
The work vehicle according to claim 2. The setting switch is arranged on one side of the steering shaft.
The work vehicle according to claim 2, wherein the correction switch is arranged on the other side of the steering shaft. The work vehicle according to claim 4, wherein the steering changeover switch is arranged on one side of the steering shaft. The setting switch is arranged on one side of the steering shaft.
The work vehicle according to claim 3, wherein the screen changeover switch is arranged on the other side of the steering shaft. A panel cover that supports the display device below the steering wheel is provided.
The work vehicle according to claim 3, wherein the setting switch, the correction switch, and the screen changeover switch are provided on the panel cover. A connecting portion provided at the rear portion of the vehicle body and connecting the working device,
An elevating lever that raises and lowers the connecting portion,
With
The work vehicle according to claim 5, wherein the elevating lever is arranged on the other side of the steering shaft. The work vehicle according to any one of claims 2 to 8, wherein the setting switch and the correction switch are arranged behind the steering shaft.

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