JP2023021229A - work vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To enable a vehicle body to travel along a scheduled travel line even under the influence of a positioning error (positioning accuracy) by a positioning device.

SOLUTION: A work vehicle includes a vehicle body, a working device, a steering handle, a positioning device for detecting a vehicle body position, a correction switch for commanding correction of the vehicle body position, an automatic steering mechanism, and a display device capable of displaying a deviation between the vehicle body position and a scheduled travel line, which is detected by the positioning device. When the vehicle body position is not corrected, the display device displays, as the deviation, a first positional deviation which is the positional deviation between the vehicle body position and the scheduled travel line. When the vehicle body position is corrected by a correction switch command, the display device displays, as the deviation, a second positional deviation, which is the positional deviation between a vehicle body position corrected by the correction switch command and the scheduled travel line.

SELECTED DRAWING: Figure 1

COPYRIGHT: (C)2023,JPO&INPIT

Description

The present invention relates to work vehicles such as tractors, for example.

Conventionally, patent document 1 is known as an agricultural working machine. The agricultural work machine of Patent Document 1 includes a traveling machine body 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. and a changeover switch that can freely switch between running and running.

JP 2017-123803 A

In the agricultural work machine of Patent Document 1, since the position of the machine body is detected by GPS or the like and the reference traveling line is set, the setting traveling line, etc. are performed, the influence of the positioning of the GPS or the like on the steering, traveling, etc. of the machine body. The fact is that it is not possible to reduce

SUMMARY OF THE INVENTION Accordingly, it is an object of the present invention to provide a work vehicle that can travel along a planned travel line even under the influence of positioning errors (positioning accuracy) by a positioning device.

The technical means of the present invention for solving this technical problem are characterized by the following points.

The work vehicle includes a vehicle body that can travel, a work device attached to the vehicle body and performing work, a steering handle that steers the vehicle body by turning, and a steering wheel that is provided on the vehicle body and based on a signal from a positioning satellite. a positioning device for detecting the position of the vehicle body by using the positioning device; a correction switch for commanding correction of the position of the vehicle body detected by the positioning device; An automatic steering mechanism capable of automatic steering, and a display device capable of displaying a deviation between the vehicle body position detected by the positioning device and the planned travel line, wherein the display device has the vehicle body position that has not been corrected. In this case, as the deviation, a first position deviation, which is a position deviation between the vehicle body position and the planned travel line, is displayed, and when the vehicle body position is corrected by the command of the correction switch, the deviation is displayed as the correction switch A second positional deviation, which is a positional deviation between the corrected vehicle body position, which is the vehicle body position corrected by the command of , and the planned travel line, is displayed.

The display device displays the magnitudes of the first positional deviation and the second positional deviation in a plurality of stages.

The correction switch includes a first correction section that commands correction of the position of the vehicle on one side in the width direction of the vehicle body, and a second correction section that commands correction of the position of the vehicle on the other side in the width direction of the vehicle body. including the part.

The work vehicle includes a control device to which the correction switch is connected and which controls the automatic steering mechanism, and the control device sets the correction amount of the vehicle body position based on the number of operations of the correction switch.

The control device changes the correction amount corresponding to one operation of the correction switch.

The work vehicle includes a control device to which the correction switch is connected and which controls the automatic steering mechanism, and the control device sets the correction amount of the vehicle body position based on the operation amount of the correction switch.

The control device changes the correction amount per operation amount of the correction switch.

According to the present invention, even when the vehicle body position detected by the positioning device is used for steering or the like, it is possible to reduce the influence of the positioning error caused by the positioning device.

It is a figure which shows the structure of a tractor, and a control block diagram. It is an explanatory view explaining automatic steering. It is an explanatory view explaining the amount of correction in a push switch. FIG. 5 is an explanatory diagram for explaining correction amounts in a slide switch; It is a figure which shows the 1st correction|amendment part and the 2nd correction|amendment part in a push switch. It is a figure which shows the 1st correction|amendment part and the 2nd correction|amendment part in a slide switch. The figure shows a state in which the calculated vehicle body position deviates to the right while the vehicle is traveling straight under automatic steering. This shows the state when the calculated vehicle body position deviates to the left while the vehicle is traveling straight under automatic steering. It is the figure which looked at the cover ahead of the driver's seat from the driver's seat side. It is an explanatory view explaining automatic steering. It is a figure which shows an example of the operation screen M1. FIG. 10 is a diagram showing a positional deviation display section; FIG. 10 is a diagram showing an example of displaying a position deviation between a calculated vehicle body position W1 and a planned travel line L2 on a position deviation display section; FIG. 10 is a diagram showing a state in which the position deviation between the corrected vehicle body position W3 and the planned travel line L2 is approximately zero, displayed on the position deviation display section; FIG. 11 is a diagram showing a state in which a positional deviation between a corrected vehicle body position W3 and a planned travel line L2 is large, displayed on a positional deviation display section; 1 is an overall view of a tractor; FIG.

BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, embodiments of the present invention will be described with reference to the drawings.

FIG. 10 is a side view showing one embodiment of the work vehicle 1, and FIG. 10 is a plan view showing one embodiment of the work vehicle 1. As shown in FIG. In this embodiment, work vehicle 1 is a tractor. However, the work vehicle 1 is not limited to a tractor, and may be an agricultural machine (agricultural vehicle) such as a combine harvester or a transplanter, or a construction machine (construction vehicle) such as a loader working machine.

