JP2022082584A - Work vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To enable the automatic steering to be properly performed according to the state of a driver.

SOLUTION: A work vehicle comprises: a driver seat; a vehicle body which can travel in any of manual steering by a steering handle and automatic steering of the steering handle based on a travel reference line; a steering changeover switch which changes over between the start and the end of the automatic steering; a seating detection device which detects that the driver is seated on the driver seat; a control device which permits the automatic steering when the seating detection device detects the seating and the start of the automatic steering is changed over by the steering changeover switch; and a notification device which notifies that the driver is not seated on the driver seat. The control device, in a case where the automatic steering is performed, causes the notification device to perform notification when the seating detection device changes from the seating detection state where the seating is detected to the no-seating detection state where the seating is not detected, and stops the automatic steering and stops the driving of an engine when the elapse of the no-seating detection state exceeds a predetermined determination threshold.

SELECTED DRAWING: Figure 1

COPYRIGHT: (C)2022,JPO&INPIT

Description

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

Conventionally, Patent Document 1 is known as an agricultural work machine. The agricultural work machine of Patent Document 1 is a traveling machine capable of switching between manual traveling by manual steering and automatic traveling by automatic steering along a set traveling line set parallel to a reference traveling line, and manual traveling and automatic traveling. It is equipped with a changeover switch that can be switched between running and running. Further, the agricultural work machine sets the start point of the reference travel line after pressing the right instruction button while traveling along the ridge, and sets the end point of the reference travel line by pressing the left instruction button while traveling. That is, the reference traveling line is set before the automatic steering.

Japanese Unexamined Patent Publication No. 2017-12803

In the agricultural work machine of Patent Document 1, automatic running can be easily performed by switching from manual running to automatic running with a changeover switch. It is necessary to reflect the driver's intention regarding the start and end of automatic driving, and it is necessary to stably steer in response to the driver's request even during automatic driving. Further, it is required that the driver perform automatic driving in an appropriate state, and it is desirable that the driver is in an appropriate state for the start and end of automatic driving.

Therefore, in view of the above problems, it is an object of the present invention to provide a work vehicle capable of appropriately performing automatic steering according to the state of the driver.

The technical means of the present invention for solving this technical problem is characterized by the following points.
The work vehicle is either a driver's seat, a steering handle, manual steering by the steering handle, or automatic steering of the steering handle that steers in the traveling direction so as to match a planned travel line parallel to the travel reference line. A vehicle body capable of traveling in the vehicle, a prime mover provided in the vehicle body, a traveling device for traveling the vehicle body by the power of the prime mover, a positioning device capable of detecting the position of the vehicle body, and a vehicle body detected by the positioning device. A reference line setting switch that sets the position of the driving reference line to the start position and the end position of the traveling reference line, a steering changeover switch that switches between the start and end of the automatic steering, and the fact that the driver is seated in the driver's seat. A seating detection device for detection, a control device for permitting the automatic steering when the seating detection device detects the seating and the start of the automatic steering is switched by the steering changeover switch, and a driver from the driver's seat. The control device includes a notification device for notifying that the vehicle is away from the seat, and the control device is from a seat detection state in which the seat detection device detects the seat when the automatic steering is performed. When the vehicle changes to the seating detection state in which seating is not detected, the notification device is used to perform the notification, and when the progress of the seating detection state exceeds a predetermined determination threshold, the automatic steering is performed. Stop and stop driving the prime mover.
The notification device increases the notification intensity as the elapse of the absence detection state becomes longer.

According to the present invention, automatic steering can be appropriately performed according to the state of the driver.

It is a figure which shows the structure of a tractor and a 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 going straight during automatic steering. It shows the state when the calculated vehicle body position shifts to the left while going straight during automatic steering. It is the figure which looked at the cover in front of the driver's seat from the driver's seat side. It is explanatory drawing explaining the automatic steering. It is a figure which shows the elevating device and the like. It is an operation flow showing the relationship between the seated state and the automatic steering. It is explanatory drawing explaining the elapsed time T1 of the leaving seat detection state, and the notification. It is a figure which shows the operation flow which also stops a manual steering. It is an operation flow showing the relationship between the double speed device and the automatic steering. It is an operation flow showing the relationship between the auto-up device and the automatic steering. It is an overall view of a tractor.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
FIG. 13 is a side view showing one embodiment of the work vehicle 1, and FIG. 13 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 of the driver (in the direction of arrow A1 in FIG. 13) seated in the driver's seat 10 of the tractor (working vehicle) 1 is in the front, the rear side of the driver (in the direction of arrow A2 in FIG. 13) is in the rear, and the left side of the driver. Will be described as the left side, and the driver's right side as the right side. Further, the horizontal direction, which is a direction orthogonal to the front-rear direction of the work vehicle 1, will be described as the vehicle body width direction.
As shown in FIG. 13, the tractor 1 includes a vehicle body 3, a motor 4, and a transmission 5. The vehicle body 3 has a traveling device 7 and can travel. The traveling device 7 is a device having a front wheel 7F and a rear wheel 7R. The front wheel 7F may be a tire type or a crawler type. 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 speed change device 5 can switch the propulsive force of the traveling device 7 by shifting, and can also switch between forward and reverse movement of the traveling device 7. The vehicle body 3 is provided with a driver's seat 10.
Further, a connecting portion including an elevating device 8 is provided at the rear portion of the vehicle body 3. A working device can be attached to and detached from the connecting portion. By connecting the working device to the connecting portion, the working 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 grass collecting device that collects grass, a molding device that molds grass, and the like.

