JP7161364B2 - work vehicle - Google Patents

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 traveling reference line, and manual traveling and automatic traveling. and a changeover switch that can freely switch between running and running. In addition, the starting point of the traveling reference line is set after pressing the right instruction button while the agricultural implement is traveling along the ridge, and the end point of the traveling reference line is set by pressing the left instruction button while traveling. That is, the driving reference line is set before automatic steering.

JP 2017-123803 A

The agricultural implement disclosed in Patent Literature 1 can easily and automatically travel along the set travel line after setting the travel reference line. However, when various conditions change while the agricultural implement is running, there are cases where the agricultural implement cannot travel appropriately according to the changed conditions.
SUMMARY OF THE INVENTION Accordingly, it is an object of the present invention to provide a working vehicle that can travel in various situations.

The technical means of the present invention for solving this technical problem are characterized by the following points.
The work vehicle has a vehicle body that can travel, a steering handle that steers the vehicle body by a rotating operation, an automatic steering mechanism that automatically steers the vehicle body based on the scheduled travel line, and the scheduled travel line. and a correction switch for instructing correction of the set orientation indicating the running direction of the vehicle body, and a control device connected to the correction switch and controlling the automatic steering mechanism, wherein the control device performs the correction The amount of correction for one operation of the switch is always constant, and the amount of correction of the set direction of the planned travel line is set according to the operation of the correction switch.
The control device sets the correction amount of the set heading of the planned travel line based on the product of the number of times the correction switch is operated and the correction amount per operation of the correction switch .

The correction switch includes a first correction section for commanding correction of the set orientation of the planned travel line around one side in the width direction of the vehicle body, and a set orientation of the planned travel line around the other side in the width direction of the vehicle body. and a second correction unit for commanding correction of .
The work vehicle includes a steering switch for switching between automatic steering and manual steering by the steering handle.

The work vehicle includes a positioning device capable of detecting the position of the vehicle body, and a reference line setting switch for setting the position of the vehicle body detected by the positioning device to the start position and the end position of the traveling reference line, After setting the driving reference line, the control device displays a planned driving line in a set direction parallel to the driving reference line ahead of the traveling direction of the vehicle body when automatic steering is started by operating the steering changeover switch. set.

According to the present invention, it is possible to travel according to various situations.

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. 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 the advancing direction of the tractor before correction|amendment by a 1st correction|amendment part, and after correction|amendment. It is a figure which shows the advancing direction of the tractor before correction|amendment by a 2nd correction|amendment part, and after correction|amendment. FIG. 10 is an explanatory diagram for explaining the travel locus of the tractor when the correction switch is used; 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. 9 is a side view showing one embodiment of the work vehicle 1, and FIG. 9 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 sitting in the driver's seat 10 of the tractor (work vehicle) 1 (direction of arrow A1 in FIG. 9) is forward, the rear side of the driver (direction of arrow A2 in FIG. 9) is 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. Also, the horizontal direction, which is the direction 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. 9 , 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, a pesticide 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). ). Further, when the first clutch 17 and the second clutch 18 are disengaged, the power of the shuttle shaft 12 is not transmitted to the front wheels 7F, so that the rear wheels 7R are driven by the power, resulting in two-wheel drive (2WD).

The tractor 1 has a positioning device 40 . The positioning device 40 can detect its own position (positioning information including latitude and longitude) using satellite positioning systems (positioning satellites) such as D-GPS, GPS, GLONASS, Hokuto, Galileo, and Michibiki. That is, the positioning device 40 receives satellite signals (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 satellite 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 satellite signals 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 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 satellite signal (received information) received by the receiver 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 received information and the measurement information. Ask for
First control device 60A sets a control signal based on the vehicle body position and planned travel line L2, and outputs the control signal to second control device 60B. The second control device 60B has an automatic steering control section 200. As shown in FIG. The automatic steering control unit 200 is composed of an electrical/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. 6, 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 less than the threshold. When the deviation (positional deviation) between the vehicle body position and the planned travel line L2 is greater than or equal to the threshold value and the tractor 1 is positioned on the left side of the planned travel line L2, the automatic steering control unit 200 The rotary shaft of the steering motor 38 is rotated so that the steering direction is rightward. That is, the automatic steering control unit 200 sets the rightward steering angle so that the positional deviation becomes zero. 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 automatic steering control unit 200 controls 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. That is, the automatic steering control unit 200 sets the steering angle in the left direction so that the positional deviation becomes zero.