Hereinafter, the front side of the driver seated in the driver's seat 10 of the tractor (work vehicle) 1 (direction of arrow A1 in FIG. 10) is the front side, the rear side of the driver (direction of arrow A2 in FIG. 10) is the rear side, and the left side of the driver. Description will be made by assuming that (the direction of arrow B1 in FIG. 10) is the left side, and that the right side of the driver (the direction of arrow B2 in FIG. 10) is the right side. Also, the horizontal direction (direction of arrow B3 in FIG. 10) that is orthogonal to the front-rear direction of the work vehicle 1 will be described as the width direction of the vehicle body.

As shown in FIG. 10 , 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 front wheels 7F and rear wheels 7R. The front wheels 7F may be of a tire type or a crawler type. Also, the rear wheel 7R may be of a tire type or a crawler type.

The prime mover 4 is a diesel engine, an electric motor, or the like, and is configured by a diesel engine in this embodiment. The transmission device 5 can switch the driving force of the traveling device 7 by changing speed, and can switch the traveling device 7 between forward and reverse. A driver's seat 10 is provided in the vehicle body 3 .

A connecting portion 8 configured by 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 working device to the connecting portion 8 , the working device can be towed by the vehicle body 3 . The work equipment includes a tillage device for tilling, a fertilizer spraying device for spraying fertilizer, an agricultural chemical spraying device for spraying agricultural chemicals, a harvesting device for harvesting, a reaper for cutting pasture, a spreading device for spreading pasture, and a sprayer for pasture. It is a grass collection device that collects grass such as grass, a forming device that forms pasture grass, and the like.

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

The auxiliary transmission portion 5c has a plurality of gears and a shifter for changing the connection of the gears, like the main transmission portion 5b. The sub-transmission portion 5c appropriately changes the connection (engagement) of a plurality of gears with a shifter, thereby changing and outputting (shifting) the rotation input from the main transmission portion 5b.

The shuttle portion 5 d has a shuttle shaft 12 and a forward/reverse switching portion 13 . Power output from the auxiliary transmission portion 5c is transmitted to the shuttle shaft 12 via gears or the like. The forward/reverse 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/reverse 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 a rear axle 21R to which the rear wheels 7R are attached.

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

The front transmission portion 5 f has a first clutch 17 and a second clutch 18 . The first clutch 17 and the second clutch 18 are capable of transmitting power from the propulsion shaft 5a, and for example, the power of the shuttle shaft 12 is transmitted via gears and transmission shafts. Power from the first clutch 17 and the second clutch 18 can be transmitted to the front axle 21</b>F via the front transmission shaft 22 . Specifically, the front transmission shaft 22 is connected to a front wheel differential device 20F, and the front wheel differential device 20F rotatably supports a front axle 21F to which the front wheels 7F are attached.

The first clutch 17 and the second clutch 18 are composed of hydraulic clutches 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 33 is supplied. The first clutch 17 switches between a connected state and a disconnected state depending on the degree of opening 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 degree of opening of the second operating valve 26 . The first operating valve 25 and the second operating valve 26 are, for example, two-position switching valves with electromagnetic valves, and are switched between a connected state and a disconnected state by energizing or demagnetizing the solenoids of the electromagnetic valves.

When the first clutch 17 is in the disengaged state and the second clutch 18 is in the engaged 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 7F and the rear wheels 7R are four-wheel drive (4WD) driven by power, and the rotational speeds of the front wheels 7F and the rear wheels 7R are substantially the same (4WD constant speed state). On the other hand, when the first clutch 17 is in the engaged state and the second clutch 18 is in the disengaged state, four-wheel drive is established and the rotation speed of the front wheels 7F becomes faster than the rotation speed of the rear wheels 7R (4WD acceleration state). ). Also, when the first clutch 17 and the second clutch 18 are in the engaged state, the power of the shuttle shaft 12 is not transmitted to the front wheels 7F, so that the rear wheels 7R are two-wheel drive (2WD) driven by the power.

The tractor 1 has a positioning device 40 . The positioning device 40 is a device that detects its own position (positioning information including latitude and longitude) using a satellite positioning system (positioning satellite) such as D-GPS, GPS, GLONASS, Hokuto, Galileo, and Michibiki. That is, the positioning device 40 receives a reception signal (position of the positioning satellite, transmission time, correction information, etc.) transmitted from the positioning satellite, and detects the position (for example, latitude and longitude) based on the reception signal. The positioning device 40 has a receiving device 41 and an inertial measurement unit (IMU: Inertial Measurement Unit) 42 . The receiving device 41 is a device that has an antenna or the like and receives a reception signal transmitted from a positioning satellite, and is attached to the vehicle body 3 separately from the inertial measurement device 42 . In this embodiment, the receiving device 41 is attached to a rope provided on the vehicle body 3 . Note that the mounting location of the receiving device 41 is not limited to the embodiment.

The inertial measurement device 42 has an acceleration sensor that detects acceleration, a gyro sensor that detects angular velocity, and the like. The roll angle, pitch angle, yaw angle, etc. of the vehicle body 3 can be detected by the inertial measurement device 42 provided below the vehicle body 3 , for example, the driver's seat 10 .

As shown in FIG. 1 , the tractor 1 has a steering device 11 . The steering device 11 is a device capable of manual steering in which the vehicle body 3 is steered by a driver's operation and automatic steering in which the vehicle body 3 is automatically steered without being operated by the driver.

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 . The steering device 11 also has an auxiliary mechanism (power steering device) 32 . The assist 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 movement of a spool or the like, and switches in accordance with the steering direction (rotational direction) of the steering shaft 31 . The steering cylinder 35 is connected to an arm (knuckle arm) 36 for turning the front wheels 7F.