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 is equipped with. The propulsion shaft 5a is rotatably supported by a housing case (mission case) of the transmission 5, and power from the crank shaft 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 speed change unit 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 unit 5b, the auxiliary transmission unit 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 section 5d has a shuttle shaft 12 and a forward / backward switching section 13. The power output from the auxiliary transmission unit 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 by turning the hydraulic clutch on and off. Switch to the state.

The front speed change 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 20F 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 a 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 actuated valve 25 and the second actuated 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 disengaged 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 speed increase state). Further, when the first clutch 17 and the second clutch 18 are in the disengaged 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).

As shown in FIG. 8, the elevating device 8 has a lift arm 8a, a lower link 8b, a top link 8c, a lift rod 8d, and a lift cylinder 8e. The front end portion of the lift arm 8a is swingably supported upward or downward on the rear upper portion of a case (mission case) accommodating the transmission 5. The lift arm 8a swings (elevates) by being driven by the lift cylinder 8e. The lift cylinder 8e is composed of a hydraulic cylinder. The lift cylinder 8e is connected to the hydraulic pump via the control valve 29. The control valve 29 is a solenoid valve or the like, and expands and contracts the lift cylinder 8e.

The front end portion of the lower link 8b is swingably supported upward or downward in the lower rear portion of the transmission 5. The front end portion of the top link 8c is swingably supported above or below the rear portion of the transmission 5 above the lower link 8b. The lift rod 8d connects the lift arm 8a and the lower link 8b. A working device 2 is connected to the rear portion of the lower link 8b and the rear portion of the top link 8c. When the lift cylinder 8e is driven (expanded / contracted), the lift arm 8a moves up and down, and the lower link 8b connected to the lift arm 8a via the lift rod 8d moves up and down. As a result, the working device 2 swings (up and down) upward or downward with the front portion of the lower link 8b as a fulcrum.

The tractor 1 includes a positioning device 40. The positioning device 40 can detect 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 positioning device 40 receives the satellite 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 satellite signal. The positioning device 40 has 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 satellite signal transmitted from a 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 lops 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.
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 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 the spool or the like, and switches according to the steering direction (rotational direction) of the steering shaft 31. The steering cylinder 35 is connected to an arm (knuckle arm) 36 that changes the direction of the front wheel 7F.

Therefore, if 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 wheel 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 positioning device 40 and the planned traveling line L2 match.

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 positioning 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 measurement is performed by the positioning device 40. The vehicle body position is set at the end point P11 of the travel 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 changeover switch 52. (S8), the planned 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 planned 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) may be manually changed by the driver by changing the operation amount of the accelerator member (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 automatic steering, if 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 planned travel line L2 can be set longer or shorter than the travel reference line L1. In other words, the planned travel line L2 is not associated with the length of the travel reference line L1, and the scheduled travel line L2 can automatically steer a distance longer than the length of the travel reference line L1 while traveling.

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 positioning device 40. The automatic steering mechanism 37 includes a steering motor 38 and a gear mechanism 39. The steering motor 38 is a motor that can control the rotation direction, rotation speed, rotation angle, and the like based on the vehicle body position. The gear mechanism 39 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 39, and the steering direction of the front wheels 7F is set so that the vehicle body position coincides with the planned traveling line L2. Can be changed.

As shown in FIG. 1, the tractor 1 includes a display device 45. The display device 45 is a device capable of displaying various information about 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.
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 travel reference line L1 are set.

The setting switch 51 can be switched to ON or OFF, and outputs a signal in which the setting mode is valid when it is ON, and outputs a signal in which the setting mode is invalid when it is OFF. Further, the setting switch 51 outputs a signal for which the setting mode is valid to the display device 45 when it is ON, and outputs a signal for 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. 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 at the start point P10 of the travel reference line L1 when the setting mode is enabled and is later switched from the neutral position, and the steering changeover switch 52 is used. 52 outputs that when the setting mode is enabled and the neutral position is switched forward, the current vehicle body position is set at the end point P11 of the travel reference line L1. That is, the steering changeover switch 52 also serves as a reference line setting switch for setting the start position (start point P10) and end position (end point P11) of the travel reference line L1. The steering changeover switch 52 may be configured separately from the steering changeover switch 52 for switching the start or end of automatic steering and the reference line setting 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 positioning device 40. That is, the correction switch 53 is the vehicle body position (referred to as the calculated vehicle body position) calculated by the satellite 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 has 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 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 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 in the center portion, and the reference position is used. The left correction amount may be set when the knob 55 is moved to the left side, and the right correction amount may be set when the knob 55 is moved from the intermediate position to the right side.