Further, when the orientation of the planned travel line L2 and the orientation (vehicle orientation) F1 of the traveling direction (traveling direction) of the tractor 1 (vehicle body 3) are different, that is, the angle θg of the vehicle orientation F1 with respect to the planned travel line L2 is greater than or equal to the threshold value. , the automatic steering control unit 200 sets the steering angle so that the angle θg becomes zero (the vehicle body direction F1 matches the direction of the planned travel line L2). Note that the automatic steering control unit 200 sets the final steering angle in automatic steering based on the steering angle obtained based on the deviation (positional deviation) and the steering angle obtained based on the heading (heading deviation). 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. As described above, the control device 60 can automatically steer the tractor 1 (the vehicle body 3).

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. 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 the automatic steering and the reference line setting switch.

The tractor 1 has a correction switch 53 . The correction switch 53 is a switch for correcting the set orientation of the planned travel line L2 during automatic steering. That is, it is a switch that corrects the orientation of the planned travel line L2 that is set parallel to the travel reference line L1 set in the first control device 60A by operating the reference line setting switch (steering switch 52). During automatic steering, automatic steering is performed along the scheduled travel line L2, so the driver corrects the set orientation of the scheduled travel line L2 to change the travel direction of the tractor 1 during automatic steering to an arbitrary orientation. be able to.

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 (correction angle) 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 . For example, as shown in FIG. 3A, each time the push switch is operated, the correction amount increases by one degree or several degrees. The number of times the push switch is operated is input to the first control device 60A, and the first control device 60A sets (calculates) the correction amount of the set direction of the planned travel line L2 based on the number of times of operation.

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, the correction amount increases by one degree or several degrees each time the displacement amount of the slide switch increases by 5 mm. 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) a correction amount for the traveling direction of the planned travel line L2 based on the displacement amount. 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.

Specifically, 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 portion 53A is a portion that corrects (changes) the set direction of the planned travel line L2 to one side in the width direction of the vehicle body 3, that is, to the left side. The second correction portion 53B is a portion that corrects (changes) the setting direction of the planned travel line L2 to the other side in the width direction of the vehicle body 3, that is, to 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 setting switch 51 and the correction switch 53 will be explained.
As shown in FIG. 5, 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 and the correction switch 53 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 and the correction switch 53 are attached to the attachment surface 178f. Accordingly, the setting switch 51 and the correction switch 53 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 and the correction switch 53 attached to the attachment surface 178f are arranged around the column cover 179. As shown in FIG.

Next, the arrangement of the setting switch 51, the steering switch 52, and the correction switch 53 will be described in detail. As shown in FIG. 5 , 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 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 wheel 30
steering 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 switch 52 , and the correction switch 53 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 .

Next, the relationship between the correction amount (left correction amount, right correction amount) by the correction switch 53 and the traveling direction of the planned travel line L2 and the tractor 1 (vehicle body 3) will be described.
FIG. 7A shows the tractor 1 during automatic steering along a running reference line L1 and a planned running line L2 set parallel to the running reference line L1. As shown in FIG. 7A, the tractor 1 is positioned on the planned travel line L2, and when the set orientation of the planned travel line L2 and the traveling direction of the tractor 1 match, the tractor 1 continues straight ahead. Continue autopilot.

When the driver of the tractor 1 operates the first correction portion 53A of the correction switch 53, the set direction of the planned travel line L2 is corrected leftward. When the first correction unit 53A is a push switch, the travel plan line L2 changes to the corrected travel plan line L2a when pressed once, to the corrected travel plan line L2b when pressed twice, and to the first correction unit 53A. As the number of times of operation (operation amount) increases, the correction amount also increases, and the azimuth is set to be tilted further to the left. After the direction of the planned travel line L2 is corrected, automatic steering of the tractor 1 is performed so that the tractor 1 travels along the planned travel lines L2a and L2b.