Therefore, when the driver grips the steering handle 30 and operates it in one direction or the other, the switching position and the degree of opening of the control valve 34 are switched corresponding to the rotation direction of the steering handle 30, and the control valve 34 The steering direction of the front wheels 7F can be changed by extending and retracting the steering cylinder 35 to the left or right according to the switching position and opening degree of . In other words, the vehicle body 3 can change its 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, a driving reference line L1 is set before performing automatic steering. After setting the driving reference line L1, automatic steering can be performed by setting a planned driving line L2 parallel to the driving reference line L1. In the automatic steering, the tractor 1 (body 3) is automatically steered in the direction of travel so that the vehicle body position measured by the positioning device 40 and the planned travel line L2 coincide with each other.

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

After setting the traveling reference line L1 (after S6), for example, the tractor 1 (vehicle body 3) is moved to a location different from the location where the traveling reference line L1 is set (S7), and the driver operates the steering changeover switch 52. (S8), a planned travel line L2, which is a straight line parallel to the travel reference line L1, is set (S9). After the planned travel line L2 is set, automatic steering is started, and the traveling direction of the tractor 1 (body 3) is changed to follow the planned 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. is steered to the left. During automatic steering, the running speed (vehicle speed) of the tractor 1 (vehicle body 3) can be changed by the driver manually changing the operation amount of the accelerator member (accelerator pedal, accelerator lever) provided on the tractor 1, It can be changed by changing the gear stage of the transmission 5 .

Further, after the automatic steering is started, the automatic steering can be terminated when the driver operates the steering changeover switch 52 at an arbitrary position. That is, the end point of the planned 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 reference travel line L1, and the planned travel line L2 allows the vehicle to travel a longer distance than the length of the reference travel line L1 while being automatically steered.

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 of the vehicle body 3 (vehicle position) detected by the positioning device 40 . The automatic steering mechanism 37 has a steering motor 38 and a gear mechanism 39 . The steering motor 38 is a motor whose rotation direction, rotation speed, rotation angle, etc. can be controlled based on the position of the vehicle body. The gear mechanism 39 includes a gear provided on the steering shaft 31 and rotating together with the steering shaft 31, and a gear provided on the rotating shaft of the steering motor 38 and rotating together with the rotating shaft. When the rotating shaft of the steering motor 38 rotates, the steering shaft 31 automatically rotates (turns) via the gear mechanism 39, and the steering direction of the front wheels 7F is adjusted so that the vehicle body position coincides with the planned travel line L2. can be changed.

As shown in FIG. 1, the tractor 1 has a display device 45 . The display device 45 is a device that can display 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 has a setting switch 51 . The setting switch 51 is a switch for switching to a setting mode in which at least settings before the start of automatic steering are performed. The setting mode is a mode in which various settings related to the automatic steering are performed before the automatic steering is started.

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

The tractor 1 has a steering changeover switch 52 . The steering changeover switch 52 is a switch for switching between starting and ending automatic steering. Specifically, the steering selector switch 52 can be switched upward, downward, forward, or rearward from the neutral position, and when it is switched downward from the neutral position while the setting mode is valid, the automatic steering is started. When the setting mode is valid and the position is switched upward from the neutral position, the end of the automatic steering is output. Further, when the steering changeover switch 52 is switched from the neutral position to the rear while the setting mode is valid, the steering changeover switch 52 outputs to set the current vehicle body position to the start point P10 of the traveling reference line L1, and the steering changeover switch 52 52 outputs that the current vehicle body position is set to the end point P11 of the running reference line L1 when the neutral position is switched forward while the setting mode is valid.

The tractor 1 has a correction switch 53 . The correction switch 53 is a switch for correcting the vehicle body position (latitude, longitude) measured by the positioning device 40 . That is, the correction switch 53 is used to calculate the vehicle body position (calculated vehicle body position) from the satellite signals (position of the positioning satellite, transmission time, correction information, etc.) and measurement information (acceleration, angular velocity) measured by the inertial measurement device 42. ) is a switch for correcting

The correction switch 53 is composed of a depressible push switch or a slidable slide switch. A case where the correction switch 53 is a push switch or a slide switch will be described below.

When the correction switch 53 is a push switch, the correction amount is set based on the number of times the push switch is operated. The correction amount is determined by correction amount=number of operations×correction amount per operation (correction amount per unit). 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 push switch operations 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. The first control device 60A can change the correction amount per predetermined operation of the push switch, that is, the number of times of one operation. As shown in FIG. 10A, when a predetermined operation is performed on the display device 45, the first control device 60A displays a setting screen M30 for setting the correction amount on the display device 45. As shown in FIG. The setting screen M30 displays a setting input section 91 for inputting a correction amount (correction amount per unit) per operation of the push switch. The correction amount per unit of the setting input section 91 can be input by operating the display device 45 . The correction amount per unit input to the setting input section 91 of the display device 45 can be stored in the first control device 60A. That is, by inputting the correction amount per unit to the setting input section 91, the correction amount per unit shown in FIG. 3A can be changed from 2 cm to 4 cm, for example.

Further, 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 correction amount=displacement amount 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. Even if the correction switch 53 is a slide switch, the correction amount can be changed in the same manner as the push switch.

As shown in FIG. 10B, when a predetermined operation is performed on the display device 45, the first control device 60A displays a setting screen M31 for setting the correction amount on the display device 45. As shown in FIG. The setting screen M31 displays a setting input section 92 for inputting a predetermined operation of the slide switch, that is, a correction amount (correction amount per unit) for the displacement amount of the slide switch. The correction amount per unit of the setting input section 92 can be input by operating the display device 45, and the input correction amount per unit can be stored in the first control device 60A. That is, by inputting the correction amount per unit in the setting input section 92, for example, the correction amount (correction amount per unit) for every 5 mm increase in the displacement amount is changed from 2 cm to 4 cm as shown in FIG. 3B. can do. It should be noted that the method of increasing the correction amount and the rate of increase described above are not limited to the numerical values described above.