Next, the relationship between the correction amount (left correction amount, right correction amount) by the correction switch 53, the scheduled travel line 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 is displaced 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 line If it matches L2, the tractor 1 travels along the scheduled travel line L2. That is, in the section P1 in which there is no error in the positioning of the positioning device 40 and the vehicle body position (calculated vehicle body position W1) detected by the positioning device 40 is the same as the actual position W2, the tractor 1 travels along the planned travel line L2. .. If there is no error in the positioning of the positioning 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 scheduled travel line L2, an error occurs in the positioning of the positioning device 40 due to various influences, and the positioning device 40 detects it. Assuming that the vehicle body position W1 is displaced to the right with respect to the planned traveling line L2 (actual position W2) and the deviation amount W4 is maintained, the tractor 1 is displaced between the calculated vehicle body position W1 and the planned traveling line L2. It is determined that the tractor 1 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 scheduled travel line L2. Then, the actual position W2 of the tractor 1 is shifted to the scheduled traveling line L2 by steering to the left. After that, it is assumed that the driver notices that the tractor 1 is deviated from the scheduled travel line 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 positioning 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 the position P21 of FIG. 5A, when the actual position W2 of the tractor 1 is separated from the scheduled traveling line L2 to the left after the correction of the vehicle body position, 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 scheduled travel line L2.

FIG. 5B shows a state in which the calculated vehicle body position W1 is displaced 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 traveling line L2 match in the state where the automatic steering is started, FIG. 5A and FIG. Similarly, the tractor 1 travels along the scheduled travel line L2. That is, as in FIG. 5A, the tractor 1 travels along the scheduled travel line L2 in the section P2 where there is no error in the positioning of the positioning 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 positioning device 40 due to various influences, the vehicle body position W1 detected by the positioning device 40 shifts to the left side with respect to the actual position W2, and the shift amount W5 is maintained. If so, 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 scheduled travel line L2. After that, it is assumed that the driver notices that the tractor 1 is deviated from the scheduled travel line 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 positioning 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 the position P23 in FIG. 5B, when the actual position W2 of the tractor 1 is separated from the scheduled traveling line L2 to the right after the correction of the vehicle body position, 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 scheduled travel line L2.

Next, the setting switch 51 and the correction switch 53 will be described.
As shown in FIG. 6, the outer periphery of the steering shaft 31 is covered with the steering post 180. The outer circumference of the steering post 180 is covered with a cover 177. The cover 177 is provided in front of the driver's seat 10. The cover 177 includes a panel cover 178 and a column cover 179.

The panel cover 178 supports the display device 45. The upper plate portion 178a of the panel cover 178 is provided with a support portion 178e that supports the display device 45. The support portion 178e supports the display device 45 in front of the steering shaft 31 and below the steering handle 30. Further, the upper plate portion 178a has a mounting surface 178f to which the setting switch 51 and the correction switch 53 are mounted. The mounting surface 178f is provided behind the support portion 178e and below the steering handle 30. The support portion 178e and the mounting surface 178f are continuous, the support portion 178e is located at the front portion of the upper plate portion 178a, and the mounting surface 178f is located at the rear portion of the upper plate portion 178a. The setting switch 51 and the correction switch 53 are mounted on the mounting surface 178f. As a result, the setting switch 51 and the correction switch 53 are arranged around the steering shaft 31.

The shuttle lever 181 projects from the left plate portion 178b of the panel cover 178. The shuttle lever 181 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 181 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 181 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 181 is in the neutral position, no power is output to the traveling device 7.

The column cover 179 is arranged below the steering handle 30 and covers the periphery of the upper part of the steering shaft 31. The column cover 179 is formed in a substantially square cylinder shape, and projects upward from the mounting surface 178f of the panel cover 178. That is, the mounting surface 178f is provided around the column cover 179. Therefore, the setting switch 51 and the correction switch 53 mounted on the mounting surface 178f are arranged around the column cover 179.

Next, the arrangement of each of the setting switch 51, the steering changeover switch 52, and the correction switch 53 will be described in detail. As shown in FIG. 6, the setting switch 51, the steering changeover switch 52, and the correction switch 53 are arranged around the steering shaft 31.
The setting switch 51 is arranged on one side (left side) of the steering shaft 31. 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 the 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 179. The steering selector switch 52 projects to one side (left side) of the column cover 179.