Similar to FIG. 7A, FIG. 7B shows the tractor 1 during automatic steering along a running reference line L1 and a planned running line L2 set parallel to the running reference line L1. As shown in FIG. 7B, when the tractor 1 is positioned on the planned travel line L2 and the set orientation of the planned travel line L2 and the traveling direction of the tractor 1 match, the tractor 1 continues straight ahead. Continue autopilot.

When the driver of the tractor 1 operates the second correction portion 53B of the correction switch 53, the set direction of the planned travel line L2 is corrected rightward. When the second correction unit 53B is a push switch, the travel plan line L2 changes to the corrected travel plan line L2c when pressed once, to the corrected travel plan line L2d when pressed twice, and to the second correction unit 53B. As the number of times of operation (operation amount) increases, the correction amount also increases, and the azimuth is set to be tilted further to the right. After the direction of the planned travel line L2 is corrected, automatic steering of the tractor 1 is performed so that the tractor 1 travels along the planned travel lines L2c and L2d.

The travel locus K1 of the tractor 1 during automatic steering when the driver uses the correction switch 53 will be described below with reference to FIG.
As shown in FIG. 8, the driver first drives the tractor 1 by manual steering and sets the driving reference line L1. The setting of the traveling reference line L1 is performed by operating the reference line setting switch (steering changeover switch 52) provided on the tractor 1 at the corresponding points (start point P10 and end point P11) as described above.

After completing the setting of the driving reference line L1, the driver drives the tractor 1 to the point P12 by manual steering. When arriving at the point P12, the driver operates the steering changeover switch 52. FIG. When the operation is accepted and the automatic steering of the tractor 1 is started, the first control device 60A sets the planned travel line L2, which is a straight line in front of the tractor 1 and parallel to the reference travel line L1. When the planned travel line L2 is set, the second control device 60B controls the automatic steering mechanism 37 so that the tractor 1 (vehicle body 3) travels along the planned travel line L2. That is, the travel locus K1 of the tractor 1 during automatic steering becomes a locus along the planned travel line L2 if there is no disturbance (for example, contact between the front wheels 7F of the tractor 1 and an obstacle).

While the tractor 1 is traveling by automatic steering, the driver can operate the correction switch at any point. When the driver operates the first correction part 53A of the correction switch (presses the push switch once) at point P13 while the tractor 1 is traveling along the planned travel line L2, the planned travel line L2 before correction is set. The correction amount θ is added to the bearing, and the set bearing of the planned travel line L2 becomes the bearing to which the correction amount θ is added. That is, the tractor 1 is set to perform automatic steering based on the corrected travel plan line L2e. The tractor 1 travels along the corrected travel plan line L2e by automatic steering.

When the driver operates the second correction portion 53B of the correction switch 53 (pressing the push switch once) at point P14 while the tractor 1 is traveling along the planned travel line L2e, the tractor 1 is moved from the set direction of the planned travel line L2e. The correction amount θ is subtracted, and the set orientation of the planned travel line L2f after correction is the orientation obtained by subtracting the correction amount θ from the set orientation of the planned travel line L2e. The tractor 1 travels along the corrected travel plan line L2f by automatic steering.

When the driver operates the second correction part 53B of the correction switch 53 (pressing the push switch once) at point P15 while the tractor 1 is traveling along the planned travel line L2f, the tractor 1 is moved from the set direction of the planned travel line L2f. The correction amount θ is subtracted, and the set orientation of the planned travel line L2g after correction is the orientation obtained by subtracting the correction amount θ from the set orientation of the planned travel line L2f. The tractor 1 travels along the corrected travel plan line L2g by automatic steering.

In this way, the driver steers the tractor 1 in the traveling direction by operating the steering handle 30 during manual steering. can be steered in the intended direction.
The work vehicle 1 includes a vehicle body 3 that can travel, a steering handle 30 that steers the vehicle body 3 by a rotating operation, an automatic steering mechanism 37 that automatically steers the vehicle body 3 based on the travel schedule lines L2a to L2g, and a travel schedule. and a correction switch 53 for instructing correction of the set orientations of the lines L2a to L2g. According to this, by operating the correction switch 53 during automatic steering, it is possible to change (correct) the set directions of the planned traveling lines L2a to L2g, and the automatic steering is performed based on the changed planned traveling lines L2a to L2g. It can be performed. For example, when the directions (set directions) of the planned travel lines L2a to L2g are different from the directions expected by the driver, the correction switch 53 is operated so that the driver can guess the traveling direction of the vehicle body 3 in automatic steering. The direction of the street can be changed.