As shown in FIGS. 4A and 4B, the correction switch 53 has a first correction section 53A and a second correction section 53B. The first correction section 53A is a section 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 section 53B is a section 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 section 53A and the second correction section 53B are ON or OFF switches that automatically return each time they are operated. The switches forming the first correction section 53A and the switches forming the second correction section 53B are integrated. The switches forming the first correction section 53A and the switches forming the second correction section 53B may be arranged apart from each other. As shown in FIG. 3A, each time the first correction portion 53A is pressed, the correction amount corresponding to the left side of the vehicle body 3 (left correction amount) increases. Also, every time the second correction portion 53B is pressed, the correction amount corresponding to the right side of the vehicle body 3 (right correction amount) increases.

As shown in FIG. 4B, when the correction switch 53 is a slide switch, the first correction portion 53A and the second correction portion 53B include a knob portion 55 that moves left or right along the longitudinal direction of the slot. there is When the correction switch 53 is a slide switch, the first correction portion 53A and the second correction portion 53B are arranged apart from each other in the width direction. As shown in FIG. 3B, when the knob portion 55 is gradually displaced leftward from a predetermined reference position, the left correction amount increases according to the amount of displacement. Further, when the knob portion 55 is gradually displaced to the right from the predetermined reference position, the right correction amount increases according to the amount of displacement. As shown in FIG. 4B, in the case of a slide switch, the first correction portion 53A and the second correction portion 53B are integrally formed, the reference position of the knob portion 55 is set at the center, and the The left correction amount may be set when the knob 55 is moved to the left, and the right correction amount may be set when the knob 55 is moved to the right from the intermediate position.

Next, the correction amount (left correction amount, right correction amount) by the correction switch 53 and the planned travel line L2
and the behavior (running locus) of the tractor 1 (body 3).

FIG. 5A shows a state in which the calculated vehicle body position W1 deviates to the right while the vehicle is traveling straight under automatic steering. As shown in FIG. 5A, when 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 L2 matches, the tractor 1 travels along the planned traveling line L2. That is, in the section P1 where there is no positioning error in 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 scheduled travel line L2. . When there is no error in positioning by 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 are the same. 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 is not deviated from the planned travel line L2, due to various influences, an error occurs in the positioning of the positioning device 40, and the position is detected by the positioning device 40. If the vehicle body position W1 deviates to the right with respect to the planned travel line L2 (actual position W2) and the deviation amount W4 is maintained, the tractor 1 will be operated in such a manner that there is a deviation between the calculated vehicle body position W1 and the planned travel line L2. Then, the tractor 1 is steered to the left so as to eliminate the amount of deviation W4 between the calculated vehicle body position W1 and the planned travel line L2. Then, the actual position W2 of the tractor 1 is shifted to the planned travel line L2 by left steering. Assume that the driver thereafter notices that the tractor 1 is deviated from the planned travel line L2, and steers the second correction unit 53B at position P21 to increase the right correction amount from zero. A right correction amount is added to the calculated vehicle body position W1, and the vehicle body position after correction (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 near the position P20. As indicated by position P21 in FIG. 5A, when the actual position W2 of the tractor 1 is away from the planned travel line L2 to the left after correcting the vehicle body position, the tractor 1 is steered to the right. The actual position W2 can be matched with the planned travel line L2.

FIG. 5B shows a state in which the calculated vehicle body position W1 deviates to the left while the vehicle is traveling straight under automatic steering. 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 line L2 match in a state in which the automatic steering is started, as shown in FIG. Similarly, the tractor 1 travels along the scheduled travel line L2. 5A, the tractor 1 travels along the scheduled travel line L2 in the section P2 where the positioning device 40 has no positioning error. Further, similarly to FIG. 5A, the calculated vehicle body position W1 and the corrected vehicle body position W3 are the same value.

Here, at the position P22, various influences cause an error in the positioning of the positioning device 40, causing the vehicle body position W1 detected by the positioning device 40 to deviate to the left with respect to the actual position W2, and the deviation amount W5 is maintained. If so, the tractor 1 is steered to the right so as to eliminate the amount of deviation W5 between the calculated vehicle body position W1 and the planned travel line L2. After that, assume that the driver notices that the tractor 1 is deviated from the planned travel line L2 and steers the first correction unit 53A at 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 vehicle body position after correction (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 near the position P22. As indicated by position P23 in FIG. 5B, when the actual position W2 of the tractor 1 is away from the planned travel line L2 to the right after correcting the vehicle body position, the tractor 1 is steered to the left. The actual position W2 can be matched with the planned travel line L2.

Next, the setting switch 51, correction switch 53, and screen changeover switch 54 will be described.

As shown in FIG. 6, the outer circumference of the steering shaft 31 is covered with a steering post 180. As shown in FIG. The outer circumference of steering post 180 is covered with cover 177 . The cover 177 is provided in front of the driver's seat 10 . Cover 177 includes panel cover 178 and column cover 179 .

A panel cover 178 supports the display device 45 . A support portion 178 e that supports the display device 45 is provided on the upper plate portion 178 a of the panel cover 178 . The support portion 178 e supports the display device 45 in front of the steering shaft 31 and below the steering handle 30 . The upper plate portion 178a also has a mounting surface 178f on which the setting switch 51, the correction switch 53, and the screen changeover switch 54 are mounted. The mounting surface 178f is provided behind the support portion 178e and below the steering handle 30. As shown in FIG. The support portion 178e and the mounting surface 178f are continuous, the support portion 178e being positioned in front of the upper plate portion 178a, and the mounting surface 178f being positioned in the rear portion of the upper plate portion 178a. The setting switch 51, correction switch 53, and screen changeover switch 54 are mounted on the mounting surface 178f. Thus, the setting switch 51 , correction switch 53 , and screen changeover switch 54 are arranged around the steering shaft 31 .