The correction switch 53 is arranged on the other side (right side) of the steering shaft 31. More specifically, the correction switch 53 is arranged to the right and rearward (obliquely right rearward) of the steering shaft 31. The correction switch 53 is arranged on the right side and rearward (diagonally right rearward) of the column cover 179 in the positional relationship with the column cover 179. The correction switch 53 is arranged at the right rear portion of the mounting surface 178f in the positional relationship with the mounting surface 178f of the panel cover 178. By arranging the correction switch 53 at the rear portion of the inclined mounting surface 178f, it is possible to secure a long distance between the correction switch 53 and the steering handle 30. As a result, unintended operation of the correction switch 53 and steering of the steering handle 30 can be prevented more reliably.

As described above, the setting switch 51, the steering changeover switch 52, and the correction switch 53 are arranged around the steering shaft 31. In other words, the setting switch 51, the steering changeover switch 52, and the correction switch 53 are collectively present 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.

Regarding the arrangement of the switches described above, the left and right may be exchanged and arranged. That is, one side may be on the left and the other side may be on the right, or one side may be on the right and the other side may be on the left. 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.

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 in the tractor 1, control the working system, calculate the vehicle body position, and the like. The plurality of control devices 60 are a first control device 60A, a second control device 60B, and a third control device 60C.
The first control device 60A receives the satellite 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 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 of the vehicle body position by the correction switch 53 is commanded, 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 has an automatic steering control unit 200. The automatic steering control unit 200 is composed of an electric / electronic circuit provided in the second control device 60B, a program stored in a CPU, and the like. The automatic steering control unit 200 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. 7, when the deviation between the vehicle body position and the planned travel line L2 is less than the threshold value, the automatic steering control unit 200 maintains the rotation angle of the rotation shaft of the steering motor 38. When the deviation between the vehicle body position and the planned 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 planned travel line L2, the automatic steering control unit 200 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 planned travel line L2 is equal to or greater than the threshold value and the tractor 1 is located on the right side of the scheduled travel line L2, the automatic steering control unit 200 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 travel line L2, but the direction of the planned travel 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 θg of the vehicle body orientation F1 with respect to the planned traveling line L2 is equal to or greater than the threshold value, the automatic steering control unit 200 has zero angle θg (vehicle body orientation). The steering angle may be set so that F1 coincides with the direction of the planned traveling line L2). Further, the automatic steering control unit 200 sets the final steering angle in the automatic steering based on the steering angle obtained based on the deviation (positional deviation) and the steering angle obtained based on the azimuth (direction deviation). You may. The setting of the steering angle in the automatic steering in the above-described embodiment is an example and is not limited.

As described above, the control device 60 can automatically steer the tractor 1 (vehicle body 3).
The third control device 60C performs various controls related to the tractor 1. The third control device 60C can perform manual ascending / descending control, auto-up control, double speed control, and the like. In the manual elevating control, the elevating device 8 is elevated and lowered based on the operation of the elevating switch 101 connected to the third control device 60C. Specifically, the elevating switch 101 is provided around the driver's seat 10 and is a three-position changeover switch. When the elevating switch 101 is switched from the neutral position to one side, an ascending signal for elevating the elevating device 8 (lift arm 8a) is input to the third control device 60C. Further, when the elevating switch 101 is switched from the neutral position to the other, a descending signal for lowering the elevating device 8 (lift arm 8a) is input to the third control device 60. When the third control device 60C acquires an ascending signal, it outputs a control signal to the control valve 29 to raise the elevating device 8, and when it acquires a descending signal, it outputs a control signal to the control valve 29 to raise the elevating device 8. Lower. That is, the third control device 60 can perform manual elevating control for elevating and elevating the elevating device 8 in response to the manual operation of the elevating switch 101.

Further, in the auto-up control, when the tractor 1 (vehicle body 3) moves backward, the lifting device 8 is automatically operated to raise the working device 2. Specifically, a reverse movement detection device 102 for detecting reverse movement is connected to the control device 60 such as the control device 60C. The reverse direction detection device 102 is a sensor that detects the rotation of the front axle 21F, a sensor that detects the rotation of the rear axle 21R, a sensor that detects the switching position of the shuttle lever 181 and the like. That is, when the reverse rotation detection device 102 has the rotation direction of the front axle 21F and the rotation direction of the rear axle 21R in the rotation direction corresponding to the reverse movement, and the switching position of the shuttle lever 181 is on the reverse side, the tractor 1 (vehicle body 3) ) Detects the reverse direction. When the reverse movement detection device 102 detects the reverse movement of the tractor 1 (vehicle body 3), the third control device 60C performs auto-up control for automatically raising the elevating device 8 by outputting a control signal to the control valve 29. The reverse detection device 102 described above is an example and is not limited.