The correction switch 53 has a first correction section 53A for commanding correction of the set azimuths of the planned travel lines L2a to L2g around one side in the width direction of the vehicle body 3, and the planned travel line L2a around the other side in the width direction of the vehicle body 3. and a second correction unit 53B for instructing correction of the set orientation of ∼L2g. According to this, by operating each of the first correcting section 53A and the second correcting section 53B, it is possible to easily correct the set directions of the planned travel lines L2a to L2g with the vehicle body 3 as the center.

The work vehicle 1 is connected to the correction switch 53 and includes a control device 60 that controls the automatic steering mechanism 37. The control device 60 sets the planned travel lines L2a to L2g based on the number of operations of the correction switch 53. Sets the amount of correction for azimuth. According to this, it is possible to increase or decrease the amount of correction for the set orientation of the planned travel lines L2a to L2g depending on the number of times the correction switch 53 is operated, making it easy to adjust the set orientation.

The work vehicle 1 includes a steering selector switch 52 for switching between automatic steering and manual steering by the steering handle 30 . According to this, by operating the steering selector switch 52, automatic steering and manual steering can be easily switched.
The work vehicle 1 includes 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 to the starting position and the ending position of the traveling reference line L1. When the control device 60 starts automatic steering by operating the steering changeover switch 52 after setting the running reference line L1, the control device 60 displays a set azimuth parallel to the running reference line L1 ahead of the traveling direction of the vehicle body 3. to set the planned travel line L2. According to this, the reference line setting switch can be used to easily set the travel reference line L1 that serves as the reference for the scheduled travel line L2. Here, even if the azimuth of the planned travel line L2 becomes slanted due to the fact that the azimuth of the travel reference line L1 becomes slanted unlike the driver's intention, by operating the correction switch 53, the travel is possible. The direction of the scheduled line L2 can be corrected as intended by the driver.

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.

Reference Signs List 1 work vehicle 3 vehicle body 30 steering handle 37 automatic steering mechanism 40 positioning device 52 steering changeover switch (reference line setting switch)
53 Correction switch 53A First correction unit 53B Second correction unit 60 Control device 60A First control device 60B Second control device L1 Travel reference line L2a to L2g Planned travel line P10 Start point (start position of travel reference line)
P11 end point (end position of travel reference line)
θ, θ1, θ2 Correction amount (correction angle)

Claims (5)

a drivable vehicle; and
a steering handle for steering the vehicle body by turning it;
an automatic steering mechanism that automatically steers the vehicle body based on the planned travel line;
a correction switch for instructing correction of a set orientation indicating the traveling direction of the vehicle body, which is included in the planned travel line;
with
a control device connected to the correction switch and controlling the automatic steering mechanism;
The control device sets the correction amount of the set azimuth of the planned travel line according to the operation of the correction switch , with the correction amount per one operation of the correction switch being always constant . 2. The control device according to claim 1, wherein the control device sets the correction amount of the set direction of the planned travel line based on the product of the number of times the correction switch is operated and the correction amount per operation of the correction switch. Work vehicle as described. The correction switch includes a first correction section for commanding correction of the set orientation of the planned travel line around one side in the width direction of the vehicle body, and a set orientation of the planned travel line around the other side in the width direction of the vehicle body. 3. The work vehicle according to claim 1 or 2, further comprising a second correction section for commanding correction of . The work vehicle according to any one of claims 1 to 3, further comprising a steering switch for switching between automatic steering and manual steering by the steering handle. a positioning device capable of detecting the position of the vehicle body;
a reference line setting switch for setting the position of the vehicle body detected by the positioning device to the start position and end position of the travel reference line;
and
After setting the driving reference line, the control device displays a planned driving line in a set direction parallel to the driving reference line ahead of the traveling direction of the vehicle body when automatic steering is started by operating the steering changeover switch. 5. The work vehicle according to claim 4, wherein .

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