A shuttle lever 181 protrudes from the left plate portion 178b of the panel cover 178. As shown in FIG. The shuttle lever 181 is a member that operates to switch the running direction of the vehicle body 3 . More specifically, by operating (swinging) the shuttle lever 181 forward, the forward/reverse switching unit 13 is brought into a state of outputting forward driving 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 rearward, the forward/reverse switching portion 13 is brought into a state of outputting reverse driving power to the traveling device 7, and the traveling direction of the vehicle body 3 is switched to the backward traveling direction. Power is not output to the traveling device 7 when the shuttle lever 181 is in the neutral position.

The column cover 179 is arranged below the steering handle 30 and covers the upper portion of the steering shaft 31 . The column cover 179 is formed in a substantially square tubular shape and protrudes upward from the mounting surface 178f of the panel cover 178. As shown in FIG. That is, the mounting surface 178f is provided around the column cover 179. As shown in FIG. Therefore, the setting switch 51, the correction switch 53, and the screen changeover switch 54 mounted on the mounting surface 178f are arranged around the column cover 179. As shown in FIG.

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 in detail. As shown in FIG. 6 , 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 .

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 this embodiment, the steering changeover switch 52 is composed of a swingable lever. The steering changeover switch 52 can swing around a base end provided on the steering shaft 31 side as a fulcrum. A base end portion of the steering changeover switch 52 is provided inside the column cover 179 . The steering switch 52 protrudes to one side (left) 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 rear (diagonally right rear) of the steering shaft 31 . The correction switch 53 is arranged to the right and rear (diagonally right rear) of the column cover 179 in terms of positional relationship with the column cover 179 . The correction switch 53 is arranged on the rear right side of the mounting surface 178f of the panel cover 178 in terms of the positional relationship with the mounting surface 178f. By arranging the correction switch 53 at the rear portion of the inclined mounting surface 178f, a long distance between the correction switch 53 and the steering handle 30 can be ensured. As a result, unintended operation of the correction switch 53 and steering of the steering wheel 30 can be prevented more reliably.

The screen changeover switch 54 is arranged on the other side (right side) of the steering shaft 31 . More specifically, the screen changeover switch 54 is arranged to the right and forward (diagonally forward right) of the steering shaft 31 . The screen changeover switch 54 is arranged on the right side and in front of the column cover 179 (diagonally right front) in terms of the positional relationship with the column cover 179 . The screen changeover switch 54 is arranged on the front right portion of the mounting surface 178f of the panel cover 178 in relation to the mounting surface 178f. Also, the screen changeover switch 54 is arranged in front of the correction switch 53 .

As described above, 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 . In other words, the setting switch 51 , the steering changeover switch 52 , the correction switch 53 , and the screen changeover switch 54 are concentrated 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 seated on the driver's seat 10 without changing his/her posture. Therefore, operability is improved, and erroneous operations can be prevented. Moreover, the harness (wiring) routed from each switch can be shortened.

Incidentally, regarding the arrangement of the switches described above, the left and right sides may be interchanged. That is, one side may be the left side and the other side may be the right side, or one side may be the right side and the other side may be 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 .

As shown in FIG. 1 , the tractor 1 has a plurality of control devices 60 . The plurality of control devices 60 are devices that perform travel system control, work system control, vehicle body position calculation, 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 reception signal (reception information) received by the reception device 41 and the measurement information (acceleration, angular velocity, etc.) measured by the inertial measurement device 42, and determines the position of the vehicle body based on the reception information and the measurement information. Ask for For example, when the correction amount by the correction switch 53 is zero, i.e., when correction of the vehicle body position by the correction switch 53 is not instructed, the first control device 60A calculates the calculated vehicle body position using the received information and the measurement information. Without correcting the position W1, the calculated vehicle body position W1 is determined as the vehicle body position used during automatic steering. On the other hand, when correction of the vehicle body position by the correction switch 53 is commanded, the first control device 60A corrects 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. A correction amount is set, and a corrected vehicle body position W3 obtained by correcting the calculated vehicle body position W1 with the correction amount is determined as a 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 planned travel line L2, and outputs the control signal to the second control device 60B. The second control device 60B controls the steering motor 38 of the automatic steering mechanism 37 so that the vehicle body 3 travels along the scheduled travel line L2 based on the control signal output from the first control device 60A.

As shown in FIG. 7, 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 planned travel line L2 is less than the threshold. When the deviation between the vehicle body position and the planned travel line L2 is greater than or equal to the threshold and the tractor 1 is positioned on the left side of the planned travel line L2, the second control device 60B controls the steering direction of the tractor 1 to the right. The rotating shaft 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 greater than or equal to the threshold and the tractor 1 is positioned on the right side of the planned travel line L2, the second control device 60B changes the steering direction of the tractor 1 to the left. The rotating shaft 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. When the orientation (vehicle orientation) F1 (traveling direction) is different, that is, when the angle θ of the vehicle orientation F1 with respect to the planned travel line L2 is equal to or greater than the threshold, the second control device 60B controls the angle θ to be zero (vehicle orientation). The steering angle may be set so that F1 coincides with the direction of the planned travel line L2. Further, the second control device 60B sets the final steering angle in automatic steering based on the steering angle determined based on the deviation (positional deviation) and the steering angle determined based on the heading (heading deviation θ). You may The setting of the steering angle in the automatic steering in the embodiment described above is an example, and is not limited.