Further, in the double speed control, when the steering angle of the steering device 11 is equal to or more than a predetermined value, for example, the steering angle corresponding to turning, the connection of the first clutch 17 and the second clutch 18 is automatically changed to change the front wheel. The rotation speed of the 7th floor is made faster than the rotation speed of the rear wheels. Specifically, a steering angle detecting device 205 for detecting the steering angle of the steering device 11 is connected to the control device 60 such as the control device 60C. When the steering angle detected by the steering angle detecting device 205 is equal to or greater than the steering angle corresponding to turning, the control device 60C outputs a control signal to the first operating valve 25 and the second operating valve 26 to output the control signal to the first clutch. By connecting 17 and disengaging the second clutch 18, the rotation speed of the front wheels 7F is made faster than the rotation speed of the rear wheels.

As described above, the control device 60C can control the tractor 1, for example, manual elevating control, auto-up control, and double speed control.
By the way, as described above, automatic steering can be performed by switching the steering changeover switch 52, but the tractor 1 controls the automatic steering depending on the situation of being seated in the driver's seat 10 of the operator (driver). change.

A seating detection device 110 is connected to a control device 60 such as the control device 60B. The seating detection device 110 is a device capable of detecting that the driver has been seated in the driver's seat 10. The seating detection device 110 is, for example, a load sensor provided on the seat portion 10a or the backrest portion 10b of the driver's seat 10. When the seat detection device 110 is a load sensor provided on the seat portion 10a, when the load applied to the seat portion 10a is equal to or higher than a predetermined value (threshold value or higher), the control device 60 causes the driver to sit on the driver's seat 10. On the other hand, if the load applied to the seat portion 10a is less than the threshold value, it is determined that the driver is not seated in the driver's seat 10.

Alternatively, even when the seating detection device 110 is a load sensor provided on the backrest portion 10b, if the load applied to the backrest portion 10b is a predetermined value or more (threshold value or more), the driver of the control device 60B is the driver's seat 10. On the other hand, if the load applied to the backrest portion 10b is less than the threshold value, it is determined that the driver is not seated in the driver's seat 10. In the above-described embodiment, the seating detection device 110 is composed of a load sensor, but the present invention is not limited to this, and any seating detection device 110 may be used as long as it can detect seating on the driver's seat 10.

FIG. 9 is an operation flow showing the relationship between the seated state and the automatic steering.
When the setting mode is enabled by the setting switch 51 in the situation where the start position (start point P10) and the end position (end point P11) are not set (S21, Yes), the second control device 60B is the seating detection device 110. Monitor the detection status of. When the seating detection device 110 is detecting seating (S22, Yes) and the starting point is operated by the steering selector switch 52 (operation from the neutral position to the rear) (S23, Yes), the current state The vehicle body position is set at the start point P10 of the travel reference line L1 (S24: start point registration). The second control device 60B does not set the start point P10 even if the start point is operated while the seat detection device 110 has not detected seating. When the driver is not seated in the driver's seat 10 at the time of starting point registration, the display device 45 displays a display prompting the driver to sit.

Further, when the seating detection device 110 is detecting seating (S22, Yes) and the end point operation (operation from the neutral position to the front) is performed by the steering changeover switch 52 (S25, Yes). The current vehicle body position is set at the end point P11 of the travel reference line L1 (S26: end point registration). The second control device 60B does not set the end point P11 even if the end point is operated while the seating detection device 110 has not detected seating. Further, when the driver is not seated in the driver's seat 10 at the time of registering the end point, the display device 45 displays a display prompting the driver to sit down.

Therefore, when the driver is seated in the driver's seat 10, the start point P10 and the end point 11 of the travel reference line L1 can be set.
When the start of automatic steering is switched by the steering changeover switch 52 after the start point P10 and the end point P11 of the travel reference line L1 are set (S27, Yes), in the second control device 60B, the seating detection device 110 takes a seat. It is determined whether or not it is detected, and if seating is detected (S28, Yes), automatic steering is permitted (S29). When the automatic steering is permitted, the second control device 60B sets the planned traveling line L2 parallel to the traveling reference line L1 and executes the automatic steering as described above (S30).

On the other hand, when the seating detection device 110 does not detect seating (S28, No), the second control device 60B does not permit automatic steering, that is, the steering changeover switch 52 switches the start of automatic steering. Even if it is broken, automatic steering is not permitted (S31). If automatic steering is not permitted, the display device 45 displays a message prompting the user to sit down.
The second control device 60B monitors the detection status of the seating detection device 110 even during automatic steering (S32). The second control device 60B automatically steers when the seating detection device 110 changes from the seating detection state in which seating is detected to the seating detection state in which seating is not detected (S33, Yes) during automatic steering. Stop (end) (S34: automatic steering stop). In the automatic steering stop, the second control device 60B switches from automatic steering to manual steering by, for example, stopping the output of the control signal to the steering motor 38.