The third control device 60</b>C raises and lowers the connecting portion 8 according to the operation of the operating member provided around the driver's seat 10 . Note that the first control device 60A, the second control device 60B, and the third control device 60C may be integrated. Further, the control of the traveling system, the control of the work system, and the calculation of the vehicle body position described above are not limited.

Settings related to running of the vehicle body 3 can be performed by the display device 45 .

Details of the display device 45 will be described below.

As shown in FIG. 1, the display device 45 can acquire various information detected by the detection device 47 via an in-vehicle network or the like. The detection device 47 includes an accelerator pedal sensor, a shift lever detection sensor, a crank position sensor, a fuel sensor, a water temperature sensor, a motor rotation sensor, a steering angle sensor, an oil temperature sensor, an axle rotation sensor, and the like. For example, the display device 45 can display the remaining amount of fuel detected by the fuel sensor, the water temperature value detected by the water temperature sensor, the engine speed detected by the engine rotation sensor, and the like as the operation information.

In addition, the display device 45 can acquire information on various switches, for example, information on the setting switch 51 , the steering switch 52 , and the correction switch 53 . The display device 45 acquires information on ON or OFF of the setting switch 51, information on the start and end of automatic steering by the steering changeover switch 52, and information on commands for the start point P10 and end point P11 of the running reference line L1 by the steering changeover switch 52. can do.

As shown in FIG. 6, the display device 45 has a display section 46 that displays various information. The display unit 46 includes a fixed display unit 46A that displays warnings and the like, and a variable display unit 46B that can change displayed information. The fixed display section 46A has a panel on which graphics such as warnings are shown, and an irradiation section such as an LED that irradiates the graphics on the panel with a light source. Also, the variable display section 46B is composed of an organic EL panel, a liquid crystal panel, or the like, and displays various information related to the operation (running) of the tractor 1 and the like.

The display device 45 can display the amount of deviation (deviation) between the vehicle body 3 and the planned travel line L2. Specifically, the display device 45 displays the positional deviation (deviation amount) between the vehicle body position (calculated vehicle body position) W1 detected by the positioning device 40 and the planned travel line L2 as the deviation. When a predetermined operation is performed on the display device 45, the display device 45 displays the operation screen M1.

The driving screen M1 has a driving display portion 61 that displays driving information. The operation display unit 61 includes a rotation display unit 62 that displays the rotation speed of the engine 4 (motor rotation speed) as operation information. The rotary display section 62 includes a level display section 63 . The level display portion 63 is a portion that displays the engine speed in stages. For example, the level display portion 63 includes a scale portion 65 and an indicator portion 80 . The scale portion 65 has, for example, a first line 65A and a plurality of second lines 65B allocated at predetermined intervals along the first line 65A. Also, the scale portion 65 has a first line 65A and a third line 65C spaced apart at a predetermined interval. The first line 65A and the third line 65C are formed, for example, in a semicircular shape, with one end side (for example, left side) having a minimum value and the other end side (for example, right side) having a maximum value. .

The indicator portion 80 is a bar whose length changes according to the number of revolutions of the engine. The indicator part 80 is positioned, for example, between the first line 65A and the third line 65C, and when the engine speed value is the minimum value of zero, the first line 65A and the third line 65C When it is located on the one end side (left side) and has the shortest length and the value of the motor revolution speed is the maximum value, from the one end side (left side) of the first line 65A and the third line 65C to the first line 65A and the third line 65C. It extends to the other end side (right side) of the third line 65C and is the longest. The rotating display portion 62 includes a numeric display portion 64 . A numeric display unit 64 displays the number of revolutions of the engine in numbers. For example, the rotating display portion 62 is arranged inside the semicircles of the first line 65A and the third line 65C.

Therefore, according to the operation display section 61 , the motor rotation speed such as the engine rotation speed can be displayed in stages by the level display section 63 and numerically by the rotation display section 62 .

The operation screen M1 has an icon display portion 67 that displays a plurality of icon portions 66. FIG. The icon display portion 67 is a portion where various information is indicated by the icon portion 66 . That is, the settings related to running such as automatic steering, for example, the setting state set in the setting mode are displayed in the icon portion 66 . The icon display portion 67 is located at a different position from the driving display portion 61, and is arranged, for example, in the upper portion of the driving screen M1.

The plurality of icon portions 66 are a first icon portion 66A, a second icon portion 66B, a third icon portion 66C, a fourth icon portion 66D, a fifth icon portion 66E, a sixth icon portion 66F, and a seventh icon portion 66G. . Note that the operation screen M1 does not need to have all of the plurality of icon portions 66 (66A, 66B, 66C, 66D, 66E, 66F, 66G), and is not limited to the embodiment described above.

The first icon portion 66A is displayed when a warning occurs. The second icon portion 66B is displayed when the starting point P10 of the driving reference line L1 is set. The third icon portion 66C is displayed when the end point P11 of the driving reference line L1 is set.

The fourth icon portion 66D is displayed when automatic steering is permitted. For example, the fourth icon portion 66D is displayed when the setting mode is enabled, the setting of the driving reference line L1 is completed, and the orientation determining portion 207 of the second control device 60B permits automatic steering. By looking at the fourth icon portion 66D, the operator can understand that automatic steering is permitted. Then, the operator can start the automatic steering by operating the steering changeover switch 52 .

The fifth icon portion 66E is displayed when the connecting portion 8 is in the up/down state. The sixth icon portion 66F is displayed when the vehicle is in the 4WD acceleration state. The color of the seventh icon portion 66G changes according to the reception sensitivity of the reception signal of the reception device 41 .

As shown in FIGS. 8A and 8B, the operation screen M1 has a position deviation display section 68. FIG. The position deviation display portion 68 is a portion that displays in stages the position deviation (amount of deviation) between the calculated vehicle body position W1 and the planned travel line L2. The positional deviation display portion 68 includes a scale portion 68a and an index portion 68b. The scale portion 68a includes an origin 68a1 and a data line 68a2 extending laterally on the operation screen M1 from the origin 68a1. The origin 68a1 indicates the point where the positional deviation is zero, and is provided at the longitudinal center of the data line 68a2. The data line 68a2 is a portion that indicates the magnitude of the positional deviation, and is set to the maximum value on the side opposite to the origin 68a1. In the data line 68a2, the left side (one side) from the origin 68a1 is an area (portion) indicating the positional deviation when the vehicle body 3 is displaced to the left (one side) from the planned travel line L2, and the right side from the origin 68a1. (Other side) is an area (portion) indicating the positional deviation when the vehicle body 3 is displaced to the right (the other side) from the scheduled travel line L2. In addition, the data line 68a2 indicates a sub-scale divided into a plurality of stages, and by pointing the sub-scale with the index portion 68b, it is possible to grasp the magnitude of the positional deviation.

The index portion 68b is a portion that indicates the magnitude of the current positional deviation and moves along the data line 68a2. When the positional deviation is zero, the index portion 68b is positioned at the longitudinal center of the data line 68a2 and coincides with the origin 68a1. When the vehicle body 3 is displaced to the left (one side) from the planned travel line L2 and the positional deviation is the maximum value, the indicator portion 68b is positioned at the left end of the data line 68a2. When the vehicle body 3 is displaced to the right side (the other side) from the planned travel line L2 and the positional deviation is the maximum value, the indicator portion 68b is positioned at the right end portion of the data line 68a2. For example, when the positional deviation is 1 cm, the index portion 68b moves from the origin 68a1 to the left or right by one graduation of the data line 68a2. Further, when the positional deviation is 5 cm, the index portion 68b moves from the origin 68a1 to the left or right by 5 graduations of the data line 68a2. Note that the numerical value of the positional deviation is an example and is not limited.

In this manner, the position deviation display unit 68 displays the result detected by the positioning device 40, that is, the position deviation (amount of deviation) between the calculated vehicle body position W1 and the planned travel line L2. It is possible to easily grasp the timing and the presence/absence of correction. For example, during automatic steering, the actual position W2 of the tractor 1 (body 3) and the planned travel line L2
If the position deviation is displayed in the position deviation display section 68 despite the fact that the position deviation displayed in the position deviation display section 68 matches can be determined to be due to the positioning error of If the position deviation increases due to the positioning error of the positioning device 40, the correction switch 53 is operated to add a correction amount to the calculated vehicle body position W1 as described above. Movement of the tractor 1 (body 3) due to an error can be suppressed.

In the above-described embodiment, the position deviation display section 68 displays the position deviation between the calculated vehicle body position W1 and the planned travel line L2. A position deviation between the corrected vehicle body position W3, which is a position deviation, and the planned travel line L2 may be displayed. For convenience of explanation, the positional deviation between the calculated vehicle body position W1 and the planned travel line L2 is the "first positional deviation W10", and the positional deviation between the corrected vehicle body position W3 and the planned travel line L2 is the "second positional deviation W11". It says.

Specifically, as shown in FIG. 9A, when the correction switch 53 is not operated after the automatic steering is started, the position deviation display section 68 displays the first position deviation W10 (S51). Further, when the correction switch 53 is operated (either the first correction section 53A or the second correction section 53B is operated) after the start of the automatic steering, the positional deviation is displayed as shown in FIGS. 9B and 9C. The unit 68 switches the display from the first positional deviation W10 to the second positional deviation W11 (S52). For example, after the correction switch 53 is operated, the index portion 68b indicates the value of the second positional deviation W11 on the scale portion 68a.

In FIG. 9A, although the actual position W2 of the tractor 1 (vehicle body 3) coincides with the planned travel line L2, the position deviation display section 68 shows the first position on the left due to the positioning error of the positioning device 40. The state in which the positional deviation W10 is displayed is shown. In FIG. 9B, although the first positional deviation W10 is generated due to the positioning error of the positioning device 40 as in FIG. 9A, the positional deviation display section 68 displays the second The state in which the positional deviation W11 is displayed is shown. As shown in FIG. 9B, when the second positional deviation W11 displayed on the positional deviation display section 68 is substantially zero, it can be determined that the first correcting section 53A has properly performed the correction. On the other hand, if the second positional deviation W11 displayed on the positional deviation display section 68 after the operation of the first correction section 53A does not become zero and is relatively large, it is determined that the amount of correction by the operation of the first correction section 53A is small. be able to. That is, after operating the first correction portion 53A of the correction switch 53, if the second position deviation W11 displayed on the position deviation display portion 68 is large, the driver operates the first correction portion 53A to adjust the correction amount. I know it needs to be increased. In this case, the driver operates the first corrector 53A until the second positional deviation W11 becomes zero as shown in FIG. 9B. By displaying the second positional deviation W11 on the positional deviation display section 68 in this manner, it can be determined whether or not the correction amount obtained by operating the correction switch 53 is appropriate.

After the first correction portion 53A of the correction switch 53 is operated, the second positional deviation W11 displayed on the positional deviation display portion 68 becomes zero as shown in FIG. 9B. When the position deviation W11 increases as shown in FIG. 9C, it can be determined that the positioning error of the positioning device 40 has been eliminated. In this case, the driver can stabilize the behavior of the tractor 1 (vehicle body 3) by operating the correction switch 53 to set the correction amount to zero.