In the second control device 60B, when the seating detection state is changed to the seating detection state, as shown in FIG. 10, the elapsed time of the seating detection state (the elapsed time from the end of the seating detection state). When T1 exceeds a predetermined threshold value (determination time), the automatic steering may be stopped. In this case, when the driver is away from the seat, it is preferable that the notification device 80 notifies that the driver is away from the driver's seat 10. Specifically, the notification device 80 is connected to the control device 60 such as the second control device 60B. The notification device 80 is a speaker, a lamp, or the like, and is provided in the vicinity of the driver's seat 10. As shown in FIG. 10, the notification device 80 starts notification (ON) at P25 when the seat is left, and the driver is in the driver's seat by lighting and blinking a voice, a warning sound, a lamp, etc. output from the speaker. Notify that you are away from your seat from 10. As the elapsed time of leaving the seat becomes longer, the notification device 80 lengthens the voice output time and the warning sound output time, shortens the blinking speed of the lamp, and brightens the lighting of the lamp. Increase the signal strength or increase the notification intensity.

According to the above, the second control device 60B permits automatic steering when the seating detection device 110 detects seating and the start of automatic steering is switched by the steering changeover switch 52, and the seating detection device 110 seats. Automatic steering is not permitted when the start of automatic steering is switched by the steering changeover switch 52 without detection. Therefore, it is possible to start automatic steering by operating the steering changeover switch 52 while the driver is surely seated in the driver's seat 10.

The second control device 60B automatically steers when the seating detection device 110 changes from the seating detection state in which seating is detected to the seating detection state in which seating is not detected in the case where automatic steering is performed. Is stopped (finished). Therefore, the automatic steering can be stopped when the driver leaves the driver's seat 10 during the automatic steering.
By the way, in the above-described embodiment, the second control device 60B stops the automatic steering when the seating detection state changes to the leaving detection state, but in addition to this, the manual steering may also be stopped. .. FIG. 11 shows an operation flow in which manual steering is also stopped. In FIG. 11, S21 to S33 are the same as in FIG.

As shown in FIG. 11, when the second control device 60B changes from the seating detection state to the leaving detection state (S33, Yes), the driving of the prime mover 4 is stopped (S35: prime mover stop). That is, the second control device 60B stops the prime mover 4 by turning off the ignition or outputting a stop signal for driving the prime mover 4 to the control device that controls the drive of the prime mover 4. When the prime mover 4 is stopped, the power from the prime mover 4 is not transmitted to the traveling device 7, so that the tractor 1 (vehicle body 3) can be stopped.

The work vehicle 1 includes a driver's seat 10, a steering handle 30, a vehicle body 3 capable of traveling by either manual steering by the steering handle 30 or automatic steering of the steering handle 30 based on a travel reference line, and start of automatic steering. The steering changeover switch 52 that switches between the ends, the seating detection device 110 that detects that the driver has been seated in the driver's seat 10, and the seating detection device 110 that detects the seating and the steering changeover switch 52 starts automatic steering. Control device 60 (second control) that allows automatic steering when is switched, and does not allow automatic steering when the seating detection device 110 does not detect seating and the start of automatic steering is switched by the steering changeover switch 52. The device 60B) and. According to this, when the driver is surely seated in the driver's seat 10 and the driver operates the steering changeover switch 52 to switch the start of automatic steering, the start of automatic steering is started. Can be done. That is, it is possible to properly perform automatic steering according to the state of the driver.

The control device 60 (second control device 60B) changed from a seating detection state in which the seating detection device 110 detects seating to a seating detection state in which seating is not detected when automatic steering is performed. In that case, the automatic steering is stopped. According to this, when the driver leaves the driver's seat 10 during automatic steering, it is possible to automatically switch from automatic steering to manual steering.

The work vehicle 1 includes a motor 4 provided on the vehicle body 3 and a traveling device 7 for traveling the vehicle body 3 by the power of the motor 4, and the control device 60 (second control device 60B) is separated from the seating detection state. When the seat detection state is changed, the driving of the prime mover 4 is stopped. According to this, when the driver leaves the driver's seat 10, both the automatic steering and the manual steering can be stopped, and the work vehicle 1 can also be stopped.

The work vehicle 1 has a positioning device 40 capable of detecting the position of the vehicle body 3 and a reference line setting switch for setting the position of the vehicle body 3 detected by the positioning device 40 at the start position and the end position of the traveling reference line L1. I have. According to this, the start position and the end position of the traveling reference line L1 can be easily set by operating the reference line setting switch.
The work vehicle 1 has a correction switch 53 that commands correction of the position of the vehicle body 3 detected by the positioning device 40, and a correction vehicle body position (correction position) W3 that is the position of the vehicle body 3 corrected by the operation of the correction switch 53. The steering device 11 for steering the vehicle body 3 based on the planned travel line L2 set based on the travel reference line L1 is provided. According to this, the vehicle body 3 can be driven along the scheduled travel line L2 by the steering device 11 while correcting the position of the vehicle body 3 by operating the correction switch 53.