The work vehicle 1 includes a vehicle body 3 that can travel, a steering handle 30 that steers the vehicle body 3 by turning, and a vehicle body position that is the position of the vehicle body 3 that is provided on the vehicle body 3 and detected based on signals from positioning satellites. a correction switch 53 for instructing correction of the vehicle body position detected by the positioning device 40; A steering mechanism 37 and a display device 45 capable of displaying the positional deviation between the vehicle body position detected by the positioning device 40 and the planned travel line L2 are provided. According to this, when the vehicle body position can be corrected by the correction switch 53, the display device 45 can display the positional deviation between the vehicle body position (calculated vehicle body position) detected by the positioning device 40 and the planned travel line L2. can be done. Therefore, in a situation where the tractor 1 (vehicle body 3) and the planned travel line L2 actually match, if the positional deviation between the calculated vehicle body position and the planned travel line L2 is displayed on the display device 45, the driver The (operator) can grasp that the position deviation has occurred due to the positioning error by the positioning device 40 . That is, by viewing the positional deviation displayed on the display device 45, the driver can grasp the influence of the positioning error (positioning accuracy) by the positioning device 40. If there is a positioning error, the correction switch 53 automatically The calculated vehicle body position used for steering can be corrected.

The display device 45 displays the positional deviation between the corrected vehicle body position, which is the vehicle body position corrected by the correction switch 53, and the planned travel line L2. According to this, it is possible to grasp the position deviation of the planned travel line L2 with respect to the corrected vehicle body position after the correction switch 53 is operated.

The correction switch 53 has a first correction section 53A that commands correction of the vehicle body position on one side in the width direction of the car body 3, and a second correction section 53B that commands correction of the vehicle body position on the other side in the width direction of the vehicle body. contains. According to this, the vehicle body position on one side of the vehicle body 3 or the vehicle body position on the other side of the vehicle body 3 can be easily corrected.

The work vehicle 1 includes a control device 60 to which the correction switch 53 is connected and which controls the automatic steering mechanism 37. The control device 60 sets the correction amount of the vehicle body position based on the number of times the correction switch 53 is operated. According to this, the correction amount can be set (changed) according to the number of times the correction switch 53 is operated.

The control device 60 changes the correction amount corresponding to one operation of the correction switch 53 . According to this, since the correction amount when the correction switch 53 is operated once can be changed, the state of automatic steering of the vehicle body 3 by operating the correction switch 53 can be changed according to various situations. For example, by decreasing the correction amount when the correction switch 53 is operated once, the automatic steering can be finely adjusted, and when the correction switch 53 is operated once, the correction amount can be increased. You can make coarse adjustments.

The control device 60 changes the correction amount per operation amount of the correction switch 53 . According to this, it is possible to change the correction amount when the correction switch 53 is operated by a predetermined amount, so that the state of automatic steering of the vehicle body 3 by operating the correction switch 53 can be changed according to various situations. . For example, fine adjustments can be made in the automatic steering by decreasing the correction amount when the correction switch 53 is operated by a predetermined amount, and by increasing the correction amount when the correction switch 53 is operated by a predetermined amount. You can make coarse adjustments to the autopilot.

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

In the above-described embodiment, the display device 45 displays the positional deviation. may be displayed. When the azimuth deviation is displayed on the display device 45, the position deviation described above may be read as the azimuth deviation.

1 work vehicle 3 vehicle body 30 steering handle 37 automatic steering mechanism 40 positioning device 45 display device 53 correction switch 53A first correction section 53B second correction section 60 control device L2 scheduled travel line

Claims (7)

a drivable vehicle; and
a work device mounted on the vehicle body and performing work;
a steering handle for steering the vehicle body by turning it;
a positioning device that is provided on the vehicle body and detects the vehicle body position based on a signal from a positioning satellite;
a correction switch for commanding correction of the vehicle body position detected by the positioning device;
an automatic steering mechanism capable of automatically steering the vehicle body based on the vehicle body position detected by the positioning device and the planned travel line;
a display device capable of displaying the deviation between the vehicle body position detected by the positioning device and the planned travel line;
with
The display device
displaying, as the deviation, a first positional deviation, which is a positional deviation between the vehicle body position and the planned travel line, when the vehicle body position is not corrected;
When the vehicle body position is corrected by the command of the correction switch, the deviation is a second position deviation between the corrected vehicle position, which is the vehicle position corrected by the command of the correction switch, and the planned travel line. working vehicle. The work vehicle according to claim 1, wherein the display device displays the magnitudes of the first positional deviation and the second positional deviation in a plurality of stages. The correction switch includes a first correction section that commands correction of the position of the vehicle on one side in the width direction of the vehicle body, and a second correction section that commands correction of the position of the vehicle on the other side in the width direction of the vehicle body. 3. The work vehicle of claim 1 or 2, comprising: a control device connected to the correction switch and controlling the automatic steering mechanism;
The work vehicle according to any one of claims 1 to 3, wherein the control device sets the correction amount of the vehicle body position based on the number of operations of the correction switch. The work vehicle according to claim 4, wherein the control device changes the correction amount corresponding to one operation of the correction switch. a control device connected to the correction switch and controlling the automatic steering mechanism;
The work vehicle according to any one of claims 1 to 3, wherein the control device sets the correction amount of the vehicle body position based on the operation amount of the correction switch. The work vehicle according to claim 6, wherein the control device changes the correction amount per operation amount of the correction switch.

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