By the way, the third control device 60C of the tractor 1 can limit the operation of the actuating device provided on the tractor 1 in the state where the automatic steering is performed under the control of the second control device 60B. In other words, the third control device 60C limits the control such as auto-up control and double speed control when the automatic steering is performed by the control of the second control device 60B.
The third control device 60C operates the operating device when the operating device satisfies the predetermined operating conditions for the operation of the operating device in a state where the automatic steering is not performed (manual steering state), while the automatic steering is performed. The actuating device is not activated when the operating conditions are satisfied in the state of being damaged.

Hereinafter, the limitation of the operation of the actuating device will be described in detail.
The actuating device is, for example, a double speed device or an auto-up device. The double speed device adjusts the rotation speed of the front wheels 7F to the rear wheels 7R on the condition that the steering angle of the steering handle 30 is equal to or higher than a predetermined value (steering angle corresponding to turning) by the double speed control in the third control device 60C. It is a device that makes it faster than the rotation speed. In this embodiment, the double speed device includes a first clutch 17, a second clutch 18, a first actuating valve 25 and a second actuating valve 26.

The auto-up device is a device that raises the elevating device 8 on the condition that the vehicle body 3 moves backward. In this embodiment, the auto-up device includes a lift cylinder 8e and a control valve 29.
FIG. 12A is an operation flow showing the relationship between the double speed device and the automatic steering when the operating device is a double speed device. The tractor 1 is provided with a changeover switch for switching between valid and invalid double speed control, and the description of the operation flow of FIG. 12A will proceed on the premise that the double speed control is effective by the changeover switch.

After setting the start position (start point P10) and end position (end point P11) of the travel reference line L1, the state where automatic steering is not performed, that is, the state where the start of automatic steering is not commanded by the steering changeover switch 52 (S40). , No), the second control device 60B outputs stop information indicating that the automatic steering is stopped to the third control device 60C (S41). On the other hand, when the third control device 60C acquires the stop information (S42), the third control device 60C monitors the steering angle detected by the steering angle detecting device 205 (S43). When the steering angle detected by the steering angle detecting device 205 is equal to or greater than a predetermined value (S44, Yes), the third control device 60C outputs a control signal to the first operating valve 25 and the second operating valve 26 to output the control signal to the front wheels. The rotation speed of the 7F is made faster than the rotation speed of the rear wheel 7R (S45).

Further, in a state where the start of automatic steering is commanded by the steering changeover switch 52 (S40, Yes), the second control device 60B outputs operation information indicating that the automatic steering is operated to the third control device 60C. (S46). When the third control device 60C acquires the operation information (S47), the double speed control is set from valid to invalid (S48), and even if the steering angle detected by the steering angle detection device 205 is equal to or larger than a predetermined value, the double speed control is performed. Do not do. Further, the third control device 60C waits until the stop information indicating that the automatic steering has stopped (finished) is acquired from the second control device 60B (S49).

Next, when the end of automatic steering is commanded by the steering changeover switch 52 (S50), the second control device 60B outputs stop information to the third control device 60C (S51). When the third control device 60C acquires the stop information (S49, Yes), it switches the double speed control from invalid to valid (S52), returns to S43, and executes the double speed control.
That is, the third control device 60C starts the operation of the double speed device when the operating condition is satisfied in the state where the automatic steering is not performed, and satisfies the operating condition in the state where the automatic steering is performed. If so, the double speed device will not start operating.

FIG. 12B is an operation flow showing the relationship between the auto-up device and the automatic steering when the operating device is an auto-up device. It should be noted that the tractor 1 is provided with a changeover switch for switching between valid and invalid of the auto-up control, and the description of the operation flow of FIG. 12B will proceed on the premise that the auto-up control is enabled by the changeover switch.
After setting the start position (start point P10) and end position (end point P11) of the travel reference line L1, the state in which automatic steering is not performed, that is, the state in which the start of automatic steering is not commanded by the steering changeover switch 52 (S60). , No), the second control device 60B outputs the stop information to the third control device 60C (S61). On the other hand, when the third control device 60C acquires the stop information (S62), it determines whether or not the vehicle body 3 is moving backward based on the detection information by the reverse detection device 102, and when the vehicle body 3 moves backward (S63, Yes). By outputting a control signal to the control valve 29, the elevating device 8 is automatically moved up and down (S64).

Further, in the state (S60, Yes) in which the start of automatic steering is commanded by the steering changeover switch 52, the second control device 60B outputs the operation information to the third control device 60C (S65). When the third control device 60C acquires the operation information (S66), the auto-up control is set from valid to invalid (S67), and the auto-up control is performed even when the reverse movement detection device 102 detects the reverse movement. do not have. Further, the third control device 60C waits until the stop information transmitted from the second control device 60B is acquired (S68).

Next, when the end of automatic steering is commanded by the steering changeover switch 52 (S69), the second control device 60B outputs stop information to the third control device 60C (S70). When the third control device 60C acquires the stop information (S68, Yes), it switches the double speed control from invalid to valid (S71), returns to S63, and executes the auto-up control.
That is, the third control device 60C starts the operation of the auto-up device when the operating condition is satisfied in the state where the automatic steering is not performed, and satisfies the operating condition in the state where the automatic steering is performed. If so, the operation of the auto-up device is not started.

The work vehicle 1 includes a steering handle 30, a vehicle body 3 capable of traveling by either manual steering by the steering handle 30 or automatic steering of the steering handle 30 based on the travel reference line L1, and an operating device provided on the vehicle body 3. A control device 60 (third control device 60C) that limits the operation of the operating device when automatic steering is performed is provided. According to this, since the operation of the operating device can be restricted when the automatic steering is performed, the influence of the operation of the operating device on the automatic steering can be reduced, and the automatic steering can be smoothly performed. ..

The control device 60 (third control device 60C) operates the operating device when the operating conditions for operating the operating device are satisfied in a state where the automatic steering is not performed, and the automatic steering is performed. The actuating device is not activated when the operating conditions are satisfied in the state of being damaged. According to this, when the operating conditions are satisfied, automatic steering can be prioritized over the operation of the operating device.

The work vehicle 1 includes a traveling device including front wheels and rear wheels, and the operating device makes the rotation speed of the front wheels faster than the rotation speed of the rear wheels on condition that the steering angle of the steering handle 30 is equal to or larger than a predetermined value. It is a double speed device, and the control device 60 (third control device 60C) starts the operation of the double speed device when the operating conditions are satisfied in a state where the automatic steering is not performed, and the automatic steering is performed. If it is in a state and the operating conditions are satisfied, the operation of the double speed device is not started. According to this, when performing automatic steering, the steering angle can be set to a predetermined value or more at which the double speed device operates, and even if there is a double speed device, more accurate automatic steering can be performed.

The work vehicle 1 includes a work device provided at the rear of the vehicle body 3 and an elevating device for raising and lowering the work device. The control device 60 (third control device 60C) is a device, and when the operating conditions are satisfied in a state where the automatic steering is not performed, the operation of the auto-up device is started and the automatic steering is performed. If it is in a state and the operating conditions are satisfied, the operation of the auto-up device is not started. According to this, not only the automatic steering can be performed when the vehicle body 3 moves forward, but also the automatic steering can be performed when the vehicle body 3 moves backward.

It should be considered that the embodiments disclosed this time are exemplary in all respects and not restrictive. The scope of the present invention is shown by the scope of claims rather than the above description, and is intended to include all modifications within the meaning and scope equivalent to the scope of claims.

1 Work vehicle 3 Body 4 Motor 10 Driver's seat 11 Steering device 30 Steering handle 40 Positioning device 52 Steering changeover switch 53 Correction switch 60 Control device 60B 2nd control device 60C 3rd control device 101 Elevating switch 102 Reverse detection device 110 Seating detection device 205 Steering angle detection device L1 Driving reference line L2 Scheduled driving line

Claims (2)

With the driver's seat
With the steering wheel
A vehicle body that can be driven by either manual steering by the steering wheel or automatic steering of the steering handle that steers in the traveling direction so as to match the planned travel line parallel to the travel reference line.
The prime mover provided on the vehicle body and
A traveling device that drives the vehicle body by the power of the prime mover, and
A positioning device that can detect the position of the vehicle body and
A reference line setting switch that sets the position of the vehicle body detected by the positioning device to the start position and end position of the travel reference line, and
A steering selector switch that switches between the start and end of automatic steering,
A seating detection device that detects that the driver has been seated in the driver's seat, and
A control device that permits the automatic steering when the seat detection device detects the seat and the start of the automatic steering is switched by the steering changeover switch.
A notification device that notifies that the driver is away from the driver's seat, and
Equipped with
In the case where the automatic steering is performed, the control device changes from the seating detection state in which the seating detection device is detected to the seating detection state in which the seating is not detected. A work vehicle that gives the notification by a notification device, stops the automatic steering, and stops driving the prime mover when the progress of the absence detection state exceeds a predetermined determination threshold value. The work vehicle according to claim 1, wherein the notification device increases the notification intensity as the elapse of the absence detection state becomes longer.